It’s natural in discussions of planning and development issues to focus limited energy on the areas where Melbourne could do better. But it’s easy to forget our blessings – the areas where Melbourne is doing well. That’s not to say that things couldn’t be better, but it acknowledges there are some areas where things could be much worse. It’s conceivable there are even areas where Melbourne punches well above its weight.
It’s the season of goodwill, so I thought it timely to look at the positives. Hopefully readers will have some suggestions too.
One of Melbourne’s great blessings is its extensive rail system. Please, while your first reaction might be disbelief, many cities elsewhere – in the US for example – don’t have anything even remotely as good as our network. And our tram system is reputedly the largest in the world. Again, many cities elsewhere are scrambling to retro-fit light rail and streetcar systems. We have rolling stock that’s getting friendlier for wheel chairs and successive governments have (belatedly) ordered new trains and trams.
In many places if you change modes you have to pay again. Not in Melbourne – there’s unlimited travel on a single ticket within a time window no matter how many times you transfer. While it’s had teething problems and isn’t out of the woods just yet, we have a smartcard system too. And two high frequency bus services now orbit the suburbs from the deep south to the west and from (relatively) early till late. Heck, I even heard there’s an extra NightRider service next weekend.
The Regional Rail Link has gotten the green light and design work is continuing on Melbourne Metro. It’s not good enough for most people I know, but we have a 24/7 airport public transport service operating at 10 minute frequencies for the great bulk of the day.
Fortunately, large parts of our freeway system are tolled. There are significant barriers to getting a drivers licence in terms of time and out-of-pocket costs. And just this week the Government had the good sense to bang up registration charges.
Successive governments and councils have promoted high density residential growth in the city centre. New inner city brownfields sites such as Fishermans Bend have been earmarked for development. There are large tracts of historic housing in areas like Fitzroy Nth and Carlton Nth that are largely intact. And we have inner city parks and the glorious Yarra River park system that other cities would die for.
One of Melbourne’s great assets is it has capacity for growth in the west, still within a reasonable distance of the CBD. Average lot sizes in all the growth areas are smaller than the older middle ring suburbs and getting smaller.
Perhaps the jewel in the crown is the wonderful and vibrant city centre. Its laneways and public spaces are rightly the envy of other cities who think (mistakenly) that they can replicate Melbourne’s success. I believe (admittedly without much hard evidence) that within ten years or less, inner Melbourne will be widely acknowledged as one of the world’s coolest cities (that’s a prediction!). Many major trip generators like the MCG are located in the centre, where peak crowds can best be served by public transport (unlike, say, Brisbane’s entertainment centre at Boondall).
We have Fed Square and the free Ian Potter Gallery. We have a culture that’s interested in the public realm, including planning and development issues, for its own sake (maybe I’m overdoing that one…)
That’s a start. I’ve focussed mainly on infrastructure, but there are also institutions and people who give Melbourne a positive outlook. For example, I reckon the Lord Mayor, to the surprise of many, is a real asset. I’d like to think there are some areas of social and cultural policy where we do well too.
Anyone else got any ideas on what Melbourne does well?
P.S. More on that statistics question.
Yesterday’s post on the unreliability of predictions fits nicely with the latest round of calls for a rail line to the airport. The stimulus this time is a report in The Age last week on Melbourne Airport’s plans to upgrade freeway access and build a new terminal.
It set off a predictable and familiar landslide of calls for a train line. There were 141 comments on the article, virtually all of them advocating an airport train. I must say that I’ve hardly met a Melburnian who doesn’t think an airport train should be a high priority of any and all governments.
Some doubtless think others would use a train and thus, they imagine, reduce congestion on roads leading to the airport. But I expect most see themselves avoiding gridlock, punitive airport parking fees, or high taxi fares by using the train for most of their airport travel.
And yet if the train were built, there’s no doubt their prediction would prove to be enormously over-optimistic. Brisbane has a train from the CBD to the airport that carries just 5% of all travellers (another 3% come by bus). Sydney has a train too – it only carries 10% of all travellers (and a further 2% access the airport by bus). As Jarrett Walker observes, the political popularity of airport rail “is always several orders of magnitude above its actual ridership”.
Is there any reason to think that a train to Melbourne airport would increase public transport’s existing share of travel by a significantly greater amount than the trains have in these other cities?
