Tramway extension a thing of the past?

 
  Tribitaka Station Master

Are there any plans to extend trams on the playing boards at all?

Route 86 could do with an extension to South Morang, it has the land and it would ease strain on the crippled Plenty Road and South Morang Station.

Route 24 to the Doncaster Park and Ride.

Route 3 to Chadstone.

Route 59 to Melbourne Airport.

An extension of Route 72 along the previous Outer Circle heavy rail alignment to Fairfield Station.

A new orbital route between Rushall train station and Moonee Ponds, mostly along the old Inner Circle heavy rail site, which still remains clear.

A new orbital route along the Metropolitan Ring Road from Watsonia Station to Melbourne Airport.
It would provide a connection to:

- Hurtsbridge Line (via. Watsonia)
- South Morang Line (via. Thomastown)
- Upfield Line (via. Fawkner)
- Cragieburn Line (via. Jacana)
- Route 86 tram
- Route 59 tram

~~

Trams provide a great mode of transport in the inner city and suburbs which are serviced by them, there has been no effort however to include them in outer suburbs which could now use them and new suburbs which will use them in the future.
There has also been no effort by the government to look into extending the tram network to provide benefits to all public transport users, and put an ease on the struggling bus networks.

Are there any routes you would like to be extended, if so which ones and where?

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  railblogger Chief Commissioner

Location: At the back of the train, quitely doing exactly what you'd expect.
Personally:

  • Route 3 to Chadstone
  • Route 75 to Knox City
  Boss Chief Commissioner

Location: Caulfield Line
Route 8 to Camberwell Road/Toorak Road
  Port109 Station Staff

Route 8 to Camberwell Road/Toorak Road
Boss
Not all need to be done but have suggestions for most routes here ...

Route 3 from current East Malvern terminus via East Malvern Station, Belgrave Road, Princes Highway to Chadstone
Route 5 from current Malvern terminus via Malvern Road, Darling Station, then south down Darling Road/Koornang Road to 67 Carnegie terminus
Route 6 from current Glen Iris terminus via Glen Iris Station to Ashburton Station
Route 8 from current Moreland terminus via Moreland Road to Essendon Station
Route 16 from current Kew terminus to Kew Junction (terminating here may provide dramas though!!!)
Route 48 from current North Balwyn terminus to Doncaster Park and Ride or Westfield (hills may be problem perhaps?)
Route 57 from current West Maribyrnong terminus via Milleara Road to Buckley Street
Route 59 from current Airport West terminus via Melrose Drive to Melbourne Airport
Route 64 from current East Brighton terminus via Nepean Highway to Moorabbin Station
Route 72 to split - continue along Malvern Road via Glen Iris Station, Darling Station, East Malvern Station, Belgrave Road, Princes Highway to Chadstone - then current Burke Road section to be from Caulfield Station in the south to Doncaster Road in the north
Route 75 from current Spencer Street terminus via North Melbourne Station to Royal Children's Hospital (may help with future E-Gate)
Route 78 from current Prahran terminus via existing Brighton Road track to Elsternwick Station (no track build required)
Route 82 from current southern Footscray terminus via Victoria Uni and Footscray Road to the city somewhere (also past future E-Gate), and from current Moonee Ponds terminus in the north via the 59 routing, extended along Bulla Road to Essendon DFO
Route 86 from current Bundoora terminus via Plenty Road, Childs Road, Mill Park Stables, Morang Road to South Morang Station
Route 96 from current St Kilda terminus via Barkly Street and Glenhuntly Road to Elsternwick Station
Route 109 from current Port Melbourne terminus via Beaconsfield Parade and Park Street to current 112 terminus
Route 112 from current West Preston terminus via Edwardes Lake, Edwardes Street, Reservoir Station, Broadway to meet the 86 at Plenty Road / Summerhill Village
  msilsby Deputy Commissioner

Location: Canberra
Problem is, as we saw with the South Morang extension, these days, any works to extend services have to comply with new rules and often involve considerable service relocation. As such, they tend to be very expensive.

