– Is this the NBN’s grandmother?
Posted: May 26, 2011 Filed under: Miscellaneous | Tags: 1992, broadband, future, NBN, Telecom Australia, Telstra 2 Comments
Click to go to video
Here’s a possible pointer to the glorious future the NBN will bring to country Australia.
Made in 1992, this Telecom Australia (former name of Telstra) promotional video touts the huge benefits broadband will create for business in Australia. Seems to get it right on most things despite the lousy acting, lousy script, lousy props and big glasses. My memory’s hazy about what you could do and couldn’t do in those days but I do recall at a meeting in 1991 seeing a portable projector attached to a laptop for the first time (worked liked an epidiascope IIRC).
So far as the period is concerned, I notice the boss doesn’t say please, blokes can’t touch type, the Japanese take laser copies and workers seem to be a trifle more physically familiar with their colleagues than would probably be acceptable today. Oh, and billion dollar investments were won on a night’s work, a few nods and some pretty pictures. My favourite bit is the map of the Red Water Creek plant that’s being printed in part 3 — do you recognize it? The biggest advances since 1992 have probably been made in the quality of corporate videos!
Note there are three parts to the video but they’re pretty short. BTW the video’s at Paleofuture, which is certainly one of the most interesting sites I’ve seen in a while.
Why are new buildings so…..modern?
Posted: May 25, 2011 Filed under: Architecture & buildings | Tags: Ajay Shah, architecture, China, classical, decoration, feat-urism, Frank Gehry, historical, modernism, Postmodernism, reproduction 11 Comments
Railways administration building, Spencer St
Many Australians admire old buildings like the Windsor and Parliament House, so I’m a little surprised there’re so few new commercial and public buildings with the elaborate decoration and classical references common in nineteenth century buildings. I was schooled in the modernist tradition so I don’t personally regret this absence all that much, but that doesn’t mean I’m not intrigued why there’s so little of it. Here are a couple of conjectures:
The first and probably obvious reason is that high labour costs mean highly wrought decoration simply isn’t affordable anymore. Modernism had to be invented after WW1 because historical styles were simply getting too expensive to emulate. Nowadays, workers with the requisite skills and artistic talent can get better pay and/or status in other areas. Artisans have been crowded out of the building industry by “new” industries like film, theatre, commercial design, media, advertising and, more lately, the web.
But with contemporary technology like CNC machines and the ability to import prefabricated components from low labour cost countries, this isn’t such a convincing explanation anymore. If there’s demand for greater visual complexity, a country like China – which has plenty of flamboyant modernist buildings – could be using its low cost base to construct buildings rich in decoration. These wouldn’t necessarily need to hark back to earlier periods, they might simply celebrate ornamentation and embellishment.
Another reason could be that large organisations are simply not as prepared to invest in the public domain – provide a positive externality – as they were a century ago. Expectations of proper civic behaviour might be much lower now than they were then. As mentioned here by Ajay Shah, companies and governments now have many other ways of signalling their wealth, power and prestige and accordingly don’t have to rely so much on buildings as a key form of communication.
Yet that argument isn’t entirely convincing either. Major buildings are more spectacular in form and scale than they’ve probably ever been (not least in China) – there seem to be an infinite supply of new architectural feats that apparently defy the laws of physics and mechanics (‘feat-urism’?). There still seems to be plenty of demand for buildings that put a lot of effort into how they look to outside observers — it seems like every city in the world wants a gleaming new art musuem designed by Frank Gehry. Read the rest of this entry »
Have trains gotten faster?
Posted: May 24, 2011 Filed under: Public transport | Tags: commuter rail, commuting time, Flinders St, Heidelberg, Hurstbridge line, Princes Bridge, stations, timetable, train 27 Comments
Heidelberg to Flinders St train services, weekday 5 AM to 10 AM, 1939 vs 2011 (express services shaded)
Passengers on Melbourne’s beleaguered rail system may suffer overcrowding, unreliable services and even threats to personal security. But at least improvements in technology mean commuter trains are much faster today than they used to be. Aren’t they?
Actually, no. We take technological improvements for granted in almost everything, but the speed of rail in Melbourne seems to be an exception. If my local rail line is representative of the rest of the system, then travel times today aren’t significantly faster than they were three generations ago!
I compared the 1939 train timetable for the trip from Heidelberg Station to Flinders St Station on the Hurstbridge line with today’s timetable. I started with the first train to leave Heidelberg on a weekday morning in both years and finished with the last departure prior to 10 am (see exhibit).
The number of stations is the same (although back then Flinders St was called Princes Bridge) so I was astonished to see the trip is only slightly faster now than it was 72 years ago. The only substantial savings in trip time have been achieved at the cost of by-passing some stations i.e. by increasing the number of express services.
The average duration of the 17 all-stop services offered in 1939 was 25 minutes, just one minute slower than the average for the 12 all-stoppers available today. The slowest trip time in 1939 was 27 minutes and the fastest, which by-passed some stations, was 20 minutes. In 2011, the slowest time is 26 minutes and the fastest – which by-passes more stations than the 1939 expresses – is 19 minutes. So after 72 years of progress, the trip from Heidelberg to Flinders St is one minute faster!
Modern commuters are nevertheless better off than their predecessors in two key ways, both of which are essentially a consequence of suburbanisation. First, whereas in 1939 there were 19 services from Heidelberg to the city up until 10 am, today there are 27. Second, today’s commuters have a greater choice of express services than the mere two that were available to pre-war residents (the shading in the exhibit indicates express services).
And the increased number of expresses doesn’t come at the expense of by-passed stations. For example, Alphington is by-passed by some services, but still gets 23 in-bound services in the morning. Most of the gains from expresses come from by-passing Victoria Park, Collingwood, North Richmond and West Richmond stations – who still do OK because they are also served by the Epping line (not that these stations generate much patronage).
These welcome and important improvements derive from operational decisions rather than from technological improvements. I’m puzzled why, given advances in technology, modern trains on this line aren’t appreciably faster than they were in earlier years. The speed of cars, planes and communications has gone up enormously since 1939 so why haven’t trains, which have the advantage of operating in a dedicated alignment, similarly gotten dramatically quicker?
