Underground rail with a linear park is better that overhead Skyrail

The Victorian government has announced plans for "Skyrail" overhead rail along sections of the Dandenong line.  Daniel Bowen provides a good overview of the proposal.

Murrembeena Station concept drawing Source

Community consultation by the Victorian government regarding this proposal seems to be "we are providing elevated rail and we want feedback on the details".

An underground rail option is not being publicly canvassed by the government.  Underground rail would probably cost twice as much as the overhead rail so it has apparently already been ruled out.

While underground rail would cost more it would have much less long term impact. A linear park can be built above it with bike and pedestrian paths and a mix of some residential and commercial buildings. 

Cities around the world such as London, Paris, Stuttgart, Naples and Tokyo all have underground rail. 

If you want to see how overhead rail ends being a disruptive divisive eyesore visit the Canterbury Railway station or have a look at the wasteland under Flinders Street viaduct in Melbourne's CBD.

Flinders St viaduct source: Wikimedia

The "Skyrail" proposal includes:

"an extra 12 km of cycle paths will be added, linking existing sections to make a single stretch for bikes from Caulfield to Dandenong, with local councils contributing additional links to Monash University and the Gardiner Creek trial, which provides an off-road path all the way into the city."

Bike path near overhead infrastructure

However, bike paths on the surface need to cross roads like the current train line does. This is a poor outcome for cyclists, less so for pedestrians. 

Here are some pros and cons of underground versus overhead rail for grade separation.

	Pros	Cons
Overhead rail	Achieves grade separation between roads and rail Cheaper to build Bike and pedestrian paths can be built under gantry that can provide overhead cover	Creates an eyesore Divides communities Propagates noise further Space under the gantry has low sunlight and low amenity - three or four tracks cover a lot of area No opportunity for residential buildings along rail easement Bike path road crossings impede cycling
Underground rail	Achieves grade separation between roads and rail Provide linear park above with mix of residential and commercial buildings and bike and pedestrian paths Less noisy, low impact on  local communities Can include bike and pedestrian underpasses in tunnels (next to rail tunnel) under busy roads.	Expensive to build Separate overhead cover required for bike and pedestrian paths Diesel fumes from regional and freight trains need to be dispersed

The Level Crossing Authority should provide the best transport outcomes for motorists, public transport, cyclists and pedestrians with all grade separation projects.

So far the track record for grade separations is appalling.  For example, feedback to provide good pedestrian and bike underpasses at Springvale and Rooks Roads was ignored even though the Box Hill to Ringwood Rail Trail was an approved project when they were planned and built.

More recently, the need for a tunnel under Burke Rd for pedestrians and cyclists during the grade separation was also ignored with the usual litany of excuses such as "there isn't room for it" and "it would cost too much".

I provided feedback that a bike and pedestrian underpass should be included during consultation for the Middleborough Road grade separation.  A pedestrian underpass was belatedly provided but bikes cannot use it.

The plans for Blackburn Road grade separation show now indication of a bike pedestrian underpass

Blackburn Road separation concept [source]

Pedestrians and cyclists are forced to use pedestrian crossings at all these locations - they must press and wait for pedestrian crossing lights that then impede the traffic - that the grade separation is supposed to have prevented!  This is an absurd outcome for motorists, pedestrians and cyclists.

Tunnels should be also be provided for pedestrians and bikes next to train tunnels - its is much cheaper to do this during construction.

Linear parks over underground rail with covered solar bike paths and a mix of residential and commercial buildings provide the best amenity for all users and the lowest impact on local communities.

Linear bike path in Hungary

Linear bike path concept in Sydney

Links

• Skyrail! – Daniel Bowen dot com
• Sky rail more an eye opener than an eyesore, The Age
• Berlin Radbahn - A Paradise for Cyclists - AllesGerman
• $1.6 billion elevated rail project to replace level crossings on Dandenong line, The Age 
• Proposed designs unveiled for Caulfield to Dandenong corridor, Level Crossing Removal Project 

Another bike crash, another driver that "didn't see me", more injuries

I was cycling to work on 9 September 2015 on my back streets route attempting to avoid traffic on my way to the Gardiners Creek Trail when disaster struck again.

I was cycling along Somerset Road approaching the small roundabout at the intersection with Denman Avenue.  A brown Ford Territory was slowing down approaching the roundabout on my left as I entered it apparently "giving way" to me.  I was moving at around 10-15 km/h.

The roundabout in direction of my travel

Suddenly, the vehicle sped up and was coming right at me.  I braked hard and avoided going under the front of the car and getting run over and possibly killed.

However, I couldn't slow down enough to avoid the car and hit the rear passenger door and bounced off it and hit the road yelling.  I was on the road screaming. Both my hands took the brunt of the impact and my left leg was very sore. The driver stopped. The woman driving the car was apologetic and said "she didn't see me".

A schoolboy walking along Denman Ave saw the whole thing and called 000.  An ambulance came promptly.  My injuries were quickly assessed and another emergency hospital visit was required.

The police came shortly after the ambulance and assessed the situation. I spoke to them briefly.  They advised the driver she would get an infringement for failing to give way.

Injuries and surgery

X-rays were taken at Epworth.  My left little finger was broken (malate fracture) and required surgery.  My right wrist and thumb were very sore but no fracture was evident in the x-rays.

I was unable to see a orthopaedic specialist while I was in the emergency department so I went home bandaged.  I visited an orthopaedic surgeon the following day.  She sent me off for an MRI and later confirmed that ligaments were torn off my right thumb and that it had been nearly dislocated. Surgery was required to re-attach the ligaments otherwise my thumb function would be compromised.

