Better Transport for NSW - Rail, Tram and Bus Union of NSW

Better Transport for NSW
A Community-Led Vision for
Transport Infrastructure and Services
The Rail, Tram and Bus Union’s submission
to the NSW Long-Term Transport Masterplan
April 2012

BETTER TRANSPORT FOR NSW
Table of contents
Introduction..................................................................................................................................................................... 3
Executive Summary....................................................................................................................................................... 4
1. Invest in high quality services ................................................................................................................................. 4
2. Look after our transport assets ................................................................................................................................ 4
3. Plan for the future .................................................................................................................................................... 4
4. Provide a transport system for the common good ................................................................................................... 4
5. Respect the people who provide the services ......................................................................................................... 4
6. Funding...................................................................................................................................................................... 4
Background..................................................................................................................................................................... 4
The RTBU and Transport Planning................................................................................................................................ 4
The Ultimate Transport Survey..................................................................................................................................... 5
Public Transport Satisfaction Report............................................................................................................................ 5
The Better Transport Charter........................................................................................................................................ 6
1. Investing in High-Quality Services........................................................................................................................ 7
Improve safety.............................................................................................................................................................. 7
Provide accessible services.......................................................................................................................................... 7
Angela’s Solutions:....................................................................................................................................................... 8
Improve STA bus services............................................................................................................................................. 8
2. Looking After Our Transport Assets....................................................................................................................... 9
Keep Transport Assets in Public Hands........................................................................................................................ 9
Increase Efficiency...................................................................................................................................................... 10
Upgrade Rail Lines...................................................................................................................................................... 10
Use Existing Infrastructure and Corridors .................................................................................................................. 10
Better Interchanges and Intermodal Hubs ................................................................................................................. 11
Extending the light rail ............................................................................................................................................... 11
3. Planning for the Future........................................................................................................................................... 12
Planning for New Rail Infrastructure ......................................................................................................................... 12
Separate Passenger and Freight Lines. ..................................................................................................................... 12
Urban Planning............................................................................................................................................................ 13
4. A Transport System for the Common Good.......................................................................................................... 14
Incentivise Rail Freight Transport .............................................................................................................................. 14
Planning for an Ageing Population............................................................................................................................. 15
5. Respecting the People Who Provide the Services............................................................................................ 16
Lop-sided Industrial Relations Laws........................................................................................................................... 16
Human Capital ........................................................................................................................................................... 16
Funding a Better Transport System........................................................................................................................... 17
Debt Funding............................................................................................................................................................... 17
Waratah Bonds........................................................................................................................................................... 17
Building Australia Fund............................................................................................................................................... 17
Greater use of superannuation funds......................................................................................................................... 17
Restart NSW Fund...................................................................................................................................................... 17
Conclusion..................................................................................................................................................................... 19

BETTER TRANSPORT FOR NSW
Introduction
The NSW Government’s Long-Term Transport Masterplan is a
critical fork in the road of transport policy in this State. We can
continue to do things the same old way, with the same old halfbaked
outcomes, or we can genuinely lay the foundations for a more
sustainable, efficient and equitable transport system. For rail and
public transport workers, the answer is clear: we need to plan and
invest now, to build a world-class transport system for the future.
The NSW Government was elected in 2011 on a platform of “fixing”
the State’s transport problems. In its first budget it committed
funding to major projects such as the North West Rail Link in Sydney
and the re-introduction of passenger rail services on the Casino-
Murwillumbah line. Both of these commitments were identified as
priority issues by the RTBU - the North West Rail Link in the ‘Fixing
the Network’ report in, and the Casino-Murwillumbah line was
major focus of the Byron Bay Better Transport Forum.
Initiatives like these are positive steps forward, but there is much
more that can, and should, be done to deliver better transport for
NSW.
Effective transport planning in NSW needs to look beyond the
4-year electoral cycle. With a long-term plan, new projects can be
pre-approved and construction can start quickly as funding becomes
available. This is also crucial for providing investment certainty for
industry.
Our long-term plans for transport must recognise the need to move
to a low-carbon economy. Transport accounts for up to 17 per cent
of our national greenhouse gas emissions, and it is important that
we work to bring that number down. Moving more of our country’s
freight task on to rail, and encouraging passengers to get out of
their cars and on to public transport, are obvious ways in which we
can reduce our greenhouse pollution.
Similarly, our long-term transport plan should take into consideration
the impact of the Federal Government’s carbon pricing scheme.
Disappointingly, public transport was largely forgotten under the
scheme. In fact, the scheme applied a perverse price incentive
which will discourage people from using public transport, and will
encourage them to burn more carbon by using private vehicles.
The failure of the Federal Government to support public transport in
its carbon pricing scheme shows why it is so important for advocacy
groups in the public transport sector to work together. For too long,
public transport voices have been drowned out by the motoring and
road transport lobby. This needs to change.
The RTBU commend the NSW Government for undertaking this
process. Rail and public transport workers are eager to contribute
to the NSW Long-term Transport Masterplan, and we look forward
to contributing to the development of the plan over the course of
2012.
Alex Claassens
Secretary, RTBU NSW
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BETTER TRANSPORT FOR NSW
Executive Summary
This submission brings together a raft of ideas and suggestions from
transport workers, community groups, business people and people
who want to see better transport in their local communities. It is
a reflection of the policy ideas developed by the RTBU over recent
years, and of ideas put forward through the RTBU’s community-based
transport advocacy program.
The NSW Long-term Transport Masterplan should be based on the
community-driven principles of the Better Transport Charter.
This submission takes the principles of the Better Transport Charter
and builds on them by identifying real projects. It identifies shortterm
needs, and also sets a vision for longer-term planning. This
paper is not, however, a mere wish list. It addresses the key issue
of funding, and is realistic in its scope.
1. Invest in high quality services
Access to safe and frequent services is crucial to a high quality
transport network that the public can and want to use.
2. Look after our transport assets
NSW’s existing infrastructure must be maintained and upgraded.
Rail lines should not be allowed to fall into disrepair, efficiencies
on the network should be identified and implemented and
upgrades to existing lines should be prioritised.
3. Plan for the future
The current model of short-term planning needs to be replaced
with long-term, considered planning, which includes careful
analysis of the requirements of individual areas and significant
investment in infrastructure and roads.
4. Provide a transport system for the
common good
The quality of transport infrastructure and services can affect
everything from the quality of an individual’s life to the future quality
of our environment. The broad reach of transport means that decision
makers must consider serving the common good in their planning.
5. Respect the people who provide
the services
A world-class transport system is more than just a collection of
physical assets – a workforce with dignity and pride makes the
difference between a system that is operational and a system
that offers the highest quality service, reliability and satisfaction.
6. Funding
The Long-term Transport Masterplan must also provide a
mechanism for funding improved transport infrastructure and
services into the future. This should be achieved through better
engagement with the Federal Government, a more practical
approach to State Government debt, and by significantly increasing
the scope of the Restart NSW fund.
Background
The RTBU and Transport Planning
The RTBU has a long history of advocacy for the public transport and
rail freight industries, and of contributing to the public discourse
around better transport planning in NSW.
