Queensland

Parliamentary Debates [Hansard]

Legislative Assembly

TUESDAY, 11 OCTOBER 1988

Electronic reproduction of original hardcopy

Papers 11 October 1988 1027

TUESDAY, 11 OCTOBER 1988

Mr SPEAKER (Hon. L. W. PoweU, Isis) read prayers and took the chair at 10 a.m.

ASSENT TO BILLS Assent to the following Bills reported by Mr Speaker— Surrogate Parenthood Bill; Status of Children Act Amendment Bill; Holidays Act Amendment Bill; Drainage of Mines Act Repeal Bill; Forest Park Act Amendment Bill.

PETITIONS The Clerk announced the receipt of the following petitions— Sealing of Gregory Developmental Road From Mr Lester (283 signatories) praying that the Parliament of will take action to ensure the complete sealing of the Gregory Developmental Road. Licensed Sporting Clubs From Mr Lester (67 signatories) praying that the will review the restrictions on trading hours, fund-raising and other activities in licensed sporting clubs. Compulsory Wearing of Safety Helmets by Cyclists From Mr FitzGerald (5 signatories) praying that the Pariiament of Queensland will legislate for compulsory wearing of safety helmets by cyclists. Introduction of Poker Machines From Mr Wells (208 signatories) praying that the Parliament of Queensland will take action to introduce poker machines. Redevelopment of Expo Site From Mr Innes (1 580 signatories) praying that the Parliament of Queensland will reject the River City 2000 proposal and use the Expo site for parkland, the retention of historic buildings and public access to the river for the full length of the site. Petitions received.

STATEMENT OF UNFORESEEN EXPENDITURE, 1987-88 Mr SPEAKER read a message from His ExceUency the Govemor transmitting the Statement of Unforeseen Expenditure to be Appropriated for the year 1987-88. Statement ordered to be printed and referred to Committee of Supply.

PAPERS The following papers were laid on the table, and ordered to be printed— Reports— Public Service Board for the year ended 30 June 1987 1028 11 October 1988 Ministerial Statement

Commissioner for Transport for the year ended 30 June 1988 Rural Lands Protection Board for the year ended 30 June 1988 Darting Downs-Moreton Rabbit Board for the year ended 30 June 1988 Queensland Housing Commission for the year ended 30 June 1988 Tmstees of the Funeral Benefit Tmst Fund for the year ended 30 June 1988. The following papers were laid on the table— Orders in CouncU under— Harbours Act 1955-1987 Harbours Act 1955-1987 and the Port of Brisbane Authority Act 1976-1987 Brisbane and Area Water Board Act 1979-1988 and the Statutory Bodies Financial Arrangements Act 1982-1988 The Supreme Court Act of 1921 Liquor Act 1912-1987 Regulations under— Traffic Act 1949-1985 Motor Vehicles Control Act 1975-1988 Reports— Public Defender for the year ended 30 June 1988 Queensland Tmstees Limited for the year ended 30 June 1988.

MINISTERIAL STATEMENT

Project Pay Packet Hon. V. P. LESTER (Peak Downs—Minister for Employment, Training and Industrial Affairs) (10.09 a.m.), by leave: Project Pay Packet was established in August 1988 following the decision by State Cabinet in July to implement the recommendations of the special committee on employment. I thou^t it timely that I should give a progress report to the Parliament as to how that operation is proceeding. The Commitment to Youth program is part of Project Pay Packet and aims to assist 15 to 18-year-olds who have been unemployed for six months or more. The program comprises a number of major initiatives, including— • funding for an additional 500 traineeships and apprenticeships in the State public service and Govemment instmmentalities; • funding to assist in the placement of an additional 365 trainees and apprentices in the private sector through group training scheme operations; • a substantial promotional campaign to increase employers' awareness of youth co-ordinators around the State to provide advice and personal assistance in placing young people in employment or appropriate education or training; and • funding for places in vocational training programs for 600 to 800 eligible young people in the first year. Since the inception of the program in August, priority has been given to recmitment of youth co-ordinators in the metropolitan area and various regional centres. Those people have participated in an intensive training program and are now operating in Brisbane, , Ipswich, Gold Coast, Sunshine Coast, Rockhampton, Emerald, Townsville and Caims. I expect to have additional youth co-ordinators commencing work in additional regional centres within the next few weeks. A Project Pay Packet hot line—008 017077—has also been established within my Department of Employment, Vocational Education and Training. During the past two Ministerial Statement 11 October 1988 1029

weeks that hot line has received over 700 calls from either young people seeking assistance, employers inquiring about the program or other interested parties. A substantial advertising campaign centred on the program and the support available has been conducted in all sections of the media. The response from the media campaign and, in particular, the large number of genuine inquiries, together with offers of assistance from employers, indicate that the program is meeting a demand which was previously unmet. All unemployed 15 to 18-year-olds wiU be offered either employment or further training—an indication of this Govemment's resolve to ensure that young people in Queensland are employed. I am happy to say that the program is on target and progressing very satisfactorily.

MINISTERIAL STATEMENT Disease in Cattle at Harristown Saleyards, Toowoomba Hon. N. J. HARPER (Aubum—Minister for Primary Industries) (10.12 a.m.), by leave: My ministerial statement goes into some detail about an exotic disease alert in Toowoomba. It is my intention Mr Goss interjected. Mr SPEAKER: Order! The honourable member will listen to what the Minister has to say. Mr HARPER: It is extremely important. I thought that the Leader of the Opposition would have appreciated that fact. It is my intention to seek leave to table the statement and have it incorporated in Hansard. Before doing so, in an endeavour to acquaint members with the details of it, I intend to read the first paragraph, a middle paragraph and the final paragraph. Formal procedures for an exotic disease alert phase were implemented on Wednesday, 5 October when it was reported that a pen of cattle at the Harristown fat-cattle sale in Toowoomba was showing clinical signs suspiciously like those of an exotic vesicular disease. I wish to emphasise that, in my statement, I take the opportunity to thank those members of the media who respected the seriousness of the alert and reported it in a responsible manner. I also draw to the attention of the House the fact that the alert demonstrates the effectiveness of procedures for containing outbreaks of suspected diseases in Queensland and together with the efficiency of the Australian Animal Health Laboratory, which worked continuously throughout the emergency to provide rapid and accurate diagnosis. I seek leave to table the statement and have it incorporated in Hansard. Leave granted. Whereupon the honourable member laid on the table the following document— Ministerial Statement by the Hon. N. J. Harper, M.L.A., Minister for Primary Industries EXOTIC DISEASE ALERT—TOOWOOMBA Formal procedures for an exotic disease alert phase were implemented on Wednesday, 5 October when it was reported that a pen of cattle at the Harristown fat cattle sale in Toowoomba was showing clinical signs suspiciously like those of an exotic vesicular disease. The episode commenced at about 9.30 p.m. on Tuesday evening, 4 October when a stock agent conveyed information to one of my stock inspectors regarding a pen of cows which had been received for sale on the next day. As a result the acting district inspector of stock investigated the pen of cattle at about 10.30 p.m. that evening. He retumed in daylight early next moming when he was able to 1030 11 October 1988 Ministerial Statement

confirm blisters on the noses of some cattle. Inspection with the divisional veterinary officer further confirmed that eleven of the group of nineteen animals had granulating erosive lesions on their noses whilst ulcerated lesions were seen on the coronet on one of the animals and mouth lesions in two of the animals. Although the lesions were believed to be probably due to infectious bovine rhinotracheitis (IBR) or perhaps mucosal disease, both endemic viral diseases, there was sufficient superficial resemblance to low grade Asian foot and mouth disease to justify precautionary measures being implemented. Accordingly quarantine notices were placed on all Harristown saleyards. It was decided that the offering of approximately 1 800 normal cattle for sale be permitted but that no stock would be allowed to be removed fi-om, or to enter, the saleyards until the disease situation was clarified. It was also decided that all persons leaving the saleyards should be required to be disinfected off the premises. The owners of properties which had direct contact with the diseased cattle were notified by telephone and quarantine conditions appplied. So that I could appraise the situation "on the spot" and be available in the event that ministerial directives were necessary I flew from Caims to Toowoomba. I was joined there by my director, veterinary services branch and by Mr. Bertram, senior inspector (stock). Other measures taken included advice of the alert to the State counter disaster organization, the appropriate Commonwealth agencies, and industry organizations who were kept informed of significant developments by telephone and facsimile of ministerial press releases. A well qualified diagnostic team comprising three officers, all of whom had worked with foot and mouth disease in overseas countries, was sent to Toowoomba. Specimens were taken by this team and were flown to the Australian Animal Health Laboratory at Geelong by the Queensland Govemment's police jet aircraft, being accompanied by a senior member of the diagnostic team who was able to report first hand on the clinical signs exhibited by the affected cattle and to take part in discussions with A.A.H.L. scientists. I held discussions with Dr. Bill Snowden, the director of A.A.H.L. and by late on Wednesday evening advice was received that the preliminary screening test results on blood and tissue had been negative to foot and mouth disease. This was less than seventeen hours from the time officers perceived a possible exotic disease problem. Although vehicles and trucks which had delivered "normal" cattle to the saleyards had dispersed before the exotic disease alert was implemented the truck which delivered the diseased cattle was identified and it was established that neither the owner-driver nor the vehicle had contact with other livestock subsequent to delivering the diseased cattle to the Harristown saleyards. The vehicle was delivered to my officers for disinfection prior to the result of the A.A.H.L. tests becoming known. On Thursday moming, 6 October, whilst testing continued at the Australian Animal Health Laboratories a telephone conference was held between all chief veterinary officers of the States and the Northem Territory and the Commonwealth (The consultative committee on exotic animal diseases). The conference lasted approximately one hour and twenty minutes during which it was agreed that the quarantined cattle should be released on the basis of the diagnostic team's report together with negative results from the second round of Australian Animal Health Laboratory testing, and no evidence of development of lesions in those stock which had been in contact with the suspect saleyard group. At about 1.30 p.m. on that day, Thursday 6 October, reports from the laboratory on the liquid phase elisa serology indicated that they too were negative and accordingly the quarantine orders were removed from the saleyards and involved properties. It was decided that the nineteen head which included the diseased animals should be kept under surveillance and in addition, the three properties involved with the diseased animals are to be kept under surveillance for at least a further two weeks. Confirmation of additional negative test results was received on Friday moming, 7 October, and testing for exotics was satisfactorily concluded on Saturday, 8 October. Both A.A.H.L. and the Queensland Govemment's Diagnostic Laboratory at Toowoomba are continuing to search for the cause of the alert. The identification of any endemic virus responsible for the condition is likely to take at least one more week, although these efforts may not be successful because of the age of the lesions. Ministerial Statement 11 October 1988 1031

Following further enquiries by my officers, I approved on Friday the immediate seizure of nineteen head of cattle, the property of Booth and GoUan, Millmerran, which cattle were then being held in the Toowoomba saleyard complex. This action was taken having particular reference to the provisions of section 37 (3) of The Stock Act and in due course the seized cattle will be disposed of in accordance with that Act. A "condition" upon the stock permit issued for the movement of these cattle to the Toowoomba saleyard was that "Stock were to be free from disease". The events which occurred subsequent to the arrival of the stock at the saleyard led me to believe that there is factual evidence that the stock were not free from disease at the time of movement from the Millmerran property on which they were being agisted. Enquiries are continuing, the matter has been referred to the Crown Solicitor and appropriate prosecution action is contemplated. I have directed the chief inspector of stock to destroy three head from the seized stock and I have authorised the autopsy, sampling and disposal of these animals at our Toowoomba veterinary laboratory. The remaining sixteen head, with two calves, will be moved to another State Govemment facility where they will be fed and watered for a period of three or four weeks. I take this opportunity to record my personal appreciation, and that of the Govemment, for the responsible and dedicated manner in which officers of my department handled this alert—a situation which called for some distasteful preventative measures to be implemented in the interests of the total livestock population of Australia, indeed in the interests of the total Australian economy. Although more were involved in the combined operation I do record the contribution made by Messrs. Ian Robertson, D.V.O.; H. Roeger, co-ordinator; R. Gunther, A/D.I.S.; T. Barben, S. Hedge, T. O'Dempsey, and B. Kettle, stock inspectors; R. Porter, G. Gates and T. Reid and Miss M. Moffett; Messrs. I. Douglas, F. Keenan and P. Young, of the diagnostic team; and of course Messrs. I. D. Wells, R. E. Nieper, G.F.D. Langford and T. Bertram from head office and Mrs. K. K. Osborne, my private secretary. I record also my appreciation for the ready co-operation and assistance given by the management and staff of Dalgety-Winchcombe F.G.C. and Catons Primac, by industry organisations and property owners and by meatworks operators, all of whom were undoubtedly inconvenienced to varying degrees by the quarantine restrictions which it was necessary to impose. I thank also the regional police superintendent, and his officers, for their ready response when requested to provide continuous police back-up at the saleyards of the Elders Pastoral Company in order to ensure the integrity of the quarantine order applied to that saleyard. The need for police presence was brought about by the belligerent attitude of the Elders manager in Toowoomba, who repeatedly expressed to both my officers and myself an intention to not co-operate. I take this opportunity also to thank those members of the media who respected the seriousness of the alert and reported in a responsible manner. To ensure that the facts are correctly recorded, the nineteen cows and two calves at foot presently held under the provisions of section 37 (3) of the Stock Act are from twenty-three cows purchased by Dalgetys of Dalby on 31 August, 1988 from a consignment of eighty cows ex Lyndley Pastoral Company sold through the Dalby Saleyards on that date. The twenty- three cows were transferred to Dalgetys, Dalby after sale being held at the saleyards and tested for tuberculosis and bmcellosis before being presented at the Macintyre saleyards on 9th September, 1988 where they were purchased by Messrs. GoUan and Booth, of Millmerran who agisted them on a Millmerran property. I understand that four head of the original twenty- three cows were destroyed by the owner, on private veterinarian advice, on 4th October—the day on which the remaining nineteen head were sent for sale in Toowoomba. This incident demonstrates once again that, for those people associated with livestock, the prompt reporting of unusual symptoms which may be associated with diseased animals is of vital importance so that an appropriate response can be implemented with minimum dismption to other sectors of the livestock industry. The alert also demonstrates the effectiveness of procedures for containing outbreaks of suspected diseases in Queensland, and in Australia, and the efficiency of the Australian Animal Health Laboratory, which worked continuously throughout the emergency to provide rapid and accurate diagnosis. 1032 11 October 1988 Ministerial Statement

MINISTERIAL STATEMENT

World Heritage Listing of North Queensland Rainforest Areas Hon. G. H. MUNTZ (Whitsunday—Minister for Environment, Conservation and Tourism) (10.14 a.m.), by leave: On Friday, 30 September 1988, Senator Richardson announced that he had lodged with the World Heritage Bureau a report containing revised boundaries for the proposed World Heritage area in north Queensland. That was a black day in the history of Commonwealth/State relations in Australia. Senator Richardson's formal announcement indicates that he cares less for the citizens of Queensland and for the future of the Australian Federation than he does for what he perceives as the Commonwealth Govemment's obligations under an intemational convention. Richardson has shown utter contempt for the decent hard-working people of north Queensland and for their democratically elected councils and State Govemment. The arrogance of the man is unbelievable. He totally disregarded the Queensland Govemment's attempts to arrive at a fair and equitable compromise to ensure that an uncontested nomination goes forward to the next meeting of the World Heritage Committee. Queensland's compromise proposal would have resulted in the excision of 40 per cent of the 900 000 hectares originally nominated, with selective harvesting of timber taking place on only 13.4 per cent of the original area. We even agreed to place some form of legislative protection over the balance of the 40 per cent to ensure that the rainforest in that area remained untouched. This was a scientifically, environmentally, economically and socially responsible proposal. In his arrogance. Senator Richardson completely disregarded the State Govemment and local govemment proposals and resubmitted a nomination that was virtually identical to the original nomination. The reduction in the area was less than 1 per cent—in fact, it was two-thirds of 1 per cent. Senator Richardson has the hide to blame the Queensland Govemment and the Queensland negotiating team for failure to reach a compromise. He was not looking for a compromise. He was looking for total surrender by the Queensland Govemment. Commonwealth public service officers on the Commonwealth's negotiating team were quite reasonable, but they were totally overridden by Senator Richardson's lackeys on his personal staff. I have mentioned Senator Richardson's arrogance already, but the arrogance of his personal staff is even more appalling. I take the opportunity to draw the attention of all members to just one example of this arrogance. A few months ago a citizen of Ravenshoe wrote to Senator Richardson opposing the World Heritage nomination. She received a two page letter full of half-tmths. Incidentally, the reply was forwarded to a Mr Kelly when in fact the letter came from a Mrs Kelly. That mistake might be forgivable but what is not forgivable is a postscript in handwriting. Honourable members should listen very carefully to what that postscript said. It reads— "I hope this answers some of your problems—the main one being your gross ignorance you stupid, stupid man." The word "gross" was underlined. The letter was signed by a David Tierney, Senator Richardson's senior private secretary. I seek leave to table the letter. Leave granted. Whereupon the honourable member laid the document on the table. Mr MUNTZ: It is unbelievable that a senior officer should show such contempt for a citizen of this State. No doubt he is only a mouthpiece for the senator. This officer sets the example followed by others on the senator's personal staff. No wonder it was not possible to reach a compromise. The man should be dismissed immediately. Personal Statement 11 October 1988 1033

Senator Richardson seeks to justify his position on the ground that he is saving the rainforests. The north Queensland rainforests are not under threat. They are not in any danger. Queensland has managed them successfully for a century. Our good record of management is recognised intemationally. I call on Opposition members to repudiate Senator Richardson's stand on World Heritage listing. The greenies are dragging the Labor Party into political oblivion. It will never satisfy their insane demands. The Australian Federation is now at the crossroads. In Richardson's latest nomi­ nation document, he informs the intemational body, which will decide the fate of north Queenslanders and the future of the Australian Federation, that the Federal Govemment is prepared to legislate in relation to— • extractive industries; • tourism; • recreation; • communications and transport infrastmcture; and • water impoundments. Galloping centralism has now arrived. We have reached the stage at which all the Australian States have to stand up for their rights. State rights is a term not fully understood by the average citizen. It should be made crystal clear to all Australians that Canberra intends the abolition of meaningful State Govemments and local govemments and the centralising of power in Canberra, with some system of regional govemment under the thumb of Canberra. The results of the recent referendums prove that the citizens of Australia do not tmst the Federal Government and do not want to give any more power to Canberra. The World Heritage listing is not about conservation. It is about a land grab by a Govemment lustful for more and more power. In its recent nomination document that Govemment has said that it is prepared to unilaterally introduce a management plan for north Queensland rainforests involving— 1. Extension of existing interim control of the area through a Federal rainforest agency. 2. Direct control by the agency over the 900 000 hectares of land proposed for listing. 3. A comprehensive system of prohibitions subject to permit and/or zoning plans. 4. Regulations to ensure that all significant development proposals would automatically be considered by the agency. 5. Control direct from Canberra of all human activities such as extractive industry, tourism, recreation, communications and transport infrastmcture and water impoundments. 6. Overriding by the agency of all existing Federal, State and local govemment laws currently in force in the area. 7. Management control to be exercised by the Federal Minister for the Envi­ ronment or the director of the agency. The social, legal and economic implications of this plan are frightening. All Aus­ tralians should be outraged by the Commonwealth's proposal. The Commonwealth Govemment's attempt to create a Commonwealth territory of 900 000 hectares within the State of Queensland should be resisted strongly by this Queensland Parliament and by all Australians.

PERSONAL STATEMENT Mr ROW (Hinchinbrook) (10.20 a.m.), by leave: On Thursday, 29 September, I gave a mling from the chair of this House indicating to the honourable Leader of the Opposition that I would not sustain a point of order raised by him, wherein he sought 1034 11 October 1988 Questions Upon Notice

the withdrawal of certain remarks which were made by the Honourable the Attomey- General in his answer to a question from the Leader of the Opposition, and which the Leader of the Opposition claimed were offensive to him. I now wish to advise the House that, after due consideration, I concede that my mling may be technically unsustainable under existing Standing Orders and may indeed create a precedent which would be difficult for the Chair to sustain in future. I therefore wish to place on record that I now retract my decision made on Thursday, 29 September, and I apologise to the Leader of the Opposition for any concem which he may have suffered.

MR DEPUTY SPEAKER'S RULING Withdrawal of Notice of Motion of Dissent Mr GOSS (Logan—Leader of the Opposition) (10.21 a.m.): Mr Speaker, I accept the apology and I seek leave to withdraw the notice of motion of dissent standing in my name. Leave granted.

QUESTIONS UPON NOTICE

1. Sale of Used Railway Sleepers From Gladstone Area Mr PREST asked the Minister for Transport— "(1) Are used railway sleepers from the Gladstone area being sold to a Brisbane firm or any southem firm? (2) What is the price paid for each sleeper? (3) What is the Gladstone-Brisbane freight rate for such materials? (4) Is the company being charged for the conveyance of these sleepers? (5) What other handling charges are being charged to the company for these sleepers?" Mr I. J. GIBBS: (1) Yes. Sleepers recovered from a resleepering program and for which there is no further departmental use have been sold to a Brisbane firm. (2) The purchase price for these sleepers is 35c each if they are loaded from stockpile and 10c each if they are picked up from the side of the track. (3 to 5) The company is being charged its normal backloading rate for the conveyance of these sleepers in its retuming empty wagons and is paying the appropriate maximum wagonload rate. Such contractual rates are confidential. The company is not being billed for any handling charges. The Railway Department, in conjunction with the company, is sorting through these old sleepers to reclaim any which are suitable for further use and the company is taking any of the balance which are acceptable. Any sleepers remaining are burnt.

2. Fitzgerald Commission of Inquiry; Involvement of Jack Herbert in Drug Trade Mr GOSS asked the Premier and Treasurer and Minister for the Arts— "With reference to evidence before the in relation to the organised dmg trade in Queensland and previous evidence by Jack Herbert denying knowledge of or involvement in the dmg trade— If this evidence establishes that Herbert was either aware of or involved in the dmg trade, will he seek urgent advice from Commissioner with a view to withdrawing Herbert's indemnity from prosecution?" Questions Upon Notice 11 October 1988 1035

Mr AHERN: I have no doubt that if any witness before the Fitzgerald inquiry who has received an indemnity fails to carry out completely the conditions upon which the indemnity was granted, then appropriate action will be taken by the Attomey-General to withdraw the indemnity and subject that person to the severest penalties that the law would, in due course, apply.

3. Expansion of TAFE Training Mr STEPHAN asked the Minister for Employment, Training and Industrial Affairs— "With reference to the increased requirement for an expansion of TAFE training and an increase in places for students in this State— (1) Is the present program catering for the demand from students and parents looking for practical traineeship in education? (2) Has any move been made to sell our training program to overseas students and inform them of our expertise here in this State? (3) If such a venture were to eventuate, what would be the cost to Queensland, TAFE or to students for training here?" Mr LESTER: (1) In the main, the demand for TAFE places in Queensland is being met by TAFE and senior colleges. The vocational program offered by the 32 coUeges and 26 TAFE centres in Queensland involves approximately 130 000 students, 5 500 subjects, and 1 100 courses. At some colleges, however, the demand substantially exceeds the places available in hospitality and catering, business, computing, engineering and child-care courses. To meet this additional demand the Ahem Govemment through Project Pay Packet has increased the number of places available in associate diploma courses in 1989 by an additional 1 500 and a further 1 500 places in 1990. (2) My Department of Employment, Vocational Education and Training has recently embarked on a program of marketing Queensland TAFE courses overseas. In the short time since this program of intemational marketing began, 30 students have been recmited to Queensland TAFE courses. A further 30 applications are currently being processed. (3) These overseas students are accepted into Queensland TAFE courses on a full- fee paying basis and their presence in any TAFE course causes no cost whatsoever to the Queensland tax-payer. The fees paid by these students to date total $111,700. This amount not only pays for the students' places, but effectively subsidises an equal number of Queensland students in TAFE courses.

4. Budget Accommodation for Tourists Mr STEPHAN asked the Minister for Environment, Conservation and Tourism— "With reference to the concem regarding availability of budget accommo­ dation in this State— Has the Queensland Tourist and Travel Corporation's successful policy of attracting major hotel operators from around the world, plus the associated development that goes with such fine hotels, been at the expense of providing budget accommodation for the majority of tourists?" Mr MUNTZ: The State now has 16 intemational hotels of five-star standard and is seeing the honey-pot effect of spin-off development of new tourist attractions, facilities and services, especially in north Queensland. Queensland is now firmly established as an intemational destination in its own right with a world standard product to offer the domestic and overseas tourist. I can reassure this House that it is unequaUed in the southem hemisphere. The dramatic increase in visitor nights—more than double the rest of Australia— is proof of customer satisfaction and the aggressive advertising campaigns of the operators, 1036 11 October 1988 Questions Upon Notice coupled with the marketing efforts of the Queensland Tourist and Travel Corporation and this Govemment. The role of the corporation is to create the right environment in which private enterprise can flourish. To this end, its development department offers an advisory service on all matters associated with the establishment of new product development, with special emphasis on assisting the small to medium sized investors. I can assure the honourable member that our Govemment recognises the need for Queensland to have a wide range of quality tourism products to suit all tastes and income levels. As a consequence, it definitely encourages the Queensland Tourist and Travel Corporation in the development of budget and family-style accommodation.

5. Remote Commercial Television Service Mr HOBBS asked the Minister for Industry, Small Business, Communications and Technology— "With reference to my understanding that the people of outback Queensland could be in jeopardy of losing their new remote commercial television service because of an application now before the Australian Broadcasting Tribunal— What is the current status with regard to this hearing of an objection by the Townsville and Aboriginal Islanders Media Association (TAIMA) against the current licence-holders, Queensland Satellite Television (QSTV)?" Mr BORBIDGE: The Australian Broadcasting Tribunal conducted a hearing in Townsville from 6 to 8 September into an application by the Townsville Aboriginal and Islanders Media Association (TAIMA) to have the current licence of Queensland Satellite Television (QSTV) for remote commercial television altered. The alteration to the licence requested by TAIMA was to force QSTV to produce and broadcast an increased number of Aboriginal and Islander programs. QSTV defended their current licence arrangements and suggested to the tribunal that such an imposition could place the economic viability of the entire service in jeopardy. The Queensland Govemment was represented at the hearing by senior officers of the Department of Industry Development, who supported the current QSTV licence arrangements and argued against any alteration. The decision of the tribunal has not yet been announced but I will keep honourable members informed of developments.

6. Registration Fees for Road Trains Mr HOBBS asked the Deputy Premier, Minister for Public Works, Main Roads and Expo and Minister for Police— "(1) Will he make every effort to lessen the burden of higher registration fees to road train operators in Queensland as announced in the recent Budget, in particular, in relation to prime movers that have the capability of pulling two or three trailers when, in fact, they may at times be pulling only one trailer? (2) Will he make aUowance for a pro rata registration system to allow a fair registration charge to reflect the actual load hauled?" Mr GUNN: (1 and 2) Queensland motor vehicle registration fees for heavy vehicles, including road trains, are moderate when compared with fees for similar vehicles in other States. Operators of road trains are not being asked to pay registration fees on their vehicles' assessed limits. They may nominate the mass for which they wish to be registered. This means that prime movers capable of pulling two or three trailers can be registered to pull fewer, if that is what the operator desires. In addition, during the currency of the registration, operators may vary the registered mass of their road trains, that is, within assessed limits and manufacturer's limits, and pay pro rata. It should be noted that funds raised through motor vehicle registration fees are directed to roadworks. Only a very small proportion of these funds is needed for registration administration. Questions Upon Notice 11 October 1988 1037

7. Retirements and Resignations from PoUce Force Mr INNES asked the Premier and Treasurer and Minister for the Arts— "With reference to his statement in The Courier-Mail of 29 September in which he stated that the figures conceming police losses which I released to the Press during the weekend of 24 and 25 September are nowhere near the tme figures— (1) In the period 1 July 1987 to 30 June 1988, did the Queensland Police Force lose the following number of police for the foUowing reasons: (a) retire­ ments—52; (b) deaths—seven; (c) resignations—95; (d) medicaUy unfit—30; (e) retired for age—two; and (f) dismissed—five, a total of 191? (2) If my figures are incorrect, would he give me the figures which he claims are the correct figures?" Mr AHERN: (1) No. (2) The correct figures are— Retirements (voluntary) 78 Retirements (age limit) 2 Retirements (Medical Board) 29 Resignations 97 Deaths 4 Dismissals 4 Discharges 1 Total 215 Honourable members would agree that as the number of resignations and voluntary retirements represents less than four per cent of the total police complement, it is hardly significant.

8. Babinda-Cairns Section of Bruce Highway Mr MENZEL asked the Deputy Premier, Minister for Public Works, Main Roads and Expo and Minister for Police— "(1) Is he aware of the high volume of traffic between Babinda and Caims on the Bmce Highway and will he arrange for the Department of Main Roads to draw up plans for a four-lane highway to cope with the traffic? (2) As the Palmerston Highway is due for completion in the coming year, will the Minister then instmct the Main Roads Department to upgrade the Gillies Highway to a standard required for the traffic now and in the future?" Mr GUNN: (1) Main Roads monitors traffic growth on the whole of the declared road system, including the Bmce Highway south from Caims. The Caims Area Transport Study Update indicates that increasing congestion and delays will occur on the Bmce Highway to Gordon vale in future years with traffic doubling in about 8 to 10 years. The reduction of national roads funding to Queensland by the Commonwealth Govemment under the planned Australian Centennial Road Development Act will have serious implications for the Bmce Highway in north Queensland with road-upgrading not proceeding as quickly as traffic demand dictates. Main Roads is proceeding with the preparation of four-lane designs between the current four lanes at Whiterock and CoUinson Creek at Edmonton, together with a 1- kilometre section to provide for overtaking near the Yarrabah Road tum-off south of Edmonton. I am pessimistic about proceeding quickly with constmction because of the funding situation and the overall priorities for work on the Bmce Highway in north Queensland. I would urge all residents of the Mulgrave electorate to pressure the Federal Govemment to provide additional national highway funding to Queensland. The Federal 1038 11 October 1988 Questions Without Notice

Govemment takes 30c out of every litre of fuel that you, Mr Speaker, or anyone else buys in Queensland and retums only 5.1c to the State for road-funding. (2) The GiUies Highway between Gordonvale and Atherton is generally of adequate width to cater for current traffic volumes, notwithstanding that it traverses the coastal ranges. Main Roads has identified immediate priorities to reconstmct rough and narrow sections of the road towards the foot of the range. A start on this work will be made in this financial year 1988-89. I understand that the honourable member has discussed these details with the district engineer in Caims.

9. Spraying of Herbicides Mr MENZEL asked the Minister for Primary Industries— "(1) What are the intentions of the State Govemment to review the regulations on aerial spraying and spraying by local authorities in urban areas? (2) Is he aware that certain aerial sprayers do not carry out spraying in a responsible manner?" Mr HARPER: (1) The Agricultural Chemicals Distribution Control Act provides controls over aerial spraying and the ground spraying of herbicides by local authorities. The controls include licensing of agricultural pilots and weed control operators, requiring operators to use chemicals in accordance with their directions, and requiring operators to ensure that meteorological conditions are such that spray drift onto any susceptible crops or stock could not be expected. The prime concem of this legislation is to minimise damage to crops and stock arising out of the commercial use of agricultural chemicals. To ensure that chemicals are used correctly, I am introducing into Parliament, during this session, legislation which will require all users of agricultural chemicals to use them in a manner which is consistent with label directions. I am also developing possible further amendments to existing legislation for consideration. These amendments will provide for action to be taken where the use of agricultural chemicals is detrimentally affecting human health and the environment. (2) The Agricultural Chemicals Distribution Control Act provides the powers for officers of my department to take legal action against agricultural pilots who do not operate in a responsible manner. A number of pilots have been prosecuted for offences against the Act. As recently as June this year an agricultural pilot was successfully prosecuted for misuse of an agricultural chemical. He was fined $300, plus costs. Honourable members will be aware that it is not possible to observe or supervise all aerial spraying operations. Any information regarding what is considered to be irrespon­ sible spraying operations should be passed on to my department for investigation.

QUESTIONS WITHOUT NOTICE Promotion of Sir Terence Lewis Mr GOSS: I refer the Premier to a report in last Friday's Sun, which referred to information from the Fitzgerald inquiry that Sir Robert Sparkes and National Party vice-president. Sir Charles Holm, met now-suspended Police Commissioner Lewis at Charleville some nine days before his elevation to assistant commissioner in 1976, and I ask: has the Premier questioned Sir Robert on any involvement in Lewis' rapid promotion to assistant commissioner and then to commissioner, and can the Premier outline to the House the explanation that Sir Robert and his vice-president gave him if and when he questioned them on their involvement in this matter? Mr AHERN: The current commisson of inquiry being held in this State is the Fitzgerald commission of inquiry, not the Goss commission of inquiry. The Fitzgerald commission is being given every co-operation by every Minister and the National Party organisation here in Queensland. I tmst that the Leader of the Opposition and his Questions Whhout Notice 11 October 1988 1039

organisation are giving the commission their full co-operation and that the Liberal Party is likewise giving its co-operation. The commissioner is the one who will make all of these inquiries and recommen­ dations. I suspect that the honourable Leader of the Opposition is proceeding in a way that is contrary to the views of the commissioner in respect of this matter. The Leader of the Opposition knows as well as I do that this commission of inquiry is reaching a very sensitive stage. The commission is receiving full co-operation, and it is the view of the commissioner that he should be left to do his job. That is my view also.

Association between Sir Robert Sparkes and Sir Terence Lewis Mr GOSS: In directing a second question to the Premier, I refer to his nomination at the National Party conference of Sir Robert Sparkes as party president and also to evidence at the Fitzgerald cormption inquiry conceming frequent contacts by Sir Robert Sparkes with stood-down Police Commisisoner Lewis on matters well outside the interests of the head of a political party, and I ask: as Premier of this State, does he approve of the National Party president's past active and close association with Lewis Government members interjected. Mr GOSS: This week-end. Does the Premier approve of Sir Robert's past active and close association with Lewis on matters well outside his responsibilities as party president, and did the Premier seek any information or assurances from Sir Robert about his connection with Lewis before the Premier gave Sir Robert his endorsement at last week's party conference? Mr AHERN: I find it highly amusing that the honourable Leader of the Opposition asked this question. How many conferences has the State Labor Party held in Queensland in the last half-dozen years? Until very recently, has the Labor Party been prepared to have a conference at all? Is it game to put a thousand members of the Australian Labor Party in a room to determine policy questions? Mr Goss interjected. Mr AHERN: It was not until very recently, because they fight like Kilkenny cats. The National Party is completely democratic. In this State it has never once missed having an annual party conference. I make no apology for the recommendation that I have made. The inquiry that I have always initiated in respect of public issues that have arisen is simply this: is there full co-operation with the commissioner and his officers? The answer has always been, "Yes." That is the only question that I need to ask. The rest of the determinations are for Commissioner Tony Fitzgerald.

Oxley By-election Mr STEPHAN: In asking a question of the Premier and Treasurer, I refer to the Oxley by-election, in which the Labor Party suffered a substantial swing of in excess of 12 per cent away from it. I ask: has the combined vote of the National Party and the Independent candidate, Darby, actually shown an increase on previous figures? Mr INNES: I rise to a point of order. Mr SPEAKER: Order! Under which Standing Order does the honourable member rise? Mr INNES: I rise under the Standing Order which states that the matter of a question must relate to the Minister's responsibility. Mr SPEAKER: Order! I will decide that. Mr INNES: With respect, Mr Speaker, I draw it to your attention. 1040 11 October 1988 Questions Without Notice

Mr SPEAKER: I call the Premier. Mr AHERN: In recent times in Australia there has obviously been an increasing propensity for people to change their voting pattem in a by-election. That has to be stated to the people of Queensland who are trying to interpret what is happening. People vote quite differently in a by-election than they do in a general election. The other issue that has to be raised is that, for a decade, people in Queensland have voted differently in Federal and State elections and those local authority elections in which parties stand candidates. That is another point that has to be understood. The contest in Oxley was a Federal by-election and, therefore, cannot really have relevance to the State sphere. What has to be said is that, quite clearly, when the figure for the National Party candidate is added to that of the vote for the Independent, Darby, who was recently a National Party candidate, the party's vote has increased by 2 per cent. There is no disgrace in the result. It is a thoroughly reasonable supposition to make and there is no doubt at all that fair political pundits will write it that way. Reintroduction of Capital Punishment Mr BURNS: In asking a question of the Minister for Water Resources and Maritime Services, I refer to the fact that last week he went on record as supporting the reintroduction of capital punishment. Given the current evidence of police cormption and verballing, which has undoubtedly resulted in many innocent people being wrongly convicted, and given the evidence by Jack Herbert that a person convicted of murder had an additional, separate sheet inserted into his so-called confession, on the basis of which he was convicted of murder, will he as a Minister who was formerly responsible for prisons, with a knowledge of the department— Mr Austin interjected. Mr BURNS: Does the Minister for Finance wish me to ask him the question? Mr Austin interjected. Mr BURNS: I will ask the Minister next. Does the Minister for Water Resources and Maritime Services still stand by his statement and his belief that people convicted in the Queensland court system, with the current system of verballing, should be hanged? Mr SPEAKER: Order! To whom did the honourable member for Lytton address that question? Mr BURNS: The Minister for Water Resources. Mr SPEAKER: Order! That has nothing to do with the Minister's responsibility. Mr BURNS: Mr Speaker, thank you very much. Do I get two more questions? Mr SPEAKER: No, but the member for Lytton could redirect that to the Minister for Cortective Services. Mr BURNS: No. I will redirect it to the Premier. Mr SPEAKER: Mr Premier, did you hear the question? Mr AHERN: I think that in the context of the question being directed to me, it should be rephrased. Mr BURNS: I asked Mr Speaker if I could ask two more questions and he said, "No." Now the Premier has said that I can, so I will agree with his mling and disagree with Mr Speaker's mling. In asking the question of the Premier, I refer to his comment that in his term there will be no death penalty and to the case of the old man whose photograph has appeared Questions Whhout Notice 11 October 1988 1041

in the paper, who was convicted of murder after being verballed and who is now seeking some relief I ask: because of the cost of appeals that such people would incur, will he take some steps to ensure that people who are convicted of serious charges and who allege that they have been verballed will be given an opportunity to appeal against those decisions without cost? Mr AHERN: The question from the honourable member has changed significantly in the translation. It is not now a question on capital punishment Mr Burns: Yes, it is. Mr AHERN: It is a question on verballing. Mr Burns: Verballing and capital punishment. Mr AHERN: Would the honourable member like to add anything further? Mr Burns: You keep inviting me, and I'll keep putting them up. Mr AHERN: Verballing is an issue that has now arisen in the Fitzgerald inquiry. Obviously, it has to be addressed, and addressed soon, before the final reporting of the commission of inquiry. The Minister for Justice and Attorney-General has the matter under consideration. Discussions have taken place between the Minister's officers and Commissioner Fitzgerald as to an appropriate response. Obviously, issues need to be addressed in relation to cases that have gone through the total system of legal remedies which currently exist. The Attomey-General still has some discretion in the matter. One of the suggestions that is being actively examined at present is for a panel of respected retired judges to review evidence and to provide advice to the Attomey-General. When the Govemment is able to make an announcement, it wUl. In respect of all the issues related to the Fitzgerald inquiry—the Govemment is dealing with them one at a time and taking advice in respect of each of them. It is waiting, where possible, for the commissioner's final recommendation to be made. However, this issue obviously needs to be dealt with before May next year, when the final report comes down, and it will be so dealt with. In respect of capital punishment, which I think was still included in the honourable member's question—it is an issue on which my party has a clear policy of long standing. It relates to the conscience of members of Parliament. Where a conscience issue applies, my party has a policy that it does not seek to compel anyone to proceed against his conscience. I stated to the party conference very clearly where my conscience lies in this matter. It is not an issue that can be debated; it is either there or it is not. I hold a view which is based upon a generality of issues, one of which the honourable member described—that a mistake may be made. Secondly, there is the broader issue as to whether man has the capacity to take the life of another, whatever the circumstances and however abhorrent the crime. I have considerable difficulty with that issue, and I have stated so. However, it must be respected that others have similar views. Others in the community have concerns for the victim, which outweigh the other consideration. Their views should be respected also. 1 respect that in the general community there is actually a majority view—and probably a very substantial majority view—in abstract, anyway, about the death penalty and how it should apply to perpetrators of very violent crime. Despite that fact, my conscience on the issue is quite clear. I expressed my view and that is where the issue rests. However, I do not think that, when we enter into this debate, we should deplore the position of others who have a different point of view which is strongly held. I respect others' views on the matter. However, my view is quite clear, it is categorical and it will not be changed. 1042 11 October 1988 Questions Without Notice

Accommodation for Intellectually Handicapped People in Nakina Street, Musgrave Hill Mr HYND: In directing a question to the Minister for Family Services and Welfare Housing, I refer to the two parcels of land in Nakina Street, Musgrave Hill in my electorate which have been set aside for accommodation for intellectually handicapped people. I ask: what plans do he and his department have this financial year to build accommodation on that land? Mr McKECHNIE: I am aware of the land in question. It is my understanding that tenders will be called this month for three double-storey and one single-storey townhouses for the use of intellectually handicapped people. It is also my understanding that attempts are being made to finish the units so that they can be occupied by June of next year. I thank the honourable member for his representations. The department is trying desperately to help people who are intellectually handicapped to live in the community. That accommodation is needed badly. It is tremendous that people are keen to have these types of facilities in their electorates. I look forward with interest to following the result of the constmction of those townhouses. I am certain that they will be very well accepted in the honourable member's electorate.

Police Academy Intake for 1988-89 Mr INNES: I ask the Deputy Premier, Minister for Public Works, Main Roads and Expo and Minister for Police: how many recmits does the Queensland police force intend to take into the Queensland Police Academy in the financial year 1988-89? Mr GUNN: It is very hard to determine that matter until the number of retirements and so on are known. I can assure the honourable member that the academy will be working at full pressure to ensure that an extra 200 recmits are taken into the academy in this year and in the following two years. I remind the honourable member that in addition to those 200 recmits, the completion of Expo within the next couple of weeks will enable the release of 124 extra police into the system. At present there are approximately 365 at the academy. That includes officer training and so on. I repeat that the academy will be working at full capacity as soon as it receives that intake.

Brisbane International Airport Facilities Mr ELLIOTT: I ask the Minister for Environment, Conservation and Tourism: could he inform the House of the lack of world standard intemational facilities at the Brisbane international airport terminal? In addition, would the Minister indicate to the House whether such lack of facilities could seriously jeopardise Brisbane's bid to host the 1996 Olympic Games? Mr MUNTZ: Despite mounting evidence of the increasing demand for upgraded facUities at the Brisbane international airport, the Federal Govemment has continued to procrastinate and drag its feet. It has come up with purely cosmetic plans and talked about a feasibility study. It is obvious that the Federal Govemment is not committed to upgrading those facilities, which are totally inadequate. One has only to look at what is happening around the world. A great deal of interest is being shown by international airlines in coming to Australia and, in particular, to Queensland. Continental Airlines is committed to and has announced twice-weekly flights into both Caims and Brisbane from the end of November. Thai Airways International will have also doubled its services into both Caims and Brisbane by the end of October. United Airlines is committed to entering through those ports early next year. World Expo 88 has created unprecedented exposure of this State. All honourable members are aware of the ramifications of that exposure. Tremendous interest will be shown by people wanting to revisit Queensland. The eyes of the world have been on this State. Questions Without Notice 11 October 1988 1043

It is obvious that the Federal Government does not want to seriously address the problem. The Queensland Government, the QTTC and the tourist industry itself have continually asked that this project involve private enterprise. There is no reason why it cannot involve private enterprise. There is no reason why an intemational hotel complex cannot be established as part of the services at the . At present the service is far from adequate. The venue for the 1996 Olympic Games has not been decided. I hope that all Queenslanders will totally support the bid by this Govemment and the Brisbane City Council for those Games. A Lions intemational convention attended by 45 000 delegates will be held in Brisbane. That will be worth approximately $100m to this country's economy. The holding of that type of convention in Brisbane is quite an achievement. However, honourable members can believe me when I tell them that there will be problems even in 1991, when that convention wiU be held. I want to outline some statistics to make honourable members aware of the magnitude of such a convention. The intemational airport statistics of previous host cities are very revealing. In 1987 in Taiwan 35 000 delegates attended and the 22 airport gates had difficulty in coping. In 1988 in Denver, USA 30 000 delegates attended and, because there were 107 airport gates, no problems were experienced on that occasion. In 1991, 45 000 delegates are expected in Brisbane. The Brisbane airport has six gates, and that will be drastically inadequate. The problems that will be experienced at the Brisbane airport will be an embar­ rassment to those delegates. It will be an embarrassment to the Federal Govemment if those visitors to this State and this nation are not treated in the same way as they would usually be treated at other intemational airports. It is really up to the Federal Govemment to get its act together and, if it cannot do the job, to allow private enterprise to be involved. I notice that the member for , Mr Beanland, has been making some quite inaccurate and quite false accusations against this State Government for its alleged inactivity. I have never heard Mr Beanland show any interest whatsoever in the tourist facilities of this State or the intemational airport. It really behoves him to get behind this State Govemment and endeavour to convince the Federal Govemment of its responsibilities.

Early Release of Female Prisoner Mr MILLINER: In directing a question to the Premier and Treasurer, I refer to the statement by the Premier last week to the effect that a staff member of his electorate office initiated inquiries which led to the early release under the home detention scheme of a female prisoner from the Premier's electorate. I ask: does a file or any other documentation exist within his electorate office on this matter? Mr AHERN: The answer to the honourable member's question is, "No." There is no file on the matter, no notation on any file, no notation in a diary. As a member of my staff was apparently identified, I made some inquiries with a former staff member who is currently resident on Thursday Island. Only yesterday, after she was finally contacted, did she admit that a contact had been made. I indicate that I had no knowledge of it at all. However, surely it is reasonable for members of Parliament to make representations on behalf of constituents, anyway. Most of the representations that are made to the Minister responsible for prisons are made by members of the ALP—the Leader of the Opposition, the Deputy Leader of the Opposition and others. I had no knowledge of that. The entry in the appendix to the Kennedy report is, in my view, factually incorrect, wrong and ill-advised, and Mr Kennedy believes so, too. If members of the Opposition are suggesting that representations should not be made from time to time, then let them say so, because almost all of them have done it over the years in their normal capacity as members of Parliament. 1044 11 October 1988 Matters of Public Interest

I want to express the view that we have acted quite properly—totally properly—in the circumstances. I had no knowledge of the matter at all. Mr SPEAKER: Order! The time allotted for questions has now expired.

MATTERS OF PUBLIC INTEREST Corruption in Queensland Mr GOSS (Logan—Leader of the Opposition) (11 a.m.): Today, members of the Labor shadow Ministry—Mr Casey, Mr MUliner and I—will identify cormption throughout the years and across a range of departments administered by the Queensland Govemment. In fact, what one sees is the cancer of cormption across the whole fabric of public administration in this State; yet the present Premier has never once raised his voice or stood up against cormption as it occurred, grew and flourished in this State for years. The Premier of this State is now busy trying to claim credit for the work of Mr Fitzgerald. Mr AHERN: I rise to a point of order. The honourable Leader of the Opposition said that I have never raised my voice against cormption in this State. That is offensive to me. I have done that on many, many occasions, as is evidenced now by the Fitzgerald commission of inquiry, which was one of the issues on which I expressed very strong views when I entered the office of Premier. I voice my concern about the Leader of the Opposition's statement and I ask for a withdrawal. Mr SPEAKER: Order! The Premier takes exception to the Leader of the Opposition's imputation about corruption. I ask him to withdraw those statements. Mr GOSS: I withdraw any comments as they relate to his period as Premier. Is that what you are talking about, Mr Speaker? Mr SPEAKER: Order! That is not what the Premier was taking exception to. Mr GOSS: I thought it was, because he said that since he became Premier Mr SPEAKER: Order! Mr GOSS: I withdraw the comment. Mr SPEAKER: Thank you. Mr GOSS: I will make the rest of my speech, which I think is unobjectionable. Mr Ahern, the Premier, is now seeking to claim credit for the work of Mr Fitzgerald. But the question I am asking, which was implicit in the initial statement, is: where was Mr Ahern when the problems were taking root? I am not referring to all the grand claims that have been made about the Fitzgerald inquiry once he became Premier and once the Fitzgerald inquiry was already on foot, having been initiated not by himself but under the administration of Sir Joh Bjelke-Petersen by Sir Joh Bjelke-Petersen's Minister, Mr Gunn. There is no such thing as retrospective honesty. The test of honesty, and the test of the Premier, is what he does when he has a choice. A person's tme determination to act against cormption is what he does when he has a choice. The time to do something is not now, when the Fitzgerald inquiry is off and mnning like a roller-coaster and there is no choice. The time to do something is when one hears things and sees things and decides to speak up, ask questions, stand for what one believes is right and honest— when there is a choice. Before Mr Ahern became Premier, he had a choice. The Opposition believes that Mr Ahem cannot escape blame for the cormption now identified by the Fitzgerald inquiry. I understand that he is the only person in the National Party ranks in this House who served through the entire Bjelke-Petersen Premiership. He was elected in March 1968—five months before Bjelke-Petersen became Premier. He sat as a Govemment member for 12 years and in Cabinet for eight years. Matters of Public Interest 11 October 1988 1045

In all that time, is there evidence of Mike Ahem ever raising his voice against cormption in public, in the party room, in Parliament or in Cabinet? No! Not once when this Premier had a choice did he ever speak out or stand up. There is not a single shred of evidence that he ever raised his voice, much less that he ever did anything about what was going on. The public record shows that Mr Ahem sat as a back-bencher and later as a Minister, blindfolded, gagged and with corks in both ears. Let us look at this Premier's record on some key issues. Firstly, with the Lewis appointment, there was controversy, and cormption allegations were made throughout the media; yet not a squeak was heard from Mr Ahem. In an interview this year, Mr Ahem said that at the time he was a junior member and did not have enough influence to do anything about the matter. Secondly, the Lucas inquiry report contained allegations of widespread verballing and cormption and the need to reform the Licensing Branch. What did Mr Ahem do when it was apparent that no action was being taken on the Lucas report that was published 11 years ago? Nothing! What about Mr Don Lane's evidence of widespread verballing—evidence that Mr Lane gave to Mr Justice Lucas' inquiry? Did Mr Ahem ever ask what had been done to deal with that problem? What about the allegations of Justice Department cormption over the in-line gambling industry, which I raised in 1984 and have been confirmed by the Fitzgerald inquiry? When the Premier had a choice, did he ever raise his concern in Parliament, in Cabinet or in the safety of the party room? What about proof of child prostitution and pomography in 1984 and 1985, which was raised by myself and which led to the Sturgess inquiry? Did Mr Ahem ever express concem or call for action in Parliament, in public or in Cabinet? There is no evidence of the Premier standing up on those matters when they were there for all to see. The findings in the Sturgess report were outlined in such definite terms that they appeared on the front page of the Courier-Mail. The report stated— "The main offenders have enjoyed immunity from prosecution for years." That is a reference to police protection, organised graft and cormption. After the report was released, and after that front-page publicity, right up to the Four Corners program, when this Govemment was forced to act—I stress the words "forced to act"—did Mr Ahem raise his voice once in the Parliament, the public, the party room. Cabinet or anywhere else? When Mr Clauson and Mr Gunn wanted to restrict the powers of the Fitzgerald inquiry and its time-frame to five years, did Mr Ahem support that? Did he speak out? Strangely enough, the late Kevin Hooper seems to have been the only person to have prompted Mr Ahem to say anything on cormption allegations in his 20 years in this House. When Kevin Hooper started to name the major players now before the Fitzgerald inquiry, what did Mr Ahem do? In the only contribution to this debate that I have been able to find, Mr Ahern saw fit to denigrate Mr Hooper and launch a personal attack on him to discredit his allegations. I ask honourable members to listen to what Mr Ahem had to say in this House in September 1977 about the late Kevin Hooper. It is recorded in Hansard that Mr Ahem said— "I believe that he put forward a complete fabrication.

He has done this to obtain better headlines in the press and to prostitute the institution of Parliament.

He has engaged in the lowest form of parliamentary life. 1046 11 October 1988 Matters of Public Interest

This member is, I believe, a disgrace to the Parliament.

He is a mud-slinger of the worst order.

