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Too big, too heavy and too slow to change: road transport is way off track for net zero

<a href="https://theconversation.com/profiles/robin-smit-594126">Robin Smit</a>, <a href="https://theconversation.com/institutions/university-of-technology-sydney-936">University of Technology Sydney</a> The need to cut the emissions driving climate change is urgent, but it’s proving hard to decarbonise road transport in Australia. Its share of the nation’s total greenhouse gas emissions <a href="https://ageis.climatechange.gov.au/">doubled</a> from 8% in 1990 to 16% in 2020. New vehicles sold in Australia have <a href="https://theconversation.com/we-thought-australian-cars-were-using-less-fuel-new-research-shows-we-were-wrong-122378">barely improved</a> average emissions performance for the last decade or so. The federal government <a href="https://www.dcceew.gov.au/climate-change/publications/australias-emissions-projections-2022">publishes</a> emission forecasts to 2035 – 15 years short of 2050, the net-zero target date. Our <a href="https://www.transport-e-research.com/_files/ugd/d0bd25_7a6920bdd9e8448385863a7c23ec9ecf.pdf">newly published study</a> forecasts road transport emissions through to 2050. The estimated reduction by 2050, 35–45% of pre-COVID levels in 2019, falls well short of what’s needed. Our findings highlight three obstacles to achieving net zero. These are: Australia’s delay in switching to electric vehicles; growing sales of large, heavy vehicles such as SUVs and utes; and uncertainties about hydrogen as a fuel, especially for freight transport. These findings point to policy actions that could get road transport much closer to net zero. <h2>How was this worked out?</h2> Emissions and energy use vary from vehicle to vehicle, so reliable forecasting requires a detailed breakdown of the on-road fleet. Our study <a href="https://www.transport-e-research.com/software">used</a> the Australian Fleet Model and the net zero vehicle emission model (n0vem). The study focused on so-called <a href="https://www.cummins.com/news/2022/05/26/well-wheel-emissions-simplified">well-to-wheel emissions</a> from fuel production, distribution and use while driving. These activities account for about 75–85% of vehicle emissions. (<a href="https://theconversation.com/how-climate-friendly-is-an-electric-car-it-all-comes-down-to-where-you-live-179003">Life-cycle assessment</a> estimates “cradle-to-grave” emissions, including vehicle manufacture and disposal.) Working with European Union colleagues, our emissions simulation drew on an updated <a href="https://www.transport-e-research.com/_files/ugd/d0bd25_7a6920bdd9e8448385863a7c23ec9ecf.pdf">EU scenario</a> (EU-27) showing the changes in the EU vehicle fleet needed to meet the latest (proposed) CO₂ targets. Our study assumed Australia will be ten years behind the EU across all vehicle classes. We further modified the scenario to properly reflect Australian conditions. For instance, the EU has a much higher proportion of plug-in hybrid vehicles than Australia, where buyers are now bypassing them for wholly electric vehicles. <h2>Energy use is shifting, but too slowly</h2> Using this modified scenario, the simulation produces a forecast fall in total wheel-to-wheel emissions from Australian transport from 104 billion tonnes (Mt) in 2018 to 55-65Mt in 2050. Within the range of this 35–45% reduction, the outcome depends largely on the balance of renewable and fossil-fuel energy used to produce hydrogen. The modelling nonetheless predicts a large shift in energy use in road transport in 2050, as 2019 was basically 100% fossil fuels. The on-road energy efficiency of battery electric vehicles is roughly twice that of fuel cell electric (hydrogen) vehicles and roughly three times that of fossil-fuelled vehicles of similar type. The modelling results make this clear. In 2050, battery electric vehicles account for about 70% of total travel, but 25% of on-road energy use and only about 10% of total emissions. In contrast, fossil-fuelled vehicles account for about 25% of total travel in 2050, 60% of energy use and 75-85% of emissions. That’s even allowing for expected efficiency improvements. This means the shift to a mostly electric fleet by 2050 plus the use of hydrogen is predicted to fall short of what’s needed to get to net zero. It will require aggressive new policies to increase the uptake of electric vehicles across all classes. <h2>Lighter vehicles make a big difference</h2> But that is not the whole story. One neglected issue is the growing proportion of <a href="https://theconversation.com/we-may-be-underestimating-just-how-bad-carbon-belching-suvs-are-for-the-climate-and-for-our-health-190743">big, heavy passenger vehicles</a> (SUVs, utes). This trend is very noticeable in Australia. The laws of physics mean heavier vehicles need much more energy and fuel per kilometre of driving, and so produce more emissions. Currently, a large diesel SUV typically emits a kilogram of CO₂ for every 3 kilometres of driving, compared to 15km for a light electric vehicle and 200 kilometres for an e-bike. An average electric vehicle currently emits 1kg of CO₂ every 7km. This distance is expected to be around 60km in 2050, when renewables power the electricity grid. A lightweight electric car will more than double the distance to 125km per kilogram of CO₂. Reducing vehicle weights and optimising energy efficiency in transport will be essential to meet emission targets. The study modelled the impacts of <a href="https://www.automotiveworld.com/special-reports/vehicle-lightweighting-2/">lightweighting</a> passenger vehicles while keeping buses and commercial vehicles the same. If Australians had driven only small cars in 2019 for personal use, total road transport emissions would have been about 15% lower. The reduction in emissions from simply shifting to smaller cars is <a href="https://www.dcceew.gov.au/climate-change/publications/national-greenhouse-accounts-2019/national-inventory-report-2019">similar to</a> emissions from domestic aviation and domestic shipping combined. Importantly, lightweighting cuts emissions for all kinds of vehicles. <h2>The uncertainties about hydrogen</h2> Fuel cell electric vehicles using hydrogen account for only a few percent of all travel, but most will likely be large trucks. As a result, in our scenarios, they use a little over 10% of total on-road energy and produce 5-20% of total emissions, depending on the energy source used for hydrogen production and distribution. The modified EU scenario includes a significant uptake of hydrogen vehicles by 2050. That’s by no means guaranteed. The uptake in Australia has been negligible to date. That’s due to costs (vehicle and fuel), the need for new hydrogen fuel infrastructure, less mature technology (compared to battery electric vehicles) and limited vehicle availability. <a href="https://theconversation.com/we-must-rapidly-decarbonise-transport-but-hydrogens-not-the-answer-166830">Unresolved aspects</a> of hydrogen in transport include lower energy efficiency, the <a href="https://theconversation.com/for-australia-to-lead-the-way-on-green-hydrogen-first-we-must-find-enough-water-196144">need for clean water</a>, uncertainty about leakage, fuel-cell durability and value for consumers. <h2>How do we get back on track?</h2> Our study suggests Australia is on track to miss the net-zero target for 2050 mainly because of the large proportions of fossil-fuelled vehicles and large and heavy passenger vehicles. These two aspects could become targets for new policies such as public information campaigns, tax incentives for small, light vehicles, bans on selling fossil fuel vehicles and programs to scrap them. Other options to cut emissions include measures to reduce travel demand, optimise freight logistics and shift travel to public transport, to name a few. The study confirms the scale of the challenge of decarbonising road transport. Australia will need “all hands on deck” – government, industry and consumers – to achieve net zero in 2050.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/208655/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/robin-smit-594126">Robin Smit</a>, Adjunct Associate Professor, <a href="https://theconversation.com/institutions/university-of-technology-sydney-936">University of Technology Sydney</a> Image credits: Getty Images This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/too-big-too-heavy-and-too-slow-to-change-road-transport-is-way-off-track-for-net-zero-208655">original article</a>.

Travel Trouble

How on-demand buses can transform travel and daily life for people with disabilities

People with disabilities arguably stand to gain the most from good public transport, but are continually excluded by transport systems that still aren’t adapted to their needs as the law requires. <a href="https://www.aihw.gov.au/getmedia/ee5ee3c2-152d-4b5f-9901-71d483b47f03/aihw-dis-72.pdf.aspx?inline=true">One in six people</a> aged 15 and over with disability have difficulty using some or all forms of public transport. One in seven are not able to use public transport at all. Under the <a href="https://www.legislation.gov.au/Details/C2018C00125">Disability Discrimination Act 1992</a>, Australia’s public transport systems were expected to be fully compliant with the 2002 <a href="https://www.infrastructure.gov.au/infrastructure-transport-vehicles/transport-accessibility">Transport Standards</a> by December 31 2022. Not only have many of our bus, train and tram systems <a href="https://www.disabilitysupportguide.com.au/talking-disability/public-transport-remains-inaccessible-as-20-year-targets-are-not-met">failed to meet these targets</a>, but the standards themselves are outdated. The standards are <a href="https://www.infrastructure.gov.au/infrastructure-transport-vehicles/transport-accessibility/2022-review-transport-standards">under review</a> and public consultation has begun. For buses, the standards <a href="https://www.mcw.com.au/why-public-transport-operators-must-review-their-vehicles-in-2022/">largely focus on the vehicles themselves</a>: low-floor buses, wheelchair ramps, priority seating, handrails and enough room to manoeuvre. But just because a vehicle is accessible doesn’t necessarily mean a bus journey is accessible. There are difficulties getting to and from the bus, limited frequency of accessible services, <a href="https://www.tandfonline.com/doi/full/10.1080/17450101.2022.2126794">poor driver training, passenger conflict</a>, <a href="https://www.forbes.com/sites/gusalexiou/2021/02/17/for-disabled-people-inclusive-transportation-is-about-much-more-than-lifts-and-ramps/?sh=322fc9c62b08">travel anxiety</a> and a lack of <a href="https://www.inclusivecitymaker.com/transport-accessibility-intellectual-disability/">planning for diversity</a>. In all these ways, bus travel excludes people with disabilities. <div data-id="17"> </div> Infrastructure alone cannot overcomes these issues. <a href="https://translink.com.au/travel-with-us/on-demand">On-demand transport</a>, which enables users to travel between any two points within a service zone whenever they want, offers potential solutions to some of these issues. It’s already <a href="https://sifted.eu/articles/viavan-on-demand-transport/">operating</a> in <a href="https://ringandride.org/">cities</a><a href="https://www.bcgomi.com/">overseas</a> and is being <a href="https://theconversation.com/1-million-rides-and-counting-on-demand-services-bring-public-transport-to-the-suburbs-132355">trialled in Australia</a>. <h2>Accessible vehicles are just the start</h2> Making vehicles accessible is really only the tip of the iceberg. Focusing only on infrastructure misses two key points: <ol> <li> our public transport journeys begin before we board the service and continue after we’ve left it </li> <li> accessibility means providing people with quality transport experiences, not just access to resources. </li> </ol> Let’s imagine a typical suburban bus journey. It is industry accepted that passengers are <a href="https://australasiantransportresearchforum.org.au/wp-content/uploads/2022/03/2013_rose_mulley_tsai_hensher.pdf">generally willing to walk about 400 metres</a> to a bus stop. That is based, of course, on the assumption that passengers are able-bodied. Long distances, steep hills, neglected pathways, few kerb cuts and poorly designed bus shelters all hinder individuals with disabilities from getting to the bus in the first place. This issue resurfaced in the 2020 report <a href="https://www.aihw.gov.au/getmedia/ee5ee3c2-152d-4b5f-9901-71d483b47f03/aihw-dis-72.pdf.aspx?inline=true">People with Disability in Australia</a>, by the Australian Institute of Health and Welfare. More than one in four respondents with disabilities said getting “to and from stops” was a major obstacle to using public transport. But other barriers to making services inclusive are even more difficult to see. People with disabilities are forced to plan extensively when to travel, how to travel, who to travel with and what resources they need to complete the journey. Even the best-laid plans involve <a href="https://www.forbes.com/sites/gusalexiou/2021/02/17/for-disabled-people-inclusive-transportation-is-about-much-more-than-lifts-and-ramps/?sh=322fc9c62b08">added emotional energy or “travel anxiety”</a>. <h2>What solutions are there?</h2> <a href="https://theconversation.com/1-million-rides-and-counting-on-demand-services-bring-public-transport-to-the-suburbs-132355">On-demand transport</a> offers potential solutions to some of these issues. Its key feature is flexibility: users can travel between any two points within a service zone, whenever they want. This flexibility can be harnessed to design more inclusive bus services. Without a fixed route or timetable, on-demand services can pick up passengers at their home and drop them directly at their destination. This door-to-door service eliminates the stressful journey to and from a bus stop and their destinations. And with services available on demand, users can plan their travel to complement their daily activities instead of the availability of transport dictating their daily activities. The technology behind on-demand transport also helps reduce the need for customers to consistently restate their mobility needs. Once a customer creates a profile, extra boarding and alighting time is automatically applied to all future bookings. This eliminates the exhaustive process of added planning, and enables drivers to deliver a better experience for all of their passengers. <h2>Examples of on-demand services</h2> Cities around the globe are already using on-demand services to overcome transport disadvantage for people with disabilities. BCGo is one such service in Calhoun County, Michigan. A recent yet-to-be-published survey of BCGo users shows 51% of respondents face mobility challenges that affect their ability to travel. Some 30% have “conditions which make it difficult to walk more than 200 feet” (61m). That means the industry’s assumed walkable distance (400m) is 6.5 times the distance that’s realistically possible for many users of the service. Ring & Ride West Midlands is the UK’s largest on-demand project. It operates across seven zones with over 80 vehicles. The service, recently digitised using <a href="https://www.liftango.com/">Liftango</a>’s technology, is designed to provide low-cost, accessible transport. It can be used for commuting, visiting friends, shopping and leisure activities. Ring & Ride serves as an example of how on-demand service can provide sustainable and equitable transport at scale. It’s completing over 12,000 trips per month. <h2>A call to action for Australian governments</h2> Government policy needs to address not only inadequate bus infrastructure, but those invisible barriers that continue to exclude many people from bus travel. We need a cognitive shift to recognise accessibility is about creating quality experiences from door to destination for everyone. This needs to be paired with a willingness to explore solutions like on-demand transport. Transport authorities worldwide are already embracing these solutions. We cannot continue to rely on the community transport sector to absorb the responsibility of providing transport for people with disabilities, particularly as <a href="https://theconversation.com/eight-simple-changes-to-our-neighbourhoods-can-help-us-age-well-83962">our populations age</a>. Now is the time to have your say. The Transport Standards are <a href="https://www.infrastructure.gov.au/infrastructure-transport-vehicles/transport-accessibility/2022-review-transport-standards">open for public consultation</a> until June 2023. Image credits: Getty Images This article originally appeared on <a href="https://theconversation.com/how-on-demand-buses-can-transform-travel-and-daily-life-for-people-with-disabilities-199988" target="_blank" rel="noopener">The Conversation</a>.

