Enfield may be home to fewer than 3,000 residents, but its prime location between Strathfield and Burwood has cemented its status as one of the Inner West’s hidden gems.

The suburb offers a village-style lifestyle with an abundance of cafés, restaurants, and boutique shops, staples of Inner West living.

At the last census, there were only around 300 apartments in the suburb. Fewer than a handful of new apartment developments have been delivered in recent years, but none are as well positioned as The Carlyle, just a three-minute walk to Henley Park, arguably one of the best parks in the area.

<a href="https://www.apartments.com.au/new-apartments/the-carlyle-enfield-164-liverpool-rd-enfield-nsw-2136">The Carlyle</a> will comprise 32 one- and two-bedroom apartments, a mix rarely seen in the new development market across Sydney.

[smartcode_project:default project_id=148733 project_image_fid=6667]

<a href="https://www.apartments.com.au/project-marketer/ray-white-projects-western-sydney">Ray White Projects WS</a>&nbsp;is fielding enquiry from several buyer types.

"First home buyers are realising this is the best time to get into the market," says Mark Bernberg, <a href="https://www.apartments.com.au/project-marketer/ray-white-projects-western-sydney">Ray White Projects WS</a>&nbsp;Managing Director.

"There are now several government incentives assisting first home buyers to get onto the property ladder. The recent announcement to waive lender's mortgage insurance for those with low deposits puts tens of thousands back in their pockets. Pair that with stamp duty savings in the new apartment space, and there has never been a better time to be a first home buyer in the off the plan apartment market."

Bernberg has also seen a re-emergence of investors, attracted to the low supply of apartments in Enfield and the suburb's lifestyle, while also being on the fringe of Burwood, which is set to undergo a huge transformation with its recent rezoning around the new metro station.

"That will bring a wealth of new retail and amenity to the area, which tends to drive prices higher," Bernberg says.

"Rents are at record highs, and with interest rates coming down from the highs earlier this year, investment apartments are starting to stack up again financially."

[smartcode_project:default project_id=148733 project_image_fid=6665]

The Carlyle apartments will sit above doorstep amenity, with a two-level retail podium incorporated into the striking building. The retail component will include a new ground-floor café facing Carlyle Street.

Two-bedroom apartments range from 67 sqm to 83 sqm internally, with some of the larger residences on the top level featuring expansive wraparound balconies. These layouts are designed to enhance seamless indoor-outdoor living, maximising natural light and views.

[smartcode_project:default project_id=148733 project_image_fid=6666]

The Carlyle's proximity to Henley Park is one of its biggest drawcards. The 13-hectare park includes multiple sports fields, two fenced playgrounds designed for various age groups, and Enfield Aquatic Centre, complete with Olympic-sized swimming pool.

The Carlyle is on track to welcome residents in early 2026.

[smartcode_project_cta:default project_id=6667]

Joel Robinson

The Carlyle in Enfield launches to undersupplied Inner West market

A new Metro stop, a thriving café scene, and proximity to village-style retail have cemented St Leonards as one of the Lower North Shore’s most sought-after suburbs for new development.

Among those seizing the opportunity is Sekisui House Australia, which has chosen this prized pocket, in the St Leonards South precinct, for its first-ever inner-city apartment project, <a href="https://www.apartments.com.au/new-apartments/waterstone-st-leonards-24-berry-road-st-leonards-nsw-2065">Waterstone</a>.

[smartcode_project:default project_id=134191 project_image_fid=230]

Set for completion in the summer of 2027, Waterstone comprises 207 apartments across five buildings, designed to look south back to the&nbsp;Sydney&nbsp;CBD.&nbsp;The new project offers residents the rare balance of connected urban living and tranquil green surrounds.

Just moments from home lies Smoothey Park, a blend of natural bushland and manicured parkland. It forms part of the Wollstonecraft cluster of reserves, including Gore Cove, Badangi Reserve, and Berry Island, all offering peaceful escapes on the Harbour’s edge.

<iframe allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen="" frameborder="0" height="315" referrerpolicy="strict-origin-when-cross-origin" src="https://www.youtube.com/embed/KCD5mtyKBjc?si=DcC6Koxg6shdDFzq" title="YouTube video player" width="560"></iframe>

When it comes to lifestyle, St Leonards and its neighbouring suburbs, Crows Nest, Waverton, Greenwich, and Wollstonecraft, deliver an endless array of cafés, restaurants, and boutique retailers. Nearby Mall 88, only 650 metres from Waterstone, adds convenience with over 30 specialty stores.

Connectivity is another major drawcard. The new Crows Nest Metro Station is just one kilometre away, while St Leonards Train Station is a short seven-minute walk. For a more scenic commute, the Greenwich Point Wharf ferry reaches Circular Quay in under 30 minutes.

[smartcode_project:default project_id=134191 project_image_fid=351953]

For peace of mind, Royal North Shore Hospital, one of Sydney’s most prominent medical hubs, sits just 650 metres away, making Waterstone ideal for healthcare professionals or residents seeking easy access to world-class medical facilities.

Perfectly positioned on the fringe of vibrant activity yet embraced by parkland serenity, Waterstone offers the best of both worlds in Sydney’s evolving Lower North Shore.

[smartcode_project_cta:default project_id=134191]

Urban Editorial

Nature and connection define life at Waterstone in emerging St Leonards South precinct

A new collection of residences is now available at <a href="https://www.apartments.com.au/new-apartments/sol-by-walker-maroochydore-first-avenue-maroochydore-qld-4558">SOL by Walker</a>, the residential development that continues to take shape within the Maroochydore City Centre.

The second release introduces 137 apartments to the market, adding to the growing community in what is set to become one of South East Queensland’s most significant urban renewal precincts. The new offering includes a mix of one, two and three-bedroom apartments, alongside a limited number of terraces and penthouses designed to suit a range of lifestyle needs.

“SOL represents the beginning of <a href="https://www.apartments.com.au/developments/maroochydore-qld-4558">Maroochydore</a>’s exciting next chapter, redefining expectations around life in this beautiful coastal city,” David Gallant, Chief Executive Officer and Managing Director of <a href="https://www.apartments.com.au/developers/walker-corporation">Walker Corporation</a>, said.

[smartcode_project:default project_id=147777 project_image_fid=319853]

Located on South Sea Islander Way, SOL forms part of the broader vision to deliver a connected and vibrant city heart for the Sunshine Coast. Construction is already underway on the first 19-storey tower, with completion targeted for early 2028. The development is being delivered by Walker in collaboration with Sunshine Coast Council and SunCentral.

SOL’s second stage continues the project’s focus on high-quality apartment living, with access to a suite of resident-only amenities including a rooftop sky terrace, wellness retreat, co-working lounge, gym and landscaped garden spaces.

Interiors by <a href="https://www.apartments.com.au/architects/plus-studio">Plus Studio</a> combine timeless design with natural materials, generous layouts and panoramic outlooks to the ocean, hinterland and river.&nbsp;

“SOL by Walker establishes a new standard in apartment quality, seamlessly integrating superior craftsmanship with unmatched design,” Danny Juric, Director at Plus Studio, said

[smartcode_project:default project_id=147777 project_image_fid=346899]

Apartments feature open-plan layouts with high ceilings and expansive glazing to enhance natural light and ventilation.&nbsp;

A warm, neutral palette ties together stone benchtops, brushed platinum accents, and sandstone-toned carpet, while large sliding doors connect living areas to generous outdoor spaces.&nbsp;

Kitchens are fitted with integrated Miele appliances, refined cabinetry and thoughtful storage, while bathrooms offer double vanities and oversized showers to balance function and comfort.

As part of the Sunshine Coast’s new CBD, residents will be within walking distance of local retail, dining and green space, with transport connections set to expand as the precinct grows. Once complete, Maroochydore City Centre is expected to deliver thousands of new homes as part of the region’s long-term housing strategy.

