Peak-time drivers to the CBDs of Sydney and Melbourne typically earn much more than the average worker.
Commuters who drive to and from the CBD typically earn much more than most. Concerns about the fairness of charging drivers who use these busy roads at peak times are overblown.
Parcel delivery vehicles makeup a small fraction of commercial traffic in our cities.
Parcel and courier delivery vehicles are often blamed for traffic congestion in our cities. But they're only a fraction of the traffic caused by tradespeople and other services.
A substantial building programme is needed to rearrange our cities to benefit all types of journeys – not just commutes.
Sydney has the longest average daily commuting time of 71 minutes, closely followed by Brisbane and Melbourne.
Average commuting times for Australians have increased by 23% in 15 years. And those with long commutes are less satisfied with their work, working hours, work-life balance and even pay.
Car parking occupies a large proportion of urban areas, and cities cannot keep sacrificing so much space to meet demand.
The global trend is to free up valuable city space by reducing parking and promoting other forms of transport that don't clog roads and pollute the air. Australian cities are still putting cars first.
VLocity trains run at speeds of up to 160km/h on four Victorian regional lines.
More than half a century after the first high-speed trains began running overseas, Australia is still waiting for the long-promised service. Right now, faster rail is a better short-term prospect.
Car parking is such a pervasive feature of our cities that we have become blind to how much space it takes up.
Australian cities have a glut of parking, even as politicians move to protect parking spaces or promise even more. There are better ways to keep congestion manageable and our cities liveable.
When political leaders swap suits for hi-viz vests the costs of the promises they make are high, and often not well justified.
The major parties are promising tens of billions of dollars in transport spending, but only a handful of projects are on Infrastructure Australia's national priority list with approved business cases.
When most inner-city apartment residents don’t use cars to get around, you can expect public transport to feel the impacts of new developments.
Traffic impact assessments required of major building developments mainly focus on the movement of cars, but these account for only 30-40% of trips by inner-city apartment dwellers.
Walking accounts for about 90% of all travel in Melbourne city centre, yet pedestrians are allocated only 24% of street space.
A newly released ten-year plan for Melbourne aims for fewer cars, safer streets and more shared spaces. A significant amount of parking and road space would be reallocated to walking and cycling.
Pedestrians walking along Bridge Street to Erskineville station in Sydney could take advantage of an extra southern entrance, as could many people now choosing not to catch the train.
Chris Standen, used with permission
In Sydney, 44 of 178 train stations have a single side entrance. It adds up to 12 minutes of daily travel time for people walking the long way to their platform. It's enough to make some drive instead.
Multiple forms of electric aircraft are being developed rapidly.
Some countries have already committed to using electric aircraft on domestic routes. These aircraft could slash costs and emissions on some of Australia's busiest flight routes.
With more than a million Australians using public transport to get to work each day, demand for car parking at the station is virtually insatiable.
The Commuter Car Park Fund announced in the budget sounds big, but is likely to create only around 30,000 extra spaces – a marginal benefit for Australia's 1.2 million daily public transport users.
Commuters at Epping train station board replacement buses during work on the line for the Sydney Metro, the biggest of all the promised projects.
The major parties are promising projects costing tens of billions of dollars, with a surprisingly large overlap between them. Yet only two have been endorsed by infrastructure authorities.
In rankings of Sydney railway stations with the most passengers and fastest growth, Bankstown line stations are way down the list.
Every major transport study since the 1970s has identified Sydney's western rail corridor as the priority for an upgrade. The latest patronage figures confirm that's where the need is greatest.
Vancouver used traffic congestion as a ‘stick’ and the SkyTrain as a ‘carrot’ in a strategy to discourage car use and make the city a better place to live.
Instead of spending ever more on roads, we can learn from Vancouver's use of congestion as a 'friend' in managing the development of transport networks and of the city itself.
CRRC’s version of the optically guided bus, now operating in Zhuzhou, is more like light rail than its predecessors.
The autonomous rail rapid transit (ART) system developed in China might make buses sexy, but the technology alone won't resolve the issues of road space and right of way in Australia.
Much of the public opposition to the WestConnex project is related to concerns about the impacts on health.
The health concerns that dominate public submissions to the parliamentary inquiry into WestConnex are a reminder that papering over such issues comes back to haunt governments.
Transport promises stretching as far as the eye can see: Victorian Labor’s big one is a $A50 billion suburban rail loop.
Whichever party wins, Victoria's new government will have promised the biggest transport infrastructure project in Australian history. So what are the promises and are they backed by proper assessment?
The Whim app seamlessly connects users to multiple transport modes in Helsinki – public transport, taxis, car rental and car/bicycle sharing.
Apps that seamlessly combine all our travel options could be the most significant transport innovation since the automobile, but early trials show government policy support is vital to make MaaS work.