Pre‐Budget Submission 2009‐10

Contents

1 Budget context...... 1 1.1 Oil vulnerability ...... 1 1.2 Climate change ...... 2 1.3 A Green New Deal...... 2 2 Savings Initiatives ...... 4 2.1 Fringe Benefits Tax...... 4 3 Expenditure/Asset Initiatives...... 5 3.1 AusLink ...... 5 3.1.1 Guiding principles ...... 5 3.1.2 Urban Corridor ...... 6 3.1.3 Melbourne‐Adelaide Corridor ...... 10 3.1.4 Melbourne‐Brisbane Corridor...... 12 3.1.5 Melbourne‐ Corridor ...... 13 3.1.6 Melbourne‐Mildura Corridor...... 14 3.1.7 Melbourne‐Sale Corridor...... 16 3.1.8 Sydney‐Melbourne Corridor...... 16 3.2 Major Cities/Building Australia...... 19 4 References...... 20

© Public Transport Users Association 2009 247 Flinders Lane MELBOURNE VIC 3000 www.ptua.org.au ABN 83 801 487 611

1 Budget context

The 2009‐10 Budget is being prepared in a highly challenging environment. The global financial crisis is creating fiscal risks for government and a cloudy economic outlook for Australian families and businesses. What the global financial crisis has not done, however, is lessen the need for urgent and decisive action to cut carbon emissions and reduce oil vulnerability.

1.1 Oil vulnerability

Although crashing demand has dependence on uncertain reduced oil prices to well below international supplies, national the record set in July 2008, the energy security and our trade International Energy Agency balance will suffer unless we warns that the global financial reduce oil consumption. Families crisis could stifle petroleum and businesses will also suffer if exploration and development just they remain dependent on as depletion of existing fields private road transport and thus accelerates, leading to sharp price vulnerable to higher oil prices. It spikes in coming years (IEA is now a national imperative to 2008). reduce reliance on motor vehicles by investing in fast, frequent and Furthermore, much of the hoped‐ well‐integrated public transport for increase in production is and rail freight networks and by expected to come from OPEC making our cities and towns nations which are themselves more conducive to walking and seeing rapidly increasing cycling. populations and domestic oil consumption. It now seems likely that exports from oil Figure 1.1: Energy consumption exporting nations will begin to 3.5 decline sooner than the peak in 3 global oil production which 2.5 2 many analysts expect to arrive 1.5 within a decade (ASPO 2008, 1 0.5 pp.2‐5). MJ passenger per km 0 Car Bus Light Electric With Australia’s self‐sufficiency rail/tram in oil production also in terminal Source: Newman 2000 decline and our growing

1 1.2 Climate change

The transport sector – the transport energy use, fuel dominant user of oil in Australia substitution away from fossil – is also a large and growing fuels to renewable energy. source of carbon emissions. The best solutions to reduce our The Federal Government should vulnerability to peak oil are also play a central role in this task by the best solutions for reducing expanding and upgrading rail transport emissions – that is, networks and ensuring world’s shifting journeys to public best practice transport planning transport, rail freight, cycling and and management. walking and, for residual

Figure 1.2: Transport energy consumption and electricity production and consumption in Australia (2006‐07)

1,500

Solar & 1,000 wind

Hydro

500 Thermal Energy (Petajoules) Energy

0 Transport energy Electricity Electricity production consumption consumption

Note: Thermal electricity production includes coal, petroleum, gas and biomass. Source: ABARE 2008

2 1.3 A Green New Deal

In the midst of the most severe Recommendation: Make economic upheaval in many investment in public transport, years, economists and rail freight, cycling and walking a organisations right up to the central part of any efforts to United Nations have proposed a stimulate economic activity. “Green New Deal” to re‐energise the global economy on a sustainable footing. Investment in sustainable transport can be a central plank of the Australian Government’s response to current economic uncertainty. A federal commitment to high‐ quality rail networks can contribute to employment during the construction phase and boost national productivity in the longer term by helping to minimise transport congestion, improving access to employment and eduction and by making supply chains more efficient.

In doing so, investment in sustainable transport would not only address the immediate economic challenges facing Australia, but also address the looming threats of peak oil and climate change and deliver lower‐cost mitigation options to Australian families and businesses. We outline a range of priority investments in the following sections.