I had two operations on Friday: a wire was inserted in the tip of my left little finger to assist the bone healing correctly and the torn ligaments on my right thumb were stitched back to the bone.

I had the following week off work as I was not very mobile or able to use either hand much and was taking pain killers.

I returned to work the following week as I was keen to resume "normal life" as much as possible. The bandages were replaced with plastic splints by the hand therapist which improved my very limited dexterity a bit.

After 2 weeks the cumbersome right splint was reduced in size which improved my dexterity further.

The wire in my little finger comes out on 23 October but it will take some time to get the joint moving properly again.

The right wrist ligament surgery needs even more time to heal, possible until the end of November. So no cycling or kitesurfing for me until then, which is extremely frustrating.

PTSD

I have been feeling terrible however since the crash.  Personal interactions at home, out and about and at work were very difficult for me.  I have been feeling extremely angry about getting hit yet again, 8 to 10 or more weeks out of action (no cycling or kitesurfing), the total lack of action on providing safe separated cycling infrastructure in the City of Boroondara and the Victorian government, and motorists who drive around at excessive speeds and don't look for pedestrians or cyclists.  This anger is washing over me most of the time now.

I have had trouble sleeping and get flashbacks of the car coming at me followed by me hitting it and ending up on the road bruised and broken.  This was a near-death experience.

Blackness and anger has descended on me like a cloud that will not lift.  Everything seems wrong. I was nearly killed.  I don't trust any motorist on the roads now. Every car is a lethal death machine that can easily kill.  I flinch on trams when cars hoon past. I am hyper vigilant of all cars while driving and walking.

Going through the Citylink Domain tunnel in a taxi with the driver sitting 3 metres behind a truck and cars all around, I visualised brake lights, a huge crash, carnage and flames everywhere and felt panicked and sweaty.

I am seeing a psychologist who advised me I have Post Traumatic Stress Disorder (PTSD) symptoms - he referred me to a neurologist.  The neurologist confirmed I have severe PTSD and has prescribed me medication. He is referring me to some else for further treatment to deal with the PTSD before it gets worse.

I wasn't expecting this.  I thought my bones and ligaments would heal quickly and I would bounce back, but the trauma associated with the crash (and the previous two recent bike recent crashes and hospital visits) is proving to be a big issue.


Cycling on Melbourne streets and roads is now unsafe

Our roads are rivers of deaths - cars maim and kill on a daily basis.

Main roads are now unsafe for cycling. Some motorists squeeze past cyclists while travelling at 60 km/h leaving little gap. Quite a few are distracted looking at their phones or GPS and could run up the rear of any cyclist.

Side streets are also unsafe as drivers rat run down them to avoid congested roads and sail through roundabouts at speed with only a cursory glance.  Small roundabouts have high rates of bicycle-car crashes and are unsafe at any speed.

I now feel that cycling on any road with cars is an unacceptable risk to me - its not worth dying for. What am I trying to prove?

I have cycled over 100,000 km during my life, including 1200km in 69 hours on the Paris Brest Paris Audax event.  I raced on the roads with the Southern Vets for 12 years.

I have regularly commuted by bicycle to the Melbourne CBD since 1983 but I am not riding on any roads with cars any more. The only option I have left is to drive to Gardiners Creek with my bike on the car to get to the bike path where I can cycle in relative safety.

Bike crashes, injuries and deaths appear to be rising rapidly across Melbourne and on country roads. Some recent crashes and deaths:

• Police hunt for driver after cyclist injured in callous hit-run crash, Carlton, 1/10/15
• Is it worth it? – An open letter to all drivers, Kate Perry
• Cyclist injured in hit and run at Toolern Vale, 3/10/15 
• Cyclist dies in crash in Sunbury, 8/10/15
• Deadly hit and run driver in Geelong 'harassed other cyclists', 11/5/15 
• Cyclists urged to avoid 'dangerous' Melbourne city streets, 8/10/15  

There are still no safe east west cycle routes through Boroondara

The Vicroads Principal Bicycle Network (PBN) map designates the following roads as east west  "cycling routes" through the City of Boroondara: Riversdale, Whitehorse, Mont Albert, Canterbury, Burwood and Toorak Roads.

All these roads are very unsafe for cycling.  There are narrow painted bike lanes along Mont Albert Road (but cars are allowed to park obscuring the bike lane) and on a short eastern section of Burwood Rd (lane is in the car door zone).  Neither of these provide effective protection to cyclists.

There are high bicycle accident rates on all these roads that illustrate how dangerous they are.

There is no point producing the "PBN" if no safe separated cycling infrastructure ever gets built along designated routes.  The PBN is quite simply a waste of time and money.

The solution is: safe separated cycling infrastructure

Separating cyclists from cars, trucks, buses and trams is needed to ensure their safety, yet there is very little progress on building safe cycling routes in Melbourne.  There are strategies and plans, but nothing is being built.

Copenhagen had bike paths separated between the road and the footpath when I visited in 1985.

Existing rail corridors have space available for bike paths and there are even short sections of bike paths along them, but there is a lack of political will to use them for this.  

Construction of the Box Hill to Ringwood Rail Trail is progressing slowly but cyclists will only have road routes west of Box Hill.

The Hawthorn to Box Hill Trail would provide a safe east west bike route for cyclists aged 8 to 80, but unfortunately there has been no progress on building or even planning it.

The Hawthorn to Box Hill Trail and similar routes along railway lines could be built as "Solar bike paths"using prefabricated spans that incorporate a concrete path base, low walls and a roof with solar panels.