This got me thinking about whether technological advances have made urban train travel significantly better in any other respects over the period. I’d guess that labour costs are lower today and energy efficiency is higher. There’ve been some design changes like wider doors and more standing room to increase performance. But my real interest is in how technology has changed things for the better from the customer’s perspective. Read the rest of this entry »
Would we build another Opera House?
Posted: May 23, 2011 Filed under: HSR High Speed Rail, Infrastructure | Tags: cost benefit analysis, Frank Gehry, High Speed Rail, icon, Sydney Opera House, tourism 9 Comments
The other 'Melbourne Opera House' - Powlett St East Melbourne
An argument I see frequently in relation to massive infrastructure projects like High Speed Rail (HSR) is that we should simply get on and build them because they’re ‘visionary’ and ‘nation building’. For example, a commenter recently likened investment in HSR to the decision to build the Sydney Opera House. If cost-benefit analysis had been done on the Opera House, he argued, it would’ve been still-born. Thus we would’ve been denied the enormous tourism revenue and the boost to national pride provided by this magnificent building.
I expect he’s right. Formal cost-benefit analysis would probably be hard-pressed finding that the benefits of any opera house exceed the costs, either then or now. There’s therefore always a chance if you look too hard at the costs and the risks you could end up missing out on some whopping future benefits. However the problem with this sort of argument is that it’s based on hindsight. We know for a fact from the perspective of 2011 that the Opera House is a grand success. But cost-benefit analysis isn’t retrospective, it’s prospective – it helps us to evaluate projects before we commit to building them.
Here’s a “thought experiment”. Consider a contemporary proposal to spend a fantastic sum of money on (say) The Melbourne Opera House (insert your city of choice). Imagine an architect of Frank Gehry’s stature (but please not Frank himself!) was asked to ignore the cost and come up with a design that would create an “international icon”. The promise is the building would “put Melbourne on the map” and more than repay the preposterous cost over the years in tourism revenue and civic pride. Of course while it would nominally function as an opera house, what we’d really be building is a piece of architecture so powerful, distinctive and attractive, that it would be as iconic as……well, the Sydney Opera House.
The trouble is the probability of achieving this vision is close to zero. No one knows what the recipe for international icons is. We can look back and more or less pick out the vital decisions and factors that made the Sydney Opera House the symbol it is today, but doing it prospectively is close to impossible. We’d almost certainly end up with a Melbourne Opera House that was functionally compromised and cost billions more than it needed to, but which nobody outside Victoria gave a second glance.
Actually even if the Sydney Opera House planners knew with certainty in the late 1950s what we know now, I’m not sure building it would’ve been the “right” decision to take at the time. The Sydney Opera House didn’t instantly become an international symbol so most of the tourism and “icon” benefits, which probably didn’t kick in seriously until at least the 1980s, would’ve been heavily discounted back to the time the decision was taken to proceed. The net present value of the benefits might not have exceeded the cost of construction which, let’s not forget, was very high. Read the rest of this entry »
Is Bicycle Victoria (membership) worth it?
Posted: May 22, 2011 Filed under: Cycling | Tags: Bicycle Victoria, Cycling, membership, Public Transport Users Association 10 Comments
Real bike security!
It’s with some regret I report I’ve let my membership of Bicycle Victoria (BV) lapse. I had a call last week from one of BV’s sales people asking me if I would front up $150 to continue my family membership for another year. I said no.
In 2009 my family membership was $120. Last year it jumped to $135, this year it’s $150! That’s more than 10% escalation per annum. Why is this sort of increase necessary? I could downgrade to a two person household membership for $125 or a one person membership for $105 but in my opinion that’s still too much — and in any event I wanted a family membership.
I know some will say that’s what effective lobbying and community education costs in this day and age. What’s a hundred and fifty bucks, they’ll say, in the scheme of things when you compare it to the good works BV does? I know the “if you pay peanuts, you get monkeys” argument. And some will say I’ve lost access to BV’s third party property insurance and legal defence services. But it’s still too much.
Most every non-profit I see these days is a “professional” organisation with the culture that implies – relatively high salaries at the top, expense accounts, frequent travel, and so on. Many function in part as out-sourced providers of government programs so perhaps it’s not surprising that they tend to mimic public sector standards and practices. While I have no reason to doubt the competence and dedication of BV’s staff, I fear it’s becoming more about bureaucracy than bicycles.
Have a look at BV’s web site to see just how many paid staff BV has. This is a big organisation. Annual revenue is $11.7 million. There’s the CEO and seven general managers. Then there are seven teams. There are five staff in the Ride2School team, seven in the Facilities Development Team, six in the Riders Team, four each in the Finance and the Publications teams, five in the Events Team and three in the Rider Services Team. Some of these staff are supported by “behaviour change” grants to deliver particular programs on behalf of government. Perhaps some of them are part-time, but I don’t think there’s any doubt this is now a big organisation.
My interest in supporting BV is not how big it can get, but what it can do to improve conditions for cyclists. The key to that is lobbying state and local governments and educating the community about cycling. That’s a task that requires a coordinator to act on behalf of cyclists because it can’t be done by the market. So we need a BV in some incarnation. But like so many organisations, BV seems to have grown to take on a raft of other functions, many of them aimed at generating more revenue – in fact membership fees now make up only 19% of BV’s revenue. But more revenue for what?
The 2009-2010 Financial Statement and the 2009-2010 Annual Report indicate that close to half of BV’s expenditure goes on conducting rides. These are a big focus of attention – they account for 48% of expenditure (and 58% of revenue). That’s nice, but my membership fees aren’t needed to conduct operations that cover their costs and could in any event be mostly left to the private sector. Nor am I interested in forking out $150 a year so the government has an organisation that can deliver behaviour change programs on its behalf or so that BV can provide consulting services on a commercial basis. And quite frankly if it wasn’t “free”, I wouldn’t choose to buy the bi-monthly Ride On magazine, which is essentially a promotional vehicle with little solid content. Read the rest of this entry »
– What concept is most useful for thinking?
Posted: May 19, 2011 Filed under: Miscellaneous | Tags: concepts, Daniel Kahneman, edge.org, Matt Ridley, science, World Question Centre 2 Comments
Is congestion pricing fair?