Travel Tips

Unique transportable home to be sold at low-cost

A tiny foldable house is set to sell for less than a quarter of the average Queensland home loan deposit, already attracting 48 bids in an ongoing auction. The 35sqm portable house, popularly known as a donga, was listed for auction “brand new” by a company in Toowoomba. The 19ft by 20ft modified transportable house has seen 48 bids cast, lifting the price to $13,000, with bids rising in $250 increments. Market prices for fully fitted out dongas generally sell for around $20,000, depending on the quality of the fittings required. The owner of the literal ‘pick-up-and-go’ home has no reserve price set for the little container, meaning whenever the highest bid is made, the auction will close. The unique foldable home has an ensuite with a basic shower, toilet, sink and mirror. It also has eight lockable windows, one door and is decked out with timber flooring. There are hot and cold water inlets, two waste outlets, lighting, an exhaust fan vent, gas struts and winches for easy assembly. The container home has an efficiency star rating of 4, with water consumption at 4.5l full flush and 3.1l half flush. “Units are plumbed for the shower but showerhead/mixer needs to be supplied and installed by buyer.” The only issue with this unique little unit is it does not come wired, so the buyer has to arrange for an electrician to supply and install the wiring. The home also has “adjustable feet for easy levelling” and can be folded up and ready to transport. Image credit: realestate.com.au

Real Estate

Who’s liable if you’re injured or killed riding an e-scooter?

The rental e-scooter craze is sweeping the globe, with millions of the vehicles dotting pavements in <a href="https://assets.ey.com/content/dam/ey-sites/ey-com/en_gl/topics/automotive-and-transportation/automotive-transportation-pdfs/ey-micromobility-moving-cities-into-a-sustainable-future.pdf" target="_blank" rel="noopener">more than 600 cities</a>. <a href="https://www.bbc.com/future/article/20200608-how-sustainable-are-electric-scooters" target="_blank" rel="noopener">Studies predict</a> there will be 4.6 million shared e-scooters in operation worldwide by 2024. While e-scooters <a href="https://www.mearth.com.au/blogs/news/why-electric-scooters-are-greener-than-you-think" target="_blank" rel="noopener">have been praised</a> as a greener form of transport, they have also caused scores of injuries and even deaths. Australia’s e-scooter fleet is comparatively small at <a href="https://micromobilityreport.com.au/infrastructure/bike-scooter-share/2022-a-year-of-change/" target="_blank" rel="noopener">around 10,000 units</a>, yet major hospitals in <a href="https://9now.nine.com.au/a-current-affair/melbourne-emergency-department-sees-escooter-injuries-daily/9cdd73d5-0bee-4546-ab65-2cf650201e5b" target="_blank" rel="noopener">Melbourne</a>, <a href="https://www.abc.net.au/news/2021-07-22/electric-e-scooter-e-bike-injuries-brisbane-emergency-department/100313526" target="_blank" rel="noopener">Brisbane</a> and <a href="https://www.abc.net.au/news/2022-07-15/warning-issued-to-escooter-riders-in-perth/101242834" target="_blank" rel="noopener">Perth</a> are reporting “daily” presentations with e-scooter related traumas to both riders and pedestrians. Worse, according to media reports at least seven Australians have been killed through falls or collisions since their <a href="https://raine.co/blogs/news/electric-scooter-trials" target="_blank" rel="noopener">introduction in 2018</a>, including a <a href="https://7news.com.au/news/qld/queensland-boy-15-dies-five-days-after-suffering-critical-injuries-in-e-scooter-crash-c-7563230" target="_blank" rel="noopener">15-year-old Queensland boy last week</a>. Although the National Transport Commission <a href="https://www.ntc.gov.au/sites/default/files/assets/files/NTC-Decision-RIS-PMDs.pdf" target="_blank" rel="noopener">recommended</a> in 2020 that e-scooters be limited to a speed of 10 km/hr on footpaths and 25km/hr on roads or bike lanes, most states have allowed higher speeds on footpaths. Many riders also shun the helmet requirement imposed by the e-scooter terms of use and the <a href="https://www.legislation.sa.gov.au/__legislation/lz/c/r/australian%20road%20rules/current/2014.205.auth.pdf" target="_blank" rel="noopener">Australian Road Rules</a>. It therefore seems that more carnage is on the horizon. We need a uniform regulatory framework balancing the risks and benefits of e-scooters, and clarifying avenues for compensation. <h2>Who’s liable for e-scooter injuries?</h2> The <a href="https://pcc.gov.au/uniform/Australian-Road-Rules-10December2021.pdf" target="_blank" rel="noopener">Australian Road Rules</a> empower the states to prohibit e-scooters on public roads and footpaths. Most states have banned them by default, but many local councils have authorised <a href="https://www.vicroads.vic.gov.au/safety-and-road-rules/road-safety-programs/e-scooter-trials-in-victoria" target="_blank" rel="noopener">temporary trials</a>, which are still in effect. Obviously, if you crash due to your own misuse or recklessness, you are personally responsible for your injuries or those you cause to others. But if the accident is caused by a fault with the e-scooter, that might be different. Some of the e-scooter companies, such as Neuron, <a href="https://www.rideneuron.com/terms-of-service/au/" target="_blank" rel="noopener">state that they exclude liability</a> for injury except where it’s caused by their negligence. Where you’ve crashed due to uneven pavement or damaged road, the disrepair will generally need to be known or otherwise significant to prove the local council breached its duty of care to you. You would then seek compensation through the council’s public liability insurer. You would likely have to try to do the same if you trip over a dormant e-scooter that has been dumped in random locations, as they often are. Third parties who are injured by an e-scooter rider are in a difficult position. This is because <a href="https://jade.io/article/67447" target="_blank" rel="noopener">only parties to a contract</a> can incur rights and obligations under the contract. E-scooter contracts are between the user and the respective company, so those who are struck by e-scooters, or trip over a dormant one, have no contractual rights against the company. An injured third party would have to sue the rider directly. But attaining the rider’s personal details could be difficult if they drive off or are evasive, and they will <a href="https://attwoodmarshall.com.au/escooter-laws/" target="_blank" rel="noopener">likely be unable to pay compensation</a>. Complicating matters is the fact minors also ride e-scooters. <a href="https://www.li.me/en-au/user-agreement" target="_blank" rel="noopener">Lime</a> and <a href="https://www.rideneuron.com/terms-of-service/au/" target="_blank" rel="noopener">Neuron</a> forbid minors from using their vehicles, but <a href="https://global-uploads.webflow.com/5b685812f109cf81a7d99e25/61b3143240d08942f78415ce_Terms%20of%20Services%20-%20Beam%20Australia%20(website)%20-%20December%202021.pdf" target="_blank" rel="noopener">Beam</a> allows people under 16 to ride with parental consent. E-scooters are colourful, funky, and marketed in a manner appealing to young and likely inexperienced riders. Each of the e-scooter companies’ terms warn that breaching the terms of use, such as riding as an unauthorised minor, can void insurance entitlements, meaning many unwary parents or caregivers may be left to foot hefty medical and legal bills. <h2>Excluding liability through the fine print</h2> When a user downloads and accesses the relevant app to activate an e-scooter, they agree to the terms of service. <a href="https://jade.io/article/68500" target="_blank" rel="noopener">The law states</a> that you’re bound by the terms you sign (physically or digitally), even if you don’t read them – and <a href="https://www.theguardian.com/technology/2017/mar/03/terms-of-service-online-contracts-fine-print" target="_blank" rel="noopener">most people don’t</a>. Australia’s biggest e-scooter companies – <a href="https://www.li.me/en-au/user-agreement" target="_blank" rel="noopener">Lime</a>, <a href="https://global-uploads.webflow.com/5b685812f109cf81a7d99e25/61b3143240d08942f78415ce_Terms%20of%20Services%20-%20Beam%20Australia%20(website)%20-%20December%202021.pdf" target="_blank" rel="noopener">Beam</a>, and <a href="https://www.rideneuron.com/terms-of-service/au/" target="_blank" rel="noopener">Neuron</a> – all have lengthy user agreements, each containing exclusion clauses. These clauses restrict or exclude the companies’ liability if you’re injured while using them. But are they watertight? It depends on wording. Beam’s agreement, for example, states that the company isn’t liable to users “for any death, disability or personal injury […] howsoever caused” arising directly or indirectly in connection with use of its e-scooters. Such statements, though broad, are <a href="https://jade.io/article/65000" target="_blank" rel="noopener">generally sufficient</a> to exclude negligence liability. The reference to “indirect” injury also implies a user being injured by a third party (such as an errant rider, driver, or pedestrian) would have no recourse against the company. However, the courts <a href="https://www.bailii.org/cgi-bin/format.cgi?doc=/ew/cases/EWCA/Civ/1953/2.html&query=(white)+AND+(v)+AND+(john)+AND+(warwick)" target="_blank" rel="noopener">have also said</a> that where liability can arise on two or more different bases – such as negligence and breach of contract – then you need to use more specific wording in your exclusion clause. Lime, Beam, and Neuron all mention negligence, so they would likely be covered. <h2>Insurance as a panacea?</h2> Compulsory third-party insurance is <a href="https://www.qbe.com/au/news/ctp-explained" target="_blank" rel="noopener">required</a> with motor vehicle registration in Australia. But this isn’t so with e-scooters, as they’re not classified as registrable vehicles. Extending the compulsory third-party insurance scheme to e-scooters might help resolve some of the liability questions that linger. However, the <a href="https://mylicence.sa.gov.au/road-rules/riding_motorised_scooters" target="_blank" rel="noopener">South Australian Government</a> has observed this isn’t possible because e-scooters don’t meet <a href="https://www.infrastructure.gov.au/infrastructure-transport-vehicles/vehicles/vehicle-design-regulation/australian-design-rules" target="_blank" rel="noopener">national standards</a> that govern registrable vehicles. While some home and contents insurance policies may offer some coverage for e-scooter injuries, this hasn’t been tested and young victims almost certainly won’t have this insurance. Workplace insurance might also apply if the accident occurred on the way to, or during, work. Again, this will depend on the relevant policy and whether the rider was obeying all road rules and the e-scooter’s terms of use. If a rider is hit by a car, the driver’s compulsory third party insurance would cover any resulting injury or death. The e-scooter companies have started introducing third party liability insurance schemes which might protect riders from claims brought by, for example, injured pedestrians. However, the policies generally have numerous exclusions, such as where riders breach the terms of use (for example for not wearing a helmet or being underage). <h2>The need for a unified approach</h2> Multiple stakeholders are involved in rental e-scooter arrangements. From a regulatory perspective, state and local governments have a duty to consider and protect all members of the community when they allow and control e-scooter trials. The chosen approach can also impact redress mechanisms for those injured by e-scooters. At the moment, there’s different approaches across Australia. So it’s essential that all levels of government work together to craft a uniform regulatory framework. Additional safety measures can help curb the injury and death count, such as more precise “geofencing” to restrict e-scooters to certain areas and remote deactivation for breach of safety rules. Ensuring only those with a driver’s licence are authorised to ride e-scooters could also help, and this could be implemented by linking e-scooter app sign-up to state government licence databases. In the meantime, law enforcement is critical to ensure riders are riding e-scooters in a safe and legal manner. This article originally appeared on <a href="https://theconversation.com/whos-liable-if-youre-injured-or-killed-riding-an-e-scooter-187436" target="_blank" rel="noopener">The Conversation</a>. Image: Shutterstock

