The desire to drive, and how we must counter it

I am discovering that there’s some powerful psychology going on when you get a new car.

Playing into this for me is that my old car was wearing out, and was getting difficult to drive, plus the change from manual to automatic.

This means the new car seems like a breeze to drive.

The “new car smell” is real, and somehow makes it seem pleasurable to sit in the driver’s seat.

The extra features – even on this model which was as cheap as I could buy in the size I wanted – are (I’m guessing) designed to appeal, to make you want to be in the car (and thus to drive it).

Some designers have identified cupholders specifically as desirable, with some perhaps unlikely explanations:

Rapaille says women love cup holders because — and this is really what he told her — cup holders mean coffee, and coffee means safety, because of the memories we all have of our mothers preparing coffee with breakfast.

And this: Anthony Prozzi, design manager for Ford in Michigan, explains that “part of a designers job is to play psychologist, anthropologist and sociologist, and knowing those things helps you read consumers and know what puts a smile on their faces.”

Lancer manual: cup and bottle holders

My new car has a spot to put a bottle in the door (like my old car did) plus cupholders in the centre between the front two seats. So I can have two drinks within easy reach if I want… while the manual warns you not to actually use them while driving. Plus it’s got a spot for a packet of tissues, in case I have a spill.

I suppose car manufacturers have been at this game for a long time. You’ve bought their product for thousands of dollars – they want you to feel good about it, so that in time you’ll want to upgrade to another one.

The net result is that – even for someone like me, who understands the consequences of driving, and doesn’t like driving – I feel like I want to drive it.

I’d never drive it to work. Parking is too expensive, traffic is too soul-destroying, and (usually) the train is too good.

But it’s tempting to drive it other places where PT options are fewer – and I can understand why some people would be tempted to drive every day, even into horrible traffic. Combined with (Australian) governments who keep building big roads, even though it doesn’t solve congestion (it expands it), the desire to drive is powerful.

Just get in, turn the key and go. It’s so easy. Mostly the noise, air quality and traffic impacts are Somebody Else’s Problem. The motorist doesn’t pay for them; society does.

Governments are complicit in this, especially in Australia, where they build ever more roads as cities get bigger – despite this being not how the world’s biggest cities solve their mobility problems.

So the desire to drive is powerful.

CBD traffic, Lonsdale and William Streets

Fighting back

All this means that those of us who believe in the importance of solving those impacts through alternative transport modes have to make sure that they improve enough to fight back. If everybody who could afford to and was able to was on the roads, it’d be a disaster.

Perhaps to an extent cars are self-defeating. The more crowded the roads become, the better the alternatives look.

I also associate the car with first escapes, driving nowhere in particular in the middle of the night with a friend, movement being a goal in its own right. … Countless trips have been made by car since then, and we (still) own a small car today. However, trains became our favorite transport mode a long time ago, and as a family, we nowadays associate highways with congestion and stress, places to avoid.Stefan Gossling

Ultimately to fight back against the car, the other options need to improve.

Gossling again: There are powerful interests at work to psychologically engineer car addiction—addicts, conveniently, never question their behavior. Other insights pertain to the role of cars with regard to emotions, sociality, sex and gender, speed, authority, and death. We need to understand these interrelationships to unlock the possibility of alternative transport futures.

Caulfield station, inbound passengers during evening peak

Can public transport improve?

One could focus on the psychological aspects of public transport, but what about the basics – making the system easy and pleasant to use?

Cleanliness, crowding, information, security and easy to use ticketing all come into it. But seamless connections and cutting waiting times to reduce door-to-door journey times are fundamental requirements.

It would be easy enough to despair. Progress is so damn slow.

Most suburban buses are still running to frequencies from cuts 25 years ago. The last tranche of the better quality orbital Smartbus routes were implemented in 2010, almost a decade ago.

Trams have seen capacity expansion (big trams replacing smaller trams) but few route extensions, and remain slow due to a lack of progress on traffic priority.

The noises about public transport expansion are positive, but the actual progress isn’t.

Particularly frustrating is that literally billions are being spent on new rail tunnels to fix peak hour (great!) but most suburban train lines continue to run only every 20 minutes at most times of day, 30 minutes evenings. There are still gaps of 40 minutes on some lines on Sunday mornings.

A few have improved, but on most lines at most times they are much the same now as they have been for 30 years.