3 2 Savings Initiatives

2.1 Fringe Benefits Tax

Research undertaken by RMIT Figure 2.1: Statutory method tax and La Trobe Universities has expenditure shown that the statutory method 2,500 for valuing car benefits 2,000 encourages employees to undertake additional driving to 1,500 reach thresholds for more 1,000 generous tax treatment (Kraal, 500 Yapa & Harvey 2008). While ever more favourable tax Taxation expenditure million) ($ 0 2007-08 2008-09 2009-10 2010-11 treatment is offered to employees who drive further each year, this effect can be expected regardless of where thresholds are set.

The direct cost to government of the statutory method concession is approaching $2 billion per annum, which does not count the costs of additional carbon emissions, congestion and business motor vehicle expenses resulting from the statutory incentive in favour of excessive driving.

This tax expenditure should be Recommendation: Revise the eliminated in favour of a statutory method for valuing methodology that encourages motor vehicle fringe benefits to minimisation of vehicle use and reduce the level of taxation that frees up resources for expenditure and to provide an investment in public transport incentive to minimise motor alternatives. vehicle use.

4 3 Expenditure/Asset Initiatives

3.1 AusLink

3.1.1 Guiding principles

3.1.1.1 Oil vulnerability The bipartisan report from the Recommendation: Revise Senate Inquiry into Australia’s AusLink corridor strategies to Future Oil Supply recommended prioritise measures that reduce that “corridor strategy planning demand for private motorised take into account the goal of transport and encourage reducing oil dependence” and modeshift to walking, cycling, that “existing AusLink corridor public transport and rail freight. strategies should be reviewed accordingly”. These recommendations were premised on concerns expressed by the 3.1.1.2 Management reform in International Energy Agency in the transport sector the World Energy Outlook 2006, yet the more recent World Energy Infrastructure Australia’s Outlook 2008 has further December 2008 Report to the intensified warnings about the Council of Australian Governments cost and security of transport noted that many submissions energy supplies in coming years. requesting funding for projects This highlights the pressing need had serious deficiencies such as to revise AusLink corridor failure to relate proposals to strategies to actively prioritise broader planning, weak or absent improvements to public economic analysis and limited transport, active transport and option identification rail freight, and to manage (Infrastructure Australia 2008, demand for road transport rather p.77). These shortcomings are than pursuing outdated “predict not surprising given the funding and provide” approaches based patterns and biases in transport on increased supply. funding identified by the Australasian Centre for the Governance and Management of Urban Transport (Russell 2008).

5 The Garnaut Climate Change Recommendation: Develop a set Review also noted that current of Best Practice Management arrangements can “creat[e] Guidelines, applicable to both incentives for state and territory road agencies and public governments to give priority to transport governance bodies, road (where they can achieve with Commonwealth funding to matched funding) over rail the states conditional on its projects (which they must fully implementation (following the fund)” (Garnaut 2008, p.457). example of National Competition

Policy), and explicitly include These deficiencies should be public transport within the scope addressed by establishing best of AusLink corridors. practice guidelines for transport management, including triple bottom line criteria that recognise the urgency of reducing transport energy demand and greenhouse emissions, and by broadening federal transport funding (including AusLink) to include urban public transport.

3.1.2 Melbourne Urban Corridor

The Melbourne Urban Corridor Strategy (Melbourne Strategy) 3.1.2.1 Upgrading train control, notes that 84 per cent of VKT on signals and Melbourne’s urban roads is communications private passenger cars (p.8). The equipment Melbourne Strategy also The Melbourne Strategy states recognises that “public transport that “freight often is particularly important in experience prolonged delays providing for peak travel and the from variability of passenger potential to free up road space train movements due to track for freight and commercial capacity, aging signalling and transport” (p.2). train control systems”. It also notes that upgrading control, signals and communications equipment for urban and regional passenger and freight

6 trains would relieve congestion both passenger and freight and assist freight movements. movements. Similarly, the single track Altona loop on the While proposals to augment the Werribee line flows through to capacity of Melbourne’s rail delays on the West Gate route network have been put forward, (shared also with the Geelong many of these proposals have Corridor). These bottlenecks are very long lead times and it would not addressed by current be at least a decade before they proposals to boost network provide any relief for passenger capacity. or freight movements. Upgrading control, signals and communications equipment Recommendation: Duplicate all could provide much more single track sections of railway immediate relief and enable more within Melbourne’s Urban efficient utilisation of existing Growth Boundary (using gauge capacity. convertible sleepers on broad

gauge lines).

