Green is good, but the roots of commuter pain lie deeper

As "green" trams and electric buses are rolled out, some argue the real problem is not emissions — it is exclusion, congestion and inefficiency. Ramanan Balamukundan reports.

Like many Melbourne commuters navigating crowded trams and delayed buses, Rakesh Gajendran initially welcomed the city’s push toward green trams and electric buses.

At first, he was optimistic about the city’s sustainability initiatives, but that hope faded as his daily commute remained plagued by congestion, delays and unreliable schedules.

“My daily commute made me realise that sustainability alone is not enough. Transport planners need to prioritise things like better frequency to reduce crowding, reliable schedules to minimise delays, and accessible infrastructure to ensure inclusivity before rolling out green public transport,” Gajendran says.

Some experts say Investing in capacity is more needed than green rebranding. Photo: Ramanan Balamukundan

Gajendran’s experience echoes growing concerns among residents and transport experts, who argue Melbourne’s green upgrades — such as zero-emission trams and electric buses — are being promoted as greenwashing, while deeper issues like unreliable service, overcrowding, and inequitable infrastructure continue to go unaddressed.

Masayoshi Ike, a daily commuter from St Albans, says: “All this transition to green trams and electric buses sounds progressive, but what is the use if suburbs like St Albans are still stuck with long wait times, poor connections, and barely any services after hours?

“It feels like transport planners are investing in how things look instead of how they work. We do not need green rebranding; we need a system that actually serves the people who rely on it every day.

“Without fixing the foundational problems, these green upgrades risk becoming little more than a PR exercise. It is not just about cleaner vehicles; it is about whether the system actually closes the mobility gap for people who depend on it.”

A study published in the Journal of Transport Geography examined the impact of recurring public transport delays on access to employment opportunities. It found that such delays led to a 4 per cent to 9 per cent reduction in job accessibility across the region, highlighting how even minor inefficiencies in service can significantly limit economic mobility for commuters.

This underscores Ike’s concern that while sustainable transport initiatives may look impressive on paper, they risk falling short in practice if core service issues like congestion and unreliability remain unresolved, leaving commuters with cleaner vehicles but the same daily obstacles.

According to a report by the Victorian Auditor-General’s Office, road congestion costs Melbourne approximately $4.6 billion each year, with projections indicating this could soar to $10.2 billion by 2030.

This reinforces Ike’s concern that without addressing the root inefficiencies in public transport, Melbourne risks pouring investment into green upgrades while the broader economic toll of an underperforming network continues to mount.

“As green initiatives continue to shape public discourse, it is crucial to question whether sustainability is being pursued with a clear understanding of the operational shortcomings of public transport systems. The danger lies in policymakers adopting eco-conscious upgrades as symbolic gestures rather than as part of a long-term strategy,” Ike says.

“Without data-driven planning, infrastructure investment, and consultation with everyday users, these solutions risk reinforcing existing inequities in mobility and limiting access for those who depend on public transport the most,” he says.

A report by the National Growth Areas Alliance reveals that residents in Melbourne’s outer metropolitan areas have 48 per cent less access to healthcare and 21 per cent less access to education compared to those in established city communities. This disparity extends to public transport, where limited services force many to rely on personal vehicles, exacerbating congestion and environmental concerns.

These statistics underscore Ike’s apprehension that without prioritising equitable transport access across all regions, green infrastructure may end up reinforcing the very geographic and social divides it claims to heal, leaving outer-suburban communities further marginalised in Melbourne’s vision of sustainability.

“If sustainability becomes a branding exercise rather than a structural overhaul, we risk deepening the divide between those who can afford alternatives and those who rely solely on public transport,” Ike says.

“In my experience, it is the working class, shift workers, and people in outer suburbs who suffer the most. They are not just inconvenienced — they are systematically excluded from the benefits of a well-functioning, equitable transport system."

A study published in the journal Computers assessed public transport accessibility in Melbourne and revealed that approximately 30 per cent of Melbourne’s residents have very poor access to public transport, particularly in the city’s outer regions.

This significant accessibility gap reinforces Ike’s concern that Melbourne’s green transport push may be shaped more by centralised planning ideals than by the lived realities of those in outer suburbs, revealing a disconnect between where sustainability efforts are directed and where they are actually needed most.

Graham Currie, a globally recognised transport expert, says, “There are three key things that passengers really want out of public transport to encourage them to use it more. The first is better service frequency. The second is reliability. And the third is coverage.”

Monash University transport expert Graham Currie. Photo: Ramanan Balamukundan

Professor Currie argues that despite this, Melbourne’s transport strategy continues to focus heavily on environmental upgrades while overlooking fundamental operational needs.

“Electric buses might be new and cleaner, but we need substantially more investment to deal with population growth and reduce car dependency. Electrification alone will not get us there," Currie says.

A study by the Victoria Transport Policy Institute found that a 1% increase in transit service frequency can lead to a 0.5 per cent rise in ridership. This supports Currie’s assertion that enhancing service frequency is crucial for increasing public transport usage.

“Melbourne’s tram network is the largest in the world, but it is also one of the slowest because trams share road space with cars,” Currie says.

“This mixed-traffic setup significantly reduces reliability and speed. Without prioritising trams through dedicated lanes and signal priority, and without serious infrastructure investment, we are wasting a massive asset on greenwashing that could otherwise make inner-city transport more efficient and sustainable.

“Currently in Melbourne, all road space planning, including public transport priority, is done with the goal of minimising car traffic impacts.

“Even when we introduce bus lanes or tram signal priority, it is designed to avoid inconveniencing cars. This car-first mindset means buses and trams continue to get slower as traffic builds, making public transport less competitive and undermining efforts to shift people away from car dependency.”

A recent study titled Public Transport Network Design for Service Reliability and Accessibility found that increasing service frequency led to a 22 per cent rise in perceived reliability, while electric vehicle upgrades alone showed less than a 5 per cent improvement in commuter satisfaction. This reinforces concerns that without operational reforms, green initiatives may have limited real-world impact.

This supports Currie’s point that prioritising green upgrades without tackling service inefficiencies can undermine the overall goal of sustainable mobility.

John Stone, a senior lecturer in transport planning at the University of Melbourne, says: “A solution lies in redesigning Melbourne’s bus network by shifting to a network-wide grid model, replacing the current radial, city-centred layout with high-frequency, crosstown routes that allow passengers to travel suburb-to-suburb without detouring through the CBD.”

A comparative study of Barcelona’s grid-based bus reform found that shifting to a high-frequency, legible grid layout led to a 26 per cent improvement in overall accessibility and a 14 per cent reduction in average travel time across the network.

The study highlights how crosstown connectivity and simplified service lines improved rider satisfaction, especially in formerly underserved districts.

This supports Stone’s proposal that Melbourne adopt a network-wide grid model, a shift that could help address both service inefficiencies and spatial inequality by making suburb-to-suburb travel more direct, frequent, and functional.

“Improving public transport access does not always require massive new investments. Often, it is about reallocating existing resources more effectively," Stone says.

“Instead of spending heavily on symbolic green upgrades, we should be investing in the kinds of service reforms that actually improve people’s ability to move — especially in areas that have been left behind."

Stone proposes a grassroots-driven approach to lasting transport reform. “The key to real change is organised community demand,” he says.

“When local groups consistently push for better services and hold politicians accountable, we start to see serious commitments to improving public transport. It is not just about transport expert plans — it is about people making noise, voting strategically, and staying engaged in the process,” Stone says.

“The goal is to build a transport system that people genuinely want to use, one that fits into their lives and supports full participation in the city.”