Legal

How Australia’s gig workers may remain contractors under Labor’s reforms

Uber Australia’s historic <a href="https://www.twu.com.au/wp-content/uploads/2022/06/Statement-of-Principles-28-June-2022.pdf" target="_blank" rel="noopener">agreement</a> with the Transport Workers’ Union, on the need to regulate the gig economy, is the first step in fundamental reform of gig work. It suggests the direction the Albanese government will to take to deliver better conditions for gig workers. The “statement of principles” agreed to between Uber and the union supports “regulatory certainty for platforms” and “minimum benefits and standards for platform workers who aren’t engaged as employees”. It does not agree that gig workers should be classified as employees instead of independent contractors. The response of federal workplace relations minister Tony Burke to <a href="https://ministers.dese.gov.au/burke/important-step-rights-gig-workers" target="_blank" rel="noopener">the agreement</a> suggests the government will take the same route – not changing the classification of gig workers but giving the federal industrial relations umpire, the Fair Work Commission, the power to set minimum standards for any workers in designated sectors. A precedent for this approach comes from <a href="https://www.ntc.gov.au/sites/default/files/assets/files/Safe-payments-report-October-2008.pdf" target="_blank" rel="noopener">New South Wales provisions</a> enabling regulation of payments to owner-drivers of trucks. Those provisions have been in place for more than 40 years, and have inspired the proposal <a href="https://statements.qld.gov.au/statements/95479" target="_blank" rel="noopener">before the Queensland parliament</a> to regulate the work of independent courier drivers. <h2>Leaving gig workers as contractors</h2> There are good reasons to aim to regulate gig economy workers as contractors, rather than attempting to bring them under the umbrella of being employees. Yes, their relationship with platforms can look an awful lot like an employment relationship – hence the reason for <a href="https://theconversation.com/an-employee-not-a-contractor-unfair-dismissal-ruling-against-deliveroo-is-a-big-deal-for-australias-gig-workers-161173" target="_blank" rel="noopener">court cases</a> supported by the Transport Workers’ Union seeking to have gig workers deemed employees. As the <a href="https://en.wikipedia.org/wiki/Duck_test" target="_blank" rel="noopener">saying goes</a>, if it looks, swims and quacks like a duck, it probably is a duck. But the outcome of trying to define gig workers as employees has been mixed. Around the world these attempts have sometimes <a href="https://www.theguardian.com/business/2017/feb/10/pimlico-loses-appeal-against-plumbers-worker-status-in-gig-economy-case" target="_blank" rel="noopener">succeeded</a>, <a href="https://btlaw.com/insights/blogs/currents/2018/philadelphia-u-s-district-court-determines-uber-drivers-are-independent-contractors" target="_blank" rel="noopener">sometimes not</a>. <h2>Roadblocks to becoming employees</h2> Platform companies have worked against these attempts, leveraging the fact quite a number of gig workers like to imagine themselves as <a href="https://www.cipd.co.uk/Images/to-gig-or-not-to-gig_2017-stories-from-the-modern-economy_tcm18-18955.pdf" target="_blank" rel="noopener">independent</a>, self-employed people, as well as customers’ preference for cheap services. The best (but not only) example is their success against California’s <a href="https://www.acslaw.org/expertforum/ab5-regulating-the-gig-economy-is-good-for-workers-and-democracy/" target="_blank" rel="noopener">AB5</a> law, passed in 2019, that tightened the rules for companies to hire workers as independent contractors. Uber and rival Lyft first <a href="https://calmatters.org/economy/2020/08/california-gig-work-ab5-prop-22/" target="_blank" rel="noopener">threatened to suspend operations</a> in California rather than comply with the law. They then teamed up with other platform companies such as DoorDash and spent a reported <a href="https://www.theguardian.com/commentisfree/2020/nov/12/uber-prop-22-law-drivers-ab5-gig-workers" target="_blank" rel="noopener">US$200 million</a> in 2020 to secure and a win a “ballot proposal” (known as Proposition 22) <a href="https://www.nytimes.com/2020/11/04/technology/california-uber-lyft-prop-22.html" target="_blank" rel="noopener">exempting</a> app-based transportation and delivery companies from the new law. A Californian court has since found <a href="https://www.nelp.org/blog/prop-22-unconstitutional/" target="_blank" rel="noopener">Proposition 22 unconstitutional</a>, but it remains in place pending an appeal. Even when a rule is devised to interpret the contracts that gig workers sign as employment contracts, gig companies could <a href="https://www.hcamag.com/au/specialisation/industrial-relations/uber-eats-announces-new-business-model-and-contracts-for-riders/245068" target="_blank" rel="noopener">amend their contracts</a> to get around that. But in the end, a company such as Uber will adhere, grudgingly, to most standards that are imposed on it — other than defining its workers as employees. Thus it has accepted <a href="https://www.uber.com/ca/en/drive/montreal/get-started/training-requirement/" target="_blank" rel="noopener">training requirements in Quebec</a> (after first <a href="https://www.thedrive.com/article/14652/uber-threatens-to-leave-quebec-over-new-driver-training-requirements" target="_blank" rel="noopener">threatening to quit</a> the Canadian province), <a href="https://www.masslive.com/politics/2016/08/gov_charlie_baker_signs_law_regulating_uber_and_lyft_in_massachusetts.html" target="_blank" rel="noopener">fare regulation in Massachusetts</a> and driver accreditation requirements in <a href="https://www.transport.nsw.gov.au/newsroom-and-events/media-releases/transport-for-nsw-statement-regarding-ride-sharing-apps" target="_blank" rel="noopener">several</a> <a href="https://www.intellinews.com/uber-reaches-agreement-with-the-czech-government-138071/" target="_blank" rel="noopener">jurisdictions</a>. <h2>Regulating contractors as contractors</h2> Regulating gig work without redefining gig workers as employees is not just politically easier, and hence more sustainable. It is also more effective policy. It enables regulation to be <a href="https://research-repository.griffith.edu.au/bitstream/handle/10072/405187/Peetz498000-Accepted.pdf?sequence=2&isAllowed=y" target="_blank" rel="noopener">tailored to circumstances</a>. For example it may mean applying an hourly wage rate in one sector, and a piece rate of some sort in another. For example, a New York state inquiry into how to regulate passenger transport came up with an amount expressed like taxi charges – that is, dollars per kilometre travelled – drivers needed to be paid to earn the <a href="https://news.yahoo.com/judge-rules-lyft-must-york-rules-driver-minimum-010416081.html" target="_blank" rel="noopener">equivalent of the state’s minimum wage</a> (taking into account waiting times, average speeds and so on). Different panels of the Fair Work Commission could determine different forms of gig economy regulation for different industries. Legislation does not need to specify how regulation should be expressed. It just needs to make sure that the Commission has all the power it needs, to regulate in whatever way it sees fit. <h2>Levelling the playing field</h2> The Transport Workers’ Union – which has a number of former officials in the Albanese government – has a long history of successfully promoting regulation of safety conditions for independent contractors (such as truck owner-drivers) without rebadging workers as employees. In the 1970s, for example, it persuaded the Wran government in NSW to introduce amendments to the NSW Industrial Relations Act that have made roads safer. The Albanese government does not need to legislate specific regulation. It just needs give the Fair Work Commission the power it needs to regulate in whatever way it sees fit, setting a minimum hourly rate or something else. The law must also direct the commission to set minimum standards in a way that ensures gig workers are paid as much as comparable award-covered employees, taking account of expenses. (Contractors often pay for costs that, if they were employees, would be covered by their employer.) This sort of direction is important to ensure neutrality between the costs of using employees or contractors. This article originally appeared on <a href="https://theconversation.com/how-australias-gig-workers-may-remain-contractors-under-labors-reforms-186197" target="_blank" rel="noopener">The Conversation</a>. Image: Shutterstock

