The Thirty-Minute City on ABC Sydney Afternoons

I had the pleasure of being on James Valentine’s

Afternoons on ABC Radio on Friday (June 18, 2021)

We discussed the thirty-minute city and related topics for about 15 minutes.

An automated transcript is below:

James Valentine 0:11
You’ve been hearing for a while now that we’re going to have sort of three cities in Sydney. We’re going to have the city city, the river city of Parramatta and now the new Bradfield city, the Western Sydney parklands city, the Aerotropolis, it seems to be a city, it’s got at least three names at the moment, that Western one and there’s going to be three hubs, we’re going to be a 30 minute city, we’re gonna be able to get around this city, you’ll be able to live, you know, Jason, the paramedic, everything will be there, your job will be there, the school will be there to help services will be there and everything. So you’ll never need to leave that area, necessarily. The you may have also heard that the IBC announced a little earlier in the week that 300 or so staff will be moving to Paramount or will be based in Parramatta in a few years time that we’re in the process of looking for the right accommodation and figuring out what what would be best in that in that part of the world. So these are interesting things. And I wondered whether it was a good time to have a conversation about how successful is this going to do things like this work? When when, when an industry when something like our says yeah, when a government department or the ABC or an industry says, Okay, we’ll base ourselves here. What is it? What do we need to make that work? Do we have the infrastructure to make it work? And what effect does it have on the area? Is that a good thing? Does it you know, usually mean? Yep, this is great. The play starts to boom. And it works. I mean, there’s a big broad questions, but let’s see if we can crunch them down a little Professor David Levinson joins us. He’s from the School of Civil Engineering at the University of Sydney. He’s a very successful career looking at transport and urban infrastructure in lots of ways. He’s the author of something that’s got a dissertation that’s called probably my favorite title, “on whom the toll falls”. Yeah, a brilliant title about road road charging. Really a title of people good road charging and the like. But it’s great to have you been here for a for a conversation. Professor David Levinson. Good afternoon. Thank you for having me. I mean, you’re we’ve been sitting about four years or so now from from Minnesota. Is that right? Yes. And so do you look, I would look at the City of Sydney go. It’s pretty congested, messy, haphazard, thing, but you know that that’s grown like, like Topsy over over a couple of centuries. Now. How do you see it?

David Levinson 3:35
Well, I mean, it’s certainly grown fast. But all cities are messy. All cities are congested. A city that’s not congested, is probably dying. And so congestion is one of the prices for urbanity. Right? We can’t expect our infrastructure to grow as fast as our population and places that tried to invest excessively in infrastructure before the people are there are going to have a lot of white elephants, a lot of projects that aren’t aren’t well used.

James Valentine 4:02
Right? So. So the notion that you might think, let’s, let’s build all the metro and the schools and the parks and hope people come, that doesn’t quite work.

David Levinson 4:11
We don’t have the resources to do that, unless you want to not address the existing problems that are already there. You know, if, if planning were 100% accurate, and we could forecast these things perfectly sure. But that’s not the case. that’s never been the case. And, you know, you, you can’t expect the populations that were here before 1788 to have built in advance of the settlers. It just doesn’t, you know, so we have to think about what are we trying to do and try to establish some sort of concurrency between the development of land and the development of infrastructure. And once you’ve solved all the problems for your existing residents, then if you have some excess resources and want to sort of plan for our future residents We might be moving into currently greenfields undeveloped areas. That might make sense. But we clearly haven’t solved the problems for all of our existing residents. And yet we’re starting to build some infrastructure for people who don’t live here yet.

James Valentine 5:12
Right. So is your sense of most cities is that the it’s enough for them to play catch up.

David Levinson 5:19
I think most cities need to play catch up with their existing demand. Certainly a fast growing city is always going to be playing catch up. When the growth slows, you might be able to have caught up at at some point. But at that point, your city’s not really growing anymore. And I think of cities in the American Midwest. You’re Detroit’s in Cleveland, well, they probably have enough infrastructure for the population that’s there. Now, they did catch up. And then things change, because that’s what happens, things change, we can’t accurately foresee how the technology is going to change how preferences are going to change how economics are going to change. And we really need to be thinking I mean, a 40 year time horizons fine for a vision. So if you think about the plans currently out there 2056 plans they were started in 2016. That’s fine for vision, but we have to also constantly be updating and and checking those and make the next investment decision aligned with the plan. But we can’t expect to build out a 40 year plan today and just wait for those roads and train lines

James Valentine 6:22
fell out. Yeah. And we can’t control that within a city like Sydney, will say things like, there’ll be another million people here in 10 years old and that sort of stuff. And people will say, Well, does that have to happen? Is this also somewhat uncontrollable cities have a great gravitational pull?

David Levinson 6:37
Well, I mean, a city is part of a country and the national government will decide immigration levels. And obviously, unexpectedly last year, immigration levels fell. And we see cities in Australia, especially Sydney, are losing population in the past year to regional areas as there’s more out migration and then migration. Now, maybe immigration will reopen. But that’s a policy choice. And assuming that that policy choices made, may be probably those people will come to cities, because that’s where most of the economic activity still is. But there’s no guarantee of that. I mean, we could have much better telecommunications technologies in 10 or 20 years, in which case, the advantages of the city are lower than they are today. Because today, it’s still better to be in person for doing things than to do them virtually.

James Valentine 7:30
Yeah, that’s right. And we’ve seen that, you know, 10 years ago, if people said, Yeah, I could probably work from home and use the computer system where you couldn’t really it didn’t really work. But it wasn’t robust enough, it couldn’t carry enough.

David Levinson 7:41
Yeah, and I think that the shift has been, I mean, there’s been a push, obviously a force factor, which has required people to work from home more than they otherwise would. But there’s also been the enabling of technology, which is better that we had video conferencing. 15 years ago, I lived in London for a year and supervise my students from in who were in Minneapolis via Skype calls. And it worked beautifully. We had a 24 hour work schedule, and it’s like I would, you know, it’d be late at night there and early in the morning in London, and I have meetings with them. And then you know, they would do things in and they would go to sleep, but I would wake up and I would see what they done. And it was probably more efficient than us being on the same timezone. Because the response was, was taking place during their off time. So we need to think about this dynamic of telecommunications is changing, not just work for for people who work in offices, I mean, it’s also changed how we shop significantly and our social patterns. And you know, how many people do you know on the internet that you’ve never actually met in person? I mean, this is a growing phenomenon. We’ve seen from travel data that people are making fewer social trips than they used to. And our hypothesis is they’re substituting online communications. Yeah, social social media for that guy is that even pre COVID COVID. work at home was rising as well. And virtual shopping was rising as well, but obviously is a huge spike in the in the last little over a year.