[smartcode_project_cta:default project_id=147777]

Second release at SOL by Walker expands residential offering in Maroochydore City Centre

<a href="https://www.apartments.com.au/developers/mirvac">Mirvac</a> has marked the topping out of Prince &amp; Parade in Brunswick, celebrating the completion of the building’s highest point and a major step forward for one of the developer’s landmark Melbourne communities.

The milestone forms part of Mirvac’s strong construction momentum across Victoria, with <a href="https://www.apartments.com.au/new-apartments/prince-parade-by-mirvac-brunswick-701-park-street-brunswick-vic-3056">Prince &amp; Parade</a> and The Albertine both recently reaching structural completion. Together, the two projects will deliver 265 new apartments, contributing to much-needed housing supply in Melbourne’s inner suburbs.

[smartcode_project:default project_id=4802 project_image_fid=3627]

Designed in collaboration with <a href="https://www.apartments.com.au/architects/bates-smart">Bates Smart</a>, Prince &amp; Parade continues a long-standing partnership that has delivered The Melburnian (2002) and The Eastbourne (2019).

The new <a href="https://www.apartments.com.au/developments/brunswick-vic-3056">Brunswick</a> address comprises a mix of one to four-bedroom residences complemented by extensive amenity, including a residents’ lounge, shared dining room and kitchen, library, yoga room, gym, and rooftop terrace, with landscaping by Jack Merlo and a concierge service.

Construction is rapidly transforming the site, with significant milestones achieved across two buildings, supported by 73 slab pours and six fully constructed building cores. Completion is expected in 2026.

[smartcode_project:default project_id=4802 project_image_fid=269383]

Mirvac’s General Manager, Residential Development Victoria, Elysa Anderson said Prince &amp; Parade has been strongly received by buyers seeking quality design and trusted delivery.

“These communities have been well received, attracting strong interest from downsizers and professionals who value high-quality design, premium locations and the confidence of buying with Mirvac,” Anderson said.

Prince &amp; Parade has also achieved a record-breaking apartment sale in Brunswick, underscoring its design quality and market appeal.

“We’re incredibly proud to see Prince &amp; Parade set a new benchmark for Brunswick. This <a href="https://www.apartments.com.au/news/vic/exclusive-mirvac-breaks-brunswick-record-with-prince-parade-sale">record-breaking sale</a> is a testament to Mirvac’s design excellence, quality craftsmanship, and our strong reputation for delivering high-quality residential communities across the country,” Anderson said.

[smartcode_project_cta:default project_id=4802]

Prince & Parade tops out in Brunswick as Mirvac marks dual Melbourne milestones

<a href="https://www.apartments.com.au/developers/mirvac">Mirvac</a> has celebrated the topping out of The Albertine, marking the completion of the 14-storey structure on the edge of Melbourne’s CBD and signalling strong progress across the developer’s Victorian pipeline.

The milestone forms part of Mirvac’s $7.4 billion Victorian development portfolio, which includes both residential and mixed-use projects such as Prince &amp; Parade in Brunswick, which also reached its highest point recently, and Trielle at Yarra’s Edge, scheduled to top out in early 2026

[smartcode_project:default project_id=138659 project_image_fid=294831]

<a href="https://www.apartments.com.au/new-apartments/the-albertine-by-mirvac-melbourne-31-queens-lane-melbourne-vic-3004">The Albertine</a> offers one to four-bedroom residences complemented by exclusive resident-only amenity, including The Circadian Club, a wellness centre with an indoor pool and spa, gym, yoga and Pilates studio, and sauna, as well as The Elysian Room, a private dining space on level 10 with sweeping views across Melbourne.

Since construction began in August last year, up to 240 workers have been on site daily, pouring 7,000 cubic metres of concrete across 72 pours and installing more than 1,000 tonnes of steel reinforcement to bring the project to this landmark moment.

[smartcode_project:default project_id=138659 project_image_fid=4353]

Mirvac’s CEO, Development – Residential and Commercial Mixed Use, Stuart Penklis said the achievement highlights Mirvac’s design quality and sustained delivery across Melbourne.

“We are proud to be delivering The Albertine and Prince &amp; Parade, two projects that embody Mirvac’s design excellence, commitment to quality, and focus on creating homes that connect people to their communities," Penklis said.

"With cranes rising high across Melbourne, Mirvac’s residential pipeline is moving strongly, and these milestones are a testament to that momentum."

[smartcode_project:default project_id=138659 project_image_fid=294826]

Penklis added that Mirvac’s growing portfolio demonstrates its commitment to providing diverse housing options across Victoria.

“We have recently opened our third build-to-rent community in Melbourne, LIV Albert at Brunswick, our fifth nationally, which together with our master-planned communities ensures that we are providing a full spectrum of housing options to Victorians.

Completion of The Albertine is expected in 2026.

[smartcode_project_cta:default project_id=138659]

The Albertine reaches its highest point on Melbourne’s city fringe

Public Transport

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The first tracks have been laid on the City &amp; Southwest Metro, Australia's biggest public transport infrastructure project.

Premier Gladys Berejiklian said extending Sydney Metro from the north west into the city and Bankstown will forever change how we get around Sydney and will create vital jobs.

“The construction of this mega project couldn’t come at a more important time for our State. Metro forms a key part of the Government’s record $107 billion infrastructure pipeline, which will be a major jobs creator during our COVID-19 recovery. More than 5000 people are currently working across the City &amp; Southwest Metro project and, by the time the project opens, around 50,000 people will have worked on it,” she said.

Minister for Transport and Roads Andrew Constance said Sydney will have 31 Metro railway stations and a 66 kilometre standalone Metro railway system in 2024.

Systems Connect, a joint venture between CPB Contractors and UGL, is designing and converting the excavated tunnels into a working railway, including distributing and laying the rail tracks along the tunnels.

The company is also expanding the Sydney Metro Trains Facility at Rouse Hill, building a new facility at Marrickville and installing the power systems for the Sydney Metro extension.

Metro trains will start running through the tunnels in 2024, extending from the North West Metro, into the city and beyond to Bankstown.

New stations will be delivered at Crows Nest, Victoria Cross, Barangaroo, Martin Place, Pitt Street and Waterloo, along with new underground platforms at Central Station.
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The first tracks have been laid on the City & Southwest Metro, Australia's biggest public transport infrastructure project

urban.com.au

First tracks laid in Australia's biggest public transport infrastructure project

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GUEST INSIGHTS

The commuter's paradox: there's something to gain in the space between home and work

Academics <a href="https://theconversation.com/profiles/meg-elkins-427201">Meg Elkins</a> and <a href="https://theconversation.com/profiles/robert-hoffmann-219366">Robert Hoffmann</a> found for many of us, one of the upsides of 2020 was being freed from the grind of the daily commute.

For the <a href="https://theconversation.com/teleworkability-in-australia-41-of-full-time-and-35-of-part-time-jobs-can-be-done-from-home-140723">40% of the workforce able to “telecommute</a>”, COVID-19 social distancing measures saved us an average of <a href="https://theconversation.com/australian-city-workers-average-commute-has-blown-out-to-66-minutes-a-day-how-does-yours-compare-120598">about an hour a day</a> – and much more for those of us living in the outer suburbs of cities.

Studies show <a href="https://www.aeaweb.org/articles?id=10.1257%2F089533006776526030&amp;source=post_page">the morning commute</a> is the least favourite part of the day, and the commute home the third-least favourite (working is the second-least favourite).

Congestion, crowding and unpredictability increase stress and dissatisfaction. The longer it takes, and the more we have to do in the company of others, the more <a href="https://www.tandfonline.com/doi/full/10.1080/01441647.2019.1649317">we dislike it</a>.