Money & Banking

Sydney commuters warned of travel chaos

Sydney commuters will once again face a disruptive commute this week due to industrial action. Travellers will see up to a 50 percent decrease in peak hour train services on Tuesday, as trains won’t travel any faster than 60km/h. From Wednesday, a whopping 75 percent of services will be cut as well as the reduction in speed for all trains. The protected industrial action comes as unions fight for the ongoing safety concerns for their employees, as well as refusing to drive the intercity fleet which was built in South Korea and deemed unsafe. Transport for NSW is urging commuters to limit their travel over the four day strike period and have warned that roads could be busier due to the industrial action. A significant reduction in Intercity and regional services to the Central Coast, Newcastle, Hunter, Blue Mountains, Southern Highlands and South Coast lines is also expected on Thursday and Friday. A limited supply of buses will be available to help commuters to get to their required destination. Rail, Tram and Bus Union NSW secretary Alex Claassens said the industrial action was due to the government’s inaction. “All we want is for the government to deliver on the basic safety and workforce issues that we’ve been talking about for many months,” he said. “This has always been about safety for us.” Image: Facebook

Travel Trouble

10 bike-friendly cities around the world

Amsterdam, The Netherlands When counting down the world’s most bike-friendly cities, where else but Amsterdam could take the top spot? With more bikes than people, the city is structured with cyclists in mind. Low speed limits in the centre curb the impact of the four-wheeled menace, while bike racks on public transport make it easy to take a load off if the saddle gets to be too much. Rental shops are ubiquitous, the terrain is famously flat, and an online bike-specific route planner makes it especially easy for non-locals to get around. Further afield, a countryside of tulip fields and windmills lies within a 30-minute ride from the city centre. It’s no wonder almost half of Amsterdammers commute on two wheels. Copenhagen, Denmark Not riding a bike in Copenhagen is like not riding the trains in India – you’re missing out on a quintessential part of the experience. It’s just a nice bonus that riding a bike is the most convenient way to wander around Copenhagen’s best attractions. Bike lanes abound, as do bike lane-specific traffic signalling. Montreal, Canada If there’s one city in North America built for bicycles, it’s Montreal. However, it’s only been in the past decade that the city has exploited its compact size for the benefit of the cyclist, installing hundreds of kilometres of bike lanes around the city, many segregated from traffic. Coupled with a thriving bike culture and scenic routes around and to its most famous parks, the city makes hopping on a bike an easy decision. And if you don’t already have one, Montreal is home to Bixi, the public bike share company that has exported its modular bike share system technology around the world. Bogota, Colombia Bogota’s ciclorutas crisscross the city, offering cyclists the chance to explore the Colombian capital in the company of the locals. It is by far the most bike-friendly city in South America, with arguably the most extensive bike path network in the world. The cycling network has been integrated with the local bus system, which offers bike parking at stops and stations, and it has been specifically designed to allow bike traffic to flow over Bogota’s topography. Each Sunday several primary and secondary roads are closed to automobiles for the leisurely enjoyment of cyclists and pedestrians. Barcelona, Spain Cycling has been a part of Barcelona’s infrastructure for ages. Any visit to tourist districts of the city will uncover a dozen or more bike tour operators vying for your business. Of course, this enthusiasm for cycling implies that it’s just as easy to tour the sights of the city on your own. In a few hours of riding you can see the iconic Gaudi sculptures in Parc Guell, the Sagrada Familia, the massive Nou Camp soccer stadium and the famous cityside sand of Barcelona beach. The city’s protected cycle lanes and well-signed navigational aids will ensure that you won’t get lost. Berlin, Germany With more than 1,000 kilometres of bike paths, the vast majority of which are protected lanes, it’s no wonder that Berliners love to get around by bike. For the traveller, the major sights are within easy reach on a bicycle. For a true taste of the Berlin bike lifestyle, it’s best to take in a sunny afternoon at the vacant Tempelhof airport, where locals cycle and rollerblade up and down the abandoned runways. Perth, Australia Western Australia’s isolated capital is actually one of the most liveable metropolises in the world thanks to glorious weather and smart city design. A large chunk of the intelligent infrastructure work has come in the form of hundreds of kilometres of bike paths, which allow Perthites to get into and around their city with ease. Commuters enjoy bike lockers and change stations, which are found across the city. For the visitor, numerous scenic routes line the coastline and the local Swan River. What’s more, the best way to see Rottnest Island, a vehicle-free nature park just next to the city, is naturally by bicycle. Paris, France Paris’ Velib’ Métropole public bike sharing system provides everything you need to explore the almost 500 kilometres of bike paths around the French capital. And with so much to see, it’s nice to know that a healthy chunk of those bike paths is protected from manic Parisian motorists. The greatest feature of Paris’ bike system, however, is its ubiquity. A Velib’ station is almost always within sight, or just around the next corner. So after a moonlight cruise past the Eiffel Tower or a sunny ride down the Seine, you need not worry about being left in the lurch. Tokyo, Japan The mega-city of Tokyo has one of the most expansive and futuristic public transit networks on the planet, but its residents still swarm the streets (and sidewalks!) on their bicycles. Though the extent of bike lanes is still limited compared to other transit infrastructure, safe drivers help ease the tension between car and cyclist. Unique automated underground bike parking garages provide for a bit of a technological thrill when you need to stash your ride. Meanwhile, cycling tours of Tokyo are as popular as bike commuting is with the locals, as it’s the best way explore the world’s largest city on a more intimate level. Portland, Oregon, USA American cities are historically notoriously anti-bike. The road networks and suburbs were built for automobiles, long commutes and few pedestrians. But Portland, America’s favourite oddball and progressive city, is decidedly at the forefront of the American bicycle revolution. More than its ubiquitous bike lanes and popular bike share program, the thing that sets Portland apart is the rabid bike culture. The city boasts more cyclists per capita than anywhere else in the USA, and many restaurants and cafes maintain bicycle parking racks. However, the biggest upshot of all this for the visitor whose chain has fallen off is that seemingly every second person is also a bike mechanic. Image credits: Getty Images This article originally appeared on <a href="https://www.readersdigest.com.au/travel/destinations/10-bike-friendly-cities-around-the-world" target="_blank" rel="noopener">Reader's Digest</a>.

International Travel

Commuters to get free travel

Sydney commuters will be given 12 days of free travel across public transport as a way of apologising for last month’s 24 hour shut down. The free fare travel will take effect from 4am 14 April until 3.59am 26 April, including the Easter public holidays and ANZAC Day, on trains, buses, light rail, metro and ferries. Commuters across Greater Sydney, Central Coast, the Hunter Valley region, Illawarra and the Blue Mountains can take advantage of the free travel. NSW Transport Minister David Elliott explained the initiative was to help bring more people into the city. "We need to stimulate economic activity and Business Sydney were advocating in favour of these fare free days as a means to get people into the city, into Parramatta," he said on Sunday. "The shutdown of the network last month was something that needed to be compensated," he said. "To commuters affected by recent rail disruptions, I want to say a heartfelt thank you for your patience." Following last month’s industrial strike which saw thousands of commuters stranded, the Rail, Tram and Bus Union (RTBU) threatened to take weekly industrial action to force the government to offer free travel on Fridays through to June. Mr Elliot hoped the free fare period will allow the RTBU to “set aside” further industrial action. Image: Shutterstock

News

"Every city transport system needs a stupidly fearless bus driver"

An investigation has been launched after footage emerged of a bus being driven through flood waters in Sydney’s Northern Beaches. The vehicle on the 185 route from Mona Vale to Narrabeen wasn’t carrying any passengers when a bystander filmed the video. The footage, believed to have been captured during last week’s severe storms and posted to TikTok, showing the almost submerged bus driving through brown water that reached halfway up its windscreen. “Every city transport system needs a stupidly fearless bus driver,” the post was captioned. <blockquote class="tiktok-embed" style="max-width: 605px; min-width: 325px;" cite="https://www.tiktok.com/@elyseelmer/video/7072606510588775682" data-video-id="7072606510588775682"> <section><a title="@elyseelmer" href="https://www.tiktok.com/@elyseelmer" target="_blank" rel="noopener">@elyseelmer</a> the 185 parting the brownish seas <a title="sydneyfloods" href="https://www.tiktok.com/tag/sydneyfloods" target="_blank" rel="noopener">#sydneyfloods</a> <a title="sydneyflood" href="https://www.tiktok.com/tag/sydneyflood" target="_blank" rel="noopener">#sydneyflood</a> <a title="northernbeachessydney" href="https://www.tiktok.com/tag/northernbeachessydney" target="_blank" rel="noopener">#northernbeachessydney</a> <a title="♬ original sound - Mikayla O'Connor" href="https://www.tiktok.com/music/original-sound-7065073627041073967" target="_blank" rel="noopener">♬ original sound - Mikayla O'Connor</a></section> </blockquote> The NSW Government and SES officials have repeatedly urged residents to avoid driving into floodwaters with an “if it’s flooded, forget it” message. “Please don‘t drive through flood waters, we cannot say that more than enough,” NSW Premier Dominic Perrottet said last week as heavy rain cause flash flooding on multiple roads across the state. The video left Sunrise hosts gobsmacked on Monday morning’s breakfast show. Co-host Matt Shirvington said the driver is “absolutely stupid” for ignoring years of warnings from officials. “He or she will be in a huge amount of trouble, because they will be able to track that pretty easily,” Natalie Barr added A spokesman from Northern Beaches bus service operator Keolis Downer said the incident was “under investigation”. “Keolis Downer prioritises the safety of its passengers and drivers at all times, and has strict protocols in place governing driving through floodwaters,” the spokesman said. Images: TikTok

Travel Trouble

Blame game ensues over Sydney transport saga

Sydney’s public transport has been thrown into chaos today, with all train services cancelled. A breakdown in talks between the NSW Government and the Rail Tram and Bus Union (RTBU) has resulted in all services on the Sydney Train lines and intercity RailLink line being cancelled. Transport for NSW have said the decision is the result of industrial action, however the RTBU say the planned industrial action wouldn’t impact commuters and the trains have been cancelled by the government in “retaliation”. The government and the union have been exchanging blows this morning, with Premier Dominic Perrottet branding the situation a “coordinated attack” by the Labor Party and RTBU. “This is no accident. This is a concerted campaign by the unions and the Labor Party to cause mass disruption across our city. They are not even hiding it,” Mr Perrottet told reporters. “Today is the first day we have international arrivals coming in, a day where mums and dads are trying to get their kids to school, a day when many university students are going back to class for the first time and many people as a result of our announcement last week returning to work. “The unions were intent on causing chaos.” The NSW premier confirmed that the decision to cancel the trains had been made by Transport for NSW, but claimed they were “left with no alternative in terms of safety”. He said he was incredibly disappointed with what has occurred this morning, saying the union’s wrong interpretation of the decision made by the Industrial Relations Commission is to blame for the action taken by Sydney Trains. “This is a concerted, predetermined campaign by the union movement,” he said. “You cannot treat the people of our great state in this way and it is very, very clear that this is the Labor Party in bed with the union movement to cause mass disruption.” The decision to cancel the trains was made just before 2am, meaning commuters who rely on the train services have been left scrambling to find alternative transport. RTBU NSW Secretary Alex Claassens made it clear on Monday morning that the cancelled trains was not the result of a worker strike, branding it a “dummy spit” from the NSW government. Speaking at a press conference at Central Station, Mr Claassens said when staff turned up for work this morning, they were told by management that the trains had been cancelled. “You can imagine the shock this morning waking up and knowing that the government had just done the most low and dastardly thing you can imagine the government doing. They have locked out their workforce and they have inconvenienced the people of NSW just because it was going to be a little bit difficult,” he told reporters. At this stage no train replacement buses have been organised to help commuters, with people being told to find their own alternative transport arrangements. The impacted lines include the Airport and South Line, Bankstown Line, Blue Mountains Line, Central Coast & Newcastle Line, Cumberland Line, Eastern Suburbs & Illawarra Line, Hunter Line, Inner West & Leppington Line, North Shore Line, Northern Line, Olympic Park, South Coast Line, Southern Highlands Line and the Western Line. Ferry and Light Rails services are understood to be operating as usual. Image credits: Getty Images / Twitter

