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A question of governance

The quality of Governance ultimately defines who we are and it is failing us

This was the subject Transport for Melbourne addressed in our annual forum in 2017, the proceedings of which can be viewed on our website under forums. It was also the subject of an earlier blog of mine. Our president Nick Low has discussed this in more detail in his short paper below. Nick writes “My purpose in this paper is to shift the debate from the superficial to the underlying nature of governance today. Dispute how we will, but for God’s sake let’s have the debate. ” This is an important paper and deserves to be read by a wide audience.

A question of governance

To bring about change in a democracy such as Australia’s we like to believe that progress is achievable through political processes. We believe that the acts of joining community groups, joining political parties – or forming them – protesting in the media, in the streets, and of course voting are sufficient to bring about beneficial social change.

We may also believe that, even though the public service is depleted, as I argued in my speech at the launch for TfM, it has the power to bring about beneficial change, if only it would remember how to plan.

The daily political turmoil that the press and social media report at high volume and great length is, I argue, a distraction from the underlying problem of democratic governance which is powerful because invisible, like the corona virus. It also inhabits bodies and minds.

From my most recent research reported in my book Being a Planner in Society, the on-line Appendix to the book, and my blogs on Edward Elgar’s website I now believe that the problem with the model of governance in Australia, and probably in many other ‘liberal’ countries, goes much deeper. In fact it appears that governance under the malign influence of neoliberalism has destroyed all possibility of planning and, with, it all possibility of democratic change by the normal means.

I am not advocating violent revolution. But unless the governance model changes, benign social change is out of reach. The governance model can still evolve. But first it must be recognised and fully understood.

In what follows I’m going to be ‘throwing the baby out with the bathwater’. Yes, in every ideology there are some worthwhile ideas along with the bad ones. But in a short address there is no room for babies. Someone will no doubt quite properly point them out. My concern here is the filthy poo-sodden bathwater. If you want a more nuanced critique please read my book

The governance model

The model is rooted in the ideology of utilitarianism, modified by neoliberalism and further transformed by the resilience of parliamentary democracy into what I call ‘crony capitalism’ – or to give it its more polite name ‘clientelism’.

Utilitarianism

This is the philosophy made famous by Jeremy Bentham who said that the idea of natural human rights was ‘nonsense on stilts’. All that counted was the existence of pain and pleasure (or happiness). Public policy should aim to produce the ‘greatest happiness of the greatest number’, the utilitarian principle. Law based on the utilitarian principle was the only rational basis of rights. Law was to enshrine the rational principle of market exchange.

How do you measure ‘pleasure’? Well, you don’t bother. You just assume that there is a simple linear relationship between the amount of pleasure a person has and the amount of goods and services that person consumes. So if there is still pain suffered by some in society, it is offset by the greater pleasure experienced by others. It doesn’t matter that the many suffer ‘pain’, because the few experience immense amounts of ‘pleasure’. Conversely if a few suffer death it is offset by the economic pleasure of the many. This pernicious idea is false. If utilitarianism assumptions were correct James Packer on his giga-yacht would be among the happiest people alive.

You may have noticed a philosophical debate going on in the opinion pages of The Age. This is between utilitarians like Peter Singer and Duncan Maskell and human rights supporters contributing to the letters page. The ostensible debate is about whether old people should be sacrificed for the greater good represented by young lives and ‘business’.

Neoliberalism

Neoliberalism, or economic rationalism as it is sometimes called (it is no more and no less rational than any other ideology) began with two aristocratic Austrian philosophers, Ludwig von Mises and Friedrich von Hayek. Hayek founded the Mont Pelerin Society to discuss and disseminate his gospel. Basically the gospel says that only free market exchange would deliver societies from the slavery of socialism. Free markets had to be protected by a regime of elite ‘elders’.