Meanwhile, cycling deaths and injuries are increasing at great cost to our community.


See also

• Does your Victorian state MP support safe cycling paths in Melbourne? 2104 bike crash

Why roads are not suitable for mass transportation

The now departed Napthine government was hell-bent on spending up to $16b on the "East West link" tollway tunnel project, claiming that it would "be the transport infrastructure that Melbourne needs".  They included fanciful claims including that the new tunnel would:

• Reduce commute times by 20 minutes
• Reduce congestion on Hoddle Street

Both claims are patently false.  The Napthine government lost he election held on 29 November and the incoming Premier, Daniel Andrews, has pledged to stop the East West Link road project  proceeding.

Similar claims were made by Jeff Kennet back in the 90s when he claimed the City Link road project, constructed between 1996 and 2000 would "will solve Melbourne's traffic problems". Clearly, it has not.

However, there is another good reason why roads cannot provide a suitable mass transport system for a city such as Melbourne - every driver is a single point of failure.

Nearly every day there is a crash which can close or seriously disrupt traffic on a route.

Six cars and a truck were involved in two crashes on the West Gate Bridge. Photo: Seven News

For example,a crash closed the West Gate Bridge on Tuesday 2 December. Such crashes and closures are now a daily occurrence.

By comparison, trains carry up to 800 passengers with a single driver - and don't have to contend with road intersections and "lane changes".

We need some real political leadership to build more train lines and revise the train network for Melbourne - given that no new suburban rail lines have been built since the Glen Waverley line in 1932.

A dedicated safe bicycle path network should be included too.

Links

• Crash closes West Gate Bridge lanes, The Age  
• West Gate Freeway crash causes delays, The Age 22/11/14
• CityLink, Wikipedia
• East West Link, Melbourne, Wikipedia

Labor finally opposes disastrous East West Tollway Tunnel

Finally, after months of obfuscation and weasel words, the Labor party has stated that they won't honour any contracts signed for the ill-considered East West Link (road tollway tunnel) that the Napthine Liberal National Government is hell bent on building.

Up until now, Labor has said "they oppose the tunnel but they will honour contracts signed by the Napthine government" - which means they effectively supported the tunnel as it would proceed if they win the election.

This was always nonsense as the Victorian Government is NOT exposed to any sovereign risk if bidders for the project know that the next government might not proceed with the project.

Now, at last, Daniel Andrews has made this statement - that if elected, a Labor government will not proceed with the project.

There are very good reasons they should do this, as I presented to the Assessment Panel, including:

• The project cost/benefit has not been fully disclosed, and what is known has been proven to be false.  The project will not generate a net return to the community, it will be a net cost.
• The tunnel will not reduce congestion as it will encourage more traffic and the destination of only 95% of people travelling on the Eastern Freeway system is the CBD, north or south, not across to the Tullamarine.

The $8b would be much better invested in upgrading Melbourne's train network, including building new train lines and bike paths such as the North East Bicycle Corridor.  You can also sign this petition to build the NEBC.

Links

• Labor to dump East-West Link if elected, even if contracts are signed, The Age
• Government attacks Labor leader Daniel Andrews' pledge to dump East West Link, The Age 
• East West Link contract invalid if councils win court case, The Age 
• Labor stakes all on dislike of East West Link project, The Age 
• Brunswick resident Anthony Murphy may appeal court decision in favour of East West Link, The Age 

2014 Victorian state election priority issues

Here is my list of priority issues for the 2014 Victorian state election

Transport

• The East West Link tunnel road project should not proceed.
• Public transport network plans for 2014-2020
• Funds allocated to building a safe and comprehensive cycling network segregated from cars - 
• Cycling network plans for 2014-2020 - aiming to provide a connected safe bike route to within 5km of every Melbourne resident.

Environment

• Logging in Victoria's native forests should cease.
• The Great Forest National Park to be proclaimed.
• A complete overhaul of our train network - and new lines built to the airport, Rowville and Doncaster

Education

• State secondary school system needs more resources and funds.

Housing

• 7 star efficiency rating for buildings - commercial and residences

Energy

• Energy plan to increase renewable energy production to 80% of total demand by 2020, including investment is solar and wind power and local energy storage capacity

Transport planning in Melbourne is a farce

Here is a good article detailing the problems we have with politicians making ridiculous decisions about transport infrastructure: Infrastructure needs science, so who put the politicians in charge?

Australians are addicted to the political theatre surrounding infrastructure investment. Tracey Nearmy/AAP

Politics is really making a mess of Melbourne's transport.

The vast majority of transport funding has been spent on building more roads, when simple maths shows that cars cannot provide a working mass transit system - as demonstrated by Los Angeles and mimicked by Melbourne.

Can anyone remember when there was actually a review of Melbourne's entire transport infrastructure and services? I don't think there has been one without a political agenda/bias in my lifetime.

Jeff Kennett told us the CityLink would be the solution to Melbourne's transport problems for the future. Clearly it isn't. He also legislated penalties to the State if a future airport rail link were to be built.

Labor started the latest debacle with their "East West Needs Assessment". What about north south? What about commute trips from outer areas to CBD? What about radial trips (with only buses for public transport)?

The outcome was "build the East West tunnel". See recommendation 4: http://www.greenlivingpedia.org/Eddington_report_recommendations

Then the Labor/Green marginal seats in inner Melbourne put enough pressure on Labor to abandon the tunnel.

Then millions was allocated to planning the "Metro Rail Tunnel" to "free up capacity in the train network", meanwhile Rowville, Doncaster and Airport rail lines continued their 30+ years on hold.