He is Pariiament's arch enemy." That is what this Premier said about Kevin Hooper when he tried to open up cormption. In other words, when he had a choice, this Premier engaged in the same old attitude of cover-up and smear that this National Party has used all along to hide the cormption from the public. The timing of Mr Ahem's outburst against Kevin Hooper is very significant. It occurred in September 1977 after Kevin Hooper had named in this House people such as Roland Short and Geoff Crocker, who have been named in evidence before the Fitzgerald inquiry for their involvement in illegal casinos and brothels. Kevin Hooper also named the Matador Club as a gambling and prostitution den. That club also has figured in evidence before that inquiry. Hooper was detailing prostitution, illegal gambling and police tip-offs; yet in 1977, Mr Ahem was denying it all and maintaining the National Party cover-up. Let me recall Mr Ahem's words a few months ago in an interview with the Sydney Morning Herald. During that interview Mr Ahem said that at the time of the Lewis elevation to commissioner in 1976, he had heard suggestions of cormption but was only a junior back-bencher and could do nothing about them. During the following year—one year after Mr Ahem said that he knew of allegations of cormption but was powerless to do anything about them—what did Mr Ahem do? When Hooper detailed the people involved, the clubs, the tip-offs and so on, we saw the cover-up and the smear come from this Premier. When he had a choice, Mr Ahem only once spoke up, and that was to denigrate Hooper and maintain the cover-up. It was convenient and retrospective honesty in wanting to attack cormption. The record shows that when Mr Ahem had the choice and the details were put before him, he engaged in the cover-up. There were more than mmours. What did Mr Ahem do? He attacked Hooper. It is significant that, in 20 years, that was his major contribution to the cormption debate. Mr Ahern claims falsely that his Government set up the Fitzgerald inquiry. He is using Mr Fitzgerald for political purposes to hide the culpability of himself and other members of Cabinet for allowing that cormption to occur and to grow. They sat there quietly. Now he is using Mr Fitzgerald and his inquiry for quite cynical political purposes to try to exculpate himself and his Ministers. Time expired.

Excise on Fuel Mr HOBBS (Warrego) (11.10 a.m.): I wish to talk about the huge excise on fuel and the effect that it has on all Australians, particularly those people in inland Queensland who rely to a large degree on road transport for the cartage of everything from fuel to toothbmshes. As an example, I wish to refer to a shire in my electorate for which excise figures have been provided for 1986 and 1987. Those figures bring home the realities of excise. I draw to the attention of the House the inequities in the fuel-tax levy as it curtently applies to people in isolated areas who depend on fuel for transport of goods and people into and out of those areas. For example, citizens of the Blackall Shire are grossly disadvantaged by the fuel- tax levy. On a per capita basis, each Australian pays an average of $277 per year fuel tax, whereas the citizens of the Blackall Shire pay an average of $1,300 per year in fuel tax. Matters of Public Interest 11 October 1988 1047

Last year, the Blackall Shire used approximately 3.5 million litres of fuel, excluding that used by primary producers. The primary producers within that shire used approximately 1 million htres of fuel. The fuel-tax surcharge on the total fuel used amounted to $2,692,500. By dividing that figure by the shire population of 2 070 the per capita average of $1,300.72 is arrived at. The total fuel-tax surcharge for Australia was $4.5 bUlion. By dividing that figure by the Australian population of 16 million-odd, the per capita Australian average of $276.94 is arrived at. The fuel tax that is paid per head of population in the Blackall Shire shows that the citizens of that shire pay 4.7 times the national average. Mr Davis: What tripe! Mr HOBBS: It is not tripe. These are reliable figures. A further example of the inequities in the fiiel-tax levy can be seen from the following example of a beef-producer who lives within 100 kilometres of a selling centre. His transport costs contain a fuel tax component of $ 1.02 per head. A beef-producer who lives 1 000 kilometres from a market pays up to $10 per head in fuel tax, whereas a producer who lives 1 300 kilometres from a seUing centre must add $13.21 to his costs. Those costs have been determined as the fuel-tax costs of transporting one beast to a market such as Toowoomba, which is 100 kilometres away. That cost is approximately $1. The calculation is based on a 200 kilometre round trip and the use of 160 litres of fuel at 30.5c per htre, which is the amount of the fuel tax. The total of that is $48.80. The number of beasts carried would be 48. Therefore, $48.80 is divided by the number of cattle, which gives a cost for transport of $ 1 per beast. That is an example of the cost. The costs of transporting a beast 1 000 kilometres and 1 300 kilometres are $10 and $13 respectively. As I said before, those figures relate to the period 1986-87. The quantity of fuel used in Australia has increased. From July 1987 to June 1988 the following quantities of fuel were consumed in Australia— Motor spirit 12.1 miUion tonnes Distillate 7.3 million tonnes Total oil and fuel (including oil, Avgas, jet kerosene, etc.) 27.804 miUion tonnes In order to obtain some idea of the enormous revenue raked in by the Federal Govemment, one has only to multiply the figures to obtain a figure of $5.5 billion that is being raked off the motorists and the people who live throughout the nation. That amount is not being put back into roads. That matter must be addressed by the Federal Govemment. An effort must be made to make the Federal Govemment see that a desperate need exists for money to be put back into roads by retuming some of the fuel excise to the States for roadworks. The $5.5 billion is coincidental with Keating's stated supposed Budget surplus. Remember that that figure does not include taxes or excises on oil, kerosene, Avgas or jet fuel. In theory, each Monday moming one of the major oil companies pays the Treasury in excess of $30m. That is an indication of how much money is involved. It is also worth noting that when the present Federal Govemment came to office, excise was 6.155c per litre. As at 1 August 1988, excise was 21.53c per Utre, a rise of 249 per cent. On 19 August 1988 it rose to 23.8c per litre. It should be noted that those amounts do not take into account taxes, royalties and excise on crude oil. I have been talking about refined products only. It simply means that every pot-hole and every litre of diesel has contributed to Treasurer Keating's supposed $5.5 billion surplus. Members opposite should be pushing their Federal counterparts to try to help not only Queenslanders but also those in the rest of Australia. Every Ic increase in petroleum taxes increases the CPI inflation index by 0.1 per cent. Road spending has suffered another cut in real terms. While new road-building will be steady, the amount for maintenance is falling again. This means that more of those 1048 11 October 1988 Matters of Public Interest pot-holes and broken shoulders will remain unrepaired, causing road damage and a bigger repair bill in a few years' time. With regard to Commonwealth grants for roads, Queensland is receiving something like $247.2m. That money was paid through the Australian Bicentennial Road Development Program and the Australian Land Transport Program. The Commonwealth Govemment taxes motorists approximately 31c on every litre of petrol that motorists buy. Of that 31c, only 5.4c is retumed to the States to fund road constmction. Queensland desperately needs more money to carry out work on its roads. In fact, to bring Queensland back into line with the level of funding provided in 1983-84, an injection of an additional $108m in Commonwealth funds would be required for 1988-89. Roads throughout Queensland and Australia are getting older. Some 55 per cent of Queensland's length of road is more than 20 years old and well beyond its normal design life. Money needs to be provided for the maintenance of those roads. To me, exercises such as reducing the price of beer and putting up the price of milk are shameful methods of accounting and shameful methods of budgeting. The Federal Govemment must address the problem. Something must be done about Queensland's roads. If something is not done, roads not only in Queensland but also throughout the nation will suffer degradation. Sixty per cent of road-funding goes on upkeep, not upgrading. Of the remaining 40 per cent. State road authorities are building or rebuilding less than 3 per cent of the road network each year. Somewhere along the line we will end up in trouble if more money is not received back from the fuel excise. For far too long that fuel excise has been the milking cow of the Federal Govemment. Time expired. Kennedy Report on Prison System Mr MILLINER (Everton) (11.20 a.m.): The Kennedy report identifies deep-seated problems of cormption within our prison system—problems that did not just spring up ovemight, but have existed for years. Mr Kennedy was so disturbed at the cormption he found, he referred some of the problems to the Fitzgerald inquiry for further investigation. Yet in the last 10 months Mr Cooper himself did nothing to uncover that cormption and those hopelessly inadequate security and management practices. He did nothing except ask Mr Kennedy to do his job for him. Mr Cooper is paid by the tax-payers of this State a salary and entitlements package totalling at least $200,000 per year. If any chief executive of a company sat on his hands for 10 months while cormption and bad management ran unchecked throughout his organisation, he would be sacked. Yet what did Mr Cooper do? He failed to take control of his department. He left that to someone else—Mr Kennedy. And what about previous Ministers? The Kennedy report highlights the incompetence of previous Prisons Ministers such as Mr Neal, Mr Muntz, and even the last Liberal Minister, . Where were these Ministers when all of this cormption and sloppy administration was going on around them? It was not long ago that Mr Muntz was mnning around saying Queensland gaols were the best in the world. What a joke that has tumed out to be—just as Mr Muntz has tumed out to be one of the biggest jokes in Cabinet. An example of that was given this morning. Today 1 want to raise the particular case of prisoner G, identified in the Kennedy report, and her early release to the home detention scheme after being convicted for social security fraud. In any other Govemment, the doubts and unanswered questions surrounding this case would be sufficient for a full independent inquiry, or the standing- down—if not the resignation or dismissal—of the Premier and the Ministers involved. Let us look at what has happened elsewhere— • In 1983, Neville Wran stood aside as New South Wales Premier for the duration of the Street royal commission, all because someone alleged a magistrate received the message, "The Premier is on the phone." Matters of Public Interest 11 October 1988 1049

• High Court judge Lionel Murphy was hounded to an early grave for allegedly attempting to influence a court case with the words, "What about my little mate?" • Rex Jackson—with whom Mr Kennedy's report draws a comparison in the prisoner G case—ended up in gaol himself for his involvement in an early release scam, and so he should have been. The public is justified in suspecting that Mr Ahem and his Ministers have not told the whole tmth about the early release of prisoner G. Mr AHERN: I rise to a point of order. I take strong exception to the honourable member's statement. He is factually in error. The comments made are not in the report. They are in an appendix to the report and they were not written by Mr Kennedy. They were actually disowned by Mr Kennedy. I find his remarks totally offensive and I ask that they be withdrawn. Mr SPEAKER: Order! The Premier finds the remarks offensive and I ask the member to withdraw them. Mr MILLINER: I withdraw the remarks that he finds offensive. However, it is amazing, as I say, that that is a section of the report. Mr SPEAKER: Order! The honourable member will withdraw without qualification. Mr MILLINER: I am not critical of the young woman involved, or her sister who made inquiries about release to the home detention scheme. However, I am critical of the secrecy and double standards displayed by Ministers and the Premier. There are a number of questions raised by the case which the Premier, his key Ministers and Mr Jim Kennedy should answer. For a start, the Premier should stop hiding behind an unnamed staff member and admit to his involvement in the early release of the woman prisoner. It is completely unbelievable that Mr Ahem claims no knowledge of an approach under his name on such a sensitive matter. Mr SPEAKER: Order! The Premier has already asked the member to withdraw such statements. In answer to a question this moming, the Premier denied allegations such as those in the information that the honourable member is currently giving the House. I suggest that the honourable member curtail his remarks accordingly. Mr MILLINER: I will do so, Mr Speaker. Mr Ahem said last week that the case was handled by a former electorate staff member who is now in the Torres Strait and out of contact. The public has every right to be suspicious of that type of buck-passing. Quite frankly, I do not believe the explanation that has been given. Mr Ahem would have us believe that the magistrate involved in this case varied his sentence order on the word qf a staff member who made a telephone call to Mr Cooper's office. The Premier wants us to believe that this case was handled over the telephone without any ministerial involvement. The normal practice in such a situation is for local members to write to the Minister for Corrective Services supporting the early release of a prisoner. As the Premier said this moming, quite a number of members—practically all members—would have done so. However, if a request is made for release before the non-parole period expires*, the Minister would write back saying a release was not possible, owing to the conditions of the sentence imposed by the magistrate. Mr Ahem and Mr Cooper should say whether this procedure was foUowed in this case. If not, why not? Mr AHERN: Mr Speaker, the honourable member continues to impute improper motives to me in an issue of which I had no knowledge until it was raised in the said report. I find it totally offensive that he is continuing in this manner. 1050 11 October 1988 Matters of Public Interest

Mr SPEAKER: Order! The Honourable the Premier has found the remarks offensive. I ask the honourable member to withdraw them. Mr MILLINER: I withdraw the remarks that he finds offensive, but it absolutely astounds me that the Premier is not prepared to take responsibility for actions that originated out of his electoral office. As I said, I do not quite believe it. I believe that a file on this matter does exist. I believe also that the Premier should release it. The whole matter has to be brought out into the open so that everybody wiU know what has been happening. I also believe that as Attomey-General, Mr Clauson should release any documents associated with the approach to the magistrate in the case. Mr Clauson should also tell us: did the magistrate concemed agree to this early release? How many other judges or magistrates have made an order in court and then changed it in private? The strength of Queensland's justice system is in having it open to public scmtiny. Mr Clauson should explain how this new secret court system works. On the subject of the magistrate, it is well known in legal circles that Mr Stan MurreU is regarded as a tough magistrate. Everyone knows he is not given to light sentences. So it is even more unbelieveable that agreement could be reached so easily to vary a sentence on such an important charge as social security fraud before the original non-parole period expired. Mr Cooper last week attempted to cover up ministerial involvement in this case. Clearly there has been ministerial involvement in the case. Mr Cooper has tried to protect himself and the Premier by not offering a full explanation. Mr COOPER: I rise to a point of order. Mr Speaker, T find the remarks that I, as Minister, attempted any sort of cover-up absolutely offensive and I ask that they be withdrawn. Mr SPEAKER: Order! The Minister finds the remarks Mr Goss interjected. Mr SPEAKER: Order! The Minister finds the remarks made by the member for Everton offensive, and I ask him to withdraw them. Mr MILLINER: I will withdraw the remarks that he finds offensive, Mr Speaker. However, I ask the Minister to justify the early release of a prisoner when that was not ordered publicly in a court. Has he done it for any other Minister? Or was it just done for his friend, the Premier? When the magistrate was consulted, was the Commonwealth prosecutor consulted also? Did the magistrate give approval in writing, and did he give reasons? If so, will Mr Cooper release all the relevant correspondence? That is what I wanted to ask the Minister this moming. It seems amazing that all these matters were carried out over the telephone. Surely it is reasonable to believe that there would be correspondence relating to this matter in existence, but apparently there is not. It has all just been done over the telephone. These matters should be looked into, and the Govemment should consider whether Magistrates Courts are worth having, or whether justice can be dispensed instead by electorate secretaries over the telephone. I repeat: I am not criticising the prisoner involved. I believe that there has to be one mle for everyone. That is also the attitude expressed in the Kennedy report, despite Mr Kennedy's attempt to back away from its implications. It is Mr Kennedy's report; he has put his name to it and must take responsibility for its contents. Cabinet has adopted his report, and the members of Cabinet must also take responsibility for their actions. If Mr Kennedy wants to disown this section of his report, I ask what other sections of his report does he want to disown? Over the past few days I have attempted to obtain details from the Minister of this prisoner's early release. On 29 September, in this House, I asked the Minister to outhne Matters of Public Interest 11 October 1988 1051 the circumstances surtounding this case and give detailed information. In his reply Mr Cooper stated— "As far as case G is concemed, it was used merely as an example of how the home detention program actually operates and cautions against the current method." If this is an indication of how the home detention program actually works, people have obviously made representations previously to have prisoners released under the program before the expiration of their non-parole period. I find it disturbing that the Minister indicates in his answer that this has happened before. Time expired.

Ramming of Tourist Vessel Coralita by USS Berkely Mr HINTON (Broadsound) (11.31 a.m.): This moming I wish to bring to the attention of this House and the Queensland public an outrageous incident whereby a tourist charter vessel, the Coralita, formerly of Yeppoon, was rammed by an American destroyer in the port of Caims whilst legally berthed. This caused enormous damage to the boat. Yet the Prime Minister of this country, Mr Hawke, and the Federal Labor Govemment, when requested to assist, put blinkers on and refused to take action to rectify the damage. On 5 September at approximately 5 p.m., the warship USS Berkely cmshed the Coralita against the berthing piles at the No. 3 berth, where the boat was legally berthed. The Coralita is a world-renowned tourist charter vessel catering for the diving tourist trade. It has a substantial international clientele and was fully booked for the following three months. The Coralita was squashed in some 18 inches by the warship and sustained substantial damage that is estimated to cost $120,000 to repair over an eight to 10-week repair period. This repair period is estimated to have cost the company. Barrier Reef Cmises, owned by Mr Alby Ziebell, a further $175,000 in lost business. The repairs will in fact be paid for by the company's insurers, but the loss of business at the height of the tourist season cannot be sustained and the company's bankers will issue no further credit. The company will face bankmptcy if it cannot get redress from the US Govemment or from the Australian Government, on whose invitation the warship was visiting the port. Mr De Lacy: I don't think those warships should be allowed in Australia, do you? Mr HINTON: I believe that they should be allowed and I am pleased that the honourable member for Caims is taking an interest in this matter. Even though this incident occurred in the port of Caims, I note that the honourable member for Caims has taken no interest in it so far. If he was a good representative for his electorate, he would have taken this matter up with the Australian Govemment to ensure that this company got the redress that it deserves. I urge the honourable member for Caims to look after his own area and assist in this very serious matter. There are several aspects of this matter that should be of concem to this Parliament, to Queenslanders and to the Australian public. I ask: why will the Australian Govemment not help this company? Its vessel was damaged by an alien vessel, albeit one of an ally, through no fault of Barrier Reef Cmises. On 19 September the owner, Mr Ziebell, wrote to the Prime Minister requesting assistance from the Commonwealth Government and pointing out the urgency of the situation in regard to the company's bankers. Mr Ziebell was informed by his bankers that if by the end of last month—which has now passed— he was not able to provide additional funds, his overdraft would be withdrawn and the company would go out of business. That is very serious, especially when the incident was caused through circumstances totally beyond his control. Such is the artogance of Mr Hawke that Mr Ziebell has not received a reply; absolutely nothing. In fact, he has been informed by the Federal Defence Department that the Australian Govemment is not liable for the accident and will take no responsibility for US naval vessel movements in Australian ports. The Australian Govemment wiU 1052 11 October 1988 Matters of Public Interest

take no responsibility for the movement of foreign vessels in Australian ports, and I will retum to that matter later. Mr Ziehen's solicitors have approached the US Govemment and have found that if a compensation claim was lodged it would have to be heard in America under American law and that it could take up to three years for the case to be heard. Mr Ziebell needs his money in the next week or so, otherwise he will have no funds with which to do anything, much less employ expensive -barristers in three years' time in another country at enormous cost and in what will doubtless be a fmitless exercise. At this stage the US Govemment will not even formally acknowledge that the warship stmck the Coralita. I believe that the Australian Govemment should pay compensation under the visiting forces agreement. However, it is finding it much cheaper and more convenient to do absolutely nothing about it and let this Australian company go to the wall. It is little wonder that the Hawke Govemment is getting the thumbs down from the Australian public in every by-election in this country. One only has to look at the result of Saturday's by-election in Oxley to see the effect that the artogance of this Labor Govemment is having on the Australian people. Mr De Lacy: How is the National Party going? Mr HINTON: I would suggest that a 10 or 11 per cent swing would wipe out half of the members of the Opposition. Mr Braddy: What about Barambah? Mr HINTON: What about Barambah? In Barambah the ALP vote decreased from 25 per cent to 17 per cent and the balance of that vote went to conservative candidates. Mr De Lacy: How did you go in South Coast? Mr HINTON: The National Party did very well in the South Coast by-election. The National Party had every conceivable problem to contend with during that by- election, but despite all the odds it came out the winner. In this game winning is what counts. The members of the Opposition will be very embarrassed after the next State election. Mr Hobbs: The book-maker pays, no matter what you win by. Mr HINTON: The member for Warrego says that the book-maker pays, no matter what is the size of the winning margin. I can assure honourable members opposite that the book-maker will not be paying out on them after the next State election, particularly with Queensland being treated so arrogantly by the Hawke Labor Govemment. I shall retum to this rather unfortunate affair in the port of Caims. Why did an American warship get out of control in an Australian port? Witnesses to the incident have signed swom affidavits to the effect that the USS Berkely had a clear 200 metres of wharf space in which to berth. The warship was assisted by a tug boat, the Babinda, on the starboard bow, with a line attached, but there was no weight on the line at the time of the collision. The American commander was not making use of the tug that was made available. The stem of the warship stmck the Coralita amidships on the port side, placing the lives of those on board in great jeopardy. The captain of the USS Berkely, Captain Charles Girvin, said that extreme conditions caused the collision. However, I am happy to say that he said, "I am sorry." Captain Girvin blamed a combination of 20-knot winds and a 1.5-knot flood tide, which was at a 15 degree angle to the wharf Why was there only one tug boat when a vessel of that size, of some 3 400 tons, normally requires two tugs, particularly in such conditions? As I said, the captain did not even use the tug that was available. Who was in charge of the vessel? One would expect that it would have been the pilot, but that was not the case. It appears that, unlike merchant ships, the American Matters of Public Interest 11 October 1988 1053

navy does not have to accept the use of a pilot. The American captain would not permit the pilot to take charge, as is the usual practice. The destroyer was under its own power with one tug boat in what were describied by the Americans as extreme conditions, yet neither the American Govemment nor the Australian Govemment will accept respon­ sibility for the damage done. I submit that to date the actions of the Federal Govemment are a disgrace. It is an intemational incident and the Federal Govemment has a responsibUity to protect our people. The manner in which visiting naval vessels can thumb their noses at normal port procedures must be addressed and the Federal Govemment must act quickly and decisively to act on behalf of this company—and I mean it should act right now. Mr Hawke should negotiate a reciprocal agreement providing that the Australian Govemment will pay immediate compensation for damage caused by American ships in our ports, and vice versa. On behalf of Queensland, to ensure that such a disaster does not happen again, the Minister for Maritime Services should make it mandatory under Queensland law that there be special controls over alien vessels in Queensland ports. That the Australian Govemment has not been prepared to act on behalf of this company to seek redress is a disgrace. In fact, through its inaction, it is driving a good Australian company to the wall. In-line Machines Mr CASEY (Mackay) (11.40 a.m.): In recent times, in another place, we have heard quite a bit about prostitution and illegal casinos and a network of cormption fostered by them that existed in this supposedly pure State of Queensland for a long number of years. No doubt, the proper body investigating this matter will sort out who is to blame, and hopefully the guilty will be punished. One of the related spin-offs from the Fitzgerald inquiry has been that the veU of mystery has also been lifted from a number of other matters that have been raised in this House from time to time over the years and have been covered up, kicked aside or buried by the use of power of govemment and the use of political espionage. Today it is my intention to expose one of these, which shows the hypocrisy of this present National Party Govemment and its predecessor, the National/Liberal Party coalition Govemment. As most members who were in this place at that time would know, during 1982 I came under considerable pressure in this place and within the community because of my party's policy to support the introduction of poker machines in Queensland. That policy was adopted at the party's conference held in Rockhampton in Febmary 1979. At that time in-line machines, otherwise known as entertainment machines or video or pin-ball machines, were already operating throughout the State, and had been for several years. It was at about this time that there was a sudden escalation in their use, and it was also at about this time that the racket involving in-line machines was becoming evident. The advent of electronics saw the introducion of numerous new games that fascinated the young and the old alike. Registered clubs found them to be a very popular and different source of revenue, as I shall explain later. Unlike brothels and iUegal casinos, in-line machines are legal. They are Govemment- registered, they are in Govemment-licensed clubs and they have a Govemment permit to operate. In addition, they are a form of official Govemment revenue and form part of the Budget Estimates—although trying to find the figures from the office of the Minister for Finance or the Department of Justice, which collects the revenue, is very difficult. In 1979, this revenue suddenly jumped to more than half a million dollars a year for the Queensland National/Liberal Party Govemment, which was already tuming a blind eye to the method of operations. When I talk of a racket here, 1 do not refer to people taking protection money to tum a blind eye to the law; I talk about people mnning a racket within the law, a racket 1054 11 October 1988 Matters of Public Interest within the area of Govemment revenue itself This racket depended on Govemment policy keeping in-line machines legal and poker machines illegal; and it depended on in-line machines being inadequately regulated, with club officials being allowed to harmlessly break the law by paying out cash instead of accumulated prizes. It cannot be said that these matters were not raised. I heard them raised in this House and they were raised publicly in the community, yet the Govemment continues to deny that anything illegal happened. Honourable members must remember that when money is paid instead of accumulated games, an in-line machine becomes nothing more than an uncontrolled poker machine. Poker-machine pay-outs are, in fact, nothing more than cash for extra games that have been won and accumulated. The in-line machines were actually referted to in some circles as "Job's pokies". What must also be realised is that the in-line machines, as a legal form of Govemment income, involved the Justice Department, not the Police Department. They actually involved the Treasury more than the police. It cannot be said that this was a part of the "joke" format that was occurring within the police force. Ministers and officers in both the Justice Department and the Treasury Department had to be fully cognisant of what was happening. If former Police Ministers are to be called before the Fitzgerald inquiry, former Justice Ministers and Ministers who were Treasurers during the period when in-line machines were operating must be called before somebody, whether it be Fitzgerald or someone else, to say why they allowed this form of legal gambling to continue illegally. It should be noted that, during the period when in-line machines became entrenched in Queensland and this racket developed, the Justice portfoho was held by the Liberal Party. The Treasury portfolio was also held by the Liberal Party. Since 1983, the National Party has held both portfolios. So all members of the conservative parties in this House must be made accountable. The only possible role for police in regard to these legal machines on legal premises was to investigate a complaint lodged by an inspector of the Justice Department about cash payments or a complaint lodged by an official from a club about misappropriation of revenue. Otherwise, the police were powerless. According to the Govemment, the system was lawful. Almost certainly such complaints would have gone to the Justice Department first as the responsible area of govemment before any police action was initiated. It seems to me that it would be impossible to cultivate an in-line racket through police protection alone. Such a racket would have to involve the Justice Department and possibly sections of Treasury and have an influential political presence at Cabinet level. It seems unbelievable that a racket involving an area of Govemment revenue—the milking of millions of dollars—could go undetected for over 10 years. As has been revealed from evidence given in other places, that is where the racketeers moved in. They were milking the machines for their own benefit. The owners of the machines— the lessees—had them placed in certain clubs for their own benefit. It is unbelievable that such a racket could go on undetected for 10 years under the shadow of this Government and its Liberal/National Party predecessor. This racket must have enjoyed not merely police protection, but protection at least in the Justice Department and politically in the Govemment. The racket depended on the lack of accountability by the Govemment in relation to its own laws and the collection of its own revenue. That was one of the main reasons why it continued. What information on those machines was demanded by the Govemment from clubs? What was the form of payment to the Govemment? It was simply a flat registration fee rather than a taxed share of carefully monitored tum-over, as is the case with the TAB, the casinos and any other form of gambling machine. Book-makers' tum-over tax is another classic example. However, so long as the fees were being paid, the Justice Matters of Public Interest 11 October 1988 1055

Department and the Treasury did not seem to care. Because a lack of Govemment supervision and accountability allowed the rackets to flourish, those fees reached multimillion-dollar proportions for Queensland's Treasury—and goodness knows how much more! Blind Freddie must have recognised the potential for cormption in an area so poorly administered where police presence was non-existent and, in fact, lawfully not needed. Clearly, it was in the interests of the in-line racketeers to keep poker machines out of Queensland. It was in their interests to see that the machines and anyone who supported them were discredited publicly at a political level. When we heard of the New South Wales poker-machine clubs around the Tweed throwing in $250,000 to the National Party to keep poker machines illegal in Queensland, it was Rooklyn and Bally we were really hearing about. Govemment policy from 1979 until now, whether deliberate or not, was actually designed to protect and expand this criminal racket. This Govemment's policy on poker machines was framed, not in regard to their suitability within clubs, but to protect the cormpt financial interests of gangsters and grafters. Labor's poker-machine policy in the 1980 State election would have ended the in­ line racket. Not only would it have made those machines obsolete, but the safeguards involved would have made the operation of the Herberts and others too risky to contemplate. Under Labor's poker-machine policy, every poker machine in every club would have had an individual Govemment identity—a computerised identity—in terms of physical existence, financial transactions and revenue performance. Any racket of the nature that we now see in regard to in-line machines would have been uncovered before it really got started. The in-line racket was one of the stories of the Williams royal commission in 1980, but we were too targeted towards dmgs to see it. Milligan obviously knew what he was talking about in his interview with Federal Police Inspector Shobrook when he spoke of Lewis, Hallahan, Murphy, poker machines, Rooklyn, Job, and the Transport Minister. Mr Justice WUUams disbeUeved MiUigan and made no attempt to check statements to Shobrook as against his evidence to the commission. Clearly, Milligan, in a garbled, mixed-up way, was exposing the in-Une racket, then in its infancy, when he was interviewed by Barry O'Brien, now named as being cormpt within the police force. When he spoke of poker machines, he really meant in-line machines. Milligan had the story quarter right and did not quite know it. We did not see it and the people who should have investigated the matter properly did not. The crooks just shut up and perjured their way to safety and a fortune. We have here manipulation of Govemment pohcy-making and policy apphcation for criminal purposes, which is quite different from prostitution and illegal casinos. We have a criminal racket now exposed that has mn for at least 12 years in an area of Govemment revenue and budgeting. Time expired. Gold of the Pharaohs Exhibition; A. J. Bush and Co. Plant, Murarrie Mr HENDERSON (Mount Gravatt) (11.50 a.m.): I take the opportunity to thank the Australian Wheat Board for its recent sponsorship of the exhibition. Gold of the Pharaohs, which was held in Brisbane. Mr Davis: Yes, really terrific. Mr HENDERSON: Did the honourable member for Brisbane Central go to see the exhibition? Mr Davis: I did. 1056 11 October 1988 Matters of Public Interest

Mr HENDERSON: It is a wonder that he got out. He should have been put back into the sarcophagus; he was mistaken for the mummy. However, it was a very worthwhile exhibition. Mr Davis: That is a cheap way of talking. Mr HENDERSON: Was it the honourble member's funeral mask or the Pharaoh's that I saw? I enjoyed the exhibition. I repeat my thanks to the Australian Wheat Board for its sponsorship of the exhibition. I had the opportunity of seeing the exhibition on three occasions. I would have liked to go back and see it again. One of the things that really impressed me about the exhibition was the fact that it contributed greatly to the understanding that we must have of our historical beginnings back in the age of the pharaohs in Egypt. Mr Veivers interjected. Mr HENDERSON: I do not know whether the exhibition will be taken out to the country or not. I reiterate that seeing the exhibition was very, very worth while. I enjoyed it. I hope that other honourable members who went to see it also enjoyed it. I certainly hope that future world tours of treasures such as those of Tutankhamen will take the opportunity to visit major centres of Queensland such as Townsville and Rockhampton, not just Brisbane. I think that would be a very beneficial experience for the people of Queensland. I also want to thank the Queensland Govemment for its recent decision to close down the Murarrie feedlots—which I believe were mn by Mr Trevor Lee, who is the son of the honourable member for Yeronga. They have been something of a disgrace to the city of Brisbane. I find it very hard to believe that in this day and age such a facility could exist in the middle of a sophisticated metropolitan civilisation such as the city of Brisbane. One would assume that, as the host to Expo 88, this is a fairly sophisticated intemational city. I find it quite inconceivable that in the middle of the south-eastern suburbs of this city was a feedlot which in wet weather gave off the most horrific smell, which nauseated the local people in their thousands. It would be very interesting indeed to find out how on earth these feedlots got there in the first place and what town-planning principles enabled them to be established there. As I have said, I find it quite disgraceful that it could exist in this day and age in the city of Brisbane. I am pleased that the feedlots are being closed down. I wish that they had been closed down earlier. Yesterday's Sun contained a letter that I would like to read to the House. I wonder how many honourable members saw it. It raises some very interesting and I think quite serious questions. The letter, written by Mr A. Rowell of Taringa, states— "I was disgusted by the actions of an inner-city nightclub last Friday. While the police and most sensible people are doing their best to reduce Queensland's horrific road toll, the management of this nightclub saw fit to broadcast the locations of RID teams operating in and around the city. Perhaps they mistakenly believe this will help their patrons. I wonder if they have thought of the consequences of their actions." That letter raises some very, very serious questions. For example, how did the night-club know the location of all the RID teams around Brisbane so that it could broadcast them over its public address system? Clearly, someone advised the night-club of where the RID teams were and the club in tum advised its patrons. It is absolutely dreadful that that could happen. Again I ask honourable members to consider how the night-club knew the location of the RID teams. Who informed that club? Who advised it? Mr Vaughan: Was the night-club licensed? Matters of Public Interest 11 October 1988 1057

Mr HENDERSON: I presume that it was a licensed night-club. I will give the benefit of the doubt to Mr A. Rowell. The letter tends to indicate a very responsible and law-abiding citizen and therefore I assume that he was in a registered and licensed night-club. 1 do not think that he was in Bubbles Bathhouse. As I said, this letter raises some very interesting questions. The first one is: how did this night-club know the location of the RID teams? That suggests to me that someone in a position of authority has mng the hotels and told them exactly where these teams are located. I would not be surprised to find that this is happening in a number of night-clubs. I also find it inconceivable that a night-club could be so stupid and irresponsible as to do a thing like this. The attitude seems to be, "Okay, we will wam you where the RID teams are and, if you go out and you are too dmnk to drive a car and you kiU someone, that is okay, so long as you avoid the RID teams." That seems to be all that is important. I agree with the correspondent that it is inconceivable that someone could be so irtesponsible as to do a thing like this. Perhaps they ought to spare a thought for the possible consequences of such an action in terms of the road toll. As I have said, I hope that at the very least this matter will be looked into and someone will pursue the matter of how on earth that night-club found out where the RID teams were located. That is quite serious. The next matter I raise relates to the ongoing and continuing saga of the A.J. Bush and Co. rendering plant at Murarrie. I was a little concemed about the report contained in the Sun on the Monday before last, which referted to my speech in this Parliament on this issue. I was reported as having said that I thought the land on which the A.J. Bush plant is situated should be handed back to the Aboriginal people. I did not say that. I have never said it, and I would never say it. What I have said is simply this: one of the major arguments that people are using to support the Bush case is that that company was there first. Even the taxi-driver who drove me home from the airport over the week­ end on my way back from Mackay actually used the argument that that company was there first. That resulted in an interesting argument. Mr McPhie interjected. Mr HENDERSON: As the member for Toowoomba North points out, I was lucky to get back from Mackay. I know that his plane was cancelled. Mine was not. I had the foresight to fly Australian Airlines. As I was saying, the argument used by some people that the company was there first raises an inconsistency. The "They were there first" argument is the very basis of the Aboriginal land rights argument. The Aboriginals are saying, "We were here first." What I find interesting about that argument is that many of the people who are saying that A.J. Bush was there first are at the same time denying the Aboriginal argument that they were there first. What I am trying to say is that the argument is ridiculous. It is not a question of who was there first. It is a question of the propriety and the health factors of the enterprise being undertaken. The other argument is that the people have chosen to live there; that it is their fault; that they knew about the smeU when they went there. Recently in Pariiament I pointed out that a major fallacy can be found in that argument, namely, that it is the children who are the victims of the smell. The incidence of asthma and other respiratory diseases in the area suggests that the A. J. Bush plant is having an extremely detrimental effect on the health of children. In the meantime, I have determined the extent of the smell. It is a fact that the smell extends over suburbs that were settled long before the A. J. Bush factory was located at Murarrie. Therefore the argument that the company was there first is absolutely stupid. In order to maintain that argument, A. J. Bush would have to build a huge wall

80546—37 1058 11 October 1988 Supply (Estimates)

around its factory at a radius of a couple of hundred metres and contain its smell in that. The fact of the matter is that people residing in those areas affected by the smell were there before A. J. Bush. Finally, some people have said that the company spent $7m on doing up the plant. Any person who advances that argument has finally put a price on human health; he says that asthma and respiratory and other diseases are less important than $7m. All that honourable members know now is that such a person has finally nominated his price. That means that if a person can come up with $7m, he can probably buy anything. I hope that I never hear again in this Chamber the argument that the company has spent a certain amount of money, without the other side of the equation being examined, namely, its detriment. Sadly, I continue to be a critic of what is happening in the A. J. Bush area. I will continue to demand action on this matter and I will continue to demand that the plant be closed. I am not frightened to do that; I am prepared to debate it on any public fomm with anyone. Mr DEPUTY SPEAKER (Mr Row): Order! The time allotted for the debate on Matters of Public Interest has now expired. At 12 noon. In accordance with the provisions of the Sessional Order, the House went into Committee of Supply.

SUPPLY Estimates—First and Second Allotted Days Estimates-in-Chief, 1988-89 Transport Department of Transport Hon. I. J. GIBBS (Albert—Minister for Transport) (12.01 p.m.): I move— "That there be granted to Her Majesty, for the service of the year 1988-89, a sum not exceeding $30,539,000, Department of Transport—Salaries, Administration Expenses, etc. (Consolidated Revenue)." I am pleased, in my first term as Minister for Transport in this Govemment, to have the Estimates of my portfolio debated fully and without constraint in this Chamber. The Estimates debate is an exhaustive process which underlines this Govemment's commitment to public accountability, a process which will be further enhanced with the estabhshment of an all-party parliamentary public accounts committee. The Estimates which I present here for scmtiny by honourable members cover both arms of my Transport Ministry—the Railway Department and the Transport Department. The budgetary allocations and programs framed by both these departments in their respective budgets for the 1988-89 financial year are examples of this Govemment's commitment to the people of Queensland. The operation of an efficient transport sector is an integral part of a total economic strategy which is reshaping this State and preparing it for the 1990s and beyond the year 2000. The budgets aim to provide Queenslanders with the best transport services possible, with the resources available, while adhering to the need for strict financial accountability. The Railway Department, which has undergone a remarkable transformation over the past five years, provides an ideal analogy of the excellent economic management being practised by this Govemment. The financial tumaround of Queensland Railways since 1982-83, when the operating deficit was $115m, has been dramatic to say the very least. It is a magnificent achievement and a credit to the organisational skills of the Supply (Estimates) 11 October 1988 1059

Queensland Railways management team, the efforts of all railways staff and the co­ operation of the union movement. Queensland Railways is providing the lead for other railway systems in Australia, which are continuing to stmggle to shake off the burden of billion-dollar deficits. I am pleased to report that the efficiency and productivity gains of the past five years have been consolidated during the financial year ended June 1988, with a resultant operating profit of $97m. In view of the substantial freight rebates granted on export coal and drought-related reductions in the railings of freight, this is a very satisfactory result for the 1987-88 financial year. The relative productivity of the Railway Department, based on staff levels to freight task undertaken, registered an increase of 6.9 per cent. Total freight carried during 1987- 88 was 74.8 million tonnes, a decrease of only one-third of I per cent on the previous year's record 75.1 million tonnes. Coal was the principal freight hauled during the year, increasing by 750 000 tonnes to a total of 62 million tonnes—another record for Queensland Railways. Other freight increases were recorded for cmde fertiliser and other minerals—an increase of 75 500 tonnes; iron and steel—up 128 000 tonnes; bulk cement—up 31 000 tonnes; manufactured fertilisers—up 30 000 tonnes; and fmit and vegetables—up 19 000 tonnes. Decreases in freight carried during the year were due, in part, to reductions in produce caused by drought conditions. Reductions were registered in wheat—a decrease of 855 000 tonnes; raw sugar and sugar-cane—down 175 000 tonnes; sorghum—down 120 000 tonnes; bulk petroleum products—down 73 000 tonnes; cotton and cotton seed— down 30 000 tonnes; and coke and other minerals—down 25 000 tonnes. In the transport of passengers, Queensland Railways again enjoyed an excellent year, with record patronage figures of 46.2 million passenger joumeys. This represented a 15.8 per cent increase on the result for the 1986-87 year. Long-distance passenger patronage increased by 19 per cent to 1.2 million joumeys. Annual passenger joumeys on the Brisbane suburban system reached a record of almost 45 million, representing an increase of 15.5 per cent. Naturally, the enormous popularity of train travel to World Expo 88 consolidated the upward trend in patronage which has occurred since electrification started 10 years ago. Suburban passenger travel is now at unprecedented levels and there is a full expectancy that patronage will continue to climb with the substantial expansion of the electric network in recent times. This includes the commissioning of the $1 Im Cleveland railway extension in October 1987, the $llm Beenleigh station redevelopment in March and the $28m Nambour railway extension completed prior to World Expo on 28 April. And while the electrification of the Brisbane suburban network is now finished, constmction work on the billion-dollar main line electrification project continues to accelerate towards completion in mid-1989. We have already brought into service on the Brisbane-Nambour link the first of our new $7m intercity express trains, which will eventually operate on the high-speed electric service between Brisbane and Rockhampton. Those high-tech trains will cut an estimated three hours off the existing passenger joumey between Brisbane and Rockhampton, with passengers travelling in aircraft-style comfort. There is no doubt that those new trains will ensure that Queensland Railways' competitive edge in the long-distance passenger market is enhanced and result in significant patronage gains. There is also the opportunity to use that new high-speed service as a springboard for a new tourist-train adventure departing from Rockhampton and traveUing through outback Queensland with the final destination point being the Stockman's HaU of Fame at Longreach. Queensland Railways' marketing unit is currently examining that proposal in conjunction with tourist authorities who are increasingly interested in exploiting the great tourist potential of outback Queensland. Recently I was informed that up to 500 people a day are visiting the Stockman's Hall of Fame, and there is no doubt that the number will grow markedly in the future. 1060 11 October 1988 Supply (Estimates)

In the same way, a concerted campaign is being developed to promote the historic railway in Queensland's gulf country as a tourist adventure. After a recent inspection of that century-old line between Normanton and Croydon, I decided that the line should be maintained and a promotional campaign launched to capture a larger slice of the tourist market in north Queensland. The very same strategy has produced an overwhelming success with the Kuranda tourist train, which takes passengers on a spectacular joumey from Caims to the edge of the Atherton Tableland. Last financial year, a record 218 000 people travelled on the train. As to new technology and modem railway development—the billion-dollar main line electrification project is one the biggest projects of its kind in the westem world today. The Brisbane to Rockhampton electric link, to which I refemed previously, is the final of four stages associated with the main line electrification (MLE) program. MLE Stages 1, 2 and 3 have linked the lucrative central Queensland coal and grain-producing areas with the export ports at Gladstone and near Mackay. The MLE program is at the forefront of Queensland Railways' drive to improve operating efficiencies and reduce operating costs. When completed, MLE will bring estimated cost savings of $40m annually—according to March 1988 figures—through reductions in diesel fuel consumption, locomotive maintenance, faster and more powerful locomotives to reduce the engine fleet, and staff adjustments. Main line electrification underscores the foresight of this Govemment in providing the necessary infrastmcture for our important export-eaming industries, namely, minerals and grain. At the same time, we have seized on the opportunity to utilise the electric network for the benefit of rail travellers; hence the decision to proceed with the Brisbane to Rockhampton link. On the subject of passenger services—honourable members will now be fully aware of the Govemment's ironclad commitment to have the Brisbane-Gold Coast railway up and mnning in 1995. The constmction timetable for the 160 kilometre-an-hour, $210m railway is now firmly in place and a definite schedule has been activated. A total of $2.2m was provided for land acquisition last financial year, and up to $4.5m has been set aside in this year for the fast-tracking of land resumptions to reserve the rail corridor between Beenleigh and Robina. On the basis of that financial commitment there can be no questioning this Govemment's guarantee to see the hne built, despite the bleating of those pessimists who occupy the Opposition benches. Much has been said also by the Opposition about Queensland Railways' ongoing rationalisation program, which has reduced staff levels and eliminated outdated and inefficient work practices. That rationalisation process is vital and must be undertaken if the railways are to survive and not become relics of the past. It is a process which is being emulated by other rail systems in Australia such as the financially beleaguered New South Wales network, which has suffered the misfortune of a decade of Labor mle. During 1987-88 the average number of staff employed by the Railway Department decreased by 1 700 or 6.9 per cent. Plans presently before the State Rail Authority of New South Wales detail the necessity to shed 2 500 employees each year for at least the next two years. AU reductions in Queensland Railways' permanent staff have been achieved through natural attrition with absolutely no sackings. This Government has made that commitment and it will not be broken. In fact, a special allocation has been made in this year's Budget for an additional $5m to ensure that employees are afforded every assistance and opportunity under the department's redundancy packages. This Govemment will not side-step public responsibility to review and rationalise operations where necessary to ensure that resources are matched with the job at hand. The general public demands that of Governments and should not tolerate a situation in which pubhc money is squandered on work and staff inefficiencies. Revenue receipts for 1988-89 are expected to increase by 4.1 per cent to $ 1,063.7m, whUe expenditure from the Consolidated Revenue Fund is expected to be $1,124.7m. Supply (Estimates) 11 October 1988 1061

The capital works program for the Railway Department for 1988-89 from all funding sources will total $25Im. The major projects and expenditure for the year include— • $121m expenditure for the completion of Stage 4 of the main line electrification project between Caboolture and Gladstone; • $4.9m for the purchase of four additional intercity express electric multiple units; • $1.5m to improve workshop facilities at Ipswich, including computer production control, electroplating and wheel-shop upgrade; • $5 7m for the ongoing program to replace the diesel locomotive fleet with electric locomotives in association with Stages 1, 2 and 3 of the main line electrification; • $25m for upgrading work on the North Coast Line south of Rockhampton and the acquisition of additional rolling-stock for haulage operations from the Cook colliery; • $16m for the purchase of additional rolling-stock and upgrading of infrastmcture associated with the expansion of operations at the Blair Athol Coal mine; • $1.5m for additional maintenance machinery; and • $2.9m for additional rolling-stock, including 100 container wagons. There is no doubt that Queensland Railways wiU continue to forge ahead in the coming year, consolidating its commercial position in the market-place while continuing to provide essential services to the community, particularly in the more remote areas. The major restmcturing which has been undertaken by Queensland Railways in recent years has revolutionised rail operations in this State. For his continuing role in this important process, I must pay tribute to the Commissioner for Railways, Mr Ralph Sheehy, and all his staff. It is essential that this process continues to ensure Queensland Railways works for industry and serves the people well into the next century. I now wish to address the activities of the Department of Transport, for which an amount of $ 106.91m has been provided in the Budget Estimates. The Budget for the department has been allocated as follows— • Consolidated Revenue Fund—an amount of $99.24m has been provided for the operational cost of the Department of Transport. • Significant functions funded from the Consohdated Revenue Fund include passenger and goods transport; surveillance of heavy vehicle transport, the control of the carriage of dangerous goods; drivers' licensing and traffic legislation administration; traffic safety, including the school crossing supervisor scheme; the servicing of urban public transport capital works loans; and the administrative costs of the department. • Tmst and Special Funds—an amount of $7.66m has been allocated for urban public transport capital works projects. In examining the Estimates for the Transport Department for the 1988-89 financial year, may I first review some of the major achievements of the department in the past year. By far the most challenging task was the planning and organisation of co-ordinated transport services for World Expo 88—the largest single transport exercise ever undertaken in Australia. There is no doubt that the efficient public transport system which has operated to the South Bank site since 30 April has contributed immensely to the success of Expo. Although the attendance figures have far exceeded pre-Expo predictions, the transport system has had little difficulty in increasing its capacity and maintaining the first-class services for visitors. As I mentioned earlier, the Railway Department has played a major role in the overall operation and it has been estimated that 12 million single passenger joumeys will be undertaken to and from Expo during the six months. Other transport modes, including ferries, taxis, buses and coaches have also played an important role. We also must not overlook the contribution of novelty transport such 1062 11 October 1988 Supply (Estimates) as the Cobb and Co. coach, the hovercraft, the seaplanes, the helicopters and, of course, the very familiar pedicabs. The people of Brisbane should be extremely appreciative of the efforts of all the relevant authorities and private companies involved in organising Expo transport services, and of all the operators and workers involved personally in providing these services. The transport industry is a dynamic one which is constantly adjusting to new developments. I am pleased to say that the Department of Transport has developed a policy stmcture whereby industry demands can be appropriately met. The consultative process conducted by the department seeks input from both the transport industry and the general public to ensure pohcies and programs are developed in the interests of all road-users. The department has met the challenge of providing effective administration of transport in Queensland. This is, without doubt, due to the enthusiasm of the staff, which in tum reflects the very positive management capacity of the Commissioner for Transport, Mr Neal Kent. I pay tribute to Mr Kent and his staff for their loyal and efficient service. I will now discuss in detail the functions which the Department of Transport budget for 1988-89 will fund. With regard to the Consolidated Revenue Fund—I will start with passenger and goods transport operations. The department is responsible for the administration and enforcement of passenger and goods licensing. The department also provides assistance to transport-operators in the form of financial and operational advice. Passenger and Goods Transport Services Advisory and Consultancy Function The department maintains a team of 13 transport analysts throughout the State to provide a management and financial consultancy service to the private bus industry. Through this service, the industry has gained considerable benefit in ensuring services are provided as efficiently as possible. Because of increased demand for transport analysis services in north Queensland, an additional analyst was appointed to the TownsviUe office. It is also proposed to appoint a transport analyst to Caims upon the opening of the new million-dollar office in that area later this financial year. In addition, the computer capacity of this section is being upgraded substantially to allow prompt financial analysis of bus companies throughout Queensland, and the critical examination of industry trends for the formulation of policy initiatives. During the coming year it is proposed to continue to expand the capabilities of this group by focusing on two streams of activity. These are a consultancy bureau for the industry to draw upon, and a pro-active policy review group to advise on the need for regulatory reform as and when necessary. The ongoing analysis and provision of local commuter and shopper services in response to community demand are continuing to receive high priority by the department. New shopping centre and transit terminal developments throughout the State continue to place a strong demand on the advisory services offered by the department. This assistance will continue to be offered in the interests of the industry and the travelling public. Licensing Function The transport licensing function is divided into three main areas; namely goods- carrying vehicles, passenger-carrying vehicles and road-passenger services. Licences to hire are issued for taxis, private hire-cars, rental vehicles and all types of goods-carrying vehicles. Other types of licences are issued to vehicles used to transport dangerous goods, pilot vehicles, driving-school vehicles and tow-tmcks. In addition, road passenger services must be authorised under a licence or permit. This involves long-distance services, tourist and charter work, and school services, where a student pays a fee direct to the driver. The aim of the licensing system is to control standards of vehicles at every level, and to ensure that satisfactory standards of service Supply (Estimates) 11 October 1988 1063 and safety are maintained for the benefit of the public. I shall elaborate on some of the major activities of the transport licensing function. Taximeter Cabs Apart from maintaining control over the licensing of cabs and drivers, surveillance of taxi services by departmental officers will be increased to ensure an adequate supply of taxis and to maintain safety and passenger comfort levels. The adequacy of existing taxi services to satisfactorily cater for public demand is reviewed at each taxi centre throughout the State on an annual basis. In the last 12 months, additional cab licences have been issued at Brisbane, Caims, Ipswich, Redcliffe, Townsville and the Gold and Sunshine Coasts, with revenue of $6.6m being received from the sale of these licences. In addition to monitoring the number of taxi licences, a close watch on the economics of the industry is maintained to ensure that requests from the industry for fare increases can be effectively analysed. Although World Expo 88 has placed extra demands on the taxi industry, through close monitoring of the situation good service levels have been maintained for the public. Rental Vehicles Vehicles offered to the public for hire on a drive yourself basis are also licensed to ensure that satisfactory safety and service standards and insurance are maintained. This industry has been subjected to concentrated enforcement activities over the past year, especially in main tourist areas, such as the Gold Coast and Caims. This increased level of enforcement will continue indefinitely in the interests of public safety and of maintaining a first-class image. Private Hire-cars The policy regarding private hire-cars was recently reviewed and the sale price of the existing licences was increased to $5,000 per licence, resulting in revenue of $ 1.85m being received. Substantial changes in policy were also made, the most significant being that licences are now transferable and attract a goodwill value. It is expected that the value of licences will vary among centres, depending upon the demand for private hire-cars and the level of service provided. An age limit has also been placed on the vehicles being operated. Restricted private hire-car licences are also available for weddings and other similar functions requiring a particular type of vehicle. Vehicles approved under this type of licence will be limited to vintage, veteran and classic vehicles. The 25 existing Ucences are due to be advertised at a fixed fee of $2,500 each, with a total revenue of $62,500 expected to be paid into consolidated revenue. These licences will be reviewed in each area throughout the year and it is anticipated new licences will be issued in certain areas. Tow-tmcks Regulations regarding tow-tmcks were recently reviewed, after extensive consultation with the industry and will result in a better standard of business operation, facilities and vehicles. Drivers will also be required to observe a code of conduct at accident scenes. Pilot Vehicles A licensing system has been introduced to enforce adequate standards for vehicles and drivers engaged in the escort of over-dimension loads and vehicles throughout the State. The use of these professional operators assists in freeing police to play their primary role in the community. However, police supervision wiU continue to be used in exceptional cases in the interests of public safety. B-doubles Permits As part of the campaign to reduce transport costs, the use of B-double articulated goods-carrying vehicles is permitted in Queensland, subject to strict conditions covering the mechanical capability of the vehicles and the suitability of the roads on which they operate. 1064 11 October 1988 Supply (Estimates)

