~Proximate Mega-Destinations

An article by Ben Sandilands in today's Crikey argues that Very Large Airplanes will still be better than Very Fast Trains over the short distances between mega-destinations such as Melbourne-Sydney.

The logic appears to be: in Australia's car-based sprawling cities, door-to-door travel times are still quicker with a plane since a taxi to inner-city Southern Cross Railway Station is as long a drive as a taxi to Melbourne Airport. Since we don't have a good public transport system, it's better for private money to go into planes than public money (which could be spent building hospitals, says Mr. Sandilands in an attempt at moral high ground) spent building inter- and intra-city train lines.

There are so many things wrong with this argument. For a start, I want to invest my private money in train lines. And then the government can lower taxes and keep spending on hospitals steady. Nor do I accept a car-based sprawling city. However environmentally friendly the planes become, there is far too much car-generated air pollution in our cities as it is. Not to mention the environmental effects of urban sprawl- lost habitat, disrupted water catchments, lost farmland and so on.

The spurious claim that trains run on electricity- in Australia generated by coal- and that trains therefore also operate on fossil-fuels is also unfair. This neglects the hope- as with planes and algae fuel- that in the future this will change. Solar panels on train-station rooves, anyone?

Finally, the VLA thesis does not allow for people living between Sydney and Melbourne. (Nor outside their boundaries, which presumably would require either air connections or a car- requiring further airports or more fossil-fueled driving.) They're big cities, but they don't run into each other, and people between them also need transport options. If all the take-off slots are being sold to Syd-Mel runs, there'll be no time left for Canberra, Newcastle, Albury-Wodonga, and a thousand other little towns and villages which could get train service but for whom an airport simply will never be viable.

I'm still for trains.

Airport Line

After closer observation of the Tonsley Line, and an acceptance of how the rail system is at the moment, I have come to the conclusion that a branch after the Mile End station following roughly James Congdon Drive, and then crossing South Road (read: passing over a new underpass) immediately south of Albert St. (To be renamed Albert Tce in recognition of its new status along side a railway.)

Now, with tumbling house prices and an economy in recession, is the time to make these investments in our long-term future.

Seaford Extension

Ah, the trials and tribulations. For some reason, the State Govt. wants to put the bridge at arguably the widest point on the Onkaparinga, while the Council organised an independent report which found an alternative and much cheaper place to build the bridge. The State Govt. has shown no signs of acknowledging the Council's report, let alone acting on it.

An extension to Seaford, Aldinga and even Victor Harbor is only to be desired- tourism and commuters can only benefit. An alternative route to Willunga would also not go astray, but would either have to transfer into Noarlunga line trains, or the route from Noarlunga to Adelaide would have to become actually independent from the road system: the volume of trains would otherwise mean, for example Cross Rd, would be closed most of the time. (I have long thought Cross Road should pass under the rail line at South Rd- then you have three significant arterials moving independent of each other.)

You may point out the inconsistency of that compared to my position on the Anzac Hwy/South Rd intersection, but the two are fundamentally different: the Cross Road underpass would allow an increase in **rail** traffic, whereas the Anzac Hwy underpass allows, presupposes, encourages an increase in **road** traffic.

In any case, it is to be hoped that the Federal Govt. sees Seaford of worthy of money, because in this climate where even AAMI is neglected, I have diminishing hopes for a rail extension.

Train windows

It really bugs me that TransAdelaide is so proud of itself for finally replacing the windows in the 3000-class train carriages. In a private enterprise, this sort of presentation and commitment to customer service would be paramount. When I worked at Hungry Jack's, if a customer left a tray on their table after leaving, we had precisely 2 minutes to clean it up, as a matter of policy. It was immaterial if they had been the only person in the store: the place must be kept clean. Case in point: windows were cleaned professionally twice a week, and maintained by staff all day, everyday.

The trumpeting of this "upgrade" is disturbing spin on what is actually a backlog of basic maintenance work.

Trams and Advertising

I have spent months considering this, and have come to a conclusion, which I back today, tomorrow and for ever. I like advertising on trams.

Which is to say, I do not have a problem with it. Since the decision was made to allow advertising on the new trams, letters appear regularly in the Advertiser deploring this crass commercialisation of the public transport system. The arguments include that it makes it difficult to see into the trams, that they are a tourist attraction, and that they mess up the streetscape.