Then Baillieu got elected, promising to review the Doncaster and Airport rail lines

Then Baillieu decided to ditch the Metro Rail Tunnel and put all funds towards the East West Tunnel Tollway - to service 5% of the cars the come in along the Eastern freeway. Abbott dissed the rail project and said he would provide 1.5b for the Tollway tunnel. The Doncaster and Airport rail reports were deemed to expensive and the projects duly put back on ice.

Then Napthine took over and nothing much changed. More chest beating about "strong leadership to solve Melbourne's transport problems with the Tollway Tunnel. And the big lie about that it will reduce congestion on Hoddle Street and Punt Road.

Then Napthine felt some pressure over lack of rail and public transport improvements.

Then Napthine decided to re-route the Metro Rail Tunnel (after it was approved by Infrastructure Australia and millions spent on planning) via the failing Docklands housing development to the recently approved Fishermens Bend housing development that had no public transport planned for it. No more link to the under serviced hospital and university precincts. No reduction of load on Flinders Street or St Kilda Road.

Now Labor says they will honour the Napthine government's contracts that they will sign prior to the next election. Despite 75% of Melbournians not supporting it, and them having no political mandate for this.

All the while, no serious funding for safe separated cycling routes to facilitate mode shift to cycling as a healthy sustainable transport option.

Transport planning in Victoria doesn't really happen.

Its just an ongoing clusterfuck to build more roads.

Does your Victorian state MP support safe cycling paths in Melbourne?

I have sent this open letter to every Member of Parliament in Victoria.

I will add a list of who responds to the bottom of this page.

Wearing leg splint soon after the injury 

Leg splint, in hospital 

2014 VicRoad Principal Bicycle Network (PBN) - note route along Burwood Road Hawthorn

==========

Dear  [ Victorian State MP ]

I was cycling to work on Monday 10 February 2014 down the Burwood Road hill from Burke Road travelling at about 40km/h in the bike lane.

Towards the bottom of the hill, a car travelling in the opposite direction was approaching to turn right into Gillman St. As I approached I expected the car to give way to me while I passed, but it turned right in front of me blocking the road. I braked hard but was only able to slow to about 20km/h before crashing into the car.

The right hand side of my body (shoulder, hip and leg) hit the passenger door of the car hard side on. I bounced off and hit the road screaming in severe pain. The motorist stopped and was apologetic. She said she did not see me as the sun was in her eyes.

The car has a broken windscreen and dented door from my impact. My right shoulder, right hip and right knee were extremely painful.

An ambulance then took me to Box Hill hospital emergency department. I was examined by doctors and X-Rays were taken. I was informed late in the day that the top of my fibula was fractured. The very sore spots on my shoulder and hip luckily did not have bone fractures. One week later an ultrasound revealed serious blood clots in my lower right leg. These are potentially life-threatening, so I am now taking blood thinning medication to lower the risk of embolism.

I have been informed that my injuries and loss of earnings will be covered by TAC as a motor vehicle was involved in the crash and the driver was at fault.

The Hawthorn to Box Hill Trail

I have been campaigning as a member of the Boroondara Bicycle Users Group (BBUG) for over a decade to get a safe cycling route provided in an east west direction through the City of Boroondara. This proposal is know as the Hawthorn to Box Hill Trail. You can read details about the route here: http://www.victorian-cycling-network.org/bicycle-routes/melbourne-planned/hawthorn-to-box-hill-bike-trail

The Hawthorn to Box Hill trail offers the following advantages:

• Provide a dedicated cycling route that will keep bicycles safely separated from cars 
• Provide transport linkages between the Camberwell and Glenferrie Road Central Activity Districts (CADs) and several smaller shopping centres. 
• Reduce traffic congestion 
• Promote sustainable transport in a future likely to be impacted by rising fuel costs and the need to reduce carbon emissions. 
• Promote healthy lifestyles for people of all ages through recreational and commuter cycling. 
• Encourage many people to cycle who otherwise wouldn't and would greatly improve safety for those who already do 
• Provide a safe cycling route for students at over twenty schools and education institutions to use. 

This route is supported by the Boroondara Council. Andrew McIntosh (MP for Kew) and Robert Clark (MP for Box Hill) have both advised me that they support the route proposal in meetings I have had with them.

A detailed proposal for this route was first issued in 1996. Since then, virtually nothing has happened.

The latest draft of VicRoads Principal Bicycle Network (PBN) has a section of the route from Box Hill to East Camberwell marked as a primary cycle route, yet nothing has happened to realise this.

There is now a proposal to build a 4th rail line along the Box Hill line easement within a 10 to 20+ year time frame. The rail easement land available for this has been unused for decades, much of it grows weeds.

A recent Department of Transport study found that the financial payback period for bicycle paths is under 10 years.

There is therefore a compelling case to build the Hawthorn to Box Hill trail along the Box Hill line rail easement and then rebuild it if and when the 4th line is constructed.

There is currently no safe east west cycle route through Boroondara.

Cyclists travelling east west through the centre of the City of Boroondara either use back streets (and cross very busy roads such as Bourke Road, Glenferrie Road and Power Street) or they use roads that carry very heavy traffic such as:

• Mont Albert Road (very narrow bike lane, often obscured by parked cars) 
• Riversdale Road (trams, parked cars, some wide curbside lanes) 
• Burwood Road Hawthorn (parked cars, some wide curbside lanes) - this is currently the worst cycling black spot of collisions in Boroondara, and is also marked as a PBN priority cycling route. 
• Barkers Road (parked cars, no bike lanes) 
• Whitehorse Road (parked cars, trams, some super stops, no safe bicycle lanes)

Bike lanes vs bike paths
Transport planners in VicRoads and local governments are implementing and promoting marked bicycle lanes on many major and minor roads. However, such routes are not a substitute for dedicated bike/pedestrian trails, as evidenced by the very high bicycle and pedestrian usage of routes such as the Gardiners Creek Trail and Main Yarra Trail.