These requirements are monitored closely to enable the use of these technically superior vehicles. They can reduce the number of heavy vehicles needed to shift a given load by up to 40 per cent and cut down on road surface wear and tear while enhancing safety and environmental factors. Bus Services The aim of the bus-licensing system is to control the standard of vehicles, the level of service provided, and the calibre of operators providing these services. The standards maintained throughout the system are for the general safety and well-being of the travelling public. There has been significant growth in the industry in the past year, particularly in respect to long distance and tourist operations. There has also been a considerable diversification of the type of vehicle involved from the luxury long-distance coach to the minibus and the safari-type four-wheel-drive. The recent decision to deregulate major bus routes throughout Queensland will ensure that the expansion of the bus industry continues for many years to come, while providing vast travelling benefits for bus passengers. A deregulated bus policy will have the net effect of providing more frequent services to a larger number of regional centres with the prospect of lower fare stmctures as a result of healthy competition in the market-place. At the same time, there will be no compromise of the excellent safety standard, which is the trade mark of the Queensland bus and coach industry. A strict licensing system stipulates requirements in respect to safety, quality of coaches and facilities for passengers. Subsidised Taxi Services A subsidised taxi scheme has been introduced to enable wheelchair-bound and other severely disabled persons to travel by taxi for half of the normal taxi fare on local trips. The service is now available at many centres throughout the State and was benefiting more than 2 500 persons as at June 1988. The taxi industry has co-operated in the implementation of the scheme by providing modified wheelchair-accessible vehicles which are operating in Brisbane and in six major provincial centres. Artangements are being completed by the Commissioner for Transport and taxi companies for the provision of these vehicles in at least three more centres before the end of the year. Air Service The department deals with a growing number of applications for air service licences throughout the State. During 1987-88 there has been rapid growth in regularly scheduled air services following the adoption of an open-skies policy in May 1987 for Queensland's air routes. The net growth in regular air route service licences over the past year is equal to the total net increases of the preceding 15 years. This growth has been provided by established and newly formed air-service operators who have satisfied the department in terms of their licensing quality, standards of safety, insurance, operational and financial capacity, good character and repute. The open-skies policy has provided competitive opportunities for industry growth and benefits for the public in terms of— • increased service frequencies; • more convenient flight times; • more same-day retum services; • more direct services (with cortesponding shorter travel times); • new services for some centres not previously serviced; and • some fare-savings through operators offering discounts and/or delaying, or choosing not to seek fare increases. Supply (Estimates) 11 October 1988 1065

Tourism is increasing rapidly in line with the growth in the number and frequency of air services approved by the department. Enforcement Much of the surveillance of heavy vehicles within the State is undertaken by police officers of the Commercial Vehicle Squad (Highway Patrol), who are seconded to the Department of Transport. This enforcement strength will be increased considerably following the Govemment's recent decision to phase out around-the-clock operations of the three weighbridges operating in south-east Queensland. This will allow for the enhancement of the present random roadside heavy vehicle checking program, designed to concentrate on offenders who flout the various transport laws, rather than delay all vehicles passing a set point, such as the three fixed weighbridges at Burpengary, Coomera and Gailes. An additional 51 departmental officers will become available for enforcement and inspectorial duties throughout the State rather than concentrating in the south-east comer. Checks will include driving hours and compUance with loading and hcensinjg requirements, such as the carriage of dangerous goods. The three weighbridges will continue to be used on a random basis as part of the overall enforcement strategy. The inspection scheme for heavy transport and other commercial and public passenger vehicles is an important part of this Govemment's determination to improve road safety in this State. Road patrols during 1987-88 were stepped up significantly to ensure that owners comply with the Motor Vehicle Safety Act. For the information of members—a total of 3 342 vehicles were inspected during the financial year ending June 1988, compared with 1 185 vehicles in the previous year. Driver-licensing and Traffic Legislation Administration The Department of Transport is charged with the responsibility for administration of the Traffic Act and maintenance of driver's licence, traffic history and traffic accident records. There are some 1.6 million driver licence records currently stored on the computer system with access to these records available to the department's offices and police stations throughout the State via computer. The online computerised driver records system which records these details was implemented in September 1987. This new system has improved the efficiency and security of the outdated manual system. In addition, the upgrading of the system in such areas as centralised booking, coupled with the recently introduced driver-testing fee, will greatly reduce waiting-time for driving tests. Photographic Driver's Licences The installation of photographic driver's licence equipment in the Department of Transport offices and police stations issuing driver's licences was completed in Febmary 1987. The introduction of the photographic style licence has received widespread acceptance throughout the community and has also provided the holder with a valuable form of identification. I am pleased to report that an estimated 280 000 Queenslanders have indicated a willingness to be a organ donor in the event of an accident. The introduction of photographic drivers' licences in Queensland has been an overwhelming success, with more than 880,000 of the new-style licences now in use. To cover operational costs and to provide further transport facilities throughout the State, the annual fee for a photographic driver's licence was recently increased to $7.40. This fee is still the lowest of any Australian State, compared with the next lowest in Victoria of $10 per annum and the highest in the Austrahan Capital Territory of $24. Revenue received from the fee increase will fund an extra 12 driver licence centres throughout Queensland in this financial year. In addition eight other driver licence centres were announced in July and will be self-funded by the introduction of the driver-testing fee. Two major regional offices are also currently under constmction in Maroochydore and Cairns and will be completed early next year. These initiatives form a central component of the Transport Department's regionalisation program, which aims to ensure all Queensland residents are provided 1066 11 October 1988 Supply (Estimates) with a full range of Govemment services. The ongoing program to take over driver- licensing duties from police is also releasing more and more officers to undertake regular police duties. To date, in excess of 100 police officers have been relieved of these duties in various centres throughout the State. Road Safety and Driver Education The high road toll so far this year is of great concem to this Govemment, and I am pleased to report that there will be a greater financial commitment in 1988-89 to the traffic safety area. Since inception in 1947, tbe Queensland Road Safety Council operated as an advisory body to the Minister for Transport in areas of road safety education. The Govemment and I are most appreciative of the fine work carried out by this organisation over the years. In an effort to ensure the maximum possible communication of the need for road safety to all areas of the State, a review of the effectiveness of both the council and the staff aUocated to road safety activities was undertaken. As a result of this review, the councU has been replaced by the Traffic Safety Advisory Committee. This change will not result in any reduction in people or resources dedicated to road safety, but has been undertaken with a view to improving the overall effectiveness of the Govemment's road safety awareness activities. The new committee wiU have an expanded role and will advise me on all aspects of road safety measures falling within the ambit of the Department of Transport. It will enable the Govemment to receive advice on this vital topic from a broad cross-section of the community. The Govemment already has announced the introduction of a baby capsule hire scheme in Queensland, and officers of the Department of Transport have inspected similar schemes operating interstate to ensure that a scheme best suited to the Queensland situation will be available to parents on a Statewide basis. Additionally, an amount of $85,000 has been made available to conduct an intensive seat-belt campaign which will ensure the unacceptably high incidence of non-seat-belt usage is reduced. At present 50 per cent of all drivers and passengers killed in road accidents are not restrained. Road statistics indicate that the number of drivers and passengers killed or injured is increasing, while the fatality rate for motor-cycle riders is declining. In view of this trend, the road safety strategy for this year will target those vulnerable road-user groups. That is not to say that motor cycle safety will be ignored. For instance, the Govemment recently approved new motor cycle safety measures, limiting first-year motor-cycle riders to machines not exceeding 250cc, regardless of previous driving experience. One of the major road safety programs operated by the Department of Transport is the defensive driving course. While it is already one of Australia's most successful post-licence driver-education programs, it has been reviewed and revamped to make it even more effective. The new course, introduced in July this year, has been improved and updated to ensure it provides useful and practical advice to interested motorists. Funding to enable continuation and expansion of this program this financial year will amount to $186,000. Alcohol-related traffic deaths and injuries also remain a major concem to this Govemment. Almost 50 per cent of the fatally injured road-users who were tested for alcohol during the first six months of 1988 had positive blood-alcohol readings. A co­ ordinated campaign aimed at reducing this figure is being developed and will be launched later this year. Funding amounting to $200,000 has been made available for this purpose. Govemment programs such as the police RID campaign and the recent decision to extend the .02 blood alcohol limit to all drivers under 21 are important parts of the drink-driving offensive. An integrated package of road safety countermeasures has been developed and introduced at all levels of Queensland schools. Statistics reveal the need for such programs, with cyclist involvement in traffic accidents on the increase and young pedestrians and motor-vehicle passengers remaining in the high-risk category of road-users. As a further indication of my Government's concern for the safety of young Queenslanders, $1.6m Supply (Estimates) 11 October 1988 1067

has been allocated to maintain the successful school-crossing supervisors scheme, which now ensures the safety of children at 611 supervised crossings at 465 schools throughout the State. The Govemment's driving training centre at Mount Cotton is also providing an important thmst in the area of traffic safety. Practical training programs are now conducted for drivers of motor vehicles, four-wheel-drives, emergency vehicles and heavy vehicles at the centre. Greater emphasis is now being placed on the training of drivers of heavy and articulated vehicles, with Australiawide interest being shown by the transport industry. Vehicle Safety Vehicle Safety Standards The development and dissemination of comprehensive and up-to-date standards for mechanical, stmctural and operational vehicle safety is vital to the department's vehicle safety activities. These standards are developed by professional engineers in consultation with industry, interstate and Commonwealth authorities and underpin the inspection and approval processes necessary for first-rate vehicle and road safety. The monitoring and ongoing review of vehicle safety-related standards must continue to be enhanced, particularly given the extent of new technological innovations within the transport industry. Such innovations include the introduction of double-articulated B- double tmcks, which are set to revolutionise the road transport industry. On the general motoring level, strict engineering standards have been developed to accommodate the increasing number of convertible cars which have undergone extensive modification. Carriage of Dangerous Goods and Security of Loads The regulation of carriage of dangerous goods is one of the major functions of the department, particularly in view of the large volume of these products required by industry and the public. Since the establishment of the dangerous goods branch within the Department of Transport in 1985, an extensive and successful education, advisory and enforcement campaign has been conducted to ensure safety in the transportation and packaging of materials which, although hazardous, are vital to the economy of this State. To keep pace with rapidly changing technology, to ensure uniformity of statutory provisions throughout Australia and to streamline administrative and enforcement procedures, I introduced revised legislation into this Chamber earlier this year, as honourable members will recall, and, in April 1988, the Carriage of Dangerous Goods by Road Act 1984-1988 was proclaimed. I will be proposing amendments to the subordinate regulations aimed at further improving the safe carriage of dangerous or hazardous substances within Queensland in future. The dangerous goods branch checked and approved some 25 road tank vehicle designs and 75 dangerous goods packaging systems during the year. Passenger Vehicle Safety The Department of Transport is responsible for the administration and enforcement of legislation conceming the issue of certificates of roadworthiness for second-hand motor vehicles when they are sold. This legislation requires considerable administrative control to be effective in detecting unsafe vehicles being offered for sale. The inspection of vehicles for this purpose is carried out at more than 2 000 approved inspection stations, which employ 3 453 licensed examiners. During the year 1987-88, these inspection stations examined 243 434 vehicles, of which 4 151 did not comply with the required safety standards. The department has increased its activities substantially in monitoring these inspection stations to maintain uniform, professional standards. This is evident particuarly in increased station audit activity and comprehensive retesting of approved personnel. However, I am still concemed at the number of vehicles apparently being offered for sale or being driven on the State's roads with safety-related defects such as bald tyres, faulty brakes and steering, and bad mst. The department, therefore, has increased surveillance activities for both the roadside vehicle safety inspection program and the 1068 11 October 1988 Supply (Estimates)

used car yard safety inspection program. Both programs are based on random selections of vehicles and premises for comprehensive vehicle safety inspections which, along with inspections of passenger vehicles involved in road accidents, are undertaken by departmental staff at the request of the Police Department. Transport Policy and Planning Unit The Department's policy development and research functions are undertaken by the policy and planning unit within the policy, planning and corporate services division. As honourable members would be aware, this unit was established in 1983 following the PA Consultants' investigation into Queensland Railways. The unit comprises research officers with skills in a wide range of disciplines, as well as two officers seconded from Queensland Railways to specifically assist in projects related to railways operations. A particularly important aspect of the unit's work in recent years—and certainly last year—relates to road-safety research. There is no need for me to remind honourable members how serious the road toll is, and thus, if we are to implement appropriate solutions to this problem, the need for up-to-date research in this important area is vital. I would like to mention briefly a few projects undertaken last year to indicate the type of research carried out by the unit and the role that it plays. Road-safety researches undertook a comprehensive study into the problem of young drivers and alcohol. The study concluded that, although young drivers generally do not necessarily drink and drive more often than older drivers, or have higher blood-alcohol levels, nevertheless they do suffer greater impairment at lower alcohol levels. In other words, they are affected more by moderate and lower alcohol intakes than older drivers are. As a result of that research, the Govemment has decided to extend .02 per cent minimum permissible alcohol levels to all drivers and riders under 21 years. Another significant study undertaken relates to the safety of school buses. A survey of some 1 300 buses was carried out to determine whether defects were age related and whether the introduction of a maximum age for buses would significantly reduce vehicle defects, and thus increase safety. The survey sought specific information on a number of areas, including vehicles and route particulars, mechanical conditions and specifications, safety standards, and the standard of extemal and intemal body work. The results have confirmed that defects are related to vehicle age, with the most serious defects evident in braking systems. The introduction of an age policy and new upgraded braking requirements will ensure that the standard of our bus fleet remains first rate. Recently, some officers of the department and I visited the area of the member for Cunningham, Mr Elliott, to inspect buses. In general, we found them to be in excellent condition. Although some were showing signs of age, they were well maintained. During the year a major study was completed on Queensland's livestock transport system. It is interesting to note that about 5 per cent of meat production costs relate directly to transport costs. Each year some 4.5 million cattle are transported either between properties, to saleyards or to abattoirs. Clearly, the need for an efficient transport system is linked closely to profitability within the industry. The study revealed a number of regulatory and administrative procedures of government which inhibit efficiency. Those mainly relate to the delays caused by the need to receive certificates and licences to carry, issued by different authorities. The matters are being considered now by departmental officers. As 1 am aware that the Opposition spokesman on Transport would like to commence his speech before lunch, I ask leave to have the remainder of my speech incorporated in Hansard. Leave granted. Apart from specific research projects, the policy and planning unit is the transport department's focal point for the preparation of submissions relating to Inter-State Commission inquiries, royal commissions, and other examinations requiring a transport perspective. Supply (Estimates) 11 October 1988 1069

Two recent enquiries, to which the unit provided valuable information, related to the recent royal commission into transport, handling and storage of grain and the Inter-State Commission's enquiry into waterfront strategy. The unit maintains a number of valuable record data-bases, particularly in relation to road safety, producing regular, analytical reports from that information. The establishment of the policy and planning unit was envisaged in 1983 as providing a much needed research and policy development arm for the Department of Transport. Its continued work has confirmed that expectation. Urban Public Transport The Urban Public Passenger Transport Act 1984, which defines the responsibilities of the department in relation to urban public transport, came into operations on July 1, 1985. Generally speaking, the Commissioner for Transport is responsible for the development and promotion of a properly-integrated and co-ordinated system of urban passenger services and is vested with the appropriate authority to undertake capital works improvement programs such as passenger interchanges and transit centres, together with appropriate planning and research, and transport system development programs. Funding These programs are funded through the Transport Department Planning and Constmction Fund and are in addition to the appropriations previously mentioned as being contained in the Consolidated Revenue Fund. Overall advice on public transport matters is provided through a planning and advisory committee. Regional advisory committees have been established at Townsville, Rockhampton, Toowoomba, Ipswich and the Gold Coast to advise further on public transport matters. A new advisory committee is to be established at Caims this current financial year. The 1988/89 appropriation for the Transport Department Planning and Constmction Fund for urban public transport works totals $7.66 million, and is allocated as follows:— • Brisbane City Council Bus Acquisition $2,216,000 • Interchange constmction and design $2,185,000 • Major bus and Coach facilities $305,000 • Planning, research, and transport development $555,000 • A.C.R.D. projects $2,400,000 TOTAL $7,661,000 Brisbane City Council Bus Purchases: An allocation of $2.2m has been made for the purchase, by the Brisbane City Council, of a total of six articulated and 57 non-articulated buses. The total estimated cost of these buses is $10,613 milHon, with $8,397 million already having been provided between 1984/85 and 1987/88, and the balance to be provided through the department in 1988/89. This project is being funded through the Australian Bi-centennial Road Development Fund. Capital Works: Interchange design and constmction continued in 1987/88 with total expenditure of $4.97 million, including funds made available through the Australian Bi-centennial Road Development Fund. In total, a further 629 car parking bays were constmcted at ten locations bring the total number of car parking spaces available at June 30, 1988 to 10,752 including 9,953 at suburban railway stations. The constmction of the Ipswich transit centre was completed during 1987/88. The project was jointly funded by the State and Commonwealth Govemments, the Ipswich City Council, the Kem Corporation at a total cost of $3.73 million. The centre provides for passenger interchange between local and long-distance buses, taxis and suburban trains. Car parking in association with the interchange will be constmcted in 1988/89. In 1988/89 it is proposed to spend a total of $2.2 million on intercharge design and constmction works. Other new or extended facilities are proposed at Kuraby, Redbank, Bray Park, Birkdale, Wacol and Petrie. New bus/rail and car/rail interchange facilities have already been completed this financial year at Nambour, in conjunction with the introducdon of inter-urban electric train services. Following representations to the Commonwealth Government, public transport will benefit from the Australian Centennial Road Development Program over the next five years. 1070 11 October 1988 Supply (Estimates)

Details are being prepared currently, but this program will provide for further bus acquisition, interchange constmction and other bus facilities in provincial cities and suburban rail improvements. Provision has been made for the expenditure of $2.4 million on these projects in 1988/89. Extensive planning is underway for the constmction of major bus and coach facilities at , Toowoomba, Rockhampton and Caims, with the provision this financial year being made for the expenditure of $100,000 on initial planning, investigation and design. Transport Planning and Development: Planning and research will continue this year into the upgrading of public transport services generally throughout the State. Following completion of a study of public transport requirements at Caims, improvements to services, public information and facilities are progressing. Planning of services and faciUties for the Loganholme shopping centre is underway. In 1988/89 it is proposed to investigate further the public transport requirements for the growth corridor between Brisbane and the Gold Coast, and requirements for the City of Mackay. Additional expenditure is being incurred in the supervision of coach services to World Expo 88. Following an earlier study into the viability of such a system, the Commissioner for Transport invited proposals for the design, constmction funding and operation of a people- mover system for the Gold Coast in March this year. Proposals have been received and an in-depth analysis of these proposals is currently being conducted by senior officers of the Transport Department. The project represents an exciting development in public transport through the application of new technology by the private sector at no cost to the Govemment. Provision has been made with the budget for 1988/89 for the expenditure of $550,000 for transport planning and development. The programs and allocations for the Railway Department and the Transport Department which I have set out before honourable members are beyond reproach. The respective budgets are responsible budgets. They ensure that the essential transport services are maintained for the general public and for the industrial sector of Queensland at the lowest cost to all taxpayers. The budgets are also progressive budgets in that they enhance the publicly-acceptable 'user-pays' principle in all practical areas. This is the mle of thumb in any efficient business organisation, and the Queensland Govemment is no exception to this mle. However, this does not mean that this Govemment will relinquish its role in any way, shape or form in providing those essential services to the community, particularly isolated country communities. We have made that commitment, albeit at considerable cost, in recognition of the valuable contribution of the mral and mining sectors to our vibrant economy. In conclusion, I reiterate my pleasure in presenting for examination the Estimates of the Railway Department and the Transport Department to this Chamber. The staff of both departments deserve great credit for providing a transport system and associated services which are second to none. I would also like to take the opportunity to thank the members of my parliamentary transport committee for their contributions during the year. I recommend to the Committee the allocation of $112.4 million for the Department of Transport in 1988/89 and $1,387 million for the Railway Department for this year. The CHAIRMAN: Order! I inform the Committee that, on the Vote proposed, I will allow a full discussion on all of the Minister's departmental Estimates (Consolidated Revenue, Tmst and Special Funds, and Loan Fund Account). For the information of honourable members, I point out that the administrative acts of the department are open to debate, but the necessity for legislation and matters involving legislation cannot be discussed in Committee of Supply. Mr HAMILL (Ipswich) (12.49 p.m.): The Estimates debate provides one of the few opportunities in the Queensland Parliament for the Government to put into practice the principles of public accountability. I applaud the Minister's statement at the outset of his speech that he is committed to public accountability and that he welcomes the Supply (Estimates) 11 October 1988 1071

forthcoming establishment of the public accounts committee. However, it is unfortunate that that confession of commitment to public accountability does not extend to the opportunity of members to give full and detailed consideration to departmental reports. I had hoped that, in this new age of the vision of exceUence, reports such as the annual report of the Transport Department, which landed on our desks only this moming, would have been available to members long before this debate commenced. If it had, honourable members would have had an opportunity to analyse the report and give the Estimates fiiU and adequate consideration. The first Ahem Budget in relation to matters pertaining to transport falls short of the much-vaunted vision of excellence that the Premier was so happy to proclaim when he took on the Premiership of this State. The fundamental weakness is that the Govemment has failed to come to grips with a basic philosophy on transport. What is more important in that context, the Govemment has made no attempt to define the role that it sees public enterprise playing in the overall stmcture of the State's transport system. I say that there is no philosophy. However, a policy certainly exists. The policy has been enunciated in the corporate plan for Queensland Railways which was presented and published in June this year. I suggest that the corporate plan—the policy direction which is being pursued by the Govemment in relation to the Railway Department— owes more to a policy dictated by ideological blinkers than to any overall encompassing philosophy for Queensland's transport industry. I refer to the document. Corporate Plan—Strategies and Initiatives, published in June 1988 in relation to the business direction for Queensland Railways. The strategies and initiatives are set out as follows— "Promote Queensland Railways to Govemment, Industry and the Community as a professional and commercial transport organisation providing a number of diverse services. Maintain Accurate Unit Cost Data and Adopt Marketing Strategies to:— —Increase profitable traffic. —Develop marginal traffic to a profitable situation. —Unless identified as a community service obligation, discourage unprofitable traffic." Statements have been made by senior members of the railways bureaucracy. As recently as last Friday night, on metropolitan television, the Commissioner for Railways stated basically that the railways are not there to provide a service to the community; that they are there essentially as a commercial activity. Although I welcome policies that will ensure that public enterprise and the transport system remain economically viable, I am sure that many Queenslanders do not share the Govemment's corporate plan and its policy directive that the railways are not there to provide a fundamental community service as a part of their overall operations. Many people regard the railways as an integral part of this State's economic infrastmcture, as well as providing a service by way of freight and passenger transport. That leads me to the fundamental weakness, as I see it, in the Govemment's approach to the transport industry in this State. In the presentation of his Estimates, the Minister mentioned road transport. State Govemment involvement to a limited extent in civil aviation and, of course, rail transport. However, nowhere in the Minister's presentation and nowhere in the discussions on policy which have come from the Govemment has there been any attempt whatsoever to try to put in place a cost/benefit analysis of our State transport system. The Transport Estimates contain an assessment of the financial situation pertaining to the Railway Department. Honourable members can go through the report of the Commissioner for Railways and see the outlays which the department has made, its operating costs, its wage costs, capital programs, and so on. Honourable members can 1072 11 October 1988 Supply (Estimates) also see the money that is brought back to consolidated revenue by the operations of the freight and passenger services and other services undertaken by the Railway Department. What honourable members do not have, of course, is a similar document that states quite clearly ihe outlays that this Govemment makes in relation to our road transport system and what the retums are to the community and to the Govemment from the operation of that system. The Department of Transport Estimates do not contain any reference whatsoever to the cost of road maintenance, and so on, whereas the cost of rail maintenance is outlined. Therein lies a fundamental deficiency in this Govemment's approach to transport in this State. It is about time the Govemment provided that cost/benefit analysis. It is about time honourable members were able to compare the costs attendant to road transport as opposed to rail transport. I noticed that in the course of the presentation of his Estimates, the Minister welcomed the introduction of the new supertmck, the B-double. He spoke in glowing terms about the new B-doubles. He said that road freight costs will fall as a consequence of this new technology lumbering around on our roads. I draw the Minister's attention to an editorial in the Australian Financial Review dated Thursday, 14 July this year, which addresses this very issue of comparing road and rail transport and which makes reference in particular to the introduction of the B-doubles in New South Wales. It makes very interesting reading. The editorial states— "In fact, our road transport industry is already heavily over-subsidised. For example, how many Australians are aware that private motorists and ratepayers are subsidising road damage by heavy tmcks to the tune of $ 1.4 billion a year—a figure which is greater than the combined railway deficits of all the States? How many are aware that domestic and business car users pay $3.35 billion a year more than the road damage they cause? (These figures come from a recent study by the Federal Bureau of Transport Economics)." The editorial then goes on to refer specifically to the B-doubles. It states— "B doubles are equal to the length of five family sedans." It continues— "The National Roads and Motorists' Association pointed out that in one year just one of these juggemauts wiU do as much damage as 14,000 cars." That is certainly a matter that I hope the Minister would consider. Later in my speech I will canvass the question of supposed non-economic raU services. The hidden subsidies that are provided to road transport can be considered in that context. Honourable members may then be able to have a more rational debate about the transport system and in particular the rail system in this State. When the Govemment lacks an appreciation of the relative merits of road versus rail and, furthermore, makes no attempt to define the role of public sector enterprise in relation to the transport industry, there really are no guide-lines under which public sector transport in this State can operate. It is quite clear that by default the Queensland Government has put in place a policy of intemal cross-subsidisation. The report of the Railway Department reveals that in 1986-87, the loss in passenger travel by raU in this State was more than $67m, whereas for the past year the loss on passenger services was $55.6m. At the same time, the raU system is announcing operating profits. Last year the operating profit was $128m and, according to the Minister, this year the operating profit is $97m. What the Government is doing in the administration of the rail system is quite clear. The Govemment is using rail freights, particularly in relation to coal. Additional revenues are being drawn from that sector and are being used, on the one hand, to subsidise losses on passenger services and, on the other hand, to put funds into the Government's Consolidated Revenue Fund. So this cross-subsidisation is going on. Supply (Estimates) 11 October 1988 1073

Because the Govemment will not admit that it is a legitimate policy to offer such cross-subsidisation, situations arise such as the one last week when the Deputy Premier commented on the impending closing down of operations on the Brisbane Valley rail branch hne. He said, "This line is losing money. Therefore we wiU close it down." If that is the statement of policy from the Queensland Govemment, woe betide this mob

Mr I. J. GIBBS: I rise to a point of order. The Opposition spokesman misled the Committee. The Brisbane Valley line is not closing at all, even though the false information that he has given out to the press tells us differently.

The CHAIRMAN: Order! I take it that the honourable member accepts the Minister's explanation.

Mr HAMILL: I have documentation in my possession that shows that services on the Brisbane Valley line are being curtailed. I did not say that the line was being closed; I said that services are being curtailed. I have letters from the commissioner's office that state quite clearly that the railmotor service will be stopped. The last freight train ran last Thursday. If the Minister disputes that, he should go to Lowood and tell the local people.

Mr I. J. GIBBS: My point of order relates to the words that the honourable member just uttered, not to the words that appeared in the press. I ask the honourable member to withdraw his statement. The line is not closing down; the honourable member said that it will be.

The CHAIRMAN: Order! I ask the member to withdraw the words that suggested Mr HAMILL: I withdraw the comment that the line is closing down. However, the fact is, of course, that the services are stopping. There are no more freight trains on that line and the railmotor services conclude at the end of this year. Sitting suspended from 1 to 2.30 p.m.

Mr HAMILL: Before the luncheon adjoumment, I was discussing the role of the railways as a public utility and as a fundamental part of the economic infrastmcture of the State. I was discussing the quality and the quantity of service that is being provided to the Queensland public in that context. It is tme that Queensland Railways, as it is descrtbed in the corporate plan, is essentially a freight railway. In 1987-88, passenger revenue comprised only 8.17 per cent of the $991.4m which was eamed by the rail system. Nevertheless, even though the revenue from passenger services may represent a very small component of rail revenue, and certainly nowhere near the almost 70 per cent of revenue which flows from coal freights, it is certainly the case that the railways provide very important services for many country Queenslanders. People in the electorate of the member for Lockyer would be very concerned about the course that this Government's management of the railways is taking.

Before I discuss the curtailment of passenger transport services in this State, I wish to make a couple of points about railway employment, particularly its impact on country towns throughout Queensland. The annual report of the Commissioner for Railways for the year ended 30 June 1988 reveals that 1 700 employees were shed by the railways during that period. I seek leave to have incorporated in Hansard table No. 6 from the report of the Commissioner for Railways, which illustrates those figures.

Leave granted. 1074 11 October 1988 Supply (Estimates)

STATEMENT OF *AVERAGE NUMBER OF STAFF EMPLOYED (PER­ MANENT AND TEMPORARY) DURING THE YEARS ENDING 30TH JUNE, 1988 and 1987

(EXCLUSIVE OF NEW SOUTH WALES EMPLOYEES WORKING ON STANDARD GAUGE RAILWAY)

30th June, 1988 30th June, 1987 Salaried Wages Total Staff" Staff" Staff

Deputy Commissioner and Secretary and Associated Offices Assistant Commissioner's Engineering and Technical Services Group Assistant Commissioner's Commercial Group .... Assistant Commissioner's Workshops and Main­ tenance Facilities Group . . Assistant Commissioner's Projects Group Assistant Commissioner's Traffi" Operations Group Chief Supply Manager's Branch Railway Catering Services .. Administrative Traffic—Station Operations Traffic—Train Operations . . Maintenance RoUingstock

*The number of staff represents the average number of persons actually employed at the close of each fortnightly pay period. N.B. Above figures exclusive of Staff employed on Main Line Electrification. Categories have been altered to reflect changes in the designations of employees effective from 1st July 1987. Figures for both years are shown under new categories. Mr HAMILL: The impact of railway employment is very serious, particularly on small country towns. Station staff have been withdrawn from a number of railway stations throughout Queensland. Given the most recent announcement, over the last 12 months, 70 stations in the country areas of this State will have their staff reduced or withdrawn. A whole range of classifications of railway employees has been reduced. The impact on many small country towns in Queensland is really quite devastating. It is not only taking jobs, income and business away from many small country towns but also leaving a very demoralised labour-force in the railways. Those employees expect further cut­ backs in employment in the coming year. If the Budget papers are any indication, further loss of employment can be expected in the railways. The budget of the Department of Transport estimates that salaries and wages will increase by 12.3 per cent during 1988-89, yet in the Railway Department there wiU be a 0.9 per cent increase in salaries and wages. Quite clearly, that is far less than the expected movement in wages and salaries over the 12-month period and a clear indication that this Government intends to further reduce employment in the Queensland Railways. Supply (Estimates) 11 October 1988 1075

While I am discussing matters of finance, I ask the Minister to direct his attention to some of the tables that are contained in the report of the Commissioner for Railways. I draw his attention particularly to Table No. 1, which appears on page 25 of the report. Details of receipts are outlined. The table shows that in 1986-87 total receipts were $ 1,003m, compared with $ 1,025m in 1987-88. I am a little curious that there is a minor discrepancy, of only about $4m, between those figures and the figures for railway revenue that the Treasurer outlined on page 7 of his annual statement. It shows very clearly that in the year just passed rail revenues fell below expectations to the tune of more than $29m. However, the figures are at variance with those in the report. Perhaps the Minister, in his reply, can explain the difference between the figures presented by the Treasurer and the figures represented by the Railway Department. It is necessary for me to comment upon the curtailment or, as I have described it, the downgrading of rail services in this State. As I have mentioned already, 70 stations will have staff withdrawn or be downgraded. Most of those stations are in country areas. It leads me to what I see is a core issue in the discussion of road and rail transport and the carriage of road or rail freight. If the rail system is to be an effective competitor with road transport, surely this Govemment has to allow the rail system to compete on equal terms. Because staff are being withdrawn from country rail services, the capacity of rail consumers, who in many cases are primary producers, to have access to an efficient and effective rail freight service is being withdrawn. Consequently, the volume of freight being carried on those lines will fall. Given that we know that 92 per cent of rail revenue in this State comes from freight, once freight revenue is lost, it is very easy for the Minister and his ilk to tum around and withdraw passenger services. Quite clearly, that is the intention in the corporate plan. That is the effect of the policy that is being pursued to downgrade rail services, particularly those in country areas. I draw the attention of honourable members to a statement that is made on page II of the report of the Railways Commissioner in relation to branch-line services. The report states— "The twenty (20) sections reported upon last year returned a total loss this year, excluding passengers, of $17.3 mUlion." That is essentially a loss on freight that was carried. An average cost recovery of 37.8 per cent is mentioned in the report. The key issue is stated in the last line on that page— "The situation will continue to deteriorate as long as the lines remain open for traffic." The corporate plan, which was published in June, makes a most interesting statement about country passengers. It states that it will eliminate or reduce the cost of operating country railmotor services. Rather than trying to reduce costs, the railways have opted for eUmination. According to correspondence which flowed from the deputy commissioner's office, a number of railmotor services in country areas will be removed. For example, the TuUy-Caims and Caims-Ravenshoe services will be discontinued as from 1 January 1989. The Brisbane Valley service between Wulkuraka and Yarraman will be withdrawn in the new year. As I mentioned previously, the scheduled freight services on that line have already been withdrawn. A great deal of concem exists in country areas of Queensland that a fundamental service that country people have come to expect from the Queensland Government is to be withdrawn. In so many other areas the Queensland Govemment has allowed a system of cross-subsidisation to occur. As to the withdrawal of services on the Brisbane Valley line—the Deputy Premier has stated that that line has been losing money. Does his argument carry forward to the provision of electric power in country areas? Because it costs a great deal more to provide services in country areas, does his argument carry forward to whether or not people in country areas should have access to the telephone system? Of course not! Why have the railways been singled out for special treatment? 1076 11 October 1988 Supply (Estimates)

I tum now to another factor that should be recognised, namely, the cut-backs to urban transport. Railway stations are being closed in Brisbane and subsidies to urban transport services are being withdrawn. Time expired. Mrs CHAPMAN (Pine Rivers) (2.40 p.m.): As the most decentralised State in Australia, Queensland—more than any other State—must rely heavily on transport to support its vibrant economy, industry and life-style. In that respect, the Department of Transport plays a vital role. It is both appropriate and necessary that that department has the stmcture and facilities to meet the demands of all Queenslanders, regardless of where they live. Decentralisation brings with it the special problems of providing services in a large number of areas spread over vast distances throughout the State. To meet that challenge, the department has developed a comprehensive regionalisation strategy aimed at bringing a wide range of services closer to the community that it serves. The regionalisation program is well under way, with Department of Transport offices now located in 29 centres throughout the State. Offices providing the complete range of departmental services are established now at the Gold Coast, Ipswich, Toowoomba, Rockhampton, Maryborough, Bundaberg, Townsville, Caims and Logan City. Among the essential services provided by those offices are— • drivers' licensing, including renewals, testing, learner's permit issuing, interstate and overseas licence conversions, address changes, additional classes of vehicles and payment of traffic fines; • traffic safety programs such as defensive driving courses, motor-cycle training, cycling courses and curriculum-based school programs, which are essential to any young driver; • motor vehicle inspections for heavy vehicles, buses, taxis, driving-school cars and other public passenger vehicles; • licensing for taxis, buses, heavy vehicles, tow-tmcks, driving instmctors and carriers of dangerous goods; and • advice and assistance to all areas of the transport industry in conjunction with local operators, local authorities and the local community. In addition to those major offices, the Department of Transport has a network of other centres which provide a range of driver's licence and motor vehicle inspection services as well as acting as contact points for local communities for all other departmental services and functions. Mr Davis: End of the page; please tum over. Mrs CHAPMAN: The honourable member is so clever. Fancy him knowing that! Mr Hamill: He can read, too. Mrs CHAPMAN: I have noticed that. Those centres are currently located at Mackay, Mount Isa, Fortitude Valley, Brisbane city, Everton Park, Upper Mount Gravatt, Sherwood, Dutton Park, Coorparoo, Zillmere, Rosalie, Palm Beach, Gladstone, Gympie and Innisfail. Mr Davis: Did you have Fortitude Valley there? Mrs CHAPMAN: Yes, I mentioned Fortitude Valley. Mr Hamill: Is it being closed down? Mrs CHAPMAN: No. Mr R. J. Gibbs: Don't let them throw you, mum. You're stiU ahead of Leisha. They're really on your side, you know. Supply (Estimates) 11 October 1988 1077

Mrs CHAPMAN: 1 do not know whether that is good or not. Mr Hamill: We can assure you that it is not. Mrs CHAPMAN: Not with the honourable member and Mr Hamill together; I would be in real strife, would I not? The challenge confronting the Department of Transport is to ensure these existing offices continue to provide an efficient, effective service to local residents and also to establish facilities in additional areas of the State, having regard to the costs involved with this expansion, including additional staff and infrastmcture. To achieve further progress in the department's regionahsation thmst, the Queensland Govemment has introduced a new initiative to fund additional Department of Transport facilities at no additional cost to the Govemment. Through the introduction of a fee for all driver's licence tests, the revenue collected will be allocated to the Department of Transport to establish additional facilities at Runaway Bay, Warwick, Redlands, Maroochydore, Coomera, Caloundra, Nerang, Nambour, Emerald and Caims. Apart from providing additional transport-related services to Queensland communities, the introduction of the test fee will provide a number of other significant benefits. It will have the effect of releasing police in these areas from the time-consuming task of driver-licensing, with benefits flowing on immediately to the local community. In addition, the fee will also reduce the waiting-time for driver's licence tests, which in some centres has been as long as six or seven weeks. Regrettably, these waiting-times were inflated artificially because of the large number of applicants who either failed to arrive for appointments or who made multiple bookings at various licence-testing centres on the basis that, if they failed one test, they had another booking in reserve. Mr Davis: There's one thing about the Railway Department; it doesn't send out briefs to National Party members. Mrs CHAPMAN: How many times did the honourable member have to go for his licence? Mr Davis: Once. Mrs CHAPMAN: I could not believe that. These practices had the effect of reducing the number of vacancies for genuine driver's licence applicants, and therefore contributed to unacceptable waiting-times. The Honourable the Minister for Transport advises me that the effects of the test fee are evident already, with waiting-times in many areas of the State reduced to under a week. This is an extremely important achievement in an age when so many Queens­ landers are reliant on a driver's licence for employment. Although the Department of Transport has devoted considerable attention to the establishment of additional offices, it also places major emphasis on service delivery. At present the Department of Transport serves approximately 1 million customers per year across the counters, which equates to approximately 4 000 clients per working day. In addition, the needs of a huge number of other people are met through telephone inquiries or by correspondence. This volume of transactions demonstrates the important role that transport plays in the lives of so many Queenslanders. It also reinforces that it is critical to ensure that departmental clients are provided with an effective, efficient and courteous service. To this end, the Department of Transport has directed the attention of senior staff towards the management of these offices, emphasising delivery and customer relations, to ensure that the needs of all Queenslanders are met. It is essential that the provision of essential services keeps pace with the dynamic growth of the Queensland economy and also the community. I take this opportunity to congratulate the Minister for Transport on the marvellous job that he has done, considering the amount of time that Queensland has been settled 1078 11 October 1988 Supply (Estimates) and the way in which transport has gone ahead. It is absolutely amazing to think that not so many years ago I travelled to school on a pony. Nowadays not many children ride horses to school. Children are provided with very good bus services. In country areas especially, children are well catered for. Mr Hamill: What did you do with the pony when you were at school? Mrs CHAPMAN: We let it mn in the school yard. Mr Hamill: Was that before they provided subsidies for motor mowers and things such as that? Mrs CHAPMAN: It probably was. We had no subsidies in those years, and I am sure that it was the Queensland National Party Govemment that introduced them. During those years we had a Labor Govemment; that is why we had so much trouble. Mr Hamill: No. You subsidised the carriage of fodder. It is one of those freight subsidies the National Party introduced. Mrs CHAPMAN: I cannot remember that. We fed our own horses. Mr Hamill: No, they still do. Mrs CHAPMAN: Do they really? I also want to comment on how clean the trains, the railway stations and also the walls that divide the railway lines from the general public are kept in Queensland. Recently, I was in Melboume, where I took particular note of the amount of Mr Hamill: Have you ever travelled by train? Mrs CHAPMAN: Yes, quite often. I was absolutely amazed at the amount of graffiti in the trains and on the railway stations in Melbourne. I travelled for appoximately 10 miles in the train while I was down there and I saw nothing but graffiti on either side of the line. It was absolutely amazing. At present it is costing the Victorian Govemment approximately $30m a year to clean up the graffiti. Even though at night-time there may not be heavy patrols on Queensland trains, Queenslanders can be proud of the cleanliness of our transport system. In Melbourne, it was absolutely disgraceful. Mr Hamill: I will take you around a few stations and show you. Mrs CHAPMAN: I have not seen anything like that here. Mr Hamill: Have you travelled on the Ipswich line? Mrs CHAPMAN: Compared with what Melbourne has, our system is first class. Mr Prest: Get on with your speech. Mrs CHAPMAN: Doesn't the honourable member like to know how well Queens­ land is doing? Mr Prest: I know. We have one of those reports. Mrs CHAPMAN: Queensland is doing exceptionally well. That is not in the report. All of us realise that transport is a vital part of our development. I must again commend the Honourable the Minister for Transport, the Commissioner for Transport, Mr Kent, and officers of the department for striving to meet this challenge. Mr BEANLAND (Toowong) (2.52 p.m.): I will concentrate my remarks on the railways and road safety, but first I will touch briefly on one or two other matters. Supply (Estimates) 11 October 1988 1079

I must express to the Minister my disappointment that the annual report of the Department of Transport was tabled in the House as late as today. I notice from the 1986 Estimates debate that the annual report of the Commissioner for Railways was tabled on the very day that debate on the Transport Estimates took place, in much the same way as this debate is taking place today. Nothing much has changed. Because of the Govemment's concem about debate on matters that might be raised in this Chamber, it is particularly pertinent to note that annual reports are not forthcoming at a much earlier stage. A good deal of information contained in them requires comment. Secondly, I wish to comment briefly on the intemational airport. This moming, I could not help hearing the Minister for the Environment, Mr Muntz, commenting on my attack on the State Govemment in relation to the role that it has to play in this matter. I must say that I did not raise the aspect of the State Govemment's role; Mr Muntz and the Premier, Mr Ahem, did. In June, they released a press statement indicating that millions of dollars of State Govemment funding would be allocated to the project if the Federal Govemment did not give the project the go-ahead. I could be forgiven for being somewhat critical of the State Govemment in view of that press release, because when the Budget was presented earlier in this session no funds were earmarked for this project. Having said that, I want to get on, in the brief time that is available to me, to discuss Queensland Railways. The report of the Commissioner for Railways clearly indicates that a number of issues of grave concem to the community presently exist. The issues to which I refer involve political accountability, economic efficiency, public propriety and administrative practice. It must be remembered that transport costs—in whatever form they take—have a direct impact on the community. It is interesting to note that in the 1987-88 annual report of the Commissioner for Railways a net loss of approximately $80m is reported. I point out to honourable members that the loss amounts not to $80m but to $480m. During the financial year 1987-88, Queensland Railways lost approximately $ 1.3m a day for each day of the year. I base my statement on the figures set out in the annual report of the Commissioner for Railways, which contains information and figures on the operations of the railways. The deficit of $ 1.9m was arrived at before the interest factor that amounted to approximately $79m was added, and the total amounted to approximately $80.9m. Nowhere in the report is mention made of a matter that I will canvass in greater detail—the fact that Queensland Railways charged excess coal freights that were paid by coal-producers. It would be common knowledge to almost everyone that the Railway Department imposes a hidden tax on coal-producers in this State that results in approximately $400m in revenue. That amount is transferred to the Railway Department as a subsidy that the tax-payers provide—a subsidy that ought to be collected in the form of royalties. Instead, it is collected as rail freight, which is then used to subsidise the Railway Department to make the deficit appear to be far less than it really is. The provision of that subsidy amounts to forgone opportunities for the State Govemment to provide funding in important areas such as law enforcement, education, health and road-funding. It is interesting that people ask members of Parliament, "Where does the money go that is obtained from coal freights?" It is amazing that few people fully appreciate how much the Queensland Railway Department is being propped up by coal freights. Despite the fact that freights appear in the books purely as revenue, everyone knows that although an average of $13 a tonne is the amount paid by the coal companies, more than $6 a tonne of that amount is in fact a direct subsidy—a hidden tax that is imposed on the coal companies. The companies know it, and so does the State Govemment. Before I analyse the coal-freight issue in detail, I wish to examine some of the points made in the 1987-88 annual report. The report contains a financial review consisting of 24 lines which pretend to set out the income and expenditure account. I must say that that is an improvement on the 1986-87 annual report, which contained only seven lines. It is worth noting that according to the 1986-87 annual report. 1080 11 October 1988 Supply (Estimates)

