Desiderata

Victor P Taffa

The following Poem Desiderata was written in 1927 by American writer Max Ehrmann. This however is not the full version which is available on-line through Wikipedia. Many years ago I was given this edited version and also hang in the hallway of my parent’s home.

Desiderata

Go placidly amid the noise and haste,

And remember what peace there may be in silence.

As far as possible without the surrender be on terms with all persons;

Speak your truth quietly and clearly; and listen to others,

Even the dull and ignorant; they too have their story.

Avoid loud and aggressive persons,

They are vexatious to the spirit.

If you compare yourself with others, you may become vain and bitter;

For always there will be greater and lesser persons than you.

Enjoy your achievements as well as your plans.

Keep interested in your own career, however humble;

It is a real possession in the changing fortunes of time.

Exercise caution in your business affairs;

For the world is full of trickery.

But let this not blind you to what virtue there is;

Many persons strive for high ideals;

And everywhere life is full of heroism.

Railway and Tramway Expansion is a matter of necessity and not some romantic ideal. Those Politicians who continue to oppose such Expansion are most welcome to retire from Parliament and open a Motor Car Dealership and clean the exterior of cars to be sold each day.

God gave us talents in life that should be utilized to the full and not to want to fulfill your potential is denying yourself opportunity.

Leadership in Politics requires showing the way forward and not simply waiting for events to unfold for you. Continuing to rely on a person to do your running will ultimately end in defeat for that person.

In going to Victoria to cover the 27 November 2010 Election was an excuse for a holiday but also a chance to record events far more effectively.

For anyone in New South Wales to deny Victor P Taffa the chance to be able to effect Railway and Tramway Expansion in Victoria should take a good hard look at themselves.

While in Victoria in such a Position also affects cross-border issues such as High-Speed Rail and a Rail Ferry to Tasmania.

Nothing in life simply happens by clicking your fingers. Hard work and initiative saw Victor P Taffa start The Southern Thunderer and another website www.isput.com.au Socialism is a philosophy that Victor P Taffa has never supported.

Life is littered with people who stand for nothing and say even less. Victor P Taffa has NO intention of being one of those.

Victoria Shadow Minister for Public Transport Terry Mulder

MYKI THREE YEARS LATE AS BRUMBY NEGLECTS BASIC STATION ACCESS

Victor P Taffa

Premier John Brumby’s MYKI is three years late today, while his refusal to provide ramps or subways at new or renovated metropolitan railway stations is resulting in passengers being trapped on platforms such as Laverton when the lifts break down and causing gross inconvenience to local residents, Shadow Minister for Public Transport Terry Mulder said today.

Mr Mulder said MYKI should have been operating today on Melbourne’s trams and buses and V/Line country trains and coaches, but had yet to start on any of these.

Mr Mulder said that John Brumby’s obsession with MYKI and his neglect of public transport basics was creating a problem for a future government to fix, with new stations at Coolaroo (between Broadmeadows and Roxburgh Park on the Craigieburn line) and Williams Landing (between Aircraft and Hoppers Crossing on the Werribee line) lacking disabled access when the lifts were out of service.

“When its new footbridge is opened, Footscray station, one of the busiest in Melbourne, will also lack easy access when its lifts break down.” Mr Mulder said.

“Historically, Melbourne railway stations have had excellent access, with subways or ramps being far preferable to the typical stairs-over-tracks design of many Sydney railway stations.

“These new stations are totally or partly ‘island platform’ designs, with a platform sandwiched between two rail lines. Other tracks such as the Melbourne to Adelaide (at Laverton and Williams Landing) and Melbourne to Sydney (at Coolaroo) standard gauge lines are also in these railway corridors.” Mr. Mulder said.

“John Brumby will maroon passengers on these desert island-like platforms, often without access to water or toilet facilities when lifts are unserviceable.” Mr Mulder said.

Mr Mulder said that John Brumby had closed the ramps at Laverton that previously led to platforms 1 and 2, and replaced them with lifts and stairs.

“Local residents such as Mrs. Trudy Golding of Laverton have been inconvenienced several times since the new footbridge was opened in early February. On Wednesday 24 February, Mrs. Golding said that she was marooned on one side of the railway line while the lifts were repaired from 7.45pm to 9.45pm.” Mr Mulder said.

Mr Mulder said that when Minister for Transport Martin Pakula opened the footbridge, he had the hide to claim that ‘it provides significant access improvements.’

