Four minutes? Impossible!

I can’t help noticing that when traffic is relatively light, this sign on Kings Way always it’s 4 minutes to Williamstown Road.

4 minutes to Williamstown Road

This seems as optimistically unlikely as those old Citylink travel time promises. Google Maps reckons it’s 7.7 kilometres, and estimates a travel time without traffic of 6 minutes.

The speed limit along the freeway and over the Westgate bridge is 80 km/h, which by my calculations makes it just under 6 minutes if you were able to consistently do the speed limit for the whole distance. To do it in 4 minutes you’d need to be zooming along at about 115 km/h.

The estimate to get to the Western Ring Road seems a little more accurate.

Of course the very reason these signs are needed is because travel times on the roads can vary widely. In peak hour they are crowded and slow… in a city the size of Melbourne, this is inevitable, because it’s simply not efficient to move people in ones and twos in their cars.

Vicroads figures just released show that traffic continues to get slower… and that’s despite a multitude of motorways having been built, extended or widened over the last decade. This graphic from the PTUA:

Despite billions spent on roads, traffic is still getting slower.

In a big city I contend that it’s probably not possible to fix road congestion. But is it possible to reduce overall average travel times for everyone (not just motorists)?

Well yes it is. Vancouver’s managing to do it. How? By not building motorways, but upgrading public transport instead. The more people are off the road, the better.

Airport rail begins here… well, eventually, maybe

There’s some big news on the East West Link today, with Labor saying that if the Supreme Court agrees with the Cities of Moreland and Yarra that the planning approval was invalid, they will rip up the contracts if elected. Read all about it here in The Age.

But meanwhile… Lots of ads for the Airport rail link have gone up around Southern Cross Station in the last few days.

Dear tourists, don't go looking for the airport train. First departure not expected for about a decade.

Wonder how much govt is paying PPP station operator to display all these ads. #SpringSt

Dear tourists, sorry, when they say the airport rail link "begins here", they mean in about ten years

Yesterday morning they outdid themselves, including a massive ad on the steps from Bourke Street. Update: Pic below
Airport rail ad, Southern Cross Station

A bewildered tourist (or blissfully unaware local) might wander around the station looking for this train to the airport that departs every ten minutes and “begins here”.

The problem of course is that the link doesn’t exist. It won’t exist for at least a dozen years.

And that’s if it goes ahead. The 2014 Budget Papers show that in the 4 year budget forward estimates period, there’s $850 million of funding, or about 10% of the total cost of Melbourne Rail Link and the Airport Link.

State budget 2014-15: Asset initiatives

This seemed to be confirmed last night by Liberal MP for Caulfield David Southwick at the Glen Eira MTF Transport Forum, who when asked about it said that the current funds would cover extensive planning and preparatory works, with the rest of the money to follow.

(Note in contrast the East-West Link western section, which gets around $3 billion in funding in the next 4 years — well and truly enough to get lots of actual construction underway, and provide the project enough momentum that it can’t be stopped.)

The danger is that with most of the project as yet unfunded, a government of either flavour could easily put it on ice, just as the Coalition has done with the Metro rail tunnel, which has had many millions of dollars already spent on it.

Meanwhile, the ads pile up. In this post I compared the current crop of ads with the Labor ads in 2010. But these have gone a lot further: At least Labor stuck with promoting initiatives that were actually in the delivery phase.

Promoting an unfunded plan that may never happen, just months before an election? That really is just a pitch at re-election.

Giving with one hand, taking with the other: 2014-15 #Myki fare reform

I’ve already written previously about the fare changes happening (some announced in December, others announced in March), but it’s probably worth considering them all together.

Ad in train for government fare changes

Exact 2-hour fares — from 10/8/2014

From yesterday, 2-hour fares are exactly two hours.

Although it was originally flagged in December, this has crept up, quietly announced on Friday by PTV, with only two days notice — quite different from the “good” changes that the government is promoting heavily, many months in advance.