This is one of the most interesting things I’ve read in a while. According to Princeton University Professor of Psychology and Nobel Laureate, Daniel Kahneman, nothing in life is as important as you think it is. He gives these examples:
Education is an important determinant of income — one of the most important — but it is less important than most people think. If everyone had the same education, the inequality of income would be reduced by less than 10%. When you focus on education you neglect the myriad other factors that determine income. The differences of income among people who have the same education are huge.
Income is an important determinant of people’s satisfaction with their lives, but it is far less important than most people think. If everyone had the same income, the differences among people in life satisfaction would be reduced by less than 5%.
I find these insights astonishing and I suspect they throw light on key urban issues too. If nothing else, they emphasise the dangers of focussing on single causes and hence on single solutions. Professor Kahneman is one of 159 contributors who responded to the question: “What scientific concept would improve everybody’s cognitive tool kit?” at Edge.Org. This site has been setting an annual question and inviting brief responses from thinkers since 1998.
The vast majority of contributors are from prestigious universities and institutions. Many are intellectuals of international stature, including Richard Dawkins (who nominates the double-blind, controlled experiment), Richard Thaler (aether), Jonah Lehrer (strategic allocation of attention), Paul Kedrosky (shifting baseline syndrome), Clay Shirky (the Pareto principle) and Matt Ridley (collective intelligence). This year’s question was set by Harvard psychologist, Steve Pinker, who also makes an interesting nomination (positive-sum games). This is the New York Time’s summary of some of the key contributions. You can read the rest of Professor Kahneman’s short piece here.
I didn’t see anything that was specifically on urbanism (there are contributions by three architects – Stefan Boeri, Neri Oxman and Richard Saul Wurman – although for my money the real value is in the scientists) however there is one by Brian Eno (ecology) and, in particular, another by Matt Ridley that should be interesting to anyone concerned with how and why cities work:
Brilliant people, be they anthropologists, psychologists or economists, assume that brilliance is the key to human achievement. They vote for the cleverest people to run governments, they ask the cleverest experts to devise plans for the economy, they credit the cleverest scientists with discoveries, and they speculate on how human intelligence evolved in the first place. Read the rest of this entry »
– Can social media make cities better?
Posted: May 18, 2011 Filed under: Public transport, Technology | Tags: buses, Bustration, cities, social media, transport, urban planing 3 Comments
Bus lane blockers! - photo by @bustration
When government agencies first started to put up web sites in the 1990s, management tended to treat them as little more than electronic brochures. Typically, no one in authority bothered to respond to e-mails. I hope that agencies today aren’t making the same mistakes with social media.
Social media is a rich source of ‘intelligence’ for consumers, business and, not least, policy-makers and implementers. There’s an extraordinarily valuable and growing pile of information out there in the ether. Public agencies and private providers should be mining it like robber barons!
I follow the tweets of bus driver, @bustration, who records the tribulations – and the occasional delights – of life on the road. She drives in Melbourne, but what she sees is bound to be true of most places. Here are some of her tweets from the driver’s seat for three days this week (16th – 18th) on the topic of cars in priority lanes:
XPZ372 THP041 SGM740 WHV378 blocking bus lanes George St
YBL657 WGT124 blocking clearway Clow St Dandy
Tow away job http://twitpic.com/4ychje
2 more bus lane parkers Dandenong http://twitpic.com/4ychw4
Catch 22 tow truck blocks clearway Clow http://twitpic.com/4ycqr4
Blocking Clow st http://twitpic.com/4yr9ea
Blocking Walker st http://twitpic.com/4yr9y2
CUD954 OCS367 WHB316 XHY707 RLY829 first 5 Blockers of dozens
Dandy BL Blockers http://twitpic.com/4z5p3t
Tow em Danno! http://twitpic.com/4z5pis
Hmmm, is @bustration simply unlucky? Perhaps she’s just a glass half-full sort of a person? Or are her observations highly suggestive evidence that there’s a very serious problem with enforcing the rules on priority lanes? It’s odd how as a society we’ll spend billions in capital but then skint on making sure it can deliver to specification.
@bustration’s frustrations are an example of how smartphones and Twitter have lowered the costs of monitoring and information collection. Perhaps right now someone is building a ‘name and shame’ web site where disgruntled travellers can share pics of priority lane parkers. Or maybe somewhere in government there’re Twitter Analysts who’re already on to it!
Here is a selection of more @bustration’s tweets from earlier in May (I’ve selected from those that relate to public transport – there’re other tweets on less gloomy topics): Read the rest of this entry »
Should wearing bicycle helmets be voluntary?
Posted: May 17, 2011 Filed under: Cycling | Tags: accidents, compulsory bicycle helmet, Cycling, fatalaties, mandatory 25 Comments
If fonts were dogs
I wouldn’t cycle in Melbourne without a helmet and I think anyone who chooses to cycle on the roads of our fair city without one is either an actuary or a statistics nerd. But as this raging debate shows, many people evidently would.
One reason I’m risk-averse about cycling is the experience of ‘dropping’ my bike with my son strapped in the child seat when he was two. While it was a low-speed accident, he banged his head on the road – fortunately it was encased in a helmet. Would he have been injured if he wasn’t wearing one? I don’t know for sure but I’m very glad I didn’t have to find out.
Another reason is I once worked with a woman whose teenage brother died many years before when he fell off his bike and hit his head on a gutter. This happened back in the days before anyone even thought to wear a helmet. Probably most importantly, I have a relative, a surgeon, who worked on a bicycle trauma study in Qld in the 80s and impressed on me the severity of head trauma suffered by cyclists, almost all of them children.
I wear a helmet because it’s a limited form of insurance against an unlikely but potentially catastrophic event. Like any insurance, the most likely outcome is I’ll pay more in ‘premiums’ than I’ll get back in ‘pay-outs’, but it’s protection against the remote possibility of absolute disaster. I know it won’t offer anything like the protection of a motor cycle helmet, but it will help in some sorts of low-impact events that might otherwise be deadly.
A helmet has no effect on my propensity to cycle. I’m a regular cyclist who commuted for many years, and I’ll always insist on wearing one. But making helmets mandatory for all cyclists is another matter altogether. While there’s still plenty of dispute, from the evidence I’ve seen, the social benefits of mandating helmets are probably out-weighed by the costs.
