Victor P Taffa

Modern Tramways like all forms of technology has advanced and is a far cry from the days of what were supposedly slow and cumbersome means of Transportation that were abandoned in favour of a pneumatic, oil filled bus.

As with heavy Railway Lines throughout New South Wales and the rest of Australia Government’s are loathe to Upgrade, Expand, Electrify, Duplicate these vital pieces of infrastructure so that Regional Towns and Cities can be linked and in many cases brought back to life.

Railway corridors allow for Water Pipelines and Broadband Cables to be provided at a price many Billions of Dollars cheaper to meet the needs and challenges that Australia faces over the next 50 years.

 

The New South Wales Government is quite happy to have Buses built lock, stock and barrel in Sydney and New South Wales but when it comes to Railway Rolling Stock it is a different matter. Currently Railway and Tramway Rolling Stock is simply imported into Australia and assembled in New South Wales.

All Railway and Tramway Rolling Stock should be built lock, stock and barrel in New South Wales and in other States or Territories of Australia.     

 

Sir Robert Ristrom Elizabeth Tram Terminus & Flinders Street Station At Night

 

 

 

Sydney Light Rail Tramways for the 21st Century

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

  

 

 

 

 

  

 

 

 

 

 

 

 

 

  

 

 

 

 

Community Benefits and Concerns

• Provide a fast user friendly environmentally responsible mode of transport for the 21^st Century.
• The existing Tramway Depot/Maintenance Centre would be appropriate to be utilised for the Sydney-City Circle-Dulwich Hill System.
• The Barangaroo Stops services the new Barangaroo Development that incorporates the relocated Car Parking from Platforms 1 & 2 in Wynyard Railway Station.
• The operator of the existing Light Rail Line could apply through a Public Tender Process to operate the entire network given the way in which the Light Rail Line now successfully moves people.
• Tracks will be dual operation set in mass concrete.
• Raised Super Stops as the case at Flinders/Swanston Street Melbourne Stop will be laid out with tram tracks on either side of the platform.
• Raised Super Stops allows mothers with strollers, the elderly and disabled to use the new trams easily with low floor entry.
• The workings of the tramcars are set in the roof of the vehicle.
• Road Rules will not require alteration or a return to the days when all traffic had to stop when a tram stopped. This is largely because the platforms will be island formation and makes for a faster movement of passengers when alighting or disembarking.
• Traffic signalling will have T signals as per the case in Sydney where the Tram line crosses George Street and Darling Drive.
• Island platforms are a safer means for passengers alighting and disembarking instead of boarding from the street curb.
• There will not be a need to install Central Tram Fairways down the middle of Streets given the modern island nature of the Raised Super Stop.
• The need for Bus Lanes in Elizabeth Street or any other Street stops people from parking legally to go to the shops.  
• The Sydney-City Circle-Dulwich Hill System has potential to be extended however this should not be at the expense of Heavy Rail expansion.
• Tramway Junctions will be operated by the driver and not require Conductors to get out of the tram and flick the points with a metal pole.

 

 

 

 

 

 

 

 

 

 

 

 

Melbourne currently has four Tram/Train Crossings* these being at:

• Glenhuntly Road Glenhuntly
• Glenferrie Road Kooyong
• Riversdale Road Camberwell
• Burke Road Gardiner Still in use – note tramway closed during construction of SE Arterial (now Monash Freeway) Burke Road overbridge.

*Courtesy Hawthorn Tram Depot Website.

 

 

 

 

 

 

 

 

 

 

 

 

Financing of the construction of the Sydney Tramway system will come from a variety of sources similar to the funding formula for the long overdue expansion requirements of the New South Wales Railways.

• Commonwealth Funding Assistance
• State Government Funding Assistance
• Private Consortium Involvement and Possible Operation
• Raised Super Stops to include advertising
• Railway/Tramway Bonds guaranteed by the NSW Treasury
• Railway/Tramway Lottery administered by the NSW Government
• Tramway Trust Fund administered by the NSW Department of Transport

 

 

 

 

 

 

 

 

 

 

 

The operation of the tramway system and contracts for the advertising at Raised Super Stops will be open to public tender.

 

 

 

 

 

 

 

 

 

 

Melbourne’s Tramway operations were funded and managed by various local councils such as:

• Prahran and Malvern Tramways Trust
• Hawthorn Tramways Trust
• Melbourne, Brunswick and Coburg Tramways Trust
• Fitzroy, Northcote and Preston Tramways Trust
• Footscray Tramway Trust
• Northcote Municipality Cable Tramways

This situation ceased to exist when the Melbourne and Metropolitan Tramways Board (MMTB) was formed following the passing of the Melbourne and Metropolitan Tramways Act 1918 through the Victoria Parliament. By 1920 most of the Tramway Trusts were transferred to the MMTB.