News

National chaos as Aussie truckies hit the brakes

Up to 7000 truckies are going on strike for 24 hours from today, which could affect the nation's food and fuel supplies. The strike will have a knock-on effect over the next few days so the public has been warned to buy extra food and fuel supplies now. The truckies have been accused of disrupting medical supplies as well but a Transport Workers’ Union (TWU) statement said it "has never and will never disrupt medical supplies or vaccines.” The TWU organised the strike, accusing the major employer, Toll, of scrapping overtime entitlements and engaging outside drivers in a bid to compete with global firms like Amazon Flex. Earlier this week, TWU national secretary Michael Kaine accused Toll of trying to imitate companies like Amazon Flex. "Toll workers have been forced to take the last resort option to go on strike this week because their jobs are being smashed," Kaine added. Much like Uber, Amazon Flex describes its model as "you use your own vehicle to deliver packages ... as a way of earning extra money". Toll argues it has the industry’s best enterprise agreement Toll has argued back with the TWU, saying its enterprise agreement is the best in the industry. President of its Toll Global Express businesses, Alan Beacham, has accused the TWU of refusing to compromise during negotiations. Beacham said: "It is clear the union was always planning this industrial action, no matter how the negotiations were going." "Toll will not be bullied by the union,” he added. "We will not allow the Australian public to be held to ransom at the behest of the TWU leadership." 4000 TWU members to take part in strike Beacham said he expects 4000 employees, who are voting TWU members, to take part in the strike rather than the 7000 threatened by the union. He said Toll had put in place contingency plans to deal with disruptions caused by the strike. Beacham added: "Instead of attacking Toll at the top of the sector, why aren't the TWU going after the bottom of the sector to raise the standards there?” But speaking for the TWU, the secretary Michael Kaine said: "It is an abomination that billionaire retailers like Amazon are smashing profit records while ripping off transport supply chains and crushing the jobs of the truck drivers who've risked the health of their families to deliver parcels and keep shelves stocked." Photo: Shutterstock

News

Should I wear a mask on public transport?

As restrictions ease, many Australians will be wondering if it’s worth wearing a mask on the bus, train or tram to reduce their risk of being infected with coronavirus. When Deputy Chief Medical Officer Nick Coatsworth was asked about this last week, he <a href="https://www.abc.net.au/radionational/programs/breakfast/covid-19-update-with-deputy-chief-medical-officer/12334932">said</a>: <blockquote> If you are a vulnerable person and you have no other means of getting to work or around, it would be a very reasonable thing to do. We don’t think that general, healthy members of the community need to be considering wearing masks in that context. </blockquote> Earlier, Chief Medical Officer Brendan Murphy <a href="https://www.smh.com.au/politics/federal/chief-medical-officer-backs-voluntary-use-of-face-masks-on-public-transport-20200529-p54xrd.html">said</a> wearing masks on public transport “is not an unreasonable thing to do”. But the National Cabinet <a href="https://www.smh.com.au/politics/federal/chief-medical-officer-backs-voluntary-use-of-face-masks-on-public-transport-20200529-p54xrd.html">has stopped short</a> of making wearing masks on public transport compulsory. No wonder it can all seem a bit confusing. So what does fresh evidence say about the benefits of healthy people wearing masks in public? And how do you use this to decide what to do? Yes, wearing a mask does reduce your risk Until now, the evidence about whether wearing a mask out and about if you’re healthy reduces your risk of coronavirus infection has been uncertain. But a recent review in <a href="https://www.thelancet.com/journals/lancet/article/PIIS0140-6736(20)31142-9/fulltext">The Lancet</a> changes that. As expected, the researchers found wearing masks protected health-care workers against coronavirus infection. But they also found wearing masks protects healthy people in the community, although possibly to a lesser degree. The researchers said the difference in the protective effect was largely because health workers are more likely to use <a href="https://www.thelancet.com/journals/lancet/article/PIIS0140-6736(20)31183-1/fulltext">N95 masks</a>, which were found to offer greater protection than the disposable surgical masks we generally see people wearing out in the community. So, the take-home message is that masks, while not offering perfect protection, reduce your risk of coronavirus infection while you’re out and about. In light of this study, the World Health Organisation (WHO) has <a href="https://www.bbc.com/news/health-52945210">updated its advice</a> to recommend healthy people <a href="https://www.who.int/publications/i/item/advice-on-the-use-of-masks-in-the-community-during-home-care-and-in-healthcare-settings-in-the-context-of-the-novel-coronavirus-(2019-ncov)-outbreak">wear masks</a> in public where there is widespread transmission and where physical distancing is difficult, such as on public transport. But how is this different to what I’ve heard before? What this Lancet study adds is the best evidence we have so far that healthy people who wear a mask out and about can reduce their chance of infection. It’s important to stress, the evidence is <a href="https://www.sciencedaily.com/releases/2020/04/200403132345.htm">quite clear</a> that if you’re sick, wearing a mask <a href="https://www.nature.com/articles/s41591-020-0843-2">reduces your risk</a> of transmitting the coronavirus to others. If you’re sick or have been diagnosed with COVID-19 the clear advice is still to stay home and self-isolate. You shouldn’t be on public transport anyway! Masks also protect others But how about the other possible benefit of wearing masks on public transport – minimising the risk of you unwittingly transmitting the virus to others if you don’t have symptoms? Despite some <a href="https://www.statnews.com/2020/06/09/who-comments-asymptomatic-spread-covid-19/">confusing messages</a> from WHO earlier this week, we know “asymptomatic transmission” does occur, although we are yet to pin down its exact role. For instance, a recent review suggests <a href="https://www.acpjournals.org/doi/10.7326/M20-3012">as many as 40-45 per cent</a> of coronavirus infections are asymptomatic and they may transmit the virus to others for an extended period. So, preventing asymptomatic transmission is another reason you may choose to wear a mask. That is, rather than wearing a mask to protect yourself, you could wear a mask to protect others. So, what should I do? Given masks reduce your risk of infection and reduce the risk of you unwittingly passing on the virus to others, you could certainly make a case for routinely wearing a mask on public transport while we have coronavirus in the community. This case is even stronger if you are at risk of severe illness, for example if you are over 65 years old or have an underlying medical condition such as high blood pressure, heart disease or diabetes. Alternatively, if you are travelling on a short trip on a train and you have plenty of room to social distance, then you may decide wearing a mask may not be essential given the level of risk on that journey. However, if you are on a longer commute and the train is crowded and social distancing is difficult, then wearing a mask could well be sensible. If you do decide to wear a mask, then it’s important to make sure you know how to <a href="https://theconversation.com/are-you-wearing-gloves-or-a-mask-to-the-shops-you-might-be-doing-it-wrong-137393">put it on and take it off</a> correctly. And as no mask offers complete protection, you still need to physically distance where possible and wash your hands. <a href="https://theconversation.com/profiles/hassan-vally-202904">Hassan Vally</a>, Associate Professor, <a href="https://theconversation.com/institutions/la-trobe-university-842">La Trobe University</a> This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/should-i-wear-a-mask-on-public-transport-139981">original article</a>.

Body

Here is how you can navigate public transport as safely as possible as coronavirus restrictions ease

As coronavirus restrictions continue to ease, one of the key challenges we face is how to deal with people moving around a lot more. In particular, as more of us start to head back to school and the office in the coming weeks and months, more of us will be getting on buses, trains and trams. So what is public transport going to look like as we relax restrictions, and how can we navigate this safely? Workplaces can help Victorian premier Daniel Andrews has emphasised <a href="https://7news.com.au/lifestyle/health-wellbeing/victoria-coronavirus-update-daniel-andrews-says-working-from-home-will-stay-c-1042934">working from home</a> will be one of the last measures the state will ease. But even when restrictions are relaxed, do we all need to go into the office as much as we used to? Working from home has become the “new normal” for many of us, and we’ve learnt a lot about how to do this successfully. Employers have adjusted too, with some indicating <a href="https://www.bbc.com/news/business-52765165">they will encourage</a> increased remote working moving forward. So one of the obvious things we can do to reduce the numbers of people using public transport is to continue to work from home where possible. Another option is for workplaces to implement flexible start times. If we can reduce the numbers of people using public transport during peak times, this will make a significant difference in reducing crowding. Public transport providers and governments State governments have introduced <a href="https://www.9news.com.au/national/nsw-public-transport-changes-marshals-security-to-enforce-coronavirus-social-distancing/4a6c3554-547d-4c76-b562-d071343eb06f">additional cleaning practices</a> on public transport networks. These will continue, and may even be increased, as more people return to public transport. Although increased cleaning is important, physical distancing remains the key to safely moving large numbers of people again. Governments will need to consider some changes to ensure people can keep a safe distance from others on their commute. As we’ve seen with the easing of restrictions, different states will take different approaches. For example, New South Wales has imposed limits on how many people can board a bus or train. A maximum of <a href="https://www.9news.com.au/national/coronavirus-nsw-public-transport-rules-how-many-people-can-go-on-bus-train/77bf87a6-288a-4015-86b5-87786fb6729c">32 people</a> are allowed in a train carriage (normally one carriage holds 123 passengers), while buses are limited to 12 passengers (capacity is normally 63). Further, markings on the seats and floors of buses and trains indicate where people can sit and stand. Marshals are also <a href="https://www.9news.com.au/national/nsw-public-transport-changes-marshals-security-to-enforce-coronavirus-social-distancing/4a6c3554-547d-4c76-b562-d071343eb06f">being stationed</a> around the public transport network to ensure commuters are following the rules. In a similar move, the South Australian government revealed they <a href="https://www.abc.net.au/news/2020-05-29/coronavirus-plan-for-adelaide-trains-buses-and-trams/12301252">will remove seats</a> from Adelaide trains. In contrast, Queensland is not imposing any passenger limits, instead asking commuters to use their common sense. The government <a href="https://www.abc.net.au/news/2020-05-22/coronavirus-queensland-commuters-distancing-public-transport/12263506">says</a> there is plenty of room on public transport in Queensland at present, and the risk of virus transmission is low given the small number of active cases. Similarly, Victoria has not imposed passenger limits. But the <a href="https://www.theage.com.au/national/victoria/shift-work-and-days-at-home-on-the-cards-to-avoid-public-transport-overcrowding-20200530-p54xz6.html">government has indicated</a> commuters will be able to access information about which public transport services are the least crowded to assist travel planning. Some states have flagged <a href="https://www.theage.com.au/national/victoria/shift-work-and-days-at-home-on-the-cards-to-avoid-public-transport-overcrowding-20200530-p54xz6.html">extra services</a> may be needed to avoid overcrowding, though the extent to which this will be possible is dependent on resources. In addition to <a href="https://www.smh.com.au/national/nsw/extra-services-added-to-sydney-s-straining-transport-network-20200523-p54vrs.html">extra services</a>, NSW has <a href="https://www.transport.nsw.gov.au/news-and-events/media-releases/physical-distancing-on-transport-key-to-a-safe-pathway-back-to-work">indicated</a> it will boost car parking and enhance access for cyclists and pedestrians. What can you do? The main responsibility around keeping virus transmission suppressed as we relax restrictions rests with us as individuals to behave sensibly and responsibly. The same principles apply when we use public transport as when we navigate all public spaces. Maintaining physical distance from others and washing our hands regularly are possibly even more important when we’re using public transport, given we potentially come into contact with a lot of people in an enclosed space. We know SARS-CoV-2, the virus that causes COVID-19, is <a href="https://www.businessinsider.com.au/coronavirus-risk-higher-tight-indoor-spaces-with-little-air-flow-2020-5?r=US&IR=T">more likely</a> to spread indoors than outdoors. We also know prolonged contact with someone infected with the virus increases the risk of transmission, as compared to a passing encounter. So public transport commutes have the potential to pose a significant risk of virus transmission, especially if you’re sitting next to an infected person on a long journey. Taking hand sanitiser when you use public transport is a good idea so you can clean your hands while travelling. You may be touching contaminated surfaces, for example the bars and handles for balance. In addition, washing your hands thoroughly with soap as soon as you arrive at your destination should become a part of your routine. Importantly, if you’re sick you should not be leaving the house, let alone taking public transport or going to work. What about masks? Wearing a mask on public transport is an issue of <a href="https://www.smh.com.au/politics/federal/chief-medical-officer-backs-voluntary-use-of-face-masks-on-public-transport-20200529-p54xrd.html">personal preference</a>. But if you choose to wear a mask, it’s important to understand a couple of things. First, masks need to be <a href="https://www.who.int/emergencies/diseases/novel-coronavirus-2019/advice-for-public/when-and-how-to-use-masks">put on and taken off correctly</a> so you don’t inadvertently infect yourself in the process. And while masks potentially offer <a href="https://www.mayoclinic.org/diseases-conditions/coronavirus/in-depth/coronavirus-mask/art-20485449">some additional protection</a> to you and others, it’s still critical to follow physical distancing and other hygiene measures. Written by Hassan Vally. Republished with permission of <a href="https://theconversation.com/as-coronavirus-restrictions-ease-heres-how-you-can-navigate-public-transport-as-safely-as-possible-138845">The Conversation.</a>