Law, Hayek said, should precede and override legislation. ‘Law’, governing the behaviour of the market economy, would be determined by a legislative assembly consisting of wise elders (over 45 years old) serving electoral terms of fifteen years. Their election would not be subject to universal suffrage, and anyone receiving any benefits from the state (pensions, unemployment benefits, government salaries) would be automatically excluded from voting. Hayek’s plan was to set up a governing authority beyond political control to prevent elected politicians interfering with the market. Hayek’s position was reinforced by other disciples such as Milton and Rose Friedman (‘the Chicago School’) and the ‘public choice theorists’[1].

Hayek, presciently, advocated a network of what he called ‘second-hand dealers in ideas’ to promote his gospel. We would call them neoliberal think tanks with a mission to return societies from post-war egalitarianism to the proper order of things, namely economic domination by the wealthy, or as they themselves call it, ‘meritocracy’. I prefer the term plutonomy[2]. Helped by corporate donations, these ‘second-hand dealers’ have been so overwhelmingly successful in transforming the governance model that few today really notice that governance has been transformed.

Occasionally, when governments look like asserting themselves, the libertarian think tanks finance campaigns to sow doubt in the public mind. Thus, we have seen international campaigns against government action on tobacco smoking, on climate change, and most recently on Covid19 (e.g. ‘The Great Barrington Declaration’). Because scientific knowledge is, and should always be, debatable, the campaigns enrol a few scientists who dispute the current consensus and add on a mass of libertarian supporters to forge a sceptical mass. Naomi Oreskes and Erik Conway described this process in their book, Merchants of Doubt.

Further readings providing empirical support for the above are the vast volumes by Thomas Piketty, Capital in the 21st Century and Capital and Ideology.

Crony capitalism

Also unnoticed, in the hands of the second hand dealers the pure neoliberalism of Hayek became transformed into something close to its opposite; crony capitalism. The problem for the neoliberals is that electoral politics refused to go away, for the simple reason that people value universal suffrage that holds governments to account.

The political class therefore continued to hold power even while they paid lip service to neoliberalism. So, the governance system we have today is a hybrid between corporate economic power supported by antidemocratic neoliberal ideology and political power supported by universal suffrage: that is crony capitalism. This result was what Hayek regarded as ‘the worst of both worlds’: deals between political leaders and private corporations. At its worst, as the philosopher John Rawlston Saul pointed out twenty years ago[3], crony capitalism leads to fascism (he cites Mussolini) – via populism (Trump and Johnson) as we see in the USA and Britain today.

The neoliberal ‘hollowing out of the state’ has been supported by a theoretical spawn of neoliberalism called ‘New Public Management’. The ideology of NPM can be interpreted in different ways. It provided a salutary critique of sclerotic bureaucracies that had become distanced from the publics they served, hence ‘customer service’ became a byword for NPM but that admirable goal covered something more sinister. The scope and ambition of NPM is breathtaking;

New Public Management (NPM) is part of the managerial revolution that has gone around the world, affecting all countries, though to considerably different degrees. … The theoretical background of NPM is to be found in the strong criticism of a large public sector, to be found in the public choice school as well as Chicago School Economics, both attacking since the mid-1960s prevailing notions about public sector governance (Lane, 2000: 3)[4].

The essentials of NPM are these: the use of quasi-market structures for delivery of services, contracting out of government functions to private firms, setting performance targets, continual monitoring of performance, and installing management experts in senior executive positions. Professionals relevant to the government function of departments (e.g. transport planning, public health, environmental conservation, city planning, building regulation) were replaced in senior positions by generalists trained in ‘management’. These managers were often recruited from private sector firms or consultancies. What this management training in fact amounts to is in-depth indoctrination in neoliberal ideology.

The unintended consequences

It is easy enough to overlook the structural failure which gives rise to events because we look for culprits in politics and business management.

