Report blinded by bad case of tunnel vision

THERE have been two extremes in many of the comments reported by The Age on the East-West (Eddington) transport report. Infrastructure construction interests have pressed to get on with building a $7 billion road tunnel and an $8 billion rail tunnel, and never mind the bad economics.

Public transport advocates have pressed for rail investments and no road investments, ignoring the congestion related to road freight (which cannot use public transport), especially near the port.

The technical reports underlying the East-West study show that neither tunnel is economically sound. Even allowing for indirect agglomeration benefits, the cost-benefit ratio for the rail tunnel is only 1.2 and for the road tunnel is well below 1.0. The ratio for the combined road and rail solutions is 1.0. Normally projects need at least 1.5 to pass muster, and there are other road projects in the queue with ratios much better than that. The reason for the bad economics is simply that tunnels are very expensive.

There is, however, a clear case for doing something - Eddington was right in saying that doing nothing is not an option. The abrupt end of the Eastern Freeway is inefficient, and there is severe congestion on and around the Westgate Bridge, and the port area. Urban rail lines on the inner north-west side of Melbourne are clogged with both Connex and V/Line trains. The trains are overcrowded and patronage there is growing fast.

But big, expensive tunnels are not the best solution. A disappointing aspect of the technical papers is that they do not thoroughly explore more modest (but still substantial) alternatives - apart from a good "truck plan" to handle growing road freight while reducing the negative impact on residents in Yarraville and Footscray.

The road problems are local rather than corridor-like and could be eased without a large tunnel by widening streets where possible, adding a river crossing, and building underpasses at the busiest intersections. (Underpasses would also be a great help in other busy parts of greater Melbourne.)

The rail congestion problems can also be eased without a expensive tunnel by using spare tracks and land in the inner north-west area and building flyovers at junctions to improve the capacity and make better use of some of the lines.

This could be supported by more efficient use of Flinders Street Station (covered in the report), newer signalling to boost line capacity (discussed only briefly in a technical paper), and by convincing passengers to abandon the strange local custom of standing in doorways, which slows the exit and entry of peak period passengers and extends "dwell" time at stations.

The cost of such alternatives, although in the billions, would be a fraction of what the tunnels cost.

These more modest alternatives could be implemented much more quickly than tunnels. The current road and rail problems will become severe before tunnels could be completed.

Good alternatives would also achieve most of the benefits, should have good economics, and would allow the financial room to address other pressing transport problems.

Some of these problems are indicated on a map in one of the technical papers, which shows the streets in greater Melbourne that are the most congested - many of them are not those covered by the East-West study. And there are other rail demands; new high capacity trains, planned for 2013, will need to be financed.

It is possible that tunnels, perhaps shorter than those proposed, will be justified at some later stage. Experience shows it is rash to project short periods of high growth well into the future - as the study did.

Any justification will also depend on other developments such as carbon prices, and greater efforts in "demand management" to spread peak periods. The study mentions congestion pricing in 10-plus years - not long after the tunnels (yet reducing the need for tunnels).

There is a good economic case for congestion pricing; it has been successful overseas, and can be popular when the proceeds go to transport improvements. It would be best accompanied by peak/off-peak public transport pricing, possible when the Myki electronic ticketing eventually works.

The wise approach (using the economics technique known as "real options") is to address future uncertainty by proceeding with adequate capacity improvements while preserving easements for larger projects later.

The Victorian government is considering the east-west study and developing a wider transport policy it will announce in November. It will be finding that the tunnels would crowd out many other good transport options across Melbourne.

David Greig is an Executive Director in the economic consulting firm ACIL Tasman.

Read the original article at TheAge.com.au

Cyclists defend Holland Park

If you were in Kensington at around 7:30pm on Friday, you may have witnessed close to a hundred cyclists descend upon MacAuley Road.

Meeting at the State Library, the eclectic mob headed north to Fitzroy, and followed the path where the tunnel has been planned.

They viewed the parkland in Royal Park, and then via the Moonee Ponds creek bike path, on to JJ Holland Park, to see what was at stake. Various riders spoke up about the issues at hand.

In some ways, it was quite apt that a group of cyclists did this, as bicycles provide a viable alternative to inner-city transport. There was also a cheer at Macaulay Road, when a train went past.

Photos courtesy of flickr.com and http://www.moz.net.nz/.

Riders at Holland Park, learn about the potential destruction of the park and the resulting loss of a number of junior sporting clubs, amongst other things.

Commuters' fit of peak as Melbourne trains fill up

FEELING a bit squashed? It's probably because an extra 100,000 Melburnians a day have squeezed on to our public transport system in the past year.

Metlink figures for an average weekday show 1.5 million commuters jam trains, trams and buses, with packed-out peak times dragging out to almost six hours a day.

While morning and afternoon peaks are the most crowded, some of the biggest hourly increases have come outside peak, as strap-hangers try to avoid the crush.

The shift has prompted calls for increasing trip frequency and capacity across the day, as well as 24-hour public transport, as more people leave their cars at home.

Last year to July, Melbourne's commuters took an average 1.5 million trips a day -- up from 1.4 million in 2006-07. Of those trips, trains carry 45.2 per cent, while trams take 35.5 per cent and buses 19.3 per cent.

And exclusive hour-by-hour figures show pre-7am travel leapt 15 per cent, with more big jumps after evening peak.

Across the day, Connex figures show it is the Sydenham line that carries the most passengers, followed by Werribee, Pakenham/Cranbourne, Epping and Frankston...