 My concerns with bike lanes marked on roads are:

• Many lanes, such as those on Burwood Rd down from Burke Road, are directly adjacent to parked cars, so "car dooring" is a very real risk to cyclists. I have seen car-dooring crashes happen on Auburn Road. 
• Cars frequently push out across bicycle lanes from side streets when traffic in the main road is congested. Many drivers do not look for cyclists. I frequently experience this along Auburn Road Hawthorn. 
• Cars also cross bicycle lanes when they turn into side streets. Again, many drivers do not look for cyclists. I also frequently experience this along Auburn Road Hawthorn. 
• Some drivers do look for cyclists but continue on regardless and cross bicycle lanes even when they see cyclists coming. 
• Bike lanes marked by paint to do not provide any real protection to cyclists. Some even have cars regularly parked across them, completely obstructing them (e.g. Mont Albert Road, Highfield Road). 
• Bikes and cars DO NOT mix safely on roads, it is really only a matter of time before a regular cyclist such as myself is involved in an unavoidable crash with a car or truck, as you can see from my recent experience. 
• I think around 80% of the general public does not cycle on roads, including those with bike lanes due to the obvious dangers. 

The TAC costs associated with numerous bicycle-car crashes in this region could amount to millions of dollars over a 10 year period, and there have also been deaths. This money would be better spent preventing collisions, injuries and deaths by providing safe cycle routes separated from cars and trucks.

In summary, I suggest that funds be immediately allocated for the planning and construction of the Hawthorn to Box Hill Trail, using land in the Box Hill line railway easement where possible.

My questions to you are:

1. Do you support funding for the Hawthorn to Box Hill Trail (HBHT) to be built? 
2. Do you support funding for a bicycle route network across Melbourne that is safely separated from cars and trucks?
3. What are you doing personally as an elected representative to provide the community with safe cycling infrastructure?

Yours faithfully,

Peter Campbell
Home address supplied

Responses

• Robert Clark, Box Hill 9/2/14, support for Hawthorn to Box Hill trail
• Tim Bull, East Gippsland 19/2/14 
• Greg Barber, Northern Metropolitan 19/2/14
• Neil Angus, Forest Hill 20/2/14, support for Hawthorn to Box Hill trail
• Terry Mulder, Polworth 20/2/14, correspondence noted for response.
• Inga Peulich, South East Metropolitan Region 20/2/14 correspondence noted
• Heather Uebergang for Heidi Victoria, Baywater 20/2/14 correspondence noted
• Edward.O'Donohue, Eastern Victoria Region 20/2/14. correspondence referred to Robert Clark
• Denise Whitelaw for Mary Wooldridge, Doncaster 20/2/14. correspondence referred to Robert Clark
• Nicole Fewson for Nick Wakeling, Ferntree Gully 20/2/14. Acknowledges concerns re cycling.
• John Lenders, Southern Metropolitan Region 21/2/14. Personal support for Hawthorn to Box Hill trail, investigating possible savings from avoiding TAC claims.
• Sue Pennicuik, Southern Metropolitan Region 21/2/14. 
• Graham Watt, Burwood 21/2/14. Regular cyclist, supports improved bicycle infrastructure
• Bruce Atkinson, Member for Eastern Metropolitan Region 21/2/14. Supports funding for the Hawthorn to Box Hill trail and other cycling infrastructure.
• Don Nardella, Melton 24/2/14. Will keep comments in mind when we have these discussions within the Labor Party.  We have the same issues out in the West where I am as well.
• Luke A Donnellan, Narre Warren North 25/2/14. We are still developing our policy for bike paths and like. Happy to provide outline of our intentions at a later date.
• Jonn Deller for Ryan Smith, Warrandyte 25/2/14.  Referred matter to Terry Mulder, Transport Minister.
• Staffer for Dee Ryall, Mitcham 25/2/14 (phone call). Dee has supported work and progress on the Box Hill to Ringwood Rail Trail. 
• Cindy McLeish, Seymour 2/3/14. Referred to local member.
• Peter Ryan, Gippsland South 4/3/14. Referred to Terry Mulder, Transport Minister.
• Georgie Crozier, Southern Metropolitan, 6/3/14.  Sorry to hear of your cycling accident. Referred  development of Box Hill to Ringwood Trail to Terry Mulder
• Denis Napthine, South-West Coast 11/3/14 (letter). Referred to Terry Mulder, Transport Minister.
• Fiona Richardson, Northcote 17/3/14. Referred to Luke Donellan, Labor's Shadow Minister for Road (which takes in bikes) 
• Michael Gidley, Waverley 26/3. Sorry to hear of your cycling accident. I'm working hard in my electorate to improve a number of local and state-wide paths and other cycling opportunities.
• Andrea Coote, Southern Metropolitan, 26/3. Referred  development of Box Hill to Ringwood Trail to Terry Mulder.

*Names in bold denote positive partial response to questions.