 

 

 

 

 

 

 

 

 

 

 

Given that tramways overlap council boundaries easily it is the NSW Department of Transport who is best placed to administer the Tramways Trust Fund in consultation with the NSW Treasury.

 

 

 

 

 

 

 

 

 

 

 

 

The NSW Fahey Liberal/National Government commenced construction of Sydney’s current Light Rail line. NSW Premier Bob Carr opened the Central-Wentworth Park Line in 1997 and the extension to Lilyfield was completed in 2000.

 

 

 

 

 

 

 

 

 

 

 

The Sydney Tramways would have 3 different routes operating in each direction and numbered for ease of patronage. Each route will have a line colour associated for ease of use and each of the Raised Super Stops will be numbered with signage that will also indicate the cross-street at which the stop is nearest to. Next Tram Time running will be indicated electronically on signage at each stop as is the case in Melbourne.

The full list of Routes with Stop Numbers can be found on www.isput.com.au The maps are easily downloaded in PDF version.

 

 

 

 

 

 

 

 

 

 

 

Routes 1 will commence from Central and is as follows:

Route 1-Blue

Route 1- Services Central through to the new terminus at Dulwich Hill via Sussex Street Junction.

Routes 2 will commence from Central and is as follows:

Route 2-Yellow

Route 2- Services China Town, Barangaroo Development via Sussex Street Junction and Sussex Street while extending to Circular Quay, Phillip Street and Elizabeth Street and joining with the existing line at Hay Street Junction.

Routes 3 will commence from Central and is as follows:

Route 3-Green

Route 3- Service Central, Hyde Park via Hay Street Junction in reverse direction to Route 2. Upon reaching Sussex Street Junction the Route continues to Dulwich Hill.

Victor P Taffa

Modern Tramways like all forms of technology has advanced and is a far cry from the days of what were supposedly slow and cumbersome means of Transportation that were abandoned in favour of a pneumatic, oil filled bus.

As with heavy Railway Lines throughout New South Wales and the rest of Australia Government’s are loathe to Upgrade, Expand, Electrify, Duplicate these vital pieces of infrastructure so that Regional Towns and Cities can be linked and in many cases brought back to life.

Railway corridors allow for Water Pipelines and Broadband Cables to be provided at a price many Billions of Dollars cheaper to meet the needs and challenges that Australia faces over the next 50 years.

 

The New South Wales Government is quite happy to have Buses built lock, stock and barrel in Sydney and New South Wales but when it comes to Railway Rolling Stock it is a different matter. Currently Railway and Tramway Rolling Stock is simply imported into Australia and assembled in New South Wales.

All Railway and Tramway Rolling Stock should be built lock, stock and barrel in New South Wales and in other States or Territories of Australia.

 

 

 

 

 

 

 

 

 

 

 

Sutherland Shire Council is currently in the process of beautifying the Sutherland Shopping Centre and is to be commended for that.

The one issue that like so many other communities is the apparent divide a Railway Line causes to a Shopping Centre. The reality is that the Railway and Tramway built that particular community.

 

 

 

 

 

 

 

 

 

 

 

 

The Railway Bridge at Sutherland Station is two directional and the exit and entry points to the bridge on the Eastern or Old Princes Highway side of the line is narrow and congested.

As is the case in many places the roads, bridges and railway lines are administered by different bodies and everyone protects their particular patch and budget.

 

 

 

 

 

 

 

 

 

 

 

 

The Railway corridor and Bridge is administered by RailCorp, the Old Princes Highway and President Avenue is administered by the Roads and Traffic Authority and Flora, Eton and Boyle Streets are administered by Sutherland Shire Council.

The congestion on Old Princes Highway and the Railway Bridge is chronic and has been given token consideration given that no one wants to spend money that should be spent by someone else.

 

 

 

 

 

 

 

 

 

 

The local shops on Old Princes Highway have much needed car parking next to the two lanes Old Princes Highway.

 

 

 

 

 

 

 

 

 

 

The solution to the congestion around Old Princes Highway and the Bridge appears to be quite simple. The flow of traffic on Old Princes Highway at the point of the Eton Street roundabout should be directed down Eton Street to President Avenue and then back on Old Princes Highway in a Northerly direction and up onto the Bridge.

 

 

 

 

 

 

 

 

 

 

 

 

The benefits to this would allow shoppers in the car park better access to the carpark and as there would only be one direction of traffic light phasing the flow of traffic would be faster. This in turn would allow Old Princes Highway traffic between President Avenue and the Bridge to flow more effectively and any backlog on President Avenue and Eton Street would be minimal.

 The cost of these changes to traffic flow would be minimal but the flow of the traffic would be more effective.