Read the rest of the article at news.com.au

Speak out on Melbourne's transport crisis, urges Sir Rod Eddington - news.com.au

by Ashley Gardiner

TRANSPORT expert Sir Rod Eddington has warned that Melbourne's congestion crisis will not be fixed if those who oppose his ideas dominate the debate.

Sir Rod last night called on those who would benefit to speak out.

"If we don't participate in the debate, then we shouldn't be surprised if we don't get what we want," Sir Rod said.

"The problem with the debate is, unless you're careful, the debate leads to complete inactivity."

Melbourne's transport problems would only be solved by investment in new infrastructure, he said.

"That is both expensive and disruptive," Sir Rod said.

"That means there will be people who will be disrupted, and it's tough for them, and they will quite rightly make their views known."

Sir Rod said that disruption had to happen to improve the situation, particularly in areas where transport connections were poor.

"If those who face disruption are vigorous in their complaint, and those who will benefit from all the things that (could be) done say nothing, then don't be surprised if the first group prevail."

The underground City Loop was a hugely disruptive project when built in the 1970s and '80s.

"I can remember it turned up the streets of Melbourne for quite some time," Sir Rod said.

"It was an essential and necessary part of providing a better life for everyone ultimately, but it does mean some people face temporary disruption."

Sir Rod was speaking at Monash University's annual Ogden Transport Lecture at the State Library last night.

Activists are already mobilising campaigns against the proposals made by Sir Rod this year.

They include a road tunnel linking the Eastern Freeway to the western suburbs and a rail link from Caulfield to Footscray.

Residents around Kensington are campaigning against the potential loss of a park that would be used as a works site during construction.

Opposition is also mounting in the western suburbs in areas where the link may be situated.

The State Government is nervous about the electoral implications of the projects.

Read the original article at news.com.au

Funnily enough, I agree that people need to speak out, and I agree that Melbourne needs massive spending on infrastructure. I guess it's which infrastructure, and what people need to speak out about that we disagree upon.

Remember, email yoursay@dot.vic.gov.au if you want to send your personal suggestions to the State Government.

Planners urged to cut urban sprawl - news.com.au

Matt Johnston

BAN the outer suburban housing estates to cut urban sprawl and be more like London and Rome.

That's the advice from Australia's peak architectural body, which wants Australia's big cities to focus on boosting their inner and middle suburbs' density rather than release land in outer areas, to become more sustainable.

The Royal Australian Institute of Architects' new urban design policy also pushes for greater regional development to encourage more Victorians to live and work in cities such as Geelong or Ballarat.

Victoria's peak housing developer group says a move away from outer suburbs would cripple the economy and hurt families who were calling for more housing in affordable areas.

RAIA president Howard Tanner said increasing urban density to maximise efficiency and sustainability of infrastructure was the only way forward for Melbourne and Sydney.

"You have got people encouraged to buy a block of land way out of the city and they are having to travel for three hours a day to commute. That's not sustainable," he said.

Mr Tanner said a roads-based city like Los Angeles was seeing infrastructure crumble, and Melbourne would do better to aim for the city models of London and Rome.

"People there live in town houses or terrace houses, the houses are never one-storey and you have got the population that lives closer to the city," he said.

"We have to curtail land subdivisions at the extremities of the city. The other option is to put in some very fast trains to regional centres. Somewhere like Geelong could be an attractive destination for working and living."...

Read the rest of the article at News.com.au

Freight plan calls for expansion of B-triple network in Victoria - news.com.au

By Nick Higginbottom

THE Brumby Government plans to run B-triples through some suburban streets as part of a massive overhaul of the transport sector.

A secret Department of Transport document obtained by the Opposition revealed the B-triple truck routes that will force heavier and longer truckes onto Victorians roads without any community consultation.

Opposition Transport spokesman Terry Mulder said the document showed the truck road map stretched from Wodonga to Portland and from Sale to Mildura including many roads, tollways and freeways in metropolitan Melbourne.

"This is John Brumby's fallback plan because of his failure to transfer freight to rail as Labor promised," he said.

"In December 2007 (Roads) Minister Pallas promised full consultation with local communities and councils about B-triples.

"John Brumby should tell Minister Pallas to pick up the phone and start making calls instead of traeating local communities and councils like mushrooms."

Key roads affected by the proposal include the Calder Freeway and Highway from Melbourne to Bendigo and Mildua, the Western Hwy from Ballarat to the South Australian border, the Henty hwy from Horsham to Portalnd, the Geelong road and Princes Fwy West to Colac and from Heywood through to the South Australian borders and the Hume Hwy to Wodonga.

The radical plan will also push the massive truck onto already overcrowded roads including West Gate Bridge, Monash Fwy and most of Citylink. The trucks will also be allowed to drive through the state's four freeway tunnels on the Monash and Eastlink - the Burnley, Domain, Melba and Mullum Mullum tunnels.

Other roads included in the plan are the whole of Eastlink, the Mooroduc, Frankston and Tullamarine freeways, the Western Ring road and Ferntree Gully Rd.

The plan would also see the massive trucks inundate numerous roads around the Port of Melbourne in Footscray and Yarraville, along with Fitzgerald Rd in Laverton and Cooper St in Campbellfield.

Premier John Brumby said the government hadn't made any decisions about the monster trucks, but admitted it was investigating a range of options for increased B-Triple use....

Read the whole article at news.com.au

"Not ruling anything in... not ruling anything out"