Updates

• Mon 10/2 - collision, Box Hill Hospitable Emergency ward all day 10/2
• 12/2 to 14/2. Returned to work. Mobility very difficult and taking pain killers. 
• 16/2 New pain in lower right calf when standing - Emergency Epworth, injection to thin blood
• 17/2 Ultrasound. Clots found - given prescription to thin blood.  Box Hill Hospital orthapaedic - advised not to wear brace
• 19/2 walked to Through Rd slowly. Knee bending a bit better but still very stiff. Difficult to walk up or down steps. Soreness at fracture point when knee bent and loaded. 
• 20/2 Calf sore, knee stiff, fracture site sore. May have overdone it yesterday. Resting in bed.  Still difficult walking up and down stairs.
• Fri 21/2. Last night the leg was sore Pain in the calf where the clots are. Getting more movement in my knee and feeling a bit better walking up and down stairs.
• Sun 23/2. Rode folding bike slowly to Maling road.  Leg stiff but not too much pain.  Can now bend my knee without much discomfort.
• Mon 24/2. Doctors appointment for previous back injury (fractured L1, L3 transverse processes). They have healed. Doctor noted subsequent (leg) injury in notes to GP.  Called in at work. Walking better but fracture site still sore.
• Thu 27/2. Caught the train into work.  Leg feeling much better. Walking without too much of a limp and not much pain.  Swelling going down too.
• Sun 2/3.  Kitesurfing again.  1 hour session.  Leg a bit sore afterwards but o.k. during the session, except for right tacks that were a bit painful.
• Wed 12/3 to Fri 14/3. Three days off work to rest further. Right knee sore near fracture.
• Sat 15/3, Sun 16/3. Kitesurfing both days. Leg was good, no pain.
• Mon 17/3. Leg has improved further, I can walk normally now with no pain.
• Tue 18/3.  X-rays at Box Hills hospital showed break has healed well.  All clear from the doctor to resume normal physical activity. 
• Wed 26/3. Cycled to work off roads as much as possible. Bike is veering to the left so I am getting it checked for damage.  Still very wary of all cars now.

Open letter to Melbourne City Councillors on the proposed East West link toll-road tunnel

Melbourne City Councillors,

I understand that you are considering whether to support the Napthine Government's proposed "East West Link Tunnel" at a Council meeting tonight (Agenda Item 6.7 East West Link and Royal Park).

I strongly believe this proposal should not proceed for the following reasons:

• The main premise for the project - that it will solve traffic congestion problems on Hoddle St, Punt Rd and the Eastern Freeway - is not correct.  There is no evidence that it will have any effect on reducing traffic congestion.
• The tunnel construction will destroy large sections of public land, including Royal Park
• The tunnel will encouraged increased motor vehicle traffic through the city with attendant increase in health risks due to pollution and traffic
• The $8b required to build the tunnel will prevent investment in transport solutions such as the Doncaster rail line.  One railway line carries the same amount of people as 20 lanes of toll roads.
• The clear majority of traffic coming along the Eastern Freeway does so to access Melbourne's CBD rather than connecting through to City Link and the Tullamarine toll road.  The proposed EW tunnel will not service the vast majority of these commuters.
• The EW tunnel will seriously disrupt and impede cycling transport and access to the CBD.

I strongly urge you to support Doncaster Rail and oppose the East West toll tunnel.

Regards, Peter Campbell

Post script:  

At the Council meeting on Tuesday 27 August, the following Melbourne City Councillors supported the East West tunnel: Robert Doyle, Susan Riley, Kevin Louey, Ken Ong, Beverley Pinder-Mortimer.

I have asked them why and am awaiting their response.

However, Melbourne City Council will oppose the east-west link in its current form after a narrow 6-5 vote by councillors. The resolution of the Council re the East West Link is Clause 1.6 which reads as follows:

[Melbourne City Council] "Resolves that, given the City of Melbourne does not yet have the data at hand to fully assess the East-West Link and given that the need for further dialogue with LMA (Linking Melbourne Authority) and the State Government. the City of Melbourne does not support the East-West Link project as announced."

We need the Darebin Bridge for cyclists and pedestrians

Presentation to Boroondara Council on the Darebin Bridge
Peter Campbell, Monday 22 April 2013

Thanks Mr Chairperson and Councillors.

I am a local resident in Boroondara, I live in Durham Road, Surrey Hills.  I am a member of the Boroondara Bicycle Users Group.

We regularly go on family bike rides to visit Melbourne's wonderful natural places such as our creeks, rivers and the bayside.

My daughter Chloe is now seven and is riding a bike but she is not confident on the roads, including bike lanes.  We go to Anniversary Trail, the Gardiners Creek Trail and other trails with other families so that all the children can learn to ride safely and appreciate our natural environment.

For example, on a recent outing of two families there were two adults and three children all on bikes. We drove to the Gardiners Creek Trail and cycled part of the way into the city. We stopped at a section of parkland for a rest and explore then returned.

As a family, we have also traveled across to the Darebin and Capital City Trails and have found the current bike route crossing at Chandler Highway to be both inconvenient and dangerous.

As our children get more confident on their bikes, we will extend our trips along available trails.  The Darebin Bridge will provide a valuable and safe link between the north and south of the Yarra, and will also greatly improve the access to Willsmere Park.

This improved access will benefit many others, including pedestrians and people with disabilities.  Combined with some environmental improvements such as removal of weed infestations, Willsmere Park will be enhanced as a location for local children to learn to ride their bikes, and for walks, picnics and enjoying nature.

I commend the Victorian State Government and the Boroondara, Yarra, Darebin and Banyule Councils for supporting this great improvement that has been planned for over 15 years.

I am sure that many residents in families in Boroondara and surrounding Council areas will greatly appreciate and enjoy the bridge when it is constructed.