 

Southbound traffic on Old Princes Highway at the intersection of Eton Street should have a stop line before Flora Street at the intersection when the Tramlines for Flora Street are built. Currently the Stop line is beyond the Flora Street intersection and the existing road markings and layout makes for hazardous conditions for both pedestrians and motorists.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Community Benefits and Concerns

• Provide a fast user friendly environmentally responsible mode of transport for the 21^st Century.
• The Sydney Tramway Museum is well placed to be the Tramway Depot/Maintenance Centre.
• The operator of the existing Sydney Light Rail Line could apply through a Public Tender Process to operate services on the new network given the way in which the Light Rail Line now successfully moves people.
• Heritage Trams can be easily adapted to operate alongside the Raised Super Stops.
• Tracks will be dual operation set in mass concrete.
• Raised Super Stops as the case at Flinders/Swanston Street Melbourne Stop will be laid out with tram tracks on either side of the platform.
• Raised Super Stops allows mothers with strollers, the elderly and disabled to use the new trams easily with low floor entry.
• The workings of the tramcars are set in the roof of the vehicle.
• Road Rules will not require alteration or a return to the days when all traffic had to stop when a tram stopped. This is largely because the platforms will be island formation and make for a faster movement of passengers when alighting or disembarking.
• Traffic signalling will have T signals as per the case in Sydney where the Tram line crosses George Street and Darling Drive.
• Island platforms are a safer means for passengers alighting and disembarking instead of boarding from the street curb.
• There will not be a need to install Central Tram Fairways down the middle of Streets given the modern island nature of the Raised Super Stop.
• The need for Bus Lanes stops people from parking legally to go to the shops.
• The Sutherland System has potential to be extended however this should not be at the expense of Heavy Rail expansion.
• Tramway Junctions will be operated by the driver and not require Conductors to get out of the tram and flick the points with a metal pole.

Melbourne currently has four Tram/Train Crossings* these being at:

• Glenhuntly Road Glenhuntly
• Glenferrie Road Kooyong
• Riversdale Road Camberwell
• Burke Road Gardiner Still in use – note tramway closed during construction of SE Arterial (now Monash Freeway) Burke Road overbridge.

*Courtesy Hawthorn Tram Depot Website.

Financing of the construction of the Newcastle Tramway system will come from a variety of sources similar to the funding formula for the long overdue expansion requirements of the New South Wales Railways.

• Commonwealth Funding Assistance
• State Government Funding Assistance
• Private Consortium Involvement and Possible Operation
• Raised Super Stops to include advertising
• Railway/Tramway Bonds guaranteed by the NSW Treasury
• Railway/Tramway Lottery administered by the NSW Government
• Tramway Trust Fund administered by the NSW Department of Transport

The operation of the tramway system and contracts for the advertising at Raised Super Stops will be open to public tender.

Melbourne’s Tramway operations were funded and managed by various local councils such as:

• Prahran and Malvern Tramways Trust
• Hawthorn Tramways Trust
• Melbourne, Brunswick and Coburg Tramways Trust
• Fitzroy, Northcote and Preston Tramways Trust
• Footscray Tramway Trust
• Northcote Municipality Cable Tramways

This situation ceased to exist when the Melbourne and Metropolitan Tramways Board (MMTB) was formed following the passing of the Melbourne and Metropolitan Tramways Act 1918 through the Victoria Parliament. By 1920 most of the Tramway Trusts were transferred to the MMTB.

Given that tramways overlap council boundaries easily it is the NSW Department of Transport who is best placed to administer the Tramways Trust Fund in consultation with the NSW Treasury.

The NSW Fahey Liberal/National Government commenced construction of Sydney’s current Light Rail line. NSW Premier Bob Carr opened the Central-Wentworth Park Line in 1997 and the extension to Lilyfield was completed in 2000.

 

 

 

 

 

 

 

 

 

 

The Sutherland Tramways would have 2 different routes operating in each direction and numbered for ease of patronage. Each route will have a line colour associated for ease of use and each of the Raised Super Stops will be numbered with signage that will also indicate the cross-street at which the stop is nearest to. Next Tram Time running will be indicated electronically on signage at each stop as is the case in Melbourne.

The full list of Routes with Stop Numbers can be found on www.isput.com.au The maps are easily downloaded in PDF version.

Route 1 will commence from the Sydney Tramway Museum and is as follows:

Route 1-Blue

Route 1- Services the Royal National Park, Sydney Tramway Museum and the Sutherland Shopping Centre.

Route 2 will commence from the Sydney Tramway Museum and is as follows:

Route 2-Yellow

Route 2- Services Sutherland, Sydney Tramway Museum and the Royal National Park.

Victor P Taffa

Modern Tramways like all forms of technology has advanced and is a far cry from the days of what were supposedly slow and cumbersome means of Transportation that were abandoned in favour of a pneumatic, oil filled bus.

