Western Australia Minister for Transport Simon O’ Brien

Consultation sought on a simplified heavy vehicle mass management scheme

Victor P Taffa

Western Australia Minister for Transport Simon O’Brien today released a discussion paper on the development of a simplified mass management scheme for the road freight industry in Western Australia.

Mr. O’Brien said the release of the discussion paper was the latest step in the State Government’s drive for the safe and efficient transport of goods by road while protecting the State’s competitiveness in the wider global trading environment.

“The scheme under consideration is based on rewarding operators with increased mass limits, providing they adopt loading controls and management systems.” Mr. O’ Brien said.

“While the paper recognises we must protect our road and bridge assets, it also suggests it would be in our State’s economic interests to allow higher productivity vehicles, which meet rigorous safety and operating standards, to use the road network.

“It also aims to reduce the administrative burden for industry and regulatory agencies by implementing a simplified, streamlined mass management scheme.”

The discussion paper was developed by the Ministerial Heavy Vehicle Advisory Panel in consultation with Main Roads WA and the transport industry.

The panel provides advice to the Transport Minister on issues affecting WA’s road transport industry.

Mr. O’Brien said it was the panel’s intention to offer the public and transport industry an opportunity to provide input into the development of the mass management scheme.

A copy of the discussion paper is available from the Main Roads’ website, at http://www.mainroads.wa.gov.au or by calling 138 138. The closing date for submissions is Friday, March 19, 2010.

A CONGESTION TAX THAT DOESN’T REDUCE CONGESTION

 

Victor P Taffa

The Harbour Bridge congestion tax has done nothing to reduce congestion according to the RTA’s own statistics and is simply a slug on Northern Beaches motorists, Manly MP Mike Baird said today.

“These latest statistics from the RTA prove what we all suspected – the Government’s ‘time of day tolling’ for Harbour Bridge motorists is a sham,” Mr Baird said.

“The NSW Government introduced this new tax in the Mini Budget claiming it was the key to ‘unclog the city’, but now we know it’s nothing more than highway robbery.

“The RTA’s own figures reveal no noticeable decline in motorists crossing the bridge on weekday mornings since the tax was introduced.”

According to the RTA’s website, the number of motorists crossing the Harbour Bridge between 5:30am to 10:30am was 44,700 in 2008 (before the congestion tax was introduced) and 44,618 in 2009 (when the congestion tax was in place)*.

“The increased toll has done nothing to reduce congestion and Northern Beaches motorists are right to be white with rage that they are paying for another botched plan.

“The NSW Government simply hiked up tolls and dressed up the rationale for a new tax by saying it would unclog the roads – well, like their multiple transport plans, this just hasn’t happened.

“Many Northern Beaches motorists have no option but to drive because of woeful access to public transport and until the NSW Government admits public transport is the key, Sydney’s chronic traffic congestion will remain.

“The Transport Minister has said the many extra millions raised from the increased toll would go towards buses, so where are they?

“With this in mind we renew our calls for the Government to investigate a Bus Rapid Transit system for the Northern Beaches as a matter of priority, with research showing it would likely convert 15-20% of car users to public transport.”

Since 1995 there have been numerous policy backflip and project cancellations for heavy rail expansion under the New South Wales Labor Government.

This also does not take in the $100 Million lost on the T Card system that was replaced 10 years later with My Card.

The Government will trumpet the Epping-Chatswood Railway however that was announced by former Transport Minister Carl Scully as the Westmead-Chatswood Railway and the cost doubled in price for half the distance.

The Government also announced a Bondi-Bondi Beach Railway and new railway stations for the Rocks and the University of Western Sydney, Werrington.

Further to this has been the plan to close the Newcastle Railway.

The biggest transport planning debacle by the Government has been Metro Rail.

The creation of the Metro Rail Authority by an Act of Parliament has been an expensive waste of money. The Metro Rail plans are ill-conceived and totally ignore any notion that private industry is invited to invest in the expansion of Rail Corp’s network.

In the years ahead heavy and light rail must expand otherwise Sydney will grind to a halt.