The key argument against compulsory helmets is they discourage people from enjoying the health benefits of cycling and from generating the associated environmental payoffs. It seems likely these foregone benefits exceed those from avoided head trauma. Also, discouraged riders diminish the number of cyclists on the road and thereby make cycling in traffic more dangerous for all riders.
The “discouraged cyclist” effect manifests in a number of ways. There’s unwanted ‘helmet hair’. Always having a helmet on hand can be inconvenient. Helmets are uncool in some demographics, particularly among children. In hot weather they can be very uncomfortable. Probably most importantly, making helmets compulsory helps create the idea that cycling is inherently more dangerous than it actually is.
The debate isn’t really about the value of choosing to wear a helmet, it’s about whether or not the net benefits at a social level warrant compelling everyone to wear one. I subscribe to the view that any restriction on personal behaviour needs to have pretty strong and unambiguous net benefits to be justified.
The circumstances at the time bicycle helmets were made mandatory (1991 in Victoria) were very different to today. The fatality rate from road accidents was far higher than it is now – there were 13.7 fatalities per 100,000 population in Australia in 1990, versus 6.8 in 2009. Probably most importantly, cycling was seen as something only children – vulnerable and immature – did on a serious scale. New research in the 80s on cycling-related head trauma, mostly among children, made compulsory helmets an easy and widely-applauded decision. At the time, the benefits doubtless seemed strong and unambiguous. Read the rest of this entry »
– Do governments spend too much on roads?
Posted: May 16, 2011 Filed under: Cars & traffic, Public transport | Tags: ACF, Australia's Public Transport: Investment for a Clean Transport Future, Australian Conservation Foundation, BITRE, Bus Rapid Transit, Commissioner for Sustainability, DART, Doncaster, Funding, Public transport, roads, Smartbus 8 Comments
Total passenger travel by mode in Australia (billion passenger kilometres) Souce: BITRE
The Australian Conservation Foundation (ACF) got a lot of press recently with its claim that “governments across Australia are spending at least four times more on building roads and bridges than on public transport infrastructure“.
The claim is in a new ACF report, Australia’s public transport: investment for a clean transport future, which argues for a rebalancing of the transport capital works budget, recommending that “two thirds should be spent on public and active transport measures and one third should be spent on roads”.
I agree with the ACF that more needs to be spent on public transport, but I don’t think the “roads vs public transport“ logic does justice to the complexity of the situation. There are a number of reasons why more public funds are spent constructing roads than rails.
One is that people drive much more than they use public transport. According to the Bureau of Infrastructure, Transport and Regional Economics (BITRE), Australians travel almost eight times as many kilometres by car as they do by bus and rail-based public transport. The money is going where the demand is. If you accept the ACF’s numbers, public transport is actually getting a disproportionate share of public construction expenditure. Roads are needed even if travel is confined to foot and horse-drawn vehicles. The Hoddle grid in Melbourne and the avenues and streets of Manhattan were designed before cars were invented – land has limited value if it can’t be accessed.
Construction expenditure doesn’t in any event tell the whole story. Most funding for public transport comes via operating subsidies. Although getting comparable numbers is hard, Sydney University transport academic, Professor John Stanley, estimates that in states like NSW and Victoria, total public funding for public transport and roads is probably pretty nearly equal. In his 2008 report, Public transport’s role in reducing greenhouse gas emissions, Victoria’s Commissioner for Sustainability noted a significant shift in funding priority from roads to public transport at the State level.
Another reason roads are important is for the distribution of freight within the metropolitan area. According to BITRE, the number of tonne kilometres of urban freight transported by road within Australia’s eight capital cities in 2007/08 was more than five times higher than it was in 1971-72. There is simply no practical alternative to road for tasks like restocking those hundreds of supermarkets that supply suburban households with food and household goods.
But most importantly, roads are also extremely important for public transport. For example, in Melbourne, the Doncaster Area Rapid Transit (DART) system, the Airport-CBD Skybus service, and the city’s three new orbital Smartbus transit services, all use buses. Because they use the existing road network, these systems do not require significant new land acquisition and construction. Some trunk lines might in time justify conversion to light rail services as patronage increases, but they too can use existing roads rather than require a dedicated right of way. Read the rest of this entry »
– Is the new Population Strategy…. strategic?
Posted: May 15, 2011 Filed under: Population | Tags: Infrastructure, Population Strategy, regional development, sustainability, Sustainable Australia: Sustainable Communities, Tony Burke 5 Comments
Hmmmm......so, this is the sort of useful guidance a real strategy provides?
There are two things the new population strategy the Federal Government released on Friday gets right. First, it dismisses the concept of a specific population target and instead focusses on making Australia more resilient to change (I’ve discussed this before). Second, it points out that population size is not the sole cause of problems like traffic congestion or lack of skilled labour.
But overall Sustainable Australia: Sustainable Communities is underwhelming. In fact whatever else this document might be, it’s not a strategy. ‘Strategy’ was originally a military term and refers to a plan of action designed to achieve a particular goal. Whereas tactics are concerned with the conduct of an engagement – how a battle should be fought – strategy is concerned with the terms and conditions that it is fought on and, crucially, whether it should be fought at all.
I expect a population strategy for Australia should be looking at the range of possibilities for where the country could go in the future; the warrant for different choices; the costs and the benefits; and the various implications and knock-on effects. It should assess whether we want to embark on any of them and, if we do, what is the best way forward.
Given how fundamental this issue is to the future of Australia I’d expect to see some pretty sophisticated analysis. There might even be some data, some numbers, some theory and even some analysis. I’d expect to see the economic issues laid out and analysed with rigour – maybe something like this. I’d expect to see immigration discussed in a meaningful way given that for practical purposes that’s the only aspect of population growth that we have much choice about. And I’d expect it to start with the strong likelihood that Australia will reach a population of 35 million around 2050 despite what governments do (I set out my expectations of the strategy 12 months ago).
What is offered up to us with this document is none of those things. It’s a lot of very high-level and inoffensive motherhood statements and ‘principles’, combined with a lengthy description of a vast range of existing Government programs, from health to skills development to the NBN. If I were uncharitable I’d describe it as vacuous. This quote typifies the tone:
A sustainable Australia is made up of sustainable communities: communities that are vibrant, liveable places that have a mix of affordable housing, employment opportunities, access to services, transport and natural amenity.