“This could not be further from the truth. Closing and demolishing ramps is a backward step. Rail passengers with prams, those in wheelchairs, the elderly, children with bikes and many adults with heavy luggage cannot negotiate stairs when lifts break down or when they undergo scheduled maintenance.” Mr Mulder said.

Mr Mulder said that Minister Pakula and Metro lacked a plan to get passengers off the platforms if the lifts were unavailable.

“Passengers should not have to travel to the next station and make their own way back by bus, taxi, being picked up or by walking. These new stations must be provided with either subways or ramps.” Mr Mulder said.

Queensland Shadow Minister for Transport and Main Roads Fiona Simpson

Nolan backs Premier over Ipswich rail workers

Victor P Taffa

The Queensland Transport Minister has put her front bench job before the jobs of Ipswich rail workers and backed the Premier’s claims voters knew about the asset sale before the election according to Shadow Minister Fiona Simpson.

Queensland Shadow Minister for Transport and Main Roads Fiona Simpson said Minister Nolan had betrayed her constituents and rail workers across the State by agreeing the Bligh Labor Government had been upfront about the rushed asset sales.

“The Minister claimed in State Parliament that Ipswich rail workers and their colleagues had to know about the asset fire sale because it was mentioned as a possibility in a single paragraph in a national financial newspaper.” Ms. Simpson said.

“Clearly Minister Nolan did not read that article herself or she would not have claimed ‘Queensland Rail is not for sale’ just days before the Premier announced otherwise.”

“Perhaps she believed the Treasurer when he stated last March* that Labor did not have plans or an ‘ideological commitment to pursuing privatisation’.” Ms. Simpson said.

“The Minister would rather support the Premier than stand up for the hundreds of local workers whose lives and jobs have been thrown into turmoil by the Bligh Labor Government’s privatisation agenda.”

“A billboard has already been erected locally to remind Minister Nolan her job is to represent the people of Ipswich it seems that message is not getting through with the Minister putting her job before the jobs of Queenslanders.”

*Source – Andrew Fraser on 612ABC Party Games, 13/03/09

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. The final article focuses on HIGH SPEED RAIL.

 

High Speed Rail:

 

Reconstruction and realignment of existing railway lines will enable high speed trains to operate at speeds of 300 km/h.

 

High Speed rail travel will not only improve existing service and reliability but encourage business commuters to use rail. Currently passengers who use the airlines are required to take off personal effects such as shoes when going through security screening at airports.

 

Despite worldwide terrorism concerns and events rail travel does not have that same security concern. Enforcing the same security demands on rail passengers as those for airline passengers would effectively grind railways to a halt.

 

High speed rail travel is very enjoyable and has the benefit of taking passengers into the heart of the central business district. This is in contrast to airlines where airports are located many kilometres outside of a central business district.

 

High speed trains such as the Japanese ‘bullet’ train that operates at 300 km/h or the ‘tilt’ train in Queensland are very successful and popular.

Existing rail corridors will be duplicated and electrified.

 

High Rail can operate at speeds of 300 km/h for the following routes:

• Sydney-Melbourne CBD in 4 hours.
• Sydney-Brisbane CBD in 4 hours.
• Sydney-Adelaide CBD in 6 hours.
• Sydney-Perth CBD in 24 hours.
• Sydney-Canberra CBD in 1½ hours.
• Sydney-Newcastle CBD in 1½ hours.
• Sydney- Wollongong CBD in 1½ hours.
• Sydney-Alice Springs CBD in 3 hours.
• Sydney-Darwin CBD in 6 hours.
• Sydney-Broken Hill CBD in 2 hours.
• Sydney-Mt Isa CBD in 4 hours.

 

These times are factored from Sydney as a departure point. High speed services would also operate to and from other destinations.

 

Tourists normally like to see what a large city has to offer. Sydney is a magnet for tourists and so high speed rail must operate to the Central Business District.

 

Interstate trains currently serve Keswick rather than Adelaide and Palmerston rather than Darwin. The travel times listed for Adelaide and Darwin include new and/or upgraded railway stations.

 

The effect of trains completing their journeys to Keswick and Palmerston is the equivalent of interstate trains terminating at Redfern instead of Sydney Central station.

 

The same argument also applies for a second Sydney Airport location. Newcastle has often been mentioned however tourists and business travellers who want to come to Sydney find the proximity of Kingsford Smith Airport to the Sydney CBD is an asset that few major cities around the world can boast.