But it’s also possible to miss aspects of that enforced time between work and home. For all its downsides, the daily commute does have some positives, acting as both a starter button and circuit breaker to differentiate work from home life.

As life returns to “normal” and employers ask us to return to the workplace, thinking consciously about those benefits can help make the most of your commute.

A commuting constant

Though we think of commuting as a modern phenomenon, spending time getting to and from work is as old as humanity. Hunting and gathering (going back 200,000 years), farming (about 10,000 years), and living in cities (about 5,000 years) all involved leaving and returning home. These routines seem to have ingrained in us an idea of acceptable travel times.

In 1994 an Italian physicist, Cesare Marchetti, wrote a paper, <a href="https://www.cesaremarchetti.org/archive/electronic/basic_instincts.pdf">Anthropological Invariants in Travel Behaviour</a>, on the “quintessential unity of travelling instincts around the world, above culture, race and religion”.

Drawing on the work of Israeli transport analyst Yacov Zahavi, Marchetti proposed humans had always been willing to spend about an hour a day travelling from and to home.

This idea of commuting time being 30 minutes each way has become known as Marchetti’s Constant. <a href="https://link.springer.com/article/10.1023/A:1010366321778">In a 2001 paper</a>, travel researchers Lothlorien Redmond and Patricia Mokhtarian found most people’s ideal commute time was, in fact, less – an average of 16 minutes – but their results also confirmed the dislike of any commute longer than 35 minutes.

A psychological buffer

The longer the commute times, the more <a href="https://www.propertyobserver.com.au/https://www.jstor.org/stable/25195346?seq=1">stressed and dissatisfied</a> we feel.

Yet without time between home and work, there’s also a downside. As Marchetti wrote: “Even people in prison for a life sentence, having nothing to do and nowhere to go, walk around for one hour a day, in the open.”

Commuting can be a ritual that helps us psychologically separate home life and work – switching off from personal concerns in the morning, and then detaching from work worries in the evening. A huge body of research over the past four decades show this “<a href="https://pdfs.semanticscholar.org/6d7e/066e2560942e54b68126cde36981e0a4ec9b.pdf">psychological distance</a>” is crucial to well-being.\

Research also shows that switching from our <a href="https://www.propertyobserver.com.au/https://doi.org/10.1177/036168430903300303">home to work “identities”</a> carries cognitive demands. A buffer between the two can help make this transition.

It is possible to achieve this psychological distancing without a commute, of course – by going for a morning walk and changing into work clothes – but the demands of both family and work responsibilities often mean we don’t make that time.

Making the most of your commute

So we shouldn’t necessarily spurn the return to the daily commute. Yes, there are downsides, but being conscious of the psychological benefits enables you to maximise its benefits.

Rather than thinking of it as dead time, think of it as “me” time.

In the morning, use your commute to plan your day. Research has found <a href="https://pubsonline.informs.org/doi/abs/10.1287/orsc.2020.1370">this increases satisfaction at work</a> and makes longer commutes more palatable. Maintaining <a href="https://hbr.org/2017/05/reclaim-your-commute?utm_source=zapier.com&amp;utm_medium=referral&amp;utm_campaign=zapier">small routines</a> on the way has also been found to help.

In the evening, use the time to unwind with pleasurable activities such as reading, playing mobile games, calling a friend or family member, listening to music or a podcast. These are activities you won’t necessarily have time for once you get home.

Doing nothing is good too. Many of us have little time for idle thoughts. Here’s a chance to let your mind wander. <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC4711352/">Free thought time</a> helps to solve problems and inspire creativity.

And, of course, switch to walking or cycling if you can. Along with the “alone” time it gives you, physical activity is strongly associated with <a href="https://www.sciencedirect.com/science/article/pii/S2214367X17301527?casa_token=5Ip4F4cfTp4AAAAA:9KlCbm2Xwl_MrN5eJEhWQm5OSISOCMCr8uXw6BfnHZu4jaM3ZivUvnIEj162HmgUlgQ3KyEzrw">higher overall happiness</a>.

You can’t necessarily control the amount of time you spend commuting, but you can control what you get out of it.<img alt="The Conversation" edceja="" ewwhlmcbx="" height="1" or="" qalukrwlr="" rgdwemapd="" src="https://counter.theconversation.com/content/152887/count.gif?distributor=republish-lightbox-basic" width="1">

<a href="https://theconversation.com/profiles/meg-elkins-427201">Meg Elkins</a>, Senior Lecturer with School of Economics, Finance and Marketing, <a href="https://theconversation.com/institutions/rmit-university-1063">RMIT University</a> and <a href="https://theconversation.com/profiles/robert-hoffmann-219366">Robert Hoffmann</a>, Professor of Economics and Chair of Behavioural Business Lab, <a href="https://theconversation.com/institutions/rmit-university-1063">RMIT University</a>

This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/the-commuters-paradox-theres-something-to-gain-in-the-space-between-home-and-work-152887">original article</a>.
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You can’t necessarily control the amount of time you spend commuting, but you can control what you get out of it