Even without a train, Melbourne Airport already has a higher public transport mode share than either Sydney or Brisbane, with 14% of travellers accessing the terminal by bus. The former Government’s specification for a future airport train was a $16 fare, 20 minute trip time and 15 minute frequency. That’s much the same as SkyBus provides at present.
It’s true trains are generally more appealing than buses, but I can’t see that’s likely to lift public transport’s share significantly – certainly it hasn’t been enough in Brisbane and Sydney. It’s more likely it would cannibalise SkyBus and perhaps gain one or two additional percentage points of mode share.
If the latent demand for better public transport service between the airport and the CBD was as strong as readers of The Age think, then SkyBus – which offers the best frequencies and span of hours of any public transport service in Melbourne – should be doing much better than it is now (and it’s doing quite well).
It’s often argued that if an airport train were priced at a Zone 1-2 fare, it would attract higher patronage than SkyBus. That’s likely to be true, but it’s totally unrealistic – no Government is going to spend billions on an airport rail line and then subsidise its operations. And nor should it.
In any event, I doubt the increase in patronage would be anywhere near as dramatic as some assume. There is a host of reasons why the great majority of travellers would still prefer to drive or take a taxi than pay even a Zone 1-2 fare.
For example, most airport trips are to or from homes and workplaces in the suburbs – a taxi or a car is usually going to be more convenient than going to the local station and transferring to the airport service at Southern Cross. For many regular travellers, taxis and parking are cheap because they’re a business cost.
For tourists, it’s easy to justify a taxi for an occasional and important trip. Most tourists also travel with at least one other person, so in many cases that will improve the competitiveness of a taxi, or the long term car park, relative to public transport (I’ve elaborated on these reasons in previous posts – see Airports & aviation category in sidebar). Read the rest of this entry »
The Public Transport Users Association (PTUA) is keen to make the case that it costs more to travel by public transport in Melbourne than it does by car. The PTUA says above-inflation fare rises over the last decade mean public transport now costs much more than “petrol in the car” for many trips.
The PTUA might take some moral support from this op-ed in The Age this week by journalist Gabriella Costa (the paper calls it an ‘Analysis’). Like the PTUA, she also argues that commuting by car is cheaper. She says the 9% fare increase announced this week by the Government will make driving a better option. Her contention is that, “even loosely, the maths just don’t add up” for rail:
And it’s a simple equation. A Metro daily ticket from a zone 2 station into the city? $11.90 from January 1. Petrol from home to work and back? two to three litres. Parking: less than $10 a day on the city’s edge.
Ms Costa doesn’t actually do the maths, so I have. Unless she gets her petrol for free, even on those numbers it still costs less to take the train to the city than drive! Petrol at $1.35 per litre is $4.00 a day, plus $10 for parking. Even loosely, that adds up in favour of the train! But as we all know, there’s more to the financial cost of driving than just petrol and parking, so I’ll try to do a tighter estimate.
Ms Costa’s example is based on her own circumstances. I know from her article that she lives in St Albans, near Giniver station in Zone 2. By her estimate, she’s 17 km by road from where she works in the city (presumably at The Age HQ in Spencer St). I’ll assume she commutes 220 days a year after taking rec leave, public holidays, sick leave, the odd day off, a bit of work-related travel and weekends into account. If she drove to work on every one of these 220 days she’d therefore travel 7,480 km in a year.
I’ll assume she drives the cheapest vehicle you can buy new in the small car class, a Hyundai i30. According to the RACV, operating costs of this vehicle for fuel, tyres and servicing, are 16.6 cents per kilometre, giving her an annual commuting cost of $1,224. That’s conservative because the fuel component is based on a city-country average – commuting in busy traffic is thirstier work.
Add to that parking at $10 per day for 220 days and her all up cost for a year of commuting by car to the CBD totals $3,444. That’s still quite a bit more than the cost of catching the train from St Albans, even under the new fare structure that takes effect from 1 January.
St Albans is in Zone 2, so Ms Costa could buy a myki Yearly Pass in 2012 for $2,021. That would save her $1480 compared to driving. Even if she travelled every day on a myki Daily Cap it would cost $2,438 over the course of a year, still putting her ahead by $1,000 compared to driving.