As with heavy Railway Lines throughout New South Wales and the rest of Australia Government’s are loathe to Upgrade, Expand, Electrify, Duplicate these vital pieces of infrastructure so that Regional Towns and Cities can be linked and in many cases brought back to life.

Railway corridors allow for Water Pipelines and Broadband Cables to be provided at a price many Billions of Dollars cheaper to meet the needs and challenges that Australia faces over the next 50 years.

 

The New South Wales Government is quite happy to have Buses built lock, stock and barrel in Sydney and New South Wales but when it comes to Railway Rolling Stock it is a different matter. Currently Railway and Tramway Rolling Stock is simply imported into Australia and assembled in New South Wales.

All Railway and Tramway Rolling Stock should be built lock, stock and barrel in New South Wales and in other States or Territories of Australia.     

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Community Benefits and Concerns

• Provide a fast user friendly environmentally responsible mode of transport for the 21^st Century.
• The Tramway Depot/Maintenance Centre will service the new network sitting alongside the newly installed RailCorp Railway stabling facilities at Broadmeadow. This improvement to RailCorp operations will also complement the newly installed and long overdue Glendale Interchange.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

• The operator of the existing Sydney Light Rail Line could apply through a Public Tender Process to operate the entire network given the way in which the Light Rail Line now successfully moves people.

 

 

 

 

 

 

 

 

 

 

 

 

• Tracks will be dual operation set in mass concrete.
• Raised Super Stops as the case at Flinders/Swanston Street Melbourne Stop will be laid out with tram tracks on either side of the platform.

 

 

 

 

 

 

 

 

 

 

 

 

 

• Raised Super Stops allows mothers with strollers, the elderly and disabled to use the new trams easily with low floor entry.
• The workings of the tramcars are set in the roof of the vehicle.

 

 

 

 

 

 

 

 

 

 

 

 

 

• Road Rules will not require alteration or a return to the days when all traffic had to stop when a tram stopped. This is largely because the platforms will be island formation and make for a faster movement of passengers when alighting or disembarking.
• Traffic signalling will have T signals as per the case in Sydney where the Tram line crosses George Street and Darling Drive.

 

 

 

 

 

 

 

 

 

 

 

• Island platforms are a safer means for passengers alighting and disembarking instead of boarding from the street curb.
• There will not be a need to install Central Tram Fairways down the middle of Streets given the modern island nature of the Raised Super Stop.
• The need for Bus Lanes in Hunter Street or any other Street stops people from parking legally to go to the shops. 
• The Newcastle System has potential to be extended however this should not be at the expense of Heavy Rail expansion.

 

WORTH PLACE CROSSING:

• The Worth Place Crossing will be reinstated for Tram movements and Pedestrians. This would not be a crossing for vehicles as this would lead to congestion on Hunter Street. This crossing will be laid in mass concrete.
• The overhead Railway and Tramway wires while of different voltage would be individually protected by modern safety systems.

 

 

 

 

 

 

 

 

 

 

 

ADAMSTOWN CROSSING:

• The installation of a Tram/Train crossing at Glebe Road Adamstown will allow for safer conditions for motorists as the case is now given the curved nature of the approach of Glebe Road to the crossing.
• In addition to the widening and upgrade of the Adamstown Crossing is for a Roundabout to be installed at the busy and dangerous intersection of Glebe Road/Park Avenue/Court Street. Traffic Lights at this intersection would be impractical given the timing of the Boom Gates at the Level Crossing.
• Both the Worth Place and Adamstown Crossings will be upgraded significantly and the four intersecting standard gauge tracks would be laid in mass concrete.   
• Tramway Junctions will be operated by the driver and not require Conductors to get out of the tram and flick the points with a metal pole.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Melbourne currently has four Tram/Train Crossings* these being at:

• Glenhuntly Road Glenhuntly
• Glenferrie Road Kooyong
• Riversdale Road Camberwell
• Burke Road Gardiner Still in use – note tramway closed during construction of SE Arterial (now Monash Freeway) Burke Road overbridge.

*Courtesy Hawthorn Tram Depot Website.

Financing of the construction of the Newcastle Tramway system will come from a variety of sources similar to the funding formula for the long overdue expansion requirements of the New South Wales Railways.

• Commonwealth Funding Assistance
• State Government Funding Assistance
• Private Consortium Involvement and Possible Operation
• Raised Super Stops to include advertising
• Railway/Tramway Bonds guaranteed by the NSW Treasury
• Railway/Tramway Lottery administered by the NSW Government
• Tramway Trust Fund administered by the NSW Department of Transport

 

 

 

 

 

 

 

 

 

 

 

 

The operation of the tramway system and contracts for the advertising at Raised Super Stops will be open to public tender.