James Valentine 9:08
At this point. He listened to what Professor David Levinson. He’s from school of civil engineer at the University of Sydney and we just joined the fat a little on some of the planning issues around Sydney and some of the ways in which we’re moving around and some of what what what was coming so this notion of the 30 minutes city is that more than a slogan is that is that a reality?

David Levinson 9:26
Well, it depends on what you mean by the 30 minutes city right so the the Greater Sydney Commission has a few definitions in their report, which are not all the same, but that you can reach the the destinations that you need for your daily life within a 30 minute trip by public transport or active transport, walking and biking. But that’s not guaranteed that you will have a job within 30 minutes or in your local region of Sydney. And we see today of course there’s huge tidal flows of people who come from the western parts of Sydney towards the eastern parts of Sydney because There’s more housing in the West and more jobs in the east. And until all of these areas are balanced with terms of jobs and housing, a workers and housing in each of those places are roughly equal. We’re going to continue to have those kinds of tidal flows. And so it won’t be a 30 minute city, if you live in the West and work in the next city over or if you run if you’re if you’re in Bradfield and Western Sydney or near retropolis. And you work in the City of Sydney, that’s going to be well, more than a 30 minute commute by any mode of transport at this point. Yeah. And so

James Valentine 10:32
is that answered by you know, we’re making a gesture of moving 300 people to to paramedic, so then those people there, if that’s their job, is there, that’s good? Could the same thing? What is the answer also, then, for other industries and ourselves to move to campbelltown, to move to the hills district,

David Levinson 10:50
I think some of this will happen anyway. Because as telecommunications gets better than need to pay the high rents to be in the center, go down, or you see that you own a building in the center, and you can sell it and if you don’t actually need to be there. So there’s some industries for which the technical term economies of agglomeration are really high the benefits of being near other firms within walking distance of other firms. And typically, that’s things like finance and media and advertising. And arguably government. And there’s other industries, manufacturing, for which there’s no real benefit to being adjacent to the shelter. You know, you need the space. And once upon a time, it might have been appropriate when you physically move the goods by hand or horse from one building to another. But now, since it’s by truck, you just need to be nearby. You don’t need to be adjacent to. And so we’ve seen this kind of decentralization for decades. I mean, we’ve essentially been decentralization since 1788, right? I mean, we’ve people landed at a point and then they’ve spread out. employment in the Sydney CBD is about 15% of regional employment, which, you know, is probably not as high as people imagined it is. So what was the percentage of the 15% of total workers in the Greater Sydney region work in the CBD, right? And if you count the neighborhoods adjacent to the CBD, like ultimo or piermont, or Surry Hills, it gets up to about 20%. Right? Yeah.

James Valentine 12:21
But when we think of it as the CBD, so there’s all these workers come in. And that’s a fairly low percentage, it’s a low percentage. I

David Levinson 12:26
mean, it’s bigger than any other business district. And Paramount is on the order of 2%. Right now, and Western Sydney is going to be pretty close to 0% right now. And this will change over time. But this percentage has also been declining, historically. And so in 1789, it would have been close to 100% of all jobs were in the CBD. Now, it’s it’s much fewer. So this is a long term dynamic and the shock to the system of enabling office workers to work from home full time, but you know, maybe they’ll go back two days a week or three days a week? we don’t we don’t know yet. I mean, it’s still, I mean, we’re a year and a half into this. And public transit, which is basically a measure of how many people are going into the central business district is still below 70% of its pre COVID levels, indicates that it’s probably some kind of permanent effect. And yeah, and I think that’s going to be you know, an issue for people who own real estate and CBD who own businesses in the CBD and so on that, that it’s going to be harder for them in the future to generate as much money as they used

James Valentine 13:32
to So will it just happen all the deliberate moves and deliberate infrastructures have to put in nothing if something like the metro out to the to the northwest and that you know, huge industrial park and and business park out there, which major firms have their head office set up? Now? That’s a it’s made to be some, you know, some planners sitting down guy, put the trail on there, build that thing there, you know, that’ll boom, that area, it’s the same source, is that what they never aerotropolis look like? Yeah, I

David Levinson 13:56
mean, there has to be there. There are 1000s of deliberate decisions I think is the way you need to think about it and and ABC moving offices from ultimo to Parramatta is, is one of many of these kinds of decisions that will take place over next decades. That will help adjust the regional balance of jobs and and workers and ultimately reduce commute times overall. giving people more freedom. But you know, the question I mean, you physically are working in a building, I physically work in a building, but how often do you actually have to be here? It’s better if we’re in the building, perhaps but is I

James Valentine 14:34
very much have to be here between 1230 and 330. In the audition, sure, but I mean, at

David Levinson 14:38
the peak of COVID lots of reporters and working at home and makeshift studios and sound quality wasn’t quite as good. And, you know, obviously there were other issues associated with that. It’s better to be interviewed in person than it is to be interviewed over the phone. So these kinds of what actually needs to be done in person versus what can be done remotely is going to be needed. Oceana is going to be steadily changing as telecommunications technology gets better as more deals are built

James Valentine 15:04
as more software is made, once your report card on how Sydney’s handling all this in the moment,

David Levinson 15:09
Sydney is doing pretty well, overall, I mean, compared to say, how Europe, the United States did over the last, you know, your year and a half? I think we’re being a little bit, perhaps overcautious on some things.

James Valentine 15:25
Also, this is with the with COVID. You’ve been with Calvin sort of in general is our is that is that getting that road? that balance? Right, between the long term planning and the short term investment, for example, is that sort of, we’re getting it I think,

David Levinson 15:37
I think we make transport decisions based on assuming the land use is fixed. And we make land use decisions based on assuming the transport is fixed. And we’re not really taking these decisions together in the way that we could, I mean, we, we should be planning for access and trying to see, you know, the city is measured by how many things you can reach. And we know that a function of where things are located as well as how fast you can move on a network to get there. We want to be able to we should be planning for that directly. And right now, the planning is is somewhat fractured for that. And we also are there’s sort of a mismatch between who gets the benefits from infrastructure decisions and who’s paying for the infrastructure. If you build a train station, and somebody owns land adjacent to it, they get a huge uplift in value, but they didn’t really pay for the full costs of the benefits they’re receiving. Yeah.

