Reverseflow etc etc etc. Suggest a less superfluous user name would help with replies.
"Long transits" to training areas always offered valuable navigational experience which was tempered with weather appreciation that was generally more crucial to the days outcome
Apart from cross-country exercises it has always been desirable to keep dual instruction to one hour block time or less. Most country flying schools where the training area is on the spot stick to this. A glance at the CASA Flight Instructor's Manual reveals the suggested sequence of training for GFPT (restricted PPL) includes anything from 45 minutes to one hour period lengths. That means the time needed for a specific sequence such as circuits, operation of controls and other ab-initio sequences before the student reaches saturation point.
Transits from Essendon to BCS and return use up at least 30 minutes. More if the training area west of BCS is used. That leaves less than 30 minutes for the specific sequences which may include climbing to specific minimum altitudes below CTA once in the BCS training area. Is it no wonder that average time to first solo when operating from EN to the BCS area is in excess of 15-18 hours. In fact, the CFI of one flying school at EN who used BCS, boasted that he refused to allow any student to solo before 20 hours
in order to ensure the student gained situational awareness experience. Now that is a rip-off.
The place for dedicated navigational training is after the GFPT
if the student so wishes and not when the student is learning to fly basic manoeuvres prior to first solo. It is indeed unfortunate that EN training is not permitted and operations are restricted to departures and arrivals to BCS and elsewhere. But to pretend transits to BCS are not in reality a waste of hard earned student money is a bit beyond the pale.