I genuinely don't know which is the dumbest argument. Why do you need to see into the trams? What streetscape would that be: King William St with its tall grey squares, or Jetty Road with its (advertising-covered) buses? And for the love of all that is logical: trams are not a friggin' tourist attraction! They should be a basic part of every major city's public transport infrastructure- have been since they were invented. I can count on the fingers of one stump the number of people who have flown from Japan to Melbourne to marvel at this modern wonder, which, incidentally, are less comfortable and more covered in advertising than our own meagre offerings.

Further, that trams be exempt from interstate advertising, as Eldert Hoebee of Torrens Park would wish in today's Advertiser, is practically a trade embargo within a nation! A ridiculous idea, as anyone studying economics would be able to tell you.

Recent Discoveries

Since I moved to Ascot Park, I have noticed an old tram corridor which crosses Marion Rd at Mooringe St. I assume a lot of other people knew it was there, but sometimes you have to see these things for yourself before they make sense. While there are obviously other priorities, such as the electrification of current tracks, and expanding into lesser-serviced areas, I would like to see this tram line in use again in my lifetime.

I also have been thinking a lot about Adelaide Station, and how it's a dead-end. I'd like to see a Melbourne-style ring, but that could perhaps be part of a CBD subway. In any case, through-stations are much more efficient than dead-ends.

I love that they build Wayville Station each year for the Royal Show. But I wonder they don't build a permanent one and use it on all expo days. (Like Cheltenham Park Race Course used to be only on race days) I fully support the shuttle, though. Brilliant idea.

The Tram Extension

I fully support the tram extension, this is known. I wish they would build more to North Adelaide, Norwood and Unley. This is also not a surprise. But there is one thing they did wrong on the tram extension.

Pirie St stop is as far away from Waymouth St, yet it gets no mention. Rundle Mall stop is also Hindley St station, yet there is no mention. I think this should be rectified, and signs changed to show both names. If Victoria Squ can be known by its aboriginal name, then both streets should be equally noted further north.

TODs and the All-You-Can-Drink Theory

"Transport-Oriented Developments" are high-density developments within walking distance of rail (or other) public transport. They are the centrepeice of the government's new urban development policy, and are to be applauded. They are, in my view, the first steps towards a more European-style of development, higher-density living and a more public-transport oriented society.

Having said that, public transport will not be effective if it is used only during the two peaks- it will be costly and inefficient to use all that space and capital for a service that runs essentially twice a day. People need to begin to consider the possibility that PT will replace, to a large degree, the use of cars. Not just augment traditional traffic flows or assist at the margins, when poorer people drop out of the car market for lack of funds, but actually to replace, significantly, cars as a form of transport.

While on the subject, the state budget included an announcement that registration fees for vehicles are again going up. I would argue this is negative policy, and will, at least to a certain degree, counter-act the Government's good PT policy.

Cars ought to be cheap to own but expensive to run. Everyone should know how to drive, and everyone will have need, sometimes, to drive. Perhaps you slept in and there's an important meeting in 20 minutes. Perhaps it's a Sunday night and you want to go to Church. Perhaps it's a Wednesday night and you need to cross town to go to a friend's birthday gathering. For this reason, cars ought to be cheap to own. This means low registration, competition among sellers, low stamp duty etc., etc..

But the price of petrol ought to be high, representing the cost of each additional journey. Then people will begin to ask, "is this journey necessary, could I make it on public transport?" It might be worth saving the job to spend $20 to drive into and park in town that day. It might be worth $10 to visit your friend on her 30th birthday- just in time to watch her cut the cake. It's all about free choice and market forces. If the price of petrol is high, people will consider making the journey by bus or train, leaving more time.

But if people are committed, but way of expensive registration, exorbitant taxes and a variety of other costs, to a year's worth of driving, PT will be less attractive at any given price of fuel.

So, Mr. Foley. Drop your registration increases and instead slap a little extra on the petrol excise. Use the funds to pay for your PT improvements, and everybody wins.

Trams and the wet

The big issue in the paper tomorrow will be that trains were unable to operate in rain this morning. Which is fair.