James Valentine 16:29
David Levinson great to get some time with you. Thanks so much for coming in. All right. Fight faces. Great. So nice to meet you, Professor David Levinson from the School of Civil Engineering at the University of Sydney. We’ll talk about employment and wage growth with with David Taylor in a moment or two ABC business reporter. I asked him if there was a song he wanted to sort of intro and he said I am in this one I want to groove into Michelle Pfeiffer that white. This was a masterpiece. Living in the city got Chuck was saying we got a kiss. So pretty. Hallelujah. Hallelujah. Hallelujah. Don’t give it to you. Believe images

Observations of Arncliffe

View of Sydney in the distance
View of Sydney in the distance

After three and a half years in Australia, and having received permanent residency, we decided to buy a piece of the continent. The decision to buy was pretty straight-forward given the below 2% interest rates, significantly below the price of rent. When I first arrived in Sydney, interest rates were higher than rent, and so renting seemed the obvious answer (as well as the huge penalty for buying existing homes socked to non-permanent residents).

The buying process in Australia differs from the US in several key ways.

Auctions are dominant here, not just what happens at foreclosures. In our first attempt, we bid at an auction, significantly above the price guidance. It however went significantly above that. That was much higher than the Hedonic Model my research group has estimated, so I passed. In our second attempt, the house we ultimately bought in Arncliffe, had passed under at auction. The owners bid in the auction at a price higher than any participants would match, and so it ‘passed under’. It was then listed the normal way with open house and accepting offers. We made an offer, and then a counter, and got an agreement on the house.

We hired a solicitor for the contract review (which would typically be done by the buyer in the US). The solicitor also arranges house inspections (although sometimes those are arranged by the selling agent, there is a literal principal/agent problem there). I’ve seen much more thorough inspections in the US. Normally settlement takes up to 42 days, but we got it done in 3 weeks.

This also required financing, which we did with an Australian Credit Union. Australia has gone through a severe demutualization process in a few sectors (notably property insurance, I couldn’t find a mutual insurer left), but a few credit unions remain, as well as a few health insurers.

Arncliffe Steam Tram - Bexley Line

Arncliffe Steam Tram – Bexley Line. It’s a bit more built up now.

So we have now relocated to Arncliffe, a suburb (i.e. a neighbourhood) of Sydney about 10 km south of the CBD. I believe COVID (and the prospects for working-from-home vs. the ghost town we call the University) made me more willing to move farther out than I would have previously preferred, but the main issue was just the price of real estate per square meter.

Arncliffe is near the Sydney airport, but not under the flight paths, so the flight noise is minimal (and especially minimal now with COVID restrictions, but in general you can’t really hear the planes). Our house is literally on top of the M5 Motorway (or rather the Motorway is under the house, since the house was there first). So on top of it that Google Streetview thinks I live on the Motorway, and shows a picture of the tunnel instead of my house (they have been apprised of this fact and refuse to correct it). We cannot see, hear, feel, or smell the road. There is an fresh air intake location down the block, but since it is intake rather than output, it seems fine.

From a walking perspective we get a 68/68 from WalkScore, which somehow beats my old address in Alexandria that had a 22/72. I can only conclude WalkScore is not the most reliable accessibility measure.

Walking is fine, two train stations (Arncliffe and Turrella) on the T4 and T8 lines respectively are each ~12 minutes away (uphill in both directions). The lines have 10-minute frequency service during peak hours (but 30 minute service on weekends, not so good). There are a number of restaurants and shops within a 5 minute walk, and more near Arncliffe station. The shops are aligned along a former Tram line (from Arncliffe to Bexley along Wollongong Road), in two clusters, presumably the two stops. The clusters are not contiguously served by retail, as I guess the demand c. 1900-1929 when the Trams ran, was not high enough, and the tram was never electrified.

These retail clusters on Wollongong Road are not exactly contiguous with the larger cluster of shops adjacent to the Arncliffe train station, though it’s only a block away from one of them. (Turrella has very little retail activity). There are multiple butchers and bakers, a fishmonger, a fruiterer and poulterer and one IGA supermarket, all within walking distance. There are no major grocery stores in convenient walking distance. Wolli Creek, the next station to the north on both lines has two supermarkets, and of course many Asian stores, but is a 25 minute walk, a bit too far for the daily shop. [A comprehensive retail analysis is below, from my family’s list of stores one finds on shopping streets in Australia]. I have a personal preference for urban forms that arose during the tram (streetcar) era, and find suburban neighbourhoods from that era the most walkable and most pleasant. 

The retail on Wollongong Road straddles Arncliffe Park, which is a large open space with a soccer field and a cenotaph memorialising World War I dead. It also features a flock of Ibises and Cockatoos and a small cafe.  There is a gorgeous arcade of Gum trees along the diagonal path through the park.

Overall pedestrian conditions are pretty good for this kind of suburb, though there are missing footpaths on some sides of some street sections. On my street I think it has to do with the steepness of the cliffs, (we are near the top of a hill, garnering the view at the top of this post out the front door, and a glimpse of Botany Bay out the back windows), but on others there is no such excuse, and it is just assume pedestrians will cross the street twice to get where they are going. There are a few raised pedestrian crossings (Wombats), but there are a few missing. Similarly the kerb cuts for disability access are haphazard, and don’t face curb cuts on the opposite side of the street where one might think they belong.


Trash Pickup is organised by the local Council (local municipality), which has few other functions in Australia. Trash is collected weekly, recycling fortnightly. That is unfortunate, and still reflects poor practices of the past. There is no garden waste or food waste pickup, as we had in the City of Sydney. Also no obvious way to deal with electronics, batteries, light bulbs, or hazardous chemicals without driving somewhere.  Strangely, the Council has a quarterly large item and miscellaneous pickup, so the streets are lined with stuff you might otherwise see in yard sale or headed for the tip (dump), but it’s multi-day (the pickup is announced for say Monday, stuff goes out the Friday before, and isn’t necessarily actually collected Monday, just that week). So people walk and drive around looking for free loot. A free-cycle-like free-for-all. Society accumulates lots of junk. The City of Sydney would pick up your large items when you contacted them, on demand. I don’t know which is better for the environment, but the City is obviously more crowded and doesn’t have space to let broken appliances accumulate, while the suburbs do.