The corruption of urban and regional planning in which deals are done between developers and governments to enrich the latter at the stroke of a pen.
The absence of a transport and land use plan forming a context for investment in hugely costly infrastructure projects.
Failures of building regulation, outsourced to private firms, resulting in hundreds of tower blocks being covered in flammable cladding.
The scarcely regulated private recycling industry resulting in flammable material stored in huge warehouses, catching fire and belching toxic smoke over residential areas.
The absence of a viable national plan to reduce carbon emissions to safe levels while ensuring affordable and reliable electricity supply. Climate change is always tomorrow, never today!
Today, in front of our mask-clad noses is Covid19. The Victorian second wave has claimed 800 lives, and counting. Aged care failure nationally has claimed more than 600 lives. As I write (October 2020) there is a manhunt underway led by the eminent jurist Jennifer Coate to determine who is to blame. Even before finalising its report, the manhunt has claimed two scalps: the Minister of Health, Jenny Mikakos, and the Secretary of the Department of Premier and Cabinet, Chris Eccles. But the most telling result of multiple interrogations has been that nobody knows who is to blame. That’s because no body is to blame.

Andrews is not to blame. Mikakos and Eccles are scapegoats. Brett Sutton may be next. The governance system is to blame, but you cannot punish a system. This is the real conclusion of many judicial inquiries into governance failures over recent years: e.g. into banks, the superannuation industry, aged care, disability.

The example of Victoria’s second wave

It has been established by genomic tracing that all of the Victorian second wave of infection originated from two quarantine hotels, spread by hotel security guards who were insufficiently protected from the virus.

There has been no lack of planning for pandemic infection. In recent years planning began with the report by Dr Rosemary Lester published in 2014[5]. Lester is a highly qualified public health and epidemiology expert. Her report was delivered to the emergency management authority (Emergency Management Victoria)[6]. The epidemiological expertise shines through the report. The report was shelved.

Under the name of the Minister for Health, a second planning report was published in March this year (2020) authored by managers of the Victorian Department of Health and Human Services (DHHS). The authors plainly did not have a public health or epidemiological background. It is a managerial document focusing mainly on the (then) three stages of governmental response. It draws heavily on the similarly managerial report from the federal Department of Health.

In June an ‘operation’ was devised by DHHS named ‘Soteria’ (after the Greek goddess of rescue) designed to manage quarantine of returned overseas travellers. This operation is quite mysterious[7]. The DHHS has nothing on its website about the operation, who devised it or what its aims were. At the public inquiry headed by Justice Coate a sheet of instructions to ‘hotel security staff’ emerged: ‘OPERATION SOTERIA, PPE Advice to Hotel Security Staff and AO’s (sic) in Contact with Quarantined Individuals’. It advised that personal protective equipment was not required to be worn by security staff at any point of contact. The latter include the hotel lobby, the quarantine floor, and at doorways to clients’ hotel rooms. Only hand hygiene and surgical masks were ‘recommended’. Hotel quarantine clients (guests) were recommended to wear surgical masks ‘if tolerated’.

It is obvious that this operation did not benefit from epidemiological advice. In evidence to the Coate Inquiry, Professor Lindsay Grayson (Director of the Austin Hospital’s infectious disease department) said that, as well as training on the proper use of masks, security guards at any point of contact with hotel guests should have been dressed in full personal protective equipment (PPE) to the same standard as health workers.[8] It is also common sense. Epidemiological advice should not even have been needed. Everyone who reads a daily newspaper or receives a digital news feed would already have known how infectious this disease was.

The report by Rosemary Lester states:

‘The use of appropriate PPE is recommended in all healthcare settings, including primary care and health services. … Where the use of appropriate PPE is recommended the equipment must be suitable and maintained. Appropriate training must be provided to the individual using PPE at a time prior to the pandemic to ensure they become competent and proficient in its use’ (p.48).

The planners of Operation Soteria did not see that the situation of hotel quarantine was[9] a ‘health care setting’. Instead they talked about ‘security’. They followed the normal, easy solution of contracting out peripheral health work to private companies, without first ensuring that the workers were properly trained in the use of protective equipment and suitably supplied. The Health Department leader of the Covid 19 response allegedly decided to spread responsibility for the operation among government bureaucrats including police and emergency services. None of them were health professionals.