Let’s face it, with some exceptions, outside peak, most of the public transport system remains pathetically infrequent and slow, especially for a city of nearly five million people — despite increasing all-day demand.

Really, it’s no surprise that most people continue to drive.

The car industry is doing its best to coax us in, and on the other side, every signal from authorities, every pathetic half-baked public transport upgrade, every poorly-programmed pedestrian crossing, every non-existent bike path tells people to drive.

To curb the many problems of the car, they have to do better.

Retail therapy

Just a quick few points while I work on a more complicated post that’s (inevitably) transport related

Shopping bags

Many major retailers are phasing out single-use plastic bags. Or to be precise, they’re phasing-out free bags.

This is not the first time Target has tried this. They stopped issuing free plastic bags in 2009, but brought them back in 2013. Part of the problem seemed to be that the bags they sold were the same as the previously free ones they’d given away. Other retailers sell higher quality bags.

An outright ban has been in place for all retailers in NT, Tas, SA and ACT, plus Qld and WA joined them on 1st July, which no doubt is why the retailers have pushed ahead. Victoria is set to follow at some stage. Unclear what NSW will do.

I’m happy to see this change. Yet there’s been some unbelievably ridiculous hand-wringing from some quarters:

C’mon. If you still want a bag, it’s typically just 15 cents to buy one. FIFTEEN CENTS! That’s just one percent of a $15 shop.

For me, the only behaviour change is I now stuff a green bag into my work bag, so I have it for my detours to the supermarket on the way home.

We’ll all adapt. In fact, at this IGA at Nagambie (snapped on 30th June, before Coles switched) the locals seemed to be coping without any fuss whatsoever.

Nagambie IGA: Bring your own bags

Update 2/8/2018: Coles backflipped on 1st of August and made the reusable bags free for an indefinite period.

Then the next day they backflipped again, and said the free bags will end on 29th August.

Dish washer

The Fisher and Paykel dishwasher, which had been in my house since I moved here in 2005, broke down again.

I’d previously thought that, given it was a pretty old model (circa 2000), I’d replace it the next time it failed, so that’s what I did, and found a good price on a Bosch.

Why Bosch? The Bosch washing machine I bought nine years ago hasn’t skipped a beat, and they also rate very well on the Choice web site (which is well worth joining if you’re grumpy that The Checkout hasn’t been renewed).

I paid the installation fee. While it didn’t take long, it was satisfyingly complex enough that I’m glad I did.

Dishwashers aren’t for everybody, but I hate washing dishes, so for me, this is money well spent.

The new car: 2017 Mitsubishi Lancer

The new car arrived

I picked up the new car last night. That’s it above.

I suspect the web has changed the shopping experience. I no longer go and look around car dealerships unless I already know what I want.

The car dealers I’ve dealt with during this saga seem less slimy than the ones I encountered the first time I bought a car.

When scouring Carsales, I had pondered that if I saw the perfect deal somewhere out in the country, I’d be willing to go to grab it. In the end I bought from a local dealership, which will make servicing it with them to maintain the warranty much easier.

In fact as part of the handover, they showed me where the service area is, and how the after hours drop-off/pick-up works. Clever. The chief service guy there recognised me from when he used to work on my old Magna years ago. Heh.

The dealer bloke showed me the basics of the car, then sent me on my way.

Amusingly/horrifyingly I scraped the bottom of the steep driveway just exiting the dealership. Can’t see any visible marks. Also amusingly, I thought the engine was revving loudly on the drive home, until I realised it was in Sports mode, not Drive. Oops.

Today I’ve sat in the car for a while with the manual and figured out all the controls. Or at least, the important ones.

The psychology of buying a new car and wanting to drive places is powerful.

Anyway, I like it so far, though I could do without the spoiler, which I don’t think helps visibility out of the back window. Perhaps I should have asked if the car was available without it.

I finally bought a new car

Apologies for the following long ramble about buying a car.

The costs of cars (Do I even need one?)

My prolonged hunt for a new (used) car got me thinking about how much they have cost me… and how long I’ve kept them.

My first car was a 1993 Mitsubishi Magna (pictured above), which I bought in 1998 for, as far as I remember, $11,800. (In 2018 dollars this is about $19,600)

In 2008, by the time it had 215,000 kms on the clock, it was only good for scrap when I sold it, getting back only about $250.

