South Australia Shadow Minister for Industry Martin Hamilton-Smith

Weatherill Needs A New Strategy On Steel

Victor P Taffa

This morning’s news surrounding the future of Whyalla’s OneSteel operations is a real test for Premier Weatherill’s economic management.

“OneSteel is simply too important to Whyalla in terms of jobs and the wider economy for the Labor Government to allow it to fail.” Shadow Minister for Industry Martin Hamilton-Smith said.

“I call on Premier Weatherill to head up a taskforce to address the challenges facing the Whyalla steelworks and South Australian manufacturers.”

“First, the government needs to examine the effect of the carbon tax legislation, and the adequacy of Steel Transformation Plan Bill 2011 in shoring up a long-term strategy for steel.” Mr. Hamilton-Smith said.

“Australian manufacturers lead the way in world-class sustainability and emissions practices – to ship steel manufacturing off-shore will push up global emissions and cut Australian jobs.”

“Thousands of jobs in Whyalla are now under the gun. Will Paul Howes and the AWU continue to support the Gillard Labor Government’s carbon tax legislation if one job is gone?”

“Second, we need to examine the extent to which BHP?s Olympic Dam expansion will provide new opportunities for Whyalla’s workers. How much of the steel is being shipped in from overseas when we have a world class facility nearby in Whyalla?”

“Contracts need to be locked in as soon as possible for the Upper Spencer Gulf region’s economic future.” Mr. Hamilton-Smith said.

“Third, the Labor Government should consider beefing up its 2005 Industry Participation Policy to tighten up requirements for government procurement and major mining projects to use local manufacturers like OneSteel.”

“In 2001, OneSteel provided the steel for the completion of the Adelaide-Darwin railway link, providing around $100 Million in revenue. How much local steel is being sourced for the government’s railway electrification projects and the city stadium?”

“The Labor Government must consider options to ensure that local suppliers like OneSteel are given a fair shot for these major projects to ensure South Australian tax payer money goes right back in to supplying South Australian jobs.” Mr. Hamilton-Smith said.

Tasmania Deputy Opposition Leader Jeremy Rockliff

Tasmania Shadow Minister for Small Business Adam Brooks

Government Must Get Coastal Tourist Railway On Track

Victor P Taffa

The Don River Railway’s proposed coastal heritage railway should not be another opportunity lost due to the inaction of the Green-Labor Government, Braddon Liberal Members Jeremy Rockliff and Adam Brooks have thrown their support behind the proposal and called on the Government to work positively to make it happen.

“We will be meeting with Don River Railway representatives today to discuss the proposal and look forward to seeing how we can be of assistance, Deputy Opposition Leader Jeremy Rockliff said.

“The idea of running tourist trains along the north-west coast – from Devonport to Wynyard – is not a new one, but what is disappointing is that it has remained merely talk for so long.”

“The fact that the Legislative Council review into Tasmanian tourism included this initiative among its key recommendations should give new impetus to it becoming a reality.” Mr. Rockliff said.

“The Government needs to focus not on the obstacles that stand in the way but on how to make this work, Shadow Minister for Small Business Adam Brook said.

“There are many train buffs that would come from afar to go on this journey, enjoying not only a travel back in time but also the beauty of our coastal scenery.

“The north-west desperately needs ventures like this to give tourists more reasons to come and stay longer.” Mr. Brooks said.

 

 

 

 

 

 

 

 

Rail Ferry To Tasmania:

Operating trains from Devonport to Wynyard will be good for Tasmania. Trains should not stop at Wynyard either. Every major Town and City in Tasmania should be connected by dual Broad-Narrow Gauge duplicated and electrified Railways from a Rail Ferry that would operate from the Williamstown Line in Victoria.

State-Wide Rail Ferry Railway Lines Includes:

• Devonport-Wynyard
• Wynyard-Smithton
• Smithton-Waratah
• Waratah-Zeehan
• Zeehan-Queenstown
• Queenstown-Hobart
• Hobart-Ross
• Ross-St. Marys
• St. Marys-Launceston
• Launceston-Devonport
• Devonport-Rail Ferry to Melbourne

The big advantage for Tasmania to have a Broad Gauge Rail Ferry is so that freight and passenger movements can proceed between South Australia, Victoria and Tasmania. A Rail Ferry will bring down the cost of transporting freight and in turn the cost of every item purchased in Tasmania.

Victor P Taffa

Prime Minister Gillard has decided along with Federal Opposition Leader Tony Abbott that Editor Victor P Taffa is NOT allowed to live in Victoria and work for the Baillieu Victoria Government because they allegedly DO NOT want Railway Expansion, Tramway Expansion, High-Speed Rail or a Rail Ferry to Tasmania.

 

 

 

 

The so-called established media outlets in Sydney have all done the bidding of the Labor Party against Editor Victor P Taffa.

If this was not a new campaign against Victor P Taffa there would be no hint of suspicion. Both the New South Wales Labor and Liberal Parties have ganged up against Victor P Taffa since he joined the New South Wales Liberal Party in 1982.

Prime Minister Gillard has decided to join this rabble of opinion and back the safety of the opponents of the Railway and Tramway Industries.

Both Prime Minister Gillard and Opposition Leader Tony Abbott are nice people but in the pantheon of Political Leaders they are average in Political terms. Similarly New South Wales Labor Leader Kristina Keneally and Opposition Leader Barry O’Farrell are politically speaking no better.

Prime Minister Gillard cannot have her political cake and eat it too. By being so eager to publicly back Premier Keneally’s re-election bid will simply tie the Leadership of the Gillard Government to New South Wales Labor. If Prime Minister Gillard was politically smart enough she would have politely gone on an overseas trip to see U.S. President Barack Obama, British Prime Minister David Cameron ,French President Nicolas Sarkozy, Italian Prime Minister Silvio Berlusconi or New Zealand Prime Minister John Key.