Lester’s report states, ‘The Chief Health Officer or delegate would assume the role of State Controller and liaise closely with the Emergency Management Commission’. He did not assume that role. It is easy to see that the linguistic slippage from ‘health care’ to ‘security’ masked what was most necessary in the looking after the needs of those quarantined in hotels.

The private companies sub-contracted the work to labour supply companies employing casual workers. Many of these workers in the so-called ‘gig economy’ had several different jobs on the go. Unprotected from the virus, they contracted disease from returned travellers (or allegedly from a night manager of one of the hotels), and, before they began showing symptoms, spread the virus to their families and to colleagues in other work settings, who in turn became infected and spread the virus further through the community.

The hotel quarantine planning debacle has had ramifying effects. Failure of quarantine has meant that the federal and State governments have imposed draconian controls on people returning to Australia from overseas, in breach of their human rights. And because governments believe they are unable to operate effective quarantine control for returning travellers, Australians are now banned from leaving the country.

Yes, the particular features of the Sars Cov 2 infection are ‘unprecedented’ as everyone now says. But thinking outside the box, thinking with imagination, does not depend on precedent. That, as Saul states, is an elementary human skill which seems to have been turned off by managerial ideology.

Professor Jan Carter, former head of policy and research at the Brotherhood of St Lawrence, writes in The Age (07/10/2020, p. 21)[10]:

In subsequent years, the assumptions of NPM took hold, claiming content-free management in general (and MBA holders in particular) were superior heads of divisions. Now, DHHS seems to the outsider to be an inward-looking oligarchy, devoted to replacing its own with its own and keeping potential executive managers such as Sutton at bay and under control.

She continues, ‘It is too early to say whether the tide has turned again, but in the final deliberations of the Coate inquiry, the reasons for the banishment of specialist managers in the DHHS and the twin assumptions that contracting out and content-free management are always the best, need close examination’.

The question of governance goes far beyond the Coate Inquiry and Covid 19. To ‘turn the tide’ we need an inquiry into the management of, and within, the public service, an inquiry of the scope of the Royal Commission Government Administration conducted by Coombs for the Whitlam Government.

Tentative conclusions

Utilitarianism can be a useful and progressive philosophy, but it does not supplant human rights or correct social injustice. Some forms of neoliberalism have merit (for example the German variant). Public sector management is a field of study as profound and extensive as that of any other profession[11]. I do not believe that NPM is completely flawed.

But managerial concepts can be employed, and have been employed, for purposes ranging from the humane and compassionate to community suppression and genocide. In Australia NPM is being employed for the purpose of class struggle, for the strong and wealthy against the weak and poor. We have to get used to calling out class struggle where it occurs even though the classes in question are quite different from those of Marx’s day (I address the class issue in my book). In the process good governance suffers, across the social services: transport, public health, education, social welfare.

Having said that the problem we have is ‘structural’, it is also true that governance models or ‘structures’ are only ever powerful when they become embodied in the minds and activities of persons. Thus, in looking for the effects of NPM, we need to expose the ideology which shapes the advice to politicians. The aim is not to apportion individual blame but to seek out the structural assumptions that individuals embody.

We have to find a way of integrating a variety of professionals in public health, city planning, land use and transport planning, social welfare and housing into the most senior management positions in the public service. That should not mean doing away with sensible public sector management reforms which have been undertaken in the last twenty years. We need a broad review into public sector management to build on reforms that were explored in the 1970s and 1980s under the proposition that public services are not the same as ‘commercial enterprises’ as the CEO of Australia Post recently claimed. Unfortunately Christine Holgate is right when she says that Australia Post is a commercial enterprise. Under NPM, that is what it, and so many of our public services, have become.