That’s fair enough as far as it goes but the trouble is it doesn’t even take us to the front gate. Population growth is a serious business for Australia – we need a discussion that is couched in concrete terms and a strategy like this should provide direction and leadership. Population policy is essentially about immigration because that’s the only variable that can practically be affected by government action. Most of the concern with growth is around the impact on the functioning of our cities. Yet the strategy devotes considerably more attention to talking up regional development than it does to examining immigration. Read the rest of this entry »
– Can parking be managed better?
Posted: May 12, 2011 Filed under: Cars & traffic | Tags: Donald Shoup, Melbourne City Council, parking, pricing, San Francisco, SFpark 10 Comments
SFpark, San Francisco's experiment with dynamic pricing of parking spaces
I’m disappointed by the discussion of parking in Melbourne City Council’s draft Transport Strategy Update 2011-2030 (note – it’s a big download). There’s an opportunity to improve the efficiency of parking space allocation through using technology and pricing in combination, but Council seems content to pass on it.
The broad thrust of the discussion in the report is that the number of on-street parking spaces will decline over the next 20 years to enable public transport and amenity improvements to be implemented. Council is mindful of the impact this will have on its own revenues and those of local businesses, but is persuaded by the social and environmental benefits.
A key recommendation in relation to on-street parking is that Council “will implement new parking technology systems that allow payment without requiring parking machines or meters (and) will remotely sense and assess parking occupancy”. Surprisingly, this recommendation is entirely unsupported by any explanation or discussion. As far as it goes, it nevertheless sounds good – it’ll lower costs by eliminating the need for parking inspectors and it’ll give drivers more flexible payment options.
What seems to be missing, though, is the opportunity to provide drivers with real-time information about parking availability. More importantly, it squibs the opportunity to improve efficiency in allocating parking spaces by setting a price that’s responsive to demand.
The current pilot project just introduced in San Francisco, SFpark, gives a sense of what can be done. Like Melbourne City Council’s plan, it involves sensors that automatically sense if a parking space is empty. SFpark however will convey that information to drivers electronically via a smartphone app. That should reduce the time drivers spend cruising for parking. According to Donald Shoup, a Professor at UCLA and the author of The High Cost of Free Parking, several studies have found that cruising for curb parking generates about 30 percent of the traffic in CBDs in the US. He cites a study he did of a 15 block district in Los Angeles where cruising for on-street parking created 950,000 miles of excess vehicle travel per annum, in the process consuming 47,000 gallons of petrol and producing 730 tons of carbon dioxide.
But the real innovation of SFpark is that prices are adjusted in real time in response to rises and falls in demand. The objective is to ensure that, on average, there is at least one vacant space in each city block:
SFpark will adjust meter prices based on demand to encourage drivers to make trips in off-peak hours and to use parking lots and garages. While high-demand spaces will gradually go up in price, other spaces will decrease in cost……Once a space is found, longer time limits and new meters that accept credit and debit cards will make it easier to avoid parking tickets. Read the rest of this entry »
Why do we love old buildings so much?
Posted: May 11, 2011 Filed under: Architecture & buildings | Tags: architecture, buildings, heritage, Melbourne Town Hall Chambers, Michael Cannon, Parliament House Victoria, The Land Boomers, Treasury Place 4 Comments
Demolished! - Melbourne Town Hall Chambers, 1968, cnr Swanston and Little Collins (picture by K.J. Halla, State Library). H/T Melbourne Curious
In The Land Boomers, Michael Cannon reports how the ‘era of extravagance’ was climaxed in 1890 by the construction of a brand new edifice for railway officials in Spencer Street at a cost of £130,000. Writing in 1966, Cannon says this “remarkably ugly building….still houses civil servants…..within its dun-coloured walls”.
There’s little doubting the historical value of the building (now a hotel), but it’s surprising to hear any building more than a hundred years old described as ugly or lacking in architectural merit. People are quick to criticise new buildings but seem far more forgiving of old ones.
Even architects are soft on old buildings. For example, The Age conducted a survey last month of 140 architects to find Melbourne’s “best” buildings and its “ugliest” ones (not available online). You might think architects would be loath to criticise their colleagues, but in fact all of the ten “ugliest” buildings were constructed post 1990 and five were built in the noughties.
I don’t think the reason we find old buildings attractive is because only the very best have survived. While some buildings of great historical importance are still around, unfortunately demolition was driven primarily by development potential, not lack of architectural merit. Like Cannon, I think some of what we now value so highly was probably ordinary in its day.
One of the reasons old buildings are attractive to us might simply be that they’re old and irreplaceable. We like old things – hence ‘antiques’ – and buildings are probably no exception. They’re also historical. They speak to us of another time, of particular events, of old crafts, and even of particular historical characters. Perhaps they’re the product of a nostalgia for an idealised past.
People will often say they admire the ornate detail of old buildings, particularly pre modern ones. They like decoration, especially if it’s elaborate and complex. Perhaps we value it more because so many modern buildings have largely abandoned any designed surface intricacy and elaboration.
Older buildings are visually distinctive, not so much because they shout out but rather because they’re different, often in a way that’s restrained and formal by contemporary standards. Few new buildings look anything like, for example, the former Melbourne Town Hall Chambers (pictured), Treasury Place or Parliament House. There’re very few buildings if any being built today in (say) the renaissance or gothic styles.
There’s also a romantic dimension to old buildings. Some traditional architectural styles evoke literary and emotional associations, probably based on what we’ve read or seen. Some also have decoration and relief sculpture based on, or drawn from, life. Figurative and non-abstract imagery isn’t common in modern buildings but resonates with us more easily and in more complex ways than abstract images. Read the rest of this entry »
How can trams be made better?