Travel Tips

Bus driver worked for eight days after returning from overseas

A Perth bus driver interacted with more than 130 passengers while infected with COVID-19 as he worked on the road for eight days after returning from overseas. The Western Australia government said 137 passengers paid their bus fare in cash across the driver’s eight shifts from March 9 to 18. The risky routes were the 506, 507, 509, 517, 178, 999, 518, 527 and 537. The driver returned from a holiday in the United States on March 7, before the 14-day self-isolation requirement was established, <a href="https://thewest.com.au/news/coronavirus/coronavirus-crisis-perth-bus-driver-for-swan-transit-tests-positive-to-covid-19-after-overseas-holiday-ng-b881498364z">The West Australian</a> reported. He returned a positive test for COVID-19 on Monday. Swan Transit was now <a rel="noopener" href="https://www.perthnow.com.au/news/coronavirus/coronavirus-crisis-perth-bus-driver-tests-positive-to-covid-19-ng-b881498483z" target="_blank">reviewing CCTV</a> and tracing contact to identify anyone who may have been exposed to the virus. Other passengers who travelled on the driver’s bus and used a contactless Smartrider are “casual contacts” and do not need to self-isolate, a government spokesman said. “According to health guidelines, casual contacts don’t need to be concerned and do not need to be excluded from work or school, unless they become unwell, which is the health advice for every Western Australian,” the spokesman said. “They should closely monitor their health, and if any symptoms are experienced they need to seek medical advice.” Earlier this month, the Public Transport Authority introduced increased sanitation measures, with buses being required to be sanitised each evening. The WA premier Mark McGowan said anyone arriving into the state must now <a href="https://www.abc.net.au/news/2020-03-22/coronavirus-spread-sees-wa-close-borders-rules/12079112">self-isolate for 14 days</a>. As of Tuesday afternoon, there were 175 confirmed cases of COVID-19 in the state.

Travel Trouble

Billions are pouring into mobility technology – will the transport revolution live up to the hype?

Over the past decade almost <a href="https://files.pitchbook.com/website/files/pdf/PitchBook_Q4_2019_Emerging_Tech_Research_Mobility_Tech_Executive_Summary.pdf">US$200 billion</a> has been invested globally in mobility technology that promises to improve our ability to get around. More than US$33 billion was invested last year alone. Another measure of interest in this area is the <a href="https://travelandmobility.tech/lists/unicorns/">number of unicorns</a>, which has doubled in the past two years. A unicorn is a privately held startup company valued at US$1 billion or more. In early 2018 there were 22 travel and mobility unicorns. By last month the number had grown to 44. The top categories in the mobility area are: ride hailing, with 11 unicorns (25.0%); autonomous vehicles, with ten (22.7%); and micromobility, with three (6.8%). The remaining 20 unicorns are in the travel category (hotels, bookings and so on). Mobility technology is more than just autonomous vehicles, ride hailing and e-scooters and e-bikes. It also includes: electrification (electric vehicles, charging/batteries); fleet management and connectivity (connectivity, data management, cybersecurity, parking, fleet management); auto commerce (car sharing); transportation logistics (freight, last-mile delivery); and urban air mobility. Promised solutions, emerging problems Much of the interest in mobility technology is coming from individuals outside the transport arena. Startups are attracting investors by claiming their technology will solve many of our transport problems. Micromobility companies believe their e-scooters and e-bikes will solve the “<a href="https://ascelibrary.org/doi/abs/10.1061/9780784413210.007">first-mile last-mile</a>” problem by enabling people to move quickly and easily between their homes or workplaces and a bus or rail station. While this might work in theory, it depends on having <a href="https://theconversation.com/fork-in-the-road-as-danish-and-dutch-style-cycle-routes-spread-19744">safe and segregated bicycle networks</a> and <a href="https://theconversation.com/people-love-the-idea-of-20-minute-neighbourhoods-so-why-isnt-it-top-of-the-agenda-131193">frequent and widely accessible public transport</a> services. Ride-hailing services might relieve people of the need to own a car. But <a href="https://www.som.com/ideas/publications/som_thinkers_the_future_of_transportation">there is evidence</a> to suggest these services are <a href="https://www.wsj.com/articles/the-ride-hail-utopia-that-got-stuck-in-traffic-11581742802">adding to traffic congestion</a>. That’s because, unlike taxis, more of their time on the road involves travelling without any passengers. Navigation tools (Google Maps, Apple Maps, Waze) have <a href="https://en.wikipedia.org/wiki/Google_Maps">been around longer</a> than most other mobility technologies and are meant make it easier to find the least-congested route for any given trip. However, <a href="https://people.eecs.berkeley.edu/~theophile/docs/publications/Cabannes_19_ACM.pdf">research</a> suggests these tools might not be working as intended. The <a href="https://www.som.com/ideas/publications/som_thinkers_the_future_of_transportation">backlash</a> against them is growing in some cities because traffic is being directed onto neighbourhood streets rather than arterial roads. Autonomous vehicles have the goal of reducing injuries and deaths from car crashes. Only a few years ago many bold predictions were being made that these self-driving vehicles would be having positive impacts by now, but this hasn’t happened. The enthusiasm for autonomous vehicles has cooled. <a href="https://www.vtpi.org/avip.pdf">Some now believe</a> we won’t see many of the social benefits for decades. The final mobility tech area is known as mobility as a service (<a href="https://en.wikipedia.org/wiki/Mobility_as_a_service">MAAS</a>). It’s basically a platform designed to make better use of existing infrastructure and transport modes. MAAS begins with a journey planner that is linked to one-stop payment for a range of mobility services – ride-hailing, e-scooters, e-bikes, taxis, public transport, and so on. MAAS is the newest entrant in the mobility tech field. It has attracted US$6.8 billion to date, but is expected to grow to <a href="https://www.marketsandmarkets.com/Market-Reports/mobility-as-a-service-market-78519888.html">over US$100 billion by 2030</a>. This idea is creating great enthusiasm, not only among private entrepreneurs, but also in the public sector. It’s too early to know whether it will improve transportation. 3 trends are driving investment So, why do venture capitalists <a href="https://www.forbes.com/sites/johnfrazer1/2019/03/11/new-mobility-worth-billions-venture-capital-thinks-so/#198cda2247d8">continue to show so much interest</a> in mobility technology startups despite poor company performance to date? It appears they believe personal mobility will become increasingly important. <a href="https://www.forbes.com/sites/johnfrazer1/2019/03/11/new-mobility-worth-billions-venture-capital-thinks-so/#198cda2247d8">Three trends</a>support this belief. First, urban dwellers increasingly value the ability to move around easily. It’s thought to be a key ingredient for a liveable city. The problem is public transport is often not very good, particularly in the US and in outer suburbs in Australia. This is due to historically low funding relative to roads. The prospect of more funding and better public transport services in the future is not good. In part that’s because many <a href="https://www.vox.com/2015/8/10/9118199/public-transportation-subway-buses">view public transport as welfare</a> and not an essential public service. Thus, if cities want to become more liveable and competitive, they must look beyond government-funded public transport for other mobility alternatives. The second trend is declining vehicle ownership. Since 1986 US sales of car and light trucks per capita have dropped by <a href="https://www.advisorperspectives.com/dshort/updates/2020/02/04/vehicle-sales-per-capita-our-latest-look-at-the-long-term-trendh">almost 30%</a>. In Australia, new car sales <a href="https://www.budgetdirect.com.au/car-insurance/research/australian-car-sales-statistics.html">remained relatively constant</a> over the past decade, but a <a href="http://www.roymorgan.com/findings/7982-new-vehicle-purchase-intention-march-2019-201905240039">decline since 2017 is expected to continue</a>. These trends are due in part to the cost of owning a vehicle, but also because of a growing view that owning a car may not be necessary. This brings us to the third trend, which involves demographics and the <a href="https://theconversation.com/delay-in-getting-driving-licences-opens-door-to-more-sustainable-travel-57430">post-millennial desire for access to mobility</a> services <a href="https://theconversation.com/car-ownership-is-likely-to-become-a-thing-of-the-past-and-so-could-public-transport-110550">rather than vehicle ownership</a>. These trends, combined with expectations of an upward trend in prices of these services, suggests there may be good times ahead for ride-hailing and micromobility companies. It also means venture capital funding for these startups will not be diminishing in the near future. The future of transport isn’t simple Transport systems are multifaceted. No one single app or technology will solve the challenges. And, as we are discovering, some of the purported solutions to problems might actually be making the situation worse. If the goal is to get people out of their cars (for <a href="https://theconversation.com/designing-suburbs-to-cut-car-use-closes-gaps-in-health-and-wealth-83961">better health and quality of life and a better environment</a>), this will require more than a technology. Better infrastructure and public policies (including better integration of land uses and transport to reduce the need for transport) will be required – <a href="https://theconversation.com/three-charts-on-why-congestion-charging-is-fairer-than-you-might-think-124894">congestion pricing</a>being one of those. That is not to say technological innovations are not welcome as part of the solution, but they are just that … “part” of the solution. Written by Neil G Sipe. Republished with permission of <a href="https://theconversation.com/billions-are-pouring-into-mobility-technology-will-the-transport-revolution-live-up-to-the-hype-131154">The Conversation.</a>

