Tram history - Chapter 6 - Part 1

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Figure 111: Old Maribyrnong river Tram Bridge (photo Warren Doubleday). Figure 112: Waiting shed on left of VR tram 33. Brighton Beach, http://www.victorianrailways.net/photogallery/suburb/gal04/bbeachtram.html 6.3.5 Passenger Shelters and Safety Zones Melbourne Metropolitan Tramway Heritage Study, Gary Vines Early tram stops relied on pedestrian priority on roads, and the relatively light traffic with passengers able to wait on the footpath or road as they preferred. However as motor, tram and pedestrian traffic increases, conflicts eventuated. Shelters were provided on roadsides and sometimes medians in locations where particularly large numbers of passengers alighted (but generally not in the central city). Three shelters erected by the P&MTT in about 1916-7 survive on Balaclava and Orrong Rds, Malvern Rd B I O S I S R E S E A R C H 1 4 6
Melbourne Metropolitan Tramway Heritage Study, Gary Vines Armidale, and Cotham Rd Kew, with a forth from the short period of the Tramways Board in MacArthur St East Melbourne. This is one of a few locations where the short-lived Tramway Board logo ‘TB’ can be seen. Four interwar shelters fro m the MMTB period remain in St. Kilda Road and a substantial shelter at St Vincent’s Plaza was relocated and reconstructed on the opposite side (south) of the tracks in recent years. As new standard design pressed steel shelter design was introduced during World War Two. 226 The Domain Interchange was initially a busy centre road reserve stop, and in the 1970s provided with a substantial canopy. Tram safety zones and platforms form a critical part of the streetscape in Victoria and the current yellow-prow safety barrier is the culmination of a progressive development of street furniture and protective measures. Safety Zones were designed in response to increasing road traffic and the danger of pedestrians being run down. The safety issue was a prominent public concern at least by the 1920s, when street safety zones were advocated by the Kew Town Council for the Victoria Bridge “death trap” at the interchange between the electric and cable trams. 227 The MMTB therefore formed a rectangle of white bricks to delineate the safety zone. 228 A similar proposal was put forward for painted lines to delineate safe crossing points at intersections in the city, particularly to allow pedestrians to move between the Flinders Street Station entrances and tram stops in Elizabeth and Swanston Streets. This was soon followed by similarly marked and signposted safety zones the Queen Victoria Market in Elizabeth St, and at the Flinders St terminus of the Richmond Cable Trams. 229 These were established as an experiment and by October 17 further safety zones were proposed for most of the centre city street crossings. 230 226 Ken Duxbury, Making Melbourne’s Tramways: Continuity and Change 1999, copy supplied by Robert Green 227 The Argus Saturday 27 Nov. 1920 p 17 228 The Argus Saturday 22 Jan 1921 p.16 229 The Argus Saturday 4 June 1921 p.20; Thursday 2 March 1922 p.8. 230 The Argus Saturday 7 October 1922 p.27 B I O S I S R E S E A R C H 1 4 7
Page 1 and 2: 6.0 DESCIPTION OF HISTORICAL ELEMEN
Page 3 and 4: Melbourne Metropolitan Tramway Heri
Page 5 and 6: 6.2 Rolling Stock, motive power and
Page 7 and 8: Figure 99: Cable Tram Grip mechanis
Page 9 and 10: No MMTB class Melbourne Metropolita
Page 11 and 12: 6.2.7 FNPTT Trams Melbourne Metropo
Page 15 and 16: Z3 A1 B1 B2 C1 C2 D1 D2 Figure 101:
Page 21: Melbourne Metropolitan Tramway Heri
Page 25: Figure 114: The Argus Sat 7 July 19

Tram history - Chapter 6 - Part 1

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