There are lots of legitimate concerns about the choice of tram that was made: narrow despite wide roads, uncouplable despite large variation in traffic volume, and apparently we got the cheap version which doesn't include a sand box to made tracks less slippery in the rail.

I know we live in Adelaide, but it does sometimes rain and that's when you need the trams the most!

I hope that when I become manager of Australia's rail system, I take notice of these lessons and do things properly.

City <-> Airport Route

I can't get pictures yet, but when I do, I'll add a link. This is the proposed route of my City-Airport link, with stations included. It would require the purchase of around 120 properties plus land north of Scotland Rd, as well as getting permission from the Airport and some pedestrian foot paths for safety etc..

All in all, a massive development, I know.

Adelaide

Extant

Mile End

Extant

Keswick

Extant

ETSA Park

From GoogleEarth, there appears to be a space between the stadium and the outdoor courts which, with a pedestrian underpass, would allow for a station. It would serve sports fans, netballers, and people working in the nearby industries.

Richmond Oval

How precisely it interacts with James Congdon Dve and South Rd is a tricky one, but essentially the station would be on the NW cnr of the oval, on the south side of Albert St. This would serve footballers, local residents and match-goers.

Cowandilla Pmy

I would prefer, in this order: Milner Rd underpass, Milner Rd being blocked and renamed on one side or a Milner Rd level crossing. The train would continue on the South side of the drain reserve (which would, at the same time, be beautified similar to what is occurring at Breakout Creek) and stop approximately equal to the western end of Fenner Ave so that the kiddies don't have far to walk and the librarians don't have far to walk.

Marion Rd

My preference is N of Craig St (E side) but I could easily be swayed to south of Guy St (W side). In either case an underpass is absolutely necessary. Space, I feel, will not allow a fly way, and the slope from a flyway into a creek on the northern edge will not be possible. Although it might help with flood prevention, who knows. Anyway the route is fairly straight forward, and Weaver Ave would in future form a T-junction with Craig St.

?Morley St?

As the train line continues toward Export Park, then western end of Morley St sppears to be a good place to put an extra station. However, this would be subject to cost-benefit analysis, and I suspect it would not be viable just now. However, land should be acquired now for the possibility.

Export Park

From Morley St, head due west to the southern end of Clifford and swing north. The station would be at Comley St- fairly convenient for people seeing of friends and families who don't want to park, people who work at Export Park and, if pathways were made available and safe, local residents.

[Spur line] [Terminal Foyer/Hotel Lobby]

Not part of the main line, this would be a dedicated track for a dedicated City-Airport express train painted and fitted out specifically for tourists rather than commuters. I'm thinking something along the lines of the KI Ferry with televisions playing a short tape about South Australia (Episodes of Postcards?), information booklets and hotel location information. It would be attractive, and the station would be actually inside the terminal or the hotel lobby for ease of access.

?Business Park?

Meanwhile, on the main track, it would kep going north through Export Park and run parallel with Sir Donald Bradman Drive to a station close to the intersection of that road with Tapleys Hill Road. This would support the new Business Park and local residents. It is in question marks because I don't know how far away the Business Park is, or where it's at with planning etc., and I don't want to pre-emptively put the station where their is going to be a building.

Harbour Town

The train would then continue south along Tapleys Hill Road to Harbour Town and, for the time being, terminate there. However, this is the beginning of a long-term plan to have trains run not only to and from the city, but straight up and down the coast, too.

Northern Suburbs Rail

Obviously I have been concentrating on the western suburbs so far because that is what I know. However, people have been pressing me with plans for the northern suburbs, and the Facebook group, "Adelaide Needs New Trains" is dead-set keen on rail link to the Barossa so that people can live the rural life and still hop on a train and work/play in the city.

This is precisely the end to which I work, and I urge all readers with a half-baked, uncosted, selfish plan to build an express route from their town to the city to send it to me. If I am to make seriously useful policy, I need to know where people are going, when and how often.

Your thoughts on ticketing and other, non-timetable issues which affect your decision to take public transport or not are also humbly requested.

Proposed Addressees

Here is a list (complete at the time of viewing: I will update this post rather than create new ones in the future) of people to whom I will send a copy of my plan for the rail link to the airport, when I have completed it.

Family:

My parents.

My sister.

Government:

Federal and state leaders of government.

Federal and state ministers for transport and infrastructure.