MANLY MP and NSW Shadow Treasurer

Mike Baird

MANLY FAST FERRY COMMUTERS WIN CHOICE

Victor P Taffa

Manly MP Mike Baird has welcomed the competition to the Manly fast ferry service but said the tender has still jeopardised the long-term offering to commuters.

“We welcome the news that Bass & Flinders will fight to continue the service they have provided so well, however we still believe the tender process has failed both parties,” Mr Baird said.

Yesterday the current operators of the Manly Fast Ferry, Bass & Flinders, announced they would continue to operate their service utilising the wharf outside Manly Wharf Hotel and the Eastern Pontoon at Circular Quay.

“Its good news that fast ferry commuters will have choice but the way the government has handled this has been atrocious,” Mr Baird said.

“Government interests, not commuter interests, have driven the tender process. In demanding a substantial upfront fee, the NSW Government has stacked the odds against the new operator who will be forced to recoup costs from commuters.

“We do welcome Bass & Flinders back into the race and hope that both operators can succeed.

“However we still believe that over the long term, a single tender based on the best service at the lowest possible price is the best way forward.

“Over the past few weeks several hundred commuters have emailed passionate pleas to the Transport Minister not to jeopardise their fast ferry service.

“It is good the community’s dismay has been heard and the NSW Government has allowed the current operators to run their service from an alternate wharf.

“Whether both operators can survive remains to be seen but we hope they can, particularly if they do so by dragging people out of their cars and out of the Spit bottleneck.

“It remains our view that the tender should be reissued and awarded on the quality of service, not cash to government.

“However we welcome Bass & Flinders back into the race and are pleased the many commuters who took action have secured a victory in holding on to their service.”

 

 

Plans for the Rozelle Metro Rail project are according to well informed sources to be altered dramatically and will not have a Rozelle station or the need to bulldoze Woolworth’s Town Hall store.

 

 

 

 

 

 

 

Removing the need for a Rozelle station will mean that even less people will use the new line thus rendering it more of a white elephant than ever was going to be the case.

 

 

 

 

 

 

 

The Westmead Metro Rail project will operate almost parallel to the heavy rail line that has functioned since 1855.

 

 

 

 

 

 

 

There has not been one Metro Rail project announced that effectively expands rail based transport in Sydney. All Metro Rail projects are well within the radius of existing heavy rail lines. If the New South Wales Labor Government was serious about the future transport needs of Sydney then new railway lines would go to suburbs that are currently devoid of a railway line.

 

 

 

 

 

 

 

 

 

Metro Rail for Sydney will not have a driver or guard and does not integrate into the existing heavy railways and will be privately owned and run. Prior to the opening of the Sydney-Parramatta railway in 1855 two private companies went broke and the New South Wales Government stepped in and took over the line. Even the second largest tramway network in the world ran at financial losses with the exception of the Watson’s Bay line.

 

 

 

 

 

 

 

 

 

 

While privatisation of Melbourne’s railways and tramways seemed the right thing to do, the Brumby Government has no money to give to the operator’s of the railways to expand the network. The only response from the Brumby Government is to build a Metro Rail line. Again this solution does nothing to expand the capacity of Melbourne’s heavy railways. The only tramway extension of any note has been the Box Hill extension. Whenever the temperature rises in Melbourne the underfunded heavy railway tracks buckle and services are cancelled.

 

 

 

 

 

 

 

 

 

What the Government wants people to forget is that the overall strategy is to convert many heavy lines into Metro Rail lines. Not only would John Whitton and John Bradfield’s long forgotten expansion plans never see completion but the Sydney Metropolitan Railways would be effectively destroyed by stealth and the 1 Million plus weekly commuters will simply turn to other means to commute. Sydney would grind to a halt.

Transport planning strategy becomes more complex when Bus Transitways were built and new heavy railway lines would have produced a more coherent network for the same cost of construction.

The Central-Rozelle Metro Rail project is intended to have stations at the following locations:

• Central Station
• Town Hall Square Station
• Martin Place Station
• Barangaroo-Wynyard Station
• Pyrmont Station
• White Bay
• Rozelle Station

The problem with the locations of these stations is that they do not integrate into the heavy rail network. Sydney Central station has 25 platforms and platforms 26 & 27 were built by John Bradfield in the 100 year construction of the Eastern Suburbs line for extensions to the South-East. Platforms 26 & 27 remain hidden from public view. Town Hall station forms part of the City Circle line and allows for easy access to Woolworth’s multi level Town Hall store that will be destroyed by Metro Rail.