Recommendation: Update control, signals and communications equipment for 3.1.2.3 Grade separation of passenger and freight trains and major road and rail provide full network coverage. crossings While in most cases the main beneficiaries of elimination are private motorists, 3.1.2.2 Duplication of single in some cases grade separation track rail sections in can also benefit public transport urban areas users and rail freight operations. The Melbourne Strategy notes For example, passenger and that “trains can experience delays freight trains (including express and load breaches due to single services) on the Frankston line line sections”, and that are limited to 15km/h when duplication would relieve crossing Glenhuntly Road and congestion and assist freight the extended time required for movements. For example, delays trains to traverse the crossing related to the single track section results in additional delays for from Dandenong to Cranbourne road users and intersecting reverberate right along the public transport services. Dandenong rail corridor affecting

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Recommendation: Implement a 3.1.2.5 Bacchus Marsh level crossing elimination duplication and program, focussing initially on electrification the following crossings: ● Springvale Rd, Nunawading; The Melbourne Strategy notes ● Glenferrie Road, Kooyong; that “improvements in public ● Toorak Road, Malvern; transport services and ● Glenhuntly Road, Glenhuntly; infrastructure in the Deer Park‐ ● Clayton Road, Clayton; Caroline Springs‐Melton growth ● Burke Road, Gardiner; corridor will safeguard the ● Springvale Road, Springvale; capacity of the Deer Park ● Riversdale Road, Camberwell. Bypass” (p.3). Electrification would allow higher capacity metropolitan rolling stock to serve this rapidly growing corridor and release additional 3.1.2.4 Sunbury electrification paths for regional services to Electrification of the Sunbury line Ballarat and beyond when was recommended by the East combined with duplication. West Link Needs Assessment (Eddington 2008, p.216) which was referred to in the Melbourne Recommendation: Duplicate Strategy, and this single track sections of railway recommendation has been between Deer Park West and adopted in the recently released Bacchus Marsh (using gauge Victorian Transport Plan (State of convertible sleepers), electrify the 2008, p.72). line from Sunshine to Bacchus Electrification would improve the Marsh, and construct a new capacity and accessibility of railway station to serve Caroline public transport services in a Springs. growth area as prioritised in the Melbourne Strategy and also benefit regional passenger and freight services to Bendigo and beyond. 3.1.2.6 Traffic priority measures for high occupancy vehicles Recommendation: Electrify the The impact of traffic on the existing railway line from reliability of the public transport Sydenham to Sunbury. system is recognised as a key challenge in the Melbourne

8 Strategy (p.22), hence improving Recommendation: Implement the capacity and reliability of the dynamic signal priority on tram public transport system to and SmartBus routes to provide alleviate congestion (p.23) and priority to public transport providing priority for high services whether running late or occupancy vehicles (p.26) are according to schedule. Withhold identified as strategic priorities AusLink funding from states that under the Strategy. fail to implement comprehensive

signal priority for public Our research has shown that transport. trams can waste as much as one third of their operating time waiting unnecessarily at traffic lights (Morton 2007) which severely curtails their 3.1.2.7 Develop public contribution to congestion transport networks in minimisation and effectively growth areas reduces the capacity of the tram Although Melbourne has the fleet by up to 30 per cent. foundation of a comprehensive rail network, there have been few European‐style “dynamic signal significant additions to the priority” can provide highly cost‐ network since construction of the effective travel time savings of Glen Waverley line in 1930. around 20 per cent1 and thereby Many growth areas have very increase capacity and reliability poor access to public transport for road‐based public transport and this is reflected in low public by a similar magnitude. transport mode share in such Infrastructure Australia’s areas and congested road December 2008 Report to the networks. In a number of cases, Council of Australian Governments access to public transport also recognised the value of networks in growth areas can be traffic signal priority in significantly improved by simple increasing the efficiency and rail extensions along existing attractiveness of public transport reservations such as disused (Infrastructure Australia 2008, railway alignments. p.31).

