Traffic Congestion Pollution in Melbourne - Report Example

Traffic Congestion Pollution in Melbourne Student’s Name Institutional Affiliation Date Executive Summary The past decade has witnessed an increase in traffic congestion in Melbourne. On each weekday, there are approximately 12.6 million trips in Melbourne. Majority of the trips (77%) entail the use of cars. The paper addresses traffic congestion in Melbourne. It also covers pollution caused by traffic congestion and the necessary intervention measures that are necessary in dealing with traffic congestion. The rapid increase in population in the city has bears responsibility for traffic congestion since the additional individuals strain the already existing transport infrastructure. The Government has reacted by widening freeways and other roads and installing traffic lights among other measures. However, interventions associated with supply-related causes of congestions have proven to be unsustainable. This necessitates a combination of both demand and supply-based interventions to combat traffic congestion in the city. Rising levels of car ownership by households account greatly for the explosion of traffic witnessed on Melbournian roads. The fact that vehicle emissions comprise of harmful pollutants that have adverse effects on the health of an individual and the environment necessitates the implementation of immediate interventions to curb traffic congestion. Some of the toxic vehicle pollutants include CO, VOCs, UPFs, FM, NO2, PAHs and black carbon. Effective intervention measures to curb traffic congestion in the city include reducing overdependence on car transport by availing alternative modes of transport, optimising road efficiency, and effective road and land use planning. Table of Contents Executive Summary 2 Introduction 4 Traffic Congestion in Melbourne 4 Traffic Congestion Pollution in Melbourne 8 Cars 8 Trains and Subway 9 Buses 10 Reducing Traffic Congestion 10 Conclusion 12 References 13 Introduction Traffic congestion has exhibited an upward trend in Melbourne over the recent decades. Increased traffic congestion emanates from the rapid increase in Melbourne’s population. Melbourne has been witnessing an annual growth of 75,000 individuals. Even though there are several consequences associated with the rapid population growth, traffic congestion is one of the adverse effects of population growth in Melbourne. In 2001, Melbourne had a population of 3.3 million individuals. By 2009, the population had escalated to 4 million people. Melbourne anticipates a population of 7 million individuals by 2050. In 2012, Melbourne witnessed an additional 500,000 cars on its roads as compared to the number of cars witnessed in 2002. The number of cars owned by Melbournians in 1991 and 2005 were 1.8 million and 2.45 million respectively. By 2036, Melbourne anticipates a further increase in car ownership of 1.1 million cars (Thompson, 2012). Traffic congestion is the ultimate result of the increasing rate of car ownership in Melbourne. The report addresses traffic congestion and its pollution effect in Melbourne. It also provides recommendations for reducing traffic congestion in the city. Traffic Congestion The increasing rate at which Melbournians are purchasing cars suffices to be the contributing factor towards traffic congestion in Melbourne. Initially, governments reacted to the issue by constructing more roads as a ‘solution’ to the problem. However, increasing traffic congestion has made it clear that building more roads is an ineffective solution to the problem. Rather than dealing with the issue, building additional roads has had the impact of motivating individuals to purchase cars thereby escalating the number of cars on Victorian roads. As a result, it is proper to state that insufficient choices of transport and overdependence on cars as the primary means of transport are responsible for the rise in traffic congestion. Figure 1 below shows the total vehicle kilometres travelled in Melbourne. Figure 1: Total vehicle kilometres travelled in Melbourne In accordance with the findings of the Department of Transport (DOT), the average number of trips witnessed in Melbourne each weekday was 12.6 million (VAGO, 2013). Trips made using cars comprised 77% of the total trips. By 2036, Melbourne anticipates an increase in the number of trips to 17.8 million. By that time, the population of Melbourne will be approximately 5.5 million individuals. The findings of the research conducted by VicRoads indicate that Melbourne’s traffic volume will double in 20 years time. The Monash/West Gate/City Link corridor between Werribee and Pakenham is the busiest road in the city. Approximately 1 million passengers use the road each weekday. The M1 freeway corridor witnesses approximately 900,000 trips each weekday. The widening of the freeway at a cost of $1.4 trillion in 2011 intended to reduce traffic congestion (Carey, 2016). However, the result has been different since the widening of the road attracted more traffic. Five years since its widening, it is apparent that the road requires further widening to accommodate the rapidly increasing traffic. It is also evident that the city’s freeways have recorded a 50% increase in traffic as compared to the traffic load 10 years earlier. The situation is worse in outer suburbs. It is surprising to note that the rapid explosion of traffic on the freeways occurs concurrently with the massive patronage boom witnessed on trains in Melbourne. The traffic explosion also exceeds the high growth rate of buses and trams. Moreover, the situation on arterial roads and inner city freeways is different. The increase in traffic on the roads has been lower as compared to the freeways. To be precise, arterial roads and inner city freeways have witnessed a mere 2% increase in traffic between 2005 and 2014 (Carey, 2016). The fact that minimal traffic growth