Why are we still so focussed on CBD rail?

Bike lanes - Hitler hates them!!

It’s bizarre, but much of the contemporary debate about expanding public transport in Melbourne is focussed on building more rail lines to the CBD even though the great bulk of jobs are now in the suburbs. It seems we’re locked in an old way of thinking when the world long ago moved on to doing things in a very different way.

The proposed Rowville, Doncaster and Melbourne Airport rail lines are evidence of our preoccupation with radial train lines. They were key issues during last year’s election campaign and the Government promised to study the feasibility of all three. They all connect to the CBD. No one refers to any of them as, for example, the proposed “Rowville to CBD” rail line – the debate is so CBD-centric that’s taken for granted.

Yet the city centre now has only a fraction of all jobs in the metropolitan area. The traditional CBD – that area bounded by Spring, Flinders, Spencer and La Trobe streets – has just 10% of all jobs in Melbourne, as mentioned here. Even the entire City of Melbourne municipality has only 19% of metropolitan jobs.

But it’s not just jobs (although they’re very important because that’s where rail does best). The vast bulk of travel by Melburnians for non-work purposes – which involves considerably more trips than the journey to work – is also not directed at the city centre. It’s local and over relatively short distances.

One consequence of  this ‘radial thinking’ mindset is the popular sentiment that ‘black holes’ in the network, like Doncaster, have to be ‘filled in’ with new rail lines to the CBD. This is despite the likelihood that the justification for a Doncaster-CBD line borders on the farcical. For example, Eddington estimated that only 8,500 workers living in the municipality of Manningham commute to the City of Melbourne, of whom 3,150 already take public transport (and this was before the new DART bus rapid transit system started!).

With 72% of jobs located more than 5 km from the CBD and 50% more than 13 km, it’s surprising that the focus of public transport expansion isn’t on improving services for cross-suburban travel.  Why, for example, isn’t there more emphasis on improving suburban orbital services and feeder services to major suburban destinations?

The fact is Melbourne’s radial train system was never intended to deliver workers to suburban jobs. The existing rail lines are the ‘spokes’ in a radial system that’s designed for the high peak loadings generated by the CBD. In contrast, economic activity in Melbourne’s suburbs is quite dispersed – no more than 20% of suburban jobs are in the largest 31 activity centres – so something far more flexible than commuter heavy rail is likely to be required. Read the rest of this entry »

Will Rowville be a Clayton(s) rail line?

Size of Clayton/Monash precinct (jobs) relative to the six designated suburban CADs

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 »

Victorian election – why have the Greens dug a black hole?

The Green's transport plan for Melbourne's east

If you think the Greens provide a real alternative to the tired, cynical politics of Labor and the Liberals, then you might be very disappointed in the transport initiative the Green’s are promoting for the forthcoming Victorian election.

The Green’s Public transport plan for Melbourne’s east proposes a massive $6 billion program of public transport works, including a new rail line to Rowville and another along the Eastern Freeway to Doncaster. It also proposes rail duplications and triplications, new train stations, level crossing upgrades, tram line extensions, transport interchange upgrades and improvements to bus services.

The Greens clearly and loudly proclaim that the $6 billion will be found by scrapping the Government’s proposed North East Link, the so-called ‘missing link’ between the metropolitan ring road at Greensborough and the Eastern Freeway at Bulleen.

It almost sounds too good to be true. No additional funding, no new freeway and heaps of new public transport infrastructure! Trouble is, as the Greens well know, it isn’t true – there is no $6 billion to reallocate. Read the rest of this entry »