1 http://www.rec.org/rec/programs/telem atics/cape/goodpractice/trnsprt/doc/MU NICHBalance.doc

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Recommendation: Duplicate the

Cranbourne railway line and extend it to Clyde, duplicate and extend the Epping line to

Mernda, duplicate and electrify the Frankston line to Baxter and extend the Vermont South tram

(route 75) to Stud Road and Knox

City Shopping Centre.

3.1.3 Melbourne-Adelaide Corridor

While the Melbourne‐Adelaide Corridor Strategy (Adelaide In addition to shifting more Strategy) notes that the road freight by rail, improvements to component of the corridor rail infrastructure could also generally provides efficient, safe encourage a shift in passenger and reliable travel that meets movements from private vehicles current levels of demand, the rail to passenger rail services. component is sorely lacking in Freight and passenger mode shift terms of capacity, efficiency and to rail would have safety benefits reliability with serious due to the significance of fatigue consequences for the corridor’s in road crashes along the corridor competitiveness. This provides which occur despite the relatively very clear guidance on high speed of travel and investment priorities for the consequent short journey times corridor. considering the length of the corridor. The Adelaide Strategy also recognises that rail mode share Duplication and electrification of can be increased with the Melbourne to Bacchus Marsh improvements to rail line as recommended above infrastructure and operations (Section 3.1.2.5) would also (p.6). Such improvements would deliver greater capacity to the reduce heavy vehicle traffic along Melbourne‐Ballarat section of the the road corridor, thereby Melbourne‐Adelaide corridor minimising road surface which the Adelaide Strategy deterioration and the risk of notes is facing significant collisions between heavy vehicles population growth. and passenger vehicles.

10 3.1.3.1 Passing opportunities freight. Potential interstate rail Capacity and reliability on the routes that would increase rail corridor is hampered by capacity and reliability of the inconsistent and irregular Melbourne‐Adelaide Corridor passing loops, with many are thwarted by breaks of gauge passing loops unable to at Pinnaroo in South Australia accommodate longer trains and at Heywood on the Portland (p.13). Capacity and reliability standard gauge line. Rail access would be enhanced by increasing to the Port of Portland from Triangle is also the number of passing within the Green constrained by the break of opportunities and ensuring all gauge at Heywood which passing loops can accommodate resulted in the consequent 1,800 metre trains in line with the ATC target. closure of the broad gauge line from Heywood to Mt Gambier, for no other reason than the Recommendation: Increase the gauge incompatibility. number of passing loops, ensuring all new and existing We propose a national “Bringing loops are at least 1,800 metres in our rail network up to standard” length. Where more significant program which is outlined in the scheduling challenges exist, attached submission to undertake more extensive Infrastructure Australia (Section duplication of single track 3.5.3). Elimination of breaks of sections. gauge would enable a truly integrated and efficient national rail freight network and contribute to a more sustainable 3.1.3.2 Standardisation and productive transport sector.

Rail operations in Victoria and South Australia in particular are Recommendation: Standardise adversely affected because their the broad gauge lines from original broad gauge rail Heywood (Portland line) to infrastructure is constricted by its Mount Gambier (SA) and from incompatible coexistence with Geelong to Mildura, Yelta and the expanding interstate standard Pinnaroo via Ballarat and gauge rail network. The Maryborough. Adequate passing significant break‐of‐gauge opportunities should also be problems that result from this ensured with generous provision hamper the competitiveness, of additional passing loops and reliability and productivity of rail duplication where appropriate.

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3.1.4 Melbourne-Brisbane Corridor