Posted: May 10, 2011 Filed under: Public transport | Tags: Melbourne City Council, trams 26 Comments
Why Swanston St is the No. 1 priority for action (tram network city centre, 2011)
As a follow-up to yesterday’s discussion on cars (and trams) in the city centre, I thought it would be useful to look at the Melbourne City Council’s draft Transport Strategy Update 2011-2030, which apparently will be considered by Council tonight. This is a big report so for the moment I’ll only look at the section on trams (you can download the report here, but it’s a big download). The report says the key issues with trams in the city centre are:
- Slow average running speeds – caused by sharing tramways with other traffic, limited priority at signalised intersections, insufficient distance between stops, and slow boarding and disembarking (excessive dwell time)
- Network imbalances and gaps – in particular, the network is overly dependent on Swanston Street (see graphic). Even small disturbances can have a major knock-on effect across the network
- Poorly designed interchanges e.g. at Federation Square and Southern Cross Station
These issues result in poor reliability and overcrowding. The report provides this example:
Tram route 96 is already one of the most successful, and the third most patronised, tram routes in Melbourne. However, current running times between Spencer Street and East Brunswick are 40 per cent slower than in 1950 (28 minutes today compared with 20 minutes in 1950). Route 96 trams spend 33 per cent of their journey time stationary. This is in addition to the 17 per cent of the journey spent loading passengers. This is a poor use of public investment in the tram system.
Council is impressed by the gains in speed made in Munich by a ten year program that separated trams from traffic, gave them priority at signalised intersections and optimised stop spacing. The report says these changes improved average tram speeds from about 16 km/hr to 21 km/hr, leading to greater reliability and punctuality and increased patronage. Read the rest of this entry »
Do we want cars in the city centre?
Posted: May 9, 2011 Filed under: Cars & traffic, Public transport | Tags: congestion, cordon, Harry Clarke, Melbourne on Transit, parking, patronage, road pricing, trains, trams 24 Comments
Possible road pricing cordon boundary, inner Melbourne - Clarke and Hawkins, 2006
I’ve noted before that only 30% of commuters who work within the Hoddle Grid – i.e. the area bounded by Spring, Flinders, Spencer and La Trobe streets – drive to work. However only a block or two beyond the city rail loop, the share of work trips taken by car increases steeply to 50-60%, and above.
Peter Parker at Melbourne on Transit offers an explanation. Using Metlink, he found a journey from Laverton station to Melbourne Town Hall in the morning peak takes 33 minutes. However if the Laverton traveller is bound for nearby Docklands (Waterfront City), the trip takes an extraordinary 54 minutes. Anyone travelling from Greensborough station to the same two destinations would have to allow an additional 29 minutes to get to Docklands and if travelling from Cheltenham station an extra 30 minutes.
In other words, once a traveller gets off the rail system in the CBD, further travel to near-CBD destinations is very slow. This is in part because the rail loop was not designed primarily to move people around the CBD and in part because trams are slow. Peter explains:
We have trams but unlike some compact European cities we don’t have a dense metro in the job-dense 2-5km core that allows for fast local travel. Instead for the ‘last mile’ we rely on slow surface modes, notably trams and buses, often without their own right of way.
Public transport’s mode share in the vicinity of Waterfront City is just 22%. This is despite the area having a frequent tram service. Given the huge investment in public transport in the city centre, any mode share below 50% is very disappointing, but the figure for Waterfront City is appalling.
I suspect there are two key reasons for the low mode share of near-CBD areas. The first is simply that the cost of driving and parking in these areas is still reasonably low – so workers drive because they can. Perhaps there’s a high proportion of workers in the CBD fringe whose status attracts a “company car”. Perhaps also there are more institutions like hospitals with shift workers who drive off-peak. The second reason is that movement within the city centre by public transport is too slow. That’s partly because the rail loop is not configured well for intra CBD trips and partly because trams are slowed by cars, particularly at intersections.
The CBD is one of those places where I think it’s very hard to justify commuting by car, given the enormous investment in public transport infrastructure and the extremely high accessibility it provides to the rest of the metropolitan area. It’s such a vital asset to the city as a whole and to the State that its amenity should not be despoiled by the noise, fumes and danger of too many cars.
The Melbourne City Council has proposed some worthwhile improvements, such as a maximum speed limit of 40 km/hr in the CBD (although I’d prefer 30 km/hr) and a plan to eliminate cars, taxis and vans from Swanston Street (although I fear the potential for pedestrian/cyclist conflict has not been fully resolved). Read the rest of this entry »
Is transit patronage really growing this fast?
Posted: May 8, 2011 Filed under: Public transport | Tags: Annual Review, media, Metlink, patronage, Paul Mees, Public transport 5 Comments
'The Beauty of Maps' - BBC TV series
I’ve noted before that public transport patronage in Australian cities is increasing, but I didn’t realise just how dramatically it has escalated in Melbourne until I had cause to leaf through the Annual Review 2010 published by Metlink, the marketing organisation for Melbourne’s train, tram and bus operators.
This claim really caught my attention: “Metlink research shows that 74% of Melburnians use public transport to get to work, school or leisure activities”. Three quarters of Melburnians?! That’s not merely astonishing, it’s mind-boggling. It comes as quite a surprise to me, as the Department of Transport’s VISTA database says that only around 11% of all weekday travel in Melbourne is by public transport and even in the case of education, only 25% of trips to primary, secondary and tertiary education are made by public transport.
That quote can’t be dismissed as a one-off case of excessive zeal. This recent press release by Metlink also seems to strain credibility. It says Metlink has done a survey which found that “19% of Melburnians decreased their car use” in the past twelve months. It goes on to say that “62% of Melburnians (say) they will rely more on public transport than their cars” in the future. And this media statement released the same day says: “The study found that 94 per cent of Melburnians want governments to spend more on public transport……while only 68 per cent wanted taxpayer money spent on roads”.
If some of that sounds improbable, that might be because it is. One clue is in this story in The Age. The reporter, when noting the claim that 19% of Melburnians decreased their car use, also mentions that another 19% increased their car use i.e. Metlink’s survey found net car use was actually static. The reporter also asked Dr Paul Mees of RMIT for comment on another finding – that the number of people walking more often in the past 12 months increased by 15%:
Dr Mees said he was sceptical about the dramatic jump in the number of people who claimed to be walking more, because if the 15 per cent rise were true, it would be unprecedented. ”I do feel that many people must be responding with the answer that they think the person asking the question wants to hear – it makes them feel good to answer that they are walking more,” Dr Mees said.
Intrigued by the apparent ease with which Metlink can conjure paradigm-changing numbers, I did a bit of digging around and came up with Metlink’s media kit for the survey. As is often the case with chook food, this is mainly Powerpoint slides rather than comprehensive details about the methodology. Even with that caveat, the material suggests a few possible explanations for Metlink’s somewhat optimistic findings. Read the rest of this entry »
– What causes traffic jams?