includes trams and buses implies that the current strain on Melbourne’s main roads is enormous. John Merritt, the chief of VicRoads revealed that the Victorian state roads authority had implemented particular intervention measures to deal with the situation. Widening arterial and other main roads and expanding the use of trams and buses are some of the strategies that the authority has implemented to curb the explosion of traffic on Melbourne’s roads. The chief reiterated the importance of considering the number of individuals to use a road rather than the number of cars. In 2014, Melbourne recorded an influx of 101,500 new residents (Carey, 2016). The obvious implication of the rise in population is a consequent increase in traffic congestion. Overdependence on road transport has made road journeys to be slower and more time-consuming each successive year. In 2014, a driver in on a road in Melbourne wasted an average of 57 seconds per kilometre during peak hours. In 2013, the average time wasted by a driver was 51 seconds. This implies that road travel is progressively becoming more time-consuming and slower in Melbourne. Vehicle speeds on freeways have also witnessed a massive average drop of 4km/h between 2005 and 2014. The situation is worse on the main roads as drivers have had to drop their speeds by 20km/h and in some cases 40km/h as compared to speeds used in 2005 (Carey, 2016). It is encouraging to learn that roads complemented by trams and buses ferry more people as compared to those used primarily by cars. For instance, a single tram carries approximately 210 passengers. It will require several cars to transport a similar number of passengers. The figure below shows the total vehicle kilometres travelled by zone. Figure 2: Total vehicle kilometres travelled by zone Traffic is an indicator of the dynamic economy and mobility of a city. Melbourne witnesses several undesirable consequences of traffic congestion. Some of the consequences encompass travel times that are longer and less predictable, additional running costs of vehicles, and low productivity of vehicles (Gargett & Gafney, 2006). The other adverse consequences include increased noise and pollution as well as loss of amenity and the associated stress to the driver. Moreover, traffic congestion in Melbourne has also had a negative social impact by reducing the time that Melbournians spend with their families (VAGO, 2013). The paper focuses on the pollution effect of traffic congestion in Melbourne. Traffic Congestion Pollution in Melbourne Traffic congestion has impacted negatively on the quality of air in Melbourne. The adverse effect of pollutants emanating from exhaust fumes from vehicles is similar to that of other cities in Australia and the rest of the world. It is evident that the use of cars, trams and buses is the most prevalent mode of transport in Melbourne. As a result, the report will focus on the pollution caused by cars, trams and buses. Cars It is evident that the levels of exposure to pollution among passengers that use cars and lighter vehicles is higher than the exposure levels exhibited when passengers use other modes of transport. Transport pollutants emitted by cars and light vehicles include VOCs, CO, UFP, PM, black carbon and PAHs. As a result, Melbournians face a higher level of exposure to the pollutants since cars comprise approximately 77% of the total traffic in the city. However, the converse is true in the case of NO2 since buses and heavy vehicles emit more NO2 as compared to cars and lighter vehicles. Buses have other in-vehicle sources that account for the higher emission levels of NO2. Buses also emit higher levels of UFPs and PM2.5 in some cases (Kingham et al., 2011). It is evident that the increasing use of cars in Melbourne subjects Melbournians to higher levels of vehicle pollutants. However, it is proper to note that the levels of emissions depend on certain aspects such as the model and configuration of the vehicle. Other factors include local environmental factors and ambient levels of pollutants. In most cases, the car driver exhibits the least exposure to pollutants. This implies that pedestrians are subject to higher levels of emissions. The case is true when car drivers close windows and put on air conditioners as is always the case (Kingham et al., 2011). This necessitates immediate intervention to prevent pedestrians from getting exposed to such vehicle pollutants. Train and Subway Commuter exposure levels to pollutants are minimal whenever passengers use electric trains. However, the situation is different when they use conventional diesel engines. The location of rails away from freeways and other roads implies that passengers that use trains exhibit lowest levels of exposure to pollutants since trains are not a major source of air pollution. The table below compares the exposure levels of main pollutants to passengers between cars and trains. Pollutant Cars Trains Benzene 12.29 3.77 Toluene 28.76 12.44 Ethyl benzene 4.38 1.73 Xylenes 19.91 7.26 NO2 29.70 14.85 Source (Chertok et al., 2004) The table above reveals that the level of pollutants in cars is approximately that of trains. For diesel-powered locomotives, the position of the locomotive determines the level of exposure of passengers to pollutants. Therefore, the exposure levels of PAHs, black carbon and UPFs is higher when the locomotive is pulling the carriage and minimal when the locomotive is pushing the carriage (Kingham et al., 2011). Buses Self-pollution emanating from diesel engines implies that buses have a higher concentration of NO2 than cars. All PM fractions are also higher in buses than cars. In the event that windows are up, the approximate level of exposure of passengers to pollutants is half that of cars. VOC concentrations for ethylene, acetylene and butadiene are also highest in buses with the exception of toluene. Moreover, CO exposure levels