Melbourne’s Tramway operations were funded and managed by various local councils such as:

• Prahran and Malvern Tramways Trust
• Hawthorn Tramways Trust
• Melbourne, Brunswick and Coburg Tramways Trust
• Fitzroy, Northcote and Preston Tramways Trust
• Footscray Tramway Trust
• Northcote Municipality Cable Tramways

This situation ceased to exist when the Melbourne and Metropolitan Tramways Board (MMTB) was formed following the passing of the Melbourne and Metropolitan Tramways Act 1918 through the Victoria Parliament. By 1920 most of the Tramway Trusts were transferred to the MMTB.

Given that tramways overlap council boundaries easily it is the NSW Department of Transport who is best placed to administer the Tramways Trust Fund in consultation with the NSW Treasury.

The NSW Fahey Liberal/National Government commenced construction of Sydney’s current Light Rail line. NSW Premier Bob Carr opened the Central-Wentworth Park Line in 1997 and the extension to Lilyfield was completed in 2000.

The Newcastle Tramways would have 6 different routes operating in each direction and numbered for ease of patronage. Each route will have a line colour associated for ease of use and each of the Raised Super Stops will be numbered with signage that will also indicate the cross-street at which the stop is nearest to. Next Tram Time running will be indicated electronically on signage at each stop as is the case in Melbourne.

The full list of Routes with Stop Numbers can be found on www.isput.com.au The maps are easily downloaded in PDF version.

Routes 1 will commence from the Broadmeadow Tram Depot/Maintenance Centre and is as follows:

Route 1-Yellow

Route 1-Services the John Hunter and Mater Hospitals, University of Newcastle, Bar and Merewether Beaches via Wharf Road and Shortland Esplanade. Both of these roads allow for Panoramic Views of the coast and headlands. Speed restrictions would allow passengers time to take in the breathtaking aspects that Newcastle has to offer.

Routes 2 will commence from the Broadmeadow Tram Depot/Maintenance Centre and is as follows:

Route 2-Blue

Route 2-Services both the new and old of Newcastle via Hannell Street and Honeysuckle drive. Worth Place Crossing will reinstate one level crossing that will reunite the City of Newcastle. Restricting access of this reinstated crossing to trams and Pedestrians will not ensure that traffic congestion becomes an issue on Hunter Street. This route also services Tighes Hill TAFE and will go through the Hunter Street Mall as is the case in Bourke Street Melbourne and this will in turn reinvigorate the CBD. Rather than creating many terminus throughout Newcastle all tram routes start and finish at the Tram Depot. Route 2 also services the Beaches and Racecourse.

Routes 3 will commence from the Broadmeadow Tram Depot/Maintenance Centre and is as follows:

Route 3-Orange

Route 3-Services both Energy Australia Stadium and the No.1 Sports Ground when major sporting fixtures require a large volume of people to be moved quickly Route 3 also extends to Civic Park, Bar Beach and operates close to Hamilton TAFE.

Routes 4 will commence from the Broadmeadow Tram Depot/Maintenance Centre and is as follows:

Route 4-Green

Route 4-Services Energy Australia Stadium, Hunter Street Mall, Newcastle Railway Station, Beaches area, Hamilton TAFE and compliments Route 3.

Routes 5 will commence from the Broadmeadow Tram Depot/Maintenance Centre and is as follows:

Route 5-Pink

Route 5-Services the inner parts of Beaumont Street, Beaches areas, Adamstown and the Racecourse.

Routes 6 will commence from the Broadmeadow Tram Depot/Maintenance Centre and is as follows:

Route 6-Red

Route 6-Services both Energy Australia Stadium and the No.1 Sports Ground while connecting with Newcastle Railway Station.

Victor P Taffa

When we were growing up we were told and it was demonstrated to us that all Doctors were good people and would make you better.

What changes is when Doctors know that you have Political Ambitions.

In December 1982 as a 17 year old Victor P Taffa joined the Liberal Party because it stood for Free Enterprise and as some would think to the contrary it still does.

There were no Doctors in 1982 that had some problems against Victor P Taffa because they had not heard of him or he had not contested Public Elections.

In 2003 when taken to Macquarie Psychiatric Hospital the ‘Delusions of Grandeur’ was a sick excuse to justify other Politicians bias against Victor P Taffa.

After discharge Victor P Taffa was given varying dosage of Olanzapine by Ryde Mental Health service that almost resulted in death.  This would have been a neat exit for some people.

In 2007 when seriously ill Doctors in the sick New South Wales Health System considered Brain Surgery and removal of Two Big Toenails to solve the illnesses that Victor P Taffa was confronted with.

Blood Test results in 2007 for Victor P Taffa indicated that he should have died however intestinal fortitude and strength showed otherwise. This is something that the cowardly Doctors at Royal North Shore Hospital simply do not have.

A person of less fortitude and character would have given in and death could easily have been the result.

