Dear [insert name here],
I am writing to you today to express how irritated I am with the lack of public transport in Melbourne’s northern suburbs, especially in areas such as Eden Park, Mickleham, Beveridge, Kalkallo and Donnybrook.
Apart from Eden Park which is currently Green Wedge, Mickleham, Beveridge, Kalkallo and Donnybrook are growing fast due to new developments and estates. While the amount of housing in this area has dramatically increased, Public transport and infrastructure in these areas has not changed and has not kept up with the demand for housing.
According to the 2016 Census, Eden Park has a population of 1,204, Mickleham has a population of 3,142, Beveridge has a population of 2,330, Kalkallo has a population of 105, and
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It is recommended that a bus route which runs from Whittlesea to Craigieburn and services Eden Park, Beveridge (including the new Mandalay estate), Kalkallo (including the new Cloverton & Kallo estates), Donnybrook, Mickleham (including new estates such as Merrifield, Annadale and Trillium), and the community of Mount Ridley is implemented. This route brings plenty of benefits to residents of the serviced areas, which are listed …show more content…
• Access to the Hume Freeway, allowing commuters to arrive at their destination in less time.
• Reduced carbon emissions thanks to a reduced number of cars on the road.
• Teenagers in these areas will no longer have to rely on parents to drive them to school, work, events, shopping centres and other places of interest.
• Cheaper and stress-free travel for residents who are travelling to and from the Melbourne CBD.
• Residents of Eden Park, Beveridge, Donnybrook, Kalkallo and Mickleham will have the option of leaving the car at home.
If the above route is not suitable, two new bus routes should be implemented; a route that runs from Wallan to Donnybrook via Beveridge (including the new Mandalay estate) and Kalkallo (including the new Kallo & Cloverton estates), and a route that runs from Whittlesea to Craigieburn via Eden Park, Woodstock, Donnybrook, Kalkallo and Mickleham.
A bus route that runs from Craigieburn to Epping via Wollert should also be considered to create public transport connections between Wollert, Craigieburn, Roxburgh Park, Broadmeadows, and
It is the 21st century: more than 85 per cent of Australians inhabit the urban areas sprawling along the coasts, and more and more rural areas struggle to survive.
Finally in 1991, the federal government initiated a ‘Better Cities Program’ which aimed to make Australian cities sustainable and more liveable. It encoura...
I also have to take into account the transport routes to the town, and how these might affect the number of visitors from each region. Betws-y-Coed is one of the smaller towns in the Snowdonia National Park, North Wales, with a population of approximately 615 people. Located on the upper end of the Conway valley where the Afon Llugwy joins the Afon Conway, the village is cut in half by the important A5 road which is one of the transcontinental routes from Ireland to the European mainland. The development of the A5 means that Betws-y-Coed is simply accessed from the Midlands and Southern England, examples being Birmingham and Stoke-On-Trent. The town today attracts tourists to the area throughout the year with the greatest number of people visiting in the summer months.
In the 1950s Newcastle was known as a sleep city, Dan described it as “moribund” (1) decades had past and very little economic development had taken place between that time frame and families were left to suffer. In 1959, T. Dan Smith became Leader of Newcastle City Council, he set up his own independent planning department in the council and appointed Wilfred Burns as chief officer in 1960. They both wanted to re-modernise Newcastle for the better by undertaking new road plans to resolve the traffic congestion that plagued the city and breath new life into the city by clearing out the slum areas and rebuilding new homes to help improve peoples living conditions. One way Smith helped promote his grand scheme was through a series of models and held public gatherings to help fuel his passion to help change Newcastle, a method used by Richard Grainger who greatly strengthened Newcastle’s status as a regional capital. In order to achieve Grainger’s equivalent he set out to get renowned architects to develop the city, like Le Corbusier , Basil Spence, Leslie Martin, Robert Matthew and even Picasso to help reinforce his vision for the future “Brasilia of the North” (2). In this essay I will closely examine T. Dan Smith’s proposed plans for the new urban motorway system, that would help solve the traffic problem. Also the redevelopment of Eldon Sqaure that would come under scrutiny, but would later become a commercial success. I will also investigate the new Civic Centre that replaced the Old Town Hall and the intention from the local authorities to demolish the Royal Arcade and replace it with a roundabout.
... Australia's workforce, infrastructure, schools, hospitals & healthcare, helping families and low income earners, and investment into regional areas.
An aging population, a younger generation who prefer walkable places, economic shifts, and the environmental impacts of suburban development are all contributing factors” (Beatz 141). Reshaping Metropolitan America gives an argument, as well as a blueprint, on how we can transform our infrastructure and housing demands by 2030.