Martin Place station forms part of the Eastern Suburbs line and is a vitally important station on the heavy railway network. Barangaroo-Wynyard station is within close proximity to the existing Wynyard station.

The existing Wynyard station has the capacity for 6 platforms. The never used Platforms 1 & 2 is currently a car park. Platforms 1 & 2 could connect to the elevated Platforms at Circular Quay station. Platforms 1 & 2 were also intended to join to Balmain via a bridge in plans announced in 1915. This station was originally intended to be called Wynyard Square.

Pyrmont station will result in the destruction of heritage listed buildings. White Bay station will only proceed if the overseas shipping terminal is built nearby. Rozelle station would be reached by a 12 storey lift shaft that is not designed to accommodate escalators.

The Central-Westmead Metro Rail project is intended to have stations at the following locations:

• Broadway – The University of Sydney
• Camperdown
• Leichhardt
• Five Dock
• Burwood
• Strathfield
• Sydney Olympic Park
• Silverwater
• Camellia
• Parramatta
• Westmead

The problem with the locations of these stations is that they do not integrate into the heavy rail network. Broadway station is within stone’s throw to Sydney Central station and is well served by buses and light rail. The bus routes were formerly operated by trams. Camperdown station has similar issues with Broadway station. Leichhardt station will result in the destruction of many businesses along Parramatta Road. Five Dock impacts heavily on a suburb of heritage value. Burwood station does not integrate into the existing Western line. Strathfield station is currently served by an 8 platform station.

Sydney Olympic Park station was built for the Sydney 2000 Olympic Games and is a circular semi surface route that traverses a disused freight line. Silverwater station will not serve a new housing development and is in the wrong location. Camelia station competes with the Carlingford heavy railway line.

The Carlingford line opened in 1893 as stage 1 of a 3 stage line to Dural. Stages 2 and 3 have never been built and the Carlingford line is still a single track shuttle service that operated from Clyde. Former NSW Minister for Transport Michael Costa abandoned plans to extend the Carlingford line to Epping.

Parramatta station was announced by Former NSW Minister for Transport Carl Scully to form part of a grand new heavy railway to Chatswood. Westmead station was also announced in 1998 to form part of the heavy railway to Chatswood.

One of the problems with railway line planning is that what may have been good practice in the 19^th century is not suited to the needs of the 21^st century. Railway and Tramway lines were built in a branch line finger style configuration.

In Sydney the East Hills line terminated at East Hills and until the completion of the City Circle lines in both Sydney and Melbourne all lines were not through lines and as patronage grew so did operating restrictions.

Sydney faces daily operating restrictions at the heavy rail station Bondi Junction despite the expansion of turn back facilities. Plans to extend the line to Kingsford in 1947 were abandoned.

 

 

 

 

 

 

 

 

 

What should be two completely separate issues are determined by the same people. The configuration of a railway line should be built to join with other lines and improve the effectiveness of the system. The decision to operate a terminating service is made by different criteria. The people who allocate funds to build the lines are Government Minister’s and the operators of the lines are the train controllers and service schedulers. These two issues should be kept separate and all Minister’s should have to do is to cut the opening day ribbon and smile.

 

 

 

 

 

 

 

 

Harris Park Y Link:

When Sydney experienced the Granville Rail Disaster on 18 January 1977 the impact of the disaster effectively cut the rail network in two. Had the Harris Park ‘Y Link’ of been in operation in 1977 the impact on the rail network would have been far less severe despite the enormity of this tragedy. This really illustrates why branch line configurations as put forward in the Metro Rail plans are ill conceived and contemplated as if this were still the 19^th century. Indeed what major road simply ends as a dead end? How many single lane major roads are there?

 

 

 

 

 

 

 

So what is the alternative to Metro Rail for Sydney?