The incarceration of Victor P Taffa in 2003 and 2010 at a Psychiatric Hospital in Sydney would never occurred had he of been such a supporter of Railway Expansion. The reasons for hospitalisation were dubious at best.

 

 

 

 

 

 

 

 

 

 

 

 

 

Concerns about Victor P Taffa are patronising when being forced by New South Wales Labor into Financial Slavery. This situation continues so as to either STOP The Southern Thunderer or that Victor P Taffa “Goes away and leaves us alone.” Opponents of Victor P Taffa do not want him to earn an independent and adequate income as he may mount a political challenge or be able to promote The Southern Thunderer.

The slur that “He is too negative” is a Labor joke and is to put it in the terms of his opponents be “More positive” if he was on the same salary as his noisy anti-rail opponents.

Little wonder that Sydney’s half-complete Eastern Suburbs Railway and the Alice Springs-Darwin (Only Palmerston) Railway Lines took 100 years to build with the same opposition to Victor P Taffa. Vested anti-rail interests are a laugh and the New South Wales Police and Health have been used in this political charade.

Australia does not need to abolish State Government’s as the quality of Federal Politicians is no better. Regional or glorified Councils were Labor Prime Minister Gough Whitlam’s idea and would be an administrative and constitutional nightmare. Changing the deckchairs on the Titanic will not save good ship Australia. The Northern Territory should become the fully fledged State of Northern Australia.  

The idea that “You don’t want to really do that” in relation to being elected to Ryde City Council in 1999 or 2004 or the 2008 Ryde State By-Election or working for the Baillieu Victoria Government to actually Expand Railways and Tramways anywhere is a slur by New South Wales.

Victor P Taffa is more concerned to actually expand Railways and Tramways and as such will not contest a Federal Election. Continuing attempts to do anything else simply is doing the bidding of the opponents of the Railways and Tramways.

Victoria Premier Ted Baillieu

Victoria Minister for Public Transport Terry Mulder

Victoria Railway Improvements & Expansion

Victor P Taffa

Railway Improvements and Expansion as listed here are some Plans that would be implemented over a period of time in the same manner that the Railway Expansion Plans in www.isput.com.au are a 30 year Plan. These are in addition to Election Commitments announced by the Liberal/National Parties for the November 2010 State Election. Trams and Trains are not competitors but complement each other. These Plans have been drawn up with firsthand experience and use of the Melbourne UBD 2011 45^th Edition Street Directory and Railway Industry Maps.

 

 

 

 

 

 

 

 

 

 

The Plans as announced by the Liberal/National Parties on 14 November 2010 with Editor Victor P Taffa in attendance are published in The Southern Thunderer and entitled Liberal Campaign Launch Plan Number 1-7 as contained in the Elections Page.

Copies of these additional plans have been sent to Victoria Minister for Public Transport Terry Mulder and other Baillieu Government Ministers.

Electrification and Duplication allows for both High-Speed Rail and existing V/Line Services to operate at a much cheaper cost as overheads are lower. This includes the Stony Point Line in Melbourne.

 

 

 

 

 

 

 

 

Avalon Airport Line:

• Southern Cross
• North Melbourne
• Footscray
• Newport
• Werribee (Then New Alignment)
• Avalon Airport
• Corio

Melbourne Airport Line:

• Albion
• Sunshine North (On Old Line)
• Keilor Park (On Old Line)
• Melbourne Airport
• Tram Platforms Alongside Railway Platforms
• West Meadows
• Attwood
• Coolaroo

 

 

 

 

 

 

 

 

 

 

 

Flinders Street Station Melbourne

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

High-Speed Rail:

• Flinders Street Station Re-commission Platform 11

High-Speed Rail:

• Melbourne-Canberra-Sydney-Brisbane
• Melbourne-Geelong-Ballarat-Bendigo-Mildura-Broken Hill-Trans Continental Line
• Melbourne-Perth via Mildura, Broken Hill and Transcontinental Line
• Melbourne-Adelaide via Mildura, Broken Hill and Transcontinental Line
• Melbourne-Darwin via Mildura, Broken Hill and Transcontinental Line
• Melbourne-Tasmania via Williamstown Line & Rail Ferry

 

 

 

 

 

 

 

 

 

 

Glen Waverley Bound Train Arriving At Gardiner Station

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

  

Ararat Line Extension:

• Ararat
• Stawell
• Horsham

 

 

 

 

 

 

 

 

V/Line Train At Echuca

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Bairnsdale Line Extension:

• Southern Cross
• Flinders Street
• Richmond
• Caulfield
• Clayton
• Dandenong
• Berwick
• Pakenham
• Bairnsdale
• Nowa Nowa
• Orbost
• Cann River
• Genoa
• Eden (New South Wales)
• South Coast Line ( New South Wales)
• Illawarra Line ( New South Wales)
• Princes Line (New South Wales)
• Sydney Central
• Refer to www.isput.com.au for Line Extensions from Eden to Sydney
• Third Standard Gauge Middle Rail For Services From Southern Cross

 

 

 

 

 

 

 

V/Line Trains At Southern Cross Station Melbourne

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Marysborough Line Extension:

• Marysborough
• Maldon
• Bendigo

Shepparton Line Extension:

• Shepparton
• Wangaratta
• Wodonga

 

 

 

 

 

 

Sydney XPT Arrives Platform 1 Southern Cross Station Melbourne

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Warrnambool Line Extension:

• Warrnambool
• Hamilton
• Horsham

Werribee Line:

• Operate Peak Hour Services Through City Loop
• Utilise Flinders Street Platform 11

Williamstown Line:

• Williamstown
• Rail Ferry To Tasmania

Wodonga Line:

• Restore Services to Wodonga
• Utilise Disused Platform 3 for V/Line Services
• Utilise New Platform 2 for High-Speed Rail & XPT Services
• Utilise New Platform 1 for High-Speed Rail & XPT Services

Victor P Taffa

New South Wales Labor Minister for Roads David Borger has in recent days made some comments in various media outlets about the achievements of the Labor Government in the area of Roads since 1995.