Pyrmont is an inner city suburb located in Sydney and is approximately 2 kilometers west of Sydney’s CBD. Pyrmont is part of the Darling Harbour region and the location of the Local Government Area is the city of Sydney. Pyrmont, once a large manufacturing hub dominated by blue collar workers, transformed into a globalised city mostly consumed by the white collar industry (Sue Van Zuylan, Glyn Trethewy, Helen McIsaac 2007, pp. 218). Pyrmont has experienced an era of transformation, from a dominated primary and secondary industry city to a city of urban decay and now a vibrant residential community and its leading white-collar industry thriving in the Australian economy. While observing Pyrmont, it mainly consists of high-rise apartments and commercial buildings along with green spaces. Housing in Pyrmont consists of mainly new modern townhouses or high-rise apartments, however there is ‘affordable housing’ provided by the government. Pyrmont now comprises of people of a higher socio economic status than before the urban renewal project started (sheet in class, 6th August 2014).
These include encouraging commuters to use public transport, decongesting public transport, decentralizing businesses from the Greater Toronto Area, investing in transport infrastructure, passing relevant transport legislation and dialog with stakeholders in transport industry. These solutions aim at discouraging the use of private vehicles and increasing the effectiveness of public transport to increase the capacity and speeds needed to reduce congestion in Toronto. However, it is important to involve all relevant stakeholders when developing solutions to the transport congestion since as earlier discussed, these people may offer very effective solutions to this problem since they are the major road users. The general public will also be keen to follow changes made to improve the transport sector if it is involved in the change process. This will ensure that Toronto has one of the best transport systems not only in North America but across the
My first key highlight of the ‘trusty and reliable’ service would have to be that the metro timetable is extremely un-reliable and outdated due to the metros un-weary maintenance service and their ‘caring’ service schedules i.e. in the middle of Christmas when sales are taken place. Their timetables placed at the ‘lavish’ metro stations are outdated and outlandish as the timetables don’t even represent the actual daily schedule of the metros and that the timetables don ‘t correspond with anything related
so near to London, and with so many ways of getting to the park, it
* Urban Professional^s recognition of the increased variability, robustness, and interest in both the urban area and their work. * Conservation Activist^s commendation of the lower consumption of resources, and reduced pressure on sensitive environment areas, suggestive of a reduction in urban sprawl. * The Development Industry^s equations of profit established through better and higher levels of land use. Essentially urban consolidation proposes an increase of either population or dwellings in an existing defined urban area (Roseth,1991). Furthermore, the suburban village seeks to establish this intensification within a more specific agenda, in which community is to be centred by public transport nodes, and housing choice is to be widened with increased diversity of housing type (Jackson,1998).
Pollins, Harold. "Transport Lines and Social Divisions" from London Aspects of Change: Edited by the Centre for Urban Studies. MacGibbon & Kee, London. 1964.
In this essay, I will discuss the topic of urban public transportation and how it relates to the Church and Wellesley BIA. The nature of transportation in Toronto is a highly complex topic. As discussed in the article Transportation: The Bottleneck of Regional Competitiveness in Toronto, there are many concerns with transportation in regards to international transport, roads, highways, rails, bike lanes, buses etc. (Keil, Roger, Young, 2008). These transportation variables all have a greater economic, health, and environmental impact. The article goes on to describe that mobility in Toronto suffers because its management is uncoordinated, and there is a gap in regional interaction (Keil, Roger, Young 2008). The scope of this essay will be to
It properly prices the roads in which supply will equal the demand. In addition, it generates revenue for the local government, which can mitigate the costs in maintaining the roads and infrastructure. References Arnott, Richard, Tilmann Rave and Ronnie Schob, Alleviating Urban Traffic Congestion, The MIT Press, 2005. O’Sullivan, Arthur, Urban Economics, McGraw-Hill/Irwin, 2007.
The development of urban transportation has not changed with the cities; cities have changed with transportation. This chapter offers an insight into the Past and the future of Urban transportation and is split up into a number of different sections. It includes a timeline of the different forms of transport innovations, starting from the earliest stages of urban transport, dating back to the omnibus (the first type of urban transportation) and working in a chronological order until eventually reaching the automobile. However, these changes in Urban transport did not happen for no reason. Different factors within society meant urban transport needed to evolve; points will be made on why society needed this evolution. In contrast I will observe the problems urban transport has caused in society as a result of its rapid progression. Taking account of both arguments for the evolution of urban transport, I will look at where it will go in the future.