(They still last until 3am if started after 6pm; and long V/Line trips still get extra time if travelling across more than 5 zones. The Daily cap still applies, eg a maximum of two 2-hour fares. And the touch-off can be after the expiry time without incurring another fare.)

2-hour Met ticket from 1991-92This was arguably a hangover from paper tickets, which had a limited number of notches to mark the hour of expiry. But the rule had been carried over to Metcard and to Myki.

On one level it’s logical to use a fixed time period rather than starting from the next hour.

But some people used it to get a cheap round trip, for instance a quick journey to the shops or the doctor. It seems unlikely this change will pull in a lot more revenue, but for those watching their pennies, it may make a big impact.

It remains to be seen if people will mill about station entrances waiting until the train is coming to touch-on. I never saw a huge number of people waiting for the hour to tick over, though some certainly did.

And it may cause problems on long trips, as if you’re travelling for two hours, then go to touch-off, the system will treat it as another touch-on (with a default two-zone fare). At a station you can touch-off again using the Change Of Mind feature, but on a bus, such as Melbourne’s loooong orbital Smartbus routes, there’s no such option.

I actually think it would have been a better move to make it a fixed three hour period. (At one stage, all tickets were 3 hours.) Minimal impact on revenue, but fairer for those on limited budgets wanting to make short local trips, especially in the outer suburbs where services are often infrequent.

And of course, Myki equipment should show the expiry time of the fare. At the moment, it’s not shown anywhere for Myki Money — and it’s not like many people will be able to remember they touched-on at precisely 11:06am.

Weekend daily cap rise — from 1/1/2014

We shouldn’t forget this one: Last year the maximum daily fare in Melbourne on weekends and public holidays was $3.50. This year it’s $6. Combined with the above change, some weekend travel has jumped around 70% in price.

It’s unclear if this has had an impact on weekend travel.

Tram in Bourke Street Mall

Free tram rides in the CBD — from 1/1/2015

From this coming January, all trams in the CBD will become free.

Obviously the impact is likely to be that CBD trams — already often crowded — will become even more crowded.

I’ll leave it to then-Premier Joan Kirner to explain who benefits from this one, in this Age article from just before the 1992 state election:

Joan Kirner on free CBD trams, The Age, 11/9/1992

In 1992 the Kennett government was voted in, and arguably (thankfully) back-pedalled a little, introducing the free City Circle tram, rather than making all CBD trams free.

I’m with Joan on this. The major beneficiaries are motorists — the very last people who should be benefiting — though tourists and CBD residents will also gain.

But most public transport users don’t benefit at all, because their fare to and from work already includes all day travel in the CBD. As I’ve already noted, Alanis Morissette might have said of this: It’s a free ride when you’ve already paid.

Indeed, last week I was surveyed by PTV about the change. I honestly said that if this makes trams more crowded, I’ll be using them less. In that case, the freeloaders will win at the expense of paying public transport users.

Thankfully the CBD congestion levy area (that’s a tax on inner-city carparks, which anecdotally is working in discouraging motorists into the CBD, and may even be convincing car park owners to redevelop their properties into something more profitable) is bigger than the free tram area, so we hopefully won’t see people driving to the city-fringe where they can jump on a free tram to work, though you don’t know what a price signal like this might do.

Zone 1 to cover all of Melbourne — from 1/1/2015

Also from January the most you’ll pay within the current zone 1 and 2 area is a zone 1 fare. This includes all of metropolitan Melbourne, and regional areas as far away as Lara, Wallan and Bacchus Marsh.

One wonders how this will affect crowding, particularly on trains (both Metro and V/Line), but also on Doncaster area buses, which have a lot of two-zone trips.

Obviously this benefits outer-suburban passengers who travel into zone 1 regularly — provided of course they have a decent service they can access. For many, railway stations may remain too far to walk, nearby parking scarce, and connecting buses poor (as noted in an Auditor General report released last week).

Those who currently just travel across a zone boundary will obviously be happy. The current huge jump is pretty hard to bear if you’re only going an extra stop or two.

In a way this puts all of Melbourne on an equal footing in terms of fare cost, though it also means a huge disparity in the cost per kilometre.

