A 1923 map to extend Melbourne’s tram network could still prove a transport solution

A 1923 map outlining ambitious tram expansion plans for Melbourne has sparked renewed interest among modern city planners, offering a potential blueprint for addressing today's transportation challenges. Wiam Bou Karram, a resident of Moorabbin, experiences the daily frustration of commuting via one of the city's busiest highways, a 14-kilometre journey that involves frequent stops due to traffic lights and intersections. His route, which passes close to the Frankston train line, lacks direct access to the area where he works in South Melbourne. This situation highlights a growing concern over the limitations of current infrastructure and the need for alternative solutions. Tom Percival Strickland, the chief engineer of the Melbourne and Metropolitan Tramways Board in 1923, proposed a significant expansion of the tram network alongside the conversion of the city's outdated cable tram system to electric power. At the time, the tram routes spanned 201 kilometers, stretching from Black Rock to Fawkner and from Box Hill South to Footscray. Strickland's vision was even more expansive, he aimed to increase the network's reach to over 428 kilometers. While he managed to convert or establish 87 kilometers of electric tramways during his tenure, many of the proposed extensions were ultimately abandoned. Despite these early efforts, the tram network eventually reached a plateau at 250 kilometers. Although it remains the largest urban tram network globally, serving 200 million passengers annually, it fell short of Strickland’s ambitious goals. Present-day residents who examine the 1923 map might feel a sense of loss, as areas such as Punt Road, Bell Street, Footscray, Williamstown, Sunshine, and Reservoir could have become integral parts of the tram network. Malcolm Rowe of Melbourne’s Tramway Museum notes that the abandonment of these extensions led to certain parts of the city experiencing slower commutes. He points out that the absence of tram services in areas like Monash University and Doncaster continues to pose challenges for local commuters. Modern planners are revisiting similar questions that Strickland once addressed. They are exploring where additional tram lines could be strategically placed to alleviate congestion and improve connectivity. Some of these proposals align with Strickland’s original plans. For instance, there were considerations to extend the Johnston Street tram line in Collingwood all the way down Studley Park Road to Kew. If implemented, such expansions could have allowed individuals like Wiam Bou Karram to travel more efficiently. He expressed a preference for using trams if they were well-integrated into the city's road network, avoiding the congestion caused by shared lanes with private vehicles. The discussion around expanding Melbourne’s tram network is part of broader conversations taking place at the Melbourne Assembly, a collaborative forum involving experts in city planning, innovation, education, arts, and sports. This event, scheduled for October, aims to explore innovative approaches to shaping the city's future. Current data indicates that the existing tram network overlaps with car routes on 180 kilometers of its total length, contributing to slower travel times for both modes of transport. A recent survey highlighted that extending the tram network was among the top priorities for residents, ranking it as the third most desired initiative in a list of large-scale projects. Strickland’s ambitious plans for public transport faced an unexpected obstacle. As he stepped down in 1938, his successor, Hector Hercules Bell, traveled to Europe seeking inspiration. During this visit, Bell observed the UK dismantling its tram systems in favor of bus networks. Upon returning, he reportedly concluded that trams were too expensive to maintain compared to the emerging efficiency of buses. This decision marked the beginning of a shift away from tram expansion, leading to the eventual decline of the network's growth.