Queensland Railways had a surplus of $ 16.6m. However, it is only when one reads a statement on page 19 of that report that the following important information comes to light— "Interest on Capital Indebtness with respect to the Railway Department is charged to the Appropriation, Interest on the Public Debt, and is therefore not included in this tabulation. For 1986-87 this interest amounted to $82,833,144." That statement simply means that the interest factor was not taken into account. I am sure that every person who operates a small business or large corporation would like to operate without having to worry about interest that accmes on debts, which is obviously what the Railway Department thinks can be done without reproach. This year's annual report at least includes interest on borrowed capital and sets out the deficit of $80.9m. It is only when one tums to page 27, which contains a statement about accounting policies, that this figment of the Govemment's imagination is highlighted as a basis for the accounts. On page 27 the report states— "... Pensioners to travel on trains at lower than full fare and carries certain types of freight to specific destinations at lower than the prescribed freight rate which would otherwise apply. The receipts for the year do not take into account, or record separately, all the funds foregone by the granting of these concessions. Also related to the Railway's financial operations but not recorded in the accounts, is that part of the debt servicing charges and loan indebtedness of The Commissioner for Transport which relates to the cost of the electrification of the Brisbane Suburban Rail System. It is not practicable to compute the amount that could be regarded as an equitable charge to Railway operations." This is not a statement of revenue and expenditure; it is purely details of cash transactions. It does not in any way record the tme position of the Railway Department. One of the reasons why there is so much debate on issues such as this and the State debt is that the exact figures are not available to be used as a starting point. When one takes into account the unders and overs and the amount of funds involved, one sees that the Railway Department is the biggest quango or largest corporation operated in this State by the State Government and the most unaccountable corporation in the world. It is not as if the Railway Department does not have the information or does not keep very good records; I am sure that it does. As can be seen from various reports, the Railway Department has a very up-to-date accounting, information and management system—something of which we should all be very proud. It very carefully excludes that kind of information from its reports, because the inclusion of such information might have some significant meaning and the trends in the Queensland Railways could be examined in great detail. The Railway Department has a most unconventional accounting system, in that there is no commercial basis for the drawing-up of these accounts. As I mentioned previously, there is no accmal accounting and the actual revenue or expenditure over the 12-month period is not taken into account. The Govemment can say that members of Parliament have ample opportunity in this Chamber to raise questions in relation to the Department of Transport and the railways. This is not the case at all when one bears in mind that 10 per cent fewer questions were asked this year compared with the same period last year. This has come about because Ministers fill in time by giving long, waffly answers and lengthy ministerial statements, etc. Members of Parliament do not have as much time this year as they had last year or the year before to question and query the accounts and records of the Minister or the Railway Department. This Railway Department provides a social service, and on page 11 of its report it sets out community service obligations under the headings of passenger services, freight services and branch lines. The Minister has not listed those lines or spelt them out in detail. This Chamber is entitled to that information. If a company is listed on the stock exchange it must operate on a proper commercial basis. Often this Government indicates Supply (Estimates) 11 October 1988 1081 that it is operating on a commercial basis and is taking note of commercial practices today. Some Ministers hold up the Savage committee report and say that one of the facets of that report is the commercialisation of Govemment departments. That is not the case in relation to the Railway Department. There is no transfer of funds from the Treasury Department to the Railway Department of any social service obligations. If there are social service obligations, they ought to be seen for what they are and the Govemment ought to have a separate accounting line that clearly shows those social service obligations. To hide them in the Railway Department accounts is just as bad as hiding the coal freight from Utah, BHP and other coal mines around the State. It gives a totally wrong perception of the position of Queensland Railways. Often Ministers love to get up and talk about the operating surplus. This is not an operating surplus, because this figure has to include the debt charges that are incurred as part of the operations of the railways. In a moment I will highlight how pertinent that is. On page 11 of this report the Minister states that there was a cost recoupment of 4.7 per cent on some branch lines, that is $4.70 for every $100 spent by the Railway Department. Whatever the Minister is doing with that type of line, it might pay him to totally subsidise a fleet of transporters or a fleet of taxis rather than pay those sorts of costs out of Railway Department funds to keep that type of branch line open. There is no balance sheet on page 27 of the report. It merely refers to assets and liabilities. It mns through a number of items. It highlights the fact that no provision is made for bad and doubtful debts. Obviously there are some debts, because bad debts totalling $1.2m were written off this year. The report highlights that there is no accmal accounting and that there are funds outstanding for accmal of creditors. Depreciation and long-service leave are not taken into account. I am sure that all honourable members have visited community kindergartens that every year stmggle to put aside thousands of dollars for long-service leave for the directors and other kindergarten teachers. The Railway Department does not put aside funds for long-service leave and there is no accrual accounting. This year the capital indebtedness was $ 1,947m. Last year there were four or five sets of figures in the report and one had to be pretty keen to work out exactly what the indebtedness was. Although the report says that the indebtedness is $ 1,947m, that is not the tme picture because, according to the report, quite a lot of money owed by the Department of Transport is not taken into account. As at 30 June 1988, the indebtedness of the Department of Transport was $223m. I am not sure just how much of that money applies to the Railway Department, but certainly it would be a fair share of it. So in effect the department's indebtedness is not $ 1,947m, it is probably much more than $2,000m. A great deal has been made of asset management yet, without a proper balance sheet and without looking at the full details of a balance sheet, how can there be asset management? I have already mentioned briefly main line electrification. In the 1986 Estimates debate the then Minister said there would be savings of at least half a miUion dollars a week. Today the Minister has indicated that the savings will be $40m per year. However, if one looks at interest payments on weU in excess of $ 1,050m, there is no way that the Railway Department will finish in front with a saving of $40m. That additional burden has to be added to the Railway Department's operating result. There has been no real clarification—in fact, there has been no real speUing-out—of that particular factor. I point out to the Minister that I am using his figures. I notice that the 19,86 PA management consultants' report has not been made available to the public. The 1983 report is available in the library, but not the 1986 report of the PA investigation into various aspects of the operations of the raUways. Some reference is made in the annual report to work practices and, in particular, to workers' compensation savings this year. However, the report does not spell out the cost of workers' compensation over the years and what figure it is coming back to. One is unable to glean from the annual report the man-hours lost, the number of job accidents, sickness and other absenteeism not requiring doctors' certificates, absence with medical 1082 11 October 1988 Supply (Estimates) certificates, long-term work-related injuries, or the number of employees on light duties and overtime. I notice that in 1986-87 the bill for overtime was $41.6m. The cost of overtime for last financial year has not been made available to the Committee. The overtime cost of $41.6m was two-thirds of the total cost of overtime to the State Goverment for that year. Clearly that has to be investigated. The Minister can say that things are being looked into, but the annual report does not spell out any details. I have already mentioned this State's reliance on the hidden tax that yields $400m from the freighting of coal. Some of that money could be spent on police, education, health or roads if it did not go to propping up the Queensland Railway Department. That money is never mentioned; people in the community are unaware that more than $ 1.3m a day from coal freight is being pumped into the railways. Those funds could be spent in other areas of Govemment activity and Govemment expenditure. In fact, that amount is more than the total police budget, which comes to only $265m. It is more than this year's total capital funding for roads, which comes to only $320m. The total subsidy on westem air services comes to $ 1.46m. The community has every right to know where the funds from coal-mining operations are going to. Even the Department of Mines spells out in its State Economic Development Strategy Submission that some $400m is being ripped off as a hidden tax imposed by way of rail freights. I direct the Minister's attention to part 2.7 of that submission, which sets that out in some detail. Clearly the Railway Department does not have priorities. While the Govemment and the department do not have priorities, I am sure that the present significant subsidy will continue. In the time remaining to me I want to point out that, whilst the Minister indicates the amount of work being done by the State Transport Department on road safety, the road toll in this State is rising significantly. At the end of August the road toll was 50 more than for the same period for last year. That is an increase of 17.2 per cent, which is well above the national average increase of 4.4 per cent. It is time that the Govemment got serious and allocated far more police to crack down on those who do not observe road safety. Time expired. Mr MENZEL (Mulgrave) (3.13 p.m.): Today I wish to comment briefly about traffic safety and to congratulate the Minister on the fine job that he has done, and is doing, since he became Minister for Transport. He has indicated the Govemment's concem for the loss of life on Queensland's roads. Last year saw a great achievement in traffic safety, with the road toll of 442 being the lowest recorded in this State for 15 years—that is, since 1963. Mr Davis interjected. Mr MENZEL: Unfortunately, 1988 has not been as successful. I say to the member for Brisbane Central that from year to year the number of road deaths wiU change. He should look at the overall figures. Mr Prest: I thought you were going to blame it on the Federal Govemment. Mr MENZEL: The Federal Government is to blame for the lack of road-funding. All the time it is cutting back on road-funding. To the end of September this year, the road toll stood at 392, which is 64 more than for the same period in 1987. The Department of Transport has continued to approach the task of traffic safety with enthusiasm and commitment to reducing the road toll and the consequent tragedy of loss to the community. Although the road toll figures that I have mentioned have increased, it should be noted that accident rates per 100 million kilometres travelled by all classes of vehicles have experienced a steady dechne in the eight-year period from 1980 to 1987. In that period, in terms of crashes per 100 million kilometres travelled, those accident rates have decreased by 23.1 per Supply (Estimates) 11 October 1988 1083

cent for cars, 16 per cent for rigid vehicles and a very signifficant 47 per cent for articulated vehicles. It can be seen that gains have been made in the level of traffic safety, but, most importantly, it is imperative that every effort be made to increase those gains and further reduce the road toll. The Govemment's commitment to improving traffic safety is strong and is evident in the areas of engineering, education and enforcement. The Department of Transport is actively involved in these areas with assistance from the Departments of Education, Main Roads and Police. However, all the efforts of the Government can only be fully effective if the community supports the drive to improve traffic safety. All members of the community must approach the control of their vehicles with responsibility for their own and others' safety on the roads. A significant new initiative undertaken in the campaign to improve traffic safety in Queensland and further reduce the road toll is the formation of the Traffic Safety Advisory Committee. The committee was formed this year by the Minister for Transport to provide the best advice possible on traffic-safety issues, and to ensure that the Govemment, through the Minister, remains closley in touch with the important issues in this area. The Traffic Safety Advisory Committee represents an excellent cross-section of road safety and transport groups in Queensland which are in touch with the community and the real issues. The committee is comprised of individuals from these groups, private industry and Govemment. Committee members are drawn from organisations such as— • Royal Automobile Club of Queensland • Queensland Road Transport Association • Australian Medical Association • Commercial Vehicle Industries Association • Queensland Motorcycle Importers and Wholesalers Association • Taxi Council of Queensland • Queensland Law Society • Local Govemment Association • Departments of Transport, Main Roads, Education. The new committee is receiving a significant input. The Acting Police Commissioner has been requested to nominate a representative from the Police Department. That nomination is expected in the near future. The Traffic Safety Advisory Committee was formed following a review of operations within the Department of Transport and, in particular, the former Queensland Road Safety Council. It was established that a reorganisation of traffic safety activities was required to provide the management, expertise and advice necessary to further improve upon the Govemment's successful initiatives to reduce the road toll problem. As a result, it was decided to integrate the existing Queensland Road Safety Council staff and operations into the Department of Transport and form the Traffic Safety Advisory Committee to more directly involve the whole community in the traffic safety campaign. Mr Davis: What did the road safety council before do? It consisted of union representatives and the Minister. Mr MENZEL: That is probably why it was not a success. It had too many union representatives, and some of them supported the Old Guard. There is a more modem approach now in the Labor Party. This change has strengthened the Govemment's commitment to traffic safety through the availability of all the resources of the Department of Transport throughout the State 1084 11 October 1988 Supply (Estimates) to support traffic safety initiatives. In this way, the Department of Transport will be able to utilise all of its offices in 29 centres throughout the State to communicate the traffic safety message to as many people as possible. This activity will be co-ordinated by traffic safety officers using the additional resources of the Department of Transport, instead of the limited resources which were at the disposal of the former road safety council. The Traffic Safety Advisory Committee also has had the full support and resources at the Department of Transport available to pursue its clear goal of reducing the number of accidents on our roads. The chairman of the committee is Mr Ted Van Fleet, who is a volunteer worker and an active road safety campaigner. Mr Van Fleet joined the former Queensland Road Safety Council in 1971 as a representative of the Commercial Vehicle Industry Association of Queensland. In his role as chairman, Mr Van Fleet has direct access to the Minister for Transport on all issues involving traffic safety. The deputy chairman of the committee is Dr Barry Smithurst, associate professor in the social and preventive medicine department of the . Dr Smithurst became involved with the Queensland Road Safety Council in 1977 and has written and published several books and more than 40 research papers on a variety of medical subjects, including road safety issues. The expertise of the committee members is based on substantial experience from a wide range of areas gathered as leaders in their field. The committee has representatives from the engineering, law enforcement and education fields, as well as the RACQ and medical fields. The commitment of the Govemment to the very important issue of traffic safety is evident through the activities of the Department of Transport and, in particular, the establishment of a committee such as the Traffic Safety Advisory Committee. In early January this year, I travelled on many roads in Westem Austraha. On selected roads, the speed limit has been increased to 110 kilometres per hour. I am not advocating that people should drive faster than they are driving at present. In many instances I think speeds should be reduced and controlled. However, drivers on a good road do get impatient if they have to travel behind a slow vehicle, and they tend to overtake. One has to realise that the modem cars, tmcks and buses are being built for greater safety and greater speed and also greater speed with safety. That has to be taken into consideration. I believe that on selected roads and highways in Queensland the speed limit should be raised to 110 kilometres per hour. I do not believe that safety would in any way be jeopardised. Overall, it would be in the interests of safety. Today I asked the Minister for Main Roads a question about the possibility of a four-lane highway from Babinda to Caims. I was told that because of Federal Govemment cut-backs on road-funding, that may not occur for many years. If it is not already an offence, it should be an offence for slow vehicles to blatantly hold up other vehicles. On the highway between Babinda and Caims it is especially difficult to overtake. There are always cars travelling in both directions. It is almost impossible to pass another vehicle. There are areas along that highway where cars towing caravans and other slow vehicles could pull over and aUow the mainstream of traffic to pass. It is fairly common for up to 30 vehicles to be behind a slow-moving vehicle on that highway. The drivers of slower vehicles should be made to pull over. If slower drivers do not pull over when an opportunity arises, they should be booked for not doing so, or the law should be changed so that they can be booked. People become impatient and they do not think. They pull out to overtake and cause traffic accidents. I commend the Honourable the Minister for Transport and the Department of Transport for their efforts to improve traffic safety and reduce the road toll in Queensland. Mr ARDILL (Salisbury) (3.25 p.m.): First of all I want to dissociate myself and the Opposition spokesman on Transport from the remarks of the Liberal Party spokesman Supply (Estimates) 11 October 1988 1085

on Transport. I shudder to think what would happen to the Railway Department if the Liberals ever again gained ascendancy over that department. Mr Davis: You've only got to look at the city council buses. Mr ARDILL: That is quite right. Although there are many facets to the Transport Department, some of which are deserving of support, I intend to concentrate on an aspect which I find very distressing, that is, the continued destmction of an institution which has served this State well for more than 120 years—in fact for longer than the life of this edifice in which honourable members are located. I refer to Queensland Railways, which has served the people and the State in good times and bad, through drought and floods, bush fires, insurtection, war and plague. Indeed, without Queensland Railways, this State could not have developed in the way that it has. The railways delivered supplies to developing settlements and gold-fields, to pastoral properties and to dam constmction sites and provided some semblance of communication and civilised living to otherwise intolerable locations. The railways brought the produce of expanding settlements to market or to export facilities. They supplied food and medicine and an ambulance service when no other service was feasible. In addition, the railways provided an avenue of escape when the outback became intolerable. Over the past two decades, in line with overseas attitudes of the preceding two decades, there has been an ever-increasing diminution of the role of the railways in Queensland. We have not leamed from the mistakes of others. The National Party and the preceding coalition have compounded these mistakes and have ignored the overseas resurgence of railway services such as Amtrack in America and the European experience. A pemsal of the numerous Australian railway joumals and a little onsite inspection would show the Transport Minister and the suicide squad, which Don Lane bequeathed to him, that there is a better way to go. In Victoria, which has a similar country population to that of Queensland, there is an ever-increasing trend towards greater country rail passenger patronage, which at 5.2 million already makes Queensland's 1.2 million look ridiculous. There are 87 trains per day leaving Spencer Street, Melbourne. What a sorry document the Railway Department annual report is—all doom and gloom. Because the National Party Govemment fails to give a lead, honourable members see statements about 10 per cent and 4.7 per cent recovery of costs, and the low tonnages transported on some lines. There are a number of factors in this regard that the Govemment has failed to address. No adequate attempt has been made to tell the business community and the public generally that the railway is an efficient general carrier. In fact, the reverse is the case. No service which sees itself as a bulk carrier of minerals which unfortunately is compelled to have passengers, parcels and general goods imposed upon it can expect to have a good public image. The railways need a bright new image of an efficient transport mode which will deliver passengers, parcels and goods anywhere in the State quickly, smartly and pleasantly. V Line boasts that it can deliver general goods anywhere in Victoria the day following consignment with a 95 per cent success rate. Where is Queensland's door-to- door service? It is in the hands of road transport operators. Is it any wonder that Queensland Railways has lost the general goods market to the Sunshine Coast, the Lockyer Valley and throughout Queensland and that railway stations which employed seven and eight staff are now marked for closure? I say to Queensland Railways, "Get your top-heavy brass off their seats and out of their plush offices and tell them to arrange a door-to-door service for general goods." That would ensure a retum of the produce that should be travelling by rail in both directions. 1086 11 October 1988 Supply (Estimates)

There are so many chiefs in the railways and fewer and fewer Indians to do the work that morale has reached an all-time low. Last year the wages and salaries bill for south-east Queensland was $ 148.9m. This year only $ 147.2m is budgeted. This obviously indicates fewer employment opportunities. Even in head office, a drop of $0.4m is predicted. However, I will bet that there will be no reduction in the number of assistant commissioners or chief-whatevers. Transport in Queensland is in a state of chaos, and anyone who claims otherwise does not have to suffer the problems suffered by the general public. I defy anyone without close contact with the transport industry to have a clue how to consign a parcel or general goods from point A to point B in Queensland or from interstate to a point in Queensland. Recently, I tried to send an item of household fumiture to the Gold Coast. There is no railway. The coalition partners tore it up just when the Gold Coast was starting to boom and handed the business over to their friends in road transport. The YeUow Pages are no help, because no district listing is included. I tried two transport firms which I knew went that way. They said, "Sure, bring the item in to our depot, or hire a local carrier to do that. We don't pick up individual consignments." It was too big for Greyhound and my sedan car, so there the matter rests. If a person wants to travel anywhere in Queensland, how does he or she find out the means to do so? He should not ask Queensland Railways, which does not even have a timetable for Brisbane to Esk, although I know that there is a daily service there and back on weekdays. A person should not ask Queensland Railways for a timetable to Yandina or Cooroy. Every night there is a daily railmotor connection from Nambour, whereas there used to be three trains a day. If the town to which a person wants to travel is a tourist destination, he can bet that there is a daily bus service; but, if it is slightly off the beaten track, he is most likely to be out of luck. As far as the Govemment is concemed, a person can hire a car or thumb a ride. If the town is on a main inland highway, a person can be sure that the bus fare will be many times the fare to Sydney, where there is competition from other bus services and from trains. If there is a rail service, a person may be lucky; the train could arrive at a reasonable hour. But what happens at Mackay? The Transport Minister boasted that from 11 September its service is an hour and 40 minutes faster. That is great! Tourists now arrive at one of Queensland's premier tourist cities at 2.06 a.m. Instead of leaving Brisbane at a civilised 10.30 a.m., after the arrival of the Sydney train, and arriving in Mackay at 6.30 a.m., Brisbane people have to get up at 4.30 a.m. and arrive in Mackay at 2 o'clock the next moming. Congratulations! Maryborough is another city which will be ecstatic about the new 43-minute faster service, but at 1 a.m. its residents will have to spend 15 minutes going to their new "country" station, which will be 8 kilometres out of town. Gympie will also lose its station and people wUl have to travel 5 kilometres out into the country to catch a train. But, worse still, all those people who use the Capricomian from Rockhampton, Gladstone or Bundaberg to come to Brisbane for medical treatment, business appointments or shopping or social occasions will not be able to do so when the ICE train starts next year. They can spend all day travelling to Brisbane in that marveUous invention, spend two nights and a day in Brisbane and then get up bright—perhaps—and early on the third day to retum home by the "egg and lettuce express". Mr Gibbs has been conned. His press releases on 5 September leave a sour taste in the mouths of the people who use the railways. The annual report of the Commissioner for Railways singles out the westem services as having a 10 per cent cost recovery. Bad service brings poor patronage, which brings worse service and poor financial retums. In case the Minister is wondering about altematives, I suggest that he look on the back of Brisbane bus tickets, which state— "Did you know, Brisbane was the first city in the world to introduce the concept of Cityxpress which began in Febmary 1982?" At that time I was chairman of the transport section and we were told that it would not work. It worked all right and is now a blueprint for success, provided that flexible Supply (Estimates) 11 October 1988 1087

transfers are allowed. We increased patronage by thousands of passengers per week and it is the only urban bus service which has, in recent history, provided an exceUent level of service at a reasonable financial retum. While Cityxpress is still packing them in, other city buses are losing patronage. Queensland Railways has gone the other way. Look at , which takes no cognisance of the needs of passengers. People who used the service to travel from Brisbane or Toowoomba on Friday nights for a week-end at home are now denied this service. It now arrives on the wrong day in Roma at 4.40 a.m. and retums from all westem towns from Charleville to Roma that same night in the middle of the' night. Previously, the Thursday night service catered for people travelling to Brisbane and retuming on Friday after a day in the city. Once again, this service has been denied to the country people. The same applies to the Midlander and the Inlander. And these are the trains which the Government claims to have poor patronage. Is it any wonder? It is a case of deja vu. In 1960, honourable members heard exactly the same story about the Gold Coast trains, after the timetable was altered to prevent people from using the service. The daily express to Coolangatta left Brisbane at 10.40 a.m. and retumed within a few minutes of its arrival. One of the reasons for the poor patronage on the western lines is the poor level of service, and the present two trips a week—that is, 4 000 kilometres a week—represents undemtilisation of the Westlander, the Midlander and the Inlander. At least one extra trip each week could be provided and the service advertised to attract tourists. If people realised that they had a regular service supplemented by passenger cars attached to fast freight on other days, they would start to take the railways seriously. In westem areas, buses and airlines are unable to cope with the patronage, so there is a market to be captured. In case what I have said is too academic, I point out that I have travelled on all of those trains. In fact, except for the elusive Esk-Toogoolawah railmotor service—which, if the protesters are correct, is to be abolished—and the Gulflander, I have travelled in the last two years on every Queensland service still operating. I have also seen what other systems are providing. Despite their low morale and feeling of helplessness, railway employees are helpful and friendly and they can still raise a smile at the foibles of their chiefs who seldom have any real understanding of what a railway is all about. It is about people, not coal. Mineral traffic, with its receipts of $782m, certainly subsidises the Brisbane suburban system. I often wonder what the people in National Party electorates think of all the money which the National Party spends on our excellent Brisbane system while their services are being wrecked by the systematic downgrading that they are subjected to. When a railway service no longer operates in a country town, a large hole is left in the economy and life-style of that town. There is not only a loss to the business people in trade but also a downgrading of the social fabric. The member for Barambah and the member for Somerset will realise that fact once railway stations in their electorates are closed. The Labor Party would take all of those factors into consideration under its policy of public investigation into any proposed closure. It should be mentioned that, on some occasions, a public investigation has brought about sufficient local interest and support to remedy the problem. The Labor Party sees the railways as the backbone of an efficient passenger and general goods system which would be supplemented by co-ordinated buses providing feeder services and a door-to-door freight and parcel service using local carriers, who are now an endangered species. The Labor Party offers hope to railway employees now faced with downgrading or transfer and the prospects of poor job enhancement under a cabal of outside appointments to any position of influence. The Labor Party offers job opportunities for railway employees and the prospect of an efficient transport system throughout the State of Queensland. Why is it that all other Govemment departments are expected to receive funding from taxation, yet the railways service—or public transport—is expected to charge for 1088 11 October 1988 Supply (Estimates) the public service it provides at a rate which is totally unrealistic? The National Party Govemment then charges the railways a pay-roll tax of $26m. Transport is part of the infrastracture of the State, just the same as the other services which allow the State to progress and operate. Queensland needs a fresh new approach to the transport infrastmcture that is essential to a modem society and particularly to a tourist-oriented economy. What we now have is deplorable, despite the best endeavours of thousands of people to do the best they can with what the Govemment provides. An all-out drive to get people, parcels and freight back on the rails will make use of a public asset and take pressure off our road system. Buses and cars cannot provide sleeping-cars and dining-cars. The commissioner should be proud of his catering service, or at least what remains of it. Many of our trains bring to memory the old poem about "Iron rations come in handy on the train to Dirtanbandi". I point out to honourable members that I have travelled on that train. In fact, the passengers' food needs are totally ignored on some Queensland services. However, on the Sunlander and the Queenslander, the dining-car service is superb. The staff and the department should boast about a job well done, even if it does cost $1.5m—with receipts totaUing $4.8m and costs of $6.2m. That is a reasonable cost to the State for looking after its people and guests. The Railways Commissioner is justifiably proud of the Queenslander, and I support the praise that is generally directed to that service. However, I believe that it is time that the sleeping-cars on that train and the four Sunlander sets were replaced by a new generation of cars which would provide en-suite, two-berth compartments to complement the roomette cars. Together with the need to provide new air-conditioned railmotors, a contract of that nature would keep Comeng in business and its skilled work-force together. Superseded sleeping-cars could then be used on other country services. Although coal traffic provides the bulk of the $782m in revenue from the railways, it also uses up a large slice of the capital outlay and operating costs. I draw the attention of honourable members to the operating costs of the central division—in which most of the coal mines are situated—and compare them with the operating costs of the south­ east division, which is where most people live and most of our industry is located. Last year, the central division cost $258m, whereas the costs in the south-east division amounted to $223m. It should be noted also that the largest consumer of capital is those coal lines. What should be kept in mind also is the fact that those facilities will eventually become redundant and later shrink or disappear. One of the effects of the greenhouse theory is that during the next century there is likely to be a reduction in the use of fossil fuels such as coal. The altemative is an escalation of climatic change, which will have a dramatic effect on primary production throughout the world. And which State relies most heavily on primary production? Queensland! If the theory is correct and regulations are introduced to reduce coal fumaces and powerhouses, we will find that we have a redundant asset of no value. The Railway Department must face the possibility of that prospect's becoming a reality. Public transport's value to the community is never fully acknowledged. Without public transport and proper respect for public transport we descend into the morass that has engulfed many American cities. We face not only the demoralisation of those who do not have access to adequate private transport, but also the problem that private transport is a voracious monster in a city—similar to maggots—which eventually consumes the entire city with its demands for more parking space and more and more traffic lanes. This is not a theory. This is what has happened to many American cities. It is the contention of the Australian Labor Party that adequate public transport must be provided throughout the State just as other services and infrastmcture are provided. One way in which this can be achieved is through supporting local authorities to do this when private entrepreneurs are not willing to do so. Supply (Estimates) 11 October 1988 1089

I would also like to mention the Gold Coast, which should also interest the Minister, as I have had the unfortunate need to use the very many times this year. It is absolutely unrealistic to believe that the Gold Coast railway can be delayed for a decade. With the present state of congestion on the Pacific Highway, which delays existing bus services and is a boon to panel-beaters, the time has arrived for one or both altematives to be commenced— 1. the Gold Coast railway right to the border—not to Robina; 2. a new highway connecting Brisbane, Beaudesert and Kyogle in New South Wales. Rail transport—at least to this point in time—is infinitely safer than road transport and therefore, if it is fully utilised, has the potential to reduce the horrific costs to the community of road-transport accidents. According to the Melboume Age of 21 June, the cost of road accidents throughout Australia is $6,000m per annum. If we also take into account the unlisted cost in personal suffering and personal financial loss, it can be seen that anything that reduces road accidents is an economic improvement as well as a personal improvement. That huge community cost is never taken into account when road and rail transport costs are compared, nor is the cost of providing improved road capacity for huge fleets of vehicles taken into account. Yet the cost of maintaining the rail track is always included in considering rail costs. The $245.5m for the permanent way and maintenance last year represents 27.4 per cent of the operating expenses, or 23.8 per cent of railway expenditure for 1987-88. The more traffic that is flowing over that track the better is the ratio of income to expenditure. I also suggest that much more of our general cargo should be carried on rail to reduce road accidents. I tum now to road safety. I can claim some expertise in this field from my five years as chairman of traffic in the Brisbane City Council, during which time the traffic branch was totally reorganised. During that period, vehicle numbers in Brisbane doubled, but we managed to reduce road accidents by 50 per cent. Most drivers would agree that fmstration and boredom are high on the list of unacknowledged causes of road accidents. Yet we still allow road-hogs, who refuse to allow faster traffic to pass, to escape unscathed. It is far beyond the time when laws should be passed to penalise those people. Another cause of fmstration which is costing lives is unco-ordinated traffic lights, which are totally unnecessary with the technology available today, much of which was developed to its present state of the art by a genius called Ken Pearce, the former traffic director of Brisbane, Fred Reed, and another of Australia's best traffic engineers, Tony Avent, together with American traffic engineering people. It keeps traffic flowing instead of the stopping and starting that occurs at present. Another cause of horrific accidents is the dead trees that are erected by our electricity authorities. Time expired. Mr FITZGERALD (Lockyer) (3.45 p.m.): It is with pleasure that I join the debate. Mr Palaszczuk: What would you know about transport? Mr Hamill: He knows what stations are being closed down in his electorate. Mr FITZGERALD: As I say, it is with pleasure that I join in the debate. From the interjections of the honourable members opposite, it is obvious that they are interested in what I have to say. I know that they are gluing their eyes upon me at the moment. One of them asked what would I know about transport and the other member said that railway stations are closing down in my area. I will answer the first member by saying that I hope that by the end of my speech he will see that I have some concept of transport in Queensland and the importance that that system plays in this great State of ours. To the second honourable member I say that I do acknowledge that some

80546—38 1090 11 October 1988 Supply (Estimates) raUway stations have closed down in my electorate—in fact, one railway station has closed down. If at some time the honourable member wishes to debate that matter with me, I wUl be happy to do so. I thank the Minister for his compassion and for his understanding of the problems regarding the railways and of the fact that technology has changed the levels of staffing required. A railway service and a transport system should be judged on how they service a community. Recognition must be taiken of the fact that technology changes and that times change. Unless a transport system—in particular the raUways—moves with the times, it is doomed to live in the past. The railway system has a very, very proud past. It has a great past record. Members opposite mi^t not realise that my forebears first came into the Lockyer Valley, where I live, when they were working on the raUway line, as so many others did. They built the railway Unes in the Gatton area. In 1866 my great grandparents came to that area and worked on the railway-line. I have an affinity with the railways. The railway line mns right through the middle of our farm. I know many of the workers who work on the line. However, I say to honourable members opposite that when technology comes, changes have to be made to accommodate that technology. The success of a railway service is judged not on its history and its past, but really on the service that it is providing to the people, whether the people still require that service and whether that service can be upgraded to provide a satisfactory service in order to maintain itself against other competition. It is with some sadness that I realise that the Yarraman line is going to close. Mr Davis: Going to close? Mr FITZGERALD: It has closed. The last train has gone to Yarraman. It is with sadness that I say this. However, it should be reahsed that the statistics show that last year 109 tonnes of goods left the Yarraman station, and that more than 100 trains were provided by the Queensland Railways to haul out those 109 tonnes. Approximately 2 000 tonnes of product went into Yarraman by rail. That was almost all petroleum product. The people in Yarraman actually realise that they cannot expect aU Queenslanders to lose about $1.9m a year on that Une. The wages of the staff were not even being met by the freight charges for the product that was going through that railway station, and then there was the cost of maintenance, train crews and so on to be considered. Queensland is striving for efficiency. No matter where we live, we must realise that if an efficient service is avaUable, it should be utihsed. I do accept that some losses occur when a pubhc service is provided in certain areas. No doubt many people in Brisbane know that the railway passenger service in Brisbane is provided as a community service at a certain loss. However, if in the immediate future there is no hope of budding up the tonnages or a reasonable passenger service, maybe it is in the best interests of all the community to say that unfortunately this stage in our history must pass by. The proposed cut-backs in railway staff along the westem line affect towns in my electorate such as Grantham and Gatton. Because of technology and because a central traffic control, which wiU control the flow of rail traffic from Brisbane to Helidon, is being instaUed, some cut-backs must occur. It is absolutely ridiculous that the Opposition spokesman on Transport did not even suggest to this Committee why the cut-back in numbers is taking place. He whinged and moaned and said that it was a cut-back. The service will stiU be provided. It merely means that some person who now works in the RaUway Department wiU have an opportunity to take a position somewhere else. I know that wUl cause quite some discomfort to some people. However, the facts have to be faced. The Railway Department is not there to provide jobs for people. No employer is there only to provide jobs for people. He is there to provide a service. As the service grows and develops and as technology is embraced, a better service can be provided and more people will be able to be employed because the service will be profitable. That is what the Govemment is doing. Supply (Estimates) 11 October 1988 1091

Mr Hamill: When you start losing the passenger transport you start losing the freight trains as well. Mr FITZGERALD: Does the honourable member know what tonnages are being hauled on the line at present? The honourable member is wiUing to say to aU the tax­ payers in Queensland that they should provide a subsidy to everyone who happens to want to work in such places. I want to support some of the points made by the honourable member for Toowong. He made a couple of points with which I am in total agreement. With regard to the carriage of coal in Queensland, he made the point that coal companies enter into a contract for the carriage of coal. That contract probably has a profit section in it. Most people reaUse that a royalty is placed on coal. Companies enter into an agreement and they pay rail freight at a price that is higher than what they would expect to pay if the railways were mnning only to recover costs. I accept the proposition that the Queensland Govemment has the right to say to a company that if it wishes to mine coal, the Govemment wUl set the freight rate. The company then decides whether it wiU enter into a contract or not. Companies go in with their eyes open. They enter into a contract knowing what the deal is. However, I recognise the fact that, to be reaUy honest, aU Queenslanders should know exactly what the component is. I would be quite happy to see that amount described in the accounts as an excess royalty or a royalty paid towards the railways. Mr Hamill: Super profit. Mr FITZGERALD: It is a super royalty. It is a royalty over the ordinary raU freight. The other matter with which I agree and about which I wish to make a statement relates to the number of passenger seats that are provided for welfare recipients such as old-age pensioners and other pensioners who are able to use the rail services for their holidays. I ftiUy agree with the system that operates presently. However, to be totaUy fair to the raUways, the accounts should recognise that a train full of people who receive concessional fares cannot be regarded as a loss to the Railway Department but rather should be regarded as a cost to the community of providing a welfare service. The loss associated with providing that service should be identified as a welfare cost that is borne by the tax-payers so that members of the pubhc know exactly what those concessions cost in total. I do not wish to deny that form of concession to welfare recipients, because I believe that the Govemment is providing a great social service. As I said, however, I believe that the concessions ought to be identified as a cost borne by the total community and not as a loss shown in the accounts of the Railway Department. Mr Davis: The same applies to gold passes. Mr FITZGERALD: The costs should be properly identified. I tum now to discuss briefly main hne electrification. There can be no doubt that main line electrification is one of the largest and most ambitious raU projects ever undertaken in Australia. It bears testament to the foresight of transport planners and to the courage of the Queensland Govemment in pursuing a project that has required such heavy capital investment. Mr Davis: He's got a brief. Mr FITZGERALD: As the honourable member for Brisbane Central and aU other honourable members would be aware. Stage 4—the fourth and final stage of the project— is fast nearing completion. By the middle of next year, high-speed electric raU services wiU be operating between Brisbane and Rockhampton. Those passenger services wiU be three hours faster than existing schedules, which wiU make them a very competitive altemative to other modes of public transport. The joumey wUl be complemented by the best first-class, air-conditioned comfort for passengers who board the new intercity 1092 11 October 1988 Supply (Estimates) express trains. These new-generation trains feature the latest in rail technology and will take Queensland Railways well into the twenty-first century as a preferred mode of travel. I must say that I am looking forward to the next stage. Stage 5, when main line electrification can be extended to Toowoomba. As a representative of the Toowoomba area—an area that encompasses my electorate of Lockyer—I realise that extension of main line electrification to Toowoomba does not offer the incentive of freight tonnages. I simply point out, however, that as main line electrification goes ahead, it should be pushed as far as the city of Toowoomba as a commencement point. I realise that what I am suggesting involves massive expenditure of funds. The Govemment has already looked into altematives such as constmcting a new line up the Toowoomba range. It is obvious that the present rail line should not be electrified, because the curves are too tight and the grades are too steep; moreover, the line's foundations are not stable enough. The Govemment ought to constmct a tunnel or a minitunnel at the top of the range to pass undemeath the saddle. I firmly believe that, eventuaUy, a new line to Toowoomba will have to be built. Sooner or later, a Government will have to face up to the fact that a new line will have to be provided. Although for a while the new line would not be profitable, in the long term the increasing demand for the service will demonstrate that it is very necessary for the development of the State. It is quite often the case that constmction of a rail line into a particular area does not appear profitable, although it is very necessary. However, I strongly support extension of the main line electrification program to Toowoomba at the earliest possible opportunity. I suggest to the Govemment that any new tunnels that are constmcted should pass through the Little Liverpool Range because the present line has very tight curves and it is obvious that that section of the line needs to be upgraded. As soon as the Toowoomba stage is completed, the Govemment will have completed the major project of electrifi­ cation of the rail lines in Queensland. The new ICE trains, which were provided at a cost of approximately $7m, are currently operating on the Brisbane-Nambour rail Unk. Incidentally, that new link has experienced enormous patronage since it was commissioned prior to the commencement of World Expo 88 and has resulted in the Railway Department's adding a number of additional services to the timetable. Extensive market research indicated that a service along that route was necessary. When the service was established, the patronage grew so fast that additional services had to be provided. That can only be regarded as an excellent result. The new intercity trains are being constmcted by the local firm Walkers/ASEA at Maryborough, which is the group that was responsible for the production of the excellent rolling-stock that is in use on the Brisbane suburban system. The technical expertise gained by Walkers from the manufacture of these units recently enabled it to win a contract worth $40m to provide electric rail cars for the Westem Australian Govemment. The company has also been involved in the budding of electric locomotives that are being phased in on Stages I, 2 and 3 of the main line electrification project. As at 30 June 1988, 87 out of a total of 166 locomotives that were built by Walkers and the Brisbane engineering firm Comeng had been delivered and put into service. The first three stages of main line electrification have been completed and have resulted in major operational efficiency gains by the Railway Department in the haulage of coal and grain. This project—worth $ 1,090m and commencing in 1984—involved electrifi­ cation of 2 100 kilometres of track that connects lucrative central Queensland coal mines with export ports. Coal trains up to two kilometres in length are now hauling 10 500 tonnes of coal to the ports of Gladstone, Dalrymple Bay and Hay Point for export. The raUway infrastmcture for Queensland's heavy haulage operations is second to none and forms a vital part of the production process of the State's largest income-eaming industry. When main line electrification is fully completed, cost savings of approximately $40m will be generated through reduced diesel fuel costs, less locomotive maintenance. Supply (Estimates) 11 October 1988 1093

a smaller locomotive fleet and staff adjustments. As I mentioned before, staff adjustments will have to take place. In the 1988-89 financial year, the new energy-saving brought about by the phasing- in of electric locomotives is expected to be in excess of $7m. Main line electrification is a superb example of the way in which Queensland Railways is striving to improve its operational efficiency in providing transport facilities and services for the general public and industry. The Minister and the Commissioner for Railways should be congratulated on being brave enough to take the step to implement the program when they did. I only hope that the present Minister and commissioner will continue the tradition and look at constmction of the new Toowoomba line as soon as possible. I tum now to mention the need for improved safety. I have noted with interest the Minister's attempts to upgrade safety standards in school buses. Because many of the buses used to transport schoolchildren are of an older type, this has been a particularly difficult problem that the Minister has had to face. If bus-operators are to upgrade the safety standards of their vehicles, considerable costs will be involved. Many of them are not in a sufficiently strong financial position to enable them to upgrade the safety standards of their buses quickly. I believe that, in any event, new buses also fall short of the required safety standard. Mr Vaughan: What about the kids? Mr FITZGERALD: The standards have been raised. I have already congratulated the Minister on the steps that have been taken. However, what I am saying now is that as the older buses are phased out Mr Vaughan: You said that the bus-operators could not afford to upgrade their standards. Mr FITZGERALD: I said that, bearing in mind the difficulties faced by bus- operators, the Minister has been very sympathetic in assisting them to upgrade the safety standards of their buses. I wish to point out, however, that many new buses that operate on Queensland's roads presently are not safe. The public should be aware that many fairly new buses out on the roads are not safe—although they are not necessarily engaged in the transportation of schoolchildren. Dual braking systems have been installed in cars, but it was some years before such systems became compulsory in buses. Cars have padded interiors and there are no projections such as window-winders or door handles on which people can become impaled when they are thrown around in a vehicle. The design standards in cars have been improved, but the design standards of buses have not improved to the same degree. Admittedly, if a person is in a bus involved in a head-on coUision, he will not be subject to the same impact, velocity or force as if he was a passenger in a lighter vehicle such as a car. Nevertheless, there are a number of things which can be done to improve buses. Some buses have chrome rails in the front where children often stand. These are the greatest devices for removing permanent teeth that one could think of The buses should be designed so that something else takes the place of those bars yet will withstand some impact but not remove all of one's permanent teeth in one fell swoop. In addition, the exposed seats in a bus, such as the rear or front seats, should be fitted with seat- belts. People are used to wearing seat-belts in cars and it would be excellent if seat-belts were provided in those exposed positions in buses. Statistics have shown that if seat- belts are wom in the other seats in buses, they would have no effect on survival rates. I will not name the company, but one of the light-bus companies is issuing a kit that will help to strengthen the roof stmts of a bus and prevent the metal fatigue that occurs through use on Australian roads. This is horrific because it indicates that there is no roll-over strength in the roof of these buses and the top has to be reinforced. Some of these lighter passenger vehicles, such as 8 or 10-seater vehicles, carry large famihes and it should be made compulsory on an Australiawide basis for such vehicles to have 1094 11 October 1988 Supply (Estimates) roll-over protection bars built into the frames. It could easily be done. For example, tractor cabins contain roll bars. I saw a tractor that had been dumped upside-down off the back of a semitrailer in the middle of Melboume. If a driver had been sitting in the cabin, he would have been protected. I do not wish to refer to any one particular bus accident, but everyone knows from reading the papers that when the top of a bus is sheared off and the bus rolls over, there is an horrific injury and fatality rate. Roll bars should be fitted at intervals along the length of a bus in order to strengthen the bus. The cost would not increase to a great extent and the bodywork of the bus would last a lot longer. The strength of the roof would not have to be checked as often and this would improve safety standards. In addition, anti-intmsion bars should be fitted to buses in case of side impact. Not long ago I wrote to the Minister about an incident that occurred in the city of Toowoomba, which is a very foggy area. Some buses are painted silver or white and cannot be seen if they tum in front of a car. If all buses were fitted with reflectors along the side, in foggy conditions a car-driver who had his headlights on would be able to see the Ijuses. It would be a great safety measure if all buses were fitted with reflectors on the side. I reaUse that buses cannot have projections from the side, because they would be wiped out very quickly. The fitting of reflectors along the sides of buses over a certain length should be compulsory. Queensland could not attain the standards of some American States when it comes to bus safety. The American yellow schoolbus service is of a very high standard but the buses were not upgraded. The service had long-nose buses with the engine in front of the driver. They have very high standards at considerable cost. If the minimum standard for buses in Queensland was raised continually, as the standard for cars is, bus-travellers would feel much safer. Touring buses are now not only very comfortable, but also have reached a very high standard. I look forward to the implementation of a number of other safety standards, and I commend the Minister for his attempts to get young people to wear safety helmets. If he can get young children to wear safety helmets, he is a better man than I am. Society and parents must continue to encourage young people to wear safety helmets. Time expired. Mr VAUGHAN (Nudgee) (4.05 p.m.): I want to preface my remarks on the Transport Estimates by referring to some of the figures contained in the various Budget documents given to honourable members to study for these debates. According to page 3 of the Estimates of Receipts and Expenditures 1988-89, railway revenue from fares, freights, etc., in 1987-88 amounted to $1,021.3m. On page 117 of the Departmental Services and Programs: A Budget Perspective 1988-89 it also states that Railway Department cash receipts for 1987-88 totalled $1,021.3m. However, on page 25 of the 1988 annual report of the Commissioner for Railways for the year ended 30 June 1988, receipts for 1987-88 are shown as $ 1,025.3m. As $4m for sale of land is included in this amount, I assume that for some reason or other that amount is not included in the amounts referted to in the aforementioned Budget papers, although on page 5 of the annual report it is stated that revenue from all sources decreased by 3.6 per cent to $991.4m and on page 7 it confirms that revenue earnings totalled $991.4m. On pages 5, 8 and 25 of the annual report, working expenses are shown as $894.7m, as they are on page 117 of the Departmental Services and Programs: A Budget Perspective 1988-89, but on pages 72 and 74 of Estimates of Receipts and Expenditures 1988-89 the figure is $896.7m. No doubt there is a logical explanation for all of this and I expect the Minister wiU be good enough to explain it to the Chamber in his reply. However, while it may be as clear as crystal to those who are closely associated with the compUation of these figures, it is confusing to those of us who try to rationalise the mass of figures we are hit with in the Budget papers. Supply (Estimates) 11 October 1988 1095

I do note that 76.6 per cent of the total revenue received by Queensland Railways in 1987-88 came from the transport of minerals and that it is expected that that position will be maintained this financial year. It is also interesting to note that railway revenue from mineral rail freights in 1987-88 represented almost 20 per cent of the total value of all minerals produced in the State, which is not a bad cut of the cake when not all minerals are transported by rail. Revenue from the transport of coal alone was $689.6m, which represents 31 per cent of the value of aU coal produced in the State in 1987-88. The matter I want to speak about in this debate is the effect the management of the railways is having on the people of this State. Page 5 of the annual report of the Commissioner for Railways carries the foUowing words— "The average number of staff employed during the year reduced by 1 700 and at the 30th June, 1988, the total number employed... was 22 225." According to a statement on rail rationalisation issued by the Minister on 23 September this year, which was reproduced on the front page of the Courier-Mail the following day, 43 stations throughout the length and breadth of the State would be affected but the net reduction would be 46 positions. Although there has already been a lot of discussion in this debate about the adverse effects of the rationalisation of Railway Department activities throughout the State, I am concemed about the effect on country areas. Earlier this year I drove through some of westem Queensland—from Rockhampton to Emerald and Longreach and down to Barcaldine. I presume that what I was told at the stations out there is what is happening throughout the State, that is, that fettling gangs from small country towns are being eliminated. As a result of the rationalisation spoken about in the Minister's statement and the anticipated cuts to railway services that have been spoken about here today, I am concemed that there will be almost a total elimination of railway activities from these country towns. Small country towns like Alpha, Barcaldine and, to a certain extent. Emerald—although it is not so small— depend to a great extent on the Railway Department and on other Govemment establishments for much of their economy. I know that it has been stated that men cannot be employed to do nothing all day, but I believe that the Govemment has put in insufficient effort to try to find ways and means of improving the railway service in those country towns. An Opposition member: A bit of initiative. Mr VAUGHAN: I know it is a real problem. I know the difficulties that confront the Railway Department. However, other members have said that it was never intended that the railways would do other than provide a service to the community. On page 11 of the annual report the commissioner states— "The RaUway Department continues to provide, at an increasing cost to the Department, a number of transport services which can only be regarded as a social or community service." If the Govemment argues that, if a certain service does not show a profit, it will be closed, where does that argument stop? If that argument is used, ultimately the entire railway service must be closed down. There is very Uttle at the end of the central Queensland line—Longreach and Winton, which are serviced by the Midlander. One could probably argue that, because of lack of patronage the central Queensland line has mn at a loss, so close it down. What does that mean to the people of those areas, what does it mean to the towns along the route and what does it mean to those who for years have relied on the services of the Railway Department? There is no way in the world that road transport could provide the service. I do not completely go along with the belief that road transport is the be- aU and end-all but, even as good as many people think road transport is, it wiU never replace the service that can be supphed by the railways. 1096 11 October 1988 Supply (Estimates)

On the same page of the annual report the commissioner refers to freight services and says— "The Department continues to provide freight services to some areas at special rates which cannot be justified by any reasonable commercial basis. The goods are usually commodities which road transport seeks to avoid." That is tme. Road transport picks the eyes out of the goods to be carried. Road transport operators do not want to carry big, bulky commodities if they can possibly avoid it. They do not want to carry commodities that will not return them a great profit. Those things have to be carried by the railways. Although the commissioner did not specify the types of freight services that the department is required to provide in some areas at special rates, I understand that in times of drought it is called upon to carry fodder for starving stock either at very low rates or at no charge at all. If there were no railway services, there is no way in the world that that would be done by road transport. The Railway Department is forced to carry many other types of goods that road transport will not touch, so I believe that, although the Government can talk about closing down the inefficient or uneconomic services of the Railway Department, it has to be realistic and look at the end result. I have touched only on the central Queensland line. What about the northem line, which mns from Townsville to Mount Isa? What would Mount Isa do if that rail link was closed? The Minister cannot convince me that the railway line between Townsville and Mount Isa—with the possible exception of the Chartet-s Towers section—pays its way; certainly it does not. However, if it does not pay its way, should the argument be put forward that the railway line to Mount Isa should be closed down because it is uneconomic? I am a railwayman from way back. Many years ago, I served my apprenticeship in the railways. I have much sympathy for and empathy with the Railway Department. However, we are deluding ourselves. If we retain the attitude that we will transfer the carriage of goods and the transport of people to road transport, we must examine the cost. We are progressively moving towards a greater use of road transport. Honourable members have spoken about road trains. It is a frightening experience to travel on country roads and compete with road trains. The Minister is responsible for road safety. However, by forcing much of the railway traffic onto road transport, he is overburdening the road system. Recently, 1 had a discussion with a person from a mining company about rail freights on coal. Honourable members realise that rail freights on coal are reasonably substantial. As I pointed out earlier, 30 per cent of the total value of coal produced in this State goes to raU freight revenue. The representative from the mining company said to me, "We prefer to tmck our coal down to the coast. We can do that for a fraction of the cost." That is all very well, but the road transport people are merely looking at providing the vehicles and the laliour to drive them. What if they had to constmct a road from the coal mine to the coast to carry the coal? This moming, the shadow Minister, , raised the point that perhaps we are too severe on the Railway Department in relation to costs. I realise that it costs a large amount to lay a rail track. However, once the track has been laid, it is one of the most efficient ways of transporting materials. Earlier, I refemed to a reduction of 1 700 staff. It always appears to me that the poor old indian gets the chop. When staff is reduced, whether it is in the Railway Department, the Works Department or wherever, it is always the Indians who seem to be ferreted out. Table 6, which appears in the annual report of the Railway Department which was tabled this morning, reveals that the higher echelon remains in place. If the railway services are to be rationalised, one would expect to find that some of the hierarchy within the raUway framework would also be rationalised. However, that is not the case. Supply (Estimates) 11 October 1988 1097

Years ago, the Railway Department had the commissioner, the secretary and the general managers for the northem division, central division, southem division and south-east division. That is not the case nowadays. Mr Austin: How long is it since you travelled by train? Mr VAUGHAN: The Minister may not believe it, but I travel by train very frequently. Mr Austin: Every Exhibition Mr VAUGHAN: Now, the Minister should not get nasty. I recall that a few years ago the Government appointed people to positions at the top of the ladder as though they were going out of fashion. The annual report of the Queensland Railway Department reveals that we have a commissioner for railways, a deputy commissioner and secretary, as well as a string of assistant commissioners. There is an assistant commissioner for engineering and technical development, an assistant commissioner for workshops and maintenance facilities, an assistant commissioner for projects, an assistant commissioner for traffic operations, an assistant commissioner commercial and the general manager, southem division, central division and northem division. With the rationalisation that is taking place in the Railway Department, surely all those positions are not needed. Years ago, the department operated without all those people in the top positions. If the people at the bottom are to be reduced as a result of the rationalisation, surely the people receiving higher salaries could be reduced. Mr Austin: They've got about 30 000 employees—be fair dinkum. Mr VAUGHAN: The Minister knows as well as I do that there is a lot more behind the appointments that occurred in the Railway Department than meets the eye. People were being appointed left, right and centre into top positions. At present, the Railway Department seems to be a bit top-heavy. I favour rationalisation, but I ask that consideration be given to the adverse effect on country areas. Queensland's roads are not built to carry large transport vehicles. Last week, I drove on the road to Charters Towers and on the road to Proserpine. It is frightening to see the size of the transport vehicles that are tmndling along those roads. If railway services are to be rationalised, the roads must be designed to cater for the volume of traffic and the size of the vehicles that will travel on them. In the brief time I have remaining, I wish to refer to another matter in the commissioner's annual report. On page 15, he refers to the mnning of the inaugural electric passenger service between Eagle Junction and Doomben, which was opened on 6 Febmary this year. It just so happens that that inaugural electric passenger service was in my electorate. 1 do not know what happened, but I was not advised about it. I was not invited to that inaugural service. That is par for the course these days. A few weeks ago the Minister for Employment, Training and Industrial Affairs was in my electorate at the new Gateway Technical College Mr Mackenroth: Did you get an invitation? Mr VAUGHAN: It used to be a courtesy that, if a Minister was visiting a member's electorate, that member was advised. Of course, that has gone by the board. Despite the rationalisation of train services and the inaugural electrification of the Pinkenba train line as far as Doomben, the poor old people down at Pinkenba have had their train service cut to the bone. The number of trains to Pinkenba has been reduced from 18 to 4 a day. This modem electric train goes as far as Doomben. No doubt it is a great asset to those people who want to travel to the races once or twice a week. However, it is not much of an asset to the people who live and work in the 1098 U October 1988 Supply (Estimates)