My purpose in this paper is to shift the debate from the superficial to the underlying nature of governance today. Dispute how we will, but for God’s sake let’s have the debate.


 

[1] Though not by all the members of the Mont Pelerin Society as I point out in my book.

[2] Plutonomy is a system in which economic oligarchies have accumulated sufficient wealth to free themselves from national constraints, a global economic system, delinked from national economies, serving the very particular demands for goods and services of the ultra-rich.

[3] Saul, J. R. (2002) On Equilibrium, Penguin Books Australia, p. 36.

[4] Lane, J-E. (2000) New Public Management, London and New York: Routledge.

[5] file:///C:/Users/npl/Downloads/VHMPPI%20Final%20version%20-%20PDF.pdf (downloaded 20/08/2020)

[6] An organisation mostly designed for bushfire management.

[7] Transcript of proceedings of the Inquiry into the Covid-19 Hotel Quarantine Program, Day 3 p. 23 (17/08/2020). ‘Various iterations of Operation Soteria had many different moving parts involving different agencies with separate roles. An issue will be whether it was too fragmented to work efficiently, especially given the need for quick coordinated action that is proposed in the emergency environment.’ https://www.quarantineinquiry.vic.gov.au/sites/default/files/2020-08/Transcript%20of%2017%20August%202020_0.pdf (accessed 21/08/2020)

[8] Transcript of proceedings of the Inquiry into the Covid-19 Hotel Quarantine Program (17/08/2020) pages 48 and 51.

[9] Cunnigham, C., Mills, T. and Dow, A. (2020) ‘Bureaucrats blocked plan for Sutton to lead crisis’, The Age, Melbourne, 11/09/2020, p. 1.

[10] Professor Carter has undertaken a number of reviews and projects for the DHSS, including for the Cain, Kennett and Bracks governments. She is a professor at Melbourne and Deakin Universities.

[11] As is evident from the scholarly survey of the field by Shafritz et al. (2017), now in its ninth edition. Shafritz, J.M., Russell, E.W., Borick, C.P. and Hyde, A.C. (2017 Introducing Public Administration, Routledge: London and New York.

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advocacy public policy sustainability governance freeways governance motorways public transport traffic congestion value for money

Does expanding motorways really reduce congestion?

The short answer to this question is no, and they usually result in increased emissions.

The evidence is presented in the following article by Simon Kingham, professor University of Canterbury NZ which was published in The Conversation Au edition 7th October 2020

Historically, building more and wider roads, including motorways, was seen as a way of reducing congestion. This in turn is supposed to lower emissions.

Fuel efficiency is optimised for driving at around 80kmh and it decreases the faster you go above that. But with speed limits up to 110kmh, people are likely to drive above 80kmh on motorways — and this means building and expanding motorways will actually increase emissions.

Many countries, especially in Europe, are now looking to lower speed limits partly to reduce emissions.

New roads, new drivers

The most significant impact new and expanded motorways have on congestion and emissions is the effect on the distance people travel.

Historically, engineers assumed cars (and more pertinently their drivers) would behave like water. In other words, if you had too much traffic for the road space provided, you would build a new road or expand an existing one and cars would spread themselves across the increased road space.

Unfortunately, this is not what happens. New road capacity attracts new drivers. In the short term, people who had previously been discouraged from using congested roads start to use them.

In the longer term, people move further away from city centres to take advantage of new roads that allow them to travel further faster.

This is partly due to the “travel time budget” — a concept also known as Marchetti’s constant — which suggests people are prepared to spend around an hour a day commuting. Cities tend to grow to a diameter of one-hour travel time.

The concept is supported by evidence that cities have sprawled more as modes of transport have changed. For example, cities were small when we could only walk, but expanded along transport corridors with rail and then sprawled with the advent of cars. This all allows commuters to travel greater distances within the travel time budget.

Building or expanding roads releases latent demand — widely defined as “the increment in new vehicle traffic that would not have occurred without the improvement of the network capacity”.