Mr. Borger who is a nice man suggested that the highlights of the Labor Government in the area of Roads include:

• Widening the M2;
• Widening the M4;
• Building the M5 East;
• Building the M7.

to name a few.

M2:

The M2 is currently being widened and the Labor Government has had a total aversion to building a North-West Heavy Railway Line.

M4:

The M4 was widened however the M4 should not be extended as that should have occurred when the Road was initially built. The M4 should actually end at Centenary Drive and funnel all traffic along that Road. The fact is that most traffic on the M4 does not end up in the Sydney CBD. Most of the traffic on the M4 actually wants to head South and towards the Airport. That is why the M4 should end at Centenary Drive.

M5 East:

The M5 East would have to be the worst designed Road since Road Construction began. The M5 East was overloaded and too narrow before it opened to traffic.

M7:

The M7 was not built by the New South Wales Labor Government. Former Prime Minister John Howard funded and built the M7.

Railways:

Of all the New South Wales Labor Ministers for Transport since 1995 the best of the worst would be Carl Scully. Carl Scully duplicated the Cronulla Railway Line, added extra Tracks on the East Hills Line and wanted to build the Strathfield-Hurstville and the Parramatta-Chatswood Railways. The Minister who canned the Parramatta-Epping section of that Railway does not deserve to be glorified with the mention of his name. That Transport Minister did the bidding of the New South Wales Treasury as he sought to advance his political career. This Transport Minister was a prize dunce for canning the Parramatta-Epping section of the Line to Chatswood.

Bus Transitways:

Former Premier Bob Carr built Bus Transitways that Mr. Borger trumpeted the virtues of. The fact is that Treasury would only approve anything to do with Buses. These isolated Bus Transitways such as the Liverpool-Parramatta and North-West sound great in theory however that is only in theory.

Former Premier Bob Carr had a flawed Transport strategy and New South Wales has paid the price of 16 wasted years. On the one hand Premier Carr built isolated Bus Transitways but also wanted a Metro System which was to destroy the RailCorp Network at the same time. This included sacking all Train Drivers and Guards to appease Treasury.

RailCorp Expansion:

There has not been one person in New South Wales since 1995 except Editor Victor P Taffa who has publicly advocated expanding the RailCorp Network. The New South Wales Labor Government was too busy incarcerating Victor P Taffa in Psychiatric Hospitals in 2003 and 2010 to worry about what was good for Sydney or New South Wales.

The only sensible and cheapest option was to expand the RailCorp Network as per both John Bradfield’s Plans and those contained in www.isput.com.au This still remains for an incoming O’Farrell/Stoner Government the only serious option for Railway Expansion in Sydney and New South Wales.

The O’Farrell/Stoner Government would be better of completing the Pacific Highway Duplication instead of an extension to the M4. Railway Expansion could also have funding.

Metro Rail:

The entire New South Wales Parliament voted for the Metro Rail Authority Bill in November 2008 and was the most short-sighted idea that was ever decided in New South Wales. Even to this day all and sundry including the New South Wales Police think they know better about Railway Expansion in New South Wales than Victor P Taffa.

As always the job of the New South Wales Police is to maintain Law and Order and not oppose Victor P Taffa at every turn. If there were no Railway Lines in existence there would still be crimes to solve.

There are simply too many NIMBY (Not In My Backyard) Federal and New South Wales Politicians whose views against Railway Expansion are simply laughable.

The best and most successful Transport Networks in Cities around the world are a single Rail Network. The London ‘Tube’, New York Metro, Paris Metro and Sydney’s RailCorp Network are successful because they are a single system that moves a lot of people successfully.

People may laugh at Sydney’s RailCorp Network however the London ‘Tube’ covers an area from the Sydney CBD to Strathfield. The RailCorp Network extends all the way to the Blue Mountains, Central Coast and the Illawarra. Sydney Central Railway Station is one of the great Railway Stations in the world for its importance and size to the Network.

The only problem with the RailCorp Network is that over many decades it has not kept pace with Population growth. Over time the City Circle Line was completed in 1956 and the Bankstown and East Hills Lines were linked to other Lines that improved the entire operation of the network. The Harris Park Y Link was added and is an important addition to the System.

New South Wales Treasury:

Successive New South Wales Labor Government’s have had an aversion to Rail Based Transport for decades. This is largely because of the New South Wales Treasury’s dislike of Rail Based Transport. Treasury would not fund Tramway Expansion or Improvements and so the closure of the second largest Tramway Network outside of London in the British Empire was destroyed.

This Policy of Tramway Line closures began in the 1930’s and continued until 1961. The rest of Australia followed suit with the exception of the Glenelg Line in Adelaide and the Melbourne Tramways. For decades Railway Expansion did not proceed and the half completed Eastern Suburbs Railway took 100 years to be finished.

Not only has Victor P Taffa revived many of John Bradfield’s Plans and added to those for Sydney and New South Wales but there are also two Pages of Railway and two Pages of Tramway Expansion and Improvement Plans in addition to the raft of Plans announced by the Baillieu Victoria Government at the November 2010 Election.

All the Politicians, Transport Bureaucrats, Media Personnel and Heads of Industries that oppose Railway and Tramway Expansion who think that they can do a better job for the Baillieu Victoria Government than Victor P Taffa should meet face-to-face and publicly debate why they can do a better job.