My second car was a 2000 Holden Astra, which I bought in 2008 for $10,990. (In 2018 dollars this is about $13,900.)

At the time it had 117,000 kms on the clock; ten years later it’s now at 180,000, and is basically worth almost nothing, which is a bit annoying as about a year ago I spent $500 on brand new tyres for it.

So basically, the two cars I’ve had have depreciated by about $1100 per year.

What other costs? Insurance roughly $400 per year (though it used to be higher when I was younger). Rego about $800 (this is rising, not reducing).

Petrol: I fill up about 4-6 weeks. Looks like I spent $518 on fuel in 2017.

Maintenance and repairs? So far since the start of 2017 I’ve spent about $1600. This is probably going up as the car gets older, so let’s guess an average of $600 per year.

So in a year, costs of about $3400, over double the cost of my annual Myki fare.

With average annual car travel of about 6300 kms (which is under half the Australian average, by the way) that’s about 54 cents per kilometre.

My usual driving pattern is that I use the car on the weekends, but rarely during the week. Mostly those weekend drives are around the suburbs, but a few times a year it’ll be a longer trip to visit relatives in the country.

What if I didn’t own my own car?

The only car share scheme in my area that I know of is Car Next Door – vehicles cost about $20-30 per day plus about 33 cents per kilometre.

Based on my annual kilometres, that works out to be roughly 20% more than paying to own my own vehicle. If my weekend drives were occasional, it’d probably be cheaper, but not if driving a bit almost every weekend.

Of course if using car share, you’re likely to make more of your trips using other modes. Countering that: my sons are about to learn to drive, so demand for a vehicle may go up a bit.

So for now, I’m thinking I need to continue owning a car, at least until PT is so good that the PTUA has no purpose!

What I want in a car

So I got to shopping. What did I want?

  • 5-star ANCAP rating – Nothing gets you thinking about safety like your offspring learning to drive
  • High used-car safety rating if an older model
  • Automatic — after 20 years of being intimidated by hill starts, I think I’ve had enough of Manuals (and my sons don’t seem interested in learning on one)
  • Cruise control for country driving
  • Something a bit bigger/roomier than the Astra, but not too big, so it’s reasonably fuel-efficient. Small to medium-sized, while noting that small cars are now about the size of that Magna I used to own
  • Reliable/as new as possible, of course. (Just to filter down the options, I decided to stick to Japanese brands, as a synonym for reliability)
  • Preferably white, it’s meant to be safer
  • Nice to have: alloy wheels make the whole car a bit lighter, which may be more fuel efficient, or so they tell me
  • I’m quite enamoured of indicators on mirrors. Possibly they are more visible to pedestrians, but in any case I just like them. I’m not sure why. (Apparently they’re officially referred to as “door mirrors with integrated turn indicator”)
  • Daytime running lights are now a mandated European standard, apparently help safety, particularly with visibility to pedestrians. (I have fog lights on my current car. I don’t think I’ve ever used them.)

What would fit the bill?

Apart from HowSafeIsYourCar, you can also peruse the full MUARC report, though it’s a bit hard to read:

MUARC: Crash worthiness ratings for small cars

Working out the costs of motoring, above, especially the real costs of purchase back in the day, and the money lost in depreciation, made me feel a lot better about shopping for a car in the $15,000 range, to get something as new as possible, and of course with a 5-star ANCAP rating.

After talking to relatives, I concluded that everybody likes the car they drive. Stepfather likes Subaru; sister likes her Mazda 3; cousin likes his Mitsubishi Lancer. (All Japanese brands. Hmm.)

After noting the high safety rating, I did start looking at Subaru Impreza for a while, but there aren’t that many of them about for sale, and you have to spend well over twenty grand to get an almost new model with those nice indicators on mirrors and daytime running lights. Not that they’re essential by any means.

I was also a little nervous about reviews which remarked that Subarus can be a little fussy on maintenance. Which means to minimise risk it’d be a pricey dealer service every time.

So, back to the Carsales web site to do some more searching and researching. (By the way, the Carsales mobile web site lets you search for specific feature in a car, such as Cruise Control. I can’t see that feature on the desktop/standard web site.)

I just bought a new car

While out for a walk the other morning, looking at various cars I saw along the way, I wondered:

Considering I spent over $19,000 (in 2018 dollars) on my first car, back when I had relatively little money, what about upping the budget a bit so I could stop compromising so much and get everything on my list?