Pinkenba area. I am told that electric trains come into Doomben and sit at the terminus for up to 35 minutes Mr Austin: Waiting for planes to arrive. Mr VAUGHAN: It is a long walk from the new airport to that railway station. I understand that the Govemment has to cut comers wherever it can. However, it would not have cost all that much more to electrify the train service down to Pinkenba and to maintain a service for the people in that area. Tomorrow I will be lodging a petition with 300-odd signatures from people who work in that area. There is a lot of talk about rationalising services, but I do not believe that sufficient attention is given by the Railway Department to providing a service to people such as those at Pinkenba, who need a service. The people of Pinkenba are isolated. They do not have the best bus service in the world. The electric train terminates at Doomben. In aU sorts of weather, the passengers have to walk from Doomben down to Kingsford Smith Drive, which is a distance of 400 metres or even more, to try to pick up a bus going down to Pinkenba. There are no facilities for the young people. There is certainly a need for an extension of the electrification down to Pinkenba. Mr HENDERSON (Mount Gravatt) (4.29 p.m.): Mr Acting Chairman, it gives me a great deal of pleasure to participate in this debate. It is something of a surprise, too, I might add. I have done a lot of preparation, so that is good. I have enjoyed the last five minutes. Mr Mackenroth: You're going to tell us about the railway line to Mount Gravatt. Mr HENDERSON: That is right—the monorail that will in the future mn down the middle of the freeway. Mr Mackenroth: I suggested a railway line rather than the freeway a few years ago. Mr HENDERSON: Good on you. I am very enthused about it. Mr Acting Chairman— The CHAIRMAN: Order! I remind the honourable member for Mount Gravatt that I am not the Acting Chairman. Mr Vaughan: You're the Chairman. Mr HENDERSON: You are the Chairman? That is good. I congratulate you, Mr Chairman. That is exciting. As I was saying, I am very pleased to be able to participate in this debate today and, in particular, to have the opportunity to comment on the Transport portfolio. First of all I want to congratulate the Transport Department on the excellent job it has done in relation to the co-ordinated transport system for Expo 88. Whenever I visit Expo, I make a point of travelling by train. I go to my local railway station and catch a train which takes me right to the Expo site. One of the interesting things about the transport side of Expo is that people have discovered, or rediscovered, the use of the suburban electric train system. Mr Austin: Do you use the gold pass? Mr HENDERSON: Yes, I do. I have not spent much money on rail tickets. Nonetheless, I do use the railway system quite a lot travelling to Expo. Mr Austin: I used it once and the railway guard didn't know what it was. Mr HENDERSON: I have not encountered that difficulty. It is probably because I look distinguished. As I have said, I am very impressed with the Expo transport system, particularly the railway system. People whom I have encountered on the electric trains who are Supply (Estimates) 11 October 1988 1099

using them to travel to Expo feel that it is an extremely convenient, very clean and very efficient service. I congratulate the Govemment also on the co-ordination of the interstate and intrastate bus services to Expo 88.1 have had the pleasure of inspecting the bus terminal that is situated near Merivale Street. I have spoken to some of the interstate and country visitors to Expo and I am told that the transport system is working very, very well indeed. The continuous shuttle service between the Gold Coast and Brisbane is proving very popular during Expo 88. I have spoken with people from Greyhound and they have told me that the system is extremely well patronised. I think the people recognise that it is extremely well co-ordinated. It is proving very effective. I sincerely congratulate the Department of Transport on that. One of the interesting things about Expo 88 is the way in which the whole transport system has been integrated. In some ways Expo has been such a success because people have realised that it is extremely convenient. Mr Gately: When you talk about integration, you've even seen the horse and carriage brought back. Mr HENDERSON: That is quite tme. I might add that one of the best Expo experiences I have had was when I got on an old Cobb and Co. coach outside the Treasury Building and went across to Expo. I felt like a little kid sitting up in that coach. I think we are all kids at heart. It was reaUy nice to feel the wind blowing through my hair as I went across the Victoria Bridge. Mr Mackenroth: It's a long time since the Minister experienced that. Mr HENDERSON: Both the Minister for Finance and I know exactly how that feels. I felt a little bit cold up top, but nonetheless I enjoyed the experience. I thought it was great sitting on that old Cobb and Co. coach with a bunch of kids having a ride across the Victoria Bridge. That was part and parcel of the Expo experience that I will always remember. One of the things about Expo 88 is that people have rediscovered the . That is reaUy tremendous for the future. The people of Brisbane have to realise that their river contains enormous transport potential. It is only now that we are beginning to realise exactly how the river can contribute towards alleviating the heavy traffic that Brisbane is curtently experiencing on some of its roads. I hope that in the post-Expo experience of this city the people of Brisbane will look carefully, as I know the council and the Department of Transport are, at the use of the river by up-river ferries and not just simply cross-river ferries. I look forward to the time when people will be able to travel from both the upper and lower reaches of the river right into the centre of the city without their having to travel by road at all. To enable that to happen it is important that consideration be given to the provision of parking facilities in the vicinity of ferry terminals. If those facUities could be upgraded and improved, I am certain that the people of Brisbane would be encouraged to make greater use of their river. I congratulate the Govemment on the extension of the park-and-ride system that is proving very popular during Expo. My electorate of Mount Gravatt has an excellent park-and-ride system attached to the stations of Altandi and Banoon and, in addition, a large park-and-ride system associated with the Garden City bus interchange. Those systems have proved very successful indeed. One of the things I have noticed about the Expo experience of the people of Brisbane is the large number of people who seem to be travelling to work by train in the moming. If Banoon is any gauge of what is happening, railway patronage seems to have increased considerably. I am not certain whether this is a reflection of the fact that people are travelling to work in the morning by train, going to Expo in the evening, finding it more convenient to meet their families 1100 11 October 1988 Supply (Estimates) there and then travelling home by train to a park-and-ride station. I do not know whether it means that in future many more people will travel to and from work by train. I can only suggest that that would be a very good idea. I have noticed an increase in the patronage of express bus services throughout Brisbane. The express buses that operate between the city and both the Macgregor bus interchange and Mount Gravatt central are proving very popular. During a recent Friday moming when I was down at Mount Gravatt central I particularly noticed the variation in patronage from bus service to bus service. I noted that the number of people using the express bus system was considerably greater than the number of people who were using the ordinary bus services into the city. Therefore, I would suggest that the people of Brisbane are not only looking for a more efficient, fast transport system, but, if they could be provided with the security and convenience of parking, they would also be encouraged to use Brisbane's public transport system to a greater extent than they are now. Another thing that I have noted of late along many of our suburban railway lines— I refer particularly to the corridor between Beenleigh and the South Brisbane Expo station—is the vast improvement in the maintenance that is occurring in the areas immediately surtounding the railway lines. I commend the Railway Department for that. The corridor is actually one of the only sights that people have of the city of Brisbane. As I have travelled from Sunnybank or Banoon to the centre of the city, I have noticed that the Railway Department has made a particular effort to keep tidy and clean the areas beside the railway lines. The grass is kept well mown. Those improvements have created a positive impression in the minds of many people who travel along the Brisbane railway corridors. If a person were to go to Sydney and travel from Central Station to the south­ western suburbs of Sydney, such as Minto and Campbelltown, his overall impression would be the untidiness of the railway corridors. Graffiti can be seen along all the cement retaining walls as weU as in the trains. The grass has not been mown. Those features are not characteristic of the railway corridors in Brisbane. That is a positive sign for the Queensland Railway Department and one that certainly has, as I said earlier, enhanced the positive impressions of cleanliness that people have not only of Expo but also of the city of Brisbane in general. That is a positive impact on people. During Expo 88 some folks came out from England and stayed with us. During their stay they always travelled to and from Expo by train. We would take them down to the local railway station and they would travel to the Vulture Street Expo station. They particularly commented on that and made a comparison with some of the systems in England and the railway corridors in that country, which has an enormous problem with vandalism, graffiti and obscenities that have been written on buildings and in other places along railway lines. I congratulate the Department of Transport on its initiatives and I hope that it continues with them. As I said earlier, a positive impact has been created in the minds of people because of the cleanliness and the tidiness of the city of Brisbane. One other matter that I have noted about Brisbane's railway corridors is the way in which the Railway Department is attempting to beautify some railway stations. That is also a good thing to see. Personally, I am quite impressed with the work that has been done in the vicinity of Banoon and Sunnybank stations, which are in my electorate. As a number of major roads cross the railway line in those areas, I am also pleased that the department has also looked carefully at the issue of pedestrian safety. I thank the Minister and the Railway Department particularly for the work that has been done in the vicinity of Sunnybank station. It is greatly appreciated by the parents, the children of the local schools and me. I want to mention three matters that concem me a little about the transport problems in the city of Brisbane. I understood—I stand corrected—that the Govemment was going to insist that safety chains be fitted to all vehicles towing piggy trailers. This morning, as I was travelling to town, I noticed that a big semitrailer that was tootling along behind Supply (Estimates) 11 October 1988 1101

my little Corolla was towing a piggy trailer, but it did not have a safety chain attached. I understood that, following a serious accident in Brisbane some time ago that perhaps the Minister may remember, when one of those trailers became detached from the towing vehicle, careered across the road, collided with a motor vehicle and killed a small family, that matter was to be addressed. However, it has not been addressed, or does not appear to have been addressed. If the problem has been addressed, it is not being poUced. As it is a matter of great concem, I would ask that the subject be considered. A person is not permitted to trail a small trailer behind a car unless he uses a safety chain. The same mle applies to caravans. I would have thought that it was very important for big tmcks towing trailers filled with soil and rocks to use safety chains. As I have been observing those vehicles, my general perception has been that many of them do not have safety chains attached. Another problem that is encountered in Brisbane, and is also an issue in Logan City, is the parking in suburban streets of large articulated trailers, which can be quite a nuisance. The regulation goveming them currently states that trailers can be parked in one place only for about an hour and then they have to be moved. Basically what happens is that someone will bring a large semitrailer into a suburban street, park it outside a house, leave it there for about an hour, come back in about an hour's time, start the engine, move it two inches and then say, "I have actually moved that semitrailer in the last hour." By smart little techniques such as that, people are defeating the regulation. That problem is causing considerable concem in many areas of Brisbane. I am aware that the honourable member for Springwood has a major problem with semitrailers in his electorate. I would imagine that the honourable member for Woodridge has a similar problem. Honourable members can imagine what it would be like to have a large refrigerated trailer sitting outside their homes all night with the refrigeration unit mnning. It would drive a person absolutely stark raving mad. Mr Beanland: Have you had one parked near you? Mr HENDERSON: There have been several semitrailers parked in the Mount Gravatt area. What makes it even worse is that at 4 o'clock in the moming, a driver will decide that it is time to move on. A person can be lying quietly in bed at 4 o'clock in the morning and the next minute the driver of a huge semitrailer will start the motor, rev it up a couple of times and cause diesel smoke to float into that person's lounge room or bedroom. Suddenly the tmck will roar down the road, and everyone in the street wiU be awake. I recognise the problems of the owners of semitrailers. For example, if they were to leave their semitrailers at a local shopping centre or another open area, I have no doubt that during the night those vehicles would be vandalised. I recognise also that if those drivers have to park their semitrailers in certain areas, there could be a problem with getting to their homes. In the final analysis, the problem must be resolved in some form or another by acknowledging that large semitrailers, other large vehicles and suburban areas do not mix. I continue to be concemed about the behaviour of the drivers of heavy vehicles in McCuUough Street, Sunnybank. A large number of container vehicles travel up and down that street day after day and night after night between the container terminals at Acacia Ridge, the Gateway Arterial road and the port of Brisbane. First of all, I am not at all persuaded that all of those vehicles are fully policed in terms of noise-emission levels. Although I am not an expert on heavy vehicles, I am certain that some of them have faulty mufflers and that the noise-emission levels on some of those vehicles would not fall within the limits of the curtent regulations. What is worse, the drivers of those vehicles continually tail-gate motorists on suburban roads. If a person is not travelling in excess of the speed limit, those drivers will travel very 1102 11 October 1988 Supply (Estimates) closely behind him and make his drive into town somewhat uncomfortable, to say the least. Last year, the former Minister for Transport, Don Lane, commented considerably on this matter foUowing a journey that he made to Cunninghams Gap, during which he was very concemed about the tendency of the drivers of some large motor vehicles to come up very close behind him. Mr Vaughan: And buses. Mr HENDERSON: And buses, probably. The drivers of those large vehicles came up very close behind Mr Lane's vehicle in a very intimidatory—if not dangerous—fashion in an attempt to force him to speed up. Highway patrols should be attending to this problem as a matter of urgency, particularly in suburban streets. With the opening of the Gailes-Loganholme tollway, I recognise that much of the heavy-vehicle traffic that uses Kessels Road at Macgregor and McCuUough Street at Sunnybank will disappear. When they are coming down the highway from Toowoomba, the drivers of those vehicles will choose to exit at Gailes, travel on the tollway back to the Pacific Highway and then on to the Gateway Arterial road. I thank the Minister for his response to my letter about this problem. In the meantime, before that toll-road is opened, I ask the Minister to ensure that the habits of some of the drivers of those large vehicles are policed and that the noise-emission levels are considered by the Highway Patrol, the Commercial Vehicle Squad or whoever is responsible. I compliment the Minister on the RID campaign. Although I realise that it has something to do with the police force, road safety is also a factor that comes within the Minister's portfolio. The RID campaign has been very successful. This moming during the Matters of Public Interest debate, I raised a matter that I thought was profoundly regrettable, namely, the fact that a tavern in Brisbane announced over its public address system the location of a RID team. I raised the question of how the people at that tavem knew where the RID team was. Who told them? Where did the information come from? It is very worth whUe pursuing that aspect. It leaves one wondering whether there are not people who are advising them in much the same way as people used to tip off brothels about impending police raids. I acknowledge that the RID campaign has been quite successful in reducing the road toU. I have little sympathy for the people who complain about the success of the RID campaign and say, "Hey, look, our beer sales have dropped because of the RID campaign." I think that is a good idea. The fact of the matter is that it probably means that our roads are safer. I place greater importance on the safety of people than on the desire of a few people to drive home half-dmnk. I would put all of my money on the decent citizens and not on the dmnks. I quietly but firmly support the lowering of the blood-alcohol limit to .02 per cent for young drivers. It is a particularly good move that I enthusiastically support. I turn now to an issue that is of particular concem to me, namely, the wearing of safety helmets for schoolchildren. I realise that children do not like wearing skid lids, as they call them. Mrs Chapman: They don't need to wear them in school. Mr HENDERSON: Some of the kids today need a bit of a belt around the head, so perhaps they should wear safety helmets. An Opposition member: An iron bar? Supply (Estimates) 11 October 1988 1103

Mr HENDERSON: An iron bar would do. A bit of 4 x 2 might be the best idea. I would like schools to play a much more positive role in encouraging chUdren to wear safety helmets, particularly when they are riding bicycles, because I reaUse that many children are killed in bicycle accidents. If a private enterprise, such as Jon Le Court, were to be involved, a more positive campaign could be undertaken at the Upper Mount Gravatt State School. It gives me a great deal of pleasure indeed to support the Minister's Estimates. I wish him all the best in the future. I congratulate the Transport Department, particularly for its role in Expo. As I said to my fnend who was sitting next to me a moment ago, in the future I look forward to going on a train ride to Nambour. Mr PREST (Port Curtis) (4.45 p.m.): It gives me great pleasure to speak in the debate on the Estimates of the Department of Transport. I am bewildered that the member for Mount Gravatt could say that the RID campaign has reduced the road toU, particularly when I look at the report in today's newspaper headed, "Road camage appals police". The article states— "Nine people died on the State's roads on the weekend, bringing the toU to 411 to midnight on Sunday—77<"^ and I repeat, "77"— "more than for the same period last year." Yet the member for Mount Gravatt said that the RID campaign has lowered the road toU. If that is the case, what would have been the camage on the road if the road toU had not been lowered by the RID campaign? Maybe the RID campaign does have a plus side. However, another report in today's newspaper relates to an officer who artested Sir Edward Lyons back in 1982 and was told to let Ted go because he had a blood-alcohol reading of only .12, almost three times the hmit. I know—and I repeat, "I know"—that members of the RID team Mr FitzGerald: It is one and a half times the Umit. The limit was .08. You don't know your history. I am not defending the man, but get the facts right. "Three times", you said. At that time the Umit was .08. Mr PREST: All right. I will make it anything the honourable member hkes. Ted was over the limit. Sir Edward Lyons rang the other crook in Queensland—the biggest crook in Queensland—Sir Terence, who was a mate of his and who got him off the hook. If this goes on—and it went on with Ted Lyons and it has been going on for the past 6 years—how many more people will be let off the hook by people such as Sir Terence Lewis and the people who are in the RID team today? I know that members of the RID team are very selective in whom they test. Some months ago a RID team visited my area and caught 23 people. It was a Friday night. Everyone who was caught happened to be a worker in the city. Not one of the upper echelon was booked. In fact, such people were caught, tested and told to go home and not to drive any more that night. The police have said that they do not want to catch out-of-towners. Mr Gately: How many times have you made representatations such as that to help people in your area? Mr PREST: To help people off the hook? Never. Mr Gately: Never wrote a letter requesting that the Minister intervene? Mr PREST: No, I would not do that. I sincerely hope that the honourable member does not try to get people such as Sir Edward Lyons and people who support the National Party off the hook, when the innocent people—the little people—are being convicted and losing their job and their livelihood. That is something that I would expect from the honourable member for Curmmbin. He asked the question. I have told him that I would not ask for anyone to be let off the hook, and I sincerely hope that he does not 1104 11 October 1988 Supply (Estimates) do so, either. Sir Edward Lyons got off. As the honourable member for Lockyer said, his blood-alcohol reading was only about double the legal limit. On 24 Febmary I asked the Minister a question about people who were out of work and who, upon losing their licence, had no good reason to apply to the court to be granted a licence for work purposes. When those people obtain a job they are then unable to go back to the court because they cannot have a second bite of the cherry. A firm of solicitors wrote to me stating that in September 1986 it wrote to the Law Society and that the Law Society wrote to Mr Lane in relation to reviewing section 20A of the Act so that if a person obtained a job he could apply for a licence. Mr Lane said that on other occasions submissions had been made and that consideration would be given to reviewing section 20, because simUar instances had come to his attention since section 20A was introduced in 1985. He said— "... it was proposed to review this position in order to determine whether some variation to the legislation is both necessary and desirable to provide a degree of flexibility not presently available." He also said— "Thank you for your submission, which will be considered further in the course of review." No more has been heard from the Transport Department or the Minister in relation to a review of section 20. I ask the Minister to note that letter and again to give some consideration to allowing section 20A to be amended so that if a person who was unemployed at the time of losing his licence subsequently obtained a job for which a licence was required, he would be able to retum to the court and seek an order that would give him a licence to drive during his working hours. It was somewhat amazing to read in Friday's newspaper that a Brisbane bus-driver had been taken from a bus in Fortitude Valley and charged with various offences, including that he did not park his bus correctly in the first instance. Two people have told me personally that they witnessed the incident. Apparently another vehicle was parked in the bus-stop when the bus came along. The bus-driver had to park his bus in the best way that he could. He was in the bus zone and did not intend to stay long. He pulled up and merely intended to allow his passengers to alight from the bus and other people to board the bus. A motor-cycle policeman and two police officers in a patrol car arrived. The motor-cycle policeman spoke to the bus-driver, who was trying to explain why it had all happened. The two policemen from the patrol car got out of the car and artested the bus-driver. They took him out of the bus and did not allow him to switch the engine off. The keys were still in the ignition and the bus-driver's tickets and money were left in the bus. The police officers amested the bus-driver and took him to the police station. When another bus came along, the motor-cycle policeman stopped the driver and ordered him to shift the bus that was already in the bus zone to a place farther up the street, park it and secure it, retum to the bus he was driving and go about his business. I believe that the people who should have been charged were the artesting officers and not the bus-driver. Mr Gately: Were you there when it happened? Mr PREST: No, but I was told about it by two witnesses who were present during the incident. I ask the Minister to lake the appropriate action to have the charges brought against the bus-driver viewed in the best possible light so that he will be able to carry on eaming his living. Mr Gately: You told this Chamber a while ago that you do not make representations about these sorts of matters, but you are now. Mr PREST: But this fellow was not dmnk. He had done nothing wrong. Supply (Estimates) 11 October 1988 1105

Mr Gately: I do not know whether he was or not, but you said that you do not make these representations in the Parliament. Mr PREST: I repeat: this fellow had done nothing wrong. I am merely asking the Minister to carry out his ministerial duties and see whether or not there is anything he can do to have the matter investigated. I say that the people who made the wrongful arrest should be charged. Mr Gately: What an interesting proposition from a member who has just said that he does not make representations. You have just made representations in this Parliament. Mr PREST: Mr Chairman, the member for Curmmbin asked me whether I make representations on behalf of people who are arrested for being dmnk and I said, "No, I do not." I am now making representations on behalf of a person who has been badly treated. He has not asked me to do this, but I am making the representations on the basis of evidence of the incident given by two people. I point out that this gentleman has not been charged with dmnkenness or any offence other than disobeying a lawful direction given by a couple of bobbies. I suppose that, if the bus-driver had pulled out $100 and given it to the police officers, they would have walked away and left him alone. Mr Gately: That is disgraceful. Mr PREST: I do not think so. The honourable member obviously does not know that that type of conduct goes on in this State, because he comes from interstate. I suppose that, if the honourable member were one of the police officers I have referred to, he would have accepted it. Mr Gately: No way. Mr PREST: Yes, the honourable member would have. Mr GATELY: I rise to a point of order, Mr Chairman. I find the words used by the member offensive as they reflect on my good character. I ask that they be withdrawn. Mr PREST: His "good character" is a matter of opinion. The CHAIRMAN: Order! The honourable member finds certain words offensive and he asks for them to be withdrawn. Mr PREST: If I were he, I would ask for them to be withdrawn, too. I do so accordingly. I tum now to the topic of profitability of Queensland Railways. The figures presented in the annual report of the Commissioner for Railways on the allocation 'f Budget funds can be compared with the appearance of a beautiful lady. They could be false and they may look good, but they just do not add up. I am deeply concemed about the number of railway employees who have lost their jobs during the past 12 months. The union suggests that more than 2 000 employees have lost their jobs, but the report shows a figure of 1 730. Such a huge reduction in staff will result in a commensurate reduction in service for the people of Queensland. If the reduction in staff numbers continues at the present rate, the rail service provided in Queensland will begin to mn down. Apparently approximately 40 stations in this State are about to close. In a media release issued by the Leader of the Opposition, the following points were made— "Plans to close 20 per cent of Queensland's country railway stations prove the Ahem Nationals have totally deserted their old Country Party supporters. Queensland Railways' plans to close 39 country stations and reduce services at a further two stations would also stifle economic development in this State. Premier Ahem should intervene urgently and defer any action on this surprise decision so that there is time for a proper review of its consequences. There should be urgent consultations with industry, the unions concerned as well as the 40 local communities about to bse their railway stations... The closures involve the withdrawal of at least 60 1106 11 October 1988 Supply (Estimates) staff ranging from station masters to junior porters. There are 213 railway stations in country Queensland, and 112 in the Brisbane area. The closure or downgrading of 41 country stations in one hit means the loss of 20 per cent of all country raUway stations." Honourable members would have heard the member for Lockyer, Mr FitzGerald, state that the closures are attributable to the reduction in the amount of freight dispatched from those stations. That may well be the case, but let me ask these questions: why are not the mral people using the rail services presently? Is it because the services being provided by the Railway Department are inefficient and unable to meet the needs of mral producers? Is the freight rate that is being chained for transportation of commodities too high? Is it simply a case of poor administration? The volume of commodities being carried by road transport instead of rail transport should be a cause of grave concem. Years ago the people in all these country areas were great supporters of the rail system. It meant a great deal to the small country towns. The closure of these railway stations will make these country towns virtual ghost towns. In addition, job opportunities for those people employed in the railways will be lost for ever. In the large depot of Gladstone it is now some IVi years since Queensland Railways took on any new employees. There has been a great loss of job opportunities, promotion and security. What future is there in Queensland Railways for today's young school- leavers? Some years ago at the age of 15 or 16 they could tum to the railways and would have a job for life. Today that is not the case. Today the Railway Department is offering redundancy packages to railwaymen throughout Queensland, irtespective of their location or their length of service. That in itself proves that there is some dissatisfaction within the Railway Department administration. There has been a great loss of morale within the railway system. In some of the major centres such as Rockhampton many people are losing their jobs, whilst on the other hand in some sections, such as Gladstone, drivers are working excessive hours and paying excessive tax. This is of no benefit to them or to their families. Two-man crewing has been introduced and will be fully utilised upon the completion of the new electric rail system, but there will be a further loss of job opportunities within the Queensland Railways, especially in the coastal regions. This is a great problem. The Minister will remember that some months ago I asked him a question relating to the cost of the hire of a train when Gladstone schoolchildren visited Rockhampton in comparison with the cost for schoolchildren of a chartered train on the Alpha- Barcaldine-Longreach section. It cost approximately $1,200 less to travel an additional 278 kilometres. In his reply the Minister said that he was quite sure that the price charged for the train was based on the distance involved and was very reasonable. He stated that he did not make mistakes at all. At that time he stated he would look into the matter and reply to me. On 29 August I again wrote to the Minister but till now I have not received any reply. Mr I. J. GIBBS: I rise to a point of order. I have signed a letter addressed to the honourable member and he should have received it by now. However, I will look into the matter. Mr PREST: I thank the Minister for that. I am certain that if he looks into the matter he wiU find that a mistake has been made which can be rectified. It was pleasing to hear the Minister refer to the great expansions that have taken place in the raUways, especially the railway line to the Gold Coast which will be completed by 1995.1 have an article from the Courier-Mail dated 29 August 1979 headed "All aboard for the Gold Coast express—says Joh". The article states— "Nine years ago, in a by-election in the Gold Coast seat of Albert when defeat stared the National Party in the face, the Premier's sudden promise was restoration of the . After the by-election was over the Premier's scheme was soon forgotten and the Gold Coast rail links remains a white elephant." Supply (Estimates) 11 October 1988 1107

That means that it was 1970 when the former Premier made that promise. An honourable member: What about the railway to Redcliffe? Mr PREST: That was something similar. After 25 years—that is from 1970 to 1995—a promise will finaUy be fulfilled. I sincerely hope that the same thing does not happen to the railway lines that are being closed down at the present time. The Gold Coast line was closed down and almost immediately afterwards there was a call to have the Une reopened. The Govemment should not be hasty in taking away the rail services from areas of central Queensland and along the coast. The services should remain and something should be done to encourage the people and the mral producers in those regions to use rail transport instead of road transport. Time expired. Mr ALISON (Maryborough) (5.06 p.m.): In rising to speak to the Transport Estimates, I wish to refer in some detaU to the Queensland freight deficit for 1985-86 as estimated by Dr P. G. Laird—who is the senior lecturer of mathematics in the department of mathematics at the University of WoUongong—in a paper prepared by him last year. Also I wish to refer to the need for not only the Queensland Govemment, but also aU the other State Govemments and the Commonwealth Govemment, to upgrade aU the railway systems and thereby encourage a far greater proportion of freight onto Australia's rail systems. There are very good reasons why this should be done and I will elaborate on them in a moment. Before going into detail on that subject, I wish to congratulate Mr Ivan Gibbs, the Minister for Transport, for the job that he is doing in his portfolio. He is ably backed up and supported by the Commissioner for Railways, Ralph Sheehy, and Deputy Commissioner, Ross Dunning, and the Commissioner, for Transport, Neal Kent, his deputy commissioner and other senior staff. When I make representations to the Minister, whether it is on behalf of private citizens in my electorate, organisations or projects, the Minister always gives me a very good hearing. Even though I may not always get the answer that I want, I know that the matter will be looked at thoroughly. I thank the Minister and his commissioners for that. Over the past few years a tremendous job has been done in upgrading the State's rail system to the point where, for the last couple of years, before taking into account interest and redemption costs, there has actually been a cash surplus on operations. I pay a particular compliment to the former Minister for Transport, the Honourable Don Lane, who was Minister up until December last year. Over the years he did a tremendous job in what could be described as a rapid upgrading and modemisation of the State's raU system. I particularly refer to the quite massive job of electrifying the Brisbane suburban lines, the main line through to Rockhampton, which is presently being completed, and the coal lines in the central Queensland area. Mr Ardill: It was a big help to Maryborough people. Mr ALISON: Yes, as a matter of fact it was. Some hundreds of miUions of dollars have gone to Walkers/ASEA for the constmction of electric trains. I suggest that, if the honourable member paid greater attention to what is going on in this Chamber and to the commissioner's report, he would already know these facts and would not shoot himself in the foot every time he opens his big trap. Mr Stephan: Do you think he has been to Maryborough in the last 10 years? Mr ALISON: Even if he was given a railway ticket to Maryborough, I do not think he could find the place. In a paper prepared last year by Dr Laird of the University of WoUongong, the methodology used for calculating the Queensland road system costs was that method used by the commission of inquiry into the New South Wales road freight industry. 1108 11 October 1988 Supply (Estimates)

Estimates are also presented in the paper by Dr Laird using the curtent New Zealand road-user charges for heavy tmcks as outlined in the 1986 report of the Interstate Commission into Cost Recovery Arrangements for Interstate Land Transport. Dr Laird estimates that the Queensland road freight deficit or, to use another expression, the amount by which the road transport system in Queensland was subsidised in 1985-86 by other tax-payers, was found to be approximately $266m. This undertecovery of road system costs by operators of six-axle articulated tmcks was conservatively estimated to be $24,000 per tmck per year, or 24c per tmck kilometre. In point of fact, what this means is that the road freight system is not paying its way and that it is being subsidised by other Queensland tax-payers, including private car-owners. I do not believe anybody seriously disputes that it is the heavy multi-axled articulated vehicles that are pounding hell out of Queensland roads, not private car-owners. There is also the matter of the number of kilometres mn by the respective vehicles. I do not know the average mileage done, or claimed to be done, by the average private car-owner in Queensland, but I would be surprised if it exceeded 20 000 kilometres per year. On the other hand, the report shows that the New South Wales Road Freight Industry Council conducted surveys that show that 50 per cent of owner drivers of six-axle articulated tmcks cover more than 140 000 kilometres per year. Much is made of railway deficits, but it is about time that the road transport system was put under the microscope and ways and means devised to make the road transport system pay its way. The New South Wales Department of Main Roads estimates that pavement damage by a six-axle semitrailer amounts to 12.5c per vehicle kilometre and, for all heavy tmcks, about Ic per tonne kilometre. Mr Smyth: We realise what you are talking about is tme but, as a member of the Government, what are you going to do about the costs incurted by Queensland tax­ payers by what you are talking about? Mr ALISON: If the honourable member just listens, he might get some idea. If he used his ears more and his mouth less, he would learn a bit more. In addition to the direct cost of pavement constmction and repair, three other types of extemal costs were recognised by the interstate commission on transport. Those three types are: road accidents to the extent to which they are not covered by insurance payments, noise and pollution, and congestion that affects non-road users and other classes of road-users. In point of fact, in the Queensland scene the State railway system is trying to work against very unfair competition from the road transport system. Even after charging the interest and redemption and certain particular debits, other than direct railing costs, against the Railway Department, the deficit for 1987-88 is stiU only $60m. For 1985-86 the Queensland road freight deficit was estimated by Dr Laird to be $266m, as I mentioned before. I am not aware of any figures available for last financial year for the Queensland road freight deficit, but it is a pretty fair guess that it would be much higher than the estimated 1985-86 deficit. It is interesting to note the comments of Dr Don Williams, who was until some time late last year the general manager of Australian National Railways, in the Railways of Australia magazine Network for January to March 1988. He said that subsidies to road transport were distorting road/rail competition and hindering the progress of railways to commercial profitability. He welcomed the report of the Interstate Commission on Road Vehicle Licence Fees, which recommended large increases for heavy vehicles. Dr Williams stated that these are at least a good start towards getting a fair balance in road/ rail competition. The commission noted that, even with the increases, the charges were well below the cost of recovery from the road transport system. The concem of the Australian National Railways echoed those expressed by other organisations, including the Australian Automobile Associaton. It has been suggested that charges paid by all road-users should be based on the road damage their vehicles cause. Dr Williams stated that it is really a very simple matter to charge heavy vehicles Supply (Estimates) 11 October 1988 1109

with their tme costs but that, to do this equitably, there is a need for better ways to measure the distance travelled by heavy vehicles and the loads they are carrying. He went on to say that these will be known only when sealed tachographs, which record details of the vehicle's operation, including distance travelled, are installed in all road transport vehicles. Apparently tachographs are widely used in Europe and New Zealand. It is also relevant to note that, in the same article, estimates by the Bureau of Transport Economics of the cost of repairing damage to Australian roads suggest that private cars each cause $182 worth of damage a year whilst their owners pay $601 per year in road-user charges. The average tri-axle semitrailer causes damage estimated at $50,250, only 34 per cent of which is recovered. This estimate indicates that the average tri-axle semitrailer is subsidised by other tax-payers, including private car-owners, to the tune of approximately $33,165 per year. In the Courier-Mail of 9 July 1987, the then New South Wales State Rail Authority Chairman, Sir Lennox Hewitt, is quoted as saying that there had been a failure to recognise, criticise, or remedy the underrecovery of costs incurred by freight haulers on our roads. He asked, "Do road-users pay for the upkeep of their permanent way in the manner required of railways and which is identified quite clearly in public accounts?" What all this boils down to is simply this: there is little hope of Australian rail systems reducing their deficits while they are expected to compete with heavily subsidised road transport. There has to be a reappraisal of this problem and action taken to ensure that road transport pays its way. Why should road transport tmck operators be heavily subsidised by other tax-payers, including private motor vehicle owners, who would seem to be paying more than their fair share of the cost of repairing damage to our roads? In the Railways of Australia magazine of October 1987, the Federal Bureau of Transport Economics is quoted as saying that the extent to which heavy articulated road tmcks have their road damage costs subsidised by private motorists exceeds the combined railway freight deficits in all Australian States. It was stated in the Bureau of Transport Economics study that the current imbalance in road cost recovery between motorists and operators of heavy vehicles is shown to be largely the result of the increasing reliance in Australia on fuel taxes as a source of revenue for roadworks. This is because the rate of vehicle fuel consumption is not closely related to the damage caused to roads by the wide range of vehicle types. That paper discussed the effects on both road investment and the economy in general, and of moving away from fuel taxes towards a road-pricing system based on principles of economic efficiency. I understand that a recent House of Representatives inquiry into public infrastmcture noted that heavy road is subsidised to the extent of $ 1,406m per year. That compares with a combined rail deficit of about $300m per year in relation to freight. The claim is made on page 130 of the report of the House of Representatives Standing Committee on Transport, Communication and Infrastmcture for 1987. That report also noted, apparently, that the Bureau of Transport Economics estimated that for heavy vehicles such as six-axle tmcks the level of annual gross subsidy from car- owners to the operators of such heavy vehicles is likely to average out at $34,000 per vehicle per year. The cause of that major gross subsidy is generally attributed to the system of road-funding which relies predominantly on fuel taxes. Fuel taxes are highly inefficient as a first stmcture road-user charge, because the amount paid increases far less than proportionately with vehicle mass and, hence, cannot reflect those pavement costs which increase with fourth power of axle loads. It is quoted in that report that a fully laden articulated tmck may consume around four times as much fuel as a motor car for a given distance travelled, but may cause 10 000 times more damage. Then there is the matter of safety. The railways are many times safer than the road transport system. Unfortunately, over the last few years, we have seen an increasing number of road transport tmcks compete for road space with private car owners. That must cease and the road transport system must be made to pay for the damage that it inflicts on the road system. If the road transport system was made to pay for the damage it inflicts on the road system, there would be a rebate to the private car owners. In 1110 11 October 1988 Supply (Estimates) addition, the railways would then be able to compete on a fairer basis, and I believe quite a significant amount of our freight would go over to the rail system, thereby easing the tremendous pressure on the road system and making it a much safer arena for private motor vehicles and other users. The fact is that the railway system is undemsed and, very significantly, mnning on large stretches of nineteenth century railway track compared to the road freight system very largely mnning on twentieth century roads. There is no question in my mind that, for the public safety, certain types of freight should be specifically retained for rail transport. A good starting point in this regard would be fuel. I strongly oppose large B-doubles, carrying tens of thousands of litres of fuel, travelling up and down the road system. Those monsters are travelling literally a few feet away from family motor vehicles. It was a mistake to allow them on the roads in the first place. I believe that the Govemment should have a very close look at the road transport system and that a detailed study should in fact be done calculating the damage in money terms incurred by the large tmcks using our roads and estimating what they should be paying to cover that damage. Then ways and means should be investigated of ensuring that the road transport system pays on an equitable basis sufficient to cover the estimated damage being caused. That would have a twofold benefit. Firstly, I believe, on the evidence that I have seen, that there could be a reduction in charges to private motor vehicle owners and that freight would then naturally flow to the rail system, because the rail system would then be able to compete on a fair basis. In conclusion—the benefits are that there will be less pollution throughout the country, the roads will be safer for all users, much less subsidy will be paid to the present undemsed rail system and private car owners and other tax-payers will not be subsidising the road transport system. Mr CAMPBELL (Bundaberg) (5.21 p.m.): The member for Port Curtis outlined the horrifying effects of the road trauma when he indicated that this year 411 people have been killed on Queensland roads, which is 77 more than in the same period last year. Several years ago, in a debate on the Transport Estimates, because of what he was not doing for road safety, I gave Mr Lane the Pontius Pilate award. However, the present Minister's record is even worse. The road toll is increasing at a rapid rate, yet he is doing nothing effective about it. In the first six months of this year, 15 young cyclists died compared with six last year. Road deaths are increasing. However, what did the Minister do? He blamed the advertising of alcohol. He decided to wage an advertising campaign. He wanted parents to subsidise cycle helmets. Mr Gately: What would you do? Mr CAMPBELL: I will inform the honourable member what we as responsible members of this Chamber should do. At present, the Govemment is doing nothing. All Govemment members should be ashamed of the Govemment's lack of action on road safety. The Govemment is spending less on road safety this year than it spent two years ago, despite an increasing rate of road trauma and road deaths. Mr Gately: The Federal Govemment withdrew the funds. Mr CAMPBELL: It is always somebody else's fault. It is about time this Government took responsibility. In the document entitled Departmental Services and Programs: A Budget Perspective 1988-89, the cost of traffic safety programs is revealed. In 1985-86, $0.727m was spent; in 1986-87, $0.813m was spent; in 1987-88, $0.71 Im was spent; and in 1988-89, $0.770m has been liudgeted. So this year only $0.770m has been budgeted for traffic safety Supply (Estimates) 11 October 1988 1111

programs, compared with $0.813m in 1986-87, or two years ago. That is something of which every member of the Govemment should be ashamed. It goes even further than that. That document outlines the amount of money spent on school-crossing supervisors. In 1985-86, $ 1.326m was spent; in 1986-87, $ 1.539m was spent; in 1987-88, $ 1.602m was spent; and in 1988-89, $ 1.600m has been budgeted. The Govemment is spending less this year than it did last year on school-crossing supervisors. Mr Booth: You wouldn't have spent anything on them. Mr CAMPBELL: The Opposition would have introduced them years ago. I will point out what that means for the benefit of members of the Govemment, who are supposedly interested in road safety. Last year 665 crossings were staffed. This financial year only 610 crossings will be staffed. Honourable members might ask whether I am reading the figures cortectly. I will go to the figures of the Transport Department of Queensland and check the record of this Govemment at a time when the numbers of people being killed are increasing. In the Transport Department annual report for the year ended 30 June 1987 it is revealed that the total expenditure on the Queensland Road Safety CouncU Fund was $ 1.981m. In 1987-88 the total expenditure on the Queensland Road Safety CouncU Fund was $ 1.922m. This Govemment is not prepared to spend money on road safety. It is reducing its financial commitment to road safety. All this Govemment can do is have these so-called publicity campaigns in which the Minister has his face put on a big advertisement which says that more should be done. The Govemment is not prepared to put its money where its mouth is. It is very important that some proper action be taken by this Govemment and that it spend more money on road safety. Let us see where the money is spent; where the waste is. I will tell honourable members why this Govemment has not got the money for road safety. This Govemment had the money to pay for special Govemment full- page advertisements on two Sundays alone. One was of the Premier beside the very lovely Lord Mayor of Brisbane. Another one was headed "Queensland Nurses Meeting The Future" and told people that the Queensland Govemment is only three years behind everyone else in nurse education. That advertisement was in the Sunday Mail and in the Sunday Sun. This Govemment has the money for the Premier but it has not got the money for road safety. More than $35,000 was spent on two Sundays in two newspapers alone glorifying this Premier. He is spending more money on himself than Bjelke-Petersen used to. Do members of the Government realise that for that amount 1 750 children could have been subsidised to the tune of $20 for a safety helmet? Honourable members might ask why that is important. Just think—if this Govemment had not spent $800,000 on advertising Expo, 40 000 children could have been subsidised at the rate of $20 per helmet. That is what this Govemment could do, but it will not commit itself Let us see what could be done. Studies reveal that positive action can be taken to reduce the number of cyclists being killed. A study has been carried out by Mr James Nixon, who is head of the research team of the Department of Child Health at the Royal Children's Hospital. His study is summarised and the findings are as follows— "It is concluded that injuries and fatalities after bicycle accidents can be reduced by protecting children's heads, separating child cyclists from other road traffic, or educating and training both cyclists and other road users in safe behaviour. The compulsory use of helmets and the restriction of access to the roads by child cyclists to reduce injuries are, however, still controversial in many areas." If the Govemment is not prepared to spend money on safeguarding our children, I ask the Minister and his Govemment to take action today to introduce legislation that 1112 11 October 1988 Supply (Estimates) would make the wearing of safety helmets compulsory. In addition, there should be compulsory road safety education for children. The study to which I have referred was carried out over a period of 10 years at the Royal Children's Hospital. It was found that almost all bicycle accidents involving children occurred in daylight hours and that half of them were on straight roads. It was also found that the fatality rate among children in the five to 16-year age group had doubled in eight years. Children in the five to 16-year age group made up 60 per cent of all cycle accident fatalities. He goes on to say— "The child's development is not sufficiently advanced until about 12 years of age to enable the co-ordination of bike skills, road mles and the ability to interpret and predict the changing traffic situation." It is very important that the Govemment examine the findings of such studies and that it be prepared to put funding into implementing those findings. The study also found— "As well as can be determined, the cyclist was at error in at least 50 p.c. of all fatal accidents." Yet this Govemment is not prepared to fund totally safety programs in our schools. What happens at present? The p. and c. associations must go to the Road Safety Council, which the Government has abandoned, and pay for the booklets and provide that education in their own time. The Govemment is even too lousy to provide the money for the books. It cannot do that, but every day members of the Government can place advertisements in the press just to glorify themselves. Where are the Government's priorities? Members of the Govemment should be ashamed of themselves. If they stand up and call themselves parents, they should be ashamed of themselves. Approximately 70 per cent of children die as a result of head injuries. It is a fact that the wearing of safety helments will reduce road deaths. Mr Simpson: What's the most dangerous road-user? Mr CAMPBELL: For children? Mr Simpson: All users? Mr CAMPBELL: I think it would be motorists in the teenage group. Goverment members: Motor cyclists. Mr CAMPBELL: Motor cyclists? It is interesting that Government members want to nit-pick about who is more likely to be killed. Members should be trying to find ways of reducing road deaths. Government members can only nit-pick about some group of persons being more likely to be killed than others. Mr Prest: Mr Simpson thinks children are going to ride push bikes at 120 miles per hour like motor bikes. Mr CAMPBELL: The honourable member is right. It is very important to examine the findings. The findings of the research group at the Royal Children's Hospital have been supported by the Mater Hospital, which carries out a NISPP program. That program reveals the existence of very similar circumstances. In 1984-85, the average age of children admitted to hospital as a result of bicycle accidents was nine years. In 1985-86, the average age was 9.6 years. The number of persons admitted to hospital with head injuries ranged from 70 to 80 per cent of all bicycle accident victims. It can be seen that the wearing of helmets can be a very important factor in reducing the accident and fatality rate among cyclists. The Govern­ ment must ensure that children are mature enough to take to the roads before they do so. Supply (Estimates) 11 October 1988 1113

There is one other aspect that the research group found was very important, but again it means that funding needs to be provided. The group found that there should be a separation of bicycles from traffic, especially by providing safe routes to schools. I call on the Minister to take the matter seriously, to make compulsory the wearing of safety helmets for cyclists and to implement compulsory road safety education for all children. I have referted to cyclists. The safety of pedestrians is also important. The greatest killer of children under the age of one is sudden infant death syndrome. In the one to four-year age group, the greatest killer of children is unfenced back-yard pools—and again the Govemment will not do anything about that. Up to the age of 14 years, the largest number of deaths occur among children pedestrians. It is important that action be taken to ensure that when our chUdren take to the roads they are protected. Sooner or later the Govemment should introduce the compulsory wearing of safety helmets and road safety education for children. I congratulate the Minister on the regionalisation of the services of the Transport Department. I congratulate also the staff at the Bundaberg transport centre for the way in which they provide their services to the people of the Bundaberg region. Very few, if any, complaints are made about the services that are provided. That is a credit to the staff. It is a very successful aspect of the Transport Department. I tum now to the raUways. Some very bad decisions have been made by senior management in the Railway Department, especially the decision to close the catering staff depot at Bundaberg. It has taken from 1985 to 1988 to close down these services. In fact, the saga commenced in early 1985. A letter was sent from the office of the Chief Traffic Manager to Mr Dunne, the branch secretary of the Australian Railways Union. The letter stated that the number of staff at the depot would be reduced. It just happened that in the next year, after representations to Mr Lane, it was decided to increase the number of staff to 18. It was found that the calculations were not quite right. On 18 September 1988 it was decided to abandon the depot and to close it down. Do honourable members know what the hierarchy of the Railway Department has done? It has transferted the staff from Bundaberg to Rockhampton and Brisbane. To provide the catering services on Queensland trains travelling between Rockhampton and Brisbane, staff are now transported by bus on a Monday 646 kilometres from Rock­ hampton to Brisbane, to stay ovemight, and then to work the train back. On a Friday, the management of the Railway Department transport catering staff by bus from Brisbane to Rockhampton, which is 646 kilometres. The staff stay ovemight and work on the train back to Brisbane. What a ludicrous and bad decision! The Govemment may sack another thousand employees, but if it is going to make decisions of that type, it will never operate the railways profitably. The Minister should consider the actions of the senior management. The best that those people can do in 1988 is send their staff to work by bus, which is a competitor of the railways. It is ludicrous to think that in 1988, on a weekly basis the Railway Department sends its staff 646 kilometres to work. I believe that it is a conspiracy between this Govemment and senior management to ensure that the catering service mns at a loss and will be privatised. I ask honourable members to look at the catering service in one or two years' time, because I believe that it will be privatised. A new rostering system for train-drivers has been introduced. More drivers have been put on the Maryborough-Brisbane and Maryborough-Gladstone services. Those drivers are required to have a rest period of 12 hours between shifts. The introduction of that rostering system has cost the department between a quarter of a miUion and half a million dollars. If those are the sorts of decisions that are being made to economise and rationalise the Railway Department, this Govemment is doing a bad job. The girls who worked on the catering staff in Bundaberg were transferted or resigned so that a new timetable for the Sunlander could be introduced on 11 September. Since then, that train has not mn on time. 1114 11 October 1988 Supply (Estimates)

The electrification of the raUways could actually drive people away from trains to buses. The proposed timetables are useless for the majority of the public. I call on the Govemment to consider the introduction of a daily service between Bundaberg and Brisbane. A smaller train with fewer carriages, equipped with a proper catering service, could leave Bundaberg early in the moming, pick up passengers in Maryborough, Gympie and Nambour, and arrive in Brisbane at about 10 or 10.30. It could then leave Brisbane at about 6 p.m. I believe that people would use a service such as that. At present, on three days a week the train that operates the service between Bundaberg and Brisbane travels two hours behind the Sunlander. How can this Govemment expect that service to operate efficiently and pick up passengers if the Sunlander, which is a passenger train, picks up passengers two hours ahead of it? I am talking about attempts that are being made to create jobs for Queenslanders. However, a person who was travelling recently on the Sunlander bought a Wedgwood better meat pie, which was manufactured in Kensington, Victoria, Australia. If Queensland Railways cannot find a good pie-maker in Queensland, there is something wrong. I know of at least three pie-makers in Bundaberg who supply good pies. It is a sad state of affairs when the Railway Department has to buy Victorian pies. It is about time that the management got its act together, introduced proper rostering, stopped the transporting of railway staff hundreds and hundreds of kilometres by bus and used Queensland supphers. Time expired. The TEMPORARY CHAIRMAN (Mr Burteket): Orderi I remind the previous speaker that he was not speaking through the Chair. He was speaking directly to the Minister and honourable members. I remind aU honourable members that they must speak through the Chair and refer to the Minister in the third person and not the first person. Mr Casey: Let's have school after this. Get on with the job, eh! The TEMPORARY CHAIRMAN: Order! I do not appreciate the honourable member's remarks. I call the member for Springwood. Mr FRASER (Springwood) (5.42 p.m.): I am pleased to join in this debate on the Transport Estimates. During the past six months World Expo 88 has without doubt put Brisbane and, indeed, Queensland on the world stage. It has been an enormous success. Even honourable members opposite—the purveyors of doom and gloom^ould not dispute that fact. Expo has reaffirmed Brisbane's reputation as an excellent venue for major world events, as was first witnessed with the Commonwealth Games in 1982. I strongly support Queensland's application to stage the 1996 Olympic Games in Brisbane. Mr Hamill: They're going to put you in the ad. Mr FRASER: That would be a good idea. We could put some of the back-benchers in the ad. A key element in the success of the Commonwealth Games, and now World Expo 88, has been the smooth and efficient operation of Brisbane's public transport system. The staging of World Expo called for the planning and co-ordination of the largest single transport exercise ever undertaken in Australia. That major task has been the responsibility of the Transport Department under the direction of the Commissioner for Transport, Mr Neal Kent, and his able Deputy Commissioner, Mr Geoff Stevenson, who was in the lobby this aftemoon, as well as the Commissioner for Railways, who has a large part to play in the operations of the suburban rail transport system. I pay tribute to those three gentlemen for a job weU done. Mr Davis: Is this in your brief to say that, or is this off the cuff? Mr FRASER: The honourable member should not worry about that. Supply (Estimates) 11 October 1988 1115

It is a great credit to the Honourable the Minister for Transport and Mr Kent that transport arrangements for Expo have gone virtually without a hitch. Congratulations should also be extended to all of the operators involved together with their hard-working staff. That is a good example of Govemment and private-enterprise transport services working together for the good of the people who Uve in the urban areas of Queensland. By the end of this month, when World Expo comes to an end, an estimated 11 million people—or 75 per cent of the total number of visitors—wiU have trayeUed to the South Bank site by Queensland public transport. Those passenger numbers far exceed pre-Expo predictions, which indicated that 7 miUion visits would be made to Expo during the six months. That figure has now been upgraded to in excess of 15 miUion visits. Despite the larger passenger numbers, all transport operators have coped extremely well and responded accordingly by bringing on line additional services when demand has been found to be particularly high. For example, the Railway Department is mnning very efficiently an additional 700 services each week on the suburban rail network, which represents a massive increase on its normal services. Queensland Railways is by far the largest carrier of aU the transport modes, with up to 50 000 people on peak days using suburban electric rail services. As evidence of this, the Beenleigh trains to Expo every day of the week are always standing room only from Woodridge, which is only three stations from the station of origin. These rail services are feeding directly into the two stations located at either end of the Expo site from all stations on the Brisbane suburban network. These suburban stations have been equipped with interchange facilities to ensure that Expo visitors have a fast and co-ordinated means of travel at their disposal. While I am speaking about the electric urban services in the Brisbane area, I want to mention that recently I was in Sydney. After that, one cannot fail to recognise the excellent standard of the suburban electric train system in Queensland. By "standard" I mean the quality of the conditioning of our carriages. On Sydney trains one has to look closely at the graffiti on some of the seats and decide whether to sit on them. The rail carriages in Queensland are a credit to the system. Graffiti artists are not restricted to the Sydney urban area, they are also in Brisbane. The operators of the urban electric trains in Queensland do a marvellous job keeping the carriages in a clean state and mnning in an efficient manner. Park-and-ride facilities are provided by the Department of Transport under its program to develop a co-ordinated urban public transport infrastmcture. For the 6-month Expo period additional interchange facilities have been provided on a temporary basis for regions where passenger loadings are particularly high. For instance, in my area, at the Beenleigh station the volume of passenger traffic associated with Expo is unprecedented. The number of rail passengers through Beenleigh for the period May to June this year was 255 000, a huge increase of more than 220 per cent on the figures for the same period last year. The Beenleigh and Logan City areas are two of the fastest- growing areas in the whole of urban Queensland. In addition, there has been a spectacular growth in patronage on the metro-link service which brings coaches from the Gold Coast region to connect with the electric rail service from Beenleigh. In March the Honourable the Minister for Transport opened the $llm Beenleigh rail redevelopment, which included provision for 285 cars, three bus set-down areas, a taxi rank, areas for motor cycles and bicycles and what is commonly known as a kiss-and-ride set-down zone for passengers travelling on the electric raU service. The operation of long-distance coach services has also been one of the success stories in the whole transport picture. Every day about 260 coaches use the Expo coach terminal, which is staffed and managed by the Queensland Department of Transport. Approximately 7 000 people daily are passing through the Merivale Street coach terminal. 1116 11 October 1988 Supply (Estimates)

Other transport modes including ferries, local buses and taxis are aU operating efficiently and effectively under the organisational umbrella of the Transport Department. Members would be fully aware of the many forms of altemative or novelty transport such as hovercraft, seaplanes, helicopters, pedicabs and the occasional Cobb and Co. coach. Together, all these forms of transport have provided a very efficient and enjoyable means of travelling to and from the Expo site on the south side of the city. In recognising the valuable role that the public transport system has played in making Expo 88 an overall success, we must also pay tribute to the planning and promotion of that system. Without a fast and efficient transport system that would attract good patronage levels, the precinct of Expo would have become one huge traffic snarl. That has not been the case, as anyone who has driven to Expo would know. The ramifications of this traffic chaos for local residents and the smooth operation of Expo as a whole would have been horrendous. The promotion of public transport by the Govemment is embodied in the slogan "Go easy to Expo", which has been a huge success and which has also been given saturation coverage in all the major media outlets and through letterbox drops to practically every home in the south-east Queensland region. The resources ploughed into this media campaign by the Department of Transport are now paying dividends for both operators and the community in general. The planning of all transport arrangements has been engineered by the Expo transport management committee, which is chaired by a representative of the Queensland Department of Transport. Other representatives of the committee have been drawn from Queensland Railways, the Brisbane City Council, the Expo Authority and the Police Department. This planning process started some years ago to ensure every aspect of the total transport task was covered thoroughly. For instance, at the Vulture Street Railway Station, with the help of a very considerate and helpful railway staff, special provisions were made for disabled persons. A special information bulletin for disabled persons was also produced, outlining specific details of the transport system for people with disabiUties. We should all be proud of the magnificent transport system that has been put in place for World Expo and its contribution to the ovenvhelming success of this, Queensland's first world's fair. In this respect, like every other of the operational tasks undertaken by the Govemment for Expo, we have, without boast, excelled once again. The success of World Expo consolidates the reputation we established with the staging of the Commonwealth Games in Brisbane, and I am sure that this will be carried through when, as I mentioned earlier, I hope we win the bid for the staging of the 1996 Olympic Games in Brisbane. On behalf of the people of Queensland I pay tribute to the Honourable the Minister for Transport and his commissioner and their respective staffs for a job tmly well done. I recommend their Estimates to this Chamber and I am positive that during this financial year Queenslanders will be provided with the same high level of service which has become the trademark of Queensland's Transport Department. Mr WHITE (Redcliffe) (5.52 p.m.): It is with pleasure that I participate in this debate. Mr Hamill: Tell us aU about the Redcliffe rail link. Mr WHITE: The honourable member is so right. He has a rare insight into these matters and it is strange that he should mention the Redcliffe rail link. As the honourable member has raised the issue, I will begin my speech by referring him to the National Party's policy speech of 1977. Eleven years ago, the former Premier, Sir Joh Bjelke- Petersen said— "As petrol supplies mn out, and the price soars, public transport will assume even greater importance. We will continue electrification of Brisbane's suburban rail network with the most modem trains in Australia. Supply (Estimates) 11 October 1988 1117