Everyone has shown in New South Wales that Victor P Taffa should never have a say in Public Life especially about Railway Expansion. These people have made living in New South Wales for Victor P Taffa an awful existence.

The puerile mind games in New South Wales against Victor P Taffa and Railway Expansion over many decades have shown that even a likely change of Government on 26 March 2011 is not going to ensure that by staying in New South Wales Victor P Taffa will have any quality of life.

Victoria:

The people of Victoria and the Baillieu Victoria Government are accepting and decent people and Victoria will be a great place to live.

Victor P Taffa

Support for Railway Expansion in New South Wales since 1982 by Victor P Taffa has led to Australia having a Civil War without the Gun Fire.

 

 

Victor P Taffa has been treated like a criminal by Former and Present Politicians in New South Wales and been forced into Financial Slavery because of support for Railway Expansion.

Being locked up on two occasions in a Sydney Psychiatric Hospital was the closest thing that these pathetic people could get to resemble a Civil War.

This situation even extended to a Politician who worked for a Liberal Transport Minister in destroying his chance of becoming Premier of New South Wales.

That same Politician was elected to Parliament in 1995 because of a deal to support Metro Rail. Metro Rail was basically this Politician’s ‘Meal Ticket’ into a Seat in Parliament.

This same Politician opposed Railway Expansion Plans as contained in www.isput.com.au and the very existence of The Southern Thunderer.

This same Politician also opposes Victor P Taffa from working in a Transport Role with the Baillieu/Ryan/Mulder Victoria Government.

Other Politicians stopped Victor P Taffa from joining the Sydney and Canberra Press Galleries and were happy to see Television Station Camera Crews harassing Victor P Taffa at Police Media Conferences.

Over many years Politicians and Police have laughed at Victor P Taffa’s Retail Background as somehow being unsuited to being a Member of Parliament.

Former British Prime Minister Margaret Hilda Roberts Thatcher’s Father Alfred Roberts was the Mayor of Grantham, England and also ran two Grocery Stores.

Former Australian Prime Minister Sir Robert Menzies who founded the Liberal Party of Australia came from a Small Business background in Jeparit, Victoria.

Former National Party Queensland Premier Sir Joh-Bjelke-Petersen was a Peanut Famer in Queensland and the same people who currently laugh at Victor P Taffa are the same pathetic people who laughed at and sent Sir Joh Bjelke-Petersen broke.

The prevailing attitude of today is NOT the attitude that saw 6 Independently Administered Colonies come together in 1901 and become a Nation.

People today laugh at Australia’s State Government’s however it was the competing spirit of the Colonies that made Australia become a great Nation.

Shameful Politicians in New South Wales are intent on forcedly keeping Victor P Taffa in New South Wales because he has more ability and credibility and would do a great job for the Baillieu/Ryan/Mulder Victoria Government.

These same Politicians have NO intention on building Railway Lines and would never be seen dead on a Train. These Politicians simply pay ‘Lip Service’ to Railway Expansion. If they were serious about Railway Expansion they could have picked up the telephone and asked Victor P Taffa to fulfil a Role in Railway Expansion in New South Wales.

For too long many Politicians have laughed at Victor P Taffa.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

TO: ROBERT CAMERON, MCG LAWYERS

FROM: VICTOR P TAFFA, EDITOR, THE SOUTHERN THUNDERER

RE: LOSS OF POTENTIAL EARNINGS & FALSE IMPRISONMENT LEGAL ADVICE

www.southernthunderer.com.au

www.isput.com.au

Dear Robert Cameron,

Further to this forwarded email regarding FALSE IMPRISONMENT LEGAL ADVICE I would also like to advise you that in the event of ANY POLITICIAN who has intervened to STOP me from working in a Senior Transport Role with the Baillieu/Ryan/Mulder Victoria Government that a claim of LOSS OF POTENTIAL EARNINGS be launched against such Politician(s).

People have FOUGHT myself for many years and campaigned for my FINANCIAL SLAVERY because of my support for Railway Expansion in New South Wales. These Politicians are intent on my disappearing, and that Railways and Tramways will NEVER IMPROVE.

Looking Forward To Hearing From You, 

Victor P Taffa

—– Forwarded Message —-
From:
To:
Cc:
Sent: Fri, 28 January, 2011 6:30:25 PM
Subject: FALSE IMPRISONMENT LEGAL ADVICE

TO: ROBERT CAMERON, MCG LAWYERS

FROM: VICTOR P TAFFA, EDITOR, THE SOUTHERN THUNDERER

RE: FALSE IMPRISONMENT

www.southernthunderer.com.au

www.isput.com.au

Dear Robert Cameron,

As per the details on this email I kindly ask you that should be unable to take on this case of False Imprisonment against the New South Wales Government who could you recommend me to.

This is a most serious matter given that the NSW Government have deliberately ruined my life.

My preference is to move to Victoria and be employed with the Baillieu/Ryan/Mulder Victoria Government.

Looking Forward To Hearing From You,

Kind Regards, 

Victor P Taffa.

—– Forwarded Message —-
From: Victor Taffa <vpt000@y7mail.com>
To:
Sent: Fri, 21 January, 2011 8:06:50 AM
Subject: FALSE IMPRISONMENT

TO: JILLIAN SKINNER, NSW SHADOW MINISTER FOR HEALTH

TO: GREG SMITH, NSW SHADOW ATTORNEY-GENERAL
FROM: VICTOR P TAFFA, EDITOR, THE SOUTHERN THUNDERER

RE: FALSE IMPRISONMENT

www.southernthunderer.com.au

www.isput.com.au

Dear Jillian Skinner,

Dear Greg Smith,

As Senior Minister’s in an incoming O’Farrell/Stoner Government this matter is one that will concern you.