Travel Tips

Drought-ravaged town runs out of water after company takes thousands of litres

A town that has been ravaged by drought has run out of water just weeks after a Chinese company was given permission to run a commercial water extraction facility in the area. Stanthorpe in Queensland’s Southern Downs is now dependent on 42 truckloads of water a day that’s brought in from a dam that’s 60 kilometres away. The local dam for Stanthorpe, town of just 5,000, has dipped to 11 per cent of capacity, with those living in the area limited to 80 litres of water per person a day. The Southern Downs Regional Council has tightened water restrictions last month just one day after approving the development of a mining operation 40 kilometres away. The “full-time water carting” from the dam consists of 1.3 megalitres per day and mayor Tracy Dobie says that the operation is the biggest of its kind by Australian local government. “We've now commenced full trucking of water. There's 14 trucks doing three trips a day,'” she <a rel="noopener noreferrer" href="https://www.facebook.com/MYSDRC/videos/552971542098483/?__xts__%5B0%5D=68.ARDcXWPDe0s0EH9mn-pZ3Gv2EYyDt1W7cMdRRAghI-Md33TSStLUPlSWrvCKl_HIhF29fqpJ4mGdCQQdokVuz5b08ROEMqegSat384fT0CQXvGbDkJnLzNO9mzvhwSbCcMuIz-p7GFid-o0Ok2ZviOZG32xr6HUuNWWcIAJ_rrhz5yvEedmUl23hj00PV59GqTxZipMgWshsdyYbOiDepYSUI70XKdFlTuI8_5WluNAXgBCj23PiF_kvrfkny-aj0RApeta0Sms5qK2xfak06-xechWLhjX3OLEmhxXrXdf_mRIsHI44i3OMpmQELdVaPkEeUqvaLkEBEhorR2J9Ele98kkmebPEKAxrDg&__tn__=-R" target="_blank">said</a>. “Council promised the community we would not run out of water. “The initial stages of water carting went extremely well and without incident. We will now move to full-time water carting to provide water to the Stanthorpe Region.” <iframe src="https://www.facebook.com/plugins/post.php?href=https%3A%2F%2Fwww.facebook.com%2FMYSDRC%2Fphotos%2Fa.763794183646647%2F3896869843672383%2F%3Ftype%3D3&width=500" width="500" height="586" style="border: none; overflow: hidden;" scrolling="no" frameborder="0" allowtransparency="true" allow="encrypted-media"></iframe> The 80-litre water restriction will remain in place despite the water being imported from the dam. The issue within the town was highlighted further after a farmer was robbed of 70,000 of drinking water by his neighbour. Andrew Todd, 61, had thieves target his property three times over five months, each time stealing a mass amount of water. Todd explained to <a rel="noopener noreferrer" href="https://www.couriermail.com.au/news/queensland/crime-and-justice/desperate-drought-communities-stealing-water/news-story/65a9b1bbe1e68bf0b4f7c2c2e7c4e830" target="_blank">The Courier Mail</a> that he feels sympathetic for his neighbours. “It's just very sad. You've got to lock your gates now,” Todd said.

Travel Trouble

Summer reads: When you can’t travel, let a book transport you

I don’t understand beach reads. And I’m not the only one. There’s <a href="https://www.theguardian.com/books/2016/jun/02/beach-read-summer-books-holiday-vacation">no universal consensus about the category</a>, though the marketing tends to revolve around those books popularly considered disposable, unserious, or at the very least, books “<a href="https://www.washingtonpost.com/entertainment/books/what-exactly-is-a-beach-read-anyway-summery-sexy--or-sexist/2016/08/05/41ea6ea8-58e5-11e6-831d-0324760ca856_story.html?utm_term=.03921e2c51bc">you don’t mind getting wet</a>.” Last year, I toted <a href="https://www.goodreads.com/book/show/15823480-anna-karenina">Anna Karenina</a> along with me — it got soaked, and I abandoned it in an AirBnB in Dubrovnik, Croatia, after I’d finished reading it. It lasted nearly the whole trip and left a gaping, souvenir-sized hole in my suitcase; it was perfect. So as much as I’d like to dissolve the beach read label entirely, I must also admit I have a type: I want a meaty, absorbing book that takes me further into a vacation by connecting with the cultures that produced it. I want a book that can’t be disposed of, one that will take me somewhere entirely new. What I really want is to decouple the notion of summer reading as a <a href="https://electricliterature.com/what-the-fk-is-a-beach-read-anyway/">lifestyle marker</a> <a href="https://www.goodreads.com/en/book/show/39952655">of class</a> <a href="https://www.washingtonpost.com/entertainment/books/what-exactly-is-a-beach-read-anyway-summery-sexy--or-sexist/2016/08/05/41ea6ea8-58e5-11e6-831d-0324760ca856_story.html?utm_term=.ccc299550f05">or gender</a>. If the “<a href="https://www.newyorker.com/books/page-turner/the-invention-of-the-beach-read">pursuit of intellectual betterment</a>” feels inaccessible or off-putting, I would like to propose at least the pursuit of expanding our emotional connections. In a cultural climate where the <a href="https://theconversation.com/does-empathy-have-limits-72637">limits of empathy</a> are increasingly under a microscope, forging cross-cultural connections feels like a pressing task. Much has been made of the relationship between <a href="https://science.sciencemag.org/content/342/6156/377">fiction reading</a> and <a href="https://www.ncbi.nlm.nih.gov/pubmed/23383160">empathy</a>, but what happens when the limits of our worldview are bounded by the English language? While <a href="https://www.cbc.ca/news/politics/census-family-language-highlights-1.4231841">linguistic diversity is growing in Canada</a>, the majority of Canadians still <a href="https://www.cbc.ca/news/politics/census-wednesday-language-1.4231213">speak only English at home</a>, and <a href="https://www.vulture.com/2019/05/translated-fiction-has-been-growing-or-has-it.html">comparatively few books are translated</a> into English. If, as José Ortega y Gasset proposes, reading in translation should <a href="http://dialogos.ca/2015/09/the-misery-and-the-splendour-of-translation-v-the-splendour/">transport the reader into the language</a> — and therefore the perspective — of the author, then reading translated works may be one of the best ways to expand empathy beyond the boundaries of language. I’m not going abroad this summer, at least not physically. I’ll be staying in Canada, with only my books to pull me to other times and places. While in recent years, I’ve focused on <a href="https://www.vox.com/2015/12/29/10634416/reading-list-books">keeping up with new releases</a>, this year I’m fixated on atmosphere and transportation, in a mix of old favourites and new-to-me classics from around the world. Italy I won’t tell you to read Elena Ferrante, <a href="https://www.theguardian.com/lifeandstyle/2016/apr/30/elena-ferrante-fan-girl-modern-tribes">because you’ve probably heard that before.</a> Instead, I will be delving into the work of Elsa Morante, a <a href="https://www.latimes.com/books/la-ca-jc-elena-ferrante-interview-20180517-htmlstory.html">possible inspiration for Ferrante’s pseudonym</a>. <a href="https://www.goodreads.com/book/show/40180043-arturo-s-island">Arturo’s Island</a>, originally published in English in 1959, has been published in <a href="https://www.nytimes.com/2019/03/11/books/review-arturos-island-elsa-morante-ann-goldstein.html?auth=login-facebook&login=facebook">a new translation by Ann Goldstein</a> (translator of Ferrante’s Neapolitan novels). The novel promises a mix of the remote island setting steeped in Morante’s preoccupation with social issues and the spectre of war. Poland One of my favourite themes in European literature is that of movement and fluidity, the running sense of unity of purpose amidst myriad diverse pockets of culture. The ubiquity of trains and boats support transcontinental journeys by characters who switch language mid-conversation. Last year’s <a href="https://thebookerprizes.com/international/news/flights-wins-man-booker-international-prize-2018">Man Booker International</a> winner, <a href="https://www.goodreads.com/book/show/36885304-flights?from_search=true">Flights</a> by Olga Tokarczuk takes traveling and travelers as the subject of its interconnected musings, making it an ideal choice for the vacation headspace. This year’s winner, <a href="https://thebookerprizes.com/international/">Celestial Bodies from Oman’s Jokha Alharthi</a>, has an English edition but has not yet been published in Canada. Croatia In my opinion, no contemplation of Pan-European lore can be complete without Dubravka Ugrešic’s <a href="https://www.independent.co.uk/arts-entertainment/books/reviews/baba-yaga-laid-an-egg-by-dubravka-ugresic-1728869.html">Baba Yaga Laid an Egg</a>. Once <a href="https://www.questia.com/magazine/1G1-13827983/five-women-who-won-t-be-silenced-croatia-s-witches">labeled a witch herself</a> and driven into exile from Croatia, Ugrešic’s take on Baba Yaga explores the shifting nature of popular folklore. Nigeria <a href="https://www.goodreads.com/book/show/18749.Half_of_a_Yellow_Sun?ac=1&from_search=true">Half of a Yellow Sun</a> by Nigerian author Chimamanda Ngozi Adichie is not a translation, but it will take you to a place that only briefly existed: Biafra, a West African state founded in 1967. While the brutality of recent war may not make a particularly appetizing subject for vacation, Adichie contrasts the brutality with sumptuous descriptions of pre-war food and luxury, giving her vision of Biafra the aura of a lost dream. Adichie has referred to the war as a <a href="https://www.newyorker.com/culture/culture-desk/hiding-from-our-past">shadow over her childhood</a>. Norway There are no beaches in <a href="https://www.goodreads.com/book/show/6217.Kristin_Lavransdatter?from_search=true">Kristen Lavransdatter</a> and many more Christmases than summers, but if you start Nobel Prize-winner Sigrid Undset’s oeuvre now, it may take you until winter to finish it. Set in Medieval Norway, the book follows the titular Kristen from childhood until death, focusing on her tumultuous love affair and marriage to Erlend Nikulaussøn. Tiina Nunnally’s translation, <a href="https://slate.com/culture/2017/01/why-sigrid-undset-author-of-the-kristin-lavransdatter-trilogy-should-be-the-next-elena-ferrante.html">focusing on plain, stripped-down language,</a> presents a change in philosophy from the first English translation that cut large portions of the text and enforced stiff, archaic language absent from the original Norwegian. Argentina Samanta Schweblin’s <a href="https://www.goodreads.com/book/show/30763882-fever-dream?from_search=true">Fever Dream</a> is slight in length but packs a heavy punch in both atmosphere and psychological investment. The story of a vacation gone terribly wrong, the novel’s Spanish title closely translates to “<a href="https://www.latimes.com/books/jacketcopy/la-ca-jc-fever-dream-20170112-story.html">rescue distance</a>,” a recurring concept instantly familiar to parents of young children and terrifying as it becomes repeatedly destabilized. Fever Dream is so unsettling that I sometimes hesitate to recommend it, but I’ve found myself repeatedly drawn back to its tantalizing surrealism. Canada I’ve spent much of my life moving around, and as a recent settler on <a href="https://tkemlups.ca/profile/history/our-land/">unceded Secwepemc territory</a>, I want to learn more about the land I live on. In a summer steeped in fiction, <a href="https://www.goodreads.com/book/show/34733963-secw-pemc-people-land-and-laws?ac=1&from_search=true">Secwépemc People, Land, and Laws</a> by Marianne and Ronald Ignace is the only history on my list, but in many ways it feels similar to the others, reaching out to add a new dimension to a place in which I’m still mostly an outsider. <a href="https://globalnews.ca/news/5371282/b-c-fire-season-expected-to-be-busier-than-normal/">For better or for worse</a>, Kamloops feels the most like itself in summer, the climate wants to have its stories told. It can feel intimidating to contemplate a 10,000 year history I know nothing about, but also comforting and necessary to reach back and hear the tales of the land I now call home. Written by Amy McLay Paterson, Assessment and User Experience Librarian, Thompson Rivers University. Republished with permission of <a rel="noopener" href="https://theconversation.com/summer-reads-when-you-cant-travel-let-a-book-transport-you-119519" target="_blank">The Conversation</a>. <img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important; text-shadow: none !important;" src="https://counter.theconversation.com/content/119519/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" />