Later, electrification will be extended to Redcliffe and the Gold Coast." At that time, the Liberal candidate for Redcliffe made the foUowing press statement when he attacked this nebulous policy speech— "There was no guarantee in the govemment's policy speech that a Redcliffe rail link was assured in the near future. The wording of the speech was such that the govemment could put off a Redcliffe rail link indefinitely and still justify what is said in its joint party policy speech. He said the govemment treated Redcliffe as an afterthought. He questioned a study on the rail link being carried out by the Metropolitan Transit Authority." Of course, as all honourable members would be aware, the Metropolitan Transit Authority has since been disbanded. In faimess to Sir Joh, I point out that he was not the first Premier or politician who promised a rail link to Redcliffe. The first promise was made in the 1870s. I make the point now to the Minister, however, that although promises of main line electrication to Redcliffe were made in 1977, reiterated in the 1979 Redcliffe by-election campaign, and later reiterated by the National Party, they were to no avail. I think it is only reasonable to raise this issue again to point out that the residents of Redcliffe should not be regarded as second-class citizens. Main line electrification has been extended to Caboolture and is being extended to the Sunshine Coast. I understand that, ultimately, it will be extended to central Queensland. In the recent by-election for South Coast, a promise was made about electrification of the rail link to the Gold Coast with a terminus at Robina. Admittedly, politicians do not have a great deal of credibility at election-time, but this matter has gone beyond a joke. People have every reason to question the credibility of a Govemment that makes overt statements and promises over the years but does not produce the goods. I am sorry to say that one has to question the integrity of the National Party Govemment in relation to this issue. If the Govemment is not in a position to honour its promises in the immediate future, I reiterate with great respect the proposition that I have put up on a number of occasions previously. Some commitment should be made, and work should be carried out over a period so that people in the Redcliffe area know that the Govemment is serious about the electrification project. This matter has been a mnning sore in the sides of many people over the years. I have no doubt that an element of political discrimination is part of this issue, and that is a matter of regret. If a Govemment asks the people to tmst it and wants the people to believe that it is a Govemment of integrity, it cannot continue to behave in a way that suggests that it applies one set of principles in certain areas of the State and a different set of principles to the well-being of the people of Redcliffe. I resent it, and the people of Redcliffe resent it. The matter ought to be put right. Without belabouring that point, I wiU move on to a number of other matters that are of concem to me in the field of transport. Initially, I recognise the major improvements that have been made in public transport in this State. People from interstate and overseas have all remarked to me—particularly during the Commonwealth Games and more recently during Expo—that a wonderful transportation system operates in Brisbane. They have observed that the trains are clean, air-conditioned, efficient, that they mn on time and that the bus service is* excellent. They have told me they have not experienced any great difficulty in travelling round the city of Brisbane via public transport. I believe that the Ministers who have held the Transport portfolio in recent years and the Commissioners for Transport, Mr Kent and Mr Sheehy, should be congratulated on the marvellous progress that has been made in that area. While I am critical about the transport service that operates in Redcliffe, I am big enough to recognise the vast improvements that have been made in public transport 1118 11 October 1988 Supply (Estimates) overaU. My colleague the honourable member for Toowong pointed out earlier that these improvements have been funded by the imposition of rail freight charges that have provided revenue for the Railway l5epartment. The level of rail freights is an issue in the coal-mining industry that has been ventilated in this Chamber. The rail freights have become exceedingly high and are indeed affecting adversely Queensland's prospects for the export of coal. I think it is time that a reappraisal took place in this important industry. I appreciate that it is not easy to juggle competing interests satisfactorily; nevertheless, I point out that rail freights are becoming an impediment to the progress of some industries, particularly the coal-export industry. I tum now to mention public transport that is provided by private taxi services. I pay a tribute to the Redcliffe taxi service, which has provided a wonderful service in the area for many years. I inform the Chamber of the views of taxi proprietors and operators who do not want the district of their operations changed. They do not want to be part of the Brisbane district. They want to continue to operate their taxi service as efficiently in the future as they have in the past. Sitting suspended from 6 to 7.30 p.m. Mr WHITE: Before the dinner recess I was referring to taxi services and in particular to the taxi service on the Redcliffe peninsula. I was making the point that from time to time there have been moves to integrate the Redcliffe taxi service into the Brisbane metropolitan service. I wish to make it clear that the people of Redcliffe are very happy with the service that they receive at the moment. The local taxi-operators are providing an excellent service. I hope the Minister wiU maintain the long-standing policy of allowing the Redcliffe taxi district to remain intact. Queensland was fortunate enough to be one of the first States to launch the disabled taxi service. It has been a great success. The service is greatly valued by my constituents and, if one looks at the statistics, one finds that the service has been very weU patronised. I congratulate the Minister and his department on taking that initiative. If one looks at the whole transportation system in this State, one finds that the basic problem—and I suppose it is a problem of any city—is that the bulk of the transport dollar goes into railways. In Queensland the railways and the Brisbane City Council receive $14m a year. What remains of the transport doUar goes to private enterprise operators, who receive something of the order of $5m a year. I speak as someone whose family has been involved in transport for a very long time. My late grandfather was the first bus-operator to conduct a service from the city of Brisbane to Nundah. My late father was instmmental in establishing the public bus service from Brisbane to Sandgate, namely, the Ibis Bus Service, and mnning it for many years. Naturally, with that kind of background and with my own personal commitment to private enterprise, I feel in many respects that at times the role of the private operators is not fully considered by govemment, and I am not referring to the present Govemment in particular. That is a statement that my family would have made about private bus services over a lengthy period. That is very much the feeling of the Bus and Coach Association, which feels that most of the dollars go into the railways and the Brisbane City Council, and that the smaller services do not get the sort of recognition to which they are entitled. There appears to me to be an imbalance, particularly against those peole who live outside the metropolitan area of Brisbane, who I believe are getting a poorer share of the transport dollar than the people who live in the city. In areas outside of Brisbane there is a less-frequent service, with older buses being very much a part of the scene. The Govemment has introduced a bus replacement policy, which wiU impose additional hardship on private enterprise bus-operators to maintain their existing level of service. It is a matter for the Govemment to decide whether there is a social need for people living outside of Brisbane in relation to the allocation of funds. The Brisbane City Council, for example, gets assistance from the State Govemment. It can dig into its rate base and it also receives something of the order of $80,000 per bus per year from the Federal Govemment. In private enterprise the figure ranges from zero to $15,000 per Supply (Estimates) 11 October 1988 1119

bus per year. That is a significant variation. I ask: why should private operators be placed at such a disadvantage? Today everyone knows that the capital required to purchase new buses is quite substantial and mns at $150,000 to $200,000 per bus. That is a lot of money. I simply make the point that the amount received by private enterprise is poor compared with the amount that goes to the railways and the Brisbane City Council. In my view, the money is not shared fairly. Centres such as Townsville and Toowoomba and places such as my electorate of Redchffe are desirous of a better service. My younger brother Ray is the manager of Homibrook Bus Lines Pty Ltd and my family has been in this business for a very long time. The standard and age of the buses operated by private operators do not compare favourably with the standard of the buses owned by the Brisbane City Council and of the air-conditioned trains. I have nothing against the railway service. As I said earlier, it does an excellent job. However, the transport dollar is not being shared fairly. Now that there is a review of the subsidies that apply to private operators, I hope that the Minister takes that into consideration. The other issue that is of concem to private operators is the Bicentenary fund which was established at 2c a Utre to upgrade roads. A certain amount from that fund could be used for public transport. It is my understanding that most of it has gone to the raUways and the Brisbane City CouncU, which received approximately $7m. This money was apportioned to new buses. None of the money was used outside Brisbane where private operators are in business. Quite rightly, the Bus and Coach Association feels that it is being discriminated against and those people who operate services outside Brisbane feel that they are not getting their fair share of the transport dollar. Mr Davis: You stiU have to speak for your old company, don't you? Mr WHITE: Yes, I am very proud to speak up for privately owned bus compames. As I stated earUer, my family has been in the transport business for a very, very long time. Ministers of the Crown from various Govemments would recognise that my family had a weU-respected name in that industry during that period. Mr Veivers: Is that ad on TV tax deductible for you and your chemist shops? Mr WHITE: Yes. I thank the honourable member for giving my shops a free commercial tonight. Before I conclude, I wish to express my appreciation to the Minister, and not just in his role as Minister for Transport. I have always found him to be a very fair man. I would hope that the views that have been expressed not only by me but also by other people in the Chamber will be taken into consideration. There are always demands on any Govemment and any Minister for free travel and discounted travel. I just remind the Minister of the case that has been put forward by the war widows and also by those people over the age of 60 who are f\illy retired. They have the view that there is during the day a period of time when pubhc transportation is not fully utilised. They make the point that the Govemment should consider the extension of the issue of PHB2 or TCI cards to all retired people who are over the age of 60 years to use the public transportation system in non-peak hours at some sort of discounted rate of, say, 10 per cent. The argument they put is that very often during the day buses and trains are mnmng virtually unoccupied. Their argument is that providing some encouragement to them to travel more would increase the revenue base of the department and they, in tum, could receive a discount benefit. 1 make the point that the majority of non-pension retired people do not use public transportation systems, but there are many people out there in the community who are basically domiciled in their own residences and the only opportunity they get to travel is through public transport. If the department could find ways and means of utilising public transportation during non-peak hours, that would not only give those people the opportunity to travel but also have some sort of economic impact in that the people would travel more and put some extra dollars into the economy. 1120 11 October 1988 Supply (Estimates)

Some years ago free rail travel for pensioners was introduced. I know there is a problem with some trains being fully booked, particularly those to north Queensland during the winter months. I understand the Minister's administrative difficulties there, but I ask that some thought be given to considering that matter. Mr LANE (Merthyr) (7.41 p.m.): I find myself in an unusual seat tonight to be discussing the Estimates of the department with which I have had a long association and for which I hold a great admiration. However, the debate provides an opportunity for me to make a few observations about what has gone in the past and what might come in the future in respect of a very important part of public administration in this State, namely the administration of transport in its many forms. I had the privilege of holding the Transport portfolio for more than seven years in this State, making me the second longest serving Transport Minister in the State's history, behind Jack Duggan. At a national level I shared responsibility with my colleague Mr Hinze, who unfortunately has left us, on the Australian Transport Advisory Council, on which we were the two longest-serving Ministers in our portfolios. I wish to place on record here tonight what great pride I take in having carried out that role for such a long time and my gratitude to my colleagues who over the years supported me in that role. The Transport portfoho is a very challenging one. It provides one with the oppor­ tunity to carry out considerable good works and to leave a bit of a mark on the State in real terms, in bricks and mortar, in steel railway lines and in policy decisions that have a long-term effect on the development of the State. If the opportunity ever arises for honourable members on either side of the Chamber to fill that role at some time in their political career, I commend it to them, because it brings great satisfaction. It is a department that has a great tradition and it is, of course, a very traditional department. It has a long history; the employees take great pride in the transport traditions in their respective spheres. First of all I will deal with the Railway Department and say what an interesting activity it is to be involved in the railway world. Once one is accepted in the field of railway activity and has the opportunity to travel a little around the world, it opens up a whole new horizon. The railway community around the world is very close knit; it is a community that binds together, with personal relationships spanning intemational borders. Mr Davis: What are we going to get—10 minutes of nostalgia? Mr LANE: The honourable member could not even drive a taxi without mnning into a post or mnning out of petrol. I advise him to stay out of the debate. As I was saying, the world of railways is a very interesting one. It provides great opportunities and challenges for those who work in it. The permanent officers around the world—the commissioners, the general managers and the administrators—and the major contractors are very conscious of the part they play intemationally in terms of the development of technology and the development of links across vast expanses of countryside on the earth's surface. They take their job seriously and are very professional men. I take the opportunity to say that the officers of Queensland Railways are adequate to the task and well recognised and well respected around the world. Since they have been involved in major development in Queensland in recent years, the railway officers have had the opportunity to spread their wings and develop relationships which can only be to the benefit of the people of Queensland. The technology that has accompanied electrification has given young engineers, managers and others the opportunity to practise skills in the professions in which they have trained and to make a mark on the State's history. They have developed relationships around the world from which, in due course, will flow benefits in terms of technology back to Queensland. Furthermore, overseas people are now approaching Queensland Railways with requests for professional guidance on skills and for advice on using the railways as consultants on other major projects. Supply (Estimates) 11 October 1988 1121

Projects have been undertaken in south-east Asia and in the Indian Ocean region which will give the officers of the Railway Department the opportunity to show what they can do and to eam revenue in retum for the consultancies and for the advice given in developing systems in some Third World countries. I had the opportunity to visit a number of countries and a number of railway authorities in that part of the world. Queensland Railways personnel are very welcome there and their views are respected. In parallel with the professional officers of the Railway Department, professional consultants in the commercial field, who operate in a private-enterprise way, have also gained by tendering for consultancies and contracts and by offering assistance to countries in that part of the world with the knowledge, back-up and support of Queensland Railways. It gives great strength to a consultant to offer his services to a country such as Thailand with the Thai railway system. Thailand takes great comfort in the knowledge that the consultant is supported by a big, reputable and proficient railway system such as we have in Queensland. On a more personal note, I had great pleasure in working with the present commissioner, Mr Sheehy, and his deputy, Mr Ross Dunning, who each in their quite different ways are great administrators and innovators and who tower in many ways above many others in Australia in terms of public administration. I had a very harmonious relationship with those gentlemen. That is not one of those pats on the back that are given out in Estimates debates at random; it is an opinion based on experience. I was able to share with those gentlemen an era which started with the PA report into railway efficiency. That report was approached with some trepidation in the first instance by the department, but it was soon embraced because of its obvious common sense. It was built on and compounded in its benefits by the senior officers of the Railway Department, whom I found to have open minds in terms of reforms and benefits that could be derived by the department, and some members may be surprised to hear that. It is recorded in correspondence that, in the first 12 months of PA's recommendations being implemented, quite a distinct and identifiable saving of approximately $3 5m was made for the tax-payers of Queensland. The report was accepted by railway management and it has been built on in an enthusiastic way. The annual report of the Railway Department reveals that to 30 June this year, a reduction of 1 700 staff has occurred in the number of staff employed. That has reduced the staff to 22 225. That figure does not include the special projects staff, who have short-term employment with the department. Those people are not required to be paid for by the tax-payer. At the beginning of 1981, staff levels of Queensland Railways were nudging 26 000, and increasing. To achieve a level of just over 22 000 staff means major reforms and major savings to the Queensland tax-payer. At the same time, as the commissioner has reminded me on many occasions, despite that decrease in staff, haulage has increased. Therefore, fewer people have been performing a larger task each year. I refer to another recommendation in the PA report which took some time to take effect. In the past, I have referred to it as my favourite project in the railways. It is one that is not very visible but it was beneficial to the tax-payer. I refer to the rolling-stock information control system—RIGS—which monitors the number and usage of railway rolling-stock and allows it to be managed more efficiently. It was a copy of the New Zealand system, at least in terms of policy and phUosophy. I note from this report that in the last 12 months there have been a reduction of 1 286 wagons, with another 409 awaiting condemnation. That in itself is a massive saving to the tax-payer. I think PA said that at least 10 per cent of the wagon stock could be reduced within two years. New Zealand went for 20 per cent within two years. I know that the commissioner believes that 20 per cent is quite achievable, even in the short term, with more later. So the RIGS system is paying off. It is a huge computer system which

80546—39 1122 11 October 1988 Supply (Estimates) straddles the State. I would hke honourable members to be interested in it because it wiU have great long-term benefits for the State. I note that the Railway Department carried 62 million tonnes of coal this year and that a very high proportion of that—over 50 per cent—was hauled by electric traction. All honourable members have heard stories about the efficiency of the steel wheel on the steel rail. I happen to be one who subscribes to that axiom. If that steel wheel is being tumed by electric traction, then it is even more efficient in a State that has great energy at its disposal, as Queensland does, through its rich coal resources. That is going very weU. In case I mn out of time, I want to interpose in what I am saying to make the comment that I believe it is a great and well-accepted parliamentary tradition that former Ministers should not involve themselves in their portfolios once they leave them. It is a tradition that I respect to a very large extent. It is one that I would endeavour to adhere to to the letter, unless invited to do otherwise, of course. I think nothing gives us a greater pain in the ass than to hear former Ministers butting in on their successor's department. At a national level I could cite some classic examples of former Prime Ministers of all political persuasions who are guilty of that. Probably the original and most obnoxious was Billy McMahon, closely followed by Gough Whitlam and later by Malcolm Fraser. These gentlemen insist on being self-appointed eminent persons who tell everyone what they would have done if they were still in their former positions. The tradition is that when one has had one's day or one has had a go, it is very bad form to carry on and be a nuisance with respect to former portfolios. I do respect that mle. However, perhaps because of the haste of my departure from the portfoho that I formerly held, I take this opportunity to say a few words about my staff and have them recorded in Hansard. I pay tribute to the officers of the Transport Department. I have commented on the railways. The Commissioner for Transport, Neal Kent, and the Deputy Commissioner for Transport, Geoff Stevenson, who have quite different personalities, have each done great things for the development of the State. They are very proficient officers. Honourable members can feel proud of the standard of public administrator that this State has, particularly in respect of the Transport Department. There are also many loyal and good officers working under those gentlemen in that department. While I am on the subject of loyalty, I want to thank the department for the loyalty that it showed me over many years. I must say that I cannot identify any major leaks from the administration of the department—any malicious leaks, that is—during the time I was the responsible Minister. That is something to be cherished in this day and age when there are so many people who are trying to white-ant one, tear one apart and denigrate one to a quite properly eager media. It says something for the administrators of the department that that was the case. I thank them for that. Mr Davis interjected. Mr LANE: I must say that the public servants and the senior administrators in the Transport and Railway Departments showed a greater deal of integrity in terms of solidarity and loyalty and being able to keep a secret or a confidentiality on many occasions than some of my Cabinet colleagues have over the years. Mr Warburton interjected. Mr LANE: That might have been a bit convoluted, but it was the answer the honourable member wanted. He should be content with it. Mr Warburton: It was the tmth, wasn't it? Mr LANE: Of course it is, otherwise I would not have said it. Supply (Estimates) 11 October 1988 1123

A relatively unnoticeable improvement in recent years has been in an area which did not have much appeal when it started. I refer to occupational safety. The system was introduced across the board for industrial safety officers when it was long overdue in workshops throughout this State, and later for occupational nurses. More recently the department took the initiative and employed its own doctors within a department which is one of the biggest industrial enterprises in the State. I was very pleased to note from the annual report that last year there was a reduction of 11 per cent in man-hours lost owing to accidents compared with the previous year. I think that was the very proper basis for the employment of those staff a few years ago. There are, of course, some developments on the skyline which have not appealed to everyone. Some of my trendy friends like to condemn, for example, the architecture of the Toowong Village and the Brisbane Transit Centre. I say to them, "Go out and talk to the common man and woman who use those places and you will find that they are very popular and have been welcomed by the citizens at large in this State." The ability to be able to transfer between the three modes of transport within the transit centre is something that is unique in Australia, and that has been acknowledged by regular visitors from other States. I was very pleased with the smooth transition that took place when this Minister took over the Transport portfolio. I compliment him for that and thank him for the courtesies that he has extended to me since that time. I know that those courtesies will continue from both sides. Mr SHAW (Manly) (8 p.m.): This evening I would like to speak briefly about three issues. Firstly, I refer to the provision of the bayside bus service or what is going to follow that service when it no longer operates. I refer to the bayside bus service, but in fact that service has been practically non-existent for some years. Perhaps it would be more appropriate to refer to it as the bayside bus mn. Wynnum/Manly has been suffering because the Govemment appears to believe its own propaganda that private enterprise is always better. The Govemment believes that no matter what the field, something can always be done better by private enterprise. Unfortunately for the people in the Wynnum/ Manly district, in this instance it has been proven that that is not always tme. The Govemment has neglected to take into consideration that market forces determine whether or not private enterprise will invest capital in the particular field of endeavour. Private enterprise will not invest a great deal of capital, as is necessary in this instance, unless investors receive a reasonable retum for the money that they invest. Certainly, private enterprise would be failing to carry out its responsibilities if it were to do otherwise. I do not criticise it for that. A fact that must be becoming painfully clear to the Govemment is that the bayside bus company does not want to provide a bus service to Wynnum. It does not want to operate in that area—nor, in fact, does any other operator—for the simple reason that for some time it has been an unsuccessful area in which to operate. For many years it has been an area in which profits have not been made. That has not always been the case. About 30 years ago the Wynnum/Manly district supported three different bus companies that all operated at a profit. It was then the type of area that the Redlands area is today. For that reason the company is interested in operating a bus service in Redlands but it is not interested in operating a service in Wynnum. Today, no company will sustain a loss of hundreds of thousands of dollars, as the bayside bus company has done over the last three years despite massive subsidies from the State Govemment to prop it up in that area. Contrary to what the member for Redcliffe said, something in the vicinity of $8m in subsidies was provided by the State Govemment to assist private enterprise to operate bus companies throughout Queensland. I do not object to the Govemment doing that, as long as it does not reach the stage at which the Govemment is propping up an enterprise that is obviously beyond assistance. 1124 11 October 1988 Supply (Estimates)

Mr Gately: You would say that that would be a reasonable thing to do, wouldn't you? Mr SHAW: It is not a reasonable thing to do, because, as I will point out later, it is not only costing the Govemment a great deal of money, but it is costing the people in that area a reasonable—I do not say "good"—service. At the moment the people in that area do not have any bus service. Mr Davis: Not even at the week-end? Mr SHAW: Not even at the week-end, because the company just cannot afford to keep mnning it. Mr Gately: No buses? Mr SHAW: Next to none at all. Frequently, there is no service. Mr Gately: Would you prefer that they had no buses at all? Mr SHAW: No. I will come to the answer, and it is quite obvious. A present, the company does not want to operate in the Wynnum/Manly area; it wants to operate in the Redlands area in which it can make a profit. The people of Wynnum do not want the company operating in the area, because it cannot provide them with a good service. This is the second time that a company has wanted to opt out. The company has tried to provide a service in the area. It is becoming painfully obvious that it is not possible for a private company to provide the service. I plead with the Govemment to recognise that fact and to stop attempting to force private enterprise to operate in an area in which it does not want to operate. When that happens, it ceases to be private enterprise and becomes a Government-subsidised semi- public exercise. In the past, companies have been encouraged to subsidise their service in the Wynnum/Manly area out of the profits that they can make from the Redlands area and the subsidies that they receive from the State Govemment. That simply has not worked. It is time that the Govemment stopped propping up the propaganda campaign, which, as I said, is costing millions of dollars in subsidies and which is an apology for a service in that area. It is costing the residents dearly as well as the Govemment. I want the Govemment to stop wasting time and money. I am sure that the Minister will not listen to me and that he will proceed with his plans. I ask him to reduce to as short a period as possible the time for the advertisements throughout Australia for another transport company to take up the options in the Wynnum/Manly area. It is inevitable that that company will also be forced either to reduce services to nothing or to forgo profits. A company will only want to operate in areas in which it can obtain some sort of retum on its money. The logical thing for the Govemment to do, which probably for some political reasons it has been loath to do so far, is to get hold of the Brisbane City Council and say, "On 9 December the private company has said that it is opting out of the area. On 10 December you will get in there and provide a service." Mr Davis: Like it did at Sandgate? Mr SHAW: As it did in Sandgate. Mr White: It is costing the rate-payers a fortune. Mr SHAW: It is already costing the rate-payers money. The Wynnum people are already paying the money. What are they getting back for it? Nothing! The figures do not substantiate what the member for Redcliffe said. The Queensland Govemment subsidises the bayside bus company to a greater extent than it subsidises the Brisbane City Council. That is what the figures clearly show. I know that that has been denied time and time again. However, that is the fact. Mr Hamill: They have cut the subsidies to the council in this Budget. Supply (Estimates) 11 October 1988 1125

Mr SHAW: A private company is being subsidised for something that it cannot do. It is time that the Brisbane City Council was told, "You have a responsibility to do it. Get in there and do it." The Govemment could pay the council the same subsidies as it has been paying to the private company. That would not be unreasonable. The Govemment could say to the Brisbane City Council, "Get in there and we will subsidise you only to the same extent as we subsidised the private company." The honourable member for Redcliffe could not argue with that. Mr White: The Brisbane City Council would be worse off. Mr SHAW: I am talking about the people and the cost to the Govemment. It would be entirely reasonable for the Govemment to do that and it is time that we encouraged it to do so. Although it would no doubt like to operate them, the bayside company should not be given the profitable bus mns in the Gumdale area. Because it is the logical thing to do—and not just to give it the profits—the Brisbane City Council should operate those services, which would fit in with those that are already provided in the area. The honourable member for Redcliffe said that the Brisbane City Council services are already costing a lot of money, which is tme. However, it would be more practical, logical and sensible to include the Wynnum and Gumdale mns in the services that are provided in the adjoining areas. That is what any business person would suggest. The services in the area would be made more efficient and would possibly help the Brisbane City Council to reduce some of its tremendous losses. The Redlands area should be left to private enterprise. There is an opportunity for a company to make a profit and provide a reasonable service in that growing, expanding area. If a private company can provide that service, good luck to it. However, that is not the case as far as Wynnum is concemed. An efficient service is not being provided in that area. I tum now to the comments that were made about the electric-train service, which has been a success of which the Govemment can be proud. It is the role of non- Govemment members in this Chamber to point out those aspects of the service that are not too good and it is the role of Govemment members to indulge in a little bit of self-praise. It is incumbent upon me to point out that the service and innovative enterprise that led to the great support for electric trains is starting, unfortunately, to lag. The service is not keeping pace with the increased patronage. In the early days of the introduction of electric trains people who had not travelled on trains for many years said, "This is all right. It is comfortable and quick." They became train-travellers, told their friends about it and the patronage increased. The trend now is starting to go the other way. It is about time that the Minister considered this problem. Increasingly I am receiving complaints from people who find that they have to stand for an entire joumey, particularly on the Cleveland-Brisbane line. This problem has not been caused solely by Expo; other factors are involved. Electric trains are not designed to cope with standing passengers. Spokesmen from the department have said that the trouble is that people crowd around doors; that they do not move down the corridors and spread out. The reason why people do not move down the corridors is that there is nothing for them to hang on to. Something should be done about that. Standing room should be provided. I have to confess to being a bit of a sexist. However, when women travel on crowded trains and are required to stand for half an hour or three quarters of an hour, they do not use the service again. In the past I have supported the railways and have encouraged people to use them. Unfortunately, some of those people have come back to me and said, "You were not quite right in what you were telling us. It was not too good at aU. We had to stand all the way and it was uncomfortable. The air-conditioning could not cope with the crowding." The complaints are starting to come in. 1126 11 October 1988 Supply (Estimates)

The department can be proud of its railways. However, it is time that it considered the problems that are arising and whether more services can be provided to overcome them. I am a little concemed about the service that is provided by the lollipop ladies, which was introduced in recent years. In most instances I am sure that that service has increased road safety. Unfortunately, in some instances it has not; it has created hazards. I ask the Minister to consider the training of the people who are employed as lollipop ladies. They have a job to protect the lives of young children. However, if that job is not carried out properly, it is possible that the lives of children and motorists will be endangered. Because I do not wish to point the finger at any particular persons who are involved in the training of lollipop ladies, I do not intend to discuss this matter in detail. However, the questions must be asked: what training is provided for the lollipop ladies? What inspection is carried out as to the way in which they undertake their duties once they take up those positions? I said that I would not refer to instances, but perhaps for the sake of clarity I should say that the sort of thing that I am referring to is that some of those people seem to lack a road sense and I doubt whether they have ever driven motor cars themselves. On occasions when only one child is waiting to cross the road, a loUiop lady will suddenly walk out in front of a car with her sign up and expect that car to make a panic stop, thereby creating a danger of end-to-end collisions. I could refer to a number of other instances. Some sort of understanding and some sort of traffic sense are required. I am not suggesting that people engaged in this field should be university graduates. Quite clearly it is not that type of job. Highly trained people will not be interested in doing the job. Some of the people involved seem to have the road sense of a pedigree cat; they do not have any understanding at all. Certainly, some of the kids whom they supervise have more road sense than they do themselves. That is an aspect that needs to be examined. Perhaps some better training could be given to them. I refer also to the matter of driving licence centres. I welcome the news from the Minister that such centres wiU be provided in Wynnum and Cleveland. I am not terribly upset that he refused my suggestion that one be provided in the Capalaba area. I made that suggestion not because the Capalaba area is in my own electorate. That is an aspect of representation that I take exception to. All too often decisions are made on an electorate basis about where these centres will be established. I hope that the decision in relation to the provision of driving licence centres will not be the same as the decisions in relation to the provision of hospitals in Wynnum and Redlands, which were made on a political basis. One hospital was built in a National Party area and another was built to try to prop up a National Party area. What the people finished up with were two non-hospitals—two hospitals that do not meet the needs of the community and that are second rate in every sense. I hope that when driving licence centres are established, the same sort of situation will not arise. It would be far better to provide one really good facility in an area, no matter in whose electorate it is, so that it serves the whole of the surtounding community, instead of implementing the stupid policy that was perpetrated by the Health Department in relation to hospitals, which cost the department a lot of money and did not provide a service to those separate communities. Mr STEPHAN (Gympie) (8.18 p.m.): It gives me much pleasure to join in the debate on the Transport Estimates. Almost daily, in one way or another, most of us are involved in transport. That brings me to the conclusion that we are all experts in the field of transport, as to what is required and where the problems lie. Mr Davis: I am one. Mr STEPHAN: Mr Davis is making comments. I believe that he was an expert taxi-operator but he did not stay in that field too long. Supply (Estimates) 11 October 1988 1127

Under the control of the Minister the department's main functions include co­ ordination, integration and improvement of passenger services for urban areas: motor vehicle and bus safety; driver's licence testing and issuing; education, instmction and promotion of the safe use of Queensland's roads. I want to deal briefly with each one of those functions. During this debate much emphasis has been placed on rail transportation, the electrification program and the present program of electrifying the North Coast Line from Brisbane to Gladstone. Mention was also made of the railway deviations that have come into vogue and, in some instances, the possible disadvantages that are caused by them. My mind goes back to the years when many of the railway stations, goods sheds and passenger services were thriving activities. In some cases people had to wait to get their tmcks into the goods sheds before they could get anywhere near a door where they could load their tmcks. In other cases people had to stand in line to buy train tickets. Those days seem to have gone. With the reductions in train timetables and the cut­ backs in the number of people working in the department, I begin to wonder why things have changed. Perhaps the general public is not supporting the railways in the way that it once did. The competition that exists between road and rail transport in being able to supply services at varying times of the day must be home in mind. All of those things are taken into account by the Railway Department. Some people become upset—and I do, too, I guess—about the difficulties that some families encounter when they have to move to another location within the railway service when they had the idea that they would be spending the rest of their lives—or certainly a large portion of them—in the location in which they were working and living in reasonably comfortable surroundings. Nobody likes to see that happen. However, as I pointed out, there are many, many reasons for it. The patronage by the general public is just one of the reasons. Another relates to technology. The introduction of technology has enabled fewer people to do the same amount of work as was done previously by a greater number of people. Just a couple of days ago I was reminded that a few years ago 15 men were required to carry out a complete shift of tuming a coal train around from the coal mine to the wharf and back to the coal mine again. At present this task is being carried out by just six men. I see that Mr Prest is grinning. Complaints cannot really be made about the reduction in the number of men doing that job. I doubt whether even Mr Prest would consider that 15 men should be employed in that operation, when the technology and the ability is there for the same work to be carried out by six men. Mr Vaughan: Where are those nine men working now? Mr STEPHAN: The loads being shifted are being handled by six men instead of the 15 men who were previously required. Expansion of industry and increased use of technology open other fields and result in increased opportunities for employment. Opportunities for employment are developed because somebody has to manufacture the rails and somebody has to build the trains themselves. Although the coal industry is not labour-intensi^'e, other industries that involve the use of transport are expanding. I point out to the honourable member that there are many tmcks on the roads and that people are still required to drive those tmcks. Although I do not particularly enjoy driving behind a heavy vehicle—particularly on a wet day when hazardous conditions are created by water displacement—it is a fact of life that must be accepted by everyone that the use of road transportation is increasing. There are more tmcks on the roads now than ever before. Heavy transport vehicles require maintenance, so perhaps some former railway employees have been able to find employment in vehicle maintenance. Mr Vaughan: Oh, no! 1128 11 October 1988 Supply (Estimates)

Mr STEPHAN: The honourable member shakes his head, but I notice he has not said that those former railway employees are not working at all, or that they have not found work in other fields. The point I make is that there is a reduced demand for the transportation of goods by rail and there are not as many industries supporting the use of the railways as there were in days gone by. I realise that the coal industry is a major user of rail transport, but the coal industry is not typical. I can speak from personal experience when I inform the Chamber that although Gympie was a thriving centre for the transportation of goods by rail, that is not the case at present. I cannot justify the employment of the same number of people in rail transportation when the transportation of goods by rail is not being patronised by industry to the same extent now as it was in previous years. Mr Davis: You know why. You have given every consideration to the road transport people. Mr STEPHAN: Whatever consideration had been given was on the basis that road transport operators are providing a service. As I pointed out earlier, transportation is a competitive industry. Rail transport has to compete with road transport and service has to be provided at reasonable prices. The service is almost being demanded by the general public, and the Govemment must take notice of those demands. Mr Davis: Then don't complain about transports tearing up the roads. Mr STEPHAN: There must be some explanation for the damage that is being caused to the roads. You were a taxi-driver. Did you keep off the roads when you were driving a taxi, or do you suggest that your passengers should have travelled by rail? The TEMPORARY CHAIRMAN (Mr Campbell): Order! The honourable member should address the Chair. Mr STEPHAN: Mr Temporary Chairman, would you ask the honourable member for Brisbane Central whether he took his taxi off the road or whether he encouraged passengers to use his taxi? Taxis also have a damaging effect on Queensland's roads. Earlier I mentioned the Railway Department's constmction of deviation lines. These proposals have sometimes resulted in displacement and alteration of the locations of railway stations. Although it was mentioned earlier that in the future the railway station in Gympie will not be situated in its present location, I point out to honourable members that that is not the case at all. The railway station will remain and, in addition, a new railway station—Gympie North—will be constmcted on land that was previously used as a rifle-range. I will comment on that matter at greater length later in my speech. The Gympie project is one of the four major deviations that will be constmcted as part of the $360m. Stage 4—the final stage—of the main line electrification which will link Brisbane to Rockhampton by mid-1989. The deviation works include 1 000 000 cubic metres of earthworks, the constmction of nine bridges at a cost of $7m, 9 kilometres of trackwork at a cost of $2.5m, and signaUing and communications at a cost of $1.3m. Queensland Railways' massive $2m track-laying machine has also been used on the project. It is a fully automated machine and can lay up to a kilometre of track a day. In the past, many people were gainfully employed in laying rail lines for deviations. The Gympie deviation is an integral part of the main line electrification project and it will bring benefits to both residents and railway passengers—railway-users in general. At this stage, I make a point about the fares charged for travelling from Gympie to Brisbane. An anomaly has arisen because a person could travel from Gympie to Brisbane at a much less expensive rate by purchasing two tickets instead of only one. It is more expensive to travel direct from Gympie to Brisbane than it is if the joumey is made in two stages. I have mentioned this to the Minister, who told me to advise Gympie residents to avail themselves of the cheaper two-tier fares stmcture when they want to travel to Brisbane, until the present anomaly is resolved. I hope that the present anomaly can be resolved swiftly because it seems unfair that urban transport passengers Supply (Estimates) 11 October 1988 1129

who travel to Yandina can purchase their tickets at a cheaper rate than the rate applying on the Gympie-Brisbane trip. I cannot understand why the less expensive rate cannot be incorporated—even on a single-ticket arrangement—in the fares stmcture for Brisbane- Gympie. Because of this particular anomaly, I have been subjected to quite a deal of criticism from Gympie residents. They are not impressed with the arrangement at all. Previously I mentioned that the rail deviation was to be constmcted on land on which the rifle-range was located. I understand that the Railway Department purchased the whole of the rifle-range in a desperate attempt to reach agreement with the Com­ monwealth Govemment. Naturally, only a small portion of the land will be used for the rail line deviation. The Widgee Shire Council is eager to acquire the remainder of the land because the area can be used as a depot for sand and gravel stock-piling or for leasing to sporting clubs or gun clubs. The land will also be useful to maintain the existing buffer zone near the council's municipal saleyards at Banks Pocket because the timber on the rifle-range provides a good barrier between the sale-yards complex and nearby residential or commercial land in the area. For quite some time, discussions about the use of the site have been continuing. The council has asked me about the progress that is being made towards the successful conclusion of the negotiations. I point out to the Minister that the land will be able to be utilised to the best advantage of the local community and the Railway Department if agreement can be reached between the department and the council. I tum now to another successful area: free driver-training. I thank the Minister for the provision of $ 10,000 a year over the next three years as this Govemment's contribution to the Queensland Driver Education Centre in Gympie. This centre was initially thought of and constmcted by the Rotary clubs in the area and is administered by a wide range of service clubs and community groups. The centre plays a very important role. Its major aim is to cut down on the loss of life and limb on Queensland's roads. The training begins at a very early age, so the Education Department also plays a role. The department supplies a full-time teacher who is creating the correct atmosphere and state of mind in primary schoolchildren. These children are taught a great deal about the capabilities of drivers themselves, their machines and the problems on the road. The children leam firstly through the use of bicycles on the road itself and at pedestrian crossings, and subsequently, as they reach high-school age, they are able to use cars supplied by General Motors for onroad training. They are able to get behind the steering- wheel of a car and gain first-hand experience at a younger age than would normally be the case if they were receiving instmction just prior to their obtaining a driver's licence. There are extensive facilities at the Queensland Driver Education Centre. These include bitumen circuits, unsealed roads, a four-wheel-drive track, a 4 500 metre concrete skid-pan, a bicycle circuit and an administration theatre and class room complex. The skid-pan itself plays an important role because drivers can leam exactly what happens when a car goes into a skid. It enables them to experience a skid, learn how to go about correcting the problem and avoid mnning into a tree, pedestrians or other cars. Student driver education is another program that is available to high school and special school students. This is supplied by either full-time or part-time instmctors. There are three full-time and three part-time instmctors in this centre as well as an administration area. The centre is mnning very well and I compliment the members of the committee for the way in which they have mn the centre and the enthusiasm with which they have gone about their duties. At one stage the centre was having financial problems due to the cost of constmction of the unit itself, getting the unit off the ground and gaining the confidence of the members of the general public to get them to utilise the centre's facUities. If there ever was a successful way of instmcting young and old people in the correct use of the roads, this is it. I include older people because the number of post-driver training courses is being expanded and the courses are recognised. The ambulance service has given great support to the training centre and the number of ambulance-drivers who have received instmction through the centre is very encouraging. It does not stop there. 1130 11 October 1988 Supply (Estimates)

The training extends to the Forestry Department, car-drivers and fork-lift drivers. It is interesting to note that there is very little opportunity for fork-lift drivers to receive any instmction at all in the operation of a fork-lift. Before concluding, I wish to refer to the current policy in regard to schoolbuses or buses generally. I do not have any argument about safety on buses. Buses that are currently in service in Queensland have a very good safety record. There should be no compromise of the exceUent safety record and standards which have become a trademark of the Queensland bus and coach industry. A strict hcensing system stipulates requirements in respect of safety, quality of coaches and facilities for passengers. This is something that I have no intention of questioning. However, I am considerably worried about the cost and whether schoolbus-operators will be able to maintain their buses when the regulations are progressively tightened so that buses have a maximum life of 20 years. The bus-operators themselves have no argument about that; they would all like to buy new buses. It must be remembered that most of these buses are driven over short periods and the total retum to the operators is minimal when it is related to the cost of buses. The Minister has stated that he will allow the safety period for buses in good condition to be extended year by year. This is affecting the cost and resale value of buses and the ability of any bus-operator to sell his bus mn if he wishes to do so after a 15-year period. I have received a considerable number of complaints from bus-operators and doubt whether in the long term this move will be successful. Queensland schoolbus- operators have a service record that is second to none and is one of which Queenslanders can all be very proud. In conclusion, I refer to the licensing system. The idea of a one-stop shop for the obtaining of drivers' licences and vehicle registrations needs to be encouraged. At times I wonder if the provision of this service will in fact disadvantage country areas, which are quite a distance away from gaining the assistance of such a facility. I know that there is no problem in Gympie, but 30 or 40 miles out and in the country areas that are further afield, testing was previously done by policemen. I compliment the policemen who have done that job willingly and done it very well indeed. Mr WELLS (Murmmba) (8.40 p.m.): Mr Prest, although it is some time since you became a member of the panel of Temporary Chairmen, I think this is the first occasion on which I have had the pleasure of addressing the Chamber while you are in the chair. Although I have no desire to reflect upon recent determinations that have been made from that chair, I should say what a pleasure it is to have a man with your breadth of experience and depth of understanding of Standing Orders sitting in the place that you now occupy. It is now 105 years since the establishment of the Rail to Redcliffe Committee and it is the rail to Redcliffe to which I wish to draw the attention of the Committee tonight. The rail to Redcliffe is proceeding as only a National Party Govemment could make such a thing proceed. The surveying has been completed and the acquisition of land is just about complete. Detailed plans are available. People can look at maps, which contain all sorts of interesting information—for example, the location of the stations. Those of my constituents who are not aware of where these imaginary stations are to be would be interested to know that one will be at west Kallangur, just out from Petrie station near the comer of Duffield Road and Goodfellows Road. Another station will be at east Kallangur, near Fresh Water Creek, close to the Bmce Highway. Another one, Rothwell station, will be near Gynther Road, and another one, Kippa-Ring station, which will be the terminus, near the comer of Hercules Road and Elizabeth Avenue. The only thing that is lacking is $53m. When one says "$53m" slowly, it sounds like quite a lot of money, but when it is viewed in the context of what has been happening in the Railway Department, it does not seem much after all. The Railway Department is responsible for 42.2 per cent of total State borrowings serviced by the Consolidated Revenue Fund. The railways are big business. Whether the Government builds a rail link to Redcliffe is not a matter of a shortage of funds, it is a matter of Supply (Estimates) 11 October 1988 1131

choice. The capital works program for the Railway Department for 1988-89 is $250,969,000. One would think that out of a sum like that an intelligent business manager in the Railway Department would be able to find at least a few million dollars to start the rail to Redcliffe. Just a few million dollars is needed to meet what was, after all, a promise. To make it doubly clear that it is not a matter of a shortage of funds but a lack of political will, I refer the Committee to the lapsed appropriations of the Railway Department. It would be usefiil to remind honourable members of what lapsed appro­ priations are. They are moneys which are voted in the Budget in a particular year for a particular purpose but which for some reason the department does not get around to spending. Lapsed appropriations are always caused by incompetent planning or incom­ petent execution—that is to say, incompetent Govemment policy. For the last financial year the lapsed appropriations for the Railway Department were $134,876,000. I do not know what became of those lapsed appropriations; we are not told. When the Minister retums to the Chamber he might enlighten us on this subject. Possibly the lapsed appropriation sum was carried over. Mr Hamill: Ever the optimist. Mr WELLS: I thank the member for Ipswich. It is an optimistic view to hope that the money would be carried over for the projects for which they were initially allocated, but possibly they were paid back into the Consolidated Revenue Fund and therefore lost to railway constmction. The largest component of the lapsed appropriations consisted of the main line electrification project, with $19m for the Gladstone to Blackwater section, $22m for the Goonyella section, $4m for the Tolmies to Emerald section and $21m for the Caboolture to Gladstone section. These figures indicate that the Govemment could have built the rail to Redcliffe just with the money that it did not get around to spending on the main line electrification project. With the whole of the lapsed appropriations in the Railway Department, the Govemment could have built the rail to Redcliffe two and a-half times. As I said, the Govemment's failure even to make any inroads into the line to Redcliffe is a matter of a lack of political will, a matter of failing to make the decision to spend the money on that project. We out in the Pine Rivers Shire and on the Redcliffe peninsula are not greedy. We are not saying that we want the Govemment to build the entire railway line next week; all we are saying is that we would have liked the Govemment to have put a Uttle money aside in this year's Budget to build the rail to Redcliffe. But did the Govemment do it? No, it did not! I can understand that questions of finance would exercise the Minister's mind. The question of whether or not the railway line would be profitable has been raised, and I can understand the Minister's concem about that. His concem would be understandable, but it would be a blinkered view to take, because the issue is not whether a particular department makes a profit but whether the State of Queensland makes a profit. The issue is not whether the Railway Department comes out in the black, the issue is whether the flow-on effects from an initiative that the Railway Department could take, if the Minister had the the political will, would be beneficial to Queensland. The benefits of the rail to Redcliffe would be immense not only in terms of the Pine Rivers Shire and the Redcliffe peninsula, but in terms of the whole State. The most important benefit would be in terms of employment. Day after day in my electorate office and around the traps I mn into young people who are looking for jobs on the Redcliffe peninsula. They do not get very far because Redcliffe is basically a dormitory suburb. Likewise, they are looking for jobs in the Pine Rivers Shire. The Pine Rivers Shire has a bit more industry than Redcliffe, but not a great deal. If a railway line was constmcted from the city of Brisbane to Redcliffe, most people would be able to travel in order to obtain jobs. I am talking about young people who are either too young to drive or too young to own a car. Many of them are young women who do not like, and whose parents do not like their having to do so, coming 1132 11 October 1988 Supply (Estimates)

home late after dark. If there was a railway line to Redcliffe young people, who now have to change to a bus at Sandgate and hang around bus stops late at night, would have a better chance of obtaining jobs. Day after day I visit the local CYSS and I see young people who would have been perfectly capable of getting a job if only the economic climate had been better in the area in which they live. They are trying to improve themselves to get jobs in an area in which there are no jobs. The rail to Redcliffe would stimulate the whole economy of Queensland, because it would enable many of those round pegs to be put in round holes which do not happen to exist on the peninsula or in the Pine Rivers Shire. The second advantage of a railway line would be in terms of the development of local industry. In the Pine Rivers Shire and on the Redcliffe peninsula there is a tremendous pool of labour—a tremendous pool of talented young people perfectly capable of fulfilling a working role. That is a resource that should not be looked at as a disbenefit, but rather as a resource to the community, which could be tapped by the investment of a railway line to the significant population centre. It does not matter that the population centre I am talking about is not yet sufficient to make a railway line profitable. The profit comes not from the fares from the trains in the first instance but rather from the flow-on benefits of having a railway line. The third advantage is the improved quality of life for the people in the area. The Redcliffe peninsula, in particular, has a large number of retired people. In many cases, those people have ceased to drive. It is difficult for them to take a day out in the city, but they could do that if a railway line existed. A further objection that the Minister and those close to him could raise is that not enough people would use it. The point is that railway lines themselves bring development. People would build houses if they knew that there was fast transport into the city. The final advantage I draw to the attention of the Chamber is the road safety aspect. My electorate contains one of the highest proportions of commuters in the State of Queensland. Those people drive their cars to work every day. Often, when they drive home, they are tired and have to keep their wits about them all the time. It would be of great benefit to them and an advantage in terms of road safety if they were able to take a train home instead. Previously 1 said that it was 105 years since the establishment of the Rail to Redcliffe Committee. I wish to draw the attention of the Chamber to some of the history relating to the sad and sorry saga of the promises that the National Party has made about a rail to Redcliffe. Mr Austin: We got the rail to Nambour. Mr WELLS: I thank the Honourable the Minister for drawing my attention and the attention of the Chamber to the fact that a very good railway line was constmcted to his electorate Mr Austin: Good representation. Mr WELLS: And to the Premier's electorate. Mr Austin: Exactly. Mr WELLS: I note that the Minister says "exactly" when I make that point. Mr Austin: It's called good representation. Mr WELLS: I thank the Minister for pointing out that this is what he calls good representation. Mr Austin: Mr Yewdale got it, too. It shows how weak you are. Even Mr Hamill's got it. Mr WELLS: What the National Party calls good representation is looking after its own electorates. National Party members choose to single out their own electorates for Supply (Estimates) 11 October 1988 1133 particular benefits. Pork-barrelling is a form of cormption. That is a form of pork- barrelling that the National Party is particularly good at and has had a great deal of experience in. When the Labor Party gets into Govemment next year, there wiU be no more of this pork-barrelling. Those capital benefits wUl be paid out on the basis of rational criteria and on the basis of the criterion of need. Mr Austin: Are you going to build the rail to Redcliffe, or aren't you going to answer? Mr WELLS: The Labor Party will build a rail to Redchffe in order to honour a promise made by the Minister's fearless leader some time ago. I wish to draw the attention of the Chamber to some history which the Minister, if only he could hold his tongue long enough to listen to what somebody else is saying, would be very interested in hearing. Mr Sherrin: Say something sensible. Mr WELLS: The honourable member for Mansfield said, "Say something sensible." I intend to do that; however, in doing so, I take the very serious risk that he will fail to understand me. In the Courier-Mail of 11 July 1979, an article stated— "... the Opposition Leader (Mr Casey) has made a promise to build a rail link, his opening shot in the Redcliffe by-election campaign. His problem, if Labor ever wins govemment, will be finding the money. The Transport Minister (Mr Tomkins) said yesterday the link would cost $16.5 mUlion." It is now $53m. The Govemment has been sleeping on its rights and sleeping while inflation bumed away the profits. The sequel to that article was contained in an article which stated— "Plans to build a $100 million electrified railway system from Brisbane to the Gold Coast and Redcliffe were announced by the Premier, Mr Bjelke-Petersen, here today. In a major policy statement the Premier, said he would ask the Treasurer, Dr Edwards,"— honourable members will remember him— "the Transport Minister, Mr Tomkins"— perhaps honourable members remember him— "and the Local Government and Main Roads Minister, Mr Hinze"— Govemment members will well remember him— "to explore all avenues for a joint funding arrangement with the local authorities concerned. But political observers said the move was partly designed to help the National Party in its bid to hold the seat of Redcliffe vacated by former speaker, Mr Jim Houghton." They are all further down the line—no pun intended. An article in the Courier-Mail of 25 July 1979 states— "Legislation to allow local authorities to help finance railways from Brisbane to Redcliffe... will be introduced in State Parliament next session." Can honourable members remember that legislation being introduced? It was not, of course. The article continues— "State Cabinet decided this yesterday following a National Party organisation commitment to the scheme" Mr Austin: What year was that? Mr WELLS: It was 25 July 1979. 1134 11 October 1988 Supply (Estimates)

Cabinet acted on the specific instmctions of the National Party organisation. That is not new. The faceless men of the National Party gave their instmctions to their puppets in this place and told them what to do. That article goes on— "The Opposition is suspicious about the Govemment's motives in relation to Redcliffe because of a recent claim that the peninsula would not be linked until the year 2000." That claim was made by the somewhat more honest Mr Tomkins. The article continues— "Since this statement the Govemment has been forced into a by-election at Redcliffe by the resignation of the National Party Member. Announcing the proposed legislation, the Premier (Mr Bjelke-Petersen) said it was necessary so councils could allocate funds for other than tramways." Do honourable members remember tramways? The article goes on— "Redcliffe City Council was interested in a branch line from Petrie to the peninsula." On 26 August 1979 a newspaper article stated— "The Premier (Mr Bjelke-Petersen) yesterday virtually promised to complete a Brisbane-Redcliffe rail link by 1982. In a sudden about-face before next Saturday's Redcliffe by-election, Mr Bjelke- Petersen told peninsula voters"— the author could have said "bemused peninsula voters"— "the hne could be established in time for Redcliffe to have a major accommodation role for the Commonwealth Games." I know what sort of accommodation role the hospitality industry in Redcliffe had for the Commonwealth Games. It was nil. The article continues— "Last month, the Transport Minister (Mr Tomkins) rejected an Opposition commitment to complete the line by about 1982. He said the link was unlikely before the year 2000. Mr Bjelke-Petersen made his promise conditional on there being no 'hitches and unforeseen circumstances'." So Tomkins got rolled on that. The only qualification the former Premier was going to allow was no "hitches and unforeseen circumstances". Then the by-election was held. The Courier-Mail of 4 September 1979 carried a headline, "Redcliffe rail: 'Wait and see'". The attendant article stated— "The Premier (Mr Bjelke-Petersen) said yesterday we would have to 'wait and see' about the proposed Redchffe rail link. The Premier said the survey of the line would continue but land had to be resumed and he could not say when the link would be finished. 'Let's wait and see what happens in relation to the whole question,' he said." When he was tackled by a joumalist who said, "But you promised.", the then Premier was reported in this way— " 'Never once during the Redcliffe by-election campaign did you or anyone else back me into a comer and get me to say it definitely would proceed,' he told reporters." Every honourable member of this Parliament now knows, because it is there in black and white, that he did say definitely that it would proceed, and we never doubt what we read in black and white. 1 wiU move on. On 12 June 1981 a newspaper article stated— "The proposed extension of Brisbane's suburban rail network to Redcliffe Peninsula has mn into a routing problem. Supply (Estimates) 11 October 1988 1135