In 2006 the RTBU released its ‘Moving On’ report, which outlined
a 10-point plan for a sustainable transport future. The report called
for longer-term transport planning, additional funding for transport
initiatives, citizen-driven planning and a public transport system that
focused on a heavy rail base with integrated bus and light-rail services.
The “Fixing the Network” discussion paper, released in 2009,
recommended an immediate start to three critical rail projects that
would improve Sydney’s congested rail network: the North West
Rail Link from Epping to Rouse Hill; the Epping to Parramatta Rail
Link and; the South West Rail Link from Glenfield to Leppington.
In the lead up to the 2011 NSW election, the RTBU held a series of
Better Transport Forums around NSW – in Tamworth, Dubbo, Byron
Bay, Newcastle, Wollongong and Sydney. These forums brought
together a wide range of people - including local councillors,
farmers, business groups, industrialists, the community sector
and transport workers. The events highlighted the huge value in
citizen-driven planning, providing communities with an opportunity
to discuss their transport challenges and solutions. The forums
sparked an outpouring of good ideas about ways to improve
transport infrastructure and services around NSW.
In conjunction with the Better Transport forums, the union also
established the Better Transport web site as part of Unions NSW’s
umbrella Better Services campaign. Through this web site, members
of the community were able to contribute to the development of the
Better Transport Charter – a set of principles to guide the transport
policies of the major state political parties.
Since the election in March 2011, many other suggestions have been
forwarded to the RTBU from transport workers, interest groups and
individuals. It is clear that the Better Transport campaign tapped
a rich vein of community concern, and that the demand for better
transport has never been stronger.
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BETTER TRANSPORT FOR NSW
What Sydney Commuters
Really Think
70 per cent of commuters said the public transport network
is understaffed in all areas, with highest staff shortages seen
to be in security and safety staff, followed by ticket seller and
cleaners. The idea of further cuts to safety and security staff
was of concern to 85 per cent of commuters.
The top priorities for public transport are more frequent
services (42%), cheaper fares (39%), more reliable timetables
(38%), and a less complicated ticketing system (38%).
The Ultimate Transport Survey
The RTBU’s 2010 UTS was one of the largest surveys of commuter
behaviour and attitude ever undertaken in Australia. The aim of
the survey was to pinpoint how commuters feel about the transport
system and how they would prioritise transport development and
spending.
The overwhelming message from the 3,500 Sydney commuters who
responded, was that commuters want a bigger network with more
frequent services. They want a safe, viable, efficient alternative to
car travel, particularly considering the rising cost of fuel. Crucially,
the survey also showed that commuters place a very high value on
appropriate staffing levels for safety, security and cleaning.
Overall, commuters felt positive about the role of public transport,
seeing it as the most socially and environmentally responsible
way to travel. However, one of the biggest disincentives for
public transport use is the lack of comprehensive services where
people want to travel. As a result of this, and the fact that most
respondents use public transport primarily for travelling to and from
work, many people resort to car travel.
As well as a lack of depth in the transport network, the highest
priority improvements to the current system called for by commuters
were more frequent services, more reliable timetables, cheaper
tickets and less complicated ticketing systems.
The majority agreed that the construction of more train lines to
the outer suburbs is a priority ¬with the extension of existing rail
infrastructure to North West and South West Sydney coming out
on top – followed by a bigger network of bus-ways and dedicated
bus lanes.
As well as concerns about cleanliness, comfort (particularly a lack
of air-conditioning on trains) and ticket queues, over 50 per cent of
commuters said they do not feel safe travelling on public transport,
particularly after dark.
It is clear that commuters not only want the government to focus on
planning and infrastructure – they demand investment in transport
staff to ensure the safety and efficiency of the system.
Public Transport Satisfaction Report
The Public Transport Satisfaction Report is the result of a statewide
survey conducted in late 2011 by the RTBU that asked the
people of NSW to give their assessment of the performance of the
NSW public transport network.
The report shows where the system is working well, and where it
is failing. It is a candid, independent assessment of services right
across the State.
TRAIN SERVICES
Train services recorded generally positive ratings, with “ability to
find a seat” recording the most positive result (+8).
Running to
timetable
Total Good
Total Poor
Net
Satisfaction
rating
27% 23% +4
Safety 26% 24% +2
Frequency of
services
28% 23% +5
Disabled access 26% 20% +6
Comfort 22% 23% -1
Cleanliness 17% 34% -17
Ability to find a seat 29% 21% +8
BUS SERVICES
Satisfaction with bus services is generally positive, with only
“running to timetable” the only criteria to not record a positive result
(o). The best results were for safety, and comfort. (By contrast,
these criteria recorded the three lowest results for train services.)
Running to
timetable
Total Good
Total Poor
Net
Satisfaction
rating
22% 22% 0
Safety 36% 11% +25
Frequency of
services
27% 19% +8
Disabled access 26% 20% +6
Comfort 32% 12% +20
Cleanliness 35% 12% +23
Ability to find a seat 29% 15% +14
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BETTER TRANSPORT FOR NSW
SAFETY AFTER DARK
Safety after dark is a significant concern for commuters, recording a
net night-time safety rating of -7. A total of 36% of people surveyed
indicated they did not feel safe on public transport after dark –
including 12% who said they felt very unsafe.
Total Safe
Total Unsafe
Net Night-time
Safety Rating
29% 36% -7
STATE GOVERNMENT PERFORMANCE
While the general level of satisfaction with services was positive,
the view of the State Government’s performance on public transport
was more critical – recording a net Government performance rating
of -13.
Total Good
Total Poor
Net Government
Performance
Rating
35% 48% -13
TRUST IN OPERATORS
40 per cent of people surveyed indicated government authorities
were the most trusted operators of public transport service, while
16% had more trust in private companies.
Government-owned authorities 40%
Private companies 16%
Neither- they are both the same 31%
Don’t know 14%
The majority of NSW residents surveyed feel positively towards
their public transport services. Trains are most valued for being
able to find a seat and disabled access, while buses are most valued
for safety.
Government authorities are seen as the most trustworthy operators
of public transport services. NSW residents clearly value public
transport services, and place high expectations on the Government
to deliver in this area.
The Better Transport Charter
Transport affects every NSW resident every day. Whether it be
commuting to work or school, accessing health services, or simply
buying a loaf of bread from the corner store, we all interact with the
transport system in a number of ways every day.
Efficient, reliable and cost-effective public transport and freight
transport infrastructure and services are the backbone of a
prosperous economy and thriving communities.
The population of NSW continues to swell due to high birth rates
and the arrival of more than 98,000 migrants annually and the
demands on the existing system are already huge.
Similarly, a report from Infrastructure Partnerships Australia has
forecast that the total amount of freight moving around Australia
will double in 20 years, and triple by 2050.
With these trends set to continue it is crucial that a comprehensive,
forward-looking transport plan is developed and implemented in order
to meet the state’s social and economic needs now and into the future.
The RTBU has developed a charter of five key principals that should
underpin transport planning and development in NSW
Five Principles of a Better
Transport System
1. Invest in high quality services
Access to safe and frequent services is crucial to a high
quality transport network that the public can and want to use.