And if she lived any further out the cost of train travel would stay the same but driving would cost considerably more. If, for example, she lived in Pakenham (since she mentions it in her article) her annual expenditure on driving would increase to $6,371 p.a. because it’s 57 km from her workplace. But the cost of the train would be the same as it is from St Albans, since both stations are in Zone 2.
It’s important to note that I’ve only considered variable costs, specifically parking, fuel, tyres and servicing – I’ve taken no account of the cost of owning the car. But it makes no sense to ignore standing costs, because if she doesn’t actually have a car she can’t drive to work! The RACV says the annual standing cost of a Hyundai i30 is $5,668, made up primarily of depreciation, interest, insurance and registration.
If I assume commuting accounts for half of her total annual travel by car (i.e. she drives 7,480 km to work each year as well as doing a further 7,480 km p.a. in non-work travel), then the standing costs that should be attributed to her journey to work come to $2,834.
Add that $2,834 to the $3,444 she pays for parking, fuel, tyres and servicing and Ms Costa is up for an annual total of $6,278 for the privilege of driving to work from St Albans. Remember, a myki Yearly Pass will cost much less, just $2,021, and even a myki Daily Cap will cost her $2,438 for the year. Read the rest of this entry »
Planners invariably work on the basis that bus and tram users will walk no more than 400 metres from home to the nearest stop. It’s known travellers will walk further to catch a train, so the maximum walk distance to a station is accordingly usually taken as 800 metres.
So it’s interesting to look at what travellers actually do. Data from the VISTA travel survey shows the median walk distance to the bus in Melbourne is 500 metres, with a quarter walking more than 800 metres. Half of Melbourne’s train travellers walk more than 800 metres and a quarter more than 1.3 kilometres! Hence bus and train users in Melbourne walk much longer distances than the standards assume.
If the VISTA methodology is right, these findings can be interpreted a number of ways. One is that travellers have to walk unreasonably long distances in Melbourne, perhaps because bus and train coverage is too sparse, or stops are poorly located. Alternatively, it could show travellers are prepared to walk much further than planners have historically assumed (I’m sure some would even argue the exercise is good for them!).
Standards like 400/800 metres are often justified on the grounds that if travellers have to walk any further, they will choose to drive instead, thus lowering the demand for public transport. It’s argued that trains can command longer walk distances because experience shows travellers will walk further if they’re taking long trips, or if the mode is fast (train trips tend to be much longer than other modes, both public and private, and also faster because they have their own dedicated right-of-way).
While that’s all fair enough, I don’t think it draws out the policy implications as clearly as it might. I think there’s another way of interpreting the data on trains in particular. Trips by train are indeed longer and faster than those by other modes, but the key reason travellers walk long distances to stations is they have to – they don’t have a choice.
That’s primarily because the key market for trains is workers travelling from the suburbs to the city centre. Driving simply isn’t a realistic option for most of these commuters – parking in or close to the centre is too expensive and the combination of distance and traffic makes driving too slow and too costly. Limited parking means it’s also hard to drive to the station. In addition, there are all those “captive” travellers who don’t have access to a car or can’t drive (e.g. students) but have high value trips to make.
In other words there are many trips where the car is simply not a realistic alternative to the train. In these cases the maximum distance people are prepared to walk (or have to walk!) is much longer than the standard 800 metre maximum. Not having an alternative, train users walk as far as they have to.
In fact the mean distance train travellers walk from home to the station in Melbourne is one kilometre. That’s a lot further than the median (800 metres) and suggests there’s a long tail of travellers who walk a very long distance from home to the station.
Accepting the legitimacy of longer walk distances could possibly have implications in a number of areas, for example in the design of feeder bus services, the spatial extent of development around stations, and in some cases even the spacing of stations. But most stations are already a considerable distance apart, so the practical implications are probably limited.
However where this way of looking at the issue might have particular relevance is in the spacing of tram stops. Unfortunately I don’t have any data to hand on actual tram walk distances in Melbourne, but my understanding is they too are longer than the 400 metre standard suggests. Further, many tram stops in Melbourne are closely spaced – for example, in the inner eastern suburbs they are every 200-300 metres. Read the rest of this entry »
From Wednesday’s Crikey newsletter (gated), in the Tips and Rumours section:
Vic government tunnels under greenies. A Victorian political spy reckons the Baillieu government is about to resurrect the East-West road tunnel underneath Royal Park at the expense of the Labor government’s planned Melbourne Metro scheme. It’s “a big up-yours to all the inner-city greenies that gave the old government such a run-around,” they say.