The government estimated that this change and free CBD tram rides will cost about $100 million per year. (To be precise, the budget put it at $390 million over 4 years.)

Long term, the real danger is upward pressure on the standard zone 1 fare, as seen in Adelaide with their single fare zone, and in Melbourne after zone 3 was merged with zone 2.

Fares up by CPI plus 2.5% — 1/1/2015 and 1/1/2016

While they’re cutting the two-zone fare, the government did announce in December that there would be CPI+2.5% rises two years in a row, in 2015 and 2016. So it seems while the cost of two-zone trips drop, single zone trips will start to creep up.

Still unconfirmed

Still unconfirmed but strongly rumoured: Removal of the Earlybird fare. Once again, it’s unclear how much revenue this would pull in, remembering that the original impetus was to save money that would otherwise need to be spent providing extra train capacity in morning peak.

And while Labor has said they’d go ahead with the two-zone price cut and free CBD trams, they haven’t said anything about rolling back the 2-hour change, nor about the CPI+2.5% rises.

Conclusion

It’s a real mixed bag of reforms that the government has announced — giving with one hand, taking away with the other.

Revenue is going to be up and down, all over the place. It’s really hard to see this as anything more than a grab bag of politically-motivated changes, rather than a well-planned, thoughtful strategy to make fares fairer.

They’re obviously courting outer-suburban voters with the zone changes.

They may not care much (or haven’t thought about) about the impact on people with limited incomes trying to squeeze the most they can out of a 2-hour fare.

Free CBD tram rides… well, I’m not sure it’ll convince many residents in the state seat of Melbourne to vote for them (it’s really a Labor/Greens contest), but those who drive their cars into the city and like free rides at lunchtime will certainly be happy… if they can squeeze onto a tram.

The huge numbers of people living and travelling in zone 1 won’t get the benefit of a price cut, and will see fares jump by CPI+5% over two years — so expect to see the base fare creep towards $4, and be under even more pressure to rise to make up for foregone revenue.

It’s a bit like GST. Nobody likes paying it, but if they were to reduce its scope, and make it a flat amount for some higher value transactions, it’s obvious the rate would eventually go up to cover it.

I’ll leave you with the full Age article quoting Joan Kirner… it touches on a number of interesting topics going into the 1992 election, including promises to extend the rail network (Craigieburn was eventually done in 2007, South Morang 2012, Sunbury 2012, Baxter still isn’t done), the prospect of cuts to station staff and conductors under Kennett (which happened, and resulted in the Metcard ticket system), and extra bus services (nothing really happened until two Smartbuses were implemented ten years later, then little more until after 2006).

Kirner promises to extended railway, The Age, 11/9/1992

Regional Rail Link tour part 2 braindump

About a year ago, a group of us from the PTUA went on a tour of the Regional Rail Link, a massive 50 kilometre-long rail project providing new tracks from Southern Cross, via Footscray and Sunshine, then along a new corridor through Melbourne’s new outer-western suburbs to West Werribee.

The project will provide extra track capacity for V/Line trains on the Geelong, Ballarat and Bendigo lines into the city — in other words, the bulk of V/Line services into Melbourne — but will also allow more trains on the busy Werribee and Sunbury lines.

A few weeks ago we did part two of the tour, to look progress in the last 12 months, which has been considerable. The project is expected to finish up in 2015, about a year earlier than previously expected.

Southern Cross new platforms

The city end

At Southern Cross, new platforms 15+16 went into service in December last year, primarily for Geelong trains. As noted last year, platform 16 is outside the glass, but it’s still undercover, and passengers seem to be surviving so far.

The works have resulted in a greatly simplified track layout between Southern Cross and North Melbourne, and a lot of wiring and signalling has apparently been ripped out and replaced, which over time should cut signal faults in the area.

Apart from into Southern Cross 15+16, extra track has been provided from the existing flyover into platforms 1 to 8. This resulted in widening of the bridge so it almost touches Festival Hall — art has been installed at ground level recognising some of the music history of the Hall.