The commuter’s paradox, what Australians gain and lose commuting

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EXPERT OBSERVER
No matter who wins Saturday’s federal election, you can expect to see more cranes on the skyline and hi-viz vests on the roadside. Both major parties are promising to spend big on transport infrastructure: A$42 billion for the Coalition and A$49 billion for Labor. However, many of the favoured projects are unlikely to be completed for years or even decades to come.
What’s being promised, and where?
The types of project each party is promising reflect a now-familiar pattern seen in the recent <a href="https://theconversation.com/how-much-will-voters-pay-for-an-early-christmas-eight-charts-that-explain-victorias-transport-election-106782" target="_blank">Victorian</a> and <a href="https://theconversation.com/how-the-nsw-election-promises-on-transport-add-up-112531" target="_blank">New South Wales</a> elections. The Coalition will outspend Labor on roads; Labor will outspend the Coalition on public transport.
<a href="https://images.theconversation.com/files/274293/original/file-20190514-60554-if4z2a.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/274293/original/file-20190514-60554-if4z2a.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a> Author provided
There’s also a story in the details of where the parties are promising to spend. In Victoria, where the Coalition suffered heavy losses in last October’s state election, <a href="https://www.theage.com.au/federal-election-2019/some-seats-are-better-than-others-coalition-sandbagging-key-electorates-with-taxpayer-funds-20190501-p51j6b" target="_blank">the federal Coalition has been busy “sandbagging”</a> key seats. Until last weekend, the Coalition had been promising much more than Labor.
Announcements on Sunday changed all that. While the Coalition <a href="https://www.theaustralian.com.au/nation/4bn-bid-to-unlock-road-link-box/news-story/1c4254f3a80bc85dc11e068b9bff62a9" target="_blank">upped its commitment to the East West Link to A$4 billion</a>, this was dwarfed by Labor’s <a href="https://www.propertyobserver.com.au/https://www.abc.net.au/news/2019-05-12/shorten-morrison-pledge-cash-for-melbourne-infrastructure/11105094" target="_blank">A$10 billion pledge for the Suburban Rail Loop</a>. Victoria now stands as the key battleground for transport promises.
Labor is also writing bigger cheques than the Coalition in Queensland, where it <a href="https://www.propertyobserver.com.au/https://www.abc.net.au/news/2019-04-12/federal-election-queensland-battleground/10975570" target="_blank">hopes to make big gains</a>.
<a href="https://images.theconversation.com/files/274294/original/file-20190514-60549-1rw76kx.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/274294/original/file-20190514-60549-1rw76kx.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a> Author provided
<h2>There’s some agreement on the big stuff</h2>
Despite their different ideologies and at-risk electorates, there is still much common ground between the parties. Almost one in three of the projects and funding packages that have attracted promises of at least A$50 million are backed by both the Coalition and Labor. Each party has promised almost A$24 billion for these “bilateral” projects – that’s more than half of the Coalition’s total promised transport infrastructure spending and almost half of Labor’s.
The parties are more likely to agree on big projects than small. Bilateral commitments make up almost half of all promises worth at least A$500 million, but less than a third of those below that threshold. For the very largest projects, the level of agreement is somewhere in between – the Coalition and Labor agree on four of the 11 projects attracting commitments of more than A$1 billion.
<a href="https://images.theconversation.com/files/274295/original/file-20190514-60560-esgadm.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/274295/original/file-20190514-60560-esgadm.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a> Author provided
<div data-react-class="Tweet" data-react-props='{"tweetId":"1044051590867378178"}'> </div>
<h2>But voters are forced to make risky choices, again</h2>
With so much cash on the table, will these vast riches be spent on the right things?
More money for roads and public transport probably sounds fine to most Australians, whether they’re navigating potholed rural roads, stuck behind trucks on regional highways, drumming the steering wheel in clogged city streets, or calling in late on delayed suburban trains.
But are the projects of national significance and therefore worthy of Commonwealth attention? And can they be relied on to return a benefit larger than their cost?
For too many projects, the answers are no and no. Infrastructure Australia (IA) publishes a <a href="https://www.infrastructureaustralia.gov.au/projects/infrastructure-priority-list.aspx" target="_blank">list of national priorities</a> and evaluates business cases for projects that are “<a href="https://www.infrastructureaustralia.gov.au/about/files/IA-Statement-of-Intent-2017-19.pdf" target="_blank">nationally significant or where Commonwealth funding of A$100 million or more is sought</a>”. Most of the commitments above A$100 million in this campaign do not have IA-approved business cases.
Some projects are under evaluation, such as a new bridge in Nowra on the NSW south coast, but the two parties should have waited for IA’s assessment before committing.
Worse still, many promised projects are not even on the national priority list.
<a href="https://images.theconversation.com/files/274296/original/file-20190514-60541-bw6rss.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/274296/original/file-20190514-60541-bw6rss.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a> Author provided
For projects attracting commitments of less than A$100 million, most are best left to state governments. The Commonwealth should stick to projects that are important to more than one state or are particularly important to the national economy.
Fixing <a href="https://www.barossaherald.com.au/story/5990686/budget-48-million-roundabout-at-kroemers-crossing/" target="_blank">regional</a> and <a href="https://anthonyalbanese.com.au/media-release-labor-will-fix-one-of-adelaides-worst-intersections-saturday-9-march-2019" target="_blank">suburban intersections</a> is important, but it’s hardly of national significance. When federal parties get involved, it starts to smell like pork-barrelling.
Some promises are inexcusable
Throwing taxpayer money at boondoggles is poor governance. Far worse is flagrantly ignoring independent advice and burning cash on projects that we know don’t stack up. Before the 2016 federal election, Grattan Institute reported on the <a href="https://theconversation.com/election-2016-will-the-infrastructure-promises-meet-australias-needs-61140" target="_blank">outrageous Princes Highway duplication between Winchelsea and Colac</a> in Victoria’s Western District. The Coalition promised this project even though IA determined that it would return only eight cents of value for every dollar spent.
Three years on, lessons still need to be learnt. Labor has committed A$50 million this election to the <a href="https://www.macarthuradvertiser.com.au/story/6092086/labor-pledges-50-million-to-finish-maldon-dombarton-rail-link-project/" target="_blank">Maldon-Dombarton rail link</a> in NSW’s Illawarra region. This <a href="https://www.infrastructureaustralia.gov.au/projects/files/Maldon-to-Dombarton-summary.pdf" target="_blank">A$806 million project got the thumbs-down</a> in 2017 from IA, which stated that “the project would not justify its costs and would impose a net cost on the Australian economy”.
In exceptional cases, governments may want to fund projects with costs outweighing benefits on equity grounds, <a href="https://grattan.edu.au/wp-content/uploads/2019/04/916-Commonwealth-Orange-Book-2019.pdf#page=63" target="_blank">such as to provide a minimum level of service for rural communities</a>. It is hard to make that case for a commercial freight rail link.
Every dud project built cannibalises a worthy one. Our politicians should stop donning hardhats and promising infrastructure before they’ve done their homework.<img src="https://counter.theconversation.com/content/115138/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important; text-shadow: none !important;">
<a href="https://theconversation.com/profiles/greg-moran-431402" target="_blank">Greg Moran</a>, Senior Associate, <a href="http://theconversation.com/institutions/grattan-institute-1168" target="_blank">Grattan Institute</a> and <a href="https://theconversation.com/profiles/james-ha-596825" target="_blank">James Ha</a>, Graduate Associate, <a href="http://theconversation.com/institutions/grattan-institute-1168" target="_blank">Grattan Institute</a>
This article is republished from <a href="http://theconversation.com" target="_blank">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/transport-promises-for-election-2019-the-good-the-bad-and-the-downright-ugly-115138" target="_blank">original article</a>.
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jrobinson-rf4aSBido9

Transport promises for election 2019: the good, the bad and the downright ugly

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The NSW Government has today released its plan to provide a COVID-safe transport network.
Premier Gladys Berejiklian said as restrictions are eased and people travel more, we need to ensure physical distancing is maintained across our public transport network.
Minister for Transport and Roads Andrew Constance said for the foreseeable future, the public transport system could not run as usual, and the current low patronage levels were already close to the safe capacity in the peak.
“Everyone will need to maintain physical distancing during this pandemic,” Mr Constance said.
“That means if you are not already using public transport during the peak times, please do not use public transport during peak periods.”
The NSW Government’s COVIDSafe Transport Plan includes:
1. Avoiding peak travel: If you are not already using public transport in the peak, please do NOT use public transport in the peak. Services are already close to capacity to allow for distancing at these times. Off peak times are between 10am and 2pm;
2. Deep cleaning and more hand sanitisers: Intense and ongoing cleaning will occur throughout the transport network and there will be a continued rollout of hand sanitiser at key transport hubs, including at high demand stations;
3. Boosting parking: Special event-style parking arrangements will be in place at Moore Park for people who are able to drive to work. Other locations will be rolled out soon. In addition car park operators will be offering special deals for all day parking;
4. More cycling and walking options: The Government is working with councils on establishing pop-up cycleways and enhancing pedestrian access to allow more people to find alternative routes to work;
5. Physical distancing - ‘No dot, no spot’: Distinctive green dots will be used on trains, buses and ferries to show passengers the safest places to sit and stand. A ‘No dot, no spot’ will see passengers asked to wait for the next service. School children will be given priority access;
6. More data: Customers to be given real time information through Apps, social media and Transport Info to see which services have space available to maintain physical distancing; and
7. More services: Changes will be considered to increase services eg; more ferries, water taxis and private vehicle passenger services on the water.
Minister for Transport and Roads Andrew Constance said cleaning continues to be ramped up, with an extra 132,000 hours of cleaning since March.
“The network has never been cleaner, however to maintain physical distancing you will continue to see fewer people on our network and we want people to continue to drive, cycle and walk whenever they can,” Mr Constance said.
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j.ballantyne1990-6AQqhLzZaK