The NSW Labor Government, NSW POLICE, NSW Health and the Former Labor Member for Ryde have all engaged in acts that would FAIL to hold up in a Case of False Imprisonment on the following grounds:

 

• Born on 13 April 1965 my Mother Margaret suffered ‘Nervous Shock’ while Pregnant with me and as such I was born with Bipolar Disorder. Many Doctors have actually FAILED to discharge their duty over the years and NOT prescribe appropriate medication.

 

• When forcedly placed in Macquarie Psychiatric Hospital, North Ryde Sydney in 2003 for 11 Days to the occasion of my second forced incarceration in 2010 for 7 Weeks Nursing Staff said that my Notes indicated that my condition had not got any worse.

 

• The Staff at the Ryde Community Mental Health Service used tactics of Blackmail to get me sign a Community Treatment Order (C.T.O) in May 2010 to get out of Macquarie Hospital and then used the same methods to keep me on a C.T.O in November 2010 during the Victoria State Election and WHILE I was in Victoria.

 

• The Staff at the Ryde Community Mental Health Service time and again cancel appointments and re-book them to either rile you or maintain their level of control over you. No one can lead a normal life under those circumstances.

 

Keeping Patients on a C.T.O has NOTHING to do with solving Mental Illness but simply a way of keeping up their Patient Numbers to maintain their existence. The use of Blackmail by Staff is common place.

The opportunity to work with the Baillieu/Ryan/Mulder Government in Victoria is something that I will not be bullied out of.

Nor does my appointment to a Senior Position with the Victoria Government have anything to do with the Prime Minister or Federal Opposition Leader as the Queensland Floods are of a more pressing concern for them. I mean NO disrespect to either of them.

Since August 2007 thanks to the NSW Labor Government I have been forced into financial slavery. Earning an income above my Centrelink Rate of $548.90 Per Fortnight will be in itself a great mental boost.

 

• Premier Ted Baillieu, Deputy Premier Peter Ryan and Public Transport Minister Terry Mulder are men of integrity and are people that I would like to work with.

 

This Legal Matter is of serious concern and the NSW Government would LOSE in a Case of False Imprisonment.

The Former Labor Member for Ryde allegedly signed a Court Order to place me in Hospital in 2003.

No single Election WIN on 26 March 2011 will undo the enormous damage caused to my life by the above mentioned. Similarly being FORCED TO SELL MY OWN HOME is a disgraceful matter that should cause Deputy Commissioner Dave Owens to reassess his own future with the NSW Police.

Good Luck and Best Wishes in defeating the most incompetent and corrupt Government in the history of New South Wales,

Kind Regards,  

Victor P Taffa.

Victor P Taffa

According to the NSW Audit Office there are a number of Transport Agencies that now come under the umbrella of Transport NSW and the NSW Minister for Transport.

As all New South Wales voters have seen since 1995 is a complete lack of direction and delivery on the construction of new Railway Lines. In fact this problem goes back many decades while the Labor Party has been in Office for most of this time.

Transport Services Overview

TRANSPORT SERVICES

Transport New South Wales (TNSW), a budget sector agency, and the following Government entities provide, facilitate and regulate the State’s transport services:

Statutory Authorities

• Chief Investigator of the Office of Transport Safety Investigations (OTSI)
• Independent Transport Safety Regulator (ITSR)
• Public Transport Ticketing Corporation (PTTC)
• Rail Corporation New South Wales (RailCorp)(a)
• State Transit Authority (State Transit)(b)
• Sydney Ferries
• Sydney Metro (SM)
• Rail Infrastructure Corporation (RIC)(c)
• Transport Infrastructure Development Corporation (TIDC)(d)
• Roads and Traffic Authority (RTA)

(a) RailCorp includes CityRail and CountryLink.

(b) State Transit includes Sydney Buses, Western Sydney Buses, and Newcastle Buses and Ferries.

(c) Now known as the Country Rail Infrastructure Authority (CRIA)

(d) Now known as the Transport Construction Authority (TCA)

The Transport Administration Amendment Act 2010 commenced on 1 July 2010 and established a new framework for the administration and governance of the delivery of transport services and infrastructure by public transport agencies.

TNSW is the lead transport agency with primary responsibility for transport policy, planning and coordination functions as well as oversight of infrastructure delivery and asset management. The streamlined transport structure is designed to deliver integrated transport planning and service delivery, and consolidation of similar functions to reduce costs and provide additional funds for front line staff and services.

The change to the legislation gives TNSW, through the direction of the Director General, responsibility for a limited range of functions as outlined above. For the year end 30 June 2011, TNSW will control most public transport agencies for consolidation purposes.

RIC and TIDC became statutory authorities on 1 July 2010 under the Transport Administration Amendment Act 2010. Both agencies were previously not for profit State owned corporations.

AUDIT OPINIONS

The audits of the above entities’ financial statements for the year ended 30 June 2010 resulted in unqualified Independent Auditor’s Reports.

KEY ISSUES

Cost Recovery from Users

The transport services sector incorporates rail, bus and ferry services. As well as providing direct benefits to users, these services generate substantial indirect benefits to the wider community (including reduced: road congestion; traffic accidents; and greenhouse gas emissions). These external benefits are funded by taxpayers through government subsidies.

 

• None of the listed Transport Agencies have seen any new Railway Lines built and most announced by the NSW Government are listed for 2024 or beyond.

 

• No amount of structural reform of a bureaucracy can get away from the fact that there is a distinct lack of political will to build any new Railway Lines. If there was such willpower the time lines for new Railway Lines would be within a 4 year time frame.