Trash pickup
Trash pickup

 

Appendix:

The following activities can be found within walking distance of our house

  • Train Station 
  • Thai restaurant 
  • Schools / Primary, High, TAFE 
  • RSL
  • Poulterer / Chicken
  • Places of Worship / Church, Mosque, Synagogue 
  • Pizza place/Pide (Turkish)
  • Pharmacist
  • Pastry shop
  • Park
  • Newsagent/Lottery
  • Nail shop
  • Mixed Business
  • Massage
  • Locksmith 
  • Library 
  • Laundry 
  • Italian / Greek deli
  • Indian Restaurant
  • Hot bread (Bun Mi)
  • Grocer
  • Fruiterer
  • Fishmonger/chippie
  • Employment Agent
  • Dry cleaner 
  • Doctors office/Clinic/Surgery/GP
  • Dentist 
  • Day care/ Crèche / Nursery / Preschool 
  • Convenience 
  • Club
  • Chiropractor osteopathic 
  • Charbroiled chicken 
  • Cafe
  • Butcher 
  • Burger
  • Beauty salon
  • Barber
  • Baker 
  • AUS Post
  • Anzac Memorial
  • Alcohol wine cellars /Bottle shop/Liquor 

But the following cannot be found (apologies if I missed something, this is mostly from memory):

  • Accountant Tax
  • Adult store
  • Antiques lifestyle chachki 
  • Appliance/TV Repair
  • Art Supply 
  • Asian grocer
  • Bags/Luggage 
  • Bank
  • Betting 
  • Bike shop/skateboard/surf
  • Bistro
  • Books new and used
  • Books religious 
  • Bowling alley
  • Brothel
  • Candy shop / Nuts / Confection 
  • Car Hire
  • Car repair
  • Card store/stationery 
  • Cheesemonger 
  • Children’s clothing 
  • Cinema
  • Christening clothes
  • Clothes
  • Cobbler
  • Comic books
  • Copy shop 
  • Crafts shop
  • Dim sim 
  • Discount Department Store
  • Dispensary/ pot shop
  • Dollar Store
  • Draper
  • Electronics
  • Exchange 
  • Fire Station/ Ambo
  • Florist
  • Function Hall /Meet Rooms
  • Funeral home
  • Furniture store
  • Games
  • Guns hunting outdoors army surplus
  • Gym
  • Haberdashery/male formal wear/rental
  • Hardware store
  • Headshop 
  • Herbalist
  • Hobby shop 
  • Home goods
  • Hotel / pub / bar / brewpub/ microbrewery 
  • Hotel / Hostel / Inn
  • Immigration agent
  • Insurance 
  • Jewelry / watch
  • Karate/Kung fu/tae kwan do/judo/assassin skill set training 
  • Kitchen equipment 
  • Knife sharpener 
  • Lawyer/Solicitor 
  • Lingerie/Underwear 
  • Medical Labs
  • Medicare Centrelink
  • Men’s clothing
  • Milk bar
  • Millenary
  • Mini golf
  • Money Lender
  • Music instruments 
  • Natural Food Store
  • Op shop
  • Optician
  • Party 
  • Pawn shop
  • Perfume 
  • Pet store/groomer/vet
  • Phone store/technical (radio shack)
  • Pasta (Italian)
  • Podiatrist 
  • Pool hall, Billiards
  • Print Shop
  • Providore 
  • Razors
  • Realtor 
  • Record Store
  • Sandwich shop
  • Schlock pop culture 
  • Seamstress mending/tailor
  • Servo (Petroleum)
  • Shared Workspace
  • Spice shop
  • Spiritualist/Astrologer/Tarot
  • Sporting goods/Golf/Tennis
  • Sushi joint
  • Swimming recreation 
  • Tattoo
  • Tobacconist 
  • Town Hall with Clock Tower
  • Toy store
  • Travel agent
  • Tutoring 
  • Uniforms (School/Work)
  • Upholstery 
  • Used
  • Vacuum 
  • Video game arcade
  • Video sales/rental
  • Video conversion 
  • VIP lounges
  • Wedding /Bridal 
  • White goods
  • Women’s clothing 
  • Video game sales

 

 

Roderick Distinguished International Webinar: Jennifer Whyte from Imperial College London on `Infrastructure projects and digital delivery.’

The University of Sydney’s First Roderick Distinguished International Webinar is scheduled on Thursday, 19 November 2020, from 6-7pm via Zoom.

In this webinar, we will hear from Prof. Jennifer Whyte from Imperial College London. The talk will focus on Infrastructure projects and digital delivery.

Please CLICK HERE to register at your earliest convenience.

Speaker
Prof. Jennifer Whyte is a Professor in the Department of Civil and Environmental Engineering at Imperial College London, and holds the Royal Academy of Engineering and Laing O’Rourke Chair in Systems Integration. Her research is on the delivery of major infrastructure projects, and on the integration of systems, modular and digital delivery strategies. As a member of Construction Leadership Council in the UK, she has strong links to industry and policy, giving advice based on her research. She has been visiting faculty at Stanford and is Director of the Centre for Systems Engineering and Innovation at Imperial College London. She is the incoming Head of the School of Project Management and Director of the John Grill Institute at the University of Sydney.


Title: Infrastructure projects and digital delivery
The talk will focus on how is the delivery of major infrastructure projects transformed by pervasive use of digital technologies and digital information? This lecture will explore how the practices of delivering infrastructure are changing, arguing for the need for focus on systems integration and the realization of value from projects. It draws on research on London megaproject, Heathrow Terminals, London 2012 Olympics, Crossrail, Tideway, High Speed 2.

Sydney’s bike network stuck in the slow lane | Sydney Morning Herald

Nigel Gladstone at the Sydney Morning Herald writes: “Sydney’s bike network stuck in the slow lane“. My quote below:

Sydney University Professor of transport engineering David Levinson said bike network plans are “unambitious” because the government seems reluctant to face any backlash from the loss of car parking.

“What’s the most valuable use of road space: moving people or storing cars?” he said. “The alternative is turning over more footpath space to cyclists, which creates a different set of conflicts and footpath space is a lot scarcer.”

Dr Levinson said judging demand for bike lanes under current conditions is like trying to “judge the demand for the harbour bridge by the number of people swimming across the harbour.”

The City of Sydney has installed 6 temporary cycleways as it makes bike riding a transport priority in response to the Covid-19 pandemic.
City of Sydney Bike Network, including Pop-up Cycleways. The “Local Bike Network” is not even sharrows, and some links are shared footpaths..

Outer Sydney Orbital, Western Sydney Freight Line: no corridors rezoned for M9 motorway | Daily Telegraph

Jake McCullum at the Daily Telegraph writes: Outer Sydney Orbital, Western Sydney Freight Line: no corridors rezoned for M9 motorway . The big news is that the freight line will be tunneled (and the trains electrified) along with the M9 motorway.

My quote:

Transport expert and University of Sydney Civil Engineering Professor David Levinson said electric locomotives for freight transport had been used in NSW previously, and was used “much more widespread in Europe”.