NSW Government released plan for COVID-safe public transport

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It comes as no surprise that <a href="https://www.walkscore.com/AU-NSW/Sydney" target="_blank">Walk Score's list</a> rates Sydney as the most walkable large city in Australia. 
The waterfront city has also been deemed <a href="https://images.arcadis.com/media/0/C/0/%7B0C0BECF6-FA5B-49B2-B332-900D50833DEE%7DAAP_MOBILITY%20INDEX_spread.pdf?_ga=2.141593266.1201163471.1579477286-416334874.1579477286" target="_blank">the second most transit-friendly</a> in the country behind Brisbane and in-front of Melbourne. Sydney provides a wide range of transport with ferries, trains, metro and the recently welcomed light rail amongst the many options available. 
Opportunities to cycle have also risen as the city's biking infrastructure has improved in recent years. Significantly more councils have bike lanes with <a href="https://www.cityofsydney.nsw.gov.au/explore/getting-around/cycling/dockless-bike-sharing" target="_blank">stationless shared bikes</a> located and accessible across the city.
<a href="https://mobike.com/au/download" target="_blank">Mobike</a> and <a href="https://www.li.me/en-us/home">LimeBike</a> operate in multiple suburbs and can be tracked and paid on their website and app. LimeBike have, since late 2018, provided <a href="https://www.li.me/electric-assist-bike" target="_blank">electric assisted bikes</a> which has helped encourage more users. 
Sydney is also diverse, home to nearly 200 nationalities, and offers a unique cultural experience with its range of cuisine, museums, galleries, and beaches. 
These are all of metrics Walk Score takes into account when deciding the rankings for each of Sydney's neighbourhoods. Without further ado, here are the <a href="https://www.walkscore.com/AU-NSW/Sydney" target="_blank">top neighbourhoods</a>. 
<h2>1. Haymarket </h2>
Walk Score: 99 | Population: 5,365
"Haymarket is a Walker's Paradise", states Walk Score. "Daily errands do not require a car in Haymarket Sydney." 
Adjacent to Darling Harbour, Haymarket includes much of Sydney's Chinatown, Thaitown and Railway Square localities. 
<img src="https://res.cloudinary.com/dz9xllyip/image/fetch/c_scale,w_580,q_auto:good/https://s3-ap-southeast-2.amazonaws.com/po.images/2020/1/20/1_HAYMARKET%20PADDYS.jpg" alt="" width="557" height="338">
Amongst the neighbourhood's many perks, the proximity of restaurants, bars and coffee shops is highly regarded. There are about eight restaurants, bars and coffee shops, and people in the area can walk to an average of two restaurants, bars and coffee shops in five minutes. 
<img src="https://res.cloudinary.com/dz9xllyip/image/fetch/c_scale,w_580,q_auto:good/https://s3-ap-southeast-2.amazonaws.com/po.images/2020/1/20/2_Haymarket.jpg" alt="" width="557" height="338">
Source: WalkScore 
<h2>2. The Rocks </h2>
Walk Score: 98 | Population: 683
This neighbourhood of historic laneways in the shadow of Sydney Harbour Bridge, has a diverse cluster of people. Interaction mainly takes place at the open-air Rocks Market where street food and handmade items are sold. 
<img src="https://res.cloudinary.com/dz9xllyip/image/fetch/c_scale,w_580,q_auto:good/https://s3-ap-southeast-2.amazonaws.com/po.images/2020/1/20/2_THE%20ROCKS%20MARKET.jpg" alt="" width="553" height="336">
Source: <a href="https://www.timeout.com/sydney/things-to-do/the-rocks-night-markets" target="_blank">TimeOut</a>
The Rocks is home to Sydney's oldest pubs and many upscale harbour-view restaurants. 
This hub of culture is an urban stage of buskers who perform live along the harbour front promenade. The Museum of Contemporary Art offers local and international exhibits. 
<img src="https://res.cloudinary.com/dz9xllyip/image/fetch/c_scale,w_580,q_auto:good/https://s3-ap-southeast-2.amazonaws.com/po.images/2020/1/20/2_Rocks.jpg" alt="" width="555" height="337"> 
Source: WalkScore 
 
<h2>3. Sydney </h2>
Walk Score: 98 | Population: 14,287
<img src="https://res.cloudinary.com/dz9xllyip/image/fetch/c_scale,w_580,q_auto:good/https://s3-ap-southeast-2.amazonaws.com/po.images/2020/1/20/3_Sydney.jpg" alt="" width="550" height="334">
Source: WalkScore 
 
<h2>4. Ultimo</h2>
Walk Score: 98 | Population: 7,106
Located in the inner-city suburb of Sydney, Ultimo is only 2 km south-west of CBD. Broadway is amongst the many attractions of the neighbourhood as well as a range of heritage listed buildings. 
The corporate headquarters and Sydney studios of the Australian Broadcasting Corporation (ABC) are located in Ultimo Centre which houses an auditorium and recording stood. TCS, NITV and Aurora are also located at Ultimo Centre. 
<img src="https://www.urban.com.au/images/2020/1/20/3_Ultimo.png" alt="" width="552" height="335">
Source: WalkScore 
 
<h2>5. Surry Hills </h2>
Walk Score: 97 | Population: 15,379
A constantly evolving area, Surry Hills is notorious for its in-trend scene and cafe culture.
Hip coffee joints, fashion boutiques and global eateries can be found in terraced houses on Crown and Cleveland streets.
<img src="https://res.cloudinary.com/dz9xllyip/image/fetch/c_scale,w_580,q_auto:good/https://s3-ap-southeast-2.amazonaws.com/po.images/2020/1/20/4_SURRY%20HILLS%20CAT%20WALL.jpg" alt="" width="552" height="335">
Source: <a href="https://www.piqsels.com" target="_blank">Surry Hills Cat Wall</a>
This trendy neighbourhood is home to pubs, wine bars, galleries and the Surry Hills Library. 
There is a Surry Hills Market held once a month where street food and vintage goods can be found. 
 
<img src="https://res.cloudinary.com/dz9xllyip/image/fetch/c_scale,w_580,q_auto:good/https://s3-ap-southeast-2.amazonaws.com/po.images/2020/1/20/4_Surrey%20Hills.jpg" alt="" width="553" height="336">
Source: WalkScore 
 
<h2>6. Chippendale </h2>
Walk Score: 97 | Population: 4,069
<img src="https://res.cloudinary.com/dz9xllyip/image/fetch/c_scale,w_580,q_auto:good/https://s3-ap-southeast-2.amazonaws.com/po.images/2020/1/20/6_Chippendale.jpg" alt="" width="545" height="331">
Source: WalkScore 
 
Following shortly behind are the following:
<h2>7. Millers Point </h2>
Walk Score: 96 | Population: 1,742
<h2>8. Darlinghurst </h2>
Walk Score: 96 | Population: 10,096
<h2>9. Newtown</h2>
Walk Score: 95 | 14,142
<h2>10. Rushcutters Bay </h2>
Walk Score: 94 | Population: 2,378
 
 
 
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Sydney's most walkable neighbourhoods