 

• Since January 2001 Editor Victor P Taffa has supported a Railway Construction Act and an Integrated Ticketing System. These Plans were placed on www.isput.com.au in February 2009 and The Detailed Overview Report outlines these Plans in full.

Railway Construction Act

LEGISLATION:

Minister for Railways

With a comprehensive Rail expansion programme over the next 30 years, there will be a need to have a Minister for Railways at the Cabinet Table as well as a Minister for Transport.

The Minister would have a single Department which would incorporate the Transport Infrastructure Development Corporation.

Currently the Transport Minister is responsible for Trains, Buses, Ferries, Hire cars and Taxis. This Ministerial workload is enormous and there would be great advantages on many fronts to split the Railways from the Transport Portfolio.

Current legislative requirements place too many hurdles in the way for new railway lines to be built and so the NSW Parliament in order to construct new railway lines would need to enact new legislation. During the construction phase of the existing rail network, no doubt there was special legislation in place as well as a Department of Railways and a Minister for Railways. While the reintroduction of a Minister and Railways Department may not be necessary, there is a need to enact special legislation to enable the smooth construction of railway lines.

During the Olympic Games, special legislation was enacted for the sole purposes of the Olympic Games and so too new legislation should be enacted for the construction of new railway lines.

Timetabling and Ticketing:

New rail lines with ‘Y’ and ‘Diamond’ links and rail grade separations are built into the current network so that services can operate more frequently than at present. The abolition of printed timetables will make for a more effective and highly patronised rail network and thus provide for new and innovative services that are currently on offer.

Service Scheduling:

The travelling public should be able to go to their railway station and to catch a train without having to wait an inordinately long period of time for it to arrive. In Switzerland there is a saying that ‘people set their time by the time that trains arrive.’

If trains operated on the principle that there is no printed timetable and that a train will arrive with a great deal of frequency then this idea will sink into the mind of the public’s consciousness that a train will arrive quickly and frequently and within a short timeframe people will use the railways in greater numbers and this will in turn increase the need to build new railway lines.

Timetabling schedules without a printed version will be as follows:

• Sydney Metropolitan Lines:

• 5 minutes in Peak Hour, 15 minutes in Off-Peak & Weekends.

• Newcastle & Hunter Lines:

• 15 minutes in Peak Hour, 15 minutes in Off-Peak & Weekends.

• Illawarra Lines:

• 15 minutes in Peak Hour, 15 minutes in Off-Peak & Weekends.

• Country Lines:

• 30 minutes on every line.

• All lines will have express, intermediate and all station services operating.

Electronic Ticketing & Internet Sales:

Immediate introduction of an electronic ticketing system for all modes of transport, public and private.

Enable commuters to purchase rail, bus and ferry tickets on the internet. Tickets could still be sold through the usual outlets.

The New South Wales Minister for Transport would work in close consultation with the New South Wales Minister for Railways for the enactment of the following pieces of legislation.

Some of the following pieces of legislation that would be required are as follows:

1) Railway Construction Act

2) Railway (Land Development) Provision Act

3) Transport Timetable Co-ordination Act

4) Transport Zonal Ticketing Co-ordination Act

5) Transport Zonal (Ticketing) Dissolution Act

6) Transport Zonal Multi Use (Ticketing) Act

7) Transport Zonal (Operations) Dissolution Act

1) The Railway Construction Act would allow for the construction of above/below ground railway lines wherever the need arose. There would be no requirement to obtain the permission of a local government council and the Department of Urban Affairs and planning. The Railway Construction Act would not however operate once a railway line had been constructed and the type of development that would occur along the route of a new railway line would be governed by existing procedures. The Railway Construction Act would not avoid the need to conduct an Environmental Impact Statement into the construction of a new railway line. The new act would require the Department of Railways to engage in the same EIS process that currently exists. Once the new railway was constructed, the Department of Urban Affairs and Planning would resume its function in determining the style of development that was to occur along the new rail corridor.

 

• The Railway Construction Act would give legislative certainty and Authority to the various Transport Agencies that currently have to fight through a brick wall of opposition to actually construct a Railway Line within a 4 year period.

 

2) The Railway (Land Development) Provision Act would encourage the construction of a new railway line in an area where large tracts of land were being subdivided into new suburbs. At present new suburbs are being established without the provision of a railway line. At the time of subdivision, the developer would pay a levy on the value of land at that time in the form of railway bonds. Of course the value of land once a railway line is built increases, so the levy would be easily absorbed into the cost of development. Payment in the form of railway bonds gives the developer an opportunity to recover the original levy paid and gain positive recognition for contributing towards the construction of the new railway line.

Had the same constraints that apply today to the construction of new railway lines applied when the present rail network was being built, then Sydney would never have got a rail or tram network built.

3) The Transport Timetable Co-ordination Act would ensure trains, trams, buses and ferries met each other at scheduled interchanges and thus encouraged the use of public transport. Sydney had a tramway network second to none and there was a requirement that the tram had to wait for the train to arrive before departing.

4) The Transport Zonal Ticketing Co-ordination Act would ensure train, tram, bus and ferry fare structures were co-ordinated in size and mode across Metropolitan Sydney thus encouraging the use of public transport and reducing Peak Hour traffic congestion. Similar coordination of ticketing zones would be implemented for regional and rural New South Wales.

5) The Transport Zonal (Ticketing) Dissolution Act will dissolve all existing ticketing Zones for both private and public train, bus, coach and ferry services across New South Wales. Currently there is a myriad of zones that are confusing for all concerned to manage and discourage the use of public transport. This Act will allow for a modern system of pricing to be introduced that would be reflective of the needs of the travelling public in the twenty first century.