2. Look after our transport assets
NSW’s existing infrastructure must be maintained and upgraded.
Rail lines should not be allowed to fall into disrepair, efficiencies
on the network should be identified and implemented and
upgrades to existing lines should be prioritised.
3. Plan for the future
The current model of short-term planning needs to be replaced
with long-term, considered planning, which includes careful
analysis of the requirements of individual areas and significant
investment in infrastructure and roads.
4. Provide a transport system for the common good
The quality of transport infrastructure and services can affect
everything from the quality of an individual’s life to the future
quality of our environment. The broad reach of transport means
that decision makers must consider serving the common good in
their planning.
5. Respect the people who provide the services
A world-class transport system is more than just a collection of
physical assets – a workforce with dignity and pride makes the
difference between a system that is operational and a system
that offers the highest quality service, reliability and satisfaction.
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BETTER TRANSPORT FOR NSW
1. Investing in High-Quality Services
High quality public transport services are equally integral to a global
city like Sydney as to regional cities and towns spread out across
NSW.
With soaring petrol prices and high congestion on roads public
transport needs to be seen as a viable alternative to car use by
the public. A high-quality transport system that provides such an
alternative must have services that are secure, frequent, accessible
and that ensure people are easily mobile both within and between
communities.
Improve safety
Currently, public transport staff and commuters are subject to
unacceptable and unprecedented levels of abuse, violence and
discomfort – from rock throwing and alcohol-fuelled violence
to graffiti and vandalism of amenities. The array of assaults,
robberies, car break-ins and malicious damage reflect the continued
under-allocation of security resources on the transport network.
Members of the public deserve to feel secure on public transport.
The Ultimate Transport Survey found that 73 per cent of travellers
feel there are not enough safety and security staff on NSW public
transport services, and 56 per cent of travellers say they do not feel
safe travelling on NSW public transport after dark.
Significant improvements in planning and investment need to be
made to ensure that there is a comprehensive, proactive safety plan
across all networks – rather than the ad hoc, reactive security that
is currently in place.
RTBU’s Safe and Secure Public
Transport Policy 2011
The NSW public transport network needs a dedicated security
staff with the skills and support to keep the network safe.
• 300 extra Station Staff and 400 extra Transit and Bus
Protection Officers should be employed across the whole
transport system to provide a visible safety boost on trains,
buses and stations.
• 200 part-time Station Staff should be returned to full time
duties, to increase safety on stations and protect passengers
all day long, not just during peak periods.
• Buses need a continuous, regular security staff presence in
each area of the network to maintain safety passengers and
staff. Currently security staff are shifted around the network
as needed in response to issues as they occur.
• Regional transport services are also in desperate need of
adequate security resources. Attention needs to be given to
what security resources are required and where in regional
NSW to ensure the safety of passengers.
Provide accessible services
A lack of access to public transport is a recurring theme for NSW
communities. Fourty-two per cent of respondents to the RTBU UTS
who said that that they didn’t use public transport said this was
because no services existed that would conveniently take them to
where they need to go.
Regional communities are also being hurt by a lack of services.
Without a car it is almost impossible for some to access jobs and
educational opportunities and elderly and disabled people are often
left isolated and unable to get to medical appointments or easily do
their shopping.
Regular, integrated services that effectively connect communities
and allow mobility are crucial to the economic and social well-being
of communities.
10 Big Ideas to Grow
Northern Rivers
By the Northern Rivers Business Chamber in collaboration with the
NSW Business Chamber
This paper, part of the 10 Big Ideas to Grow NSW campaign, aims
to direct people towards opportunities and solutions that exist to
improve the lives of people in the Northern Rivers Region.
Number seven on the list is to ‘develop an integrated regional
transport plan’ that includes delivering on promised public
transport and freight infrastructure in the region and improving
integrations between the Northern Rivers and Queensland.
Community Group:
Two More Trains For Singleton
Over 1,000 supporters of Two More Trains for Singleton are
calling for improved train services between Newcastle and
Singleton.
Local residents are concerned that services run at irregular and
inconvenient times and do not cater for those wishing to use
the line to get to and from work or school.
They argue that two extra trains and a more strategic timetable
are desperately needed in the region to cater for continuing
population growth, increased proportion of aged and disabled
people living in the community, lack of primary health care in
the area and increased road congestion.
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BETTER TRANSPORT FOR NSW
Transport Services in the
Northern Rivers
by Northern Rivers resident Angela Burgler
“My name is Angela Burgler and I attended and spoke at the
RTBU’s Northern Rivers Regional Transport Forum in Byron
Bay. I am 26 and I have lived in the Byron Shire for 22 years.
In Byron Bay I have been homeless as a teenager and in my
early 20’s. I have experienced long term unemployment. I have
rented and worked. I have hitch hiked around the Shire as a
mode of transport for many years, including when I had to hitch
hike from Byron Bay to Lismore to get to University because
there was no public transport anymore.
“Recently a friend of mine was killed in a car accident at
Tyagarah involving a semi on the highway, and a friend was
hit by a car and killed trying to hitch hike drunk from Byron
to Ballina at night. Myself and many of my friends who have
grown up in Byron Shire continue to hitch hike to get to work,
education and socialising, due to a lack of public transport to
parts of the shire that offer more affordable accommodation.
Byron rental prices have sky rocketed out of reach of the youth
that grew up here, and when we move to more affordable
towns in the shire we are often faced with limited public
transport to maintain our jobs, education and social groups.”
Angela’s Solutions:
1. Reopen rail line from Casino to Murwillumbah, and
connect to Coolangatta
2. Integrate rail and bus services to provide for workers
and students
Ensure existing bus line times connect between Ballina, Byron
Bay and Lismore, as the rail line does not include Ballina.
Shuttle services (eg. mini buses) that service train stations,
such as:
1) Lismore Train Station – CBD - Southern Cross University
2) Brunswick - Ocean Shores – Billinudgel Train Station
3) Coraki – Lismore route to include Train Station
This would allow Byron locals and youths to access more
affordable accommodation in Byron/Lismore Shire, such
as Ocean Shores, Brunswick Heads, Eltham, Mullumbimby,
Ballina, Coraki or Casino, and continue to work and study in the
larger centres, Byron Bay and Lismore.
Improve STA bus services
Bus drivers were recently asked by the Rail, Tram and Bus Union to
submit their ideas for how to improve STA bus services in Sydney.
Drivers were asked what they would do if they were the boss for
the day via an online forum on the Bus Express website. Below is
a summary of the practical suggestions put forward by bus drivers.
Ease City Congestion
• Ease congestion at Wynyard by:
- Blocking car access to Grosvenor and York streets at peak
times and feeding cars into the city centre via the Cahill
Express, Western Distributer or China town;
- Diverting through buses to central to a bus lane on George
St;
- Use Jamison St as a termination point for special buses in
and out of the city.
• Limit car access generally to the CBD
• Ease bus traffic itself by:
- Terminating in-bound bus services at the fringe of the city
with interchanges connecting commuters to one regularly
running shuttle bus within the city such as the 555; or by
- Building a bus terminus in the CBD to stop buses
congregating on already busy streets and facilitate easy
interchange with other modes of transport.