As contained on my website www.isput.com.au the options to expand the heavy railways will result in a far more effective transport system for Sydney as John Whitton and John Bradfield realised many decades ago. The alternatives to the Rozelle Metro include the construction of the Bradfield, Eastwood, Ermington and Hills Lines. The alternatives to the Westmead Metro include Light rail extensions, Carlingford Line Extension, East Hills Line Extension, Ermington, Winston Hills, Macarthur and Northern Line Extension. There is a funding formula contained in the Detailed Overview report in www.isput.com.au

 

Whole suburbs and roads would not be torn apart with heavy rail expansion as predicted with the construction of Metro Rail. Heavy rail expansion does not require the closure of Woolworth’s Town Hall store. The Westmead Metro is intended to be entirely underground whereas heavy rail expansion utilises above, underground and surface alignments. The Westmead Metro does not address the issues that exist at Epping following the full integration of the Epping-Chatswood line into the network.

Epping station:

Epping station has 3 surface platforms and 3 new underground platforms were built when tunneling occurred for the new line.

• Platform 1: Strathfield bound surface platform.
• Platform 2: Hornsby bound surface platform.
• Platform 3: Hornsby bound surface platform.
• Platform 4: Built for line to Parramatta that remains hidden from public view.
• Platform 5: Chatswood bound underground platform.
• Platform 6: Underground platform from Chatswood.

 

 

 

 

 

 

 

 

 

 

Rather than waste billions of dollars on the Westmead Metro the solutions lie in the expansion of the heavy railways such as the construction of the Westmead-Epping link. This project was announced in 1998 and simply duplicates the single track Carlingford Line.

Epping Junction:

Further to this is the construction of a double track ‘Diamond Junction’ at Epping. By reconfiguring tracks and crossovers trains can travel from the Carlingford Line onto the Northern Line. When the tunneling at Epping for Platform 4 was bored the plan for the duplicated Carlingford Line was to end as a single track shuttle service at Platform 4. Additional crossover tracks could easily allow dual operating services to continue through to Platform 5. New crossover tracks have been installed at Chatswood.

 

 

 

 

 

 

 

 

Another issue at Epping arose when the new overhead concourse was built. No room was allowed for the Northern Line to operate 4 tracks through Epping station. The solution to this is the construction of short ‘dive’ tunnels to allow trains to utilise the hidden Platform 4 to cater for Strathfield bound services.

 

 

 

 

 

 

What can be realised from Metro Rail plans are the flaws that exist and how the heavy railways are more than equipped to handle expansion into the future.

Sydney needs rail expansion and Metro rail is an expensive pipedream that we can ill afford.

Western Australia Minister for Transport Simon O’Brien

Weekend rail works at Mandurah to finish early

Victor P Taffa

Western Australia Minister for Transport Simon O’Brien announced today that weekend rail works associated with construction of the $155 million Mandurah Entrance Road would finish early.

“The Southern Gateway Alliance (SGA) and Main Roads WA made a solid start last weekend and expect to complete construction work over three weekends instead of the four to six originally predicted,” Mr O’Brien said.

“About 60 per cent of the pre-cast concrete arches for both the Fremantle Road and Parklands tunnels were installed in the first weekend using one 500-tonne crane and two 275-tonne crawler cranes.”

The Minister said when completed, the Mandurah Entrance Road was expected to carry 10,000 vehicles per day.

“This important road will bring with it many benefits to the people of Mandurah and the surrounding Peel region,” he said.

“Mandurah will now have a world class gateway, capable of delivering many visitors and commuters right into the heart of the region. Its benefits will be incalculable.”

The SGA is confident the remaining arches for both tunnels would be placed – and other critical works associated with the tunnel construction completed – in the next two weekends, ensuring minimal impact on passenger rail operations.

“Completing the tunnel works early will benefit the entire project program, allowing paving operations to be brought forward before the winter months,” the Minister said.

“Project completion is set for December, but could be finished early due to the successful progress of this crucial work.”

Mr O’Brien said the weekend rail shutdowns between Rockingham and Mandurah would conclude on Sunday, January 31 and until then dedicated replacement bus services between the two towns would continue to service the journey from Friday evening to Sunday night.