This concept is not new. The first evidence of it can be found back in the 1930s. Later research in 1962 found that “on urban commuter expressways, peak-hour traffic congestion rises to meet maximum capacity”.

A considerable body of evidence is now available to confirm this. But, despite this indisputable fact, many road-improvement decisions continue to be based on the assumption that extra space will not generate new traffic.

If you build it, they will drive

A significant change occurred in 1994 when a report by the UK Advisory Committee on Trunk Road Appraisal confirmed road building actually generates more traffic.

In New Zealand, this wasn’t acknowledged until the Transport Agency’s 2010 Economic Evaluation Manual, which said:

[…] generated traffic often fills a significant portion (50–90%) of added urban roadway capacity.

Some congestion discourages people from driving (suppresses latent demand), but with no congestion traffic will fill road space over time, particularly in or near urban areas.

Interestingly, the opposite can also work. Where road space is removed, demand can be suppressed and traffic reduces without other neighbouring roads becoming overly congested.

One of the best examples of this is the closure of the Cheonggyecheon Freeway in the middle of Seoul, South Korea.

When the busy road was removed from the city, rather than the traffic moving to and congesting nearby roads, most of the traffic actually disappeared, as Professor Jeff Kenworthy from Curtin University’s Sustainable Policy Institute notes.

This suppression of latent demand works best when good alternative ways of travel are available, including high-quality public transport or separated cycle lanes.

The short answer to the question about road building and expansion is that new roads do little to reduce congestion, and they will usually result in increased emissions.

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advocacy public policy sustainability governance governance public transport traffic congestion value for money

Traffic congestion – Is it a problem?

Congestion is frequently raised as a huge cost in our cities and it is often promoted in fearful terms like the following : Cities afraid of death by congestion.

The first paragraph reads: “A plan to widen part of Interstate 10 in metropolitan Phoenix from 14 lanes to 24 lanes is the USA’s latest giant superhighway proposal designed to ease the kind of gridlock that some planners say could stunt economic growth.”

Similar messages are being conveyed to government by companies that have a vested interest in promoting similar outcomes in Melbourne. These include Transurban, engineering construction companies, the road lobby and others who have the government’s ear and are defining the transport ‘problem’ in their terms ie in terms of congestion and potential gridlock, and solutions being to build more, larger, and vastly expensive road projects, user pays solutions and public private partnerships promoted with very slick marketing. It also includes finance companies, superannuation funds and others looking for “rent seeking” opportunities.

The current political mindset has been described by Prof Graham Currie “as a negative spiral which focuses on congestion ‘solutions’ in which politicians claim we will solve congestion with big investment. Expectations are raised (despite the fact that congestions can never be solved), congestion gets worse leading to credibility loss , followed by a positive approach which admits congestion can never be solved but will address worst impacts with more big investment thereby lowering expectations and credibility gain because congestion outcomes are as expected”.

But is congestion such a bad problem anyway. Transport analysts such as David Metz in the UK have shown that congestion can have a positive function, that there is no such thing as free flow of traffic (at average 80kph) in a city the size of Melbourne, and that congestion points filter traffic on to narrow city streets preventing terminal gridlock.

This view is supported by Wesley Marshall and Eric Dumbaugh Wesley E. Marshall & Eric Dumbaugh, 2020. “Revisiting the relationship between traffic congestion and the economy: a longitudinal examination of U.S. metropolitan areas“, and their findings that ” current concerns about traffic congestion negatively impacting the economy may not be particularly well founded. “Our findings suggest that a region’s economy is not significantly impacted by traffic congestion.

In fact, the results even suggest a positive association between traffic congestion and economic productivity as well as jobs,”. “Without traffic congestion, there would be less incentive for infill development, living in an location-efficient place, walking, biking, and transit use, ridesharing, innovations in urban freight, etc,” “And if your city doesn’t have any traffic congestion, there is something really wrong.”