 

High speed rail travel from Sydney-Perth would bridge the East-West divide that is amongst the widest in the world.

 

The Trans-Continental Railway was opened in 1917 and in 2010 is still a single track line. The Indian-Pacific traverses the continent in three days and has one of the longest straight stretches of track in the world.

 

As this is one of the great railway journeys the current service is restricted in operating capacity when a breakdown occurs. This does occur and is why the line requires duplication. In addition to duplication there should also be twin siding tracks to allow a high speed electric train to span Australia in 24 hours.

 

The benefits of high speed trains are obvious. In order for this to occur the existing lines require duplication, electrification and the elimination of many windy sections of track.

 

Australia is a vast continent. The ‘tyranny of distance’ can be overcome and ensure that all the people living throughout regional and rural Australia can access the benefits of the large cities and vice versa.

 

Tasmania Rail Ferry:

Currently a ferry operates between Victoria and Tasmania. During holiday periods the ferry has a high demand for patronage and bookings are required well in advance of travel.

 

A Rail Ferry would operate in the same way as the existing service. Rail ferry services could utilise the same facilities as the car ferry wharf however a new wharf near to Williamstown will enable trains to serve an upgraded Williamstown Line. Alternatively existing wharve facilities could be used.

 

Normal trains would operate and a certain length of train would board the ferry on rails. At Devonport the trains would leave the ferry and join with normal Tasmania rail services.

 

Tasmania has not had normal passenger services since 1978. The Tasmania Railways were bought by Australian National Rail and have since been bought back by the Tasmanian Government.

 

Rail ferries are not new in Australia. During the golden era of the Sydney Tramways, tramcars left the Neutral Bay lines and joined the Manly system via a tram ferry. Tramcars boarded the ferry and were taken across the Spit at Middle Harbour.

 

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.

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. The fifth article focuses on Train/Tram/Light Rail Coexistence.

 

Train/Tram/Light Rail Coexistence:

 

Unlike Metro Rail, Heavy Rail and Light Rail and Tramways will coexist throughout New South Wales. Until 1934 the movement of tramcars to the tramway system from the heavy railways occurred at West Ryde. From the Northern Line at West Ryde a single track tramline proceeded from the heavy railway tracks onto Ryedale Road along Victoria Road and Church Street where the line joined the tramway system at Blaxland Road.

 

This joint use of tracks also occurred at platforms 3 & 4 of Milsons Point railway station until 1958 where the heavy railway lines on the eastern side of the Sydney Harbour Bridge were used by the tramways.

 

As such the use of heavy railway lines can enable tramcars and light rail vehicles to join streets in suburbs, towns and cities throughout New South Wales.

 

This multi use of heavy railway lines will allow for the provision of a very frequent service for all communities particularly in regional and rural areas. Where the ‘tyranny of distance’ forces the permanent isolation of vast numbers of people this multipurpose approach to the use of railway lines will bring people together and in turn revive towns that are currently struggling.

 

Heavy rail, tramways and light rail operate on the same rail gauge and overhead wiring system.

 

Heavy railway lines operate on a higher voltage than for trams or light rail vehicles. The multiple uses of heavy railway lines will encourage the need to duplicate and quadruple railway lines which will allow for the separation of freight, express and slower passenger services.

 

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.

 

Governments at every level are looking at value for money when capital works budgets are allocated. The dual use of trains, trams or light rail on the same tracks for every State, Territory and a National focus will encourage Government to invest in railway expansion.

 

Trams or light rail can connect far flung regional towns and cities by providing a fast service along the same tracks as an electric train.

 

This will go a long way towards overcoming the ‘tyranny of distance’ that afflicts Australia.

 

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

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. The fourth article focuses on PUBLIC BENEFITS.

PUBLIC BENEFITS:

 

• Your Railway Line construction has more positive spin-offs for Sydney and New South Wales than the negative cost of construction.

 

• Your Railways employ people during the construction phase and create permanent ongoing employment opportunities.

 

• Your Railways reduce the road death toll.

 

• Your Railways do not require floral wreathes or Stop Revive Survive signage at railway station platforms.

 

• Your Railways reduce the burden on the hospital system with less car accidents and as a result lower insurance premiums.

 

• Your Railways result in better roads because more money is ultimately available to maintain and upgrade roads. Roads in peak hour are less congested and safer to use.