I am lucky enough that I can (just) afford to do this.

Mitsubishi Lancer

An ad caught my eye: a demonstration model 2017 Mitsubishi Lancer for $18,500 (drive away price). Retail price for the 2018 model (in automatic) is $21,990.

I like the size and the style (though I could do without the “bum enhancement”).

$18,500 is more expensive than I’d like, but let’s look again at the maths:

  • Servicing on a used car could easily be $500-800 per year, and is often wildly unpredictable, especially the older the vehicle gets. But many brands of new car have capped price servicing. In this case, it’s a maximum of $230 per year for the first three years, so potentially a saving of at least $750 over three years, but even beyond that, repairs are hopefully going to be cheaper on a newer vehicle. (Plus warranty.)
  • A new car also comes with a full year of rego, saving up to $800 — many of the used cars available only have a few months
  • It’s new, so there’s no need to pay for a pre-purchase inspection, saving about $225-250
  • It also comes with four years of roadside assistance, saving about $50 per year (for budget roadside assistance companies) to $105 (the base level for RACV) per year

So in the first four years, potentially a saving of around $2000. And given how much I hate buying cars, I can keep a brand new car for longer.

Suddenly buying a discounted demo car at about $18K seems not a bad proposition compared to a used car at $15K, so I went and test drove it. I quite liked it. It seems odd that the Lancer is being discontinued (and not replaced) at the end of 2018.

Anyway, I decided to go for it. Although it was a demo car, the dealer said it’s actually brand new, sitting in a holding yard somewhere until it can be delivered.

Trade-in? Worth almost nothing, unfortunately, a couple of hundred dollars. But I knew that going in, so at least I wasn’t disappointed.

But we did that little haggle dance around the final “changeover” price, and I did manage to get a bit of a discount, and floor mats thrown in.

The main guy handed me over to a lady who organised payment and delivery, and also offered some extra options like tinting, paint protection… They made the mistake of giving me a minute or two to Google and find this Choice article: Useless car extras revealed, leading me to opt out of those.

So anyway, I’m getting a new car. And not just a new car, but a new car.

It arrives in about two weeks.

Hopefully by the time I’m done with it in a decade or more, electric cars will be plentiful and cheap, and/or public transport will be at a standard where I don’t need to drive regularly on the weekend.

  • Niggling doubt: rather than a sedan, should I have bought another hatch? Will I be cursing myself the next time I need to bring home flatpacks from Ikea? Mind you the specs say it does have the 60/40 split folding seats
  • Of course, having been researching cars for months, every online advert I now see is for cars.

PS: This crash test between a 1998 Corolla and a 2015 Corolla shows the value of newer cars with improved safety features:

…That said, it’s notable that older cars often have poor safety ratings now, but did well in ANCAP tests at the time. They don’t have the 1998 Corolla ANCAP results still available, but the 2009 model scored 5/5 at the time, but only rates 2/5 now based on accident statistics.

Car sizes, and safety: New vs used

I mentioned last year I was thinking about upgrading my car, which is frequently unused during the week, but still needed on occasions. Car share hasn’t reached our area yet.

Buying cars is not something I do lightly. In 18 years of driving, I’ve only owned two vehicles: a 1993 Magna (owned 2000-2008), and a 2000 Astra (owned 2008-).

Like any shopping, for something big or small, I agonise over it.

Car sizes

After some thought, for the purposes of shopping, I had narrowed down to a Toyota Corolla or Camry sedan.

Here’s something interesting: the old Mitsubishi Magna I used to drive was considered a midsize car.

The Toyota Corolla is considered a compact car. But the newer Corolla sedans actually have very similar dimensions to the Magna.

Car Magna 1993 Corolla sedan 2013- Camry 2011-17
Length mm 4746 4620 4820
Width mm 1775 1775 1820
Height mm 1430 1460 1470
Weight kg 1356 1300 1447

The Camry isn’t much longer than the Corolla, only 20cm. And only slightly wider: 5cm. Hmm.

Fuel consumption also not that different, on paper: Corolla 7.4 litres/100 km. Camry 7.8.

More reading on car sizes: How Small Cars Got Big, by John Cadogan

Traffic heading into Southland on a Saturday morning

Used car safety

I want something with a five star ANCAP rating.