“There are no technical reasons freight trains can’t be electrified, and if they have renewable power — which over the next decade will be increasingly common — electrified freight would be much cleaner than diesel overall, and due to lack of emissions, better for operations in tunnels,” Prof. Levinson said.

Western Sydney orbital (M9). Source: Daily Telegraph
Western Sydney orbital (M9). Source: Daily Telegraph

I’m going to Sydneyland

One day, the world will reopen, and people will again travel and want to see the sights. Some of them will come to Sydney.

SydneyHarbourBridge
Sydney Harbour Bridge

According to Australian Tourism  Statistics, during 2018 in Australia there were 8.5 million international visitors spending $43.9 billion over an average of 32 days. It generates 2.6% of GDP and 4.5% of employment Much if not most of that takes place in Sydney. This is one of Australia’s largest export industries, and despite the dollar signs in the eyes of the local capitalists, I don’t think it is maximised.

Disneyland

 

Scrooge McDuck represents the miserly side of capitalism.
Disney’s Scrooge McDuck represents the miserly side of capitalism.

Disneyland’s Magic Kingdom in Anaheim, California , one of many parks owned by The Walt Disney Company, saw 18.67 million visitors in 2018, similar to, but less than, a successful shopping mall (Mall of America gets 40 million visitors a year). Most, if not all, of those Disneyland visitors were single day (I am not clear how the accounting is done, but if I were them, like a transit agency I would be reporting turnstile entries rather than distinct people), and many were domestic, but nevertheless, Australia is a bigger tourist attraction than Disneyland.  Disneyland, like Germany, is divided into several lands:

  • Main Street USA
  • Adventureland
  • Fantasyland
  • Frontierland
  • New Orleans Square
  • Star Wars Galaxy Edge
  • Tomorrowland
  • Toon Town

Disneyland also sports an adjacent California Adventure Park with its own lands. Its sibling, Disneyworld, Florida features Hollywood Studio, Epcot, and Animal Kingdom parks in addition to the Magic Kingdom.

Sydneyland

IMG_0641
Sydneyland’s Opera House functions like Disneyland’s Sleeping Beauty’s Castle.

Sydneyland is similarly divided into lands

  • Circular Quay and Opera-land
  • Shopping land: George Street and Pitt Street
  • The Domain / Botanical Gardens
  • Darling Harbour (Casinoland and Convention-zone)

In addition, there are some other nearby Parks that are elements of the greater Sydney amusement properties

The Opera House serves the function of the Princess’s Castle, though it is not quite visible from all the lands. Both have fireworks and entertainment for visitors.

Sydneyland vs. Disneyland

Sydneyland and Disneyland differ foremost in  urban embeddedness. Disneyland is situated as an isolated park in Anaheim within the Greater Los Angeles region. Sydneyland is enmeshed in the Sydney urban fabric, it’s part of a real, if a bit fantastical, city. The ownership and management of Disneyland is centralised. Although the transport links are fully public controlled, with private contractors, Sydneyland’s attractions are largely decentralised. That creates value, opening its creation beyond the cathedral of Disney Imagineering to a broader marketplace where individual entrepreneurs can create a more changing experience. But while the gain is creativity, there is a loss in synergy, of a central oversight that tries to capture positive externalities. Similarly there is no system-wide pass, cash is required for every attraction.

People work in Sydneyland for purposes other than immediate guests services. While tourism is a dominant feature of the economy, there are other aspects which have non-touristic functions interspersed among the various lands.

Disney has played with urban planning.  EPCOT was initially conceived as a real city, that is not how it was realised. Disney did ultimately construct the town of Celebration, Florida on its properties, but with a population of 7,500, it hardly compares with Sydney’s 5 million people, or even the City of Sydney’s 250,000. So Sydneyland restaurants and museums can serve locals as well as tourists. This provides some robustness.

Visitor Transport in Sydneyland

Visitors typically arrive in Sydney by boat or by air, both of which have good connections to the local network. Beyond walking, the primary tourist transport system in Sydneyland is the ferry and train services, along with special buses, though the ferry and train network fails to connect all the key destinations without the concomitant bus service, and transfers are required.

Gaps in the Sydneyland Experience

What’s missing from Sydneyland? The Sydneyland tourist experience would be much improved if many things that were once here were not removed. Sydney is too quick to abandon places and networks, abandonments which it may come to regret, which results from their decentralised decision-making and failure to maintain.

Restoration

Transport

The Sydney Monorail, c. 2000.
The Sydney Monorail, c. 2000.

  • Trams  provided connections between many of the scattered destinations in Inner Sydney. The system was designed for local residents, but one imagines today it would have evolved like Melbourne to have a large tourist market.  Sydney’s trams were removed in favour of buses by 1961, Melbourne didn’t make the same decision. New light rail lines have a different function, and are also much more expensive to construct.
  • The Sydneyland monorail was disabled last decade, rather than being expanded to fully cover Sydneyland. The network was too small to be effective and too expensive to be for anything other than a one-time ride. But the concept of an urban circulator geared toward visitors is not of itself unreasonable. Rather, the execution needs more thought.

Attractions

  • History: Historical buildings. Sydney then and now (book) and Facebook group show many sites where buildings were lost and replaced with something inferior. While restoring many of those older architectural structures that have been replaced is a big ask, preserving what remains should be a higher priority.
  • Living History: A full-fledged history park, perhaps like Old Sydneytown, but better located, to help assuage the parents that the trip to Sydneyland is educational, and not simply entertainment. Colonial Williamsburg, Virginia is a model. (There is Australiana Pioneer Village, which I have not yet visited so cannot assess)
  • Food: A good food market, like the Haymarket’s Paddy’s Market might have been. This could be revised on the lines of Melbourne’s Queen Victoria Market.
  • Rides: Sydney once had Wonderland Sydney in the western region, as well as O’Neill’s Adventureland. There are proposals for new amusement parks, but nothing concrete.
  • Entertainment Film: A studio tour, transforming Fox Studios, now accessible by light rail, and the adjacent area into more than just a sterile Entertainment Quarter site for those attending stadium events. Imagine a Mad Max: Fury Road themed ride, or entering the Matrix (filmed in Sydney). (a Studio Tour for Fox’s Back Lot is not a new idea either, Fox had a theme park from 1999-2001). [Of course there is a Warner Bros Movie World in the Gold Coast, but that’s pretty far from Sydney]
  • Entertainment Games: SegaWorld – themed on everyone’s favourite Hedgehog, Sonic, located in Darling Harbour
  • Animals: A world-class aquarium [Seaworld in Gold Coast doesn’t count, nor does SeaLife]
  • Animals: A ‘safari tour’, though hopefully with a more Marsupial theme, as people probably don’t come to Australia for an African Lion Safari.  (The Safari started as a home for Bullen’s circus animals apparently).
  • Exhibits: A  Garden Palace, which Sydney once had for the 1879 Sydney International Exhibition, before it was burned down, coincidentally? destroying public records along the way.
  • Nightlife: Shows and drinks and things that take place after dark. People always seem to be saying it used to be better in their youth.