Along the street nearby, noise barriers are going up — in fact this is now a common sight along the project where housing is nearby to the new and existing tracks along the line.

Rail bridge widened near Festival Hall

Rail flyover near North Melbourne station

North Melbourne

At North Melbourne, you can get a good view of the new tracks into Southern Cross (both the ground level and revamped flyover) from the new(ish) concourse.

View of city and rail flyover from North Melbourne station

Alas, RRL trains won’t stop at North Melbourne, though there is space for platforms to be provided later to serve the ground level tracks into Southern Cross 15+16. We don’t yet know how many trains will use each set of tracks, but if trains from specific lines consistently use the ground level tracks, it would then be possible to stop at least those trains there, for connections to Metro services and the very popular 401 bus. Platforms serving the flyover tracks would be a great deal more difficult to construct.

Along the rail corridor from North Melbourne to Footscray, it’s now possible to see the bridge over the Maribyrnong river, which along with the rest of the new track as far as Sunshine, has just come into use. West of the river, these new RRL tracks have a flyover to get over the Werribee line tracks, so V/Line trains can cross to the middle platforms at Footscray without causing any delays.

Footscray

Signal box being restored at Footscray station

Footscray station

At Footscray, works seem to be largely complete. The two new platforms (1+2) for Sunbury line trains have been in use for some months, and the bridge extension is finished (along with weatherproofing improvements), providing escalators, new ramps to accompany the lifts and stairs. Having used Footscray a few times in the past few months, it’s pleasing that most of the locals have worked out the Melbourne escalator etiquette of standing on the left so those in a hurry can walk past on the right.

The RRL platforms, now known as 3+4, have been extended, like all platforms on the new line, to allow for much longer V/Line trains in the future. 4 is a little bit curved at the western end by necessity due to the confined space, though given V/Line trains have conductors to verify a safe departure, one wouldn’t expect this would be a problem.

Notably, drainage is built into all the platforms at Footscray and the other renovated or rebuilt stations, with a slight slope away from the tracks. Yes, after decades of building stations so water simply drains onto the tracks, the standard has changed This has been the case for some decades now, and is good for safety, given some highly-publicised incidents of unsecured prams rolling off platforms recently.

Although booking offices and so on are at ground level, the bridge includes some concourse elements, including Myki machines and gates for platforms 2 and 3. The Passenger Information Displays (PIDs) are also in place, though at present only showing four departures at once — I’m told they are looking at solutions to show information for all 6 platforms — possibly separate screens for the V/Line-only platforms 3 and 4.

The heritage buildings at Footscray are being completely restored. This has involved a lot of work, in part because of termites, but if restoration work done at Windsor a couple of years ago is any guide, they should look terrific when finished.

As with many of the other new and rebuilt stations, the bike cage has been provided underneath a staircase, making good use of the space.

The doughnut seller has a new kiosk which opened for the first time on a couple of weeks ago. It’s lacking the trademark-defying dodgy upside-down Olympic logo of the old caravan — not that it matters. But you can tell it’s the same doughnut vendor because the dolphin jam dispenser is back.

Parkiteer at Sunshine station

West Footscray

As I wrote in December, West Footscray station has been completely rebuilt, but is looking even nicer now than when I last saw it, thanks to murals built into the bridge, and a few more splashes of colour around the place.

The ramps have been connected to the local bicycle network — apparently they were built to be a full metre wider than the required station ramp standard of 1.8 metres, to make it easier for cyclists to pass each other. Provision is there for a future upgrade of the station to premium status, and thanks to solar panels and rainwater harvesting, West Footscray has gained a 4-star sustainability rating.

West Footscray station

West Footscray station

We didn’t stop at Tottenham station, but there has been work on the road underpass, and there’s some rather nice murals around the station entrance now which it’s hoped will deter tagging.

Sunshine

Sunshine station, which is becoming a very important interchange, has been completely rebuilt — in fact apparently just about the only remaining feature of the old station is a retaining wall on platform 1. The old dingy subway is gone, replaced by an overpass/concourse with booking office, waiting room, and fare gates.

It looks good — though very grey from some angles.