All sitting federal and state politicians along the proposed route.

All sitting federal and state politicians along the proposed route extentions firstly to Glenelg and Grange, and then to Sellicks Beach and Outer Harbour.

All local councils along the proposed route and route extentions.

Other Interested Parties:

TransAdelaide.

Southern Cross Railway.

Broadspectrum Oval.

Cowandilla Primary.

Marion Rd businesses.

The Adelaide Airport Corporation.

Other bodies:

The Property Council of Australia (SA Branch).

Airport Rail Link

I have decided upon a project for my Resource and Environmental Economics major essay: it will be a cost benefit analysis of a rail line from Keswick to the airport.

I have decided that rail, being independent of roads, is preferable to light rail, which is more efficient than cars but operates on the same infrastructure and therefore stops at traffic lights, etc., but that both are better than buses, which are a stop-gap measure while you're fixing rail lines or building new ones.

Keep an eye here for a detailed proposal, coming soon, to build a train line from Keswick to the airport and beyond. It will come in the form of a letter, which I will post to TransAdelaide, Charles Sturt, West Torrens and Adelaide City Councils, the premier, the transport minister, the local, state and federal tourism organisations, members of state and federal parliament in all seats through which the line will run, Adelaide Airport Corporation and anyone else I can think of. It'll be fun :D

A Tale of Two Modes of Transportation

The Airport wants to build a hotel. I was at first skeptical of the demand for through-passangers at Adelaide, I see us as an end-station, rather than a transit airport. But Jas convinced me that there is demand enough to justify it.

Miners, principally. And their attendant beaurocrats shuttling about from Perth to mines in central South Australia- their flights are often early-morning or late-evening, and so a place of rest at the airport would be most welcome.

And of course it will suck some tourist trade, it will be promoted that way since the Airport Corp. stands to gain significantly from premium services on site. But I still think a better (rail) link from the airport to the city is necessary- the current tram could be extended along North Tce, down West Tce and then out to the Airport via Sir Donald Bradman Drv. This will improve access and replace the truly inadequate bus 'service' that currently runs.

Of course, my preferred option is to build an actual train line, probably turning West south of Mile End station and running parallel to Richmond Rd right into the airport. It would stop at IKEA, the airport terminal/hotel and then terminate at Harbour Town, unless I could convince people to make it go to West- or Henley Beach and terminate there.

Getting Rich

I spoke about my plans yesterday in a German oral entitled, "Was taete ich mit meinem Reichtum, und wie kaeme ich daran, reich zu sein?"

Out tutor expressed a concern that I might not get rich building rail, and that a much better way to go about it would be to go into politics and let others go broke providing the environment with a good rail system. But I am certain in my own mind that getting rich is possible. She didn't think that DB was actually a successful company. But I'm sure they are, even if it requires government subsidies or relatively few services compared to when it was a public company.

I'll just campaign for better subsidies to support a public-service similar system.

As though it were that easy.

My latest idea for the tram is extending it to West Tce, down to Sir Donald Bradmad Drive and then terminating at the airport. (With stops at Export Park, Harbour Town and the new industrial park as well as the terminal itself.)

Then you would make both this and the Glenelg service terminate at Adelaide Train Station. Then you extend the tram around to South Tce and Hutt St/East Tce and have it connect back up. You make this ring tram free and the others paid, even within the city. Stops all this confusion with shuttle trams and whether you have to buy a ticket and when.

Trams

I wanted to publish a comment I posted on the Independent Weekly's website in response to a letter to the editor of that publication about a suggested tramline extention to Thebaton. If I find it (and I will continue to search) I shall do so.

In other tram-related news, when visiting my parents yesterday, I was given a copy of Portside Messenger, whose front page story was a suggested tramline extention. Holdfast Bay, West Torrens, Charles Sturt and Adelaide City join Port Adelaide Enfield in pushing for a tram to replace the Port train line, extending down Sempaphore Rd and then to Outer Harbour.
This of course forms the beginning of what I planned to be cleveRail's very first new line: from Outer Harbour to Sellick's Beach along the coast.
I strongly support the move, despite it encroaching on what was going to be flagship cleveRail territory. Perhaps, by the time they're done hammering out the deal, cleveRail will exist and be in a position to bid for the right to build. It will likely be many years yet.