Expanding Sydneyland

But in addition to wishing that what was taken away was instead preserved or will now be restored, we might also think about what never was but should be. Copying other cities is a cheap way to get some attractions, but the real question is what can be done that would make Sydneyland more unique, not just another homogenised tourburb in the world vacation system.

Transport

Unlike me, most people don’t come to a city for its transport in general, a few distinct icons, like San Francisco’s Cable Cars exempted. But they stay and return if the transport system is interesting and convenient. From the tourist perspective, the most glaring gap is easy service by Train to Bondi Beach. A local circulator bringing White Bay, Darling Harbour, and Circular Quay is also an obvious gap, and some have proposed a gondola, which we would all ride once, but this seems less efficient then rebooting the Monorail, and perhaps the Metro West line stations at the Bays Precinct, Pyrmont and Barangaroo will fit the bill. The mode that will make people happiest is undoubtedly ferry though. Most cities don’t have good ferry systems, and people like being on the water. The ride itself is an attraction.  It is well within Sydney’s grasp to have a more efficient ferry system that turns boats around quicker and serves more destinations at a higher frequency.

A decent shared bike/e-bike and scooter system coupled with a comprehensive network of separated and protected bike paths will also enable many tourists to get between attractions independently and happily. The city and region need to be more ambitious on this front.

Attractions

While Disneyland is short of land, Disneyworld has planned for the future, and has plenty of expansion opportunities. Sydneyland too is readily expanded. The most obvious target area is around Glebe Island and White Bay, which can easily be plugged into the Ferry and Metro networks. DisneySea in Tokyo can be a model for this. In fact the DisneyWharf at Sydney Harbour proposal, more like Florida’s Celebration, considered this site and would have been open to the public without a gate, though individual elements would of course been charged for. White Bay has a Cruise Terminal now, but not much is walkable from the site, and it is not as desirable as the Cruise Terminal at Circular Quay (which is great for the tourists, but less attractive for everyone else). The government has tried to pitch this site for corporate headquarters, but no one has bitten yet.

Woolloomooloo Bay, with the naval base protecting us from a Japanese invasion looks like another site for potential addition to the Sydneyland core economy. What the appropriate feature for this site remains to be seen, but undoubtedly there is always room for more casinos.

The various islands in the Harbour could also feature nice attractions. It has been proposed (and rejected) to turn Cockatoo Island into an art precinct.

Sydney also should have a first-rate transport museum. The Tramway museum is a bit remote and under-developed, but has a nice collection of rolling stock. The Sydney Bus Museum is excellent, and is adjacent to a bus depot in Leichhardt, but still a bit obscure. The State Train Museum is in Thirlmere and requires a bus transfer to reach by public transport. The Powerhouse, named because it was a Powerhouse, an energy generating building for Sydney trains, combines transport (including rail, aviation, and space, among others) and fashion (under the guise of technology), and a few other bits and bobs, but is being dismantled and reassembled for Parramatta, apparently, as part of a redevelopment opportunity. The Nautical Museum in Darling Harbour is really nice as well, and perhaps most oriented toward tourists. This should be systematically rethought.

The ethnic suburbs of Sydney are great, and not really well marketed to those from outside. While as customers we don’t want our favourite local places overwhelmed with tourist buses, I am sure the vendors would like more business. And if you are spending on average a month in Australia, more time in these suburbs seems appropriate. A food tour of Sydney should definitely take you out of the CBD.

John Cornell and Paul Hogan, mates
John Cornell and Paul Hogan, mates

The Statue of Liberty, facing New York City, was a gift of the French. Their two other core values: Égalité and Fraternité, should similarly be located at the entrepôt of other world cities. While Australia, like many places struggles with equality, the value of mateship, or fraternité, is central. A giant statue of Fraternité in Sydney Harbour would help cement Sydney’s position among the great cities. I imagine it would be a statue of John Cornell and Paul Hogan, but perhaps there are better sets of mates, like Burke and Wills (though that ended badly) or Bennelong and Phillip.


Notes

  • Disneyland, California is used as the example here, obviously different parks have some differences in their land, embeddedness, and so on.

Master of Transport – Masterclass

Study Australia’s first interdisciplinary degree focusing on the engineering, urban planning, and business management of the ever-growing global transport sector.

Masterclass for the Master of Transport https://www.eventbrite.com.au/e/masterclass-for-the-master-of-transport-registration-68231310687
Register for a Masterclass for the Master of Transport , October 8, 2019

Click for more information about the Masterclass or the Master of Transport in general.

Description
Our masterclasses program is your opportunity to taste test our curriculum.
Delivered from a class that may form your future course, so you can explore which postgraduate option is right for you.
Understanding How Technology Shapes Cities

This class will look at the history and future of transport, and how it has and may change where and how we live. By exploring the evolution of systems such as the London Underground, Sydney’s Trams, and US Highways, we can learn about the processes that effect the landscape as electric, autonomous, and shared vehicles become widespread.
Presented by Prof David Levinson..

This class is delivered as part of CIVL 5703, a unit of study offered through the Master of Transport.

Considering other courses? Find all our masterclass options as part of our event series Postgraduate Studies Week.

If you have any accessibility requirements for this event please contact imogen.sheridan@sydney.edu.au.

Access across Australia: mapping 30-minute cities, how do our capitals compare?

Reprinted from The Conversation.

Accessibility – the ease of reaching valued opportunities such as jobs, workers and shops – is the whole reason cities exist. There is no reason to locate anywhere but to be near things, far from things, or to possess things. Access measures this.

Locations with better accessibility to urban opportunities generally have higher development density and more expensive real estate. This is because places with higher accessibility are more productive, so their workers earn higher wages. And modes of transport that reach more opportunities – that is, provide access to places where people work, live, shop, and more – tend to have higher market share.

Our new report, Access Across Australia, for the first time generates a set of consistent maps and graphs of 30-minute access to jobs and workers by each transport mode for each of the eight capital cities. This covers around 70% of the nation’s resident workers and employment opportunities.