Sunshine station

Sunshine station

Junction at Sunshine station

Northwest of Sunshine, the Ballarat/Geelong and Bendigo lines converge at a junction. This is at-grade, but apparently there’s provision for a future Melton electrification project to include an overpass to allow Melton trains to pass under these lines to connect to the Sunbury tracks. In the mean time, space has been provided for Bendigo trains to wait, clear of both the Ballarat/Geelong line and the Sunbury line.

Level crossings on two sections of Anderson Road have been grade separated as part of the project.

Following along the line towards Deer Park, more noise walls are in evidence, as well as automatic pedestrian gates at the crossings, which hopefully should prevent accidents such as the fatal one in 2008 involving a pedestrian at one of those crossings.

The new line

West of Deer Park, the new Geelong line branches off the Ballarat line. Near the future Caroline Springs station there’s a new road bridge over the Ballarat line, providing additional road access into the area.

A “consolidation train” was running between Deer Park and West Werribee most of that particular weekend, to apply weight to the new tracks, as part of (literally) bedding down.

Tarneit station was closed up, but at a glance much of it appears to be nearing completion.

Tarneit station


Wyndham Vale station

We did get to have a good look around Wyndham Vale station, which looks rather good. Sunk into the ground, it’s currently got two platforms, for V/Line trains, but also has provision for another two tracks in the future, allowing electric trains to come through from Werribee and terminate there. In the short term though, that connection is expected to be provided by buses.

There are also points nearby to allow V/Line to provide short-starting services from there into the city, and would also presumably provide a termination point during major disruptions.

Works at the station seem to be almost complete. The track is in, the basic building structure is there, the lighting and so on is installed. We saw Myki equipment ready to go in, and even the waiting room has its chairs.

At ground level next to the concourse is an extensive bus interchange — it sounds like numerous routes in the area will converge here. There are stairs and ramps down to the platforms.

For anybody who’d fancy working at one of the new stations, V/Line is advertising for “Services Officers” at Wyndham Vale and Tarneit — 5 full time positions at each station.

Wyndham Vale station

Wyndham Vale station: Myki is coming

Wyndham Vale station, looking south

Wyndham Vale station, looking north

Looking south from Wyndham Vale station

The line continues south to West Werribee (aka Manor) junction, where it connects with the existing Geelong line. The entire line from Geelong through to somewhere just west of Sunshine is engineered to allow trains at 160 kmh, so for express services, my thinking is the running time should be similar to now, despite the longer distance.

At the junction, the existing track between Werribee and Geelong has been slewed to get around the new overpass (needed to prevent delays between V/Line trains and freight and passenger trains on the standard gauge line to Adelaide) — this track is now down to 80 kmh, though given it appears few trains will continue using it after next year, this wouldn’t appear to be a huge problem.

Completion next year

It seems the project is running much earlier than expected, in part to the major shut downs which over the past couple of years (including the one just finished), meaning more has been able to be done each time the existing train service is disrupted. This in turn has resulted in huge money savings — for instance some of the funds saved are going into the St Albans grade separation project. So despite some pain for existing passengers on the affected lines, there seem to have been good outcomes for taxpayers — more bang per buck.

And while there have been some problems with the project in the initial design phase, there are undoubtedly benefits in terms of capacity to run extra trains on both V/Line and Metro to the western suburbs lines, with fewer delays.

Parts of the new line from Sunshine to the City have started to be used by V/Line trains (though some trains are arriving early, as the timetables don’t really take the quicker trip into account).

It looks like the full project will be completed next year.

And I for one look forward to my next visit to Footscray station for a doughnut.

PS. Just to prove we were properly authorised and equipt to look around the construction zone at Wyndham Vale: here is bad dorkie selfie of me in high-vis. Thanks to the Regional Rail Link authority for the tour.

Daniel at Wyndham Vale

Updates/corrections: Some minor changes made to the text tense, because some was written a couple of weeks ago.

#EWLink: What is it? What is it For? Why it won’t die easily? – Sophie Sturup on mega projects

I and others have been known to call the East-West Link tunnel a zombie project — you can fight it off (as was done in the 70s) but it will never truly die.