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As Australian cities grow larger – and denser – pressure is increasing on public transport infrastructure to address congestion, meet new demand and ensure our cities capitalise on the benefits of population growth.
Transport planners are responding by providing personalised journeys, incorporating ride-share services and partnering with the private sector to induce more people to take public transport and help governments make the most of existing transport assets.
Two key trends are influencing the way that public transport is being built, says Terry Lee-Williams, strategic transport advisor at engineering firm <a href="https://www.arup.com/" target="_blank">ARUP.</a>
The first is a recognition from planners and policymakers that public transport is a better investment in terms of driving economic growth than more highway capacity. This has led to an “explosion in investment” in heavy rail, high capacity bus, and tram and light rail services.
Secondly, there is a focus on personalisation, which is giving rise to mobility-as-a-service – the integration of various forms of transport services into a single mobility service accessible on demand, often via an app.
“How can you make the individual feel like their needs are being catered for?” Lee-Williams says. By encouraging people to make choices that are in the greater public and economic interest, rather than making choices which are solely about their comfort, which tend not to have the same economic benefit, he explains. Chief among these choices is the decision as to whether or not they drive their own car for a journey, instead of taking public or shared transport.
Planners in cities, including Helsinki, Stockholm, Vienna and Austin, are focused on mobility-as-a-service and how to make it work, with the dual purpose of providing convenience for citizens and, importantly, extending the life of transport assets.
Nudging people out of their cars is a central aim and on-demand services form an important part of public transport strategy, even for mass transit services. “With rail obviously that's a challenge, because a train carries between 800 and 2000 people depending on its size,” says Lee-Williams.
In Sydney, the solution is the new Metro rail service, which will ultimately connect the north-west region with the south-west via the CBD and will have trains arrive every four minutes. “If you have a train every four minutes, that's as close to on-demand as you ever need to get. Frequency is the substitute for personalised demand-driven service in the rail space,” Lee-Williams says.
On-demand services fill in the last mile
The Victorian government is building a similar metro system in Melbourne. <a href="https://bigbuild.vic.gov.au/projects/suburban-rail-loop" target="_blank">The Suburban Rail Loop</a> will be in addition to the existing ‘hub and spoke’ rail lines connecting the suburbs with the CBD – instead it links the city’s middle suburbs in a loop around the CBD.
Despite the interest in new public transport applications and infrastructure, Lee-Williams isn’t certain that investing in new transport applications makes good sense. “There's a lot of venture capital being burnt through off the back of people thinking that these are solutions, when they haven't defined what problem they are solving,” he says.
Uber, for instance, is burning through cash and is yet to turn a profit, despite its huge take up around the world and its disruption of the taxi and automotive sectors.
More opportunities come from the development of land that has been opened up to a larger population as a result of new mass-transit infrastructure, or from developing the land and airspace above a railway station, which is valuable real estate because of its convenience.
States including Queensland, Victoria and NSW are using the mobility-as-a-service model for on-demand public transport, which allows users to book a shared ride from their home or office or another location in a similar way that people book Uber. Unlike Uber, however, it operates in a specific geographic area and is designed to fill in gaps to work with the existing public transport services, as well as offer customers a better service.
In particular, passengers are provided with what’s known as a ‘last-mile’ service, where they are picked up from their homes, or another location, and dropped at a transport hub such as a train station or a bus stop from where they can use a mass-transit service. The idea is that the convenience will induce more people to leave the car at home and take public transport instead.
Seamlessly stitching ride share and mass transit together
In Sydney, private sector-owned Keolis Downer, GoGet cars and Transport for NSW have teamed up to trial on-demand services in two locations, known as <a href="https://www.keoride.com.au/" target="_blank">Keoride</a>.
In the Northern Beaches, Keoride provides first and last mile connections from Palm Beach to North Narrabeen to bus stops on the Northern Beaches B-Line using GoGet passenger cars. In Macquarie Park in the city’s northwest, Keoride operates a service to transport workers living within the Macquarie Park employment precinct using small vans and shuttles. 
These services help the existing public transport system do more with less, says Sue Wiblin, Manager of New Mobilities at Keolis Downer.
For instance, the service is flexible and adapts its itinerary in real-time, based on customer demand. The journey is more efficient and convenient for travellers.
“What that means for the public transport authority, is that you can build patronage in a way that you could never do with the old service. You’re creating more revenue, not only to your own demand leg but into your network generally,” says Wiblin.
The services – which commuters pay for the with same Opal card as they use for bus and rail travel – cost about the same as a bus or train fare and are subsidised by the government. Wiblin says all public transport services need some sort of subsidy and on-demand transport is no exception.
For instance, the Northern Beaches service operates with about the same sort of subsidy as a low-performing bus route would receive. “You can replace a low-frequency, low-performing bus route with an on-demand service for about the same price,” she says.
Additionally, such services can significantly increase patronage and thereby reduce the cost per passenger. They also help get more cars off the roads.
For customers, the ability to travel when and where they want is a big benefit. It contributes to changing the perception of public transport and encourages more people out of their cars. It also creates more social inclusion by helping people who might otherwise be stuck at home get out and about, says Wiblin.
Governments seek private sector involvement
Underpinning new transport systems globally will be developments in mobile phone apps, which seamlessly sew the various mass transit and ride-share transport legs together, allowing the consumer to automatically plan and pay for their trips.
“At the end of the day, it is all about convenience and being able to access different opportunities in the most convenient and cost-effective manner,” says Praveen Thakur, Lead Partner for InfraTech and Future Mobility at KPMG in Australia.
The apps incorporate both private and public sector transport legs and represent a coming together of the two previously separate parts of the transport infrastructure. “If having the private sector involved provides a better outcome for citizens, then that is a good approach for the public sector or the government to pursue,” says Thakur.
There’s also another advantage, says Thakur. The more public transport authorities can incorporate private transport, the more they are able to squeeze out of existing transport assets and the longer they can delay the cost of upgrading.
Transport for NSW is taking such an approach. By opening up its trip and scheduling data to the private sector, it’s giving developers the chance to provide new services. “We're trying to achieve better outcomes for customers, and really it's finding the right capability to be able to do that,” says Micah Starkis, Director of Open Data Apps and Innovation at Transport for NSW.
One recent success is the <a href="https://transportnsw.info/apps/tripview" target="_blank">TripView</a> app, which provides travellers with a range of trip-planning and timetabling services on their phones, including the ability to see how much space there will be on the next bus and the expected arrival time at their destination.
Data-sharing with the private sector is part of an increasing willingness of government transport operators to work with the private sector, both in the digital world and in incorporating private sector transport legs such as ride-shares into journeys.
The data also helps transport operators optimise the use of their networks to make them run more efficiently and respond to customer demands. “There's only so many cars that can fit on the road, and we’re continuously working on ways to optimise the network more effectively to manage the growing population,” says Starkis.
Ultimately, it’s about getting more people from A to B with mass public transport as the main pillar. “What we're really focusing on at the moment is delivering services that are more convenient, so customers have a viable alternative to taking single passenger car trips,” he says.
“With concepts like mobility as a service, if you can go to one app and just walk out the front door, it's suddenly more convenient to use your phone and an app than to walk to your garage and jump into your car.”
Christopher Niesche is a a business journalist and content producer.
This was first published on <a href="https://www.propertyobserver.com.au/https://westpaciq.westpac.com.au/Article/40076" target="_blank" data-auth="NotApplicable">Westpac IQ</a>
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Why public transport is getting personal: Christopher Niesche

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EXPERT OBSERVER
The Greater Sydney Commission’s new measurements across Greater Sydney demonstrate how the swing to public transport works best with more apartments.
The impressive document released today by the Greater Sydney Commission on measuring progress in Sydney’s growth demonstrates the important link between apartment numbers and public transport usage.” says Urban Taskforce CEO Chris Johnson. 
The GSC report indicates that the Eastern City has 49 percent apartments and that 50 percent of travel to work in the Eastern City is by public transport. With half the population living in urban density it is clear that a similar percentage use public transport. The South District has 19 percent apartments and has about 10 percent of travel to work by public transport.
As Sydney grows the roll out of metro rail systems are likely to see taller apartment buildings clustered around the stations. The Greater Sydney Commission has an important role to ensure that appropriate levels of density occur around public transport initiatives.
The GSC document ‘The Pulse of Greater Sydney’ contains many important measures that willinfluence the growth of Greater Sydney. These include tree canopy cover, where the Northern District is stated to have 40 percent tree canopy cover but a close look at the map indicates that most of this is due to the large areas of National Parks that extend up to the Hawkesbury
River. Eastern Sydney by comparison has only 15 percent tree canopy coverage, as it does not include any National Parks. It would seem that National Parks on the edge of built up areasshould not be included in tree canopy measures.
The Pulse of Sydney is a good initiative by the Greater Sydney Commission, but it is important that targets be developed to ensure that Sydney grows in a sustainable and affordable way, and that people can live in the types of residential accommodation that suits them, in locations that they desire.
CHRIS JOHNSON is the Urban Taskforce CEO
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cjohnson-8xfqfuuCSq

Greater Sydney demonstrates that public transport needs urban density: Chris Johnson