But given how little I drive, I’m also on a budget. So a 5-8 year old car is probably the target.

Here’s where things get interesting. How Safe Is Your Car provides ANCAP ratings of vehicles going back about 5 years.

Older than that, they give you “Used Car Safety Ratings”, which rather than being based on crash tests, are based on actual crash statistics: “Driver Protection rating based on analysis of real world crashes.”

And these show the Corolla rankings dropping markedly: a 2012 Corolla got five stars for ANCAP, but only rates 2/5 on the crash statistics — no better than my old 2000 Astra, or indeed the old 1993 Magna.

What I’m not clear on is whether there’s a difference between the hatch and the sedan. It doesn’t distinguish. The sedan is a bit bigger, and might perform differently in real world crashes.

In contrast to the Corolla, the 2006-2011 Camry got a four star ANCAP rating, but rates 4/5 on crash statistics. (Camrys from 2012 onwards have five star ANCAP ratings.)

I wonder if driver behaviour is a factor here? Camrys are not a very exciting car…

Sunday afternoon traffic on M1 exit to Kingsway

Finding the dealer

Last Monday afternoon, before I’d twigged on the real world used car safety ratings, I went to test-drive a Corolla I’d found on Carsales. Just getting there was a slightly torturous drive.

The car dealer was on a busy divided arterial road. I was approaching from the wrong direction, so I did a U-turn. It was about 3pm, and the road was very congested, but a kind motorist let me in… into her lane… the right-hand lane.

None of the other drivers were that considerate, and as we all crawled along, none would let me merge left… so I missed the car dealer.

Okay. I’m still in the right hand lane. I found the next U-turn point, so I could try another pass.

Ahead of me at the lights was a red car. When the light changed, we both did U-turns and headed back the way I’d come.

I noticed the red car also did another U-turn. Apparently I wasn’t the only one who’d been unable to merge across.

What fun. We’re all going around in circles.

I didn’t see if they made it a second time; I went a bit further down the road to where there was slightly less congestion, and managed to get into the correct lane this time and hit my target.

Test the right car, dummy

Having eventually made it to the car dealer, I chatted to the bloke and looked at the car.

A splendid beast indeed. I took it for a drive around the (large) block while he checked out my old Astra as a trade-in.

The Corolla was lovely. Good size, drove smoothly, not too many Ks on the clock.

I was even (perhaps overly) enamoured of the indicator lights on the wing mirrors.

Then I noticed it doesn’t come with cruise control. I hadn’t even thought to check. Only some models of they year’s Corollas come with it.

If I was just driving in the city, I wouldn’t need it. But I don’t actually drive much in the city. A few times a year, I drive to the country to visit the in-laws, and it’s incredibly valuable to have it.

Apparently you can get kits to fit cruise control afterwards. They’re not too expensive. But isn’t this just the type of after-market modification that messes with your insurance premiums?

And I’m likely to only get a pittance on the old Astra, at least from that dealer. I wasn’t expecting much, but 4 digits would at least be nice. He actually suggested I simply keep it. Yeah nah. Presumably it’s only value is parts.

Anyway, given what I’ve since discovered about real world crash stats, I’ll keep hunting, and I’m now leaning towards a Camry instead — or one of the others ranked highly in the TAC’s list of used vehicles.

Update 22/5/2018: I had been considering a Mitsubishi Lancer. Recent models are five star safety rated, and according to my cousin who has one, they’re made in Japan and very reliable, while being a bit cheaper than a Corolla.

Mitsubishi are discontinuing the Lancer in the next year or two, so the basic model hasn’t changed in some time — not that it matters. I think I’ll take a look at one.

Melbourne’s landmark intersection is a debacle, and authorities are doing nothing to fix it

I’ve posted about Rule 128 before.

Rule 128 says:

Entering blocked intersections

A driver must not enter an intersection if the driver cannot drive through the intersection because the intersection, or a road beyond the intersection, is blocked.

Penalty: 3 penalty units.

The Age recently got hold of figures revealing there were just 18 fines per month for this offence in 2016-17. Yet it’s a constant problem in the CBD, especially during peak hours.

People had told me it was particularly bad at the corner of Flinders and Swanston Streets in evening peak. I don’t normally go that way on weekdays, so I took a look on Thursday night. They were not wrong.