Last year at the launch for the Trains Not Tollroads campaign, Dr Sophie Sturup gave a great speech on mega projects. She made some really good points about how these multi-billion dollar mega projects get up, and about EWLink specifically.

She’s given variations on the speech elsewhere… these are summary notes from a similar speech given to the Carlton Residents Association meeting on 14 March this year. Reproduced with permission. Hopefully they’re as compelling in written form as they are spoken.

Victorian government advertising their "second river crossing"

What is East – West?

East – West project is a mega project and a road project. That is why my research on the mentalities of mega projects has some relevance to it.

From my research, a mega projects have a couple of salient features:

1. Power is in mega projects is based on sovereignty – which is to say that these projects rest on the fact that someone with the authority to do so has declared that they will be done. Thus the legitimacy of the project is directly linked to the people who said it would happen. To question the legitimacy of the project is to question the right of the ‘sovereign’ to decide things, and this is generally confused with the legitimacy of the sovereign at all. The other thing about this is that everyone operating in the project is able to do so because of the sovereign decision. Thus they cannot question the project’s legitimacy either without removing their ability to operate in the project at all.

2. Process in the project is dominated by project thinking. Project thinking is about deciding what needs to be done, and then creating boundaries around that so that it cannot be interfered with. That is, making the project manageable. This is one of the reasons why consultation looks pretty weird in these projects. By the time the community gets talked to about the project, the project has already been decided upon (see 1) and the fact that it is happening cannot be questioned. The project thinking means that the only questions of relevance are those which will ‘improve’ the project either by reducing its costs or reducing the impact on the community. And the reduction of impact on the community can only be accommodated if it reduces costs or the time taken in the project (which also costs money).

3. Mega projects do not come about as a result of identification of a problem, and then the application of a solution. The process of creating a mega project includes the problem and solution being jointly conceived. This happens as the stories or rationales for the project, and what can be conceived as being done jointly emerge – this lets you get at the next item on this agenda which is why has this project happened?

EWLink interchange to Citylink at Royal Park

What is the project for?

The rationale for mega projects needs to make sense if the project is going to be a success. In this sense East-west is a failure waiting to happen. It won’t be a failure because it isn’t built on time and on budget. The Linking Melbourne Authority has the competence to ensure that that happens. Unfortunately that isn’t what constitutes success in mega projects.

One of the key findings of Omega Project 2, a research project looking at 32 mega transport projects across 10 countries (run by the Omega Centre, Bartlett School of Planning, University College London and funded by Volvo Education and Research Foundation (VREF) was that mega projects are context specific and where they don’t have an open and exploratory relationship with the context they work out as a failure.

My own research which focused the Australian cases of Melbourne’s City Link, the Perth to Mandurah Railway and Sydney’s Cross City Tunnel, found in Australia we define success as occurring when projects meet their stated outcomes (in transport projects that means traffic numbers) and the companies which build them are successful in financial terms (which of course is related to the traffic numbers being correct).

The reason that East – West will be a failure is therefore that the stated goals are:

a) Fluffy

b) Not agreed on

c) Based on inducing traffic, so there won’t look like any kind of benefit. For example the modelling shows that the traffic in Alexandra Parade will reduce a tiny bit briefly, but be back at the same level by 2020 2030. This will not look like 30% reduction in traffic on the Eastern Freeway, unless of course the traffic numbers projected to be induced doesn’t’ happen in which case there won’t be enough traffic to meet that modelled expectation. Similarly the changes on Bell St or reduced traffic on M1 will not be noticeable by the people who are near enough to the tunnel to make a difference.

The fluffiness of the dialogue on the purpose of the project is thus such that if they succeed in getting the numbers they predict the Eastern Freeway will be horrible and the numbers on Alexandra Parade the same so the predictions will be wrong because there will not be a 30% reduction in traffic. Or alternatively they won’t get the numbers of induced traffic in which case the tunnel will be seen as a failure because it isn’t able to pay for itself (and therefore wasn’t really needed).