They also lead to a need for additional rolling stock, something no government wants to do, as it involves additional depots, staff and effort.
  Gwiwer Rt Hon Gentleman and Ghost of Oliver Bulleid

Location: Loitering in darkest Somewhere
Tram extensions need to meet a demonstrated business need and fulfill funding criteria before they come about.  The days of almost routine extensions ended over half a century ago.  We have seen a relatively small number of extensions since then most of which have taken the tramway network to a more logical terminus which generates trips both towards the City and outbound towards the new terminus.  Examples are to Airport West (reaching a major shopping centre) and to Box Hill (reaching a major suburban hub and transport interchange and - as CEO Guyot said at the time - "returning trams to Box Hill" which had them long ago.  The 86 has reached out to Bundoora RMIT but there is little prospect of it going further along Plenty Road when the major traffic objectives lie elsewhere.

Trams work best when there are substantial numbers of people all wishing to make much the same journey.  They fit between trains (large capacity, inflexible route, limited stops) and buses (lower capacity, flexible route, frequent stops) by offering medium capacity over inflexible routes with frequent stops. This makes them unsuited to the likes of orbital routes which may not generate anything like adequate traffic and are better served by buses.

Travel time to and from the City is an issue as well.  Most people who live in the outer regions of the tram network don't sit on the tram for an hour or more twice a day to commute; they might do so to reach a railway station and take the (somewhat quicker) train or they may drive to the railway and ignore the tram.  Check the number of people on board the 86 between 7.00 and 8.00am at Bundoora for example - they don't start to really fill up until Northcote which is more like 30 minutes from the City.

There are some extensions to the current network I would see as highly desirable and which might be able to win funding and the required political support for their construction.

3 / 3a along Waverley Road to terminate near to (and within easy walking distance of) East Malvern station
5 along Burke Road and High Street to share the 6 terminus at Glen Iris station
48 along Doncaster Road to Shoppingtown and possibly thence along Tram Road to Box Hill
59 along Melrose Drive and Mickleham Road to Gladstone Park shopping centre then reversing to run non-stop along the Tullamarine Freeway to the Airport.  
75 along Burwood Highway to Knox City as was intended when the Vermont South extension went in as "Phase 1 of the Knox extension"
82 along Irving Street, Nicholson Street, Napier Street and Footscray Road to reach the City then routes as though best terminating on the eastern side of the CBD - perhaps via Collins Street to St Vincent's Plaza
112 via Gilbert Road and Edwardes Street to Reservoir station

Some of those are longer than others; one or two are probably longer than Bundoora - Plenty Valley / South Morang station on the 86 which I reject as being perhaps an extension too far based on the likely levels of two-way traffic.  

Footscray - City will offer much needed additional capacity along this busy corridor with the ability to service future residential developments once the markets move out far better than the present fairly erratic bus service.  I don't intend that the 59 compete seriously for Airport business; it would offer a superior service to the inner northern suburbs and link them to the airport rather than aiming at the City - Airport market (though doubtless a little of that would be picked up) which is best catered for by Skybus.

Most of the other extensions are taking the trams a short distance further from an existing terminus to a more logical point of connection for onward journeys.  For example more traffic may be generated on the very quiet outer section of routes 3 and 5 if they linked better to stations on the Glen Waverley railway line.  Onward journeys toward the city may be quicker than by city-bound tram and it opens up options for shopping in Glen Waverley as well.

Some very quiet outer ends don't lend themselves to any obvious extension such as Carnegie and East Brighton.  Some which would ideally be extended cannot be for reasons of creating excessive traffic delay; the 1 and 55 could both be usefully extended along Bell Street to Coburg station but huge traffic jams on a key east-west cross route does nothing for tram reliability nor traffic flow.  Public transport should be seen to be effective not obstructive.  If the railway at Coburg gets its grade separation that improves one critical spot; if tram priority existed at Bell Street / Sydney Road maybe we could get away with it.  The present East and West Coburg terminals are not well connected to anything much.
  Nightfire Minister for Railways

Location: Gippsland
One possible new tram route could run down the Nepean Highway from where the tramway leaves the Highway at Elsternwick and terminate at Cheltenham Station, this route would link the Sandringham line at Gardenvale and the Frankston line at Moorabbin and Cheltenham stations and link Southland Shopping Centre (the Southland station Idea can be dropped)

On this route the tram tacks could be built In the left hand side lanes of the highway, In what would become a transit lanes, tram stops should be limited to major road Intersections, stations and major places of public Interest.

Trams would be able to stretch their legs on this route 80 km/h running ?

Route 64 could be extended to a turn back at Moorabbin Station.

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