6) The Transport Zonal Multi Use (Ticketing) Act will enable new ticketing zones to be introduced that are responsive to the demands of a modern society in the twenty first century. Current ticketing zones do not cater for the use of different modes of transport by passengers and tourists. All transport operators would see an increase in revenue from fares collected because new ticketing zones would be multi Zonal and thus encourage the use of different modes of transport by passengers.

7) The Transport Zonal (Operations) Dissolution Act would allow for new bus feeder services to be introduced as new Railway lines are constructed. The current Zonal Operations have been in place since the 1930s and this situation arose because Private Bus companies fought for patronage against the Trams. Bus and Tram conductors existed in those days and were at the front line of the patronage battles. On-board conductors are no longer employed. In the 1930s, car ownership was not universal. Also the population of Sydney was very different to that of today.

 

• Melbourne has had a Metcard Ticketing System that incorporates Rail, Tram and Bus Trips on the one ticket and with only 2 Ticketing Zones.

 

• Melbourne is now moving to a Myki Ticketing System that allows a passenger to place credit on the Myki Ticket.

 

• The NSW Government introduced Myzone Ticketing in April 2010 however this System is not a completely Multi-Modal Ticketing System.

 

• The Myzone System continues to entrench a fractured ticketing System that discourages new patronage despite the reduction in the numbers of Zones.

 

• The NSW Audit Office has produced statistics illustrating a decline in patronage in the use of Trains and Buses and the complete failure to introduce a Multi-Modal Ticketing System is to blame.

Victor P Taffa

As our population increases and ages the expansion of all heavy railway networks throughout Australia is essential in order to meet these growing pressures over the next few decades.

In a series of articles The Southern Thunderer investigates a number of issues that spells out why Governments of all persuasions must meet the challenges ahead and instead of deferring or abandoning railway expansion realise the positive impact that this will have on our economy and society as a whole.

 

 

The plans for expansion of our railways were included in the Detailed Overview Report as written by myself and distributed in the first instance in January 2001. On 26 February 2009 all of the plans became accessible via the internet. The website address is www.isput.com.au

The Detailed Overview Report will be used as a template for individual websites of Railway expansion that will be progressively launched for every State, Territory and a National focus.

Many of the plans for Sydney are simply a revival of routes laid out by John Bradfield during the 1920’s and there are routes that were drawn up during the 1910’s. This article focuses on OUR RAILWAYS CAN PAY THEIR WAY.

Many people say ‘Railways do not pay.’ Public Transport invariably loses money. However to simply run this excuse as a reason to make NO attempt for the Railways to earn revenue on top of the 25% Fare Box is a copout that should be resisted.

There are many new ways that the New South Wales Railways can earn revenue so in turn be able to fund new Railway Lines. Some ideas and a Funding Formula that is also contained in the Detailed Overview Report in www.isput.com.au are as follows:

Railway restaurant/lounge carriages:

For time poor commuters whether it is early morning or late at night people should be able to purchase a food item.

• Restaurant/lounge carriages would be included on every train. Passengers will be able to purchase food and beverages and consumed within the same carriage. By utilising a whole carriage passengers can sit and relax on lounge style seating so that the other carriages are maintained in their present format and thus enable laws relating to the consumption of food and beverages on a train remains unaltered.

 

• Restaurant /lounge carriages would be leased to independent operators and would only relate to the provision of food and beverages.

 

• Every railway depot could have a different provider of the food and beverage operation. Ownership of the carriages will remain with RailCorp. 

 

FUNDING FORMULA:

• Commonwealth Funding Assistance
• State Government Funding Assistance
• Private Consortium Involvement
• Raised Island Tramway 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
• Tramway Operations by Private Involvement and Possible Operation

 

The New South Wales Government instigated an Opera House Lottery to go towards the construction of the Sydney Opera House.

The New South Wales Lotteries were SOLD for a LOSS of $50 Million and if Government’s were serious about Railway Line Construction then a Railway/Tramway Lottery should be introduced.

Not only did the NSW Government SELL the Lotteries but the cost of the registration Fee went up from $3.50 to $5.00

 

 

 

 

 

 

 

 

Since January 2001 many of the ideas such as the Railway Bonds have been promoted by Victor P Taffa.

It is to be hoped that the benefit of a Change of a NSW Government in March 2011 can precipitate the adaption of new, novel and relatively cheap ways of building new Railway Lines for Sydney and New South Wales.

Railway line construction does not remove the need to maintain or upgrade roads. However given the large expansion of residential areas over many decades without a railway line it is quite apparent that there is a bias against the construction of railway lines.

The difference between the cost of construction of roads and railway lines is marginal.

After all these are YOUR RAILWAYS: OUR FUTURE

Victor P Taffa

On the right hand side of the front page of The Southern Thunderer is an active link to my other website. The site contains a map of Australia that will over a period of time become an active National Railways website. Each State and Territories will also become active websites.

Key Features

• Interstate trains to go to Adelaide instead of Keswick
• Interstate trains to go to Darwin instead of Palmerston
• Duplicate and electrify new and existing railway lines
• Part Quadruple all existing railway lines
• Water pipelines along railway corridors
• High speed electric trains similar to Japans ‘Bullet Train’
• Light Rail/Tram use of heavy rail tracks to join towns
• Rail Ferry to Tasmania

 

The vastness of Australia requires the need to introduce High Speed trains that are similar to Japan’s ‘Bullet Train’ so travel times can be reduced and enable people to choose which particular mode of transport that they wish to use. We all have the right to choose between using a car, bus, plane or train to go from point A to point B.

There is an Overall Network Map that is the future look of the Sydney Metropolitan Railways. These plans are for the existing Railways and not a combination of other modes of Transport. Other modes of transport would feed into expanded railway lines.