 

• Your Railways are cleaner for the Environment as they do not need ugly, obtrusive emission exhaust stacks.

 

• Your Railways boost tourism.

 

• Your Railways do not require passengers to take off their shoes before boarding a train.

 

• Your Railways unite communities and build a community spirit.

 

• Your Railways serve 304.8 Million* passenger journeys.

 

• Your Railways currently serve 500,000* commuters for 990,000 journeys in peak hour on a weekday in Metropolitan Sydney.

 

• Your Railways serve 1.68* Million CountryLink passenger journeys.

 

*According to RailCorp Annual Report 2008-09

 

 

The full details for these plans can be viewed at www.isput.com.au

SUMMARY OF NEW SYDNEY METROPOLITAN RAILWAY LINES: 

 

• These planned railway lines are designed to bring many suburbs of our great city onto the rail network. Without a major expansion of the rail network, within 20 years, peak hour will extend from 8 hours a day to 12.
• The following are plans, for new, or extensions to, existing railway lines for the Sydney Metropolitan rail network:

 

• BANKSTOWN LINE EXTENSION
• BRADFIELD LINE
• BROOKVALE LINE
• CAMPBELLTOWN LINE
• CARLINGFORD LINE EXTENSION
• CRONULLA LINE EXTENSION                                                                       
• EAST HILLS LINE EXTENSION                                                                       
• EASTERN LINE EXTENSION                                                                          
• EASTWOOD LINE
• ERMINGTON LINE
• HILLS LINE
• LOWER BLUE MOUNTAINS LINE                                                                            
• MACARTHUR LINE
• NORTH SHORE LINE EXTENSION                                                                          
• NORTH WESTERN LINE                                                                                  
• NORTHERN BEACHES LINE                                                                                    
• NORTHERN LINE EXTENSION                                                                       
• PRINCES LINE                                                                                                  
• RICHMOND LINE EXTENSION                                                                       
• SOUTH EASTERN LINE
• WINSTON HILLS LINE 

                                                                                             

 The full details for these plans can be viewed at www.isput.com.au

 SUMMARY OF NEW REGIONAL AND RURAL RAILWAY LINES: 

 

• These planned railway lines would be dual track and built on concrete sleepers and with pipelines placed alongside the lines so as to ‘drought proof’ New South Wales. All new and existing railway lines throughout New South Wales would be electrified.

 

• The following are plans, for new, or extensions to, existing railway lines for Regional and Rural New South Wales:

 

• ARMIDALE LINE EXTENSION                                                         
• BROKEN HILL LINE
• CENTRAL COAST LINE
• CENTRAL WESTERN LINE                                                               
• CESSNOCK LINE
• GRENFELL LINE        
• HUNTER LINE
• ILLAWARRA LINE EXTENSION
• NARROMINE LINE
• NEWCASTLE LINE                                                                                         
• PACIFIC LINE
• RAYMOND TERRACE LINE                                                                                     
• RIVERINA LINE
• SOUTH COAST LINE                                                                                       
• SOUTHERN LINE EXTENSION                                                                       
• WHITTON LINE

 

The expansion of the rail network will require the construction of new rail Depot/Maintenance Centres at:

• Kemps Creek.
• Riverstone

 

Currently Sydney Metropolitan Rail Depots are at:

 

• Mortdale,
• Flemington,
• Hornsby.

 

New stabling facilities would be constructed at Broadmeadow. This would eliminate the need to stable trains on line into the Newcastle CBD.

 

Some of the features of new rolling stock will include:

 

• Single Deck
• Stainless Steel exteriors
• Air-conditioning
• 8 or 4 car sets
• 3-2 plus aisle seat configuration
• Multi-Directional seating
• Concertina carriage connections
• Side of carriage electronic destination signs
• Wheel chair bays
• Luggage Racks
• Japanese style ‘bullet train’ carriages
• ‘Canadian Rockies’ style clear top carriages
• New South Wales railway carriage manufacturing industry
• New Sleeper carriages.
• Pay to view video screens
• Restaurant/lounge carriages on every train.

 

• Single Deck carriages would be well suited in off peak and weekend services.

 

• When the rail network began operating electric rail services in Sydney in 1926, the mass production of single deck red coloured electric trains was undertaken to meet the increased patronage of the railways. The earliest carriages were of timber construction and narrow carriages were merely widened. The ‘red rattlers’ were relatively cheap to produce and lasted on the network for over 60 years.