Transit Lanes
• Better policing of transit and bus lanes.
• Increase bus lane operation times
• Give powers for STA to book and remove illegally parked
vehicles.
• Increase the number of bus lanes – e.g. King St/City Rd
• Introduce T3 lanes during weekends along arterial roads.
• Paint curbs yellow along bus lanes to mark them clearly.
Simplify fares
• Remove cash fares or simplify ticketing by:
- Looking at potential new technology and strategies for
ticketing, e.g. smartphone technology for ticketing;
- Removing charges for pensioners and school children;
- Introducing one standard fare no matter how far, or where a
commuter is travelling.
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BETTER TRANSPORT FOR NSW
Improve Buses
• Stop using bendy-buses, which can be unwieldy and increase
congestion, and start using double decker buses.
• Put lights on the “give way” signs when buses are pulling out.
Increase services
• Provide more services to facilitate easier movement around the city
e.g. West Ryde to Macquarie Centre.
• Stop using timetabled bus services and start running buses
every 5/10/15 minutes depending on what is needed.
Improve Bus Stops
• Build bus shelters along all Metro routes that could be funded
by an advertiser
• Remove underutilised bus stops and ensure bus stops are at
convenient locations – not just after traffic lights.
• Ensure new signs, power poles, trees are moved away from the
curb along major roads so they do not impede buses.
• Install destination information at all bus stops along major
roads.
Consult with bus drivers
• Require management and office staff to spend one 8-hour shift with
a driver to help them understand the work driver do every day and
the general feeling towards the service from the public.
• Surveying and talking to both drivers and passengers regularly
about what is working on the network and what isn’t.
• Ensure any changes to the system are discussed with drivers
before they are implemented.
2. Looking After Our Transport Assets
With smart thinking, minimal upgrades and better use of existing
infrastructure our current transport assets could deliver more
services and free up capacity on the network. This would be good
for passengers and for the Australian economy.
A comprehensive approach from the Federal and State Governments
is required to ensure NSW is getting the best use out of the current
transport system, and to ensure NSW can manage population
growth and increased demand for freight transport.
Keep Transport Assets in Public Hands
The move to privatise Sydney Ferries has raised the prospect of
further privatisations in the public transport sector – whether it
be through ‘franchising’ government-owned agencies, or through
outsourcing internal business units of those agencies.
The experience of privatisation in the public transport sector in
other states, and across the world, should serve as a sober warning
to the NSW State Government.
The Kennett Government in Victoria, for example, tried to franchise
public transport services in the late 90s, but its contract with private
operators collapsed within two years. One of the private operators,
National Express, simply handed the back the keys and walked
away - leaving country rail services and half of Melbourne’s train and
tram operations in limbo. The Victorian Government was forced to
re-negotiate contracts with the other operators to save the whole
system from falling over. At the end of the contract period, the two
multi-national companies running Melbourne’s trains and trams were
sacked.
Sydney has also had a chequered history with privately run
transport services. The Maritime Union of Australia’s submission
to the Walker Inquiry into the Future of Sydney Ferries, Staying the
Course, outlined the problems with relying on the private sector to
provide vital services. The private sector has twice been engaged
to provide public ferry services in Sydney, and twice Sydney Ferries
had to be taken back into government hands because of the failure
of the private sector to maintain commercially viable operations.
The most recent experiment in private ferries in Sydney Harbour
has also collapsed, with a number of private operators pulling
out of plans to provide ferry services under license from the State
Government in early 2012. The State Government will be hoping
that its latest attempt to privatise the operations of Sydney Ferries
is a case of “third time lucky’, but history suggests that commuters
will be in for a rough ride.
Privatisation is not the answer to improving services. Keeping our
transport assets in public hands is the best way to ensure equity
and maintain the quality of public transport services.
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BETTER TRANSPORT FOR NSW
Increase Efficiency
A number of initiatives can be implemented at strategic points to
improve the efficiency of the NSW rail network.
Passing Loops
Passing loops can reduce bottle necks on rail lines that are
struggling with capacity issues due to single lines or lines that cross
over each other.
Grade Separations
Level crossings around the state are not only less safe for drivers and
pedestrians but they hold up train services. Rail line intersections
also affect the number of services that can run on both lines. Grade
separations where possible would allow greater frequency of
services on rail lines.
Double stacking
Introducing ‘double-stacking’ road containers on rail freight is an
easy way to increase capacity on the rail freight network.
Case Study: Improving Rail Freight
Infrastructure at Dubbo
Dubbo is strategically located on the freight route between
Melbourne and Brisbane. As demand for freight transport
increases, so too does pressure on Dubbo rail infrastructure.
A number of improvements have been identified to increase
capacity in the short term. These include:
• A passing loop on the rail line between Dubbo and Sydney
to help improve freight access to Port Botany. Currently, the
majority of the line is single-track after previous governments
decommissioned double track sections. This has left the
remaining rail infrastructure with capacity constraints.
• Upgrading points at the Dubbo ‘triangle’ to dramatically
improve travel times through Dubbo for freight trains.
Upgrade Rail Lines
There are a number of upgrades to rail infrastructure that would
provide increased capacity and services on the rail network. Many
branch lines have extremely old infrastructure, in some places over
100 years old, which leave them as the rail equivalent of ‘dirt tracks’.
Sydney to Melbourne line
Stretches of track along this line are severely suffering from neglect
and cost cutting measures. Recent re-sleepering done using a side
insertion method for concrete sleepers has seen mud holes develop
forcing reduced speeds, sometimes as low as 60km p/h, along
sizable stretches of the journey.
Use Existing Infrastructure and Corridors
NSW has a number of rail corridors and existing infrastructure
which are being left unused, despite communities crying out for
transport services.
Casino to Murwillumbah line
Although the line from Casino to Murwillumbah closed 8 years
ago, the infrastructure remains and the land is still owned by the
government for transport use. A recent commitment by the state
government to fund an assessment of the viability of restoring the
line should be the beginning of a plan to reintroduce services on the
line and improve transport in the region.
Community Group:
Trains On Our Tracks (TOOT)
TOOT is community group committed to reintroducing
passenger services on the Casino to Murwillumbah line. They
have developed a plan over the past eight years to link buses,
planes, taxis, cycleways, walkways and cars throughout the
region in a user-friendly transport system, with the railway line
as the backbone.
TOOT want to see:
• sixteen local passenger train services per day on the
Casino/Murwillumbah line;
• an Integrated Transport Plan for the Northern Rivers; and
• planning for a rail link from Murwillumbah to the Gold
Coast to commence immediately.
Maldon – Dombarton link
The Maldon-Dombarton line is considered to be the “missing link” in
the State’s rail network. In 2011 Federal Government $25.5 million
in funding was allocated for pre-construction work on this project.
Funding is still required to make sure the project goes ahead.
The positive impacts of the Maldon-Dombarton rail link would
include:
• more coal mining jobs in the Illawarra and Central West
• construction jobs during the project’s construction phase
• freight access from Minto direct to Port Kembla without having
to pass through Sydney
• extra passenger and freight rail capacity
• reduced freight truck movements, leading to improved road
safety and less pressure on road infrastructure
• greater overall coal and other exports.