Posted: May 5, 2011 Filed under: Cars & traffic | Tags: congestion, Japan, New Scientist, traffic jam 2 Comments
The Japanese Mathematical Society of Traffic Flow set up this unique experiment to figure out why traffic jams appear for no apparent reason (see video). New Scientist explains:
Traffic that grinds to a halt and then restarts for no apparent reason is one of the biggest causes of frustration for drivers. Now a team of Japanese researchers has recreated the phenomenon on a test-track for the first time. The mathematical theory behind these so-called “shockwave” jams was developed more than 15 years ago using models that show jams appear from nowhere on roads carrying their maximum capacity of free-flowing traffic – typically triggered by a single driver slowing down.
After that first vehicle brakes, the driver behind must also slow, and a shockwave jam of bunching cars appears, travelling backwards through the traffic. The theory has frequently been modelled in computer simulations, and seems to fit with observations of real traffic, but has never been recreated experimentally until now.
There’s more explanation at the New Scientist web site. Read the rest of this entry »
Is living at density the same everywhere?
Posted: May 4, 2011 Filed under: Growth Areas, Housing | Tags: fringe, growth area, housing density, outer suburbs, Public transport, town houses, walkable 6 Comments
A reader, Ian Woodcock, took me to task yesterday about my post on whether outer suburban families would willingly choose densities of 25-30 dwellings/Ha so they could walk to local shops and services.
In particular, Ian reckons I invoked a straw man when I argued that “it can’t be assumed that merely increasing outer suburban housing density will create an environment with the ‘buzz’ and ambience of a St Kilda or Fitzroy”. He says the relevant comparison:
is not with inner-suburbs like St. Kilda that have the highest density in Australia (!), but with the streetcar (tram) suburbs of the inner-middle ring, like Kew, Camberwell, Malvern, Armadale, etc. where densities are higher than the outer suburbs in many places, public transport is good, there is housing diversity and access to a wide range of shops and services, and moreover, social capital is high.
Ian’s broadened the discussion beyond walkability to the merits of density more generally. I’m not sure there are substantial parts of suburbs like Camberwell with average densities as high as 25-30 dwellings/Ha, but nevertheless I’m happy to make the comparison with them. I’ve set out my argument about the attractiveness of higher densities to Growth Area residents below:
My contention is that living in a townhouse or apartment in the inner or middle suburbs – whether it be St Kilda, Kew, Fitzroy or Camberwell – delivers an entirely different set of benefits than it would in the outer suburbs. In essence, it’s worth choosing to live in a town house in the former but not at present in the latter.
Camberwell residents who can afford it generally choose to live in bigger dwellings, usually a detached house with a yard. The rest live in smaller dwellings like newish apartments and townhouses because that’s the only way they can afford to live there. They want to live in Camberwell for all the usual reasons – it’s close to the city centre, close to large centres like Glenferrie Rd and close to private schools. They also like it for the status it confers and because it’s ‘people like us’ i.e. wealthy or aspiring to be wealthy. As Ian says, it also has good public transport and a wide range of services. But most of those who live in apartments and town houses do so because they have to – it’s primarily about location, not dwelling type.
Some will argue there are people who could easily afford a big dwelling but actively prefer a small one. Undoubtedly there are some, but there aren’t many and they’re not usually families (who’re the main household type in the Growth Areas). The fact that empty nesters tend to hang on to their large houses signals that, if they can afford it, people put a high value on space. People who can afford it don’t buy studios or one bedroom apartments in Docklands or Southbank – they buy three bedroom units and penthouses. All those renovated and extended terraces and houses in the inner city don’t say “small is better”. Location and dwelling size are what economists call superior goods. As incomes rise, consumers tend to buy more of them – they might move to a better suburb or a bigger dwelling (although only the very rich can usually do both).
Now compare Camberwell to the Growth Areas. In the latter a detached house with a garden costs much the same as a townhouse. Households don’t need to forego space in order to live there, so why would they choose to buy a townhouse? Read the rest of this entry »
– Are outer suburbs dense enough to walk?
Posted: May 4, 2011 Filed under: Growth Areas, Housing | Tags: growth area, housing density, Shall we dense?, shops, walk 9 Comments
Google's new Driverless Car Technology massively increases intersection capacity
This story in The Age says average dwelling densities in the fringe Growth Areas need to double to make walking to local shops and services viable.
It’s based on a report, Shall We Dense? (geddit?), which says the current minimum average density of 15 dwellings/Ha in the Growth Areas only yields about 510 dwellings within walking distance of local shops and services. Density needs to increase to 25-30 dwellings/Ha to provide enough residents – about 3,000 – to make local shops within walking distance viable.
I’ve said before that the downsides of sprawl are exaggerated, however if new residents of outer suburbs freely choose to live at higher densities and thereby consume less space, that’s got to be a positive step. The problem, as I touched on here, is finding the magic factor that might induce such a shift in preferences.
I don’t think that factor is being able to walk to shops. I can’t see that home buyers in the Growth Areas would actually choose to forego a big detached house and garden in order to buy, for much the same price, a considerably smaller townhouse or apartment so they could be within walking distance of a local shop or two.
I guess that really depends on what the local shops offer. But this is the outer suburbs – it isn’t Tales of the City or The Secret Life of Us. It can’t be assumed that merely increasing outer suburban housing density will create an environment with the ‘buzz’ and ambience of a St Kilda or Fitzroy. The relatively high density of activities in the inner city is sustained to a considerable degree by young, high income professionals without dependents who support all those restaurants, galleries, coffee bars and specialty services. They aren’t there by accident either – they live there because it’s close to the CBD and all those high-flying jobs and cultural, leisure and entertainment attractions. They’re prepared to downsize to get it.
The average outer suburban resident, in contrast, is likely to be married, have children, a big mortgage and limited disposable income. It’s another thing entirely for a family in the outer suburbs to downsize in order to live within walking distance of a small and expensive grocery store, perhaps with the choice of a coffee shop or a restaurant. Something this local is simply not going to have anything like the sheer number and diversity of people and outlets seen in inner city locations. Read the rest of this entry »
– Are we too smart for High Speed Rail?