 

• The construction of new railway lines in Sydney will ensure that unlike 1995, new rail carriages are built. The Double-Deck trailer carriages and Tanagra’s are very good carriages and provide a very reliable and safe journey.

 

• The Olympic Games showed that the downside of Double-Deck carriages is increased loading times at stations. Single-Deck carriages have a faster loading time and thus service frequency can increase.

 

• Having trumpeted the virtues of single or double-deck carriages, when the rail network expands again with the opening of the Epping-Chatswood line, a combination of single and double-deck carriages should be used with a combination of 8 or 4 car sets.

 

• The location of Wheel chair bays on rail carriages is very easy to provide. One of the side facing seat arrangements in the saloon ends of a rail carriage could be removed at one end of an existing carriage or not provided in any new carriages. As well as enabling wheel chair bound commuters to use the rail network; the other advantage to this is the increased standing capacity of the carriages.

 

• Japanese style ‘bullet train’ carriages will be built in New South Wales and operate on newly built or realigned railway lines so as to operate at speeds of 300 km/h and provide people with a transport option that in 2009 does not exist.

 

• ‘Canadian Rockies’ style clear top carriages will be built in New South Wales and provide people with a travelling experience that allows for tourism to be encouraged.

 

• The New South Wales railway carriage manufacturing industry will be encouraged so as to provide long term employment to people and also boost indirect employment in associated industries. New South Wales will lead the way for other States and Territories throughout Australia to ‘buy Australian’.

 

• New Sleeper carriages built that are of a luxurious nature with beds laid further apart and designed to attract passengers to high speed long distance travel.

 

• Pay to view video screens will be located on the backs of seats for the use of passengers. Security camera surveillance would reduce vandalism in the vicinity of these video screens. Passengers will be able to view the daily news or a G rated movie.

 

• 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.

 

• The construction of any new railway station would also incorporate lifts as well as escalators thus enabling all commuters to use the new rail lines. The construction of other new rail lines will necessitate more rail carriages to be built and the ‘one size fits all’ rail carriage policy needs to be reviewed.

 

Railway Archives:

The Railways Archives Office should be adequately funded with the public encouraged to visit.

The NSW Government should maintain Railway restoration at the Eveleigh workshops.

 

Luggage Trolleys:

Luggage Trolleys similar to those at Sydney airport should be provided at large railway stations such as Central and Strathfield.

 

Regional and Rural railway station improvements:

Parkes, Dubbo, Orange, Yass Junction and Canberra would be upgraded to include additional full length platforms and a station roof to protect passengers from the elements similar to Calais or St. Pancras Railway Stations.

Concrete sleepers:

All new and realigned railway lines will have concrete sleepers so the rails are able to absorb varying weather conditions. Concrete sleepers also have a longer life than timber sleepers.

 

Multi track rail corridors:

All new and existing railway lines throughout Metropolitan Sydney, Regional and Rural New South Wales will have rail corridors that allow for trains to travel in different directions at the same time. There is almost nowhere that a road is a single lane only and tracks on a railway corridor are like lanes on a road. Single track railway lines will be either duplicated or where necessary quadrupled.

 

Electrification:

All new and existing railway lines throughout Metropolitan Sydney, Regional and Rural New South Wales will be electrified. The steam age has come and gone and in 2009 the time is suitable to electrify every new or existing railway line. While high speed trains do not necessarily require electrification once a railway line has electrification different trains can operate on any railway line and provide shorter more flexible services. In order to electrify all existing and new multi track rail corridors New South Wales will require additional power generating capacity and this in turn will improve the supply of electricity to the people of New South Wales. Electrification should also be implemented for every rail network throughout Australia.

 

Pipelines:

All new and existing railway lines throughout flood prone areas of Metropolitan Sydney and all Regional and Rural parts of New South Wales will have pipelines built alongside the lines. Floods in Bourke, North Coast, Coffs Harbour in New South Wales, and Queensland in 2009 showed how the large torrents of water could not be channelled to the drought affected areas of New South Wales. The bushfires throughout Victoria in 1983 and 2009 could also have been stopped had pipelines been placed alongside of railway lines. Railway lines could also be built through National Parks and in doing so would create natural fire breaks and allow for regular back burning in National Parks.

 

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.

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. The third article focuses on GENERAL RAILWAY IMPROVEMENTS.