Assuming the Crikey report is well-founded (and it might not be – it is only a rumour, after all), I wouldn’t expect any government would be silly enough to announce it is abandoning a rail project in favour of a road project. No, it would say it’s going to do both.
The road would simply get priority over the rail project when scarce capital funds are doled out. The $40 million already allocated from Infrastructure Australia for Melbourne Metro will continue to be applied to feasibility studies and planning approvals, but if Crikey’s report is true, the project will languish for want of the billions needed to build it.
If that’s what’s intended by the Government, it could create an enormous problem. I’m not so much concerned that the Government might dare to build a new freeway as I am about the possible loss of the Melbourne Metro project.
Melbourne Metro is a response to the looming shortfall in capacity in the city’s rail system. What’s needed to expand capacity, according to the Eddington Report, is a new line in the CBD, essentially linking Flinders St and Southern Cross stations.
This could be achieved with a relatively short tunnel. However Eddington recommended that it be done with a much more ambitious tunnel running from Footscray to The Domain (and ultimately Caulfield) with new stations at North Melbourne, Parkville, the CBD (two) and The Domain – see exhibit. The first option costs a lot less but the second provides more capacity and has wider economic benefits, especially in terms of enhanced urban development.
If funding for Melbourne Metro is to be delayed (and again I emphasise the “if”), the Government needs to explain how it’s going to deal with the looming rail capacity problem in the city centre.
New research by the Victorian Department of Transport (DoT) shows Melbourne’s tram system provides access to 34% of metropolitan jobs, whereas trains only give access to 15% (see first exhibit). The analysis found trams also give better access to housing – 17% of metropolitan households are located close to a tram stop compared to 8% close to a train station.
DoT calculated the proportion of metropolitan jobs and households located within 400 metres of tram, train and SmartBus stops, using 2006 Census data.
The superior accessibility of trams might seem surprising given most popular discussion about public transport is focussed on trains. Moreover, trams and trains both serve the employment-rich CBD, so the difference in access to jobs is probably higher than most expect.
The department doesn’t offer an explanation, however there are logical reasons for the superior showing of trams. These include the higher density of the tram route network, the greater frequency of stops, and the relatively high employment and housing densities in the central part of the metropolitan area served by the tram network (i.e. the inner city and inner suburbs).
In the inner eastern suburbs, for example, there are nine parallel east-west tram lines between Victoria Rd and Glenhuntly Rd, a distance of just 8 km. The tram line on High St in Prahran is paralleled by another route just 560 metres to the north on Malvern Rd and one 650 metres to the south on Dandenong Rd.
As shown in the second exhibit (under the fold), tram stops are much more closely spaced than train stations. Tram stops in the inner eastern suburbs are every 200-300 metres, whereas stations in this area are usually more than a kilometre apart.
The tram network also services an area of high job density. The inner city – the area within 5 km of Melbourne Town Hall – might only have 28% of all metropolitan jobs, but they are concentrated in a relatively small area. Likewise, 50% of all jobs in Melbourne are more than 13 km from the centre, but the 0-13 km half is necessarily at much higher density than the 14+ km half.
Compared to the tram system, the train network is relatively sparse, particularly in the middle and outer suburbs where not only the distance between the radial lines increases as a function of simple geometry, but the distance between stations also increases. The distance from Narre Warren station to Berwick station, for example, is over 4 km – the 400 metre walk radius assumed by DoT accordingly misses much more than it picks up.
Suburban rail lines don’t in any event tend to be near jobs. As I’ve pointed out before, the vast bulk of suburban jobs aren’t located within large centres, but instead are relatively dispersed. Even the minority of jobs that is located in large centres tends to be spread out over a relatively extended area rather than concentrated within a small and neat 400 metre radius.
Clayton is by far the largest concentration of jobs within Melbourne’s suburbs, yet very few of the jobs it contains are near a rail station. The second largest job concentration in the suburbs is Tullamarine, which isn’t served by rail at all. The high proportion of jobs accessible by SmartBus services signals clearly that most suburban jobs aren’t within 400 metres of a rail station.