I certainly hope we will see the bridge built within my daughters lifetime.

See also

• Boroondara Councillors oppose Darebin Bridge, Peter Campbell 

Public transport for Melbourne rather than more freeways

Below is a map of the 1969 freeway plan for Melbourne. This is part of the 1969 Melbourne Transportation Plan commissioned by then Victorian Premier Henry Bolte, which was heavily biased in favour of freeways over public transport options such as rail.

It looks like a nightmare - Melbourne converted into Los Angeles. It is also interesting to note which freeways have been built - such as the Metropolitan Ring Road, the Monash, the Eastern, and most recently Eastlink.

Map of 1969 freeway plan for Melbourne

Here is a map from the same transport plan which shows details of proposed rail projects - including the new Rowville and Doncaster rail lines and the City Loop, which was the only one of these that was constructed.

A map of the 1969 Melbourne Transportation Plan map of rail projects

And here is a photograph of the new integrated freeway and train line linking the Perth CBC to Mandurah along the coast to the south.

Perth to Mandurah road and rail

So what has gone so horribly wrong in Melbourne? Why has no new suburban train line been built since the Glen Waverley line in 1930?.

The short answer to this is the triumph of short term politics and the road lobby over sensible transport planning.

The Brumby Victorian government announced another Victorian Transport Plan in 2008.

This plan provided no further suburban rail lines to Melbourne's east, but it did at least include some rail project in Melbourne's west and north. It also included a very expensive $8b rail tunnel linking Footscray with Caulfield to be built in stages. Given that the Eddington Report that the plan was based upon was tasked with investing "east west link needs", I have little confidence that a comprehensive study of Melbourne's transport needs and the best solutions was in fact conducted.

For example, new rail lines to new suburbs would surely carry more people than a tunnel linking two sections of Melbourne that not many people actually want to travel between.

Melbourne "metro train tunnel" and Tarneit link. Source: Eddington Report

Proponents of the train tunnel claim that "it is needed to free up capacity in the central rail network to allow more suburban lines to be built" but they don't provide any evidence to support this. The Eddington study was simply not tasked to investigate this so it is spurious to claim that it did. More politics with no planning. In any case, there are no plans or commitments to build any of the promised but never delivered rail lines such as Doncaster and Rowville.

Climate Change considerations

The proliferation of roads and freeways as primary transport infrastructure in Melbourne has proceeded with the assumption that fossil fuel supplies will continue forever, and that the associated carbon emissions don't really matter. The most recent Eddington Report and Melbourne Transport Plan did not even quantify emissions associated with transport modes. Both suggest that "hybrid cars" will provide the solution, when quite clearly they wont.

Here are some relevant facts from the Eddington Report:

• Car travel is the biggest transport source with more than 10 million trips across the city every day.
• About two million trips are in the morning peak and 78 per cent of Melburnians use their cars to get to work.
• 11.3 per cent of Melbournes used public transport during the morning peak.
• The demand for car travel is forecast to grow 30 per cent by 2031.

Taking the approximate figure of four million commute trips to and from work by car every day in Melbourne yields this information:

• Number of trips: 4,000,000
• CO2 per km (kg): .025 (average figure - for a Holden Commodore)
• Average length of commute trip: 9km
• Total tonnes of CO2 emitted: 900

A trip on a train has 1/8th the carbon emission of a trip by car, so if all these car journeys were shifted to trains, the total CO2 emissions would drop to 113 tonnes, resulting in a saving of 788 tonnes of CO2 per day.

It is therefore quite clear that rail transport should be the first priority for transport in Melbourne, after decades of neglect.

Our trains and trams are now full to capacity on existing lines and now significant new suburban lines are planned for the next decade. This is not acceptable.

Bass Straight oil is already greatly depleted and Australia now imports over 50% of its oil at considerable cost. If a proportion of the money spent on oil was redirected to climate friendly tranport modes such as rail and cycling, we would see some real benefits and long term financial payback.

Privatisation fails to deliver benefits

Melbourne's public transport system, including trains, trams and buses, was privatised by the Kennett government in 1999. This was done to supposedly create competition between private operaters and thereby provide better services. However, over the next decade several of the initial companies participating have exited. Three train operators became one - Connex, owned by Veolia. Two tram companies became one - which may soon also be taken over by Connex.

The proposed public bike scheme for Melbourne may also be operated by Connex if they win the contract to do so.

So there really is no "competition" except when tenders are renewed.

However, the worst impacts of privatisation are lack of accountability and lack of investment. The Brumby and preceding Bracks Labor government have chosen to retain privatised public transport. The government has blamed recent problems with cancelled services, faulty trains, whole system shut downs during heat waves on Connex. Connex in turn has responded that they operate the service but are not responsible for investing in sorely needed infrastructure improvements.

So it is stalemate, with nobody apparently accountable for delivering an effective and appropriate public transport network.

An unhealthy focus on revenue

Another undesirable by product of the privatisation of public transport is the unproductive focus on raising revenue from public transport users. This of course benefits the companies trying to make profits from the system. However, the large contingents of ticket inspectors, euphemistically called "Customer Service Officers" regularly stake out CBD stations and "bust" people for travelling without valid tickets.

Unfortunately, they often bust peoplewho make honest mistakes, such as those that carry a valid ticket but forget to validate it.

They are dishonest too. When they take your name and address they often suggest that you may not be fined - when the majority of people who they report actually do get fined.

Occasionally they are heavy handed and thuggish. Some people have been manhandled and even injured when they descend on someone en masse and attempt the "subdue" them. Such tactics are wholly inappropriate and should be left to the Police when they are warranted.