The full report compares 10-minute to 60-minute accessibility to both employment locations and to workers’ homes by four modes of transport – car, public transport, walking, and cycling – for each city. It also reports the overall job-worker balance, comparing how many workplaces can be reached to how many competing workers want to reach those same workplaces.

The accessibility measures take into account the effects on travel times of traffic congestion and the walking and transfer elements of the public transport mode.

Accessibility captures the combined effect of land use and transport infrastructure. The faster and more direct the network, the higher the access. The more opportunities (people and places) that can be reached, the higher the accessibility.

This value varies across and between regions. For this article, we show this in maps for Sydney – the full report has maps for all four transport modes, for both jobs and labour (resident workers), for all eight cities. In the table, city-level accessibility numbers are reported as a metropolitan average, weighted by the number of people who experience that accessibility (population-weighted accessibility), to best represent the experience of the working population.

Population-weighted 30-minute accessibility to jobs; cities ranked by the size of employment opportunities. Hao Wu and David Levinson

The rankings in the table are discussed below for each mode.

Cars

Cars have higher accessibility than public transport, walking, or cycling. Perth has the greatest number of jobs and workers reachable by car within 30 minutes.

At time thresholds of 40 minutes and longer, residents of Sydney and Melbourne have higher accessibility than other cities. During the morning peak period, Melbourne has moderately better car accessibility than Sydney, despite Sydney being larger and having more opportunities overall. This indicates that roads in Melbourne are faster than those in Sydney.

30-minute job accessibility by car in Sydney. Hao Wu and David Levinson

 

Public transport

Public transport accessibility incorporates time to reach transit stops and station on foot, and equals the minimum of walking and transit times between an origin and destination. It remains at a significant disadvantage compared to car travel, reaching between 12% and 18% of the urban opportunities accessible by car under a 30-minute threshold.

Public transport accessibility tends to be high in city centres and low in other places. The disparity with cars peaks at 20-30 minutes’ travel time.

Sydney and Melbourne have the best public transport accessibility among Australian cities, followed by Perth and Brisbane. It could be higher still with better-located station entrances and exits.

30-minute job accessibility by public transport in Sydney. Hao Wu and David Levinson

 

Cycling

This report identifies cycling as a viable option for improving accessibility. Assuming cyclists are willing to ride on the street, people cycling can reach about twice as many jobs as people on public transport within 30 minutes in all eight Australian cities, and around one-third of job opportunities reachable by car (except for Perth, which is 16%). Sydney and Melbourne have the highest cycling accessibility.

Of course, it should be recognised that many potential bicyclists are extremely uncomfortable riding in traffic. Their accessibility on a more limited network of residential streets and protected bike lanes would be much reduced.

30-minute job accessibility by cycling in Sydney. Hao Wu and David Levinson

Walking

People walking cannot travel as fast as those on other modes, particularly over longer distances, where public transport and cars can travel at much higher speeds. Not surprisingly, walking has the lowest accessibility of all four modes. The presence and timing of traffic signals that give priority to cars significantly reduces walking accessibility.

Walking accessibility is closely related to urban density. City centres, especially those in larger and denser cities, tend to have better walking accessibility.

Among the eight major Australian cities, Sydney and Melbourne have the best walking accessibility. Hobart and Darwin have the lowest.

30-minute job accessibility by walking in Sydney. Hao Wu and David Levinson

Job-worker balance

The job-worker balance of a place is measured dynamically as the ratio of jobs and resident workers reachable within 30 minutes. City centres have superior accessibility to both jobs and workers, and less pronounced advantage in car accessibility compared to other modes. Higher jobs-to-workers accessibility ratios in city centres show that, in general, jobs are distributed closer to and better connected with city centres than residential locations.

The job-worker balance is a potent indicator for identifying urban centres and for measuring the strength of centres.

Ratio of 30-minute job accessibility to worker accessibility by car in Sydney. Hao Wu and David Levinson

Conclusions

This research gives us a baseline accessibility measurement using the best available data for 2018. Repeating this analysis over time will enable long-run tracking of accessibility as a performance measure.

This will enable us to answer questions such as: is accessibility by a particular transport mode rising or falling? Is that due to congestion, network contraction, new infrastructure, or changes in residential or employment density? Are policies working to expand accessibility for the population as a whole, and for areas within cities? Which investments give the most accessibility “bang for the buck”?

Some of the results are surprising – in particular, the observation that the speed of Perth’s freeway and street network more than compensates for more limited scale in producing 30-minute car accessibility.

But this result is just an indicator of broader accessibility, which includes additional relevant opportunities, more times of day and more information than is presently at hand. This is likely to become more widely available in an era of big data if governments choose to actually implement the open data claims they advertise.

Taken for a ride | AltMedia

Joan Henson writes Taken for a ride in AltMedia. My quotes below, the full interview below that.


Sydney lags internationally for cycling

University of Sydney Professor David Levinson has researched how the distance between commuters and stations can be shrunk by installing strategic station entry points, thus expanding commuter catchments.

As bicycle speeds can be three to four times that of walking, “many more people are in range of the station via bike.”

For safe accessibility, cyclists need entry points in low-speed residential streets and protected cycleways on high-speed roads.

In addition to better station accessibility, he says that Sydney “sorely lacks a protected bike lane network.”

According to the Australian Institute of Health and Welfare, one in five Australians hospitalised for a transport-related injury from 2015-16 was a cyclist.

In early May, it was reported that the rate of injury for other road users declined from 1990-00 to 2015-16 by 1.3 per cent per year.

Over the same period there was an increase of 1.5 per cent per year transport-related injuries for cyclists, until the last six years, where the average increased to 4.4 per cent per year.

Levinson says that far fewer people cycle in Sydney than in places with better cycling infrastructure like Canberra, Portland and Minneapolis in the United States, or “most places in Europe or China,” and that changes in road rules and infrastructure could make walking and cycling more attractive alternatives.

Andrew Chuter, President of Friends of Erskineville, says that his group has started canvassing the community about building a southern entrance to Erskineville station, inspired by Redfern Station developments.

The new Ashmore Estate development, which will house about 6000 residents, presents challenges for accessing the station via walking and cycling.

“That estate accesses Erskineville Station by walking up a hill to the top of the station, and then comes back down to the platform,” he says.

“It really doesn’t make sense… to come back down to the platform.”

The City of Sydney’s Sustainable Sydney 2030 target aims for 10 per cent of all trips to the city to be made by bicycle.

In early May NSW Public Spaces Minister Rob Stokes told the Sydney Morning Herald that he was “very aware that Sydney is not a cycle-friendly city”, and wanted to work with councils and the Transport Minister to make improvements.