 

SUMMARY OF GENERAL RAILWAY IMPROVEMENTS:

 

The following general railways improvements while are designed for the requirements for New South Wales would also be used as a template for every State, Territory and a National focus.

 

Former New South Wales Minister for Transport Carl Scully fought a tough battle through Cabinet to increase track capacity on the East Hills Line.

 

Duplication and Quadruplication projects are essential to ensure that existing services can function safely and smoothly.

 

Commuters go to a station expecting that there will be no breakdowns however these issues arise and as with lanes on road additional tracks are simply lanes on a railway. Trains cannot run without tracks.

 

Reconstruction/realignment of:

 

• Northern Line between Hornsby, Newcastle and Brisbane.
• Northern Line between Woy Woy and Cowan.
• Illawarra Line between Sutherland and Wollongong.
• Southern Line between Macarthur, Goulburn, Canberra, Cooma & Melbourne.
• Western Line between Penrith, Orange and Broken Hill.
• All other lines to key Regional towns throughout New South Wales.
• Quadruple the Northern line between Hornsby & Strathfield.
• Quadruple the North Shore line between Chatswood & North Sydney.
• Quadruple the Southern Line between Macarthur & Granville.
• Quadruple the Illawarra line between Hurstville & Sutherland.
• Quadruple the East Hills line.
• Quadruple the Bankstown line between Birrong & Marrickville.
• Quadruple existing Freight corridors to allow for passenger use.
• Connect Parramatta to the Carlingford line and extend to Epping.
• Duplicate the Richmond line.
• Duplicate every Country line.
• Amplify the Western line between Strathfield & Olympic Park.
• Construction of a Sydney Harbour Rail Tunnel or restore the Sydney Harbour Bridge Eastern side tracks.

 

• The Northern Line at Epping will be realigned so that the underground platforms contain dive tunnels for the trains to enter and rejoin the surface tracks on the Northern Line thus allowing passengers to board trains to Chatswood and Parramatta easily. These new dive tunnels allows for the unused Platform 4 to be placed into commission.

 

• While under reconstruction/realignment, some of these railway lines would be closed to rail traffic and all services replaced by buses during the period of the works. The South Australia Government recently upgraded the Belair Line and buses replaced trains for the duration of the works.

 

• If necessary, the relocation of whole railway stations, which has occurred in the past, may have to occur as part of the reconstruction /realignment programme.

 

• These improvements to the rail network are designed to meet the growing demand for an adequate transport system for the large population centres of New South Wales over the next 30 years. These projects will go a long way to reducing the death toll on our country roads.

 

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.

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. The second article focuses on LEGISLATION.

LEGISLATION:

The following pieces of legislation while are designed for the requirements for New South Wales would also be used as a template for every State, Territory and a National focus.

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.

 

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.

 

• 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 are sayings such as:

 ‘People set their time by the time that trains arrive.’

 and

  ‘Swiss trains run like clockwork.’

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.

 

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.

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. The first article focuses on FINANCING & CONSTRUCTION.

FINANCING:

The sources of financing new railway lines in Sydney should include the following:

1)    Federal Government funding

2)    State Government funding

3)    Private Consortium involvement

4)    Railway Bonds

 

1)     Federal Government funding:

The Commonwealth constitution provides for the construction of railways. Under S.51 Cl. xxxiv of the Commonwealth Constitution reads as follows:

The Parliament shall, subject to this Constitution, have power to make laws for the peace, order, and good government of the Commonwealth with respect to: Railway construction and extension in any State with the consent of that State.

 

2)     State Government funding:

Every Government Department EXCEPT HEALTH would have their budgets cut by 10% for FOUR years to pay for new railway lines. When costing of Capital works is undertaken all stages and reports that are required will be produced in the one report thus reducing the overall cost of the project.

The immediate reaction to this idea is that frontline services or back office staff will be the first to go with a budget cut of 10% for FOUR years.

With sound management and a streamlined method of producing the reporting procedures of Government such as the numerous stages of reports such as those for Planning Projects will be able to meet the 10% budget cut without the need to slash staffing levels.

Department efficiencies are now possible given the advent of computer technology. Where the exception is given to Health, financial resources are invariably tied up in bureaucratic red tape and not in the actual delivery of frontline services.

 

3)     Private Consortium involvement:

Enables new railway lines to be built years ahead that is normally possible.

 

 4)     Railway Bonds:

 

• Railway Bonds give ordinary citizens a sense of ownership of a newly built railway line.

