In
todays Canberra Times, Simon Corbell, Minister for the Capital Metro Agency, has a
powerful defence of light rail in Canberra.
The CT also carries a story:
Light rail benefits more than just cost.
Rail network has proven its benefits worldwide
We are fortunate that Griffin provided us with a legacy of extreme
foresight; a planned city linked by 'rapid transit' – his own term –
with higher densities of retail, employment and development lining the
transport system. We have the wide avenues in place and the designs
drawn; the framework for a city wide tramway has been ready and waiting
for the past hundred years.
Unfortunately, until today we have ignored Griffin's
transport advice and plans. Politicians have debated the cost of
installing Griffin's railway and tramway system for one hundred years,
always deciding it was an unjustifiable cost until Canberra grew; we are
having the same conversations now. Canberra has grown, will continue to
grow and public transport investment is clearly imperative for the
success and sustainability of our city.
A recent article, one of the many by ill-informed 'experts'
advising that Canberra is making a mistake by investing in light rail,
said that "smart people learn from their mistakes, smarter people learn
from the mistakes of others". On this point, we agree. We do need to
learn from the mistakes of others and we do not need to look very far.
In the PricewaterhouseCoopers
Cities of Opportunity 2014
survey 30 cities were analysed across 10 indicators, Sydney's only
'low' grading was on transportation and infrastructure. And what is
Sydney's response? Investment in rail. The NSW government has signalled
its strong support for rail projects through the 2014 budget, with the
North West Rail link, South West Rail Link, $400 million for the
Parramatta Light Rail, $1.6 billion for the CBD and South East Light
Rail route and a further $2.8 billion for new state of the art intercity
trains.
The lesson to learn from our nearest city neighbour is that
congestion is a major social, economic and environmental issue that must
be solved. In the Territory, we have a choice: we can start addressing
transport issues now at a relatively low cost, or we can wait until
congestion, pollution and poor accessibility cripples our city and pay a
much higher price.
Congestion was costing the Territory $110 million a year back
in 2005, and is projected to increase by 82per cent to $200 million in
2020 (BTRE 2007). During peak travel times, road congestion already adds
approximately 15 minutes to the travel along the city to Gungahlin
corridor.
With a population set to almost double by 2050 and a car
dependency rate of more than 80 per cent, the costs of congestion will
only continue to increase. Introducing light rail is projected to halve
corridor congestion immediately, providing travel benefits to road users
and a frequent and reliable service for public transport users.
Without investment in light rail, Canberra's transportation
expenditure is heavily skewed to roads-only expenditure. The proposed
investment in light rail over the next four years compares with the
total cost of 'Roads and Sustainable Transport' between 2010 and 2014 of
$1.13 billion. On a like-for-like basis (in 2013-14), and acknowledging
their different funding sources, the capital delivery cost of the
proposed investment in light rail (excluding contingency and rolling
stock) is anticipated to be less than road investments in the Majura
Parkway plus Gungahlin Drive Extension. After decades of under
investment, with public transport infrastructure receiving less than an
estimated 10 per cent of the investment in road infrastructure
(estimated by TAMS, ACT government), it is time to restore the balance.
On the issue of balance, we need to discuss the benefits as
well as costs of light rail. The economic analysis of the light rail
projects – or the Benefit Cost Ratios (BCR) – was first developed back
in 2011 for the Infrastructure Australia submission on the City to
Gungahlin Transit Corridor. If we maintain the same land-use along the
corridor the BCR was estimated 1.02. If we increase residential and
commercial density along the rapid transit corridors (as suggested by
Griffin and set out in the Territory's Planning Strategy) the BCR is
2.34; to clarify that is a return of $2.34 on every dollar invested.
Compare this to the recently opened light rail extension to
Sydney's Dulwich Hill that was approved with a BCR of 1.0. The extension
was oversubscribed in its first week of operation and surrounding land
values increased significantly, the outcome is more investment by Sydney
in light rail.
Transport investment projects BCRs can vary significantly,
even for a single project depending on the options, assumptions and
impacts included. The Capital Metro Agency will make the latest BCR as
accurate as possible and it will inform the government's decision, but
let's ensure a BCR is used as a tool to guide decisions; not the panacea
to govern all decisions.
It is true that the benefit cost ratio for bus rapid was
higher than for light rail – but there are important benefits beyond
economic return that a BCR does not consider. And importantly in
Canberra's case, the light rail project Capital Metro is not just a
public transport project – it is the glue that holds together the city's
urban renewal plans.
Light rail has a proven ability to attract investment,
businesses and people. The land around light rail stops increases in
value due to the benefits associated with this mode of transport – this
is a researched and well evidenced phenomenon. In Curtin University
research on Perth's BRT, there was no evidence that buses have the same
economic effect. This can be explained by the perception that buses and
bus lanes are not seen as permanent fixtures; routes can change, lanes
can be reallocated back to normal traffic as soon as congestion creates
public pressure. Tracks in the ground are a permanent fixture that gives
investor confidence. Often commercial development happens before the
light rail is even open, like the Minneapolis-St Paul new 'green line'
light rail, where more than $1 billion was invested in projects along
the route before the trams even started running. More investment and
business in the city's core will be good for all of Canberra.
There is also the way that light rail can integrate with the
surrounding areas, a busway would need to have barriers and be
segregated, this would act as a divisive structure within the important
Northbourne Corridor, splitting communities and turning this important
gateway into a bus and car thoroughfare.
Light rail can blend with urban areas and bring communities
together as shown in Burke Street in Melbourne and throughout the cities
in Europe. Maybe this is why people demonstrate a preference for light
rail, and why it is the only public transport mode that can attract 20
per cent of its passengers directly out of cars. It is clear that we
need to reduce our car dependence for a multitude of health,
environmental and economic reasons. More buses are unlikely to tempt
Canberrans out of their cars.
An additional benefit that should be discussed is the
potential to provide new and sustainable jobs for the Territory. Jobs
that are not public sector and that will be accessible to young
Canberrans and the long-term unemployed. The Territory is already
identifying skills shortages and introducing training opportunities to
increase employment opportunities created through its light rail
investment.
During the construction phase, EY analysis estimates that
more than 3500 direct and indirect jobs will be supported. Future
mapping across a 30-year period indicates that around 50,000 jobs will
be supported. At a time when youth unemployment is high and public
service jobs are being cut, this is an important contribution to
diversifying and strengthening employment opportunities for all of
Canberra.
And last but not least there are the huge environmental
benefits of reducing car dependence. Twenty-three per cent of the
Territory's carbon emissions are from transport, compare this to the
national average of 14 per cent. All the world's cities need to act now
to stop the upward trend in vehicle emissions; investment in light rail
will help us play our part.
Many of the major challenges we face as a growing city point
to the same solution: a well-integrated public transport network with
light rail at its core – more roads and more buses have not, and will
not, solve the problems we face.
I do not ask you to make your mind up now on light rail. What
I do ask is that you keep an open mind and weigh up the benefits as
well as the costs. Let's learn from the past and others, finally listen
to Griffin's advice and invest in the future of our great and unique
city.
For more frequent updates on Capital Metro and light rail related news, please visit our Facebook page 'Light Rail for Canberra'.
