Rowville-Rail-Study-Final-Stage-1-Report-FINAL
Rowville-Rail-Study-Final-Stage-1-Report-FINAL Rowville-Rail-Study-Final-Stage-1-Report-FINAL
Final Stage 1 Feasibility Report A Rowville rail line concept between trains, buses and other modes); and continually improving other bus services throughout the area to increase their frequency and/or coverage, and to ensure that they can be adapted to accommodate the Rowville rail line when it is built. We have not studied these interim measures in any detail; we suggest that Public Transport Victoria should do so and initiate the required actions to maintain the momentum of public transport improvement in the area. Page 51
7. Travel demand effects Final Stage 1 Feasibility Report Travel demand effects This Chapter gives a guide to the potential effects of the Rowville rail line on travel demand. The methods used provide a reasonable overall indication of the effects, but the results should be interpreted with caution at a detailed level. 7.1 Background and assumptions Travel demand effects of the Rowville rail line have been assessed using the Department of Transport’s Victorian Integrated Transport Model (VITM). VITM includes representation of the land use (population and employment), roads and public transport networks in and around Melbourne. It uses established techniques to estimate travel demand, mode choice and route choice before ‘assigning’ the travel to the transport network to provide estimated volumes of people and vehicles. The version of VITM we used was validated against observed information from 2008/9 and its performance can be summarised as follows: modelled traffic volumes generally show good agreement with observed volumes in all time periods except the off-peak (6pm-7am) which is underestimated by about 20%; train boardings generally show good agreement on the Dandenong and Glen Waverley lines, although some individual stations are under- or over-estimated; bus boardings are underestimated on all routes through the Rowville area. We suggest that traffic and rail volumes can be treated with reasonable confidence whilst bus patronage is likely to be underestimated in the results presented in this report. When using the model in future years (2021 and 2046 were modelled): official land use predictions are used as the basis for changes in population and employment. In the version of VITM we used, these figures have come from Victoria in Future (VIF) 2008 forecasts released by the Department of Planning and Community Development (DPCD). These forecasts are subject to change with the new metropolitan planning strategy, but they include most of the expected ‘business-as-usual’ development in the area (including significant growth at Monash University Clayton campus). However as stated in Chapter 3 they would not include possible flow-on development effects of the Rowville rail line itself; the City of Knox has undertaken an economic study that attempts to quantify some of these effects and could be used as a guide in further patronage forecasting analysis. Estimates are made of future relative changes in key variables like fuel prices, parking costs and public transport fares. Future year transport networks include committed or expected improvements to transport elsewhere in Melbourne so that the effect of the Rowville rail line can be separated from the effects of other initiatives. Page 52
- Page 3 and 4: Contents Foreword .................
- Page 5 and 6: Executive summary Introduction Fina
- Page 7 and 8: Final Stage 1 Feasibility Report Ex
- Page 9 and 10: area in the interim period leading
- Page 11 and 12: 2. History of Rowville rail line A
- Page 13 and 14: cost implications for the Huntingda
- Page 15 and 16: 3. Existing and future conditions F
- Page 17 and 18: Figure 6 - Land uses in the Rowvill
- Page 19 and 20: Final Stage 1 Feasibility Report Ex
- Page 21 and 22: 3.5.1 Journeys to work Table 3 - Jo
- Page 23 and 24: Source: VicRoads Figure 9 - SmartRo
- Page 25 and 26: Final Stage 1 Feasibility Report Ex
- Page 27 and 28: influence on the design and operati
- Page 29 and 30: Activity Description Participation/
- Page 31 and 32: “Rowville and residents in surrou
- Page 33 and 34: Subject area Summary of submissions
- Page 35 and 36: Figure 14 - Summary of suggestions
- Page 37 and 38: Final Stage 1 Feasibility Report A
- Page 39 and 40: 6.1.4 Implications for the rail net
- Page 41 and 42: passenger capacity may also be requ
- Page 43 and 44: Figure 17 - Illustrative cross sect
- Page 45 and 46: 6.2.2 Station locations and layouts
- Page 47 and 48: Figure 21 - Mulgrave station cross
- Page 49 and 50: Figure 25 - Rowville station cross
- Page 51 and 52: Table 10 - Summary comparison of Ro
- Page 53: Final Stage 1 Feasibility Report A
- Page 57 and 58: Final Stage 1 Feasibility Report Tr
- Page 59 and 60: Source: VITM modelling of Rowville
- Page 61 and 62: Final Stage 1 Feasibility Report Tr
- Page 63 and 64: 8. Costs, benefits and impacts 8.1
- Page 65 and 66: 8.5 Environmental and social effect
- Page 67 and 68: 8.1 Conclusions Final Stage 1 Feasi
- Page 69 and 70: 9.2 Recommended actions Our recomme
<strong>Final</strong> <strong>Stage</strong> 1 Feasibility <strong>Report</strong><br />
A <strong>Rowville</strong> rail line concept<br />
between trains, buses and other modes); and<br />
continually improving other bus services throughout the area to increase their frequency<br />
and/or coverage, and to ensure that they can be adapted to accommodate the <strong>Rowville</strong><br />
rail line when it is built.<br />
We have not studied these interim measures in any detail; we suggest that Public Transport<br />
Victoria should do so and initiate the required actions to maintain the momentum of public<br />
transport improvement in the area.<br />
Page 51
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