A century-old proposal to significantly expand Melbourne’s tram network, envisioned by chief engineer Tom Percival Strickland in 1923, is resurfacing as a potential solution to the city’s modern transportation challenges. While Melbourne boasts the world’s largest urban tram network, carrying approximately 200 million passengers annually, Strickland’s ambitious plan aimed to more than double its reach from 201 kilometers to 428 kilometers. Today, many residents face frustrating commutes, highlighting the enduring relevance of these past transit aspirations.
Strickland’s Grand Tram Network Vision
In 1923, as the Melbourne and Metropolitan Tramways Board was transitioning its cable tram system to electric power, Strickland presented a forward-thinking plan to expand the tram lines. His vision included extending routes from their existing 201-kilometer span, which stretched from Black Rock to Fawkner and Box Hill South to Footscray, to a comprehensive 428 kilometers. Although Strickland successfully oversaw the conversion or creation of 87 kilometers of electric tramways during his tenure, many of his proposed extensions were ultimately shelved. The network eventually plateaued at around 250 kilometers, leaving significant areas of the city without direct tram access.
Areas like Punt Road, Bell Street, Footscray, Williamstown, Sunshine, and Reservoir could have been integrated into a much more extensive tram web. Malcolm Rowe, associated with Melbourne’s Tramway Museum, suggests that abandoning Strickland’s expansion plans has left certain parts of Melbourne with less efficient transport options. “It would have provided a good basis for the current city to have services where there are major gaps now,” Rowe commented, pointing to areas like Monash University and Doncaster as examples of locations that could have benefited from enhanced tram connectivity.
Modern Commuting Woes and Echoes of the Past
For many Melburnians, daily commutes remain a significant challenge. Wiam Bou Karram, whose 14-kilometer journey from Moorabbin to South Melbourne involves navigating congested highways and numerous traffic lights, illustrates this point. “You’ve got three lanes, and they’re usually bumper to bumper,” he described. “There are a lot of traffic lights, and a lot of intersections, so you’re stopping every few kilometers.” While the Frankston train line is nearby, it does not serve his workplace directly.
Bou Karram’s situation highlights how a different transit infrastructure, potentially shaped by Strickland’s 1923 plans, could have altered his commute. Strickland had envisioned tram connections along South Road, North Road, Bluff Road, and Hampton Street in Moorabbin, which could have provided a direct link to areas like South Melbourne. “I would definitely use a tram if it were well-planned, separate from the other lanes of traffic so it doesn’t create new [congestion] problems,” Bou Karram stated. “I always prefer to use public transport; it’s more peaceful.”
The Rise of Buses and the Decline of Tram Expansion
The halt in Strickland’s ambitious tram network expansion was attributed to a surprisingly simple shift in transportation priorities. “Buses got better,” explained Rowe. In 1938, the same year Strickland departed his role, Hector Hercules Bell, his superior, visited Europe. Bell, who had been overseeing the conversion of cable trams to electric, observed the United Kingdom dismantling its tramways in favor of buses. He reported back to Melbourne that buses, having undergone rapid development and improvement, appeared to be a more cost-effective alternative to trams.
This led to a period where Melbourne increasingly favored car travel over public transport. An exception occurred in the 1950s on route 86, which runs from Bundoora to Victoria Harbour. Buses proved inadequate for passenger volumes, forcing a reintroduction of trams. Urban transport researcher John Stone from the University of Melbourne noted that the tramways, as a large institution, underestimated the growing threat from cars and road-centric planning. “The tramways were a big institution, and they didn’t take seriously the threat from cars,” Stone said. “They were manoeuvred out of the way by people saying, ‘we need somebody to build this road’, and so we really lost that ability for public transport to compete…”
Renewed Interest in Tram Network Growth
As Melbourne’s population grew and car travel became more expensive and congested, public transport began to regain favor. Despite election promises for tram extensions from both the Greens and Labor in previous years, the tram network’s physical footprint has remained largely unchanged for decades, with limited additions in areas like Box Hill, Vermont South, and Docklands.
However, there is a current push for renewed investment in tram infrastructure. Infrastructure Victoria, in November of the previous year, recommended the extension of eight tram routes by 2030 to accommodate projected housing growth. Dr. Jonathan Spear, chief executive of Infrastructure Victoria, highlighted the benefits: “These extensions will give developers the confidence to build new homes in these precincts… support local jobs and create better connected communities.”
Notably, Moorabbin is identified as one of the precincts needing better connectivity, with plans for over 5,000 new homes. A proposed extension of Route 64 at East Brighton to run south along the Nepean Highway, past Moorabbin train station, closely mirrors Strickland’s original 1923 concepts. Such extensions could improve access to essential services, like supermarkets, and provide vital links for residents without cars, as Bou Karram pointed out. “And if they’re struggling to get to the train station, they can use a tram. How would they get there unless they have a car or ride-share?”
While a government spokesperson did not comment on specific proposals, they emphasized the state’s commitment to public transport improvements, citing a $1.85 billion investment in new G-Class trams and efforts to enhance tram stop accessibility. The government has also indicated ongoing planning for future network enhancements as Victoria continues to grow. The upcoming Melbourne Assembly forum, scheduled for October 19-21, will further explore ideas for the city’s future, including discussions on urban planning and infrastructure, potentially revisiting the enduring legacy of Strickland’s 1923 tramway vision.
Conclusion: Learning from the Past for Future Transit
The story of Tom Percival Strickland’s 1923 plan serves as a potent reminder of how infrastructure decisions made decades ago continue to shape urban mobility. As Melbourne grapples with congestion and the need for sustainable transport solutions, revisiting these historical proposals offers valuable insights. The potential for extending the tram network, as envisioned by Strickland and now echoed by modern planning bodies and residents, suggests that a more connected and efficient public transport system may still be within reach, offering a tangible path toward alleviating daily commuting frustrations and fostering better-connected communities.