Coonamble line
This line is in such poor condition that a blanket 20km speed
restriction is in place for 56 kilometres from Armatree to Coonamble.
This has turned a 45 minute trip into a 3-hour trip.
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Tamworth to Newcastle
Peter Draper MP, Member for
Tamworth: Rail services between
Tamworth and Newcastle
Mr Draper has developed a policy to have the current service
between Scone and Newcastle extended to Tamworth.
Additional services along the line should be priced as interurban,
rather than at Countrylink prices.
The service would provide an affordable means for the
Tamworth community to access Newcastle and Sydney for
medical appointments and other key services as well as trips
to the beach while reducing road congestion and improving the
impact on the environment.
The Demondrille Line
Before parts of the line were shut down in the 70s and 80s, the
Demondrille Line ran from Blayney to Demondrille, carrying freight
from the Central West and West down to Young, bypassing the Blue
Mountains and then on to the Main South Line to the coast.
The NSW Government is currently undertaking a business case
study to determine if recommencement of services and the longterm
retention of this line are warranted.
The Lachlan Regional Transport
Committee
The LRTC is calling for the return of freight services on the
Demondrille line to reduce freight traffic on the roads in their
communities. The LRTC works to open disused rail lines and to
generally improve all modes of transport in NSW. It believes
that rail should handle mass freight loads to a central point for
distribution by truck to end-users.
Better Interchanges and Intermodal Hubs
Broadmeadow Station
Broadmeadow Station is a crucial interchange for passengers
changing between Countrylink and Cityrail services as well as being
the gateway to Newcastle’s major sporting and cultural facilities. It
is a busy station all-year round. Provision of a new bus interchange
and improved car parking facilities would significantly improve
access to Broadmeadow Station for passengers using CountryLink
services.
Dapto
A new station and transport interchanges for bus services are
needed in the Dapto region to deal with increased demands on
public transport as it experiences population growth.
Parkes
The creation of an “inland port” facility at Parkes is an important
project that would recognise Parkes’ important strategic location
on the national freight network. The future of Parkes as an inland
freight hub would be further strengthened by the expansion of the
Parkes Regional Airport.
Dubbo
The Dubbo Chamber of Commerce has prioritised strengthening
the region’s identity as a transport and distribution hub in its 10
Big Ideas for Dubbo. Providing increased opportunity for freight
transport through Dubbo would see a more decentralised network
that would allow, for example, freight travelling from Melbourne up
to Queensland to bypass the already congested Sydney lines.
Extending the light rail
The light rail network should be expanded to help cut congestion
and improve mobility in the Sydney CBD. More public transport
options make it easier to move around the city, and will cut down
overcrowding on existing services.
Any extension to the light rail should be designed to complement
other transport options – not to compete with them. Bus, tram and
train services must feed effectively into each other to provide an
integrated public transport service.
For example, extending light rail links to the Moore Park sporting
precinct, the University of NSW and the Prince of Wales Hospital
would be great for providing easy travel to these key destinations.
Traffic congestion, particularly around the stadiums on match days, is
a major problem. A light rail link, complemented by the existing bus
connections, would make accessing these areas far more easy.
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3. Planning for the Future
NSW needs a long-term plan for transport that has vision.
Investment in 21st century infrastructure that can service the needs
of a growing state must be a priority for the NSW government.
Long-term infrastructure planning will mean new projects can be
pre-approved and construction can start quickly as funding becomes
available. This would also provide investment certainty for industry.
Planning for New Rail Infrastructure
Planning for improved regional rail infrastructure is necessary to
ensure rail remains viable for both passenger and freight transport.
High-Speed Passenger Rail
The Federal Government has recently announced funding for a
feasibility study into a high-speed rail link between Newcastle and
Sydney, which it says would be the first stage in a bigger network.
This must be a priority nation-building project for the future.
Extending this high-speed rail link to connect Sydney and Canberra
should also be considered.
Connecting Australian cities via hassle free, affordable travel
through high speed rail would ease the traffic of some of the busiest
flight paths in the world and provide a greener travel alternative.
Second Sydney Airport
As Sydney Airport approaches capacity, a new site for an airport
that services Sydney will need to be identified. Regardless of
whether the final site is in the Sydney Basin, near Newcastle or
via an expansion of Canberra airport, it is imperative it is properly
serviced by heavy rail.
Easy, affordable travel to and from an additional airport will have
to be taken into account in the final Transport Masterplan for NSW.
Kiama – Wollongong Duplication
The Illawarra region had the second largest population growth
outside of Sydney in the lead up to June 2010, and its transport
system is struggling to keep up. Strain on the rail line between
Kiama and Wollongong could be eased by a line duplication and
would help service the growing region.
Urban Rail Capacity
Sydney’s public transport network is already reaching capacity.
A comprehensive plan for expanding the network and increasing
services, which recognises and addresses looming capacity
constraints, will be necessary to meet growing demand from
Sydney’s fast-increasing population.
In particular, a second harbour crossing for trains should be
considered to allow increased access to the city for services
travelling from Sydney’s north.
Electrification to Picton
At present metropolitan rail services cease at Macarthur, leaving
outer suburban commuters in the Picton area without direct access
to the CityRail network. Electrification of the rail line between
Macarthur and Picton would enable the expansion of metropolitan
rail services to a major designated urban growth area.
Separate Passenger and Freight Lines.
Creating fully separated freight and passenger networks would
significantly increase the efficiency of rail transport, and improve its
competitiveness against road transport.
North/South Sydney Freight Line
A dedicated freight line into and out of Sydney is desperately needed as
a major bottleneck currently exists where freight trains share existing
rail lines with passenger services. During morning and afternoon peak
periods passenger trains are given priority which means freight services
cannot arrive or depart Sydney at the optimum times. This affects the
efficiency and cost-effectiveness of rail freight services.
To alleviate this bottleneck, the Australian Rail Track Corporation
(ARTC) has begun construction on the Southern Sydney Freight Line
(SSFL), which will provide a third track along the rail corridor specifically
for freight services, allowing passenger and freight services to operate
independently. The Northern Sydney Freight Corridor, which has been
allocated over $1 billion from the Federal and NSW Governments’, will
increase the number of freight trains on this corridor by 50 per cent.
These projects are important steps in separating the freight and
passenger rail networks.
Western Freight Line
In addition to the North-South freight line, a duplicated track on
the Main Western line between Lithgow and Bathurst should be
reinstated to reduce congestion on the current line and allow an
easier flow of freight and passenger services.
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Cross-Border Connections
Better coordination of rail freight infrastructure between States is
required. This needs to be driven by a national rail infrastructure agenda.
Public Authority: New England
South East Queensland Rail
Infrastructure Authority (NESEQRIA)
NESEQRIA recommends passing a Special Identical Act
of both NSW and Queensland parliaments to establish a
Public Authority oversee the re-opening of the New England
Rail Corridor which already exisits between Werris Creek
and Warwick and join this line to the North Coast line in
Queensland.