The full interview is below:

I watched your Tuesday Friends of Erskineville talk where you spoke about the extended catchment area that would be provided to commuters at various Sydney railway stations by building an extra entry (bringing commuters closer to stations and potential workplaces).

  • In your estimation, briefly, which Sydney stations could most benefit from better bicycle accessibility and whyI imagine there might be some overlap with the study you referenced at the Tuesday talk, but also unique problem areas, such as connecting to cycleways and making wider concourse entry/exit areas?

I think all stations could benefit from better bicycle accessibility, including both bicycle access routes and bike storage at stations. Bicycles expand the catchment area significantly beyond the walk catchment. Bike speeds are about 3 to 4 times as fast as walking, so in the same 5 or 10 minutes, many more people are in range of the station via bike. The issue is not just bike access to stations on safe facilities (low-speed residential streets and protected bikeways on higher speed roads), but bike access to everywhere. Sydney sorely lacks a protected-bike lane network. People say no one bikes in Sydney, and while not true of course, far fewer people bike here than in good cities for bicycling like Canberra in Australia, Portland and Minneapolis in the United States, or most places in Europe or China. Is the lack of facilities due to the lack of bicyclists, or is the lack of bicyclists due to the lack of facilities? I think at this point the latter is true. Sydney’s roads have been given over to maximising automobile throughput at the expense of all other modes, and this is socially counterproductive. The new Metro was an excellent opportunity to connect to local neighborhoods with protected bike lanes. I don’t think this opportunity was fully taken advantage of (yet). It is much easier to do this in the Western suburbs, where the rights-of-way are wider (enabling protected bike lanes to be installed with less pain), and the distances longer, making the region even more amenable to bicycling than walking.

  • Have you done similar catchment studies related to bicycle accessibility? 

Not as such. The logic is the same though, bikes are just faster so the territory is wider. If we assume bike speeds are 3 times faster than walking, and bikes can go everywhere people on foot can, then the 15-minute walk access catchment is the 5-minute bicycle catchment.

  • How could Redfern station and Macdonaldtown cycling accessibility be improved? 

Part of the issue at both stations is that the railway tracks act as a barrier to north-south crossing. One (or more) pedestrian/bike crossing between would be useful. There are plans for this, but they haven’t been implemented. As the new south/west entrance at Redfern is planned, this helps shorten distances, but it should be designed to accommodate crossings for both modes (without bikes having to dismount), and the entrance should provide bicycle storage for bike-to-train travelers.

  • Do you see problems with the Transport for NSW’s Redfern station overpass model? What about its likability to the currently in-construction Wilson st cycleway and never-made Lawson st cycleway?

The plan is still a schematic. I think it should be wide-enough to accomodate separated bike lanes.

Lawson Street, which I use daily, is a separate matter, and needs a major redesign, far too much space is given over to cars for parking, and not enough for people on foot to move when Sydney University is in session. A shared space design, with many fewer parking spaces, and slower speed limits, might be appropriate here. But again the problem from a transport perspective is the tracks act as a barrier, so too many people are channeled onto a small road. The new entrance at Redfern would reduce pedestrian demand on Lawson significantly.

  • Does Sydney have a problem synchronising cycling infrastructure with roads and railways? How in particular? Should changes be made and what are the priorities in your view? Is there a disconnect between state government and Sydney City Council cycling prioritiesAnd does that confuse future infrastructure planning investments and commuters? If so, how?NSW Public Spaces Minister, Rob Stokes, recently said that the road network is shaped in a way that is not friendly to bicycle riders. The state has been reluctant to approve plans to link up cycleways in the inner city. There is no east-west cycleway in the CBD, links at King, Castlereagh, Chalmers and Liverpool streets lack state funding and approval.

Australia has given far more power to the State government, and less to local government, than most places in the United States, where I am most familiar. Given that governance structure, it is not surprising that NSW privileges the longer distance trips over shorter distance. Imagine local governments (or even a new metropolitan-level government) had more powers over local streets, they would be more responsive to local demands, and less to demands from people who would be considered non-residents (non-voters). You may periodically wind up with a sympathetic state government for bicycle issues, but structurally, it is not embedded in the system. Local governments, of whatever party, will support local travel rather than through travel.

  • What led you to found the Walk Sydney group? What feedback have you received?

Brigid Kelly was the main organiser of WalkSydney. I and others helped. There was no one advocating for pedestrians in Sydney, and so pedestrians get the short end of policies. I saw this especially with traffic signal timings. While Sydney is walkable from a land use perspective, there are lots of adjacent activities and interesting things to see. The footpaths are decaying, and the delays for those on foot so that cars don’t have to stop are appalling. The road rules favour cars rather than pedestrians in a way that is strange.

I was previously involved in establishing and chairing the streets.mn group in Minnesota, which provided a forum for discussion of transport and land use issues, and grew to be a pretty successful website and community that influenced public perception of transport and land use questions. Minneapolis has become much more progressive on these issues since we started talking in a coherent way about them.

I think Sydney needs something similar, that brings together intelligent people discussing the transport and land use problems here in a civilised forum. There are lots of small advocacy groups, but no strong voice, and no one looking systematically at the problem multi-modally.

  • What are the most pressing safety concerns for you for cyclists on Sydney transport networks?

Crash and fatality rates in Australia are higher for cyclists than many other countries. We need to ask why. And then we need consider whether the putative safety solutions with heavy fines are important  to improve safety or just ’safety theatre’. It’s not like we can’t learn from other countries that have a much safer environment, and import their strategies. Some of this is driver education and behaviour and enforcement, but most of this is road rules (which are especially hostile to pedestrians here and give drivers an expanded perception of their privilege) and infrastructure (protected bike lanes, wombat crossings for pedestrians and cyclists), things that can be directly affected by pubic decisions.

  • Where do you see thefuture of transport alternatives in Sydney, like cycling, walking and new alternatives like shared electric scooters, Lime Bikes (after failure of share-bike predecessors)?

I think walking remains the most important of the set you gave, followed by bicycles and e-bikes. I see more privately owned e-scooters/e-skateboards around. Dockless Bike share (and scooter share) did not work here the first time around. The issues are in part for the shared bikes/e-bikes/e-scooters etc. are that people who are using them are traveling faster than walking, so shouldn’t be on footpaths generally, but not as fast as cars (or feel unsafe doing so) so don’t want to use streets. Thus, without a comfortable place to use the device, prospective users aren’t going to rent bikes (or scooters). So this gets back to infrastructure. The companies are doing what companies should do, explore the market. But as they have learned, the market environment here unfortunately isn’t ready for them.