Metro Rail was going to be the ‘magic solution’ to solve Sydney’s transport woes. Trains WITHOUT a driver or guard would never be a credible option. Expansion of existing lines is the easier and cheaper option. If we can have legislative reform for Metro Rail the same can be done for the existing Railways.

The Concise and Detailed Overview Reports are on the website and further add to the case of what Sydney cannot ignore: Railway Expansion.

Sydney’s Central Business District always has and always will remain at the heart of the life, growth and prosperity of New South Wales. Despite decentralisation and growth further afield, Businesses, Government and the wider populace will continue to come to the Sydney CBD. Ever since 1788, the centre of activity has been in Sydney.

Sydney is littered with retail businesses now consigned to the history books. Names such as Baberfields, Waltons, Anthony Horderns, Grace Bros, Gowings, Mark Foys, Bon Marche, Farmers and Marcus Clarke are some that served to remind us just how the CBD has played a part in the life of Sydney and New South Wales. No doubt with the advent of universal car ownership and suburban shopping centres that shopping patterns have changed. However, there is still a certain ‘magic’ of going to ‘town’. The Railways radiate into the Sydney CBD. Currently, the City Circle line is running at capacity. The future ability to expand our existing Railways depends on new lines for the CBD. When the Railway from Sydney to Parramatta was opened in 1855, the city planners knew that the Railway would have to go into the city. Initially the Railway terminated at what we now call Redfern.

The Tramways came in 1861 and went in 1961.The replacement by buses was supposed to be the answer to all our problems. In 1926, the City underground Railway opened. The City Circle line was completed in 1956. Even in 1932,when the Sydney Harbour Bridge opened, there were four railway tracks of which two remain and two became Tram lines and were removed in 1958. Of the two tracks that were used by the Tramways these were to form part of a Railway to the Northern Suburbs.

With the City Circle lines at capacity, there is a need to construct a new CBD line so future demand is met and the expansion of the Railways can proceed. Suburban Railway expansion requires lines to connect to from somewhere and join an existing system. Isolated lines or Metro lines will only remain disjointed and not solve the problems as intended.

As a Candidate for the State seat of Newcastle in March 2011 I will highlight what we need NOW. Regardless of the outcome of the election all Government’s need to provide long overdue investment in the railways.

Taxing the Mining Industry to the ‘eye balls’ or selling off electricity retail providers will not sustain New South Wales beyond one election.

Railway rolling stock should be built in New South Wales and not simply ‘assembled’ in New South Wales.

The Hunter Region as with the rest of New South Wales is groaning at the lack of fast, reliable transport.

The Hunter Economic Zone is waiting for a State Government who is willing to allow affordable housing to be built.

The existing Northern Line at Hawkesbury River while providing for a scenic journey provides the people of Newcastle with a 15 minute slower train trip to Sydney than was the case 50 years ago.

Constructing new coal only railway lines are vital to coal exports and local communities such as Cessnock and Maitland. A city of 40,000 such as Cessnock requires passenger services to cope with both an ageing and growing population.

The planned Cessnock Line will cut travel times to Sydney and can be built down the middle of the planned Branxton Expressway corridor.

For new land releases to continue to occur without a new Railway line being built is absurd. Included in the website are needed legislative changes so that we do not continue to make the same mistakes of transport planning that has been made in the past.

The Illawarra Region also requires fast, reliable transport as the population both ages and grows. The existing Illawarra Line is hampered by a number of operational restrictions similar to what the residents of the Blue Mountains experience. Some years ago there were two derailments on the Illawarra Line. These were the Coalcliff and Waterfall derailments.

The planned Princes Line will ease pressure on the Illawarra Line particularly between Hurstville and Sutherland where the Illawarra Line goes from four tracks to two. Further congestion will result on the Illawarra Line when the Cronulla Line duplication is completed and operational.

Fast travel times for Wollongong residents will be provided with a new straight Princes Line. The alignment of the Princes Line will utilise the F6 corridor and use both underground and surface alignments.

When Governments are elected, the focus is on immediate concerns in marginal seats. What is required is a plan that can be delivered over the next thirty years and not engage in ‘piecemeal’ transport planning. Railway expansion should transcend party politics.

Sydney unlike Melbourne was never a planned city. Even the County of Cumberland plans have been dispensed with. While there is a Minister for Roads and not a Minister for Railways, the deliberations of State Cabinet continue in favour of Road construction. There has been a continued widening and expansion of the road network, but our Railways are at capacity.

Even duplicating and quadrupling existing Railway lines does not occur as it should have over the last sixty years. Laying additional tracks is the same as widening roads for new traffic lanes. How many roads in New South Wales have been widened over the same period of time?

Yes we need to upgrade the Pacific and Princes highways however the Railways have not matched the growth of Metropolitan Sydney over the last sixty years. An upgrade of the Pacific and Princes Highways should also contain Railway expansion.

Even as we have built new Railway lines in recent years, there has been a chorus of complaints from the NIMBY’S (Not in my backyard). New Railway lines are used by people from all suburbs and to alter routes and construct a Railway with a steeper gradient or suburbs without a Railway station is ridiculous to say the least. Once again that is why legislative reform is required to avoid making the same mistakes of the past.

Throughout New South Wales there are towns, cities and communities separated by the ‘tyranny of distance.’ Despite the invention of the motor car the need to join people with reliable transport is critical as we handle the needs of both an ageing and growing population. The map of New South Wales allows for dual track, electrified railway lines that will also house water irrigation pipelines along the railway corridor.

Electrification of all railway lines allows for light rail/trams to provide fast and frequent services between communities and enables for a greater use of railway lines. While the XPT Country Link services are reliable no doubt a fully electrified railway line will add value to our railways.

After all these are YOUR RAILWAYS: OUR FUTURE