The centre of the city of the future will be the airport, according to a book by John D Kasarda of the University of Carolina and journalist Greg Lindsay to be published next month.
They say in Aerotropolis (subtitled, to emphasise its inevitability, The Way We’ll Live Next), that “not so long ago, airports were built near cities, and roads connected the one to the other. This pattern—the city in the center, the airport on the periphery— shaped life in the twentieth century, from the central city to exurban sprawl”. But things, they say, have changed:
Today, the ubiquity of jet travel, round-the-clock workdays, overnight shipping, and global business networks has turned the pattern inside out. Soon the airport will be at the center and the city will be built around it, the better to keep workers, suppliers, executives, and goods in touch with the global market.
Soon the airport will be the centre of the city?!!! I am, to put it mildly, sceptical about this view of the future.
Yes, cities have almost always developed around transport infrastructure – first ports and rivers and more recently railheads and freeway nodes. Yes, local concentrations of economic activity have sprung up in various places to provide logistics services in close proximity to major airports, some of which are very large. And of course, as this preview of the book states, the share of high value freight carried by air is increasing at a much faster rate than trade generally.
Now if some marketer wants to start calling Melbourne airport and the surrounding area ‘Tullamarine Aerotropolis’ or something similar (‘Tullatropolis’?) that’s OK by me. It is after all one of the biggest concentrations of jobs in the suburbs of Melbourne and a fair number of those jobs are doubtless related in some way to aviation.
But arguing that the city of the future will “be built around the airport” is silly. Read the rest of this entry »
Sooner rather than later, the Baillieu Government is going to have to prove its credibility on public transport by making substantial progress on one of the rail lines it has promised. And I have an idea for where it should start.
The easiest candidate is the promised Avalon rail line because its cost is estimated at only $250 million. But as some commentators have pointed out, including me, this would almost inevitably be a jumbo white elephant. It could be a real political liability too.
If good sense prevails, the Federal Government will refuse to contribute to the project and the Government will be off the hook. The private operator might also refuse to contribute to a properly designed financial model.
The other promised rail lines – to Rowville, Doncaster and Melbourne Airport – are all subject to studies. They will all be very costly to build to an acceptable standard but it’s unlikely the electorate will be bothered by the fine print or the cost. It’s likely that as far as they’re concerned, a ‘promise’ is a promise.
I’ve indicated before that none of these lines, on the face of it, seem ready for the green light just yet (here, here and here). Unless new information is introduced or the projects are redefined, it seems to me that any objective study would have to conclude they won’t be ready for funding for some time, probably not until after 2020 (it wouldn’t be politic for any government to come out and say ‘no’ outright).
But I think the Government will have to show serious progress on at least one of these lines by the time of the next election. In my view, the preferred candidate should be the Rowville line, but in an amended form. Read the rest of this entry »
The Age is continuing its campaign for a new rail line to be built from the city centre to Melbourne Airport (I discussed this previously on March 2 – Possible rail link to Melbourne airport). There are also a couple of follow-up letters this morning supporting the idea of a rail link.
In a story yesterday, Airport ‘exploiting’ public on parking fees, The Age reported on a new analysis by the ACCC of airport performance in Australia, noting that parking charges account for 20% of Melbourne Airport’s revenue but just 8% of Sydney Airport’s.
The Age’s reporter, Ari Sharp, said the figures, “could add to calls for a rail link to Melbourne Airport to help overcome the growing problems – and costs – of getting there by car or bus”.
However contrary to The Ages’s apparent inference, the difference in the Sydney and Melbourne figures does not appear to be caused by a rapacious parking operator ripping off travellers who lack an alternative to driving.
What the story didn’t say was that Sydney Airport’s revenue from charges to airlines is $446 million, compared to Melbourne Airport’s comparatively modest $197 million. Parking revenues are much the same ($88m and $95m respectively), hence it’s not at all surprising that parking makes up a much larger proportion of total revenue in Melbourne than Sydney. Read the rest of this entry »
The Age ran an editorial this week arguing that a rail line should be built from the CBD to Melbourne Airport to deal with growing traffic congestion on the principal radial freeway route. I have a lot of difficulty seeing how this could ever work financially, much less why it should be a priority compared to other potential transport projects. I’ve been on both the new Sydney and the new Brisbane airport rail lines and judging by the low patronage I’m not surprised they’ve both been in deep financial difficulty. Read the rest of this entry »