If we are to get better transport outcomes in Melbourne we need to change the current political mindset. Instead of thinking about congestion as a cost, we need to persuade government that traffic congestion is an indication that we are not using the transport system efficiently and encourage it to develop policies and strategies to make this happen.

This strategy also avoids the risk of stranded assets as the economy and transport environment change in a post covid world, when social and economic conditions remain depressed and there is greater environmental pressure for change.

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advocacy public policy sustainability governance governance public transport traffic congestion value for money

Why Is Melbourne’s Transport System So Costly?

This has been the subject of extensive research over many years and it is not possible to discuss it in detail in this blog, other than in general terms.

The main reason our transport system is so costly is that it promotes the least efficient modes of travel and transport ie motor vehicles for personal travel and most of the freight task (some of which could be transported more efficiently on rail). This in turn demands more infrastructure to support them and has been supported by city planning and development policies, particularly since WW2.

This problem is compounded when precious funds are wasted on infrastructure we don’t need or would not need if we operated our transport system more efficiently but must still be managed and maintained at considerable cost. Some of this infrastructure takes up valuable city space that could be used for other purposes, such as housing or community facilities including parks or growing food. Transport infrastructure – particularly roads and motorways also contribute to the “heat island” effect by elevating surface temperatures which increase stress, service disruptions and reduce liveability in cities – particularly during heat waves, the frequency and intensity of which is expected to increase in the future.

Melbourne’s transport is also costly because of the way we use it. Our transport fleet needs to be more efficient with a greater focus on fuel economy and operated in a way that minimizes pollution – air, noise and groundwater. We need to minimize impacts on human health; not just from pollution but also from accidents and fatalities. Transport related health impacts manifest themselves in a wide range of diseases: cardiovascular, neurological, respiratory, muscularskeletal diseases, and severe mental health impacts. Many of these the result of physical inactivity more likely to occur in car dependent societies such as Melbourne. There are environmental impacts as well and an imperative to reduce greenhouse emissions.

These costs are under reported and tend to be dismissed as the price we pay for progress but they have a profound impact – not just at a personal level but for the economy and livability of the city as a whole. Reducing them requires good governance in the form of sound policy, strategic intervention, appropriate regulation, and effective administration to make it happen. Some cities do a far better job managing them than Melbourne so there is considerable scope for improvement.

There are also costs which some economists and politicians exaggerate such as congestion and use it to justify major infrastructure works, particularly for building new motorways. This will be the subject of my next blog.

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advocacy public policy sustainability governance governance public transport value for money

Beware China’s Belt and Road for Melbourne

We have long argued that infrastructure investment must be justified in its merits – on the basis of need (our collective needs and affordability), and fitness for purpose in the most cost effective manner. Further, that the development of infrastructure programs and projects should be the responsibility of relevant government departments as part of a well prepared strategic plan. It should not be used as a political football for other purposes but unfortunately that is exactly what it has become, particularly in Victoria by becoming linked with China’s One Belt One Road (“OBOR”) project.

Premier Andrews has argued that this is a way to increase jobs. That in itself is inappropriate – there are far more effective ways to create jobs and as I have explained in earlier blogs, using it for this purpose always runs the risk of it being used for political purposes for poorly conceived projects developed in haste that we don’t need.

More important concerns have been raised (The Age 6th October 2020) however by Paul Monk, a former head of China analysis at Australia’s Defence Department about “OBOR” being used to subordinate us into China’s sphere of influence in a way that could impose unacceptable political and economic risks. In the same article Senator Patrick said the freedom of Information documentation revealed “an extraordinary case of a state government pursuing a shadow foreign trade policy, quite separate and independent from the federal government”.

Use of grand infrastructure projects to secure political advantage by major powers is not new. The US through the agency of powerful multinational corporations pursued this for decades, convincing poor countries to accept huge development loans to ensure they were forever in debt to US companies, but often ended up taking over strategic assets when promised benefits failed to materialize forcing these countries to default on their loans. Some political analysts believe China’s “OBOR” has similar objectives.