Posted: May 2, 2011 Filed under: HSR High Speed Rail | Tags: AVE, Barcelona, Gary Johns, High Speed Rail, HSR, Madrid, Saul Eslake, Sevilla, Sydney-Melbourne 8 Comments
HOW TO DO CITY BRANDING......
Fairfax’s on-line publication, The National Times, posted a feature on High Speed Rail (HSR) on the weekend under the heading, Is Australia too big for a high-speed rail network? The paper gives space to four viewpoints: Peter Moore and Stephen Byron are unashamed HSR boosters, Gary Johns is sceptical and Saul Eslake sits on the fence.
I’ve written about HSR before (see the Categories list in the side pane) and, with the Federal Government’s feasibility study due shortly, it’s timely to take a look at the issue of a Sydney-Melbourne HSR service again.
As usual, all sorts of benefits are claimed for HSR, such as greater comfort, quicker check-in times and the ability to use laptops and mobile phones in-journey. Saul Eslake brings a new perspective — he reckons the conventional wisdom that HSR only works over short to medium distances is outdated. He cites the Barcelona-Madrid-Sevilla AVE system which runs over 900 km, considerably further than the 700 km airline distance between Sydney and Melbourne.
As I’ve pointed out before, most of these sorts of claims are exaggerated or misapply foreign examples — and Saul Eslake’s argument is no exception. Spain’s AVE system is in effect two medium-distance services, not one long one.
The airline distance between Barcelona and Madrid is 506 km and thence from Madrid to Sevilla is 391 km. The population of metropolitan Barcelona is 4.2 million and Sevilla 1.5 million. But most importantly, Madrid is in between these two and has a population of 5.8 million. The prospects for HSR in the Sydney-Melbourne corridor would be a lot more attractive if Canberra or Albury/Wodonga were the same size as Madrid!
But these sorts of arguments are beside the point. Notwithstanding all the claimed advantages and suitabilities of HSR, travellers in the Sydney-Melbourne corridor are simply not prepared to pay enough to make HSR viable – or even remotely competitive with air – without a subsidy. This is not unusual in the world of fast trains as the great majority of HSR systems throughout the world operate with public assistance.
That might make sense in some countries where there isn’t an alternative form of public transport for inter-city travel, or if HSR provides a significant advantage in travel time. However the key to understanding the relevance of HSR in Australia is recognising that we already have an efficient and competitive airline industry providing transport for people and high value freight between Sydney and Melbourne. This is an industry that provides a fast service and pays its (financial) way.
HSR, on the other hand, is unthinkable in this corridor without government assistance to meet revenue shortfalls and to compulsorily acquire land and obtain various planning and environmental approvals. Nor does it offer a significant time saving over air. That’s why the market hasn’t just gone ahead and built a very fast train.
There have to be very, very good reasons why taxpayers should be called on to help replace a highly competitive industry with one that (a) would require a significant financial and in-kind subsidy, and (b) would very probably be run by a monopoly operator. There would also have to be good reasons to replace one form of public transport with another – and for promoting it to the top of the transport infrastructure priority list.
Putting aside political convenience, the only rational basis for subsidising HSR between Sydney and Melbourne would be to deal with the unpaid external costs of air travel. Public funding might be justified if the benefits of HSR in terms of factors like reduced carbon emissions, noise and traffic congestion, exceed the cost of the subsidy. Read the rest of this entry »
Is there a case for rail to Avalon Airport?
Posted: April 30, 2011 Filed under: Airports & aviation, Public transport | Tags: Avalon Airport, Melbourne airport, rail, Sita Coaches, Skybus, train 12 Comments
A bum rap
One of the great mysteries of 2010 is why the then Opposition promised to spend taxpayers funds to provide a rail service from the CBD to Avalon Airport. This wasn’t a promise to conduct a study, as was the case with the Doncaster, Rowville and Melbourne Airport rail lines, but a firm commitment to take action, with a minimum of $50 million to be spent in the first term of a Baillieu Government.
I’ve been scratching my head to come up with a rationale for this rail line, which Mr Baillieu says will cost $250 million. As I understand it, the Government will contribute the first $50 million and share the remaining $200 million with the Commonwealth and Lindsay Fox (although the size of each party’s contribution has not been revealed).
It’s hard to believe, with the range of other transport problems confronting Melbourne and a tight budgetary outlook, how this could even be on the table, much less be the Government’s highest priority.
The customary rationale for building a high capacity transport system is that current arrangements are approaching or exceed capacity. When I discussed this proposal during the election campaign last year, I noted there were only around 13 scheduled departures from Avalon on a weekday and that just 1.5 million passengers use the airport annually. This compares with 26 million using Tullamarine.These Airservices Australia figures indicate Melbourne Airport handles over twenty times as many aircraft movements as Avalon. I went on to say:
If an Avalon train service performed at a level comparable with Brisbane’s Airtrain and captured 9% of current passengers, it would only carry 135,000 persons per year (an average of 370 per day). Skybus carries around 2 million passengers per annum.
Sita Coaches currently carries fewer than 200 passengers per day between Avalon and the CBD for $20 each. So on the face of it, it’s hard to see why public funds should be prioritised to an Avalon rail line for any reason whatsoever, much less ahead of Melbourne Airport (which is itself a long way from needing rail at this time).
One argument I’ve heard is that Avalon needs a rail line to expand its air cargo capacity. This sounds particularly unlikely to me. Just why customers would pay a large premium to send high value, low weight, high priority articles by air from interstate and overseas, only to then have them transported from Avalon to the CBD and beyond by rail, is a mystery. Couriers were invented to provide speed, flexibility and demand-responsiveness for just this sort of task. The owner of Avalon might want a rail line, but it’s not apparent that its purpose would primarily be to service air traffic. In any event, I’m not sure it would be a good idea for the taxpayer to fund rail for an airport operated by a company that has its own logistics operation.
Another possible argument for an Avalon rail line might be that Melbourne Airport has capacity constraints. This is probably the least convincing of any rationale. Melbourne Airport’s great advantage, especially compared to its key rival in Sydney, is that it has enormous potential for expansion and no curfew. It has a primary north-south runway and a secondary east-west runway with the potential to accommodate two further runways as well as additional operational areas, terminals, aviation support and commercial facilities. Read the rest of this entry »
The Melbourne Urbanist 