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Sydney's much anticipated light rail is finally in the testing stage, with the next target having the trams open to customers before the end of the year.
They ran the vehicles <a href="https://www.dropbox.com/sh/ndvqzedmnzatjek/AAAxdkA2RPyM6MQAdEfofGi7a?dl=0&amp;preview=SH_daytestingV4.mp4" target="_blank">through Surry Hills</a> and <a href="https://www.dropbox.com/sh/d7duz1sxasi8n39/AADLYh4snS04qnfXSAFpQ4c1a?dl=0&amp;preview=20190624+-+SLR_CBD-SOUTH_FIRST+TRAM+NIGHT-TEST_VIDEO+1080+V1(1).mp4" target="_blank">up George Street</a>.
New trams hold up to 450 passengers, the equivalent of up to nine standard buses. 
This means the new light rail network will have the initial capacity to move up to 13,500 commuters per hour during peak times (7am – 7pm).
Premier Gladys Berejikilian and Minister for Transport Andrew Constance recently inspected a new light rail vehicle parked outside Town Hall for the first time.
“It is great to see light rail back on George Street and the progress which is being made on this gamechanging project,” Ms Berejiklian said.
“We can expect to see a lot more light rail vehicles making their way through the CBD from now on.
“Day testing is underway between Randwick and Central. It will be extended to Town Hall soon and the vehicles will reach Circular Quay within months.
<img src="https://res.cloudinary.com/dz9xllyip/image/fetch/c_scale,w_580,q_auto:good/https://s3-ap-southeast-2.amazonaws.com/po.images/2019/7/3/Sydney%20light%20rail%20Surry%20Hills%20testing.jpg" alt="">
“When it opens the line will deliver high capacity services from the heart of the city to Moore Park, Randwick Racecourse and the University of NSW.”
Constance said with testing becoming more frequent the NSW Government has today launched the new “Heads Up, Play it Safe around Light Rail” safety campaign.
“We remind the community to be aware of the changed environment and keep their “Heads Up” around the light rail,” Mr Constance said.
“Trams are quieter than people expect and cannot stop easily or quickly.
“We need pedestrians to look up from their phones and for cyclists and drivers to be aware and remember that tracks are for trams.”
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Light rail testing commences across Sydney

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GUEST OBSERVATION
Train riders have to get to stations somehow. This is often referred to as the “first mile” or “last mile” problem. There are many technical solutions to help travellers get from home to the station and back, ranging from cars to electronic scooters, but most people use a much older technology, their feet, to get from A to B. What is seldom considered is access to the train platform itself.
Stations are not points but places. They occupy a large area. A person walking at average speed takes about two minutes to walk from one end of a full-length eight-car train to the other.
Often platforms have a single access point on one side of the station, which makes it more difficult for people on the other side of the station to get to the platform. Passengers may need to almost circumnavigate the station to get to the platform. At an average walking speed, the extra distance they must backtrack adds up to six minutes per trip each way, <a href="https://www.propertyobserver.com.au/http://hdl.handle.net/2123/20286" target="_blank">our research</a> has found.
Imagine being so unlucky to have an extra 12 minutes of travel time every day if you take the train. You might be tempted to drive instead.
<a href="https://images.theconversation.com/files/271648/original/file-20190430-194623-13icbq0.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/271648/original/file-20190430-194623-13icbq0.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a>
In a worst-case scenario, traveller lives west of the station with an east platform and works east of a station with a west platform, adding six minutes of travel each way, 12 minutes per day. Author provided
The table below shows the extra travel time in minutes depending on platform locations and access points for a traveller’s origin and destination. The average time for such a one-sided configuration of train stations is 3.25 minutes each way.
<a href="https://images.theconversation.com/files/271671/original/file-20190430-194616-1d5h24k.PNG?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/271671/original/file-20190430-194616-1d5h24k.PNG?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a>
Travel times in minutes depending on access to platforms at stations used to get to work and home. Author provided
While this example is hypothetical, it is drawn from experience in Sydney, where 44 of 178 train stations have only a single side entrance.
So what impact will a second entrance have?
We examined those stations and access to their platforms: how many people lived within 5, 10 and 15 minutes of the station platform, considering actual entrance location, and how many jobs were within 5, 10 and 15 minutes of the platform. Using existing ridership data from Opal cards, we estimated a model that related the passenger entry and exit flows at each station to that station’s accessibility.
<a href="https://images.theconversation.com/files/271654/original/file-20190430-194620-1mn9wyq.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/271654/original/file-20190430-194620-1mn9wyq.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a>
Accessibility at train stations across Sydney. Author provided
We sketched a second entrance at those 44 stations and measured accessibility again. It’s now higher, as having two entrances instead of one means more people can reach the platform in the same time. We then estimated the increase in ridership from the model due to the improved accessibility, assuming no change in population or employment.
Over all 44 stations, total morning peak period entries increased by 5%. But some stations benefit a lot, and others not at all, so prioritisation of investments matters.
It will be no surprise to locals that Erskineville station comes out on top with a nearly 35% increase. While many of the new apartment-dwelling residents west of the station make the extra hike every day, even more would catch the train if there were a convenient entrance.
Other top 10 stations include: Bankstown, Newtown, Villawood, Redfern, Burwood, Sydneham, Caringbah, Meadowbank and Penshurst. Planning is already under way to <a href="https://www.smh.com.au/national/nsw/redfern-station-on-track-for-new-lifts-as-part-of-100m-upgrade-20190226-p510ba">improve Redfern station</a>.
While this result considers existing development, adding a second entrance can make new transit-oriented development that much more valuable. This is because it will likely increase activity on the previously less accessible side of the station, as the example of Erskineville shows below.
<a href="https://images.theconversation.com/files/271652/original/file-20190430-194612-17wxfzk.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/271652/original/file-20190430-194612-17wxfzk.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a>
Author provided
Other considerations include accessibility for people who cannot use staircases, as many of the stations are older and will require lifts. The <a href="https://theconversation.com/500m-for-station-car-parks-other-transport-solutions-could-do-much-more-for-the-money-114908" target="_blank">prospects of park-and-ride lots</a>, the costs of construction, the presence of nearby stations, and site feasibility also play into final decisions.
Our formal findings and detailed methods are written up in this report: <a href="https://www.propertyobserver.com.au/http://hdl.handle.net/2123/20286" target="_blank">Catchment if you can: The effect of station entrance and exit locations on accessibility</a>.<img src="https://counter.theconversation.com/content/115222/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important; text-shadow: none !important;">
David Levinson, Professor of Transport, University of Sydney
Bahman Lahoorpoor, PhD Candidate, School of Civil Engineering, University of Sydney
This article is republished from <a href="http://theconversation.com" target="_blank">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/how-to-increase-train-use-by-up-to-35-with-one-simple-trick-115222" target="_blank">original article</a>.
Main photo: <a href="https://www.propertyobserver.com.au/https://twitter.com/multimodalism/status/1103401167244017665" target="_blank">Chris Standen, used with permission</a>, <a href="http://creativecommons.org/licenses/by-nc-nd/4.0/" target="_blank">CC BY-NC-ND</a>
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How to increase train use by up to 35% with one simple trick