This would include coordinating all the infrastructure necessary
to connect the New Engalnd Corridor to the old corridor branch
line to Killarney, back over the border through NSW at Lugume,
through Woodenbong to then join the North Coast line at or
near Glenapp in QLD and on to the Port of Brisbane and Roma
St, Brisbane.
Community Group:
The Tweed Rail Society
The Tweed Rail Society has put together a proposal for how
an inland rail corridor could be introduced between Melbourne
and Brisbane.
The Tweed Rail Society recommends the following
improvements to the inland rail corridor:
1. Premer to Armidale upgrade 150 kilometres of existing rail
line between Werris Creek and Armidale;
2. Reconstruct existing line between Armidale and Tenterfield
– approximately 180 kilometres to double stack standards;
3. Construct new section of line between Tenterfield and
Casino – approximately 140 kilometres to double stack
standards;
4. Modify new tunnel and adjust bridge clearance between
Casino and Brisbane for double stacked containers. Until
this is completed single stacked freighters could negotiate
the entire route from port to port; and
5. Upgrade existing Casino to Murwillumbah and extension
to Coolangatta Airport for single stack freight trains (due
to tunnels and bridges).
Urban Planning
Long term planning from governments must take into account
the specific needs of communities. In particular, thought needs
to be given to where demand lies to connect people with work
opportunities and overcome the problems of social isolation.
Regional Transport Authorities
The establishment of Regional Transport Authorities to oversee
local transport planning, and potentially to operate local public
transport services, has considerable community support.
Public Inquiry: Hunter Independent
Public Transport Inquiry
The Hunter Independent Public Transport Inquiry (HIPTI),
coordinated by Professor Howard Dick, called for the
establishment of an independent Hunter Transport Authority.
The Inquiry argued that public transport should be organised
on a regional basis, with funding and decision-making
decentralised from Sydney.
Citing examples from the UK and New Zealand of the success
of decentralisation, the Hunter Business Chamber and the
NRMA have also called for an autonomous transport authority.
The Inquiry claimed the Hunter region is falling behind in
its development potential and at the same time inhibiting
the State Government’s ability to reach its objective of
achieving 20% peak-hour travel on public transport. The lack
of independent planning creates a situation where public
transport, including private operators, are managed from
Sydney without flexibility or regard to local conditions.
Improving Regional Roads
Inadequate road infrastructure in regional NSW has led to increasing
traffic congestion and safety issues. Improvements to local roads
are needed in a number of regions to cater for future growth.
Upgrades should be considered for the following roads:
• The proposed F6 extension in the Illawarra region should be
completed
• Plans to upgrade remaining sections of the Pacific Highway to
dual carriage-way should be expedited.
Responsibilities for funding and maintaining regional roads must be clear.
Often these responsibilities have been passed down to local councils with
limited financial capacity to keep roads adequately maintained.
Case Study: Cost-shifting to local
government for infrastructure
maintenance
Responsibility for maintaining and co-ordinating transport
needs to be clearly demarcated. Local councils, for example
have been hit by a ‘double whammy’ on road maintenance.
Maintaining roads has been cost-shifted from State to Local
Government authorities, while State Governments have left
rail corridors neglected - leading to increasing use of heavy
vehicles on country roads increasing the need for maintenance.
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4. A Transport System for the
Common Good
Transport reaches into every aspect of our lives, from the micro
to the macro. Transport services can determine whether a person
can get to work, or to university, and they can determine how an
apple arrives in your fruit bowl. How we build our transport system
affects the health of the Australian economy and the health of our
environment. The broad reach of transport means that planning
must take care to consider what is going to serve the common good.
Community Organisation:
Sydney Alliance
The Sydney Alliance is a non-aligned organisation that brings
together diverse community organisations, unions (including
RTBU) and religious organisations to advance the common
good and achieve a fair, just and sustainable city.
The Alliance’s mission statement for transport in Sydney is:
To have a world-class public transport system that is regular,
reliable, clean, safe and easy to use for the people of Sydney,
regardless of health, wealth, age and mobility. It is planned,
integrated and connected to where people live, work and play.
The transport working group has this policy objective:
• 400:15:1 SCA 2
• Transport should be within 400 metres
• It should come every 15 minutes
• It should only require 1 ticket
• It is Safe, Clean, Accessible and Affordable
Incentivise Rail Freight Transport
Companies moving freight around the country should be incentivised
to use safe and environmentally sustainable transport wherever
possible and practical. Instead, tax structures and investment
patterns have tended to prefer road transport for the movement of
freight over rail.
The structural bias towards road freight has had negative
consequences for road safety. In recent years, for example, NSW
has experienced a number of road accidents involving petrol tankers,
some with tragic and fatal consequences. Dangerous goods such
as petrol, chemicals, industrial waste and explosives should be
transported by rail wherever possible and kept off NSW roads.
Rail transport is also a far greener alternative to road transport.
The Commonwealth Green Paper produced on the Carbon Pollution
Reduction Scheme noted that transport carbon pollution gas
emissions account for around 14% of Australia’s emissions. Of the
total transport emissions, 89% come from road transport, 6% from
rail transport and 5% from sea transport.
Case Study:
Closure of the Patrick Rail
terminal at Camellia
Patrick Port Logistics ceased operating rail services from Dubbo
and Camellia in 2010. This has led to an extra 45,000 truck
movements to and from Port Botany.
Patrick cited a “serious lack of infrastructure investment by the
Government, together with access problems and the lack of
any incentive” as the primary reasons for the closure.
Case Study:
Actions not Words - A Freight
Agenda for New South Wales
In 2009 PricewaterhouseCoopers was commissioned by Freight
and Logistics Council of
New South Wales (FALCONSW) to produce an action agenda
for the freight industry in NSW.
The report argued that improved freight and logistics efficiency
means lower product costs, less congestion on our roads,
lower carbon emissions, fewer serious accidents, and less
local air and noise pollution.
It put forward seven action priorities to help the industry
effectively meet demand in the state:
1. Collaborate across supply chains
2. Unlock the roads
3. Address industry skills shortages
4. Boost the public image of freight
5. Make rail a competitive option to and from NSW ports
6. Regulate simply and consistently
7. Communicate the NSW freight plan.
This plan provides an important road map towards improving
NSW’s ability to meet increasing demand for freight transport
in the most efficient way possible.
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Invest in Inter-Modal Hubs
More investment is need in regional intermodal hubs to allow for
better integration of road and rail freight services. Where possible
long haul freight transport should be done via rail and where transport
into particular areas is necessary, picked up and taken by truck.
Without hubs that allow for the easy transfer of freight from rail to
trucks and back, companies are less likely to use rail to transport
goods where they can, and choose instead to use trucks exclusively.
Adequate facilities must also be provided for transport workers
at intermodal hubs. These should include clean and comfortable
rooms where transport workers can eat, rest and shower.
Tax incentives for Public Transport and Rail Freight Transport
At present the Federal tax system contains in-built incentives
for people to use private vehicles rather than public transport. In
addition to this public transport and rail freight transport has largely
been forgotten under the Government’s carbon pricing scheme.