Western Australia Minister for Transport Simon O’ Brien

Parliamentary Secretary for Transport  Murray Cowper

Safety improvements for Forrest Highway/Old Coast Road intersection

Victor P Taffa

In a key announcement Parliamentary Secretary for Transport Murray Cowper has ensured that Main Roads Western Australia will carry out minor works to improve the delineation of the intersection at Forrest Highway and Old Coast Road.

Main Roads WA and WA Police have met to ensure that safety is a priority at Forrest Highway/Old Coast Road intersection.

Parliamentary Secretary to the Minister for Transport and Murray Wellington MLA Murray Cowper said the works, which included additional signs and pavement markings, were decided on by senior Main Roads safety officers and WA Police, who met on site yesterday following a double fatality there on Tuesday.

 

 

 

 

 

Mr Cowper said there had been six other crashes at the intersection since the new highway was opened last September.

 

 

 

 

 

 

 

 

“Last Tuesday’s double fatality is an absolute tragedy and I sympathise with the families who have been affected.” he said.

“Main Roads officers were at the intersection last Friday installing ‘T-junction ahead’ warning signs and an additional ‘give way’ sign. Since then we have had this awful tragedy and Main Roads and Police have responded quickly and appropriately.

“Feedback from WA Police indicates that once drivers have passed the ‘give way’ sign on Old Coast Road, they become confused within the through-traffic lane Northbound on Forrest Highway, which delays their crossing by a number of seconds.”

The intersection will be more clearly delineated with:

• Relocated ‘no entry’ signs and improved ‘keep left and ‘keep right’ signs

 

• Kerb arrow and pavement markings

 

• Chevron hazard signs.

 

“While the design of the three-way intersection is sound, and there is good, long range visibility in all directions, these works will enhance its delineation, especially coming out of Old Coast Road,” Mr Cowper said.

“Works will begin today and be completed next week. Driver behaviour at the intersection will be closely monitored in ensuing months.”

Queensland Shadow Minister for Transport Fiona Simpson

Victor P Taffa

Penalty fares should be suspended

According to Qld Shadow Minister for Transport Fiona Simpson the Government is failing to deliver equitable relief for commuters.

The unfair penalty fee on paper public transport tickets should be suspended until the Bligh Labor Government has resolved go card access issues, the Opposition said today.

LNP Leader John-Paul Langbroek said commuters who were unable to purchase a go card shouldn’t be paying higher fares.

“Essentially the Bligh Labor Government is penalising commuters for not using a go card but it has failed to make go cards accessible for everyone who catches a bus, train or ferry.”

 

 

 

 

 

 

 

“Only 34 out of 144 train stations currently have the facility to sell go cards but the Bligh Labor Government has rolled out this unfair fare hike regardless.”

“This is a matter I will be referring to the Office of Fair Trading to investigate.”

LNP Transport spokeswoman Fiona Simpson said today’s Translink announcement that go cards would be for sale at all manned train stations by March was too little too late.

“It is simply unacceptable that commuters can’t buy a ticket at most railway stations without being penalised, but bus travellers and ferry users also need to be able to buy a go card easily.”

“There are too many suburbs and communities where people can’t buy or top up their go card it is simply too difficult use.”

“Minister Nolan needs to stop hiding behind public servants and face up to her failure to introduce a workable system.”

 

 

 

 

 

 

 

 

The Liberal/National Opposition (LNP) are quite right to condemn an arrogant Government that is still in a slumber from the early election that was called.

When Government’s begin to realise that the public simply want easy access to a reliable train service and a convenient ticketing system would not be a moment too soon.

WA  Minister for Transport  Simon O’Brien

Transport Minister Simon O’Brien today announced the State Government would contract major Norwegian shipping company, Jebsens to provide shipping services to the State’s North-West.

 “Communities and industry in the remote North-West will continue to enjoy the benefits of a State-assisted shipping alternative to road transport for the movement of vital freight supplies,” Mr O’Brien said.

 The Minister said the Government had been presented with compelling evidence that moving goods by ship helped limit freight costs into remote regions.

“Having a Government-assisted shipping service to the North-West can deliver significant savings in the cost of living and the cost of doing business for communities, industry and Government,” he said.