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GUEST OBSERVATION
Looking past the hype about 'trackless trams'
CRRC’s version of theptically guided bus, now operating in Zhuzhou, is more like light rail than its predecessors. 
The optically guided bus is the latest in a long line of initiatives to repackage the bus as premium rail-derived technology. The name “trackless trams”, the vehicle design, and the modest deployment costs all have broad appeal. The concept has gained traction in Australia, with prominent advocates including <a href="https://theconversation.com/why-trackless-trams-are-ready-to-replace-light-rail-103690" target="_blank">Professor Peter Newman</a>.
Recognition of the role of upgraded buses and bus rapid transit is welcome. However, a certain level of dogma, fuelled by inflated claims about the technology and its potential, has taken hold.
This article aims to debunk some misconceptions.
Myth 1: It’s revolutionary technology
Optical guidance systems date back to the late 1980s and have had limited commercial success since the early 2000s. We count just three applications: in the French city <a href="https://en.wikipedia.org/wiki/Transport_Est-Ouest_Rouennais" target="_blank">Rouen</a>, <a href="https://es.wikipedia.org/wiki/TRAM_de_Castell%C3%B3n" target="_blank">Castellón</a> in Spain, and <a href="https://en.wikipedia.org/wiki/Metropolitan_Area_Express_(Las_Vegas)" target="_blank">Las Vegas</a> in the United States.
The mechanically guided bus remains the most popular — including <a href="https://en.wikipedia.org/wiki/O-Bahn_Busway" target="_blank">Adelaide’s O-Bahn-style</a> kerb-guided bus — and, to a more limited extent, rail guidance systems. Magnetic and wire guidance technologies have also been trialled to deliver the same benefits — including precision docking, lane assist, reduced road footprint and better ride quality — but at lower cost than physically guided systems due to the absence of continuous guidance infrastructure.
The systems in Rouen, Castellón and Las Vegas all use the French-developed <a href="http://citytransport.info/Buses03.htm" target="_blank">Visée (later renamed Optiguide)</a> “self-steering” optical guidance system.
This technology uses a roof-mounted camera to detect a “virtual rail” — twin dashed lines painted on a darker road surface. An on-board computer combines the image with the speed, yaw and wheel angle of the bus to determine the path to be followed and steers the vehicle.
In partnership with Renault, the Civis guided bus concept was developed into a transport system using <a href="https://fr.wikipedia.org/wiki/Irisbus_Agora" target="_blank">Irisbus Agora</a> articulated buses fitted with the optical guidance system.
The present incarnation is admittedly a more advanced deployment of optical guidance technology. Chinese company <a href="http://www.crrcgc.cc/g5141.aspx" target="_blank">CRRC</a> has used high-speed rail technology to develop what it calls autonomous rail rapid transit, or ART.
The system is more like light rail than its predecessors. The vehicles are larger (2.65m wide by 3.4m high) and can be made longer or shorter by adding or removing sections.
The electric vehicles use supercapacitor batteries mounted on the roof and charged at stations via an electric “umbrella”. <a href="https://en.wikipedia.org/wiki/Capa_vehicle" target="_blank">Supercapacitor technology</a> is not new, having been used in Shanghai, Nanjing, Guangzhou and Ningbo over the past decade.
A major advantage of the CRRC system is its multi-axle hydraulic steering technology and bogie-like wheel arrangement, which has less overhang and thus requires less swept path clearance in turns. Each section of the 32m vehicle is around 10.5m long and the minimum turning radius is 15m.
<a href="http://www.crrcgc.cc/tabid/5122/sourceId/23683/infoid/286135/Default.aspx" target="_blank">According to CRRC</a>, the cost of deployment is between US$7 million and US$15 million per kilometre. That’s much less than the US$20 million to US$30 million for light rail, and US$70 million to US$150 million for metro. Each vehicle has a capital cost of about <a href="https://www.engineersgarage.com/blogs/china-unwraps-world-first-driverless-rail-transit-system-autonomous-technology" target="_blank">US$2.2 million</a>.
<a href="https://images.theconversation.com/files/247147/original/file-20181126-149323-xpztz4.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/247147/original/file-20181126-149323-xpztz4.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a>
CRRC optically guided bus in Zhuzhou, China, a 3.2km system inaugurated in May 2018.
Myth 2: Optically guided buses have better ride quality
This is true up to a point. It has as much to do with traction technology, route alignment and driver behaviour as with optical guidance. Ride quality is a direct result of rubber versus steel traction. The <a href="https://en.wikipedia.org/wiki/Track_gauge" target="_blank">track gauge</a> and <a href="https://en.wikipedia.org/wiki/Axle_load" target="_blank">axle loads</a> also determine ride quality on a railway.
Another important factor is the alignment geometry. Light rail can handle only 4-6% gradients. Rubber-tyred traction can manage up to 9%. A higher-quality bus corridor with smoother gradients and curves will offer better ride quality.
Pavement quality is also important. We see an example of this in Melbourne’s Albert Park, where roads are built with high-specification concrete for the Australian Grand Prix.
The optically guided bus offers a much smoother ride, but this is mainly due to its advanced automation.
Existing buses can be “jerky”. This has a lot to do with buses getting more powerful (and lighter) over the years. An average bus engine generated 230 horsepower 20 years ago. Today this can be up to 330hp — that’s good for uphill climbs but also allows the driver to accelerate faster.
One suggestion is to apply an acceleration limiter. The need for harsh braking is also an issue, but this is related to the level of priority given to buses in traffic — such as at signals and in congested lanes — as well as driver training.
Myth 3: Optically guided buses are game-changing
The potential success of the technology is not related to whether the buses are optically guided or not, nor to any of the characteristics described above.
The sleek, rail-like appearance of these vehicles is certainly part of their appeal. Optically guided buses could challenge the idea that “buses are boring, and trains are sexy” and what we at ITLS describe as <a href="https://www.sciencedirect.com/science/article/pii/S0739885909800085" target="_blank">choice versus blind commitment</a> in the bus and rail debate. Rather than being emotionally fixated on technology, we should choose the mode best suited to a particular transport requirement.
Operating on the road, right of way remains the critical factor. What good is a “trackless tram” if it gets stuck in traffic? In car-dominated Australia, governments have struggled to reallocate road space away from inefficient private cars (which average just <a href="https://www.transport.nsw.gov.au/sites/default/files/media/documents/2017/HTS%20Report%20Sydney%202012-13.pdf" target="_blank">1.1 people per vehicle</a> for work commutes) to spatially efficient mass transit.
Bus priority typically arises from road widening, rather than any redesignation of road space. As long as this mentality holds, we will struggle to improve travel time by bus compared with car — which is the most important element for attracting users onto public transport.
If “trackless trams” can radically alter the political paradigm and garner community support for the sensible reallocation of road space and signal priority, that creates a huge opportunity for cost-effective deployment of high-quality mass transit.
<a href="https://www.sciencedirect.com/science/article/pii/S0739885914001024" target="_blank">ITLS research</a> has shown there is huge latent demand for public transport in the middle and outer suburbs of Australian capitals. The latest bus technology can be readily deployed along cross-town and orbital corridors now serviced by, for example, <a href="https://en.wikipedia.org/wiki/Metrobus_(Sydney)" target="_blank">Metrobus</a> in Sydney and <a href="https://en.wikipedia.org/wiki/SmartBus" target="_blank">SmartBus</a> in Melbourne.
Time will tell whether “trackless trams” can shift the conversation from the idea of permanent, fixed infrastructure synonymous with rail to the pressing issues of right-of-way quality and public transport priority.
The author thanks Graham Currie (ITS Monash), David Hensher (ITLS), Michael Apps (BIC), Lauran Huefner (BusSA), Stephen Rowe (Busways) and Darryl Mellish (BusNSW) for constructive feedback on an earlier version of this article.<img src="https://counter.theconversation.com/content/107092/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important; text-shadow: none !important;">
<a href="https://theconversation.com/profiles/yale-zhuxiao-wong-591775" target="_blank">Yale Zhuxiao Wong</a>, Doctoral Candidate and Research Analyst, Institute of Transport and Logistics Studies, <a href="http://theconversation.com/institutions/university-of-sydney-841" target="_blank">University of Sydney</a>
This article is republished from <a href="http://theconversation.com" target="_blank">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/looking-past-the-hype-about-trackless-trams-107092" target="_blank">original article</a>.
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