Providing compensation to road users while providing no such
incentives for public transport users provides a financial incentive
for people to switch from sustainable transport modes to more
carbon intensive modes. This does nothing to reduce carbon
emissions which is surely the aim of any carbon pricing scheme.
Similarly, freight rail operators will carry the burden of growth in
diesel and fuel costs immediately whereas the road sector will
have time to adjust as a consequence of the two year exemption
for heavy vehicles.
Reversing this bias would encourage more people to leave their cars
at home - helping to address both urban congestion and transportrelated
greenhouse gas emissions.
Planning for an Ageing Population
A report on intergenerational challenges from the Treasury says that
between now and 2050 the number of older people, those between
65 and 84 years, is expected to more than double and the number
of very old people, those 85 and over, is expected to more than
quadruple, from 0.4 million people today to 1.8 million in 2050.
This brings with it a number of challenges for Australian governments
to meet the increased demands on services this will create.
Public transport is one of those key services. Having a means
of transport is crucial to an individual’s well-being and to their
effective participation in civil society. Despite this, a lack of access
to transport, or transport disadvantage is experienced by a number
of groups including older people. This problem will only grow as this
demographic expands so action is needed now to ensure that people
do not find themselves isolated and without access to services.
Community Organisation:
Combined Pensioners and
Superannuants Association
Older driver test
The introduction of tougher licensing requirements for older
drivers has added to problems with social isolation and
independence. The NSW Government should abolish the older
driver test, as it has had no proven benefit, and so far there is
no evidence that transport safety has improved either for older
people or the wider community since its introduction.
Community Transport
A growing number of the NSW population is no longer able
to use Public Transport. Community Transport and Transport
for Health, which fills this gap requires greater funding to
meet this growing demand. Funding to Community Transport
in this area has not been increased for at least a decade and
resources are increasingly being redirected to health-related
transport. Despite this no consideration was given to this issue
in the NSW Metropolitan Transport Plan.
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Case Study: A day in the life of a
Station Attendant
5. Respecting the People Who
Provide the Services
Workers are the lifeblood of the network. Without a motivated
workforce that takes pride in their job, services will always be
substandard. In order to attract the best people to the industry and to
maintain services at a high standard, decent pay and fair workplace
conditions are crucial. This means enabling workers to negotiate
fair wage rises and conditions that keep pace with inflation and the
cost of living – and having access to an independent body that can
mediate between workers and employers to achieve an equitable
outcome.
Lop-sided Industrial Relations Laws
The O’Farrell government’s IR legislation – which caps annual pay rises
to below inflation levels and aims to erode workers conditions by linking
any pay rise above 2.5% to cost-savings – is sending a message to
transport workers that their contribution is not valued, nor valuable.
With the Industrial Relations Commission required to consent to
government policy, there is no longer an independent umpire in disputes
over wages and conditions, which means that NSW workers no longer
have legal recourse when dealing with employers.
These laws are a major disincentive for people to stay in the
industry – and will discourage potential industry recruits.
Human Capital
The high degree of passion, experience and professionalism of transport
employees is a significant asset to the NSW transport system.
The recent work by CityRail train drivers on the assessment and
validation procedures for the troubled Waratah trains is an example
of front-line staff working with management to solve complex
problems and develop high-quality procedures.
Drivers are regularly called upon to discuss operational matters
and give expert advice, which is then incorporated into policies
and procedures. This level of commitment and knowledge not only
adds to the creation of a positive work culture, it adds tangible
value through productivity and performance increases across the
transport network.
“Working on a railway station isn’t easy – especially at
smaller stations where you can be a one-person act.
“You can be there all day by yourself, managing whatever the
railway system throws at you. Opening up a small station
at 8am, the first thing to do is clean up the mess from the
previous night. Empty beer bottles, half-eaten food, vomit
and urine stains are just some of the things that are probably
waiting for you. You update the board so people can see
when the next trains are due to arrive.
“Then you open up the ticket window to start serving the
passengers, and don’t stop until closing time. During a slow
period, you try to duck out to clean up any mess on the
platforms. When passenger in a wheelchair arrives, you
rush out from the ticket window to help them get on or off
the train. But you know that every time you leave the ticket
window an angry customer is going to be waiting for you
when you get back.
“RailCorp says that ticket sellers aren’t needed any more,
because people can use ticket machines. But I can tell you, a
lot of people don’t like using them, and many won’t use them
at all. Machines can’t give advice on what train to catch,
where to change to another line, what platform to go to, or
where the nearest RTA office is. They’re the sort of questions
I get asked all day long. I’m an information service as much
as anything else.
“By late afternoon you’ve got school kids running amok all
over the place. The worst thing is when they run across
the tracks. If you don’t see them, there’s nothing you can
do except hope. The worst time though is ‘happy hour’ –
when the drunks come stumbling out of the pubs on Friday
and Saturday evenings. I’ve often seen groups of eight to
ten blokes standing around drinking alcohol, swearing and
urinating on the platform in front of ladies and children.
“These days, things are getting tougher. With fewer staff on
stations, and more passengers using trains all the time, it’s
harder to juggle everything at once.
“We’re trained in first aid, so if there’s an assault or if
someone is sick we can provide help while the paramedics
are on their way. But once the station’s closed, passengers
are on their own, with only CCTV to keep an eye on them.
“Of course, there’s a good side to the job as well. In smaller
stations I get to know the regulars. I’m proud of the work I
do, and the contribution I make to Sydney’s transport system.
But a little more help would be greatly appreciated.”
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Funding a Better Transport System
While any discussion about the transport needs of NSW will elicit
a number of solutions, finding ways to pay for these solutions is not
so easy. RTBU understands that projects must be paid for, and that
Governments do not have access to a bottomless pool of money.
The need to find new and innovative ways to fund infrastructure is
therefore a critical issue that must be addressed as a priority.
The RTBU’s discussions with industry experts have uncovered
a number of potential mechanisms for infrastructure funding.
While there is no ‘silver bullet’ that will unlock access to limitless
finance, put together these mechanisms would expand the State
Government’s capacity to invest in infrastructure. Most importantly,
this could be achieved without resorting to widespread public asset
sales – which would hand over control of vital public infrastructure
to multinational companies.
Debt Funding
A new approach to government debt is required. In recent years,
Governments at all levels have become scared of debt, and
beholden to the policy prescriptions of international credit rating
agencies. The justification for the debt phobia is usually made
through a comparison with ‘balancing the household budget’. The
metaphor does not make sense – Governments are not households,
they have access to large and reliable taxation revenues, and are
entirely capable of making long-term investment decisions.
Another oft-used excuse for not borrowing is the perceived risk to
the State’s credit rating. Given that the very purpose of a credit
rating is to access cheaper credit, this reasoning also fails to pass
the common sense test. A more sensible approach to debt funding
for transport projects would allow the State Government to bring
many of its planned transport infrastructure projects forward.
The new approach to debt should also incorporate new ways of
attracting private investment into transport projects. In particular,
Australia’s massive pool of superannuation savings could be used to
partially fund key transport projects. Of course, these investments
need to be made on a commercial basis – and more work must be
done to develop a partnership model that allows for super funds to
get involved in projects such as new rail lines. In the meantime,
however, funding which could be going into vital projects to improve
the productivity of Australian cities, and to stimulate local jobs and
economic growth, is disappearing into other investments.