The Victorian government is also spending $1.35b - a huge amount of money - on the new Myki ticketing system - the benefits of which lie fairly obviously with Connex as the private operator. This money would be better spent on service improvements such as additional new trains or a new railway line. The current Metcard ticketing system was fully commissioned as late as 1998.

Conclusions

While the facts and figures associated with tranport can be daunting and difficult to find and assess, the directions we need to go in are quite clear.

We need more climate friendly rail and light rail transport to service new suburbs and growth corridors.

A metro service for Melbourne would provide better linkage between inner centres such as Carlton, Melbourne University, the Melbourne Zoo, South Yarra, South Melbourne and Footscray. A light rail metro similar to the Paris metro would be cheaper and more effective than the proposed heavy rail tunnel.

Some existing railway lines could be put underground (e.g. the Glen Waverley line through Toorak and the Box Hill line through Hawthorn to Camberwell and beyond) which would free up land above for residential, commercial, park and cycle path usage options.

More freeway projects such as the Frankston bypass should not proceed.

Cycle paths should be integrated with existing railway easements, where unused land within the easments is available.

We need a safe cycle path network that will allow commuters and recreational riders to use bicycles as the most climate friendly transport option.

We need our public transport system to be owned by and operated for the people, rather than for profits.

A safe climate future and a liveable city needs climate friendly transport options, and they are needed immediately.

Links

• Eddington Report recommendations
• CEN Eddington Report submission
• Frankston bypass
• 2008 Victorian Transport Plan
• 1969_Melbourne_Transportation_Plan
• Two in three Australians drive to work, study of commuting habits finds, ABC News, 3/2/14

A public bike plan for Melbourne

It is great public bike plan finally take shape in Melbourne. Sharing bikes at convenient locations provides us with an environmentally friendly means of travel in and around the city.

Velib bikes in Paris

Source: http://commons.wikimedia.org/wiki/File:Velibvelo1.jpg

I suggested a scheme for this to Melbourne City Council back in 2001 after using bikes in the city of Zug in Switzerland back in the 90s. David Risstrom took up the cause back them but it stalled.

It is surprising how long it can take for simple good ideas to happen here. Since they are only calling for tenders, it appears that the bikes won't actually be available until 2009 or 2010.

To make this really work, we need to make Melbourne more bicycle friendly with:

• Many more Copenhagen lanes
• High quality and safe bicycle transit routes - North South, East West and Orbital

The current Principal Bicycle Network, though a step in the right direction, relies too heavily on routes with inadequate bike lanes (often just paint on the road, ignored by many motorists) and shared paths (were conflict and danger between pedestrians and cyclists is growing).

Shared paths can be acceptable for some local and recreational usage, but they are not adequate or safe for significant bicycle transit usage.

The best option would be to put sections of our existing rail and tram networks underground and put linear parks, bike transit routes and some commercial, residential and recreational facilities in their place.

External links

• Budget to peddle $5m bike hire plan, The Age
• Public bicycles, Greenlivingpedia
  

Railway easments for bike paths

The Brumby government's Victorian Cycling Strategy is welcome though long overdue. $115 million might sound like a lot of money, but this is less about one quarter the cost of the interchange between Eastlink and the Monash Freeway.

While several good initiatives are listed, it is disappointing that the plan does not provide for many safe and convenient cycle routes outside of the 10km radius that would be used by commuters, for local trips and for family outings on weekends.

The opportunity of using existing rail easements that could accommodate bike paths throughout Melbourne has been largely overlooked. For example, a good bike path route could be constructed along much of the railway easement from Box Hill to the Yarra via Camberwell and Hawthorn where it would connect with the Capital City trail and upgraded inner city bike paths. Thousands of people would use such a path if was available.

Possible Eastern rail trail route

Many people don't feel safe cycling with only a line of paint between them and cars on busy roads. Dedicated and direct bike paths across Melbourne are required to really mainstream cycling as a safe, legitimate and climate friendly transport mode.

I cycle a lot, and use bike paths to avoid cars when I commute. The huge increase in numbers cycling has now stretched the ad hoc "recreational meandering bike path" approach past its safe limits.

What we need in Victoria is:

• Dedicated bike paths - either as Copenhagen style lanes or dedicated paths free from cars
• Designated commuter paths should not allow pedestrians. Bikes travelling at 30 km/h do not safely mix with walkers. Unfortunately nearly all bike paths are designated by default as pedestrian too. Existing paths such as Gardiner's Creek are now too narrow for the several thousand cyclists that use them every day.
  
• A minister for cycling. Responsibility is currently shared in and unclear way between the Roads Minister (Tim Pallas), the Public Transport Minister (Lyn Kosky). The Health Minister (Bronwyn Bishop) and the Environment Minister (Gavan Jennings) both have an interest too. Bike paths that cross local council boundaries are often problematic. There is no minister clearly accountable for all cycling, including all bike paths and lanes, racing, commuting and recreational riding.
• More funding. Serious cycling infrastructure would require more than $50 million per year for at lease 10 years. Drip feed funding just doesn't deliver.
  

External links

• Peddling priority , Clay Lucas, The Age, March 24, 2009
• Cycling groups praise strategy , Clay Lucas, The Age, March 24, 2009
• Eastern Rail Trail bicycle path proposal
• East West Link- Boroondara BUG
• What we need before even more of us get on our bikes, The Age, Editorial, March 24, 2009
• $115m plan paves the way for victoria’s cycling future, Media Relase, Premier of Victoria.