Hail mother motor, hail piston rotor, hail wheel

Ever had a multitude of ideas for a post bubbling in your head all day, only to find that when you finally get the opportunity to articulate these thoughts, you have lost all momentum? I suspect this is going to be one of those posts. Let’s give it a good Aussie try anyhow.

Now, the price of petrol is an issue over which a great deal of political discussion has centred this year. Fuel prices have been steadily increasing for some time, culminating in a price point that would have been unthinkable just a few years ago. Naturally, motorists are clambering for relief. It has been suggested that the government should reduce the excise it imposes at the point of sale. This is a misguided suggestion, for a couple of reasons, Firstly, the upward trend in global oil prices is going to continue regardless, so any relief will inevitably be short-lived. Secondly, it surely goes without saying that the shortfall in revenue that this would cause would have to be made up elsewhere.

No. Seriously, the only way we can lessen the effect of the vagaries of oil prices on our collective hip pockets is to reduce our dependence on the stuff.

Yesterday’s lead article in West Australian predicted a population boom in Perth over the next few decades, and gave pointed examples of public infrastructure that are unable to cope with our present population numbers. What I found concerning was that among these examples were references to the current degree of traffic congestion and the difficulty experienced in locating a parking space. If the goal is to create a sustainable and people-friendly city, then making it easier for people to drive is probably the worst thing we can possibly do.

Perth’s public transport renaissance needs to continue. The network’s coverage and efficiency have improved dramatically in the past twenty years, and this has been reflected in a substantial increase in passenger numbers. Still, there is a significant segment of the population who would never contemplate leaving their car at home, and the next stage of the revival should be to encourage these individuals to change their habits. It is true that the public transport network struggles to adequately service some of the more far-flung parts of Perth’s vast urban sprawl. However, it is also true that there are people who insist on driving even where public transport is a perfectly viable option. I attribute this attitude to a number of local cultural factors. Firstly, there is still an apparent perception among some that public transport serves, or should serve, as a residual system for people who are unable to drive for one reason or another. Secondly, the situation of being bound by bus and train schedules is often an anathema to those who are used to being able to come and go as they please – even where services are a mere 10-15 minutes apart. Finally, some people just don’t like sharing their personal space with strangers.

It is imperative that these attitudes be addressed as part of Perth’s focus on a sustainable future. Obviously it will never be possible to provide high-frequency public transport services to all corners of Perth’s metropolitan area – for this we can thank the short-sighted urban planning policies of the 50s and 60s. However, it is my ultimate hope that where the option of public transport does exist, it will be the natural choice for everyone.

Waiting for the train that never comes

This railway station has always intrigued me. It is Esplanade Station in Fremantle, not to be confused with the new CBD station of the same name. It is a “ghost station” situated beyond Fremantle Station itself, and hence beyond the present limits of the Transperth network. It was constructed in 1986 to provide rail access to southern parts of Fremantle during Australia’s defence of the America’s Cup, and was presumably closed shortly after the Cup wended its way back to the States. Curiously, it still appears on many maps.

I don’t see any prospect of rail services being resumed to the station, for a number of reasons. The most obvious is that the electric wiring presently ends at Fremantle Station (at the time of Esplanade’s operation, the rail fleet consisted of diesel multiple units – the network was electrified in the early nineties). There are also a couple of tight corners on the short journey between Fremantle and Esplanade, and I’m not sure whether the current fleet of electric multiple units would be able negotiate them. What’s more, I believe and I’m sure most would agree that operating a heavy rail service in this area would spoil the aesthetics of the adjoining Esplanade Reserve and compromise pedestrian access to Fishing Boat Harbour. Finally, there is the question of whether such a service would attract sufficient patronage to justify itself. After all, this part of Fremantle is not that far a walk from the main station.

So here’s the bit that puzzles me. The station no longer has seating or rubbish bins, but otherwise remains more or less intact. When other stations have been decomissioned (such as Leighton and, more recently, Lathlain), practically all trace that the station ever existed was almost immediately removed – presumably to avoid passenger confusion. I realise that, as the station lies beyond the end of Transperth network, the Public Transport Authority does not necessarily have responsibility for it. It must be someone’s toy, though. So why is Esplanade still there? Does anyone know?

Perth in summary

I’ll start with five points for each for now, but will no doubt add more as I think of them.

The good bits:

1. Relatively benign climate, except for the occasional inhumanely hot summers day
2. Fastest and most efficient suburban rail system in the country
3. Decent beaches within easy reach of the CBD
4. Superb local music scene
5. Fremantle

The “could do better” bits:

1. Parochial and insular attitudes remain common, although this is slowly changing
2. Zero print media diversity – the sole daily newspaper is the most reactionary in the country
3. Unhealthy preoccupation with sport (watching it of course, not actually playing it)
4. Historically car-centric approach to urban planning – this is only now starting to be addressed
5. The CBD, though modern, is rather soulless and devoid of character