But providing potential access to lots of jobs is not the same as actually delivering workers to them. Trams might be within 400 metres of twice as many jobs as trains, but the latter nevertheless carry well over twice as many commuters to work each day as trams. There are a number of reasons for this difference.
One is that the assumed 400 metre walk distance is harsh on rail. Commuters are prepared to walk further to their nearest stop if the overall journey is long. As rail work trips are on average much longer than tram trips, the assumed walk distance to a station is too restrictive – a distance of 800-1,000 metres would be more reasonable.
Another reason is that many more train travellers get to their train station by other motorised modes – principally by car, but also by bus and tram – than is the case for trams. In fact half as many train travellers combine motorised modes as simply take the train direct. In contrast, the number of workers who use another motorised mode to connect with a tram as their main mode is quite small.
Probably most importantly, taking a tram to work is slow. Trams stop frequently and, because they don’t have their own right of way for much of the route, get caught in peak hour traffic. Commuters who have a choice will take the train instead, either driving to the station or using a bus or tram to connect. Another factor is that many inner city and inner suburban workers are on high incomes – rather than take a slow tram, some will get a car and/or a parking space as part of their remuneration package and will elect to drive instead. Read the rest of this entry »
The exhibit above is one of the ‘money’ graphs from the High Speed Rail study – Phase One report released on Thursday by the Minister for Transport, Anthony Albanese. In my last post, I concentrated on doing a broad but quick response to the report and questioned the wisdom of spending mega dollars on a project that doesn’t reduce either travel times or the cost of travel.
Now I want to start exploring some issues the report raises. One of those is that, up to this point, the focus of the HSR discussion has largely been around travel between major cities, especially Sydney-Canberra-Melbourne, with some residual claims for regional development (see Categories in the side pane for previous posts on HSR).
The Phase One report however shows regional trips are a very large component of the travel forecast on the complete Brisbane to Melbourne HSR network in 2036. In fact regional travellers – those who are journeying between regional areas and one of the major cities – comprise an extraordinary 75% of forecast demand in 2036 (see exhibit). These are the sorts of trips that are almost all currently made by car. A significant proportion are also “induced” trips – in the absence of HSR and the greater accessibility it provides, they wouldn’t otherwise be made.
Only a small proportion of regional trips are for business purposes. The vast majority – 85% – are for private or leisure purposes i.e. to visit friends or relatives, holidays, entertainment, sport, shopping, education, personal or health-related purposes. The study assumes leisure passengers will pay a lower fare than business travellers (who are concentrated on the inter-city services, e.g. Sydney-Melbourne, where they account for 50% of passengers).
Regional trips are also shorter on average (they comprise half of all HSR passenger kilometres), so the contribution of regional travellers to total revenue is much lower than their 75% share of patronage. Even so, as with airlines at present, their contribution is vital.
There are a number of issues raised by the high level of forecast regional patronage. One is that leisure travellers are sensitive to the cost of travel. The study assumes HSR fares are pitched a little lower than air fares, but if this assumption proves optimistic the demand for HSR could be much lower. Unfortunately there’s no estimate provided for regional travellers, but for inter-city travel the study says a 10% increase in fares will reduce patronage by 10%, and vice versa.
In estimating demand, the study compares the cost of travel by HSR between the regions and the major cities against the car, but doesn’t allow for the usefulness of having a car when travelling within the big smoke. HSR will certainly suit people going (say) from Seymour to the MCG – they can drive to their nearest HSR station (they’ll be about 100 km apart in the regions), disembark at Southern Cross and take a local train/tram combination to get to the G. If however they’re not going to the city centre – perhaps they’re attending a wedding, a party or staying overnight with one of the 90% of the population who lives more than 5 km from the CBD – they might prefer the convenience of having a car for travel within Melbourne.
The car will be a more attractive option the closer regional residents live to the city, although anyone familiar with Canberra will know of the large numbers of young people who commonly drive to Sydney on weekends. Another thing to note is car occupancy for leisure travel is much higher than it is for commuting (where solo driving predominates). Two people travelling (say) to Sydney from Gosford for a concert would pay $26 each per one-way trip on HSR i.e. a combined total of $104 to get to and from Central station. Once the novelty of HSR has subsided, driving could be a more attractive alternative for many.