The planned route crosses a Petrie pine forest owned by Australian Paper Manufacturers Ltd. But the company does not want its forest disturbed and says the line should be routed to the north or south. Either altemative would add several miUion dollars to the cost." On 8 November 1981 a newspaper article stated— "The Redcliffe Railway—an evergreen at election time—may become a reality. The Transport Minister, Mr Lane—" Do honourable members remember Mr Lane? The Minister for Finance will remember Mr Lane because he and Mr Lane were together as coalition candidates shortly after the 1983 election when they crossed the floor together and transposed themselves from being members of the Liberal Party—the sad, sorry remnants of the Liberal Party—to being Ministers in the National Party Govemment. Honourable members will remember him. His doppelganger made a speech in this House a short time ago. As I was saying, that article stated— "The Transport Minister, Mr Lane, will ask Cabinet tomorrow for special funds to acquire land and build an electrified line between Petrie and Kippa-Ring. The cost was estimated in March last year to total $27 million, but is expected to be considerably higher at current rates. The State Govemment has resolved problems associated with the route involv­ ing Australian Paper Manufacturers' Petrie property." So the Minister went to Cabinet. Of course, he did not get the money and, of course, there is no rail link to Redcliffe. On 21 July, on the 14th floor of the Railway Centre, a delegation consisting of the Mayor—and all due credit to Mayor Charlish for organising the delegation—the members of the Rail to Redcliffe Committee, Terry White, who also deserves credit for taking this issue on even when he was in coalition with the members of the Govemment, and I visited the Minister for Transport. We suggested to him that he might like to build a rail link to Redcliffe. He did not say that he would not, but he did not say that he would. Is that not typical of the way in which this National Party Govemment has gone about it? The rail link to Redcliffe will not become a reality under a National Party Govemment. The rail link to Redcliffe will, however, become a reality under a Labor Govemment, which will take office next year. Mr HINTON (Broadsound) (8.58 p.m.): It is my pleasure to support the Minister for Transport, Mr I. J. Gibbs, and the Transport Department. I congratulate the Minister on the job he has been doing. I also congratulate the former Minister, Mr Lane, on the job that he did over the years in the Transport portfolio. A tremendous transformation has taken place in the Railway Department, partic­ ularly in tuming around a huge deficit. In 1983-84 the Railway Department made a loss of $ 118 m. In the last financial year it made an operating profit of some $97m. That bears testimony to the very effective administration of that department. The enormous turn around from a deficit to a profit of course is the result of efficiency and demonstrates the effectiveness of the department under those Ministers and the commissioner, Mr Sheehy. It is a great credit to them. They can take great pride and great comfort from the performance of the department. In my electorate the Railway Department is a critical facility. The largest industry in my electorate, of course, is the coal industry. Three of the largest coal mines in Queensland are located in my electorate, namely, Saraji, Norwich Park and German Creek, in the Bowen Basin, and take coal by electric trains to the Hay Point and Dalrymple Bay wharves. Now that the mines are largely electrified, a tremendous leap forward has been made. I was horrified to hear the member for Murmmba attack that proposal in his speech a few minutes ago. He said that he was looking down the line. I 1136 11 October 1988 Supply (Estimates)

suggest that he had tunnel vision if he thought that that was not a suitable way in which the State Govemment should have expended its resources. Mr Austin: He never gave any money when he was Federal member for Petrie. Mr HINTON: He did not. As the Minister said, it is tme that the member for Murmmba did not provide any funds. He certainly would have denied Queensland its main-line electricification program, which is a brilliant concept. Instead of importing expensive oil from overseas and mnning up a huge import bill not only for Queensland but also for Australia, Queensland is in fact using its own natural resources in coal to create the energy to mn its trains, that is, using coal to cart coal. One cannot get a better and more effective utilisation of resources than Queensland has achieved. In his response to the Budget Speech, Mr Goss attacked the fact that Queensland has a debt, which, I point out, is the smallest debt of any State of Australia. However, much of that debt has been for projects of this type. The main-line electrification will cost $ 1,090m. But, of course, it is a revenue-earning exercise for the State and a very valuable one for the future of this State. In the coal industry, most of the railway lines are now electrified. A total of 62 million tonnes of coal is carted each year. Although markets in the coal industry have been depressed, that tonnage is increasing every year. Queensland now has in service a fleet of 87 of a proposed 166 electric locomotives. I am very pleased that by September 1989 the main-line electrification from Brisbane to Rockhampton will be completed. I hope that the Minister for Finance is listening. I was shocked that a few minutes ago he gave credit to the member for Rockhampton North for the electrification of the main line. I point out to the Committee that I myself have made strong representations for the speeding-up of the electrification of the main line to Rockhampton. When it comes into effect Mr Davis: You like to be recognised. Mr HINTON: I do like to be recognised. It is only reasonable that I should be recognised for the representations that I have made in that area. When the main-line electrification comes into effect in September 1989, three hours will be taken off the joumey from Brisbane to Rockhampton. To a large extent, travel will be possible during daylight hours. The trains will provide a very efficient and effective service. I pay a tribute to the Minister for Transport for taking into consideration the representation that I made to him on behalf of people who liked the ovemight service. It was very important to pensioners in Gladstone and Rockhampton. Under that system, they were able to travel to Brisbane, visit their doctors or do their business and retum on the train the next day without incurring the expense of ovemight accommodation. Because of the representations that have been made, those persons will have two days in which they will be able to visit Brisbane. They will be able to travel to Brisbane on Monday and Friday on ovemight trains and avail themselves of that facility. That will reduce substantially their costs of travelling to Brisbane for medical appointments and other purposes. I appreciate the initiatives taken by Mr Sheehy, the Commissioner for Railways, and the Minister for Transport in considering those matters. Mr Lee: They don't get much help from the Commonwealth for medical things. Mr HINTON: I am pleased to hear the member for Yeronga say that. They do not receive any help. However, I think that the people in Rockhampton and Gladstone appreciate the additional facility that will be made available to them in the railway system, so that their existing benefits will remain. For people of limited means not to be forced to incur the expense of two nights' accommodation in Brisbane for medical reasons, it is a great benefit. I can assure the Committee that that facility is appreciated enormously. Supply (Estimates) 11 October 1988 1137

Today I was very pleased to read the annual report of Mr Sheehy. During the last 12 months enormous increases in efficiency have taken place in Queensland's railway system. In the last 12 months the work-force has been reduced whilst haulage has been increased. The work-force has been reduced by about 1 700 men to 22 225 men outside of special project staff. That is a tribute to the increasing efficiency and technology in Queensland's railway system. Whilst it certainly displaces some people, it is 1988, and if rail transport is going to compete with road transport, rail transport must become more and more efficient. If the costs of export industries are going to be reduced, that efficiency is absolutely critical. The funding that the increased efficiency in the railways will bring into the system is vital to both the Queensland and the Australian economies. That has been achieved despite the fact that the Queensland Govemment has given freight concessions to the coal industry and despite the fact that over the last two years grain-handling tonnages have been lower because of the drought. I would imagine that with improved seasonal conditions and the likelihood of a substantial wheat harvest, that situation will be reversed. Higher tonnages will be achieved by the grain industry, and the profitability of the Railway Department should be further improved. Because of the increased revenue that will be received, 1 plead with the Minister and the Commissioner for Railways that some of those funds be spent on improving the accommodation and facilities of railway staff, particularly those in the westem areas of this State. There are some areas in this State in which those facilities are less than satisfactory. In some areas no railway accommodation is available. Some lower-paid members of the railway staff, particularly fettlers, are required to reside in Housing Commission homes. They have to pay rents of approximately $ 150 a fortnight. Because they receive fairly low incomes, a situation is being created in which some of those people are below the poverty line. As the finances of the Railway Department improve, that is a matter that should be addressed. I know that the Minister is a man of considerable compassion and will recognise that problem, and that over the next 12 months steps will be taken to improve railway housing to ensure that all permanent railway staff in western towns are provided with railway housing. I turn now to another aspect of the Railway Department that has not been mentioned but for which this Government has a responsibility, namely, the historical value of our railways. As well as looking into the future we should look after the heritage of our railway system. Considerable advances have been made in other States in the restoration of steam engines. I recognise that Brisbane has one railway workshop. Steam trains are a valuable part of our heritage. It would be a great asset to the tourist industry if steam train services could be implemented as a tourist facility. A steam engine is located in my electorate. The track between Rockhampton and Yeppoon could be used as a facility to operate a steam-train service. My electorate has the facilities to restore a steam engine, it has the steam engine and the people to undertake such a project. The staff and prisoners at the Etna Creek prison have the expertise to restore a steam engine. If the initiative and the vision existed within the Railway Department to accept the challenge, that project could be undertaken at the Rockhampton railway workshops. Recently I was speaking with the officer in charge of the Etna Creek prison and the Minister for Cortective Services, who were both enthusiastic about such a project. At this stage there could be some problems that would need to be overcome, particularly in regard to the union's attitude to that project. However, I am sure that when the value of such a project to the central Queensland region is pointed out to the union, those attitude problems will be overcome. Mr Scott: Mr Austin has just promised that for you. He nodded his head. Mr HINTON: I doubt that, but I will be working on Mr Austin and the Minister for Transport. 1138 11 October 1988 Supply (Estimates)

I realise that such a project would require substantial outlays by the Railway Department for the creation at the Rockhampton railway workshops of some parts for the train that are not readily available, particularly the boiler. However, that project would be well worth taking on and would be a major tourist attraction for the region. The restoration of the steam engine would bring great credit to several sectors of the Govemment. As to the rehabilitation of prisoners—it is very important that the Prisons Depart­ ment be involved in community projects. If that train was restored and put back onto the tracks as a tourist attraction, great credit would be reflected on the Prisons Department. The project also would reflect great credit on the Minister for Transport because of his foresight, and on the Commissioner for Railways, who would be very enthusiastic about being part of that project. I tum now to road safety. I am a parent of two teenage daughters, of whom one is currently trying to obtain a driver's licence and the other is pestering her father for the opportunity to do so. Mr Davis: It will cost her extra bucks. That is what it will cost her. Mr HINTON: Unfortunately, the honourable member's interjection is not worth replying to. As a parent, I am very well aware of road safety and the dangers facing young people. Honourable members would be aware that young people account for a shockingly high percentage of road fatalities. For example, young people aged 17 to 20 years represent 7 per cent of the Queensland population but account for 18 per cent of the State's road toll, which is shocking. That is of great concern not only to me as a parent but also to the parents of teenagers both in this State and throughout Australia. The Govemment is extremely concemed about the trend in road fatalities—which is not unique to Queensland—and is about to introduce legislation that is aimed at reducing that camage. Because of the overwhelming evidence that identifies drink driving as a major cause of fatal road accidents, the legislation will extend the lower .02 blood- alcohol level to all drivers under 21 years of age. Although people talk about reducing teenage drinking, we all know how difficult that is to enforce, particularly because of the willingness of hoteliers to serve young people. One thing that cannot be overcome is peer-group pressure. During the past financial year a total of 5 520 students undertook the student driver education course. Since that program began, almost 19 000 students have participated in it. Because that scheme has been so successful and reached such a high number of people who are poised to become drivers, it will have long-term effects in reducing the road toll. One of the greatest contributions that can be made to that program is for parents to talk about road safety and set high standards. We must not lose touch with the concept that many of the problems facing young people have their foundations in the home. As that is so with manners and morals, so it is with road safety. No matter how much one talks to young people about road safety, although the situation can be improved, the massive risk that exists for young people on our roads cannot be eliminated. By failing to provide the necessary child restraints or capsules, the community has been somewhat negligent in the protection of young children and babies from injuries in car accidents. Mention was made earlier that this Government is currently establishing a Statewide scheme for the rental of baby capsules, which will precede the introduction of legislation making the use of baby capsules compulsory. The need to legislate and compel people to restrain their children in vehicles has been brought about only by the failure of parents to do so voluntarily. Road-toU statistics indicate that up to 80 per cent of children under 10 years of age who are killed in road accidents are not restrained. Those statistics reflect tragically on a society that is sometimes not prepared to face up to its road-safety responsibilities. A Supply (Estimates) 11 October 1988 1139

baby safety capsule is a small but very important investment in a child's future. Research has shown that a child can have 70 per cent greater chance of survival in a road accident if restrained cortectly in an approved safety restraint. The Statewide rental scheme provides an ideal opportunity for corporate involvement whereby local companies can purchase large numbers of capsules for use in their community. Smaller schemes are already operating in some centres in Queensland, but I believe that the Government is determined to ensure that every parent, regardless of isolation or income, has access to a capsule. In the last few moments I have outlined some of the areas in which the community can take a far more active role in promoting road safety in conjunction with the various programs currently being conducted by the Queensland Govemment. I commend the Honourable Minister for Transport and the Transport Department for their continued action in the road safety areas that were detailed by the Minister in the presentation of his Estimates. More importantly, as I outlined in the initial stages of my remarks, 1 particularly commend the Minister and the Minister who preceded him, Mr Lane, on the tremendous job that they have done for the Railway Department. I believe that in the history of this Chamber, and in fact in the history of Queensland, the contribution that Mr Lane made during his years as Minister for Transport in improving the productivity and profitability of the railway system will indeed stand to his credit. Mr DAVIS (Brisbane Central) (9.16 p.m.): Mr Temporary Chairman, it is very nice to see a man of your presence in the chair. I relay the remarks that were made by the member for Murmmba. I will not be as elaborate as he was, but it is certainly a pleasure to speak in a debate when you are in the chair. I am sure that all members receive the faimess that you are known for. First of all, I congratulate the heads of the various departments, Mr Ralph Sheehy and Mr Neal Kent, and their officers for the courtesy that they have displayed and the help that they have given over the years that I have been a member of this Chamber. These are genuine statements, unlike some of the statements made by Government members who used prepared addresses. When the Estimates are debated, it is amazing that Govemment members have to go to the departments and get prepared addresses. In some cases, as in the case of the member for Pine Rivers, the addresses come directly from the report. During one part of the speech of the member for Pine Rivers, 1 mentioned that I could follow it page by page. Mr Scott: Except the honourable member had trouble with some of the words. Mr DAVIS: Some of the big words, yes. We were glad to receive the reports. The member for Toowong made the point that the two reports, that is, the report for the Railway Department and the report for the Transport Department, were received only today. On occasions in the past the reports were not available when the Estimates were being debated. We have to be grateful for small mercies. Some of the statements made by some of the Government members were rather strange, to say the least. The member for Maryborough spoke about road-funding. Those members who have been in the Chamber for a number of years would recall that this very same Govemment was the one that abolished road permit fees. If my memory serves me cortectly, when that was done the Govemment lost $43m. Allowing for inflation, I estimate that that amount would now be something like $80m. At the same time it abolished the contribution to the main roads tax, which was worth $5m. That would now amount to $10m. AU that funding has been taken from the coffers. The Govemment then complains about road transport and heavy tmcks. Since the abolition of the road permit fees, tmcks have become heavier. Tmcks now have trailers towing trailers. That is the reason why some of the people associated with the Railway Department are concemed that road transport has received an unfair advantage. Mr Hamill: That $90m could have filled a few pot-holes. 1140 11 October 1988 Supply (Estimates)

Mr DAVIS: That is correct. It is amazing how Government members whinge and whine. Quite obviously, they can not have it both ways. Mr Veivers: Is this still Transport? I can't hear what you are saying. Mr DAVIS: I cannot help it if, during his footballing career, the honourable member suffered a few head injuries. I will now speak about driver's licence fees. Over the years the departments have introduced what is called either a tax or a charge. When the Federal Govemment increases a charge the State Government calls it a tax. When this Govemment's departments increase a charge the Govemment calls it a charge. Eariier today Mr Hamill raised the matter of the $20 charge for a driving test. This is a nice sort of a slug to the new licence-holder. When a comparison is made between city dwellers and our country cousins, that charge is unfair. In a number of country areas, when a person goes to a police station to get his driver's licence, if he knows the police officer he does not even have to have a test. That happens in many cases. Mr Hinton: Cut it out; you don't mean that. Mr DAVIS: It is a fact of life, and the honourable member knows it. Mr Hinton: What a terrible thing to say. Mr DAVIS: Particularly in country areas, it is certainly not what could be described as a stringent test. When the Minister replies I would like him to indicate how many times on average a person fails his driving test. From my experience, I would say that the average is about two or three. Some of the Ministers might not be too concerned about that because they are used to driving around in their LTDs or other vehicles. They are probably not concerned too much about what the person who is undergoing the test is going through. I think it is fair to say that anyone who undergoes a driving test is a little bit nervous. In many cases, some of the testers can be quite officious. I know of one case in which a woman, who was an extremely good driver, was failed seven times by a very officious licence tester. Mr Austin: The last time you made a speech like this, you were talking about your dentist's bill. Mr DAVIS: This matter has nothing to do with my dentist's bill. The woman I refer to used to be knocked back for minor faults. Finally, she became a nervous wreck and I would venture to suggest that what has happened to her will occur more frequently in the future. Quite honestly, I think that the Transport Department has imposed this charge so that it will operate as a tax. I guarantee that complaint after complaint will be made by constituents who are being knocked back for the most minor shortcomings and they will be faced with the prospect of taking another test. When that stage is reached, the average fee will be $60 a test. In my opinion, the whole situation is very, very wrong. Recently, this Government changed the laws relating to offences committed by people who are driving with a blood-alcohol level above the prescribed limit. The laws were changed to allow a person to make an application to a magistrate at the time of conviction to retain his or her driving licence under certain conditions. In the first place, of course, such a person had to give reasons why he or she needed to retain the licence. When the amending legislation was bought forward, I indicated that I held certain reservations. I still have reservations, although I concede that in some cases a great deal of hardship can be caused through the loss of a driver's licence. However, the facts of life are that, if the Govemment wants to deter people who drink and drive, obviously fairly harsh penalties have to apply. In spite of reservations held by members of the Opposition, the labor Party went along with the changes proposed by the Govemment. Mr Austin: What about all those people you tried to get out of drink-driving charges? Supply (Estimates) 11 October 1988 1141

Mr DAVIS: I have never tried to get anybody off a charge that involved driving a vehicle while under the influence of alcohol. As a matter of fact, when I was a member of the Transport Workers Union, the union had a policy that, if a person was artested for drink-driving, he had to bear the bmnt of that type of conduct. An anomaly arises when a magistrate agrees to make an order allowing a person to retain his driver's licence in respect of a specified motor vehicle. For instance, if a person owns a Commodore, that is the vehicle that is nominated as one of the special conditions applying to the licence and that is the only vehicle that the person is allowed to drive. It is too bad if that vehicle is stolen. It is too bad if the vehicle is lost or breaks down. Mr Austin: Do you fancy a Commodore? Mr DAVIS: It would not matter whether it was a Commodore or a Mazda or whether, as in the case of the Minister for Finance, it was a luxury vehicle. The point I make is that the vehicle nominated on the licence is the only vehicle that can be driven by the person who holds the licence. If the car is lost or stolen, the person would not be able to drive any other car. In fact he could be arrested for driving any vehicle that was not nominated as a condition of the licence. Mr Austin: Are you a Holden person or a Ford person? Mr DAVIS: Any Australian car would suit me. Many constituents are also unhappy with the points system, particularly when they read reports in the press about some of the bigwigs in the National Party being able to ring up certain people in the police force and have charges quashed. If those bigwigs are involved in a drink-driving offence, they can have that wiped, too. Mr Hamill: Did you see that headline this aftemoon? Mr DAVIS: I do not wish to comment on the Fitzgerald inquiry, but it certainly annoys me that a National Party bigwig is able to ring up certain people and say, "Look after me." I am annoyed that members of the police force are being used as revenue-collectors. I will give the Committee an example. In January this year, the Govemment increased penalties for various traffic offences, including speeding offences. The penalties were increased markedly, and radar traps were out in force. I thought it remarkable at the time that the superintendent of traffic remarked on the success of the campaign without taking into account the areas in which the great majority of the speeding offences were being detected. In most instances, people were caught in areas in which the speed limit decreased from 100 kilometres an hour to 80 kilometres an hour on highways and on some of the safest stretches of road in Queensland, For instance, there is always a great number of offenders being booked for speeding on the freeway, which would be one of the safest roads in Queensland. The particular area I am referring to is the inbound stretch of the freeway near the Captain Cook Bridge, where the speed limit decreases from 100 kilometres an hour to 80 kilometres an hour. Frequently the police are there in full strength to make sure that the radar traps bring in the revenue. When the Minister reads my speech, he may think that I have a personal axe to grind—and I have, too. In January this year on the Pacific Highway, I was booked for driving at 95 kilometres an hour in a zone limited to 80 kilometres an hour. I was booked just outside , which would be the safest stretch of road anywhere in Queensland. After I was booked, I waited for a while and I can inform the Committee that more than 100 other people were booked for speeding in the short span of half an hour. Mr Austin: Where was this? Mr DAVIS: Outside Dreamworld on the Pacific Highway. 1142 11 October 1988 Supply (Estimates)

Last week I revisited the area. It was amazing that I happened to be in the area because, after the treatment I had received, I decided to stay away from the Gold Coast area as a form of protest. However, while I was in the area I noticed that a sign indicating a decrease in the speed limit had been removed. Six or seven months later, the sign had been taken away. In January, that area was obviously regarded by the Police Department as unsafe. Since that time, however, perhaps a National Party parliamentarian or National Party flunkey has been booked, because the sign has been taken away. Apparently the intersection was unsafe in January and required motorists to travel at a decreased speed, but now it is considered as safe as can be. I am going to write to the Minister, and I expect that he will be able to tell me why they changed the sign. Mr I. J. Gibbs: It's the overpass. Mr DAVIS: It is not the overpass. It has not been opened yet. The Minister is on the wrong section. It is the section just coming over the Coomera bridge, and there is no sign there. Mr I. J. Gibbs: That's right; the overpass near the weighbridge. Mr DAVIS: It is nowhere near it. The Minister should not try to get out of it and square off. Mr I. J. Gibbs: I will get your licence removed. Mr DAVIS: I have been threatened already and am being harassed by other people! Expo has been successful for one reason only: the movement of people by train. The railway service has made all the difference to the movement of huge numbers of people, which goes to show how badly off most of Brisbane's sporting venues are, because they are not serviced by a rail system. Mr Austin: Your party opposed Expo when we said we were going to do it. Mr DAVIS: I have been to Expo once and I would not go back. I do not want to knock Expo. Mr Veivers: Did you get a free ticket? Mr DAVIS: No, I bought two tickets to go to Expo. I have been once and the remaining ticket will be advertised in the paper for sale in the next couple of days. Mr I. J. Gibbs: They are not transferrable. Mr DAVIS: Is that the reason? I tum now to taxis, which are mentioned in the report of the Commissioner for Transport. Taxis are one of my favourite subjects. The report states— "Reviews of taxi services... led to 62 additional taximeter cab licenses being issued." Mr Austin: Have you still got your taxis? Mr DAVIS: No, unfortunately 1 got rid of them. It was a silly move on my part. Mr Austin: That was a very foolish mistake. Mr DAVIS: Yes, it was, because at the present time they cost well over $100,000. I notice that 15 were issued in Brisbane, indicating that a total of over $lm has been plundered by this Govemment out of the taxi industry. The Govemment has not put one penny of that $1.5 back into the industry. The money has gone into the coffers of the Consolidated Revenue Fund. In addition, 22 licences have been issued on the Gold Coast. I am not too sure what the rate on the Gold Coast is, but believe that it is of the order of $ 120,000 to Supply (Estimates) 11 October 1988 1143

$ 130,000. That is an extra couple of million dollars for this Govemment. I do not know what the rate is at TownsviUe or other places, but all in all over $4m has gone into the Consolidated Revenue Fund from the issue of taxi licences. One other matter referted to in the Department of Transport report is tow-tmck operators. Mr Austin: You said you didn't have a copy of the report before. Mr DAVIS: I have just read it now. I am a quick reader. At the time when the tow-tmck operators' Bill came into this Chamber, the Labor Party was very critical of tow-tmck operations. Mr Keith Hooper was the Minister at the time and he assured the Chamber that tow-tmck operators would not be able to beam into police broadcasts and would not be chasing accidents. I assure this Chamber that that has not stopped, because every time there is an accident there are at least four or five tow-tmcks on the scene in a matter of minutes. Also it amazes me that when the tow-away equipment arrives, only one or two firms are offered the job. The Estimates of the Department of Transport and the Railway Department contain many other matters, including air services. Overall, the reports are reasonable and I congratulate the two commissioners and their staff, because both departments show courtesy Mr Austin interjected. Mr DAVIS: No, very rarely in the time I have been in this Parliament have I criticised public servants. I may have criticised Ministers, but very rarely have I criticised public servants. Honourable members will have noticed that I did not congratulate the Minister, but I do congratulate the people who do the work in the department—the public servants—but not the hangers-on who take all the kudos. Mr GATELY (Curmmbin) (9.35 p.m.): I wish to put to rest a couple of items raised by members of the Opposition today, such as Mr Hamill's immature and hysterical outburst this moming when he stated that this Govemment is closing the Brisbane Valley railway line. That is quite erroneous. Mr Hamill: You are going to keep the line, but you are not going to mn any trains on it. Mr GATELY: Members of the Opposition have made statements about losses in buses and the like, but this line has been a losing proposition for decades. Its losses amount to approximately $2m a year and have done so for many years. The use of the railway has declined. On average, 100 people a week use the railmotor service and there is very little use for the freight service. Mr Hamill: Not so. Mr GATELY: On the one hand, members of the Opposition criticise if this Govemment does not do something; on the other, they criticise if the Govemment does do something. Mr Hamill: There were over 5 000 passenger joumeys sold from Lowood alone. Mr GATELY: The honourable member for Ipswich should get his head down out of the clouds and put his feet back down on the ground so that his new minder and mentor, Mr Bob Gibbs, might be able to guide him along the path of common sense. In order to save scarce resources whilst continuing to provide a transport service to the area—a more efficient service—the department has withdrawn its timetable for goods services and will deliver freight by motor vehicle making two trips a week to all railway stations and, in some cases, direct to the customer's establishment. If that is not a better service, I do not know what is. Train services will be provided for livestock and other special train/wagon load traffic. The line will not be closed. 1144 11 October 1988 Supply (Estimates)

The railmotor service will be replaced by a modern bus service calling at railway stations. Customers will continue to pay normal railway fares and receive railway concessions. The other stations will be manned. The station-master at Esk will service that town, and the staff will be withdrawn from Yarraman and a town agent appointed. Unfortunately, the honourable member opposite does not seem to understand the facts. Before the dinner recess this evening the member for Bundaberg, Mr Campbell, said that the Government was not being responsible when it comes to spending on road safety. He ought to try to acquaint himself with the facts. By way of interjection I said that the Federal Government was responsible for withdrawing the funds needed for road safety. The member for Bundaberg should take account of the fact that new administrative arrangements, coupled with the formation of a high-profile Traffic Safety Advisory Committee, are part of a strategy to boost Queensland's road safety campaign. The new arrangements will provide, firstly, a greater coverage and promotion of road safety issues through Queensland by using all the resources of the Department of Transport's regional offices, secondly, a highly responsive and direct link between the Govemment and the Traffic Safety Advisory Committee, an excellent fomm in which to examine and consider all aspects of road safety—that is what the member for Bundaberg fails to understand and does not bother to acquaint himself with—and, thirdly, a modem administrative stmcture attuned to the development and implementation of a road safety strategy well into the 1990s. I will examine the history of what has really taken place. In 1947 the Commonwealth Govemment established the Australian Road Safety Council and made a commitment to provide funding for the operation of the corresponding State councils. In July that year the Queensland Road Safety Council was formed. The first council consisted of 10 members, with the Minister of Transport as chairman. However, in 1985, the Commonwealth Government ceased direct funding of road safety councils. That is exactly what I told the member for Bundaberg, but he would not listen. He claimed that it is the State Government that is responsible. I say again that it is the Federal Government which, in its usual fashion, is robbing this and other States of funds. There are no ifs or buts about that. The new direction that the Queensland Govemment will be taking under the new system will mean that all staff previously attached to the Queensland Road Safety Council will continue to be involved with road safety activities. In addition, other transport personnel can now be actively engaged in road safety education and programs throughout the State. Another major benefit is the expanded role that the Transport Department will be able to play across the spectmm of road safety activities. In its former capacity, the Road Safety Council was limited solely to education issues. This reorganisation will form an integral part of a multifaceted campaign to cut this year's escalating road toll. That is contrary to what the member for Bundaberg said. The Government is being responsible and it is doing something positive in this regard. It is a matter of great concern to both the Government and the general community. The Government is not lacking in anything. I will deal with the outrageous statement by the member for Brisbane Central, Mr Davis, that the $20 fee is just another taxation measure by the Transport Department. It has been introduced to stop applicants for driver's licences making multiple appointments for tests, with the result that there was a 9-week waiting list for genuine, fair dinkum people trying to get a licence. The member for Brisbane Central also claimed that police are being used to collect revenue, that fines have been increased and that radar crews are out in force. His statement can be seen to be quite outrageous, particularly when it is compared with that made by his mate the member for Bundaberg, who said that the Government was being irtesponsible. What a lot of nonsense! What it really means is that the Government is being more than responsible. The Minister has ensured that there are police on the road and that they are doing their duty in the proper manner. That is conclusive proof that the Minister is acting in a most responsible manner in an Supply (Estimates) 11 October 1988 1145 endeavour to cut the road toU, yet the simplest-minded member of the Opposition stands in here and uncontrollably bleats about the Govemment's actions. The Honourable Minister for Transport has indicated major items of expenditure proposed in 1988-89 for urban public transport. Honourable members will be aware of the major improvements to public transport that have been brought about in recent years by this Govemment. The continuation of this program is evident in the 1988-89 Estimates. The importance of high-quality public transport in major cities cannot be overstated. More than 100 million passenger joumeys on regular urban public transport services throughout the State each year are testament to the reliance of the community on this mode of transport. The success of the surburban rail electrification program in particular is evidenced by the massive resurgence in suburban rail travel since the introduction of the first electrified service in 1979. Last financial year almost 45 million passenger joumeys were made on this world-class system by Brisbane commuters. To complement the Brisbane suburban rail network electrification program, which was completed in Febmary this year, electrified rail services were introduced recently between Brisbane and Nambour. These fast, air-conditioned services have enjoyed excellent patronage, particularly during World Expo 88 and will continue to expand in the future. The Govemment is also committed to the constmction of a high-speed rail link between Brisbane and the Gold Coast. That is contrary to the nonsense put forward by the Opposition today. The cost of that hnk wUl be approximately $210m. The service will be operational by 1995 and will serve an ever-expanding population base developing between the two cities. The Gold Coast railway is a magnificient transport project, which will feature state-of-the-art technology and mnning speeds of up of 160 kilometres an hour. It will be the transit link to take the Gold Coast and Albert regions into the twenty-first century. No doubt it will enhance the area's appeal to residents, business and tourists alike. The total travel time between Brisbane and the Robina station will be about 65 minutes, and the travel will be in smooth, air-conditioned comfort. The Govemment is now fast-tracking land resumptions along the rail corridor between Beenleigh and Robina. I commend the Honourable Minister for Transport for his foresight in initiating this fast-tracking procedure and for the allocation of up to $4.5m in the 1988-89 financial year for this purpose. The three-year constmction phase will commence immediately after the land acquisitions have been finalised by the Govemment. New railway stations will be built at Ormeau, Coomera, Helensvale, Nerang and Robina. They will be equipped with major transport interchange facilities to service the surrounding growth areas. Although the rail link has been designed exclusively for passenger travel, numerous other benefits will flow on to the community. Those include improvements in lifestyle, decreased road traffic and delays, and a general stimulus to local business and industry. There is no doubt that the Gold Coast railway will be one of the State's finest achievements in the transport arena and will bring a great many advantages to Queensland. In the years to come, residents of Brisbane and the surrounding shires will also share the benefits of the significant capital investments undertaken by the Govemment in the constmction of new ra'il facilities. Over the past two years, eight new railway stations have been constmcted on the Brisbane rail network at Birkdale, Wellington Point, Ormiston, Cleveland and Beenleigh on the south side, and Bray Park, Carseldine and Boondall on the north side. Each of those stations has been provided with modem interchange facilities under the urban public transport interchange constmction program. In particular, Boondall has been designed to cater for capacity audiences attending the Boondall sports and entertainment complex. Areas have been set aside for shuttle bus services, commuter car-parking and passenger set-down. This station is the first of its kind in Brisbane serving a major entertainment venue. 1146 11 October 1988 Supply (Estimates)

Major interchanges, which cater for local buses, taxis, long-distance buses and private vehicles, also have been constmcted at Nambour, Caboolture, Beenleigh and Cleveland. The constmction of those interchanges has played a major role in supporting the capital investment already made in electrifying the Brisbane rail network and the adjoining Sunshine Coast rail corridor. They comprise an integral part of the Govemment program to provide for the integration and co-ordination of public transport services. Since 1985 there has been a 30 per cent increase in the number of vehicle parking spaces made available at suburban railway stations, which now cater for almost 10 000 vehicles. That further emphasises the commitment of the Govemment to providing high-standard facilities for public transport users. During the last three years a significant improvement has been made in public transport facilities in Queensland through joint ventures between the Govemment and private enterprise. The most notable achievement to date is the $75m Brisbane Transit Centre which was constmcted by F. A. Pidgeon and Son on Govemment-owned land at Roma Street. That facility, which commenced operations in August 1986, incorporates office and retail space, accommodation, a hotel, car parking and passenger set-down, long-distance and local bus services, taxi services and rail services. It is the only transport complex of that type established in Australia to date. Each year approximately seven miUion passengers pass through the centre. Following the success of the Brisbane Transit Centre, the Queensland Govemment, in conjunction with the Federal Government, the Ipswich City Council and the Kem Corporation, constmcted another smaller transit centre at Ipswich, at a total cost of $3.73m. The Ipswich Transit Centre was opened in Febmary this year. It provides for passenger interchange between local and long-distance buses, taxis and suburban train services. Light refreshments are also available at the centre. Furthermore, this year major coach and bus facilities have been constmcted at Mackay and Townsville by private enterprise, in consultation with Govemment officers. In his speech introducing his Estimates, the Minister also made reference to plans under way for the constmction of major bus and coach facilities at Cairns, Toowoomba, Rockhampton and Coolangatta. With the continued growth of tourism in Queensland, it is worth noting that the Government has recognised the need to provide intrastate, interstate and overseas travellers with high-quality urban transport facilities. There is little doubt that Queensland is leading the way in the provision of transport facilities for long-distance and suburban travellers alike. It must be recognised also that a high-standard bus fleet is an essential component of any efficient urban bus service. In that regard the Queensland Govemment has been instmmental in the provision of funds to the Brisbane City Council for new urban buses. Funds are being provided on the recommendation of my coUeague,' the Honourable the Minister for Transport, from the Australian Bicentennial Road Development Fund for the purchase of 34 general commuter buses, 23 Cityxpress buses, and six articulated buses, at an estimated total cost of $ 10.61m. The 1988-89 Estimates for the Department of Transport provide for continuing expenditure on interchange constmction and design, bus purchases, major bus and coach facilities, suburban rail improvements, bus facilities in provincial cities, and planning and research into public transport improvements. The results of those ongoing projects are visible evidence of the Govemment's commitment to the highest possible standard of urban amenity through safe, comfortable and efficient public transport. The other matter I wish to address concems the success of Queensland's open-skies policy in providing better air services for the State, particularly in the more remote areas. It is a clear sign of the Govemment's progressive and practical approach to transport services. By deregulating the State's air routes, commuters now have a better choice of airline operators with more frequent services to a greater number of destinations in Queensland. Supply (Estimates) 11 October 1988 1147

Queensland, in fact, is at the forefront of moves throughout Australia towards deregulation and a more competitive environment in the passenger transport industry. The wisdom of Queensland's decision has been home out by the results, and the same benefits are expected to flow on to the community through the recent decision to deregulate long-distance bus routes. Again the passengers are expected to be the big winners by adopting this open-road policy, in addition to providing a tremendous boost to Queensland's thriving tourist market. In respect to the open-skies policy, Queensland has shown the way with deregulation. Some five months after Queensland's decision was announced, the Federal Govemment signalled its intention to abolish the ridiculous two-airlines agreement from October 1990. Unfortunately the inaction of the Federal Govemment in not expediting that action much earlier in its reign has hamstmng our burgeoning tourist industry. In Queensland, we have already seen the benefits of the State's decision to open up Queensland skies. In the 16 months since the policy was introduced, eight new airlines have commenced regular air services. The net growth in licences for such services is equal to the total net increase of the preceeding 15 years. In addition to the entry of those new operators to the industry, several of the existing airlines have expanded rapidly by virtue of the new opportunities offered by the open-skies policy. One of those airlines—Sunstate Airlines—has the spectacular and unique achievement of having recorded greater traffic growth last year than any other domestic airline in the world. The benefits of the open-skies policy include increased flight frequencies; more convenient flight times; more same day retum services; more direct services, with correspondingly shorter travel times; new services from centres not previously serviced; and some fare savings through discounts. Most of those benefits have occurred on the non-tmnk routes, and within two months air travellers on the major tmnk routes within Queensland shall be sharing in the benefits of the open-skies policy. This will follow from the recent approval given by the Department of Transport to East-West Airlines for a major expansion of its Queensland services—the largest in that airline's history. From 31 October this year, in addition to its existing Caims service. East-West Airlines will be offering discount fares for a range of services linking Brisbane and Coolangatta with Mackay, Proserpine, Rockhampton and Mount Isa. I can assure honourable members that all this expansion in the airline industry has in no way compromised the excellent safety standards which are a hallmark of the industry in Queensland and, indeed, in Australia. Strict licensing requirements stipulated by the Queensland Govemment ensure that the airlines provide the necessary facilities for passengers and business operation, while licences to operate in respect to safety are issued as part of normal practice by the Federal Govemment. The open-skies aviation policy which has been implemented by the Queensland Govemment is reaping huge benefits for the travelling public. And that is what the first Ahem Budget is all about—the people of Queensland. They are the ones who will benefit, and the Queensland Govemment will not brook any more nonsense and squealing from the Opposition. The overall thmst of the Budget is to provide better facilities for aU people in all parts of the State. The Budget initiatives will provide the foundation to further enhance the quality of life in Queensland. There is no doubt that this approach is reflected in the programs and policies outlined today by the Honourable the Minister for Transport. I might add that an article that appeared this week in the Gold Coast Mail clearly indicated that the expansion of air traffic movements in Queensland is nothing short of phenomenal. Coolangatta Airport has had an increase of 25.03 per cent in aircraft movements, that is, from 2 873 movements to 3 601 movements for the last quarter. That represents a 44 per cent increase. That brings me to a point that I have made a number of times, that is, the lack of safety provided to that airport, which is the fastest-growing airport in Australia, by a 1148 11 October 1988 Supply (Estimates) lack-lustre non-caring Federal Labor Govemment. It is a matter that I will deal with further tomorrow. I commend the Minister for his foresight and great handling of the Transport portfolio. Time expired. Hon. Sir WILLIAM KNOX (Nundah) (9.55 p.m.): The annual report of the Transport Department, which was tabled today, reveals that, as usual, the Transport Department has adopted a multifaceted approach to the transport problems of the State. Indeed, it covers an enormous range of activities as far as public and private transport is concemed. It would be very difficult to find any transport operation in this State that is not under the administrative control, supervision or monitoring of either the Railway Department or the Transport Department. As the honourable member who preceded me said, the report refers to air services. I wanted to speak about air services tonight. This State is blessed with a number of air services. Approximately 180 licences exist in the State. Of course, those licences are issued to control principally intrastate operations. Because of the vast nature of the State, these air services are of particular importance and significance to the growth and development of the State and the provision of services to many people, not just in remote areas but also in the main cities and towns. Yet at Brisbane airport—the main airport of this State and one of the main airports of this nation—there is a problem which is causing enonnous difficulties for those people who provide the services men­ tioned in the annual report of the department. There is no great future for our commuter services if the Brisbane airport is not able to function correctly. The Brisbane airport was designed to look after domestic and intemational flights into and out of that airport. The co-ordination of the services is incredibly important, not only to those who provide the service but also to the community that receives it. The costs of providing that service can either be increased enormously or reduced considerably, depending on the efficiency of the airport. Today, that airport, after having had approximately $400m spent on it, is not working effectively for a number of reasons. Amongst the many responsibilities of the Minister for Transport are the interde­ partmental committees and the interstate committees which supervise the development of the airport. I know that present and past Ministers have endeavoured to accelerate the airport development. A situation has arisen in which the domestic terminals that have been established, which are the most modern in Australia, are not complemented by an intemational air terminal on the spot which is designated for that purpose. The area has been set aside, the program of work was originaUy approved and nothing has happened. Although it is not the direct responsibility of the Minister, nevertheless I have no doubt that he has been exercising his influence to try to speed up that project. A wonderful opportunity has existed for the Federal authorities to get on with the job of building that intemational terminal and putting it in the place where it should be in order to make the commuter services more efficient and to reduce the cost of servicing the airport. About two years ago proposals were invited from private enterprise to develop the terminal site. Submissions were made but the Federal Govemment got cold feet and decided not to go ahead with the project. If those people had been allowed to go ahead with their proposal, today Queensland would have the most modern intemational air terminal in Australia, and a very efficient one at that. Many air terminals throughout the world are operated by private enterprise. That can be done in Queensland without any difficulty at all. Public moneys would be saved. Those moneys could be used for many other purposes by other statutory authorities. Loan moneys would be saved. Queensland could have had that new terminal operating by now. Supply (Estimates) 11 October 1988 1149

In 1986 it was announced that the airport would be completed by mid-1987. In an article in the Courier-Mail of 23 August 1986, the Australian Federation of Air Pilots pointed out to the authorities that the distance from the terminal to the mnway could be such that aircraft would be impeded because of heat problems, consumption of fuel and possible delays. That is exactly what has happened. The distance from the mnways to the terminal are so enormous that all sorts of problems and unnecessary delays are being created. That should be eliminated. The commuter services over which the Minister has direct control could be more efficient, because people need to transfer from intemational services to commuter services as rapidly as possible. They must go through quarantine, customs checks and health checks. Having done that, if the terminal was in the right position, their baggage should be easily transferted to commuter services. Now it takes well over an hour to transfer baggage from one terminal to another at Brisbane airport. In fact, people have reported to me that it takes even longer to transfer baggage to commuter services. That means that traveUers miss their scheduled service and in many cases must wait on stand-by for services much later in the day. Sometimes for infrequent services travellers must wait for a whole day because they have missed their connections. It is a tragedy that the terminal has not been completed. The problem has been caused by petty politics by the Federal Govemment. There is no other reason for it. Money is available in the community to complete the services. The site has been chosen. I understand that certain work has been carried out on the site to prepare it for the terminal. It is to be located next door to the domestic terminals. There is no problem facing the Federal authorities other than procrastination and, I understand, some pressure from elsewhere in Australia to prevent the Brisbane terminal going ahead. It is a great tragedy. About 20 per cent of the people who attend Expo come from interstate and overseas. They must be amazed at the standard of Queensland's international terminal, which was erected as a temporary stmcture. It was the influence of Sir Jack Egerton that achieved that temporary stmcture, which was an upgrading of the igloo that was on the site. The temporary stmcture was built in a hurry a few years ago. It was expanded for the Commonwealth Games and redesigned for Expo. However, it is nowhere near adequate to handle the people who will fly into this capital city. A Lions convention will be held here in a couple of years' time. I understand that many thousands of delegates will attend that convention, most of whom will be from overseas. When they arrive at the intemational airport they will be shocked at the antiquated terminal at which they will be greeted. It is not the fault of the administrators at the airport who are responsible for the handling of travellers; the poor facilities at the airport make it almost impossible for the people who service the airport to work adequately or efficiently. Mr Veivers: The terminal will be disastrous if we get the Olympic Games, won't it? Sir WILLIAM KNOX: I would hope that the bid for the Olympic Games will stimulate the Federal authorities to move with some rapidity. The Federal Govemment does not have to raise a single cent for the terminal; it will all be raised by private enterprise. It will be done very well, too, as it has been done in many other countries throughout the world. It is of very little value to have an open-skies policy in this State if the people we want to serve are not able to use it or take advantage of it. Overseas, at big intemational airports a traveller can arrive on a big jumbo and go quite conveniently to a small commuter service. Although it may be a very small plane, a traveller can get to it very quickly with his baggage cleared and handled correctly and without any fuss or bother. However, in Brisbane such a transfer is an enormous and unnecessary operation. The Brisbane intemational airport is clogging up. I am sure that the Minister has made the strongest representations possible. However, a little more pressure needs to be applied at the political level. The airport is certainly becoming a problem. Queensland's 1150 11 October 1988 Supply (Estimates) tourist industry is being hampered considerably. People who want to travel to north Queensland have complained to me that when they have arrived at the airport they have had to wait between five and six hours to get their transport to north Queensland because they have missed their connections as a result of the enormous delay in handling procedures and having to travel to the domestic terminals. Travellers just cannot rely on the time taken to travel between the international terminal and the domestic terminal. Because of the failure to provide terminal facilities, Queensland's domestic services that come under the control of the Minister are not getting the best out of the airport. The noise factor associated with the new airport is causing considerable problems. People in my electorate have been counting planes and watching which way they travel. On a still day people have seen 50 per cent of planes tuming left and 50 per cent of the planes tuming right. We were told and were convinced that the majority of the planes taking off and landing at the airport would go out or come in over the sea. In fact, when conditions are favourable—which is for most of the time—about 50 per cent of the planes do come in and go out over the sea. There is no excuse for the other 50 per cent of planes travelling over the urban areas of the city. If people get upset enou^ about airport noise, the curfew will be reimposed, which would be a very backward step and a great pity. Whether it is on the south side of the river or the north side of the river, I have a feeling that we are being bullied into accepting an unacceptable noise level. The majority of those planes are capable of coming in and going out over the water. Only on exceptional days is it necessary for them to go elsewhere. For some time many observers have been regularly counting the planes and noting which way they go. As to the convenience of the people of Brisbane—it is obvious that there is no control over which way those planes go. As has been done in New South Wales, I ask the Minister to bring pressure to bear on the Federal authorities to demand that in all circumstances when the weather is favourable, the planes come in and go out over the water and not over the urban areas of Brisbane. That was the original plan that went before the Commonwealth Public Works Committee. I appeared before the Federal commission, together with several other members of this Assembly. At that time we were told—and were quite convinced—that only a minimum number of flights would go over the urban areas of this city. In fact, that has not been the case. In some cases the number of flights over the urban areas of Brisbane has increased. I ask the Minister to exercise as much influence as possible and ask the Federal authorities to enforce the policy that we were told was going to be implemented for the handling of airport traffic under normal weather conditions. Of course, there are some exceptional circumstances that do not allow planes to come in and go out over the water. It is regrettable that such a cavalier attitude has been adopted to Brisbane. As I said eariier, if this problem continues public demands wiU be made for the curfew to be reimposed. As a result, because they rely heavily upon the arrival of planes at certain convenient times of the day, many commuter services will lose business. If our airport cannot operate 24 hours a day, seven days a week, our domestic services will suffer. People will find themselves stranded, they will start complaining, and intemational and other flights will be diverted from Brisbane to somewhere else that is more convenient. The tourist industry relies very heavily on increased traffic through the Brisbane airport. However, if that flow of traffic is prejudiced by a stupid bureaucratic approach to the handling of the noise factor, we mn the risk of losing it. I mention these aspects because they come within the Minister's portfoho and he serves on interdepartmental and intergovemmental committees. If the new Brisbane airport operates efficiently in the way in which it was planned, agreed to and understood, a great benefit will be derived. I have no doubt that if it operates correctly and sensitively, that airport will be very efficient. If the Federal authorities want to involve private enterprise in the new intemational terminal, it will be operating by early 1990. At that time Brisbane would have a fully Supply (Estimates) 11 October 1988 1151

fledged intemational terminal and not the $1.5m outhouse extensions that the Federal authorities are talking about at the moment. Mr SMITH (Townsville East) (10.12 p.m.): One of the matters that I wish to raise relates to the issue of taxi licences. Late last year I brought to the attention of the department some problems relating to the servicing of the Townsville airport, particularly during peak periods. As a result, there has been a considerable shake-up. A problem will always exist in respect of whether or not there are sufficient taxis to service particular areas. One solution to the problem would be to license particular taxis in the same way as private-hire vehicles are licensed for weddings only. I believe that it would be possible to provide a fleet of vehicles that would operate not six or seven days a week but only on agreed days of demand. In that way services would be provided when needed and the economic circumstances of full-time taxi drivers would not be affected. The Govemment has spent a lot of money—with full public approval—in an attempt to encourage people to use public transport and not to drink and drive. However, when people need public transport, particularly on Friday and Saturday nights, it is unavailable. All honourable members are aware that some operators have introduced booze buses. I tum now to the use of medicabs in Brisbane. I understand that four of the stretched version are operated by Black and White, three are operated by Yellow Cabs and one by the Ascot Taxi Service. Although those medicabs have been successful to a degree, one of the interesting things about them is that they seem to attract a particular type of driver—the more responsible driver; the fellow who is fairly steady. I am told that a big problem exists in that, because those vehicles are specialised and operated by three companies, they are not being utilised to the maximum extent and do a lot of dead mnning. There is room for greater co-operation between the three companies to ensure that those vehicles are used to greater advantage. I make the point that the drivers seem to be particularly responsible people, but the public at large seems to have some aversion to the vehicles. Because of that, those vehicles do not get their full share of business. If they could be used in a co-operative manner, the economic retums would be better and more rewarding for the people who operate them. I am only touching on matters very briefly. One thing that causes me considerable concem is the certification of drivers of semitrailers with respect to their right to carry dangerous goods. It seems to me that those certificates are handed out altogether too readily. Sometimes the instmctions that are given to people before they are entitled to carry dangerous loads are quite mdimentary. Should anything happen, those people have very little knowledge. Once a driver puts on his tmck a sign stating that he is carrying dangerous goods, the public is entitled to expect that he is fully qualified to handle the situation. I am afraid that at the moment that is not so. Another matter about which I want to speak is one that has been raised previously by the member for Warwick. It worries me that the fitting of additional or afier-market equipment to vehicles is not being poUced. The Australian Govemment and, in fact, Govemments all around the world have spent a great deal of money to try to produce vehicles of such a design that, in the case of an accident, minimum injury will be done to their occupants. The fitting of after-market equipment is wide open and there is very little control over it. Some of the things that are fitted to vehicles make them quite lethal. Many of the bull-bars can be described only as totally dangerous. A number of people might describe some of the persons who fit them to their cars as posers; they never get off the bitumen; and the only reason that they fit them it to display some aggression to their fellow motorists. Mr Lee: They are pretty handy in roo country, though. 1152 11 October 1988 Supply (Estimates)

Mr SMITH: I acknowledge that, but that is a different matter. Another matter to which consideration should be given is the fitting of large high- powered driving lights. Not only are they fitted to vehicles, but they are also misaligned. Another problem that occurs is that while the normal wattage of lamps fitted to a conventional headlight is set down by law, the after-market situation creeps in and it is common for replacement bulbs to have twice the wattage. Such things are dangerous. We all know about them; we have all seen them. I call on the Minister to introduce a system of checks. I do not believe that the police or, for that matter, the Transport Department ever stop people because of their vehicles' lights. The only time that they might come under notice is when an accident occurs. I am not raising a petty point; it is very serious. It is a contributor to road fatalities. It is a reason why many people do not like to drive at night—they are dazzled by oncoming lights. In accordance with my undertaking, I will conclude my remarks and ask the Minister to give very serious consideration to those matters. Hon. I. J. GIBBS (Albert—Minister for Transport) (10.19 p.m.): I thank all honourable members for their contributions during this rather long debate on the Estimates of the Transport Department and the Railway Department. In his comments the Opposition spokesman, Mr Hamill, spoke about the closure of country stations and work practices such as broad-banding and people doing multiple jobs. In the eighties and nineties it is expected that a change should be made from the archaic practices of the past. Cut-backs have occurted in staffing. There will continue to be cut-backs in staffing. As I said in the presentation of the Estimates, those cut-backs will be based on a reduction in staff and not on sackings. The Govemment is like other private enterprise- based operations. The Government has to be commercial and private enterprise as much as possible as well as giving service to those who need it and trying to play an overall responsible role, as the railways should in the system. The Railway Department is doing that. There is no doubt that it is in pretty good shape. Mention was made about the $4m being received for land. That certainly appears in the report. However, Treasury figures deal only with fares and freight. The Opposition spokesman gave a lesson in philosophy about roads and railways not managing to come to terms with economic realities. He quoted from an article in this week's Queensland Times. According to that article he has misrepresented a few things and he has referred to the Minister for Transport as Mr Muntz, whose photo appears in the paper. I will send the honourable member a copy. Mr Hamill: I didn't cite the Queensland Times, I cited the Australian Financial Review. Mr I. J. GIBBS: I was referring to this in case the honourable member had not seen it. A letter to the editor of that paper was written by the Commissioner for Railways. It stated— "Dear Sir, I am gravely concemed about a number of inaccuracies in the article "Bus Run WiU Replace Axed Rail Service" (Queensland Times, October 8th). There is no suggestion that rail passenger services will be removed between Ipswich and Helidon as claimed in the introductory paragraph of the article. Queensland Railways is planning to change staffing levels at a number of stations between Ipswich and Helidon, but with one exception, Wulkuraka, these will not take effect until December, 1990. Staff will be withdrawn from Wulkuraka from December, 1989. Notwithstanding, freight and passenger services will continue to towns between Ipswich and Helidon with existing services. Supply (Estimates) 11 October 1988 1153

These changes in staffing relate to the installation of automatic signalling between Ipswich and Toowoomba from late 1988. Furthermore, Mr Greg Ray, of the Queensland Railway Employees' Union is quoted in your article as saying that a contract has been signed between Queensland Railways and a private contractor for a bus service to operate along the Brisbane Valley Line. This again is incorrect. The successful tenderer has yet to be selected. Regarding the Brisbane Valley Line, this Branch will NOT be closing, rather Queensland Railways will be discontinuing timetabled services. A road tmck deUvery service will operate from Roma Street, Brisbane, departing early moming on Tuesday and Fridays. This will provide freight delivery services to customers at Yarraman, Toogoolawah, Esk and Lowood and other stations as required along this route. Rail services for bulk freight, including livestock will be provided as required. Public access to all existing stations will remain. At some stations new staffing arrangements will apply. For example, the Station Master at Esk will attend to commercial business at Lowood and an agent wiU cater for the needs of customers at Yarraman. The State Master at Toogoolawah will remain. The Department is arranging for the introduction of a bus service to transport people to Ipswich from 1st January, 1989. It will serve all existing railway stations and rail fares will apply, including full concessions for pensioners, scholars and children. Queensland Railways believes these changes will provide a more efficient service for the residents of the Brisbane Valley, as well as providing cost efficiencies to the Department. The Yarraman Branch lost $1.5m in 1987/88. Goods traffic continued to decline from 7651 tonnes in 1986/87 to 3070 tonnes in 1987/88. Only 354 tonnes were freighted outwards in 1987/88 and 2716 tonnes, of which 1784 tonnes were petro­ leum, were freighted inwards." In fact, the Government is improving the service and is not walking away from its responsibilities. Queensland Railways is saving the tax-payers money and at the same time improving the service. So much for the Opposition spokesman's criticism! He did not really do a very good job on these Estimates. One can understand why; it is because he is rather new as the shadow Minister for Transport. The honourable member referred to a failure to provide services throughout Queensland. In doing so, he contradicted his Labor colleague the honourable member for Bundaberg, who congratulated the department on its regionalisation program. If Labor had its way in this State, there is no doubt that its stated policy of centralisation would be implemented, and who knows what would happen to country residents? The Opposition's comments about a lack of a cohesive Govemment transport policy need to be addressed. A number of well-established mechanisms are in place. A traffic advisory committee comprising the Commissioner for Main Roads, the Commissioner for Transport and the Commissioner of Police meets regularly to discuss common transport policy and legislative issues. In addition, establishment of industry working groups has resulted in many benefits from the harnessing of knowledge of operators in the business. The result is a more cost effective and productive transport industry. The Govemment's role becomes facilitative to ensure continued development of an efficient transport network. The transport policy planning unit is located within the department and is staffed by professionals from a number of disciplines, including seconded railway officers who advise on policy initiatives to ensure that a uniform and integrated approach to transport is adopted. The honourable member for Pine Rivers mentioned a number of matters that were of concern to her. I appreciate her contribution to the debate.

