The Transportist – November 2017

Welcome to the November 2017 issue of The Transportist. As always you can follow along at the blog or on Twitter.

 Transportist Posts


Transport News



Intercity Buses




EVs / Energy / Environment


HPVs / Bikes

SVs / Taxis

Land Use

Equity / Justice


Retail / Delivery

UAVs, Aviation and Space





Should Alexandria get a Metro Station?

Alexandria is a neighbourhood (and once an independent municipality) south of Sydney on the new City and Southwest Metro Line, which is slated to open in 2024. There are stations at Sydenham to the west and at Waterloo on the east but nothing in-between for Alexandria. The area has a population density of 1540/km^2, which is plausible for public transport, and is going up with new construction. This is the second longest stretch on the under construction Metro line without a station (only Epping to Cherrybrook is longer).

Map of Alexandria, NSW. Source: Australian Bureau of Statistics.
Map of Alexandria, NSW. Source: Australian Bureau of Statistics.

Should Alexandria get a stop? On the one hand, more stops increases running time for all on-board passengers. On the other, it lowers access costs for those locally who otherwise would need to walk a longer distance or take a bus.

Let’s consider a hypothetical: If we say an extra 1 minute for the stop, it is adding the number of passengers traveling  through the station each day (~30,000)  x 1 minute each. (It is hard to quickly track down current ridership numbers, I have seen estimates of about 40,000 per day on the T3 line, but not all of them will go past this point .. the Metro will increase capacity, and may increase ridership, and development will drive in that direction anyway.) So if it were to Board 3000 people who saved 5 minutes each way (boarding and alighting) in travel cost compared to their next best alternative, the total amount of time lost  would be equivalent to the time saved. (It’s of course more complicated than this, as existing riders may switch stations as well, and changing mode has implications at both ends of trips.)  I am pulling these number out of thin air to illustrate the logic, an actual demand analysis could estimate their actual values (recognizing the inaccuracies of demand forecasting). It is not obvious that it would pencil out from a time-savings perspective, i.e. adding 3000 boardings and 3000 alightings to the station per day is a significant amount, even with the new development. This analysis does not even consider the cost of the additional stop, which is far from free.  Nevertheless, sometimes the need of the one outweigh the needs of the many.

If it gets a stop where would it be?

Map with indicative Alexandria Metro Station
Map with indicative Alexandria Metro Station

Given the map and assuming the line’s location does not move, I would say at the southern edge of Alexandria, somewhere along Sydney Park, probably at Mitchell Road so it can be near the huge new Park Sydney development (technically in Erskineville). It might make sense to be connected to the St. Peter’s Station for ease of transfers.

It is also worth noting that Alexandria is going to feel the brunt of the WestConnex exit to Euston Road / McEvoy at the St. Peters Interchange.

The local neighbourhood group, ARAG,  is lobbying for a station, as they should. The reluctance to an Alexandria Station they have heard from government agencies is the lack of redevelopable land in Alexandria to justify a station. That is, new stations are built to serve undeveloped sites rather than to serve proven demand. The same reasoning was given to route the line to Waterloo rather than University of Sydney in the first place.  This seems strange on both accounts. The University of Sydney is growing like gangbusters, and even if existing homes were off-limits, there is plenty of redevelopable industrial land in Alexandria, mostly to the east of the circle on the map I drew. But in any case, the test should be in providing accessibility, and existing land use has as much right to that as greenfield (or brownfield) development. If the tax structure and regulatory system were rational (for instance, used a land value tax), it should not matter whether the new riders were from existing or new developments.