The big issue to my mind though is just why we as a society would want to spend so much money to improve the leisure travel options of regional populations living along Australia’s east coast. Doubtless they deserve it and would appreciate it, but they already have pretty reasonable travel choices. Last time I drove the Hume Highway from Sydney to Melbourne (about five years ago) it was divided carriageway practically all the way. Large centres like Wagga Wagga and Albury-Wodonga have pretty good air connections to Sydney and Melbourne. There’s already (an admittedly slowish) train service connecting Brisbane, Sydney and Melbourne. Read the rest of this entry »
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 »
As it’s the holidays I thought I’d show this 2009 map I stumbled across at Railpage. This is an example of the growing genre of ‘fantasy maps’, fed no doubt by easy access to GIS. It’s one person’s vision of what Melbourne’s rail system could look like at some point in the future at an unspecified financial and political cost. What distinguishes this one from the flotsam is the way the author has used the same graphic style as the current Metlink map, which you can see here.
It doesn’t have the new line to Avalon Airport the Government has committed itself to, perhaps because no one ever conceived in 2009 that it could ever be a priority. But it does have the now well known new lines to Melbourne Airport, Rowville and Doncaster, the latter extended to Donvale in the east, and via Fitzroy in the west to connect to the Melbourne Metro link from the west at Parkville. The Metro carries on via Swanston St to the Domain and St Kilda and connects to the Sandringham line at Ripponlea and the Dandenong line at Caulfield.
The map shows the Regional Rail Link as well as a branch line to Aurora and extensions of existing lines to Whittlesea, Yarra Glen and Clyde. The Glen Waverley line is extended via Knox to connect to the Belgrave line. The Alamein line is extended to connect with the Glen Waverley line and onto the Dandenong line via Chadstone. The Upfield line connects to the Craigieburn line at Roxburgh Park. All lines appear to be fully electrified and the number of tracks is increased to expand capacity on a number of existing lines.
The curmudgeons at Railpage have picked up on a few oddities (Rushall a Premium Station!?), but what I find amusing is that Doncaster is shown in Zone 2! I’m not expecting to see that in any of the PR material associated with the Government’s feasiblity study. Also, a traveller can get as far as Airport West on a Zone 1 ticket, but the Airport is Zone 2. And to go from the Airport to Keilor West is a Zone 1-2!
These are mere details in a ‘fantasy map’ but they illustrate some of the anomalies with Melbourne’s zonal fare system that I discussed last week.
The idea of a high-speed Melbourne Airport-to-CBD rail line is in the news yet again, this time advocated by the RACV.
You’ve got to give the Royal Automobile Club of Victoria its due. While simultaneously calling for roadworks to reduce congestion and improvements to traffic flow in Hoddle Street, it’s morphing into a general transport lobby group that “advocates improved transport services for all its members, including those who use public transport”.
This story on the RACV’s call for an airport train has attracted over 100 comments, most of them favouring a rail line. There’re the same themes that come up every time The Age runs pro-airport rail stories – it’s embarrassing that Melbourne doesn’t have a dedicated rail line; car parking prices at the airport are extortionary; Skybus fares cost an arm and a leg; the contract with Citylink won’t allow competition; and the airport and taxi industry won’t let anyone kill their golden goose.
Even while they approvingly cite the example of Sydney’s and Brisbane’s airport trains, commenters nevertheless generally assume an airport train would be high speed, would solve congestion on Melbourne’s freeways and would cost no more than a Zone 1-2 fare.
I’ve explained before why an airport rail line is unlikely to make sense for a while yet, but it’s a good idea to take another more considered view of its prospects than those advanced by unabashed boosters. Here’re twelve reasons why a rail line to Melbourne Airport is unlikely to make sense for a while yet.
First, Skybus already provides a dedicated public transport service from the airport to the CBD with higher frequencies and longer span of hours than any train service in Melbourne. Most times trips to Southern Cross station take 20 minutes. While they blow out to over 40 minutes in peak hour, that could be addressed for a fraction of the cost of a new rail line by extending the existing dedicated on-road lane to other sections of the route that are prone to congestion.
Second, there’s little to be gained from spending more than a billion dollars to replace a high quality public transport service (Skybus) with another one (train), when the money could be spent on providing better public transport to areas that don’t currently have adequate service.