Mr O’Brien said Jebsens had presented an exciting and innovative proposal, which involved integration with other new international and coastal operations.

“Jebsens’ approach will benefit users of North-West shipping services through better delivery times, more shipping capacity and cheaper freight rates,” he said.

The Minister said Jebsens was a long standing and successful shipping company with vast experience in coastal shipping services in Australia and overseas.

“The continuation of the assisted North-West shipping service is timely, given the exciting development taking place in the region,” he said.

“Already, key cargo interests have shown faith in the new contract with in-principle commitments of significant future freight to the service.”

Mr O’Brien said the shipping service also helped make North-West roads safer by taking trucks off the network, especially those carrying over-sized and dangerous freight.

He said Jebsens would commence the new service as soon as a vessel was secured and associated arrangements put in place.

Mike Baird, NSW Shadow Treasurer

 

 

 

 

GOVERNMENT USING MANLY FAST FERRY TO FILL UP COFFERS

The tender for Manly’s fast ferry service should be awarded to the company offering the best service to commuters, not the most money to the NSW Government, said Manly MP Mike Baird. 

 

 

 

 

 

 

It is symbolic of the State Government that they are using Manly’s fast ferry contract to raise revenue, with total disregard for commuters. Mr Baird said.

 

 

 

 

 

 

 

The tender to run the fast ferry service is about to be awarded and we have a real concern commuters are likely to get a second-rate service.

 

 

 

 

 

 

By not naming a fixed price for the wharf access fee in the tender, it is clear they are treating the tender process as a grab for cash.

 

 

 

 

 

 

We wrote to the Transport Minister back in August and we reiterate our plea for the price of the wharf access fee to be fixed.

 

 

 

 

 

 

The fast ferry contract should not be determined on who is offering the most money to the Government.

 

 

 

 

 

 

 

 It should be awarded to the company offering the most frequent services, the best customer service, the cheapest fare, and the most reliable and environmentally friendly vessels.

 

 

 

 

 

 

 

 

The State Government is throwing all principles of good public transport out the window at our expense.

 

 

 

 

 

 

 

 

  

The Manly community was left in the lurch when the Rees Government axed the JetCat a year ago.

 

 

 

 

 

 

Because of pressure from the community, spearheaded by the Fix Our Ferries Group, the service was put out to tender.

 

 

 

 

 

 

Now we risk losing a good service because the Government is being greedy and seeing the five-year tender as an opportunity to fill their coffers.

 

 

Victor P Taffa

 

Train services have returned to the new and improved Belair line following a multi-million dollar makeover of the track and several of its level crossings.

 

 

 

 

 

 

 

 

Transport Minister, Patrick Conlon said the project had gone extremely well and had been delivered on time and on budget.

 “What was a very complex project has been completed in just four months which demonstrates this government’s commitment to delivering a new era for public transport,” he said.

 “The 15 kilometres of new track laid forms part of the State Government’s $2 billion, decade-long revitalisation of Adelaide’s public transport system.

 

“Before the year is out work will commence on the upgrade of the Outer Harbor and Noarlunga lines while pre-construction activities have begun to extend the rail network to Seaford.

 

 

 

 

 

 

“I want to make special mention of the local community and Belair line customers who have been affected during the construction period and thank them for their patience.

“The community has been fantastic and will reap the benefits of this project for a long time to come.”

 Services have resumed to the existing Belair line train timetable and commuters can also look forward to seeing upgraded stations at Blackwood, Coromandel and Eden Hills.

 Construction of the Belair line has also made a contribution to the local economy through jobs creation and flow-on benefits for local businesses and suppliers.

The project has helped create local jobs with over 170 people working on the construction site, 80% of which are Adelaide based sub-contractors and labourers.

 The renewal of the Belair line has delivered:

 

• Upgraded track formation (base-layer) and ballast (rock material under sleepers)
• Improved stormwater drainage
• Improvements to track geometry and alignment within the existing rail corridor
• New long-life, gauge convertible concrete sleepers

 

While New South Wales questions whether or not it should retain a heavy rail network at all, for South Australia it is not a matter of if but when railway lines are upgraded and for Belair it is a faith in rail renewal.