In 2009 niggling and harassment occurred during consultations and these same Doctors stopped Victor P Taffa from driving a Taxi when others were allowed in similar circumstance to continue.

This niggling and harassment led in March 2010 to Victor P Taffa being placed in Macquarie Hospital for 7 Weeks. The requirement to have an R.T.A. driving form filled out was a political tool by the Hospital against Victor P Taffa. Doctors knew in advance of the consultation about the need to have the form filled out.

Had Sir Winston Churchill of been locked up in a Psychiatric Hospital during World War 2 Great Britain would have Lost the War.

On the eve of the Federal Election and during the campaign again there has been an ongoing campaign against Victor P Taffa and this continued After the Close of Nominations.

Should any person not wish to see Railway and Tramway Lines built then they can stand as Candidates against Victor P Taffa in the Future.

When all is said and done if any Doctor objects to what has been written then perhaps they should consider whether or not there has been Political Pressure from those that pay the Bills.

Victor P Taffa is not going away and will not back off from the need to expand Our Railways and Tramways. The best way forward for this to occur is as a Member of Parliament.

Any serving Politician who does not wish to commit the funds required and cut the Opening Ceremony Ribbon for New Railway Lines can stand aside and retire gracefully.

Team GWS Scholarship Local Western Sydney Player

Team GWS is pleased to announce the signing of a young rising star from Greater Western Sydney with 16 year old Stuart Turner signing a two year scholarship with Team GWS under the AFL (NSW/ACT) Scholarship program.

Turner, described as an aggressive midfield and forward utility, has played four games for Team GWS with the club’s TAC Cup side and impressed the coaching staff early, but has unfortunately been sidelined with a foot injury.

The scholarship announcement comes after Turner put in an impressive performance at the U16 AFL NSW/ACT State Zone Carnival in April, and his selection in the U16 NSW/ACT RAMS.

Turner started playing football with Westbrook Junior AFL Club at just four years old, before moving to Pennant Hills Football Club earlier this year to play U18’s Premier division.

The rising star said that he was looking forward to the challenges ahead with Team GWS.

“I’m really excited, it’s been a dream since I was seven to play AFL footy, and this opportunity gives me a great chance to fulfill that.”

“I have been training with GWS for a while now and it’s such a privilege to work under the likes of Alan McConnell and Kevin Sheedy. Everyone there is very friendly and they take the time to talk to you about anything.”

“I can’t believe it, I have been given an opportunity to do something that I love and now I can focus on my footy and hopefully develop as a player for the future.”

Team GWS will have the capacity to primary list Turner at the end of 2012, giving him the opportunity of joining Josh Bruce as one of few players to graduate from the club’s inaugural TAC Cup side.

“Going down to Melbourne to play my first TAC game just made me want this more, and now I have the opportunity to put that into action and hopefully reward GWS with the faith they have showed in me.”

Team GWS High Performance Manager Alan McConnell said that he was looking forward to working with Turner over the next two years.

“We’re very pleased to have him on board with Team GWS, and it’s an exciting opportunity for him as a player.”

“Stuart is a fine young man who comes from an enthusiastic family and support network who enjoy supporting him and watching him play.”

“He’s still overcoming a foot injury, however has been improving throughout the year and I am sure he will continue to develop in the future.”

Turner is currently completing year ten at Norwest Christian College, and lives at home with his parents and sister Montana in Castle Hill.

The club’s medical staff hopes that he will be able to play in the final round of the TAC Cup in August.

Victor P Taffa

The Keneally Government must come clean on the need to build the Tillegra Dam. The same level of excuses was trotted out for the Desalination Plant in Sydney.

Coffs Harbour residents suffered five floods in 2009 and yet in an area bigger than Sydney Harbour the residents of the Hunter Region are having an expensive Dam foisted upon them.

How absolutely essential is the Tillegra Dam for future water needs? Will the Tillegra Dam stop Coffs Harbour from flooding again?

What action is the New South Wales Government to breathe life into the ailing Murray River?

The Government has gone ‘Mum’ on the Tillegra Dam and yet Water Bills are being ‘Jacked Up’ as we speak.

According to Charmaine Crowe Policy Coordinator of the CPSA “Pensioners and other low-income households in the Hunter are furious that they’re paying for the construction of the Tillegra Dam that hasn’t even been approved.”

“The cost of the Tillegra Dam is already being retrieved through water bills, which will increase bills by 40% over three years.”

“Even with the pensioner water rebate, pensioners using 200 KL a year will pay over $800 per year for water in 2012/13 – almost double the average 2008/09 bill of $489.”

“Part of the massive price rises are because of the huge cost of the Tillegra Dam, currently running at $477 million.” CPSA Policy Coordinator Charmaine Crowe said.

Premier Keneally should either rule the Tillegra Dam in or out NOW or give the residents’ of the Hunter some piece of mind and certainty.