Third, every study undertaken to date has concluded that a rail service isn’t warranted. It might be in the future but not yet. In the meantime, there is considerable potential to increase the capacity and speed of Skybus. As pointed out here, Brisbane’s south-east busway already carries 15,000 passengers per hour. Read the rest of this entry »
There is little doubt that Melbourne Airport needs action to improve land-side access for passengers arriving and departing from the airport.
Many observers argue the solution is a rail line from the CBD to the airport. I think there’s a much bigger picture they’re missing. They would be well advised to look at the Airport Monitoring Report 2009-10, just released by the ACCC (see chart).
It shows that only 39% of trips to Sydney Airport are made by private car (on-airport parking, rentals and kerbside drop-off), compared to 69% for Melbourne Airport. Since Sydney has a train and Melbourne doesn’t, it’s tempting to conclude that a train is the answer to Melbourne’s woes.
However the ACCC’s report says that more people travel to Melbourne Airport by public transport (14% – all by bus) than is the case for Sydney Airport (12% – train and bus).
A key difference between the two airports is that taxis (incl ‘mini buses’) are far more popular in Sydney, where they account for 49% of all airport trips. The comparable figure for Melbourne is just 17%.
Part of the reason for this difference is taxis are more competitive in Sydney against cars and against the train – Kingsford Smith is 8 km from the CBD and hence is relatively central. In contrast, Melbourne is 22 km from the CBD so taxis are not as competitive with either buses or cars (other reasons for the difference include more tourists at Sydney, as well as higher parking charges).
As I discussed last week, Brisbane’s airport – like Melbourne’s – is also located a considerable distance from the city centre. It might be that the location of both airports on the edge of their respective metropolitan areas – well away from the centre of gravity of population in both cities – is a key reason for their high private car use (and low taxi use).
Yet distance can’t be the whole explanation. The Brisbane airport train only captures 5% of trips and all up, public transport carries 8% of airport journeys. That’s considerably less than either Sydney or train-free Melbourne.
Given the experience of Sydney and Brisbane, it cannot simply be assumed that constructing a rail line from the CBD to Melbourne Airport will inevitably lead to a significant increase in public transport use – at the expense of cars – over and above the already substantial mode share enjoyed by buses. Read the rest of this entry »
If I lived in Mernda I’d be pretty unhappy that the Brumby Government (here and here) is only going to give me a bus service rather than extend the Epping rail line beyond the new station at South Morang.
Sure, it’s Bus Rapid Transit with its own dedicated 7.5 km busway (here and here). And buses will be coordinated with arrivals and departures when trains start operating from the new South Morang station.
But it means I would have to change mode at South Morang. That will inevitably lose me some minutes. Moreover, a bus is simply not as comfortable as a train.
This seems like a politically fraught decision. The President of the Victorian Planning Institute says it’s bad planning and that buses are a “dinky service”. The President of the Public Transport Users Association (PTUA) says buses are “not as good as a train and are certainly not what residents are looking for”.
However I don’t live in Mernda. And I pay taxes, so I’m quite interested in public money being spent efficiently and equitably. I also understand that there are many demands on available funds, not just from other transport projects but from other portfolios like education, health and housing.
So when I stand back and take a look at this initiative I can see some positives. In fact I think this is the right decision. It’s how governments should be approaching this sort of issue. These are my reasons: Read the rest of this entry »
Melbourne’s peak train services are overcrowded and have been for quite a few years. Given the high costs that peak period commuters impose on the rail system, wouldn’t it be more efficient and more equitable if they paid more for their tickets?
After all, the capacity of the system is determined by peak demand – all those trains and the associated infrastructure and personnel required to handle the peaks are under-utilised or sit idle for the rest of the day and on weekends.
As would be the case with congestion charging on roads, a charge on peak hour train travellers should reduce over-crowding (congestion) by suppressing travel, moving lower value trips to off-peak periods and encouraging shifts to other modes. Passengers who continued travelling in the peak would make a larger contribution towards what it actually costs to get them to work.
I’m prompted to think about this issue by a proposal to levy a $0.50 per trip surcharge on customers of Washington D.C.’s Metro system who use or pass through the network’s busiest stations during the busiest period of the peak. If approved, the congestion toll would apply from next month. Read the rest of this entry »