Books

“Definitely not OK”: Photo of bikes on Melbourne train divides the internet

A picture of bicycles parked in front of an accessible seating on a Melbourne train has sparked an online debate over the appropriateness of using allocated spaces. The photo, which showed a pair of bikes locked to the railing in front of a priority seat, was shared to the <a href="https://www.facebook.com/groups/disabilityparkingwallofshame/permalink/2693760433992019/">Australian Disability Parking Wall of Shame</a> Facebook group on Saturday. <img style="width: 500px; height: 281.25px; display: block; margin-left: auto; margin-right: auto;" src="https://oversixtydev.blob.core.windows.net/media/7831309/bikesorry.jpg" alt="" data-udi="umb://media/98a9aa4af8f54dd2a3c2411cad34a1f1" /> Source: Facebook “Not car related but train disabled seating on Frankston train line just now,” the poster wrote. “My opinion [is] they shouldn’t be allowed, what you think?” Some said that the owner of the bikes was within their rights to put their bicycles at the area in question. “If it’s empty and not blocking the aisle what’s the problem as long as they’re moved when the space is needed,” one wrote. “Nothing wrong with bikes going there as that’s where they’re meant to go. But must be moved when needed for a wheel chair,” another commented. “If no one requires access at the time, makes sense to use the empty space,” one added. However, others believed the move was illegal or at least improper. “Should be fined. Disabled folk treated like crap as usual,” one wrote. “People think that the signs DO NOT apply to them,” another added. “If someone needed the seats they are supposed to be offered up. But locking the bikes seems a bit over the top,” one chimed in. “Definitely not OK,” one said. According to <a href="https://www.ptv.vic.gov.au/more/travelling-on-the-network/bikes-on-public-transport/">Public Transport Victoria</a>, bikes can be carried on metropolitan trains except at the first door of the first carriage, which is designated as a priority area for passengers with mobility impairment. It is not known whether the picture was taken on the priority carriage. “It’s important to be considerate of all passengers sharing the train network by ensuring seats, particularly those for the mobility impaired, are not obscured by objects – including bikes,” VicRoads told <a href="https://au.news.yahoo.com/definitely-not-ok-photo-on-melbourne-train-divides-the-internet-011858807.html">Yahoo News Australia</a>. A <a href="https://melbourne.figshare.com/articles/A_more_inclusive_City_of_Melbourne_Easy_English_version/8206904">University of Melbourne study</a> found that inaccessible public transport was one of the main issues preventing the city from becoming more inclusive for people with disability. “Public transport is better than nothing but there are a lot of barriers I wasn’t expecting in such a big city,” wheelchair user Stacey Christie told <a href="https://www.theage.com.au/national/victoria/sometimes-train-drivers-forget-you-how-to-make-melbourne-more-accessible-for-people-with-disabilities-20190927-p52vmk.html">The Age</a>.

Domestic Travel

7 iconic songs that will transport you back to the '70s

The 1970’s was a simpler time for some, and with hits like these, it’s easy to see why. Listen to the top 7 songs of the 1970’s and take a journey back in time. <a href="https://www.youtube.com/watch?v=I_izvAbhExY">Stayin’ Alive by the Bee Gees</a> This song was made iconic as it played over the opening credits of 1977 film Saturday Night Fever as John Travolta struts through the streets of NYC. The song was written specifically for the film and quickly climbed through the charts. The band was well aware that they were creating a heart-thumping rhythm with the song. "We thought when we were writing it that we should emulate the human heart," Robin Gibb explained in Daniel Rachel's The Art of Noise: Conversations with Great Songwriters. "We got Blue Weaver who was the keyboard player at the time to lie on the floor and put electrodes on his heart and put it through the control room. Then we got the drummer to play the heartbeat. We were the first people in the world to do a drum loop based on that." <a href="https://www.youtube.com/watch?v=0CFuCYNx-1g">Superstition by Stevie Wonder</a> Believe it or not, Stevie Wonder wrote this song about the dangers of believing in superstitions. The song incorporates many elements of rock music, which was ideal for Wonder at the time as it helped extend his appeal to a white audience. It worked as it was his second #1 hit in the U.S. <a href="https://www.youtube.com/watch?v=xFrGuyw1V8s">Dancing Queen by ABBA</a> ABBA had recorded this song a year before it was released, and it was written around the same time as “Fernando”. However, they chose to release Fernando as the single as they knew they were onto something big with Dancing Queen. This song was the only one of ABBA’s 14 US Top 40 hits to make it to number one and it’s easy to see why. The song also reached number one in Australia, Belgium, Brazil, Ireland, Mexico, the Netherlands, New Zealand, Norway, Rhodesia, South Africa, Sweden and Germany. <a href="https://www.youtube.com/watch?v=kgl-VRdXr7I">Killing Me Softly With His Song by Roberta Flack</a> The story goes that the inspiration for this song is Don McLean, who was famous for American Pie. The songwriting team of Charles Fox and Norman Gimbel intimately wrote the track back in 1973, and it wasn’t until Roberta Flack heard the original artist sing the song that she decided to record it herself. Charles Fox first heard from Flack after Quincy Jones gave her his number. “I was at Paramount Pictures one day walking through the music library, and someone handed me a telephone and said, 'This is for you.' And the voice on the other end of the line said, 'Hi, this is Roberta Flack. We haven't met, but I'm going to sing your songs.' “So it was kind of magical at that - that thing just doesn't happen to people. She had just won the Grammy Award for '<a href="https://www.songfacts.com/facts/roberta-flack/first-time-ever-i-saw-your-face">First Time Ever I Saw Your Face</a>.' Beautiful record. So it's kind of remarkable to get a call from her in the first place. And she did go on to sing other songs. And actually, she sang on the main title for me of a show that was called Valerie after Valerie Harper." <a href="https://www.youtube.com/watch?v=mQZmCJUSC6g">You’re So Vain by Carly Simon</a> It looks like no one apart from Simon herself will know who she’s singing about, although this hasn’t stopped people from trying to figure it out. Rumours include Warren Beatty, Kris Kristofferson, Cat Stevens and Mick Jagger. However, Richard Perry, who produced the album, has his own ideas about who the song is about. He said in the book The Record Producers: "It's about a compilation of men that Carly had known, but primarily Warren Beatty." <a href="https://www.youtube.com/watch?v=fJ9rUzIMcZQ">Bohemian Rhapsody by Queen</a> It seems like no one will know what this song is about either, apart from the band and Freddie Mercury himself. When pressed, Mercury remained tight-lipped. Mercury himself stated, "It's one of those songs which has such a fantasy feel about it. I think people should just listen to it, think about it, and then make up their own minds as to what it says to them." The band has always been very keen to let listeners interpret the music in a way that’s personal to them instead of imposing their own meaning on the songs. The song was Queen’s first Top 10 hit in the US. In the UK, the song shot up to #1 and stayed there for nine weeks, which was a record for the time. <a href="https://www.youtube.com/watch?v=WrcwRt6J32o">Bridge over Troubled Water by Simon and Garfunkel</a> Paul Simon wrote this song about providing comfort to a person in need. He revealed this in the documentary The Marking of Bridge Over Troubled Water. “I have no idea where it came from,” Simon said. “It came all of the sudden. It was one of the most shocking moments in my songwriting career. I remember thinking, 'This is considerably better than I usually write." Upon its release, it was one of the few songs to top the US and UK charts at the same time. It was #1 in the US for six weeks and #1 in the UK for three.

Music

How to increase train use by up to 35% with one simple trick

Train riders have to get to stations somehow. This is often referred to as the “first mile” or “last mile” problem. There are many technical solutions to help travellers get from home to the station and back, ranging from cars to electronic scooters, but most people use a much older technology, their feet, to get from A to B. What is seldom considered is access to the train platform itself. Stations are not points but places. They occupy a large area. A person walking at average speed takes about two minutes to walk from one end of a full-length eight-car train to the other. Often platforms have a single access point on one side of the station, which makes it more difficult for people on the other side of the station to get to the platform. Passengers may need to almost circumnavigate the station to get to the platform. At an average walking speed, the extra distance they must backtrack adds up to six minutes per trip each way, <a href="http://hdl.handle.net/2123/20286">our research</a> has found. Imagine being so unlucky to have an extra 12 minutes of travel time every day if you take the train. You might be tempted to drive instead. The average time for such a one-sided configuration of train stations is 3.25 minutes each way. While this example is hypothetical, it is drawn from experience in Sydney, where 44 of 178 train stations have only a single side entrance. So what impact will a second entrance have? We examined those stations and access to their platforms: how many people lived within 5, 10 and 15 minutes of the station platform, considering actual entrance location, and how many jobs were within 5, 10 and 15 minutes of the platform. Using existing ridership data from Opal cards, we estimated a model that related the passenger entry and exit flows at each station to that station’s accessibility. We sketched a second entrance at those 44 stations and measured accessibility again. It’s now higher, as having two entrances instead of one means more people can reach the platform in the same time. We then estimated the increase in ridership from the model due to the improved accessibility, assuming no change in population or employment. Over all 44 stations, total morning peak period entries increased by 5%. But some stations benefit a lot, and others not at all, so prioritisation of investments matters. It will be no surprise to locals that Erskineville station comes out on top with a nearly 35% increase. While many of the new apartment-dwelling residents west of the station make the extra hike every day, even more would catch the train if there were a convenient entrance. Other top 10 stations include: Bankstown, Newtown, Villawood, Redfern, Burwood, Sydneham, Caringbah, Meadowbank and Penshurst. Planning is already under way to <a href="https://www.smh.com.au/national/nsw/redfern-station-on-track-for-new-lifts-as-part-of-100m-upgrade-20190226-p510ba.html">improve Redfern station</a>. While this result considers existing development, adding a second entrance can make new transit-oriented development that much more valuable. This is because it will likely increase activity on the previously less accessible side of the station, as the example of Erskineville shows below. Other considerations include accessibility for people who cannot use staircases, as many of the stations are older and will require lifts. The <a href="https://theconversation.com/500m-for-station-car-parks-other-transport-solutions-could-do-much-more-for-the-money-114908">prospects of park-and-ride lots</a>, the costs of construction, the presence of nearby stations, and site feasibility also play into final decisions. Our formal findings and detailed methods are written up in this report: <a href="http://hdl.handle.net/2123/20286">Catchment if you can: The effect of station entrance and exit locations on accessibility</a>. Written by David Levinson and Bahman Lahoorpoor. Republished with permission of <a href="https://theconversation.com/how-to-increase-train-use-by-up-to-35-with-one-simple-trick-115222">The Conversation</a>.

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