in buses are lower than in cars (Kingham et al., 2011). An analysis of the pollutants caused by the main modes of transport in Melbourne: cars, buses and trains reveal that it is necessary to establish proper intervention measures to curb the situation and reduce the levels of exposure. The necessity of reducing pollution emanates from the adverse effects that pollutants have on the environment and health of individuals. Some of the health effects include premature deaths and increased hospitalisations (CAHA, 2013). Reducing Traffic Congestion Land use Planning It is evident that the major influences of traffic congestion include urban form and its associated influence on travel demand. As a result, the strategic planning of land use impacts significantly on reducing traffic congestion. This necessitates the effective implementation of the State Planning Policy Framework, Metropolitan Planning Strategy, and the integration of transport planning with the strategy (VAGO, 2013). The implementation of the MPS will play a pivotal role towards cubing traffic congestion bearing in mind its objectives that include decreasing car travel dependency, reducing traffic congestion, and resolving land use issues that have an influence on congestion. This includes the need for locating high density residential areas close to employment, learning institutions and other amenities that demand the use of transport. The strategy will reduce the demand for travel thereby reducing traffic congestion. However, attaining the vision depends on the successful construction and availability of specific infrastructure and services. Some of the projects include the East West Link and the Melbourne Metro Rail Tunnel project (VAGO, 2013). Other services necessary for attaining the vision include extending the available tram services in the city, improving bus services and supporting walking and cycling. The effective planning of public transport will also play a pivotal role towards reducing car dependence and achieving mode shift (Aftabuzzaman, 2007). This includes the massive adoption of shared public transport options such as trams and buses instead of the continued use of cars. Shifting from car transport also requires the availability of alternative modes of transport in all areas and a reduction in the waiting time at bus stations. It is also necessary for the congestion management initiatives in the entire state of Victoria to have an oversight committee that will ensure cross-agency participation and integrated decision-making to achieve the highest results. The Portfolio Leadership Team is a good example of a proper oversight committee. The complexity associated with the transport business portfolio as well as the need to integrate the needs of all stakeholders in the transport sector necessitate the establishment of the oversight committee (VAGO, 2013). However, the successful performance of the Committee requires the availability of clearly defined objectives of the state as well as the specific responsibilities of the Committee towards reducing congestion in the city. It is also imperative to address causes of traffic congestion that have an association with increased demand for car transport. Responsible authorities have centred their efforts on supply causes instead of considering both demand and supply aspects in the quest to develop a sustainable solution to the problem. The other necessary intervention in the fight against traffic congestion entails optimising road efficiency. This encompasses conducting a review of the operations of existing roads, reviewing the performance of the traffic signal, and leveraging SmartRoads to enhance the efficiency of the road network (VAGO, 2013). Conclusion The past decade has witnessed an increase in traffic congestion on Victorian roads, particularly the city of Melbourne. Rapid traffic explosion emanates from the associated influx of individuals in the city that has caused a strain on the existing road transport network. Increased car ownership by the increasing number of households is responsible for the explosion of traffic in the city. Traffic congestion has exposed Melbournians to harmful pollutants such as VOCs, UPFs, NO2, CO, PM, PAHs and black carbon. Increased emission levels of such pollutants have an adverse impact on the health of an individual as well as the environment. Developing a sustainable strategy to reduce congestion necessitates addressing both demand and supply causes of congestion such as reducing the dependence on car transport by availing alternative modes of transport such as trams, cycling, and buses. References Aftabuzzaman, M. (2007, September). Measuring traffic congestion-a critical review. In Australasian Transport Research Forum (30(1)). Carey, A. (2016). Melbourne’s long, hard road ahead: Freeway traffic on course to double in 20 years. The Age. Retrieved from: http://www.theage.com.au/victoria/melbournes-long-hard-road-ahead-freeway-traffic-on-course-to-double-in-20-years-20160219-gmyhv1.html Chertok, M. A., Voukelatos, V., Sheppeard, C., & Rissel, (2004). Comparison of air pollution exposure for five commuting modes in Sydney – car, train, bus, bicycle and walking. Health Promotion Journal of Australia, 15: 63–67. Climate and Health Alliance (CAHA). (2013). Inquiry into the impacts on health of air quality in Australia. Submission to Senate Standing Committees Community Affairs. Gargett, D., & Gafney, J. (2006). Traffic growth in Australian cities: causes, prevention and cure. The Bureau. Kingham, S., Shrestha, K., Longley, I., & Salmond, J. (2011). Determination of personal exposure to traffic pollution while travelling by different modes. Thompson, K. (2012). Melbourne’s Traffic Mess. Speech to the Annual General Meeting. Royal Park Protection Group Inc. Victoria Auditor-General’s Office (VAGO). (2013). Managing Traffic Congestion. Victorian Auditor-General’s Report. Read More