Sydney’s WestConnex road project has a surprisingly low ‘worst case’ cost estimate.
Our infrastructure systems should promise what is worth having, and then deliver what is promised.
The car-based logic of Melbourne’s 1969 transport plan has been deeply implanted into Victorians’ collective consciousness.
Most enlightened governments have realised the focus on private cars at the expense of active and public transport is not viable.
Road user pricing would encourage people to take non-essential trips at a different time, or not at all.
Charging people to drive has been the dream of policy wonks – serving politicians tend to see it as political poison. So when federal minister Paul Fletcher raises it, that's a step forward.
The budget doesn’t provide either the infrastructure investment or financing details needed to flesh out the Smart Cities Plan.
The budget paints a picture of higher debt, little relief for growing cities crying out for infrastructure investment, and no detail of how City Deals might work to fix this.
The report criticises the state’s failure to adequately integrate the planning of land use development and transport priorities, but falls into the same trap itself.
Infrastructure Australia's latest report is substantial but, critically, it fails to incorporate the transport thinking needed to develop more compact cities that work better for everyone.
According to all the data, urban car use has peaked, but official traffic modelling forecasts a remarkable reversal.
On average, people won't accept a commuting time of more than an hour. As cities grow ever bigger, new road projects can't achieve this, yet policymakers still rely on modelling that defies evidence.
A focus on freeways will drive Australia’s transport emissions up.
Leonard John Matthews
In last week’s election, the respective contenders to lead the nation offered contrasting views on the transport future. One opted to promote urban roads and the other, urban passenger rail. We chose roads…