While there is no direct railway the primary route for a north‐ line between Melbourne and south rail link, reconstruction of Brisbane, the Melbourne‐ the Narrandera to Tocumwal Brisbane Corridor Strategy (the line, in tandem with Brisbane Strategy) notes the standardisation of the Mangalore importance of rail links from to Tocumwal line, would inland regions such as the broad enhance the contribution of rail gauge line to Tocumwal (p.4). to the freight task in the component of the Melbourne‐ The Brisbane Strategy notes that Brisbane corridor and could the Tocumwal line is in sub‐ provide an alternative route in standard condition (p.17), which the event of disruption on the will reduce the line’s contribution primary north‐south route (e.g. to the freight task over time. The via Albury). Such a link would line also shares its alignment also provide additional capacity with the Melbourne‐Sydney between Sydney and Melbourne Corridor as far as Seymour, and and reduce vulnerability to the Seymour to Albury (and incidents which are recognised Oaklands) broad gauge line is by the Sydney‐Melbourne currently being converted to Corridor Strategy as harmful to standard gauge. Standardisation reliability (p.10). For example, of the Tocumwal line (and derailments near Wangaratta, branches) would deliver Benalla and Chiltern have caused significant efficiency gains as a significant disruptions to double track standard gauge passenger and freight services route could replace a single between Sydney and Melbourne broad gauge track and single in recent years, and an alternative standard gauge track for the route via Tocumwal could have entirety of the route between mitigated the impact of those Melbourne and Albury. incidents.

The Mangalore to Narrandera These factors point not only to an alignment through Shepparton urgent need to upgrade the and Tocumwal may also be condition of the Tocumwal line, considered for a direct rail but also to convert it to standard corridor between Melbourne and gauge so that the entire Brisbane. Even if this sub‐ alignment from Melbourne to corridor option is not pursued as Seymour and beyond can be

12 standardised to provide greater Recommendation: Standardise capacity and reliability for the broad gauge lines from passenger and freight services on Melbourne to Cobram, both the Sydney and Brisbane Tocumwal and Dookie via corridors. Shepparton, and reconstruct the

standard gauge line from

Narrandera to Tocumwal. Track

condition and alignments should

be simultaneously upgraded to

allow continuous operating

speeds of at least 100km/h. Adequate passing opportunities should also be ensured with generous provision of additional passing loops and duplication where appropriate.

3.1.5 Melbourne-Geelong Corridor

The Melbourne‐Geelong While the Victorian Transport Corridor Strategy (the Geelong Plan has outlined proposals for a Strategy) recognises that “” to increase improvements to public transport capacity into western Melbourne, between Geelong and Melbourne this is not expected to be could “reduce passenger traffic completed until well into the next growth on the corridor and free decade. The Geelong Strategy up space for commercial has identified capacity problems vehicles” (p.13). The Geelong as a short‐term deficiency (i.e. Strategy does however state that prior to 2015) that will therefore the corridor suffers from capacity require more immediate problems which result in delays solutions than offered by the and poor reliability for passenger regional rail link. and freight services. The Geelong Strategy also recognises that “any increase in the capacity of this [broad gauge] network would benefit the freight carrying capacity of the AusLink Network” (p.2).

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Recommendation: Grade‐ separate and triplicate the existing broad gauge line between Newport and Footscray, to provide additional capacity for broad gauge passenger

(suburban and long distance) and freight trains. Upgrade signalling to allow shorter headways and faster operation of intercity services while in the

Melbourne urban area.

3.1.6 Melbourne-Mildura Corridor

the current upgrade project will 3.1.6.1 Infrastructure condition not rectify these serious The Melbourne‐Mildura Corridor deficiencies. Strategy (the Mildura Strategy) recognised the appalling condition of the Mildura railway Recommendation: Expand the line which fundamentally Mildura Rail Freight Upgrade undermined the viability of rail project to increase the number freight services on the corridor and length of passing loops and (p.11). In light of this, the to permit higher axle loadings Mildura Rail Freight Upgrade and faster operating speeds (to currently being undertaken ARTC standards). jointly by the Victorian and Commonwealth governments is a welcome step towards improving the condition of the line and its 3.1.6.2 Standardisation standardisation. The Mildura Strategy notes that The Mildura Strategy also efficient access to the deep water identified the lack of passing Port of Portland is hampered by opportunities as a cause of delays the break of gauge at on the corridor and axle load Maryborough (pp.7‐8). Effective restrictions that are inadequate integration with the intersecting for modern freight train Melbourne‐Adelaide Corridor is operations. We understand that also hampered by the same break

14 of gauge issue and a similar allow faster operating speeds. break of gauge at Pinnaroo over This would enable rail services to the South Australian border. The attract a greater share of the full benefits of proposals to passenger and freight tasks, extend the Mildura line to meet reduce exposure to driver fatigue the main transcontinental line at and improve road safety along Menindee (GHD 2008) are also the corridor. unlikely to be realised if the Mildura corridor remains broad Furthermore, with other regional gauge. lines slated for standardisation, the effective integration of the Piangil line into the broader rail freight network and the viability Recommendation: Standardise of rail freight services along the the broad gauge lines from route would be best assured by Geelong to Mildura, Yelta, standardisation of this and other Pinnaroo, Kulwin and Robinvale lines passing through Bendigo. via Ballarat and Maryborough.