Furthermore the Water Rate Hikes must STOP NOW if the Tillegra Dam is to be canned.

New South Wales Auditor-General Peter Achterstraat

NSW Auditor-General, Peter Achterstraat, releases his report –

State Investment in V8 Supercar Races at Sydney Olympic Park

Victor P Taffa

The Auditor-General, Mr Peter Achterstraat, today released his report on the Government’s investment in the V8 supercar races at Sydney Olympic Park.

“The V8 Supercars race at Homebush Bay was managed well on the day and by all reports the spectators enjoyed themselves. But a good day out is not the same as a good deal.” Mr. Achterstraat said.

The Government’s negotiating position was weakened by public reports in July 2008 about the Government’s in-principle support for the event at Sydney Olympic Park. It was not until ten months later, the Government and the promoter negotiated an agreement.

“Negotiate first, announce second – not the other way around.” Mr. Achterstraat said.

“Initial advice to Cabinet in June 2008 was based on limited analysis and consideration of options.” Mr. Achterstraat said.

The V8 major event is not a financial success for the Government.

“The five races are estimated to cost $10 Million more than planned and provide nearly 25% fewer benefits than expected.” Mr. Achterstraat said.

“This is one major event that we can learn from.” Mr. Achterstraat said.

Government involvement in major events in New South Wales needs to be better managed. Experts such as Events NSW should be used and proper business cases should be prepared.

“The Government should get the best possible advice from its experts on assessing and negotiating major event proposals.” Mr. Achterstraat said.

“There needs to be a more consistent and accurate costing of events by all agencies, and detailed reporting on major event performance.” Mr. Achterstraat said.

Mr Achterstraat summarised the report by stating:

“NSW needs major events to help attract tourism and investment. Negotiation and subsequent management of those events needs to be done with the benefit of the NSW taxpayer in mind. A clear direction, and an agreed set of guidelines, must be developed for major events in NSW.” 

Supporting Data from Report

Government agency costs (in addition to the $26.5 million paid to V8 Supercars Australia)

 

$million	Budget estimate for 5 yearsa	Audit Office 5 year estimateb	Value in-kind included by AO	Difference between Budget & AO
Sydney Olympic Park Authority	3.595	6.089	5.575	2.494
Transport agenciesc	2.390	3.914d	0.450	1.524
State Development/ HMRA	0.650	6.330	-	5.680
Police Force	1.170	1.818	0.920	0.648
Ambulance Service/ Fire Brigade	0.440	0.200	-	(0.240)
Total	8.245	18.352	6.945	10.107

Notes:     

^a from Budget Impact Statement of September 2008

^b based on recent advice from agencies and including invoiced and in-kind costs

^c trains, buses and co-ordination

 ^d transport costs are net of the transport subsidy of approximately $720,000 per annum paid by V8 Supercars   Australia.

Estimates of direct expenditure by visitors attending the first supercar race

 

Date of analysis:	September 2007	April 2008	April 2009 & March 2010	Decrease in visitors’ spend 2008 to 2009
Estimated expenditure by interstate and overseas visitors	$22.1 m	$26.9 m	$20.4 m	24%
Estimated interstate & overseas visitor numbers	14,200	17,553	14,000

Source: State Development economic analysis

Event Key Performance Indicators (KPI) 

 

KPI	Deed target for 2009	Market research result for event
Total attendees	80,000	77,000 *
including:
Interstate visitors	13,000	8,000
Overseas visitors	1,200	2,000

Note: * This figure is for individual attendees over the three days of races. It is not the figure for their multiple attendances over the three days, which was estimated to be 151,000.

 

 

New South Wales Shadow Minister for Health Jillian Skinner

MORE LABOR HEALTH FAILURE: CANCER PATIENTS LEFT OFF WAITING LISTS, TREATMENT DELAYED

Victor P Taffa

Labor Health Minister Carmel Tebbutt’s admission her new surgery booking system for Westmead Hospital has failed is yet another reason for families to vote out this incompetent Keneally Labor Government in March, Shadow Minister for Health Jillian Skinner said today.

“After 15 years in office, the incompetent Keneally Labor Government and Health Minister Carmel Tebbutt can’t even get a surgery booking system right – how can they pretend they know how to run the entire health system.” Mrs Skinner said.

“Surgeons report cancer patients have suffered needlessly because of Labor’s incompetence by not having their operations done as soon as possible.”

“Patient care is being compromised because of Keneally Labor Government incompetence.” Mrs. Skinner said.

“This latest health bungle has all the usual Labor ingredients: overly bureaucratic processes, ignoring concerns from frontline surgeons, botching straightforward procedures and making waiting list figures appear smaller than they actually are.”