80546—40 1154 11 October 1988 Supply (Estimates) The honourable member for Toowong, Mr Beanland, the Liberal Party's spokesman on Transport, spoke about the coal freight tax subsidy and electrification. He also reported on accounting procedures and the State's debt. Basically, his comments relied on the annual report for information. The honourable member mainly played with semantics by taking very legitimate rail freight figuresan d claiming that Queensland RaUways last year accmed a loss of $480m. That is utter nonsense, because the $480m is a genuine retum to the people of Queensland. The honourable member called it a tax when others would rightly consider it to be a genuine retum for use of a resource that is owned by this State and transported by one of the most modem rail systems in the world. Cross- subsidisation is not a new concept. It is practised by Govemments throughout the world to fund passenger transport services, which will always operate at a loss. I make no apology for the approach that has been adopted. Having said that, I concede that the method of presenting the accounts is not in accordance with generally accepted accounting principles. I inform the honourable member that this is due to the requirements of an outdated Act of Parliament. Action is being taken to introduce a proper system of accmal accounting. A computerised accounting package is presently being installed and should be fully operational during the 1989-90 financialyear . I certainly agree with the comments made by the honourable member and give him the assurance that proper procedures are under way. I compliment the honourable member on his observations and give him the commitment that changes will be made. I point out, however, that the coal freight rates resulted from detailed negotiations with coal companies that were fully aware of the transaction they were entering into. Of course, all Queensland Railways revenue is put into Treasury and used for Govemment purposes to provide police academies, police stations, schools and anything else needed in the State. Profitable services cross-subsidise unprofitable services, including social service obligations. The annual report of the Commissioner for Railways has highlighted— not concealed—these matters. Any transport system that operates seven days a week must incur significant overtime. Overtime is constantly monitored. Last year, owing to monitoring of overtime and pattem changes in work practices, operating costs were reduced by 20 per cent. The honourable member claimed that Queensland Railways is the world's biggest quango. I guess that is a throw-away line, because for many years the railways were looked after by Liberal Ministers, including my very good friend the late Mr Keith Hooper, and Sir William Knox. The honourable member's comment does not reflect much credit on him; it was rather a throw-away line that might come back and hit him. Community service obligations incur large losses that were identified by Mr Beanland. Queensland Railways is now adopting the practice that he proposes by replacement of grossly uneconomical services with transport provided by tmcks and buses. Mr Max Menzel touched on road safety and the fact that Mr Ted Van Fleet is the chairman of the new Traffic Safety Advisory Council. He also mentioned the members of that council who are a very high profile group of people. I give Mr ArdUl a great deal of credit for his knowledge of the railway lines. He is no doubt very interested in railway travel because he seems to have been everywhere on Queensland's rail system. That is why his gold pass is costing a lot of money. The Govemment might have to take his gold pass away if he keeps on travelling on the trains and costing it money. I am very pleased that he is interested in the railway system. He obviously has a lot of knowledge about it. However, on the one hand the honourable member seemed to think that Queensland should remain in the past, whilst on the other he says that he was responsible for the Cityxpress service whilst he was a member of the Brisbane City Council. I believe that he did an excellent job in that position, but the honourable member should also give this Govemment some credit for getting out of the 1880s and into the 2000s with the modemisation of Queensland's trains. Although the honourable member's intentions were certainly good, he seems to have got lost somewhere in the past. Supply (Estimates) 11 October 1988 1155

The image of Queensland Railways in the eyes of business people and others including overseas railways, is very high. In fact, Queensland Railways is the envy of all Australian railways. There is no doubt about that. I give credit to previous Ministers for this fact. The honourable member mentioned the Gulflander. I have travelled on the Gulflander and I give an undertaking that that service will continue. This Govemment is to make a thmst into the tourist industry, which I mentioned in my speech when presenting the Estimates to the Chamber. I strongly refute claims that the State's airiine and bus services are unable to cope with the volume of passengers. The Govemment's initiative in deregulating air routes and major bus routes ensures that adequate services are provided. In fact, the open- skies policy has resulted in a tremendous growth in intrastate air services with more flights to more destinations at more convenient times for passengers. The same result is anticipated following the recent decision to deregulate bus services. Mr Tony FitzGerald showed a great understanding of the railway system. He referred to its history. He looked at its problems reahstically. He mentioned that in the 1860s his family were pioneers of the railway system in the Brisbane VaUey. The honourable member referred also to the safety of schoolbuses, which is a very real concem. I have visited several areas and have talked to people about the quality of schoolbuses. The quality of schoolbuses in Tony EUiott's electorate was excellent. I had a great day looking at the buses in that area and there is no doubt that the condition of the buses—although some of them are a little old—is excellent. They do not have any mst. Shortly I will visit the Kingaroy area to look at buses, and following that I will visit Mr Len Stephan's electorate to conclude a round trip. Once again I will meet the people, give them confidence and assure them that the Govemment is not here to merely knock them out of the ring, but to improve safety standards and people's understanding of the position. The honourable member referred to bicycle safety helmets. That is a very real concem because many cyclists are being killed. The provision of seat-belts for exposed positions is to be introduced as an Australian design mle for light buses in 1991 and for heavy buses in 1992. That matter is still under debate and its introduction is a long way away. In addition, at the instigation of Queensland, the roll-over strength of heavy buses has been agreed to by AT AC and wiU be introduced as an ADR from 1992. The standard for light buses is currently being examined and will go much further towards the improvement of safety standards as time goes by. Mr Vaughan referted to the annual report of the Commissioner for Railways, the rationalisation of stations in country areas and fettlers. The difference in expenditure figures cited by him was due to the inclusion of the commissioner's salary and railway pensions in one set of figures. These figures are shown under special allocations in the Estimates and not specifically under the Railways Estimates. The criteria for station closures are not only financial considerations but also the actual use that is being made of the service by the local community. In many cases the usage is extremely low and the costs grossly disproportionate to the service rendered. There is a limit to the extent to which any such service should be funded by the tax-payer. That limit refers to the unprofitable lines. Mr Vaughan refemed to Mount Isa and to what is being done to extend the life of the line. It is sad that he expects this Govemment to leave station- masters in places where there is no work for them. It is a terrible thing to ask any man—whether he is in private enterprise or Govemment—to stay in a place when there is no work for him to do and to pay him. That must be the most demoralising position possible in which to leave a man. He could be advancing through the system. Today there are plenty of advancement opportunities in the railways because it is a commercial operation. "QR" stands for Queensland Railways, but it also stands for "quick and reliable". Mr Henderson made a great contribution to the debate. He referred to the Logan Motorway and other matters within his electorate. In addition he raised the problem of pig trailers and the use of safety chains as an additional safety factor. Following the 1156 11 October 1988 Supply (Estimates) identification of this problem, the Department of Transport has encouraged operators to fix safety chains. This requirement is now being recommended by the road advisory committee for adoption as a traffic regulation. We are trying to get every other State to do the same. The honourable member for Port Curtis, Mr Prest, raised the problem of drivers' licences, issued under section 20A of the Traffic Act, which enable people to have a licence only for the purpose of going to work. In the near future I anticipate being able to recommend to this Chamber amendments to this particular provision to overcome the problem identified by the honourable member. He also said that I had not replied to a letter he wrote to me. I am sorry that he has not received the reply, but the letter was sent. The letter stated that the Bicentenary trains all had to be treated in the same way. The trains he spoke of were not Bicentenary trains. 1 think he would agree that we have to be even-handed in these things. I will have a look in the files and make sure that he gets the letter. He certainly should have received it by now and I apologise for the fact that he has not. The member for Maryborough, Mr Alison, spoke about roads, tmcks, the subsidisation of road transport and the cartage of fuel by rail. I guess that the Govemment did open the roads up and let anyone cart fuel, which has cost the railways a lot of money—in fact, it is $25m a year—but fuel has not got any cheaper. Nevertheless, the Govemment tried to adopt a free-enterprise approach. As time goes by the Government will have to think about the cartage of fuel over roads that really are not suitable for that purpose. The Govemment may have to consider closing the gate again but, once the gate has been opened, it is very difficult to close it. The member for Bundaberg, Mr Campbell, incorrectly assumed that the Government has neglected the safety of schoolchildren in the provision of school-crossing supervisors. He cited the Budget allocation for 1988-89 and said that it was $2,000 less than that for last year. The Govemment is well aware of its responsibilities in this respect. As a parent, I am pleased to say that the initial Budget allocation for the scheme last year was topped up by a reallocation of resources in order to fund the purchase of additional crossing equipment and provide training expenses. The initial allocation of $ 1.55m was increased during the year by $50,000 as a matter of priority, bringing the total to $1,602,000. Accordingly, this year's allocation represents a very responsible level of funding. In respect to funding for traffic safety programs, the honourable member for Bundaberg is correct in saying that Queensland suffered a funding set-back. In fact, his Labor colleagues in Canberra have totally withdrawn funding in that area. I hope that he will help us in having it resumed. Perhaps that is not such a great loss, because the Federal Govemment's contribution to safety on Queensland roads was a mere $27,000. Before its cessation that amount was not increased for some years. The State no longer gets anything, so perhaps the honourable member will go to Canberra and shake the can a bit down there to see if he can get some of our money back. I think the member for Bundaberg held up some advertising material featuring the Premier and the Lord Mayor trying to get the Olympic Games for Australia. If we could achieve that, it would be marvellous. The honourable member for Bundaberg said that the money spent on the advertising could have bought a lot of helmets for young people. Let me analyse the actions of Mr Hawke, who called a referendum, which cost, I think, $50m. Mr Austin: $45m. Mr I. J. GIBBS: If the cost of Mr Hayden's overseas trip is added, it would be almost $50m. That would just about buy a push bike and a helmet for every child in Australia. The next time the member for Bundaberg considers saying something like that, he should consider the ramifications. Mr Austin: What about the money he gives to the gay rights movement? Supply (Estimates) 11 October 1988 1157

Mr I. J. GIBBS: Yes. The honourable member for Bundaberg also spoke about the rostering of catering staff at Bundaberg and train crews at Maryborough. That change was undertaken only after a thorough investigation of all options. That was the most cost-effective option. The overall result is a saving in expenditure, not an increase, as he suggested. The intercity express timetable has been designed to provide suitable departure and arrival times at Brisbane, Gladstone and Rockhampton. That will be in operation by June next year. I will be up there for the official opening and I will even invite the honourable member for Bundaberg for a ride, with his gold pass. The number of passengers at Bundaberg and Maryborough does not warrant a special extra service at this time nor the expenditure on the additional rail cars to operate the service that he mentioned. Mr Campbell: What about the pies? Mr Veivers: I'U supply the pies. Mr I. J. GIBBS: We will send the honourable member a free packet. The honourable member for Springwood, Mr Fraser, spoke about how well the public transport to Expo has worked. He also spoke about the Beenleigh redevelopment and the fact that Logan City is very well served by the railways. He also spoke about the link from the Gold Coast to Beenleigh. For years the honourable member was the Deputy Mayor of Logan City. Over the years he has done a tremendous job and he knows all about that area. The member for Redcliffe, Mr White, spoke about, among other things, the Redcliffe rail link. I thought he would never bring it up. Mr White: When are you going to build it? Mr I. J. GIBBS: Recently the honourable member brought a group of people to see me about the Redcliffe rail link and the growth within that catchment area. It certainly is a growth area. I wish to report to the Committee that the pathway for that rail link has been resumed. APM has finally agreed to a pathway, so those negotiations have been finalised. The important point is that, when the decision is made, the pathway is available. The Government will be monitoring the growth of the area. However, it must be careful that it does not upset the bus service. Mr Shaw spoke about the bus service at Wynnum, which receives little patronage. The department has advertised for someone to provide a service. The Govemment established a good train service to the area, which wiped out the bus service. It does not want to do the same thing at Redcliffe. The bus company at Redcliffe is saying, "Please do not build the rail. It will put us out of business." The person saying that is the brother of the honourable member for Redcliffe. Mr WHITE: I rise to a point of order. The fact of the matter is that my brother's company is quite able to cope with any form of competition. Mr I. J. GIBBS: I must say that the honourable member's family mnning that bus service does an excellent job. They are regarded as the top bus-operators in this State. I know that that company could withstand the opposition, but I do not want to wipe them out before Christmas. It will be some time before a decision is made on that. Of course, this is a new National Party Govemment, but it will be monitoring the situation. Honourable members will be pleased to know that the decision has been made to have the Gold Coast rail in place by mid-1995. That was a good decision by the Govemment. Doubtless, at about that time the Govemment will consider the future of the electrification scheme. However, when the decision is made on the railway line to Redcliffe, the honourable member for Redcliffe will be the first to know. Mention was made of free public transport for people over 60 years of age. Mr Unsworth decided to implement that in New South Wales in a desperate moment when 1158 11 October 1988 Supply (Estimates) he realised that he would lose the election. When he was certain he would lose, he made a few desperate moves. Now poor old Nick Greiner, the Liberal Premier of New South Wales, will have to reverse those decisions gradually. The Govemment cannot afford the implement such decisions. However, I thank the honourable member for his contribution. 1 will keep in touch. Mr Lane was the next speaker. I give him great credit. He was the Minister for approximately seven years. Tonight, he spoke with much pride and with much nostalgia of his involvement during that period. He reigned over the railway system during the investigation and the rationahsation and achieved an enormous amount for this State. I feel privileged to be the Minister carrying on the very good work that was started at that time. In the last 12 months, a reduction of 1 700 employees has occurted in the Railway Department. PA Consultants did an excellent job. Mr Lane paid tribute to the officers of the Railway Department. During his time, many new concepts were introduced. I assure the Chamber that I will be continuing with the rationalisation and working hard to achieve the best service for the State of Queensland. Mr Shaw spoke about Bayside Buslines, which services the Wynnum/Manly/Lota/ Tingalpa area, but has few passengers these days. Advertisements have been placed Australiawide, seeking somebody to provide that bus service. It was mentioned that the Brisbane City Council may be interested. I expect that it would apply for that bus route. Its proposal will be considered along with those of all other people who wish to be involved in that area. The service is not terribly attractive. It is losing money. However, Bayside Buslines will continue until the end of the school year. The Govemment is helping that company to keep the service going. The honourable member for Manly mentioned training for lollipop ladies. That training is taking place. He also spoke about drivers' licences. I assure the honourable member that, before commencing duty, the school crossing supervisors undergo a rigorous training program. As well, they are supervised regularly by senior officers of the depart­ ment. If Mr Shaw is aware of any problem, he should refer it to me immediately rather than attempt to score cheap political points in this Chamber. I do not believe that he is that type of person. However, he should have informed me so that I could attend to the problem. I also assure him that the future driver's licence testing facilities at Wynnum will be of the same high standard as other offices that are providing exceUent service to the public. I refer now to the speech of Mr Stephan, who has much knowledge about the railways. Shortly, I will be looking at the schoolbus situation in his area. Mr Wells spent all of his time dealing with the provision of the Redcliffe railway line. I have answered him clearly. I am sure that he is genuine about it, and so is the Govemment. Mr Davis spoke about many things, including the $20 application fee for a driver's hcence. It was imposed to gain money to provide more facilities. In the last 12 months, 15 300 people failed to arrive for pre-booked appointments to obtain a driver's licence. The honourable member also asked about the number of people who failed tests. One of his constituents failed seven times. Approximately 60 per cent pass the first test for a driver's licence. When a person retums seven times, he does not receive the same testing officer each time. That person must not be a very good driver; otherwise he would have certainly obtained his licence. Mr Gately, who of course is the chairman of my committee, made an outstanding contribution on all aspects of my department. He is a very knowledgeable person and, as chairman of my committee, he is a great asset to me. Sir Wifliam Knox talked about air services, the Brisbane airport, tourism and flights over the water. I know that in the early days he had a great interest in the airport and in the flight paths. I suppose many people are disappointed that more aircraft are not Public Accounts Committee Bill 11 October 1988 1159

going out over the sea. I have already taken up that matter, but I will continue to work to get it sorted out in the best way possible. Mr Geoff Smith was given five minutes to talk about licences, taxis, private-hire vehicles and cabs for the disabled. Three companies have cabs that they ought to share. It has to be understood that these licences were given to the cab companies for nothing. They saved $100,000. They have done a great job, and I think they wiU continue to do so. However, I will take on board what the honourable member said. I will talk to the companies to see whether they can get together and organise a better multiple-use arrangement. The honourable member talked about dangerous goods, training, bull-bars and conversions. Those matters are being looked at continuously. In future the cyanide that is carted around will be in dmms and shipping containers, and it will be on the back of a tmck. That is the best that can be done. The little accident that occurred with cyanide taught us all a lesson. It was probably a blessing in one way in that it did not do any damage but it made the Govemment examine the matter a bit more closely. The position will continue to be monitored. I thank all honourable members for their contributions. At 10.54 p.m.. The TEMPORARY CHAIRMAN (Mr Beanland): Order! By agreement, under the provisions of the Sessional Order agreed to by the House on 27 September, I shall now put the question for the Vote under consideration and the balance remaining unvoted for Transport. The questions for the following Votes were put, and agreed to— Transport— $ Department of Transport—Salaries, Administration Expenses, etc. (Consolidated Revenue) 30,539,000 Balance of Vote (Consolidated Revenue, Tmst and Special Funds, and Loan Fund) 1,469,096,000 Progress reported.

PUBLIC ACCOUNTS COMMITTEE BILL Hon. M. J. AHERN (Landsborough—Premier and Treasurer and Minister for the Arts) (10.56 p.m.), by leave, without notice: I move— "That leave be granted to bring in a Bill to provide for a Parliamentary Committee of Public Accounts and for other purposes." Motion agreed to.

First Reading Bill presented and, on motion of Mr Ahem, read a first time.

Second Reading Hon. M. J. AHERN (Landsborough—Premier and Treasurer and Minister for the Arts) (10.57 p.m.): I move— "That the Bill be now read a second time." It is with a great deal of pride and pleasure that I introduce this historic piece of legislation, which I have called for on the floor of this Parliament. My Government has previously, and in a number of ways, proven its commitment to improving the management and the accountability of the public sector to the Parliament and to the public. 1160 11 October 1988 Public Accounts Committee Bill

In the last session honourable members will be aware that significant enhancements were made to the Financial Administration and Audit Act and a new Public Service Management and Employment Act was passed to replace the outdated Public Service Act. My Govemment believes that there are proper accounting systems and procedures already in place throughout the many Govemment departments and agencies. Honourable members will also be aware that the Auditor-General has always been Parliament's agent in overseeing the handling and control of public moneys in these departments and agencies. This essential role will, of course, remain. However, as a further commitment to the Westminster system, to open govemment and to financial accountability to Parliament, my Govemment now introduces this Bill to estabUsh a Parliamentary Committee of Public Accounts. This will ensure a greater flow of financial information to Parliament and provide a major extension of its role. The legislation before the House follows receipt of a comprehensive report which was commissioned by the Govemment earlier this year. This report was prepared by the member for Warwick and the member for Maryborough after extensive investigation into the operation of other public accounts committees around Australia. The Bill estabUshes an all-party committee of seven members, not more than four of whom may be nominated by the Govemment. The committee's functions will cover— • review of financial statements and other reports and documents; • inquiring into any matter relevant to such financial statements, reports and documents; • reporting to this House on its reviews or inquiries; and • referring matters which may arise from reviews or inquiries to the Auditor- General for further detailed investigation. The committee will be able to review the financial affairs of not only departments but also statutory bodies and other agencies. The hearings of the committee will be in public unless the committee itself decides otherwise in the public interest. The committee is provided by the Bill with very strong powers to obtain information and documents, to summon and compel witnesses and to deal with contempt of the committee. To maintain a focus on current issues, and not on history, the Bill wUl restrict inquiries to the period after my taking office on 1 December 1987. In the future, the resources to assist the committee in its work will be provided by the Parliamentary Service Commission in the budgets it prepares for presentation to the Parliament. To maintain an appropriate separation of powers and to ensure independence, staff will be employed by the Parliamentary Service Commission, not by the Executive Govemment. For the 1988-89 financial year, however, the Govemment in the absence of a Parliamentary Service Commission has provided for four staff for the committee and a Budget allocation of $200,000. It is the Govemment's hope that the operation of the committee will be bipartisan. Politics should have no part to play in the inquiries and in the reports to this House by the committee. I believe that this Bill, together with the Parliamentary Service Bill introduced earlier this session, should be welcomed by honourable members as further commitments of my Govemment to the Westminster system. With the passing of these two Bills, the Parliament of Queensland will be more independent and will have a more significant role in the govemment of this State than ever before. I move under Standing Order 241(c) to table detailed explanatory notes and ask that these be incorporated in Hansard. Leave granted. Public Accounts Committee Bill 11 October 1988 1161

Whereupon the honourable member laid on the table the following document— EXPLANATORY NOTES PUBLIC ACCOUNTS COMMITTEE BILL PART I—PRELIMINARY

Clause 1— Short Tide • Public Accounts Committee Act 1988. Clause 2— Commencement • The Bill provides for the substance of the Act to commence on a date appointed by Proclamation. Clause 3— Arrangement • Specifies an Act in five Parts and 45 Sections. Clause 4— Interpretation • Defines terms used throughout the Act. PART II—CONSTITUTION AND MEETINGS OF PARLIAMENTARY COMMITTEE OF PUBLIC ACCOUNTS This Part of the Act establishes the Committee, defines its membership and term of office and makes provisions in relation to the meeting times of the Committee. Clause 5— Constitution and appointment of Committee • Establishes the Committee forthwith and provides for its continuation in successive Parliaments. • Defines a membership of seven persons, not more than four of which are nominated by the Leader of the House and not less than two of which are nominated by the Leader of the Opposition. • It is expected that the seventh member would be selected from the third party, with the support of the Govemment. • Disqualifies a Minister from membership of the Committee. Clause 6— Committee taken to be a Select Committee • To the extent that they are not incompatible with the provision of this Bill, the Standing Rules and Orders of the Legislative Assembly relating to Select Committees shall apply to the Committee. Clause 7— Term of Committee • The Committee ceases to exist upon the dissolution or expiration of the term of the Legislative Assembly. • Clause 16, however, provides that evidence taken by a Committee that is dissolved need not be re-taken by the Committee which succeeds it. Clause 8— Casual Vacancies • Specifies the grounds on which a casual vacancy may arise in the Committee. • Provides power for the Legislative Assembly to fill casual vacancies, subject, of course, to the provisions of Clause 5. Clause 9— Chairman • Specifies the election of the Chairman of the Committee by the members. • Provides for the Committee to elect a temporary Chairman when the Chairman is absent. 1162 11 October 1988 Public Accounts Committee Bill

Clause 10— Quomm and Voting • Provides different requirements for a quomm for hearings and for deliberative meetings—a simple majority in the former case, but five of the seven members in the latter case. The latter provision ensures that at least one member present in preparing a report to the Legislative Assembly is not a Govemment member. • A casting vote is assigned to the Chairman in all matters to be decided by the Committee. Clause 11— Meeting times • The Committee may meet— — at any time when the House is not sitting; — when the House is sitting, only with the leave of the Legislative Assembly. Clause 12— Evidence and Procedure • Specifies the independence of the Committee from formalities and technicalities and the judicial mles and practices of evidence. • Subject to any specific provisions in this Bill, the procedures followed and the matters to be pursued are entirely at the discretion of the Committee. PART III—FUNCTIONS AND POWERS OF THE COMMITTEE Division 1—Functions and Powers Generally This Division specifies the scope of the Committee's activities, its power to appoint sub­ committees and its reporting responsibilities and provides for the continuance of evidence presented to one Committee to the succeeding Committee. Clause 13— Functions of the Committee • Provides for the Committee to— — review of financial statements and other financialreport s and documents; — inquire into any matter relevant to such financial statements, reports and documents; — report to the Legislative Assembly on reviews or inquiries; — refer matters arising from review and inquiry to the Auditor-General for consideration. • Specifies the scope of the Committee's activities to include not only departments, but also statutory bodies and agencies of Govemment. • Restricts consideration of financial matters to the period on or after 1st December, 1987, except for matters which may have a current and continuing effect on financial administration systems. • Permits the Committee to set its own agenda for review but provides for referral of matters to the Committee by resolution of the Legislative Assembly or by Order in Council. • Restricts the Committee from inquiry into matters of policy or into proposed expenditures and revenues unless the matter has been specifically referred to the Committee by resolution of the Legislative Assembly or by Order in Council—the role of the Committee is essentially to review "historical" matters. Clause 14— Incidental Powers • Provides wide scope for the Committee to execute its role under the Act. Its powers are not limited solely to those specified in the Act. Clause 15— Sub-committees • Permits the Committee to appoint sub-committees of not less than three members to assist in reviews or inquiries. • The Chairman of a sub-committee is selected by the Committee. • A sub-committee enjoys all of the powers of the Committee. Public Accounts Committee Bill 11 October 1988 1163

• The Committee is in no way bound by the findings in the report required of the sub-committee. • Minority views within the sub-committee must be presented to the full Committee. Clause 16— Continuance of evidence • To ensure that evidence presented to a Committee is not lost on the dissolution of a Committee before it has reported, provision is made for the succeeding Committee to consider evidence given to the previous Committee. Clause 17— Annual Report • The Committee is required to report to the Legislative Assembly on its activities for each year. • The Legislative Assembly may determine the date by which the Committee shall report. Clause 18— Committee to table report of each matter • Where the Committee is obliged to report or itself determines to report to the Legislative Assembly (Clause 13 (1) (c)) such reports must be tabled within fourteen sitting days of the Chairman signing the report. • When the House is not sitting the report shaU be forwarded to the Clerk of the Parliament and shall be recorded in the Votes and Proceedings of the Legislative Assembly on the first sitting day thereafter. Division 2—Powers to Require Information This Division details the powers of the Committee to obtain information and documents, prior to a hearing in particular, and outlines the exceptional circumstances in which the production of such information and documents might be avoided. Clause 19— Power to obtain information • Specifies power to obtain a statement of information relevant to a review from any department, statutory body or agency of the State or from an official of such organisations. • Information may be directed to be given to persons assisting the Committee as well as to the Committee itself or its members. Clause 20— Power to obtain documents, etc. • Specifies similar provisions to those applying to the obtaining of a statement of information under Clause 19. Clause 21— Privilege as regards information, documents, etc. • Privilege may be claimed by a person where— — release of information or documentation is resisted by that person; — in a Court of Law the person might legitimately resist such a requirement. • This privilege is exercisable, however, only where the information or documentation has been requested in writing, if it is requested at a hearing by the Committee chairman (Clause 28) such privilege does not exist unless Clauses 22, 23 or 24 are applicable. Clause 22— Certain evidence not admissible if against public interest • No evidence, in any form, may be required by the Committee where that evidence is against the public interest. • Information may be certified to be against the public interest by— — the Attomey-General or Solicitor-General if the Crown privilege is claimed; — the responsible Minister in other cases, with the endorsement of Cabinet. 1164 11 October 1988 Public Accounts Committee Bill

Clause 23— Secrecy provisions of the Financial Administration and Audit Act • The secrecy provisions of the Financial Administration and Audit Act 1977—1988 are endorsed and maintained. • These provisions will effectively restrain the Committee from requiring the Auditor-General or his officers to disclose matters which come to their attention in the exercise of their audit responsibilities—the Committee must undertake its own inquiries independent of the Auditor-General. Clause 24— Self Incrimination • Specifies that a person may avoid giving or producing evidence to or before the Committee on the grounds that it may tend to incriminate him. • The evidence, if it is given or produced by the person, may, however, be used for the purpose of the inquiry. Clause 25— Powers exercisable whether or not hearings held • Specifies that the powers of the Committee under this Division of the Act will apply whether or not a hearing is being held by the Committee. Division 3—Hearings by the Committee This Division of the Bill outlines the powers of the Committee to hold hearings and the powers of the Committee at those hearings. Clause 26— Hearings • Specifies that the Committee may hold hearings. • Note that this is not compulsory for a review or inquiry by the Committee. Clause 27— Public and private hearings • Specifies that hearings are to be held in public unless the Committee specifically determines otherwise. • Provides that the Committee may direct as to the persons who may attend a private hearing. • Hearings may be held in private only where the public interest is served by so doing. Clause 28— Power to summon witnesses and take evidence • The Chairman may summons witnesses to appear before the Committee and may order the production of ducments, etc. • Provision is made for the taking of evidence on oath or affirmation. • Persons who fail to appear before the Committee may be subject to proceedings for contempt under Clause 33. Clause 29— Compellability of Witnesses • A witness must answer questions and produce documents, etc. if required to do so by the Chairman. • The only grounds on which this can be refused are outlined in Clause 22 (certified to be against the public interest), Clause 23 (secrecy required under the Financial Administration and Audit Act) and Clause 24 (self- incrimination). • Questions asked or documents required by the Committee must, of course, be "relevant to the matter under review". • Provision is made for the inadmissibility of evidence in certain civil or criminal proceedings against the witness, but only where the witness has objected to presenting such evidence. • Failure to comply with the Committee's requirements may render the person liable to proceedings for contempt under Clause 33. Clause 30— Declaration as to objections by witnesses • Provides a mechanism for facilitating the proceedings of the Committee when providing much of the required evidence may be subject to objection by the witness. Public Accounts Committee Bill 11 October 1988 1165

Clause 31— Attendance of prisoner before Committee • Makes provision for the Committee to have access to a prisoner or security patient for the purpose of a review or inquiry. • The requirement for attendance of a prisoner before the Committee may be applicable following dealings with contempt under Clause 35. Clause 32— Reimbursement of witness' expenses • Witness' expenses of attendance before the Committee shall be paid. • The Parliamentary Service Commission will approve reasonable amounts individually or may approve a scale of expenses for witnesses. PART IV—CONTEMPT OF THE COMMITTEE This Part of the Bill specifies those actions or omissions which constitute a contempt of the Committee, outlines the actions which the Committee may take in respect of contempt and defines the system of punishment. Clause 33— Contempt of the Committee • Specifies those actions or omissions which constitute a contempt of the Committee. Clause 34— General provisions re contempt • Provides for— — summonsing; — arrest by warrant (issued by the Chairman); — detention of the offender in custody if thought fit; — bringing the offender before the Supreme Court to be dealt with for the contempt. Clause 35— Punishment of contempt • Specifies punishment by the Supreme Court of contempt of the Committee as if the contempt were contempt of the Supreme Court. • Punishment for contempt does not absolve a witness from still appearing before the Committee and providing the required information, etc.—the chairman may enforce attendance by warrant or under the provisions of Clause 31. • Punishment for contempt may be avoided only if a reasonable excuse for the act or omission which constituted contempt can be established. PART V—MISCELLANEOUS PROVISIONS This Part of the Bill includes those miscellaneous provisions which are considered necessary to complete the machinery which will enable the effective operation of the Committee. Clause 36— Where Minister to report • Requires the appropriate responsible Minister to respond in the Legislative Assembly to recommendations of the Committee within six months from the tabling of the Committee's report. • The response must be in writing and must be tabled. • If the House is not then sitting the response must be tabled as soon as possible after the six month period has expired. Clause 37— Proceedings in which self incriminating evidence is admissible • Despite the protections afforded to witnesses in other Clauses of the Bill in respect of self incriminating evidence, these rights are specifically excluded from extending to certain specified offences. • These offences relate to— — cormption or attempted cormption of the Chairman of the Committee or a judge; — cormption or attempted cormption of a public officer; — perjury; — fabricating evidence; 1166 11 October 1988 Public Accounts Committee Bill

— cormption or attempted corruption of witnesses; — deceiving witnesses; — destroying evidence; — conspiring to defeat justice. Clause 38— Appointment of officers and experts • Provides staff support for the Committee. • Provides power to engage experts or consultants to assist the Committee. • To ensure proper budgetary management, however, the number of support staff and engagement of experts and consultants must be approved by the Parliamentary Service Commission—the body charged with budget responsibility for the Legislative Assembly. Clause 39— Allowances • Permits the payment of allowances to members of the Committee under certain conditions. • Allowances must be approved by the Executive Council on the recommendation of the Premier. • Recommendations on the amount of the allowances may be made to the Premier, however, by the Parliamentary Service Commission. Clause 40— Office not an office of profit under Crown • Ensures that members of the Committee, by being paid for those duties, are not disqualified from being members of the Legislative Assembly. Clause 41— Financial provision • Ensures that moneys for the operation of the Committee are included in the budget which is prepared by the Parliamentary Service Commission for the Legislative Assembly and the Parliamentary Service. Clause 42— AppHcation of Criminal Code • Makes clear that the corruption and abuse of office provisions of the Criminal Code apply to officers of the Parliamentary Service who may be assisting the Committee. • Clarifies the application to the Committee of the provisions of the Criminal Code conceming offences relating to the administration of justice; this links with the provisions of Clause 37 of this Bill. Clause 43— Service of documents • Specifies normal means of serving documents on persons or on a body corporate. Clause 44— Protection from liability • Protection of the Committee, witnesses, etc. from criminal or civil liability is provided while acting under the provisions of this Bill in good faith. Clause 45— Amendment of Parliamentary Members' Salaries Act 1988 • Provides for addtional salary payments to be made to the Chairman and members of the Committee. • The Chairman is to receive the same additional salary as the Govemment Whip (currently $5,694 per annum). • A member of the Committee is to receive the same additional salary as that payable to the Govemment Deputy Whip. (Currently, this would involve payment of an amount of $2,916 per annum for members of the Committee.) Mr AHERN: I commend the Bill to the House. Debate, on motion of Mr Goss, adjoumed. Adjoumment 11 October 1988 1167

ADJOURNMENT Hon. B. D. AUSTIN (Nicklin—Leader of the House) (11.02 p.m.) I move— "That the House do now adjoum." Handling of Tenders by the Department of Harbours and Marine Mr PREST (Port Curtis) (11.03 p.m.): I draw to the attention of the House irregularities in the handling of tenders by the Queensland Department of Harbours and Marine. It appears to totally ignore quoted prices and show favouritism to a particular tenderer. On 19 September 1988, Lloyds Aviation Group received from the Department of Harbours and Marine an invitation to quote on the provision of a helicopter service for the transfer of marine pilots at the port of Gladstone. Quotes were to be received by the Department of Harbours and Marine by 5 p.m. on 23 September 1988. Lloyds Aviation Group treated this as a full tender situation and duly prepared a submission covering all aspects of the invitation. Its submission was hand-delivered to the office of the Department of Harbours and Marine, 22nd Floor, 41 George Street, Brisbane, before 5 p.m. on 23 September 1988 and put in a tender box indicated by the receptionist as the correct place for the submission. On 26 September 1988, the managing director of Lloyds Aviation Group contacted Captain Hugh Harkins of the Department of Harbours and Marine to ascertain the results of its submission. Mr Lloyd was told that the contract had been given to Mr Roy Griffiths of Helispray because Lloyds Aviation had not submitted a quotation. After objections. Captain Harkins advised Mr Lloyd that the department had received a quote from Lloyds Aviation and that it was a substantially lower price than that submitted by others, but as Roy Griffiths of Helispray had already been advised by telephone of his winning the contract, it was too late to do anything about it. I believe that a submission to the director to intervene on Lloyds' behalf and to have its quotation considered was denied. I ask the Minister, Mr Neal: what is going on in your department? I am led to believe that Lloyds Aviation has been treated unfairly by the Department of Harbours and Marine with the helicopter service tenders, as happened in 1985 when Lloyds Aviation was successful in providing a helicopter service for the transfer of marine pilots at the ports of Gladstone and Hay Point. After Lloyds had been advised that it had been successful with that contract, but before the commencement date, the Hay Point section of the contract was taken from Lloyds and given to HeUspray—Roy Griffiths' company—which was one of the unsuccessful tenderers. I believe that at that time Roy Griffiths boasted that he had contacts in the Department of Harbours and Marine and that they would eventually give him the Gladstone contract. I understand that early in September 1988 Roy Griffiths rang one of Lloyds senior staff and told him that Griffiths would be awarded the new contract regardless of any price submitted by Lloyds Aviation Group. I ask: come on, Mr Neal, what is going on in your department and who is playing you for a mug? Has the Minister been informed of the history of Griffiths and the accident record of his company, Helispray? If he has, he should compare it with that of Lloyds Aviation Group and the service it is providing in the port of Gladstone at a much lower price. It will be interesting to hear the answers to the questions placed on notice today by Mr Bums, the member for Lytton. I am quite certain that the Minister, Mr Neal, will have those questions answered most probably by a person who is a friend and a very good contact of Roy Griffiths in the Department of Harbours and Marine. I am quite certain that the whole tmth will not be told. The same thing happened in 1985. If one goes back one could ascertain who was the Minister responsible for Harbours and Marine when this first bit of juggling took place. At present, I am more concemed about Roy Griffiths' boasting that he would win the contract irtespective of any other price, Lloyds Aviation being told that it had not submitted a tender in the first place and Captain Harkins' later statement, "Yes, we have a tender." Time expired. 1168 11 October 1988 Adjoumment

Mechanical Safety of Schoolbuses Mr ELLIOTT (Cunningham) (11.07 p.m.): The matter which I wish to raise follows the debate on the Estimates for the Transport portfolio. I refer to a problem that is of considerable magnitude—or has been viewed as such—in electorates such as mine, in which buses are used for the transport of schoolchildren over both long and short distances. The suggestion has been made that those buses should be no more than 30 years old. This Govemment is working towards a policy of not allowing those buses to be more than 20 years old, which has met with a fair bit of disfavour. Surely the key issue in the use of those buses is their mechanical safety. The suggestions that have been made about the age of buses stem from the hortendous accident that occurred near Caims when a bus went over the range and killed many children. In that case the standard of maintenance and repairs to that bus was nothing other than shameful. I do not believe that anyone would attempt to defend the state of that vehicle. That accident has brought about a chain reaction of inspections of buses leading to the removal of side panels on buses throughout the State. As other honourable members who represent the westem areas of the State would be aware, those areas have a relatively dry climate that does not foster a mst problem in buses. The chances of bus pillars msting are fairly remote. That situation could exist only in buses that have been brought from coastal areas and are already msted when they arrive. I was pleased that the Minister, the Commissioner for Transport and an engineer from the department visited my electorate, toured it extensively and spoke to those bus- operators who wished to discuss the current situation. Before that tour we had a most interesting discussion with the gentleman who mns Yartow Brakes in Toowoomba, namely. Norm Yarrow, who is probably one of the foremost authorities on brakes and the ways in which they can be modified to dual systems as required by the regulations. Mr Yarrow enlightened the Minister, the commissioner and the engineer to a great degree and our discussion was certainly time well spent. It was obvious that probably 99 per cent of the buses that we inspected and spoke to people about were in excellent mechanical condition. It is not a coincidence that many of those bus-operators also are local garage-operators or people with considerable mechanical background. The majority of the people who operate buses for the various school conveyance committees are local fuel agents or mechanics. It is not surprising that the standard of those buses is so much higher than the standard of buses in areas where they are operated by people with no mechanical knowledge. I tum now to draw an analogy with the aircraft industry in Australia and our air- safety record. Many of the aircraft that are operating in Australia are well and tmly in excess of 30 years of age. Obviously it is not correct to put a time-limit on the use of aircraft and say that once a machine reaches a certain age, its safety aspects are obviously suspect. It all comes down to how well the aircraft are maintained, how well they are looked after and the mechanical condition in which they are kept. If all of those things are in order in relation to buses and six-monthly checks are undertaken, those buses should be okay. Time expired.

Road Safety Mr ARDILL (Salisbury) (11.12 p.m.): Unfortunately, during the debate on the Transport Estimates I did not have time to complete what I wished to say about road safety. It is a shame that honourable members are not given a longer period during which to debate the wide range of subjects that come under the Transport Estimates. Adjoumment 11 October 1988 1169

I wish to mention also the great service that was provided to this State by two former Commissioners for Railways, namely, the late Alva Lee and P. J. Goldston. I am pleased that a senior Minister is now in charge of the Railway Department. Some of the other former Ministers for Transport allowed the Transport Department and the Railway Department to wind down. The aspect that I wish to address particularly is road safety. I spoke earlier about the fact that Queensland's traffic-lights system is way out of date in relation to new technology. In an endeavour to ease the fmstration of motorists and to prevent red-light mnning, modem-day technology should be introduced whereby a co-ordinated system of traffic lights is introduced wherever possible in an attempt to keep traffic moving and prevent stop/start traffic. Modern technology enables the cycle times of traffic lights to be adjusted to prevent delays on side roads. Another aspect of road safety that I wish to address relates to power poles, which should be eliminated from urban areas and replaced by an underground electricity supply. Because of the hazard created by the existence of power poles in urban areas, hundreds of people have been killed. The traffic authorities erect poles that will snap off; the electric authorities erect poles that will not snap off. That should be attended to urgently. Another problem is the excessive speed limit in urban areas. The present limit of 60 kilometres an hour is a nonsense. It grew like Topsy; first of all, from 30 miles an hour to 35 miles an hour, and then to 37'/2 miles an hour, which is 60 kilometres an hour. It was a compromise between 50 kilometres an hour, which is a safe speed in an urban area such as narrow residential streets, and 64 kilometres an hour or even 70 kilometres an hour, which is a safe speed on major roads with a proper system of traffic lights. It is time that this problem is faced. A speed limit of 60 kilometres an hour is far too fast for narrow residential streets with factors such as shmbs, parked vehicles, elderly people crossing, children playing and dogs and other animals entering into the equation. This is particularly so today, as streets follow the contours instead of a grid pattem. In fact, planners put bends into streets to slow vehicles down. Although that works with pmdent drivers, it does not work with inexperienced and careless drivers, who statistically make up 14 to 15 per cent of city drivers. For some 10 years I have been asking for the speed limit to be reduced. I hope that our new Transport Minister will consider this matter. The only practical problem would be in the need to signpost all major roads in built-up areas at the scientifically assessed optimum speeds. That would improve traffic flow on major roads and would also have a desirable spin-off in reducing the bane of residential precincts—the rat-mnner. Already many of our major roads have the correct signs for speeds in excess of 60 kilometres an hour. I suggest that all major roads should have a scientifically assessed speed and vehicles should be allowed to legally travel at those speeds. However, in the interests of saving lives, in narrow residential streets the speed limit must be cut back to 50. That should happen all over Australia. I hope that our new Transport Minister will take this matter up. Outlawing of Sexist Terms by Federal Government Mr NEWTON (Glass House) (11.17 p.m.): Mr Acting Deputy Speaker Mr Casey: He is the Deputy Speaker, not the Acting Speaker. Mr NEWTON: I mean, "Mr Deputy Speaker". I rise tonight to speak about a matter that was reported in the Sunday Mail of 9 October, the headlines of which stated— "Government outlaws 'middleman' and 'tealady' ". The socialist Government in Canberra has lost touch with today's ordinary person. If the Government intends to outlaw "he" and "she", from now on it will probably be "it". It is the connotation relating to the new wording and the double meanings that arise therefrom that I want to deal with. Everyday words such as "manhole" and "postman" have been branded sexist by the Federal Govemment and will be outlawed 1170 11 October 1988 Adjoumment

in all official documents. A manhole will be known as an access hole and a postman will be known as a letter-carrier. They are the preferred terms that are contained in the latest Australian Govemment Publishing Service style manual. The Federal Govemment wants to muck up the way that ordinary people speak English. It has already mucked up the economy, and now it wants to do it with the way we speak. Mr Casey: Are they going to put it all together into a manual? Mr NEWTON: It looks as though the Govemment is trying to put all of those words into the good Australian Govemment Publishing Service style manual. I want to mention a few examples. Manhood will be known as adulthood. Man- hours will be known now as labour hours. A man-eater will be a human-eater. According to the Federal socialist Govemment in Canberta, a bushman—this one will go well in the bush—will be known as a person from the bush. The Government wants to put that connotation on it. A caveman wiU be a cave-dweller; a middleman, an intermediary. A sportsman will be known as an athlete. We will not be able to say, "Here she comes now.", or, "Here he comes down the straight." Instead, it will be, "Here it comes. Here it comes." I do not know what we will say. What does it mean? Frenchmen will be known as the French. A cameraman will be a camera-operator. Another one that will be heard out in the bush is that a cattleman will be known as a cattle-breeder. A cattle-breeder is a breeder of cattle. A cattleman is altogether different. A craftsman becomes a craft-worker; a fireman becomes a fire-fighter; a foreman becomes a leading hand. The next one refers to a groundsman. I have seen the groundsman at the RNA Show. He looks after the grounds. He will now be known as a gardener! A handyman will be a maintenance worker. A newsman will be a correspondent. How can one work out the difference between a newsman and correspondent? A newsman on the TV will be known as a correspondent. I thought a correspondent was a writer. The ombudsman will be the ombudsperson. The stockman—this will go over well out in the bush—will become the stock-rider. How can that connotation be given to a stockman? In our life-style we have to be realistic. I think it is a blight on society to call those people such things. A weatherman will now be a meteorologist. Honourable members know that the weatherman on TV is only the reader of the weather. He is the weatherman. Now he will be known as a meteorologist. Man the pumps will be changed to work the pumps. Mr Casey: Who is going to be coming round the mountain in the song? Mr NEWTON: That is right. Man to man will become person to person. A one-man show will become a solo show. No man's land will become neutral territory. I have been in a lot of no man's land. To master the art is to become skilled. I presume that is quite tme. We have to be realistic. When the football-players come off the ground, I will not be able to say, "Good on you, fellows." I do not know how I will put it now. Perhaps it will be, "Good on you, persons." To the girls, a person could say, "Good on you, giris. You played a great game of netball." I do not know a non-sexist way to congratulate a girls basketball team. Moreover, the Country Women's Association will become known as the Country Persons' Association.

Senior College Courses, Hervey Bay Mr SCHUNTNER (Mount Coot-tha) (11.23 p.m.): Last week I addressed a meeting at Torquay in the Hervey Bay district. Considerable concem was expressed at that meeting about the lack of choice in senior secondary schooling in that district. At that meeting, I was informed that the concems being expressed were very widespread Adjoumment 11 October 1988 1171 throughout that community. Until the senior coUege was established in Hervey Bay a few years ago, the Hervey Bay State High School was typical of Queensland high schools in that it provided for education from Years 8 to 12. The senior college was established as a result of Education 2000—a document that was being promoted by the Govemment. There are two senior colleges in Queensland. One is located at Hervey Bay and the other at Alexandra Hills. I am not criticising the senior college or staff at the college. I appreciate that the type of education that is offered is appropriate for some students. However, there are other students who prefer to undertake their senior secondary schooling in a typical high school, and by that I mean Years 11 and 12 of a normal high school course. The point that I make is that there is a lack of choice available in senior secondary schooling at Hervey Bay. The Liberal Party places great emphasis on the principle of choice in education being available. The lack of choice that is available in Hervey Bay contrasts markedly with the situation at Alexandra Hills where the other senior college is located. At Alexandra HiUs, students who prefer not to participate in that form of senior secondary schooling are able to go to nearby secondary schools that provide education in Years 11 and 12. I pose some questions to the Govemment. Is the Education Minister aware of a survey of parents at Hervey Bay State High School seeking views about the possible reintroduction of Years 11 and 12 at the school? Was that survey conducted with or without the knowledge of the Education Minister? If it was conducted with the Minister's knowledge, did he authorise it or did he actually initiate it? What are the findings of the survey? Why have the findings of the survey been suppressed from the local school community? Is the Minister aware of the very expensive altematives being considered or undertaken by some parents to exercise their right to choose secondary schooling for their children? For instance, I understand that many parents have either arranged for, or are considering the arrangement of, bus transport of their children to Maryborough at a cost of approximately $600 a year. I am also informed that there are parents at Howard who take one of their twin children of senior secondary school age to the senior college at Hervey Bay and—because the other twin wants education in a traditional school—transports the other child to the Isis District State High School, which is quite a distance away. What action is being taken to investigate this matter rapidly and fairly? Above all, what action is being taken to ensure that freedom of choice in education which is available in other parts of Queensland is available to Hervey Bay residents? What capital expenditure has been undertaken at the senior college since it was established? Over the period since the senior college was established, what capital expenditure has been undertaken at the Hervey Bay State High School? What is the recurrent expenditure per student at the senior college? What is the recurtent expenditure per student at the State high school? The view that the Govemment is trying to keep a lid on the issue is widespread. Alternatively, the Govemment would appear to be either unwilling or unable to act positively, firmly and fairly. It is inexcusable that in an area as large as Hervey Bay, this choice is not available although it is available in other areas. The Liberal Party in Govemment would act more decisively to consult parents and provide genuine freedom of choice that continues to be denied to them in Hervey Bay by the present Government.

Motor Vehicle Theft Mr FITZGERALD (Lockyer) (11.27 p.m.): I rise in the Adjournment debate this evening to put forward views I hold on a very serious problem that confronts this State. I refer to the alarming rise in the number of automobile thefts that has taken place in Queensland society. I say that the root cause of the problem is probably a lack of or a reduction in respect for people and property. Although I advocate that members of society should recognise the problem, I also regard it as important to look at penalties that are being imposed for crimes of this 1172 11 October 1988 Adjournment nature. The 1987 annual report of the Queensland Police Department indicates that 10 109 cases of motor vehicle theft were reported and that the clean-up rate was 2 884, which represents 29 per cent of all reported cases. According to successive police annual reports, the clean-up percentage has increased slightly in recent years compared with the figures supplied for earlier years. I believe that the problem of automobile theft should be attacked. When a vehicle is stolen from a person or a young couple, the cost of replacing that vehicle can be out of their reach. The cost of an ordinary family vehicle is probably in excess of $20,000, because a very sharp increase in prices occurted recently. It is probably fair to say that for most young people, the purchase of a motor vehicle is probably the first major purchase they will make in a life-time. In the case of a married couple, a motor vehicle is probably the second most important purchase because the purchase of a home would be the major commitment. When people decide to buy a motor vehicle, they go to a car sales yard and talk to a salesman. They listen to the sales pitch and probably believe that if the vehicle is new, it will be adequate to meet their needs for some years. After a period, they may trade the vehicle in while it is still in a reasonable condition and, if they are in the new- vehicle market, buy a new vehicle. The loss of a vehicle can be very traumatic. I have known a number of people who have had their vehicles stolen. Quite often vehicles are stolen by a professional car-thief or perhaps young kids on a joy-ride. The crime of unlawful use of a motor vehicle can be committed by a wide range of people. Society should place greater penalties or inconveniences on these people. I know that the answer is not always to lock people up in gaol, but young people should be taught that crime does not pay and that a penalty will be extracted from them, although not necessarily a term in gaol. If they have taken a vehicle and damaged it—which often happens—or sold or disposed of it for much leSs than it was worth and do not have the means to make restitution, I believe that they should not be allowed to hold a driver's licence until they have made full restitution. This will be an impediment to them. Society has reached the stage at which it will not tolerate people destroying other people's property and allowing them to get away with it scot-free. Gaol is not always the answer, but even though it might take years for them to earn enough money to pay restitution, they should pay it. The person whose vehicle is stolen could have been attached to it. Women and young lads tend to get very attached to their motor vehicles. If some boon deliberately pinches a vehicle, takes it for a joy-ride and smashes it up— 1 know that he suffers the penalty of the law when he is caught and that the police have a reasonable clean-up rate—he should be made a lasting example to other young people, and they should leam that if they commit an offence such as that, they will have to pay back to society or suffer some inconvenience to themselves. I support the action that has been proposed and believe that it should be implemented as soon as possible. Motion agreed to. The House adjourned at 11.33 p.m.