Adequate passing opportunities should also be ensured with generous provision of additional Recommendation: Standardise passing loops and duplication the broad gauge lines from where appropriate. Melbourne to Piangil, Moulamein and Deniliquin via

Bendigo, including Bendigo to

Inglewood and Maryborough. 3.1.6.3 Passenger services Track condition and alignments should be simultaneously Until the Victorian Government upgraded to allow continuous lives up to its commitment to operating speeds of at least return passenger rail services to 100km/h. Adequate passing Mildura, passenger services opportunities should also be along the corridor are provided ensured with generous provision via Swan Hill on the broad gauge of additional passing loops and Piangil line. Journey times for duplication where appropriate. passengers and freight on this line could be improved by providing more passing opportunities and ensuring the track is in good condition to

15 3.1.7 Melbourne-Sale Corridor

The Melbourne‐Sale Corridor generators along the corridor Strategy (the Sale Strategy) points (p.13). out that a specific challenge for the corridor is “recognising that the rail line ... plays a substantial Recommendation: Increase the role in moving passengers and number (and length where has the potential to play a applicable) of passing loops considerably greater role in (using gauge convertible transporting freight and sleepers) on the Bairnsdale line additional passengers” (p.20). and construct spur lines where The Sale Strategy notes the these would enhance the contribution of the rail line to efficiency and competitiveness of “capacity, efficiency, safety and rail freight operations. maintenance outcomes on the corridor” (p.13) and that the line could make an even larger contribution with more passing loops and spur lines to freight

3.1.8 Sydney-Melbourne Corridor

average speed and short travel 3.1.8.1 Infrastructure condition time for a corridor of this length, The Hume Highway has fatigue is a major cause of crashes benefited from a high level of on the route. expenditure over many years such that, as recognised by the By contrast, the Sydney Strategy Sydney‐Melbourne Corridor recognises the damaging effect of Strategy (the Sydney Strategy), historical neglect of rail the “capacity of the non‐urban investment on rail freight sections of the road corridor is competitiveness between generally sufficient” (p.9). The Melbourne and Sydney (p.8). Sydney Strategy also notes that The Sydney‐Melbourne rail the “majority of the Hume corridor suffers from numerous Highway is in good condition” deficiencies including outdated and that “typical speeds are alignments, axle weight above 100km/h, leading to a restrictions, insufficient passing typical travel time of under nine opportunities and speed hours” (p.9). Despite the high limitations. These deficiencies

16 severely limit the 3.1.8.2 rail alignment competitiveness of passenger and The proposed removal of the freight rail services, placing from its additional pressure on the current central location is likely Sydney‐Melbourne road corridor to harm integration with town and on Sydney Airport. bus services and result in Improving the competitiveness of inconvenience to passengers. rail journey times and attracting Serious concerns have also been a greater share of the passenger raised about the impact of the and freight tasks would not only proposed bypass formation on relieve these pressures, but also the Murray River and Wodonga to driver fatigue reduce exposure flood plain and the vulnerability and improve road safety along of the bypass and station to the corridor. flooding.

Current ARTC investment plans will bring welcome improvements to this corridor, Recommendation: Maintain the however the scope could be existing alignment and station expanded to include more location until more significant realignments that will comprehensive environmental bring greater efficiency gains and assessments and option appraisal speed up the delivery of current can be performed. Standardise projects. the existing alignment through Wodonga. Recommendation: Ensure rail alignment is suited to modern train operations, paying 3.1.8.3 Urban congestion particular attention to improved alignment between Junee and Future capacity pressures on the Goulburn. Opportunities should road corridor largely relate to also be sought to upgrade track peak commuter traffic in the quality to high speed standards urban sections such as northern and to provide additional Melbourne and south west passing and overtaking Sydney where most vehicles are opportunities, including through cars (p.3). Management of traffic the standardisation of all broad congestion around the fringes of gauge track between Melbourne Sydney and Melbourne ‐ and Albury (as well as branch recognised in the Sydney lines along the corridor). Strategy as a short‐term strategic priority ‐ will require significant

17 improvements to the standard of public transport services in areas that have traditionally been poorly serviced.