“The Keneally Labor Government claims everything will be fixed when ‘new’ Federal funds become available in July – the rest of us suspect nothing will change.” Mrs. Skinner said.

“Kristina Keneally is all lights, camera but no action – and her incompetent Health Minister Carmel Tebbutt is just more of the same.”

“NSW has now had six Health Ministers in just five years – no wonder the NSW health system is in a mess.”

“The Keneally Labor Government needs to rectify this booking bungle as a matter of urgency so no more cancer patients suffer painful delays.” Mrs. Skinner said.

“Failure to do so will simply confirm that nothing has changed.”

“Nothing in NSW will change until there is a change of government in NSW.”

“The NSW Liberals & Nationals are committed to change and making NSW number one again.” Mrs Skinner said.

The Federal Takeover of Hospitals will not change the day-to-day running of Hospitals and will not shorten waiting lists.

Initially the Rudd Government will announce a reduction in waiting times however more likely than not will simply be an accounting transfer procedure.

The question that should be asked of the Rudd Government is with a Federal Takeover of Hospitals will mean that State Government’s will not require Health Minister’s?

New South Wales Shadow Minister for Health Jillian Skinner

KENEALLY LABOR GOVERNMENT FAILS TO CLOSE THE GAP ON ABORIGINAL HEALTH

Victor P Taffa

Despite signing the Close The Gap agreement in Parliament a week ago, Premier Kristina Keneally was unable to explain in Question Time why she underspent the Aboriginal Health Budget last year and failed to meet key health performance indicators, Shadow Minister for Health Jillian Skinner said today.

Budget Papers reveal the Aboriginal Health Services budget was underspent by $4.6 Million.

Meanwhile, the target to reduce potentially avoidable deaths for Aboriginal people aged <75 to 341 persons per 100,000 of population was not met.

“Kristina Keneally was unable to explain why she failed to spend the allocation given to Aboriginal Health while at the same time failing to meet targets to reduce unnecessary deaths in Aboriginal persons.” Mrs Skinner said.

“It’s one thing to sign the Close The Gap agreement, but it’s another to actually follow through with action.”

“As usual Kristina Keneally is there for the photo opportunity, but has failed when it comes to delivering better health services and better health outcomes.”

“Kristina Keneally is all lights, camera, but no action.” Mrs. Skinner said.

“The fact the Keneally Labor Government failed to meet its targets for potentially avoidable Aboriginal deaths and didn’t spend all the funds available for Aboriginal Health speaks volumes about Labor’s incompetence.”

“It is disingenuous of Kristina Keneally to pretend she is concerned about Aboriginal Health and then fail to spend the funds available in the NSW Budget.” Mrs. Skinner said.

“Kristina Keneally is more concerned with her media image.”

“A NSW Liberals & Nationals Government is determined to close the gap between Aboriginal and non-Aboriginal residents in NSW.” Mrs Skinner said.

The same lack of expenditure on Mental Health runs with that on Aboriginal Health. This is a sad indictment on a Government that has outlived its use-by date.

New South Wales Shadow Minister for Community Services Pru Goward

Government Slashes Investigatory Powers – Takes all the Soft Options

Victor P Taffa

Shadow Minister for Community Services Pru Goward today condemned the Keneally Labor Government’s 2010/11 Budget for cutting funds to the areas of child protection where it is most needed and for refusing to do the hard yards in Child Protection.

The budget will damage both the investigatory capabilities of Community Services and its early intervention and prevention services.

“The ratio of children in Out Of Home Care (OOHC) in NSW has increased year after year. In 2006 it was 6.7 children out of every 1,000, it is now 10.2. It is almost certain that it will rise again this year.” Ms. Goward said.

“This increase will not stop until the Keneally Labor Government begins to do the hard yards and link families at risk with the vital services they need to remain a viable family.”

“Our rate is substantially higher than any other Australian jurisdiction. The price borne by the children of this state who have been unnecessarily removed is incalculable.” Ms. Goward said.

“Whilst OOHC expenditure blows out, other areas are suffering, like statutory child protection funding, which has dropped by $12.7 M.”

“The Wood Commission recognised Community Services was already failing to meet its statutory obligations when it came to investigating reports of children at risk-of-harm, now we see the Keneally Labor Government slashing this capability further.”

“Wood found that only 13% of reports to DoCS were investigated face-to-face. By cutting their protection budget the Keneally Labor Government seems determined to reduce its investigations even further.” Ms. Goward said.

“It has been shown time and time again that the best way to fix a family is to work with them and link them up with the services they need. Not to take the simple option of just removing children.”

“No one except Minister Burney would seriously believe that more than 1% of NSW families need to be torn apart. However, this just continues the Minister’s history and shows why she was so keen to immediately oppose my mandatory care contracts Bill that would have forced the department to give more attention to the needs of families in crisis.” Ms. Goward said.