Rowville-Rail-Study-Final-Stage-1-Report-FINAL

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educed usage is also apparent at Glen Waverley and Ferntree Gully stations. 7.3.1 Boarding and alighting patterns Final Stage 1 Feasibility Report Travel demand effects Modelled passenger boardings, alightings and train loads on Rowville rail line trains in the morning and afternoon peaks are illustrated in Figure 29. Figure 29 – Rowville rail line peak period load profiles in 2046 10,000 8,000 6,000 4,000 2,000 0 2,000 4,000 6,000 10,000 8,000 6,000 4,000 2,000 0 2,000 4,000 6,000 2046 Morning peak (7-9am) INBOUND OUTBOUND 2046 Afternoon peak (3-6pm) INBOUND OUTBOUND Ons Offs Departing load Arriving load Page 55
Source: VITM modelling of Rowville rail line in 2046 Final Stage 1 Feasibility Report Travel demand effects In the 2-hour morning peak, the total departing load city-bound from Monash University station could be around 6,000 passengers, or 500 per train; this would mean that, with present train configurations, all seats would be occupied and there would be standing room only. Due to the significance of Monash University, the trains arriving there from the city direction would be carrying similar loads (500 passengers or more per train). These movement patterns would be reversed in the afternoon peak. Nearly 9,000 passengers – nearly half of which would board at Monash University – would be on citybound trains leaving Monash University station in the 3-hour afternoon peak – this also equates to around 500 per train on average. Similar levels of usage would occur in the outbound direction as well, with a significant proportion of passengers travelling through to Rowville station. 7.3.2 Access and egress modes Figure 30 shows the modelled transport modes of access to Rowville rail line stations. Figure 30 – Transport modes used for Rowville rail line station access, 2046 average weekday 14,000 12,000 10,000 8,000 6,000 4,000 2,000 0 Access transport mode: Source: VITM modelling of Rowville rail line in 2046 Walk Bus Car The modelling suggests that car access would be greatest at Huntingdale and Rowville, whilst walk access would be predominant at Monash University. Clearly it would be important to establish commuter car parking at Rowville, Mulgrave and Huntingdale. It would not be Page 56
Page 1 and 2:
Rowville Rail Study - Public Plan i
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 21 and 22: 3.5.1 Journeys to work Table 3 - Jo
Page 23 and 24: Source: VicRoads Figure 9 - SmartRo
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 and 54: Final Stage 1 Feasibility Report A
Page 55 and 56: 7. Travel demand effects Final Stag
Page 57: Final Stage 1 Feasibility Report Tr
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
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Rowville-Rail-Study-Final-Stage-1-Report-FINAL

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