Motorists blocking pedestrian crossing, Flinders/Swanston Street #Rule128

Every traffic light cycle is like this. The photos in this post are all from Thursday between 6:06pm and 6:23pm.

Motorists blocking pedestrian crossing, Flinders/Swanston Street #Rule128

I asked a passing police officer about it. The reply: “There’s nothing we can do.”

And he told me pedestrians sometimes cross against the lights, delaying traffic. He said it twice. It’s mentioned in The Age article too.

Well yes, sometimes that happens. And yet, it’s irrelevant. The only thing that was delaying cars at this intersection was other cars.

Are “there’s nothing we can do” and “pedestrians also do silly things” a standard talking point coming down from management?

You can bet if a few pedestrians started blocking traffic, the police would move in fast. Remember the case of Jafri Katagar, the “Stop Racism Now” protestor?

Watching this happen every single cycle was almost excruciating.

It took ages for this bloke in the wheelchair, and his carer, to find a gap between the cars on the crossing, that was big enough for them to squeeze through. Ditto the bloke with the pram, just visible on the right, trying to get back to the ramp to the footpath after going around the cars:
Motorists blocking pedestrian crossing, Flinders/Swanston Street #Rule128

Mostly, north-south trams were not being delayed, though every so often there would be a close call with a westbound motorist. Eastbound traffic (from Flinders Street or St Kilda Road) wasn’t being delayed.

Motorists blocking pedestrian crossing, Flinders/Swanston Street #Rule128

This westbound tram came through. It had the green, but a vehicle partly blocking its tracks on the far side made it stop before it could get through. By the time it could move again, pedestrians were crossing, delaying it further:

Tram delayed by cars blocks intersection

How do any of the authorities responsible for this mess think that it’s okay that this keeps happening?

Motorists blocking pedestrian crossing, Flinders/Swanston Street #Rule128

What can they do?

There are at least six things the authorities can do:

Get police to direct traffic. Put officers on duty and direct the traffic through, taking special care not to let vehicles enter the intersection unless it’s clear.

Start fining people. Put a few police officers there and fine each one that blocked the intersection. Publicise it, and I bet you’d soon see a behaviour change.

They do enough blitzes on pedestrians. It’s time they ensured motorists obey the rules and stop compromising pedestrian safety.

Signage and line markings. Crosshatching on the intersection; “Keep intersection clear” signs on approach. Of course the rules already apply, and similar markings even on level crossings aren’t infallible, but it can’t hurt to remind drivers of their obligations.

Educate people on the law. This problem is not isolated to this location. Right across the CBD, but also in suburban areas, motorists regularly ignore Rule 128. It makes things difficult and unsafe for pedestrians and cyclists, and delays other traffic. Some people clearly need reminding.

Motorists blocking pedestrian crossing, Flinders/Swanston Street #Rule128

Close that option to traffic. If the busiest intersection next to the busiest entrance to the busiest railway station in Melbourne is continually breached by irresponsible motorists every single traffic light cycle, and authorities won’t lift a finger to fix it, it’s time to look at directing that traffic somewhere else. Remove one lane of the approach side to the intersection, and make all vehicles turn left there to St Kilda Road.

This is consistent with the method used in other cities to discourage traffic through the busiest part of city centres — for instance Toronto’s King Street — impose compulsory turns that prevent cars driving more than one city block.

There is likely to be a review of traffic flows in this area as part of the metro tunnel project, but this is a problem now — it can’t wait until 2026.

Motorists blocking pedestrian crossing, Flinders/Swanston Street #Rule128

Upgrade the traffic lights. Make them only show a green to westbound traffic if there is space on the far side of the intersection. If it fills up, switch back to red. We’re always hearing about intelligent traffic systems. Technology could fix this.

Time to fix this

Some of these are immediate options. Some would take longer to implement.

But it’s an important location, and a landmark intersection.

Huge numbers of tourists take happy snaps in front of Flinders Street Station. What must they think of these incompetents who can’t prevent a few cars each traffic cycle causing havoc for hundreds of pedestrians?

And I must emphasise: this problem is a common occurance right across the CBD, particularly in the evening peak.

Motorists blocking pedestrian crossing, Flinders/Swanston Street #Rule128

Victoria Police, Vicroads, City of Melbourne and Minister Luke Donnellan must take responsibility for this, and get it fixed. This is simply not good enough.