Waratah Bonds
The RTBU supports the NSW State Government initiative for
Government-backed bonds for infrastructure development. RTBU
believes that more can be done to promote these bonds, especially
as medium to long-term investment for workers in the broader
transport and infrastructure sectors.
One option for the expansion of Waratah Bonds would be to
enable workers in the broader transport and infrastructure sectors
to convert accrued leave entitlements into bonds. This would not
only allow workers greater flexibility in how to spend their leave
entitlements, it would also assist employers in the transport and
infrastructure sector (including NSW Government entities) to
reduce their unfunded leave liabilities.
Building Australia Fund
The Federal Government has an important role to play in funding
key infrastructure projects in Australian cities through the Building
Australia Fund. RTBU believes the size of this fund should be
increased, but it is also essential that the State Government
provides a clear strategic plan for the future growth of its major
cities. It is imperative that the Federal and State Government work
together cooperatively.
The current stalemate between the Federal Government and the
State Government over priorities for urban rail infrastructure
funding is counter-productive. The RTBU is concerned that the
political focus on individual projects had distracted attention from
the overall needs of the metropolitan rail network. In particular,
capacity constraints will limit the ability of the network to meet
future demand. The expansion of the network into North West and
South West demand will exacerbate these demand pressures.
The RTBU believes Federal funding for the Epping-Parramatta link
should be redirected to urgent capacity building projects to ensure
the network continues to function efficiently and effectively. A
second harbour crossing, for example, would overcome a significant
bottleneck on the system and enable more trains to travel from the
North West Rail Link into the CBD.
Greater use of superannuation funds
Unlocking Australian’s trillion-dollar superannuation sector would
provide massive opportunities for funding transport infrastructure
projects. The impediments that deter superannuation funds from
investing in Australian infrastructure are complex. Governments at State
and Federal level, along with the infrastructure and superannuation
sectors, need to work together to overcome these impediments.
• The creation of attractive infrastructure-based investment
products for Australian superannuation funds; and
• A long-term pipeline of infrastructure projects, to provide
certainty and stability for superannuation managers.
Restart NSW Fund
RTBU supports the establishment of the Restart NSW Fund to
underpin investment in transport infrastructure projects. A number
of existing funding streams which are currently swallowed by the
State’s Consolidated Fund could be redirected into this specificpurpose
fund. Some of the mechanisms which could be used to
grow the Restart NSW fund are briefly outlined below:
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Conversion of Toll-Road Concessions
The former Labor State Government made an election commitment
to eliminate tolls on the M4 following the expiration of the 20-year
concession to the road operator. While the short-term political
benefits of this decision are self-evident, it also can be seen as a
major lost opportunity. The State Government could have exercised
an option to maintain the tolls, and redirect toll-revenue into new
transport infrastructure projects.
A number of other toll-road concessions are due to expire between
now and 2050. These include:
Sydney Harbour Tunnel 2022
M5 2023
Cross City Tunnel 2035
M7 2037
Lane Cove Tunnel 2037
M2 2042
Eastern Distributor 2048
There is an obvious precedent for maintaining tolls on these userpays
roads – the Sydney Harbour Bridge. While the timelines for
these projects are well beyond the normal planning cycle of State
Government, in time the conversion of these private sector toll roads
to Government-owned toll roads, or re-tendering the concessions
with private operators, could become an important contributor to
the future development of transport infrastructure in NSW.
Air-Space / Transit Oriented Developments
Rail corridors are under-utilised landholdings – often in high-value
areas - that are potentially prime development sites. ‘Air space’ over
rail corridors can therefore be seen as a highly-valued Governmentowned
portfolio, capable of being developed for commercial and
residential purposes. Utilising these corridors can also help meet
the need for urban infill housing, while building densities along
transport corridors – allowing more people to commute by public
transport rather than by car.
The RTBU is pleased to see the issue of air-space development
being tackled by the NSW Parliament through the Legislative
Assembly Inquiry into the utilisation of rail corridors.
A systematic program of identifying and developing a portfolio
of air-space sites along rail corridors would provide a steady
income stream for the State Government. The proceeds of these
developments could be hypothecated into the Restart NSW fund.
Commercial income from ‘Transit-Oriented Developments’ at major
train stations also could provide a new revenue stream, while
meeting important urban planning objectives.
Parking Levies
The NSW Government already charges a levy on non-residential
car spaces in the Sydney CDB, North Sydney, Milsons Point, Bondi
Junction, Parramatta, Chatswood and St Leonards. Revenue from
these levies are supposedly used for public transport projects,
however the management of this expenditure has previously been
criticised by the NSW Auditor General. RTBU believes revenue from
these levies should also be hypothecated into the Restart NSW fund
Road Pricing
A range of alternatives exist for using road pricing to raise vital
revenue to fund new transport infrastructure while at the same
time serving to reduce levels of demand on the road network at
peak times or in highly congested areas. Some of these alternatives
include
• Time of Day Tolling: Applying a higher toll on existing
motorways during peak times – such as the peak time charge
on the Sydney Harbour Bridge and Sydney Harbour Tunnel.
• Cordon / Congestion Charging: Applying a charge to
all vehicles (apart from residents) travelling into the CBD –
currently applies in cities such as London.
• Premium Lanes: Applying a charge to motorists using
designated lanes on major roads – effectively providing a
premium service and attracting a user-pays fee.
18
RAIL, TRAM AND BUS UNION - BETTER TRANSPORT FOR NSW

Conclusion
There is much that can be done to improve transport infrastructure and services in NSW. There is no
shortage of ideas, and no shortage of worthy projects. There is, however, a shortage in transport planning.
NSW needs a detailed plan for its transport needs over the short and long term – a plan that takes into
account future demographic changes, the needs of growing cities, the needs of industry, and the needs of
regional communities. The NSW Long-Term Transport Masterplan must also be built on the five principles
outlined by the Better Transport Charter, and must explore all available options for funding.
The Masterplan must not be another meaningless document gathering dust on a shelf in the Minister’s
office. It must contain benchmarks for future governments to meet, and a reporting mechanism to ensure
future governments report back to the community on progress in turning the plan into reality.
The impetus for change, however, should not be left in the hands of governments alone. Commuters need
to have a strong, organised voice if they are to ensure that transport remains a top priority for State and
Federal Government. The RTBU has sought to give commuters that voice through the Better Transport
campaign – with surveys, public forums, and the development of the Better Transport Charter.
The partnership between commuters and public transport workers offers the best hope of a powerful grass
roots voice for better transport in NSW. This paper is another outcome of that collaboration, and the RTBU
looks forward to continuing the partnership into the future.

RAIL, TRAM & BUS UNION (NSW BRANCH)
ABN 55 090 785 801
Level 4, 321 Pitt Street, Sydney NSW 2000
Tel (02) 92642511 Fax (02) 9261 1342
Email nswho@rtbu-nsw.asn.au
www.rtbu-nsw.asn.au