Whilst the Victorian economy may be more robust than many of the third world countries seduced by these schemes, it is vulnerable nevertheless. Business cases for the Victorian mega projects which would be candidates are expected to provide very poor returns and I have outlined this in earlier blogs. These returns, miserable as they may be will be further diminished as we enter a covid induced recession or worse and recovery may take many years. It may also expose us financially – not just for annual repayments which could be onerous but more so when the debt needs to be repaid. Political implications in this case could be profound. We believe these risks are unacceptable and the federal government has every right to be concerned.

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advocacy public policy sustainability governance governance public transport value for money

Why Is Melbourne’s Transport System So Poor And So Costly?

Covid has forced significant changes in our travel patterns. Some of these will become permanent so it is timely to reflect more broadly on our transport system, the way we use it and the extent to which it really meets our needs.

This was a question many people would have asked after returning from a holiday in Europe, Japan, Singapore, China and many other parts of the world where it was easy to get around at relatively low cost without the need for a car. There are many cities that we can learn from that have become accepted as models of excellence and It is not rocket science. Nor are we unique. Some of these cities are not unlike Melbourne and had been confronted with similar problems. Nor is It a matter of cost and whether we can afford it or not. We are a very wealthy city and we can, particularly when so much of the infrastructure necessary to achieve it is already in place. So what is stopping us from achieving from achieving world best practice?

There are several reasons for this and these will be discussed in a series of blogs over the next few weeks but the most fundamental reason is the absence of any desire to change. This is a mindset problem. If government had the mindset to develop a world class transport system it could do so and within a relatively short time. In fact the foundations could be laid within a parliamentary term. So what is this mindset and how do we change it?

The mindset is a collective one, comprising the government itself, the Department(s) that advises it and the community. Overall we seem very comfortable with our grossly inefficient transport system but oblivious to the extraordinary high cost it imposes on us.

Since WW2 much of our city and transport planning has been developed on the presumption that the motor car and road based transport in general will be the transport of the future and this has become embedded in our economy. But the high cost of this inefficient system – not just in economic but also in social and environmental terms is starting to catch up with us and covid is exposing many of the flaws in this strategy. This will be discussed in my next blog.

Categories
covid-19 governance

Why Good Governance Really Matters

Most people only think about “governance” when the government really messes things up and people can see it affecting them – like the botched hotel quarantining that caused the second wave in Victoria which resulted in hundreds of deaths and huge social and economic cost. Some might argue that everyone can make a mistake and no government is perfect but the State government had the opportunity to do much better.

The Victorian second wave of the corona virus was not a result of one thing – it was the failure of the system as a whole with many contributing factors. It is a reminder that the activities and processes governments carry out which we call “governance” are critically important.

There is growing concern that governance standards in this country are declining. We have seen this now in government’s response to the second wave of this pandemic but the problem appears at times in all levels of government today. Often the symptoms and impacts are difficult to see. We have seen this in transport : failure to adhere to accepted/proper standards and procedures including too close a relationship between public officials and private corporations, too much unaddressed conflict of interest, too little transparency, lazy analysis of problems – grasping at instant solutions imbued with ‘optimism bias’, manipulated supporting data, enfeebled public scrutiny, and even egregious examples of outright corruption both at political level and within what used to be trusted departments of the public service. This ‘institutional decay’ was evident in the abortive East-West Link motorway project, the West Gate Tunnel project and the North East Link. More details are provided by William McDougall on his blog https://www.wmcdougall.com.

Whilst poor governance is the main reason we have consistently achieved poor transport outcomes in Melbourne and Victoria generally, the greatest governance failure is reflected in government policy and responses (at all levels) to the climate emergency. Transport for Melbourne does not believe there are easy solutions to this problem but governance needs to be addressed because the quality of our democratic institutions and how they ‘govern” on our behalf will ultimately define who we are as a society and our future.