 

• Railway Bonds would not adversely impact on our Banking system.

 

• Railway Bonds are the same as Government Bonds, with merely a different name. The railway bonds would have the guarantee of the NSW Treasury. Companies, private individuals and organizations would be encouraged to invest in railway bonds. Investors would earn a very good rate of interest and be TOTALLY FREE of any transaction fees or charges.

 

• The last occasion that Bonds were last issued by the NSW Treasury was when Neville Wran was Premier of New South Wales. During 1980, Premier State Bonds were issued for the raising of capital for Public Works expenditure.

  

• While Railway Bonds would not finance the construction of a line totally, at the time of investment, people could choose which rail line their bonds would be credited against. Later on, when the rail line opened, a commemorative board would be erected at a particular railway station recognising those persons, companies or organizations that financially contributed to the construction of that particular railway.

  

• Recipients of Social security benefits would on a voluntary basis are encouraged to contribute towards the purchase of railway bonds also. Those unemployed persons who supported railway bonds would be considered first for training and employment opportunities when the new railway lines opened.

 

•  The NSW Treasury would receive increased revenues through land tax with the construction of new railway lines. The value of land increases when a railway line is built and this will be reflected in increased land tax revenue.

  

CONSTRUCTION:

 

1)    The period of time to construct new railway lines would be a 30 year period.

2)    There would be three lines under construction at the same time.

3)    New railway lines would incorporate sewerage and drainage pipes, Pay TV, Internet and electricity cables.

 

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.

 

Western Australia Minister for Transport Simon O’ Brien

Former AFL star joins with government to improve road safety

Victor P Taffa

Champion ex-West Coast Eagles footballer David Wirrpanda has joined governments across Australia to tackle national road safety.

Western Australian Minister for Transport Simon O’Brien said Mr Wirrpanda was one of four high profile people appointed as ambassadors for the newly-formed National Road Safety Council (NRSC).

“It is pleasing to have David championing the road safety cause at a National level.” Mr O’Brien said.

“As a former AFL star who achieved great distinction, David’s profile should enable him to tap into the younger generation in the campaign to educate all road users on the importance of safety.”

Mr Wirrpanda said he was pleased to lend assistance to such an important cause.

Road safety is one of the key themes of the education and health promotion work conducted through the David Wirrpanda Foundation.

“I have a personal interest in road safety and I have seen the devastation fatal and serious road crashes have on families and communities.” Mr Wirrpanda said.

“Aside from the human cost, road trauma is costly to governments and the community.

“Anything that contributes to a reduction in road trauma benefits all of us.”

One of Mr Wirrpanda’s first tasks will be to help promote the National Railway Level Crossing Safety Strategy (2010-2020) developed by the NRSC Australian Transport Council.

Released today, the strategy delivers a nationally co-ordinated action plan to reduce deaths and near-miss crashes at Australian railway level crossings.

There are 8,900 public railway level crossings in Australia – 1,251 of them in WA.

 

 

 

 

 

 

 

 

“While the State Government will spend about $20 Million on rail level crossing improvements in 2009-10, it is still vital we have a national approach. That is what this strategy will facilitate.” the Minister said.

The strategy assigns responsibility for critical action items, including:

• Creating a nationally-aligned approach to safety at level crossings,
• Applying lessons from road safety practices to railway level crossing safety management,
• Improving community understanding of the risks and importance of compliance,
• Harnessing new technologies to enhance safety at level crossings.

Mr. O’Brien said reducing crashes at railway level crossings would have a big impact on further reducing Australia’s road toll.

“All governments want to deliver on this strategy to improve safety outcomes at level crossings.”

 

 

 

 

 

 

 

Railway level crossings feature in Metropolitan Adelaide and Melbourne.

Sydney also had many crossings although almost all have been replaced by overpasses or underpasses.

Recently a key level crossing was replaced by an overpass near to Brisbane’s Roma Street Station on the main Northern Line from New South Wales.

Parramatta Road, Rosehill is one of the last railway crossings in Sydney.

In Newcastle the removal of the railway crossings has led to Novocastrians being left physically and emotionally divided by the removal of the crossings with a lack of access across the Newcastle Railway line.

The best solution for Newcastle is to restore some of the crossings and the construction of overpasses elsewhere throughout the Central Coast.

Overpasses and underpasses are expensive to construct. Railway level crossings are themselves not dangerous rather it is a lack of public awareness and sensible personal options that give railways a bad image.