Recommendation: Enhance public transport in northern Melbourne, including the following measures: ● extend and electrify the Upfield line to Roxburgh Park, taking the opportunity to duplicate single track sections beyond Gowrie using gauge convertible sleepers; ● construct a railway station on the Upfield line at Campbellfield to integrate with proposed orbital SmartBus services; ● extend the Epping line to South Morang and Mernda, taking the opportunity to duplicate single track sections beyond Keon Park; ● reserve a corridor to connect the Epping line to the Craigieburn line via Epping North; ● extend tram route 86 to South Morang; ● electrify the railway line to Sunbury as discussed under the Melbourne Strategy above (Section 3.1.2.4); ● construct a spur line to from the nearby to provide improved access to the airport from northern Melbourne.

18 3.2 Major Cities/Building Australia

Our submission to Infrastructure make provision for the required Australia (PTUA 2008) analysis to be performed on the emphasised the importance of initiatives we have proposed. creating an effective network of public transport services that provide genuine choice for both radial and cross‐town journeys. They key measures required to strengthen the network effect in Melbourne and Victoria can be summarised as: • Reforming institutional arrangements; • Expanding service coverage in metropolitan and regional areas; • Integration of rail services, buses and cycling facilities; • Enhancing average journey speeds; and • Boosting the productivity of rail freight.

The full range of initiatives proposed for funding are discussed in the attached submission, and form part of our proposals for funding in the 2009‐10 Budget. In light of Infrastructure Australia’s comments that submissions to them often lacked economic analysis (Infrastructure Australia 2008, p.66), and our own observation that non‐government stakeholders generally lack the resources to undertake such analysis (PTUA 2008, p.5), we propose that the 2009‐10 Budget

19 4 References

ABARE, 2008, Energy Update 2008, Australian Bureau of Agricultural and Resource Economics, Canberra

ASPO, 2008, Peak Oil and Australia’s National Infrastructure, Submission to Infrastructure Australia, viewed 14 January 2009 at: http://www.infrastructureaustralia.gov.au/public_submissions/published/files/ 266_australianassociationforthestudyofpeakoilandgas_SUB.pdf Eddington, R. 2008, Investing in transport – East West Link Needs Assessment, A study by Sir Rod Eddington, Melbourne Garnaut, R. 2008, The Garnaut climate change review, Cambridge University Press, Port Melbourne GHD, 2008, ‘National Link’ – Connecting Australia’s Rail Freight Network, Ballarat City Council, Broken Hill City Council, Mildura City Council IEA, 2008, World Energy Outlook 2008, International Energy Agency, Paris Infrastructure Australia, 2008, A Report to the council of Australian Governments, viewed 10 January 2009 at: http://www.infrastructureaustralia.gov.au/files/A_Report_to_the_Council_of_ Australian_Governments.pdf Kraal, D., Yapa, P.W.S. & Harvey, D. 2008, ‘The impact of Australia’s Fringe Benefits Tax for cars on petrol consumption and greenhouse emissions’, Australian Tax Forum, Vol.23, No.2, pp.191‐223 Morton, A.B. 2007, ‘Observational Analysis of Tram Delays in Inner Melbourne’, Australasian Transport Research Forum (ATRF’07), Melbourne, September 2007 Newman, P. 2000, Sustainable Transportation and Global Cities, Institute for Sustainability and Technology Policy, Murdoch University, Perth PTUA, 2008, Submission to Infrastructure Australia on Victoria’s transport infrastructure priorities, Public Transport Users Association, Melbourne Russell, E.W. 2008, Who decides infrastructure priorities? Federal funding for urban transport in the time of climate change, Australasian Centre for the Governance and Management of Urban Transport, Melbourne State of Victoria, 2008, The Victorian Transport Plan, State of Victoria, Melbourne

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