This leads to the conclusion that whatever the stated objectives in the media (primarily ‘reduce congestion’) that probably isn’t what it is really for. So what is indicated in the objectives which isn’t quite so fluffy?

The objectives which appear to have teeth are:

a) Induce traffic onto the eastern freeway – in the form of trucks. This makes sense. After turning the section of Freeway between the City Link tunnels and the Bolte Bridge into freeway spaghetti, it is not surprising that B-double truck drivers are less than happy with that route. City Link changed the location of key freight logistics hubs and helped the development of a major one out at Lyndhurst/Dandenong. East-Link was built to facilitate this development (among other things). However the trucks (which represent several cars in terms of counting traffic) have failed to use the road to come to the Eastern Freeway. Why? Because there is nowhere for them to go when they get there. Thus one logic for this road which makes sense is to create a new link for trucks trying to access the port from Lyndhurst. This will have the effect of reducing the cost to the state of East-Link (because of increased toll revenue), and thus obliquely help pay for the East-West. It will also keep the truck moguls happy, and reduce the truck traffic on the M1 (which is of course Liberal heartland). It is possible to observe this as a source of equity, it will share the truck traffic, and hence the enormous danger to health and life they present, around the city more. Bringing large numbers of B-doubles and their pollution into those eastern suburbs which are almost truck free.

b) As speculation, another source of possible logic for East-West is to grant access to the Liberal swinging voters in the east to some of the jobs that are coming from the west in particular the Airport. Obviously this isn’t one of the things discussed widely in the media. This would explain why ‘improving access to the airport for those in the eastern suburbs’ might make a type of sense. Certainly spending $8 billion on a tunnel so “George” can go to the airport twice a year more comfortably doesn’t.

c) A third logic which makes sense is that this project is getting funded by the Federal government and there is no money on the table for anything else. It is against all logic in public service not to take up money when it is offered even when it only represents 18% of the cost of $8 billion.

d) Finally the logic of keeping car driving alive and well in the city is also relevant here. Tony Abbott has clearly expressed the view in various publications including Borderline what in his view we will have failed as a society if freely available car transport isn’t provided.

The other reasons why the road is occurring are largely borrowed from the Eddington report which was based on dealing with an accessibility and equity problem that was real – the issues of the disadvantaged West and the actually congested Westgate Bridge. The rationale in Eddington doesn’t make much sense for the East-West stage 1 because it comes from a study which had the centre of it’s study area in Laverton, and only at the very edge reached the end of the Eastern Freeway. An example of such nonsense statements is the one which came out in the second news letter from LMA (before the second half of East West was announced) which stated that the project was required because by 2031 almost 440,000 cars would be crossing the Maribyrnong by road (none of course would be in the East-West stage 1 as that project does not cross the Maribyrnong).

Why this project won’t die easily

One of the main reasons is that both sides of politics have a vested interest in maintaining the legitimacy of their right to make sovereign decisions. The major parties like to make decisions on these things and then deliver them it removes all that messy business of democracy. If the Labor Party was to revoke the contracts it would not only be expensive by they would essentially be admitting that these things should only happen after consultation (which is likely to make it very difficult to get anything done).

Secondly the Labor party has linked their policy to jobs. Because of the time it takes to get large projects up and running, they will not meet their targets without East-West. Therefore they will not revoke contracts unless forced.

Why do I care?

I believe that we probably do have an infrastructure crisis in this country. Apart from new projects much of our infrastructure is aging and needs to be replaced. Also I believe we need to massively retrofit our cities for sustainability and even to just accommodate more people. We probably need mega projects to do that.

The problem with this project is that every failed mega project inflates the cost of the next one. You can already see that with the massive cost increases between Cross City Tunnel, the Brisbane tunnels and this project.

The other problem that this project exposes is the degree to which government has come to the conclusion that the community cannot be consulted with. I don’t believe this is just ideology, it has also come from bitter experience. If the community is going to insist on being consulted, then it is up to us to figure out how to do that in ways which are productive.

More reading/viewing: