RAIL Back On Track http://backontrack.org

Public Transport Matters QUEENSLAND ELECTION 2015

Welcome to Public Transport Matters Volume 1, Issue 1

Welcome to this special RAIL Back On Track 16 January 2015 election edition of our cation are welcome. backontrack.org is a web newsletter Please email based community group [email protected] that advocates for sus- Public Transport Matters. with your contributions. tainable transport solu- RAIL Back On Track pub- tions mainly rail and ad- Articles may be edited, vocates strongly for rail lishes an occasional with author's permission commuters, and at times Inside this issue: online newsletter to high- prior to publication. light public transport other public transport users opinions, experi- There will no charge for commuters e.g.. bus and Campaign Priorities ences, suggestions for this newsletter, and no ferry. 1 improvement of the pub- payment for any article We are also concerned lic transport network. It published. with the interface of BaT Tunnel 2 is not intended to be an Copyright for material is other modes of public 'expert' level publication transport with rail. Some mural art but reflective of actual assigned as a free non- Bus Network Reform 5 work at Darra non-expert public trans- exclusive licence for the Robert Dow Railway station port users viewpoints. purposes of publication but remains with the Administration North Coast Line 6 Articles suitable for publi- author.

SEQ Fare Fail 8 Our Campaign Priorities for the 2015 Open Letter to a Car- 9 Queensland State Election Addicted City

These are the major tem unaffordability. sively that the bus com- issues for public trans- 2. Failure to deliver ponent of the BaT is a port for SEQ that we will proper fare reform for massive waste. Proper be looking for definite SEQ. A 5% cut, with network reform is all policy commitments fare costs frozen for that is needed for the from all parties and 2015, is only a cut that bus network. BaT is a independents. had to happen as a half baked project more consequence of the a political solution than 1. Failure to deliver carbon tax repeal which a well grounded sus- proper bus network was dressed up as a tainable transport solu- reform for . political stunt and will tion. not do it. Far from The State Government, it. Fares for urban bus 4. Stage 2 of the Gold BCC particularly and by (regional) Queensland Coast Light Rail - ideally inference TransLink are fine. in place before the have failed the commu- 2018 Commonwealth nity on this. It also is a 3. CRR versus BaT. We Games. factor in the fare sys- have shown conclu- Page 2 Public Transport Matters

Continued .. Our Campaign Priorities for the Queensland State Election

5. Track amplification of the Sunshine Coast Line north of Beerburrum. Dupli- cation from Beerburrum to Landsbor- ough North is the first priority, with some additional passing arrangements put in place between Landsborough North and Gympie North.

One of our major election priorities for the election has been addressed by the LNP, viz. Track amplification of the Sun- shine Coast Line north of Beerburrum.

Still more to do however. There are a myriad of local issues as well of course. But if these major issues are addressed, the rest will follow.

Proposed Bus & Train Tunnel

The proposed BaT tunnel is a first of its kind, combining rail and buses in the one tunnel Volume 1, Issue 1 Page 3

Bus & Train Tunnel - is it the right project? By Cameron Jones

The BaT is the LNP's result of the flawed philoso- there will continue to be no cheaper alternative to the phy that most buses need space for trains travelling ALP's to travel into the city be- via Tennyson, while space (CRR). The need for a sec- cause most passengers are across the ond river crossing is due to destined for the city. Net- will be freed up, there will the fact that the Merivale work reform to create a be less capacity between Bridge at South Brisbane is more efficient network with Dutton Park and Yeerong- almost running at capacity. more feeder buses and less pilly. As of the latest timetable "O2 Expresses" heading update, there is only room unnecessarily into the city Originally, Dutton Park sta- for one or two more trains would solve this issue. tion was to be resumed to to head over the Merivale help accommodate the in the AM peak. Obviously The bus component of the dive, however after a sig- as population continues to BaT duplicates the rail com- nificant public backlash grow, so too will patronage, ponent. This is wasteful, as this decision was reversed. meaning those couple of the passengers using the This was a bold decision trains will be distributed bus through this corridor from the planners, and con- sooner rather than later. could instead use the train, sidering the station is and the buses could be poorly patronised, it was At the most recent elec- rerouted to areas without not well justified. Again, tions the ALP lost both the rail support.So why have a admirable plans, however state and federal leader- bus component if there are lacking the balls to carry ship. With Tony Abbott's cheaper ways to improve out the tough decisions for ridiculous "roads only" in- bus services through the greater benefit. frastructure funding policy, CBD? It's not needed, and that meant no federal fund- is only wasting money. The removal of Dutton Park ing for CRR, and Campbell station would have been Newman and co. had to The Rail further justified if there head back to the drawing Component were underground plat- “The BaT is the board to come up with an forms at Park Road, as with alternative that would be There are many differences the CRR plans. This would LNP’s cheaper viable with federal funding. between rail component of add a vital connection to alternative to The result: The BaT. You the BaT and the original the Cleveland line, and see, Brisbane's busway CRR, as highlighted in the buses to UQ St Lucia and the ALP’s Cross also has it's own capacity table on page 4. buses to PA Hospital. How- River Rail … “ issues. The Cultural Centre ever, without both stations, station and Victoria Bridge The BaT route is signifi- passengers will lose access are also approaching maxi- cantly different due to the to the buses without having mum capacity. The BaT policy of not resuming prop- to go directly past their des- adds additional capacity to erties. Instead of beginning tination. While the best both the rail and busway at Yeerongpilly, the BaT outcome would be to in- networks, so at a first tunnel begins at Dutton clude the underground plat- glance it looks like the BaT Park. This is admirable, as forms at Park Road, with- is the best of both worlds. it ideal to avoid resump- out it retaining Dutton Park But when you break it down tions where possible, how- is the best result. it turns out that it quite far ever this should only be an from the truth. aim and not a policy. As a The position of the CBD result, capacity is only im- and Roma Street stations The Bus Component proved inbound of Dutton has come under much Park, instead of a much scrutiny. Under the BaT While it is true that the Cul- more influential junction at plan, the station has been tural Centre is close to ca- Yeerongpilly. This means moved from Albert Street to pacity in terms of bus that the significant in- George Street. Albert St movements, but not in crease of trains travelling would serve more workers, terms of passengers. Re- from the tunnel will have to while George St will serve ports suggest that on aver- compete with freight trains more students and the par- age buses travelling out of peak, which would liamentary precinct. While it through the Cultural Centre not have been an issue if would appear that Albert St in peak direction are only the tunnel stretched to would be more useful, they 27% full. This has been a Yeerongpilly. It also means are not that far apart, and Volume 1, Issue 1 Page 4

Continued .. Bus & Train Tunnel - is it the right project?

George St would cost less the exact issue we currently as it would be easier to see passengers. Passenger face on the southside. This tunnel, so George St would services will terminate at emphasises the short- perhaps be a better choice. Roma Street, and there are sightedness of the BaT pro- Under the BaT plan, Roma no through trains onto the ject most of all. Street's underground sta- Exhibition line. Not only tion will replace the current does this mean Exhibition While the Bus and Train Transit Centre. While this station will continue to lay tunnel will successfully ad- would give it a much dormant, but it also does dress the capacity con- needed facelift, many peo- nothing to improve capacity straints of the Merivale ple, myself included, feel north of the CBD. Unfortu- Bridge, it also creates ca- that this is simply a gim- nately, patronage on the pacity issues between Dut- mick to distract our atten- Ferny Grove and North ton Park and Yeerongpilly, tion from the fundamental Coast lines is predicted to and ignores impending ca- flaws of the project. be greater than that on the pacity issues north of the Gold Coast and Beenleigh CBD, while wasting tax- The line between Roma lines, there is also freight payer funds on a bus com- Street Underground and and long distance passen- ponent that aims to solve a the Exhibition line is possi- ger trains travelling on the capacity issue which could bly the best part of the BaT northside. To add to that, be addressed faster and plan. The line is almost there are plans to construct cheaper with bus reform. In entirely confined to the four new lines (North West short, this project should current rail corridor, mini- Rail Link, Moreton Bay Rail not be built. As it is it will mising impacts on Victoria Link, CAMCOS to Maroochy- create more issues than it Park and surrounding hous- dore and a realigned Sun- will solve. ing. It's positioning also shine Coast line with signifi- opens the possibility of a cant extra services). By not station at Normanby to con- allowing services to con- “ aims to solve a tinue to the northside and nect with the current capacity issue busway station. providing no new track the lines north of the CBD will which could be soon also reach capacity Unfortunately this section addressed faster of the line won't actually and we will again be facing and cheaper Highlighting the differences between the BaT and CRR with bus reform … “ Election 2015:Bus Network Survey - have your say!

RAIL Back On Track (http://backontrack.org invites citizens to participate in our bus network survey.

This State Election, RAIL Back on Track has released very detailed and specific proposals for more buses, more often - as part of its New Bus Network Proposal. These include major service upgrades to 'black hole' areas such as The Centenary Suburbs, Albany Creek, Bulimba and Yeronga. As our proposal recycles existing resources, it is very low cost and be rapidly implemented.

Bus Reform means more buses more often and affordable fares for all. See for yourself with our maps the improvements proposed for your area! So please take a moment to fill out our short survey. The data collected will help shape better public transport for Brisbane after the 2015 State Election.

New Bus Network Survey - http://tiny.cc/busreform

Current BCC Bus Network - http://tiny.cc/checkyourbus

New Bus Network Proposal - http://tiny.cc/newnetwork

The political party that offers genuine reform of rail and bus networks, together with fare reform, is the political party able to guarantee low cost and abundant public transport for all. Page 6 Public Transport Matters

GOVERNMENT SILENT ON NORTH COAST LINE UPGRADE

ready leases the 94km in- vealed. Short passing While the Queensland Gov- terstate standard gauge loops on a single track nar- ernment has promoted freight line from the Queen- row gauge line restricts the heavily its Strong Choices sland-NSW border to Acacia length of NCL freight trains Investment Program, involv- Ridge, on the south- to half that of super- ing the long-term lease of western outskirts of Bris- freighter trains operating state assets to raise $33.6 bane. interstate. This dramati- billion to pay down debt The Queensland Govern- cally increases relative and spend $8.6 billion on ment benefited hand- costs for freight companies new infrastructure, it re- somely from QR National and their customers. Doing mains tight-lipped and se- the sale, realising the com- business is more expensive cretive about an investiga- mercial assets of the old in Queensland. tion into whether to lease . The Auri- In February 2014, the the North Coast Line (NCL) zon takeover included the Queensland Minister for to the Australian Rail Track sale of a extensive Central Transport and Main Roads, Corporation (ARTC), a pri- Queensland coal net- Scott Emerson, announced vate company wholly- work. In turn, Aurizon has a joint QR-ARTC review into owned by the federal gov- contemplated selling off 49 the viability of integrating ernment. per cent of this coal net- Queensland’s regional rail The state government has work track for a reported network with the National been in a quandary about price of $2 billion in order Rail Network that the ARTC the long-term future of its to fund new ventures in manages as a single unit “The state non-suburban passenger Western Australia’s Pilbara, over tracks leased from government has railway lines since its and elsewhere. state governments. The freight operations, grouped However, the new arrange- review was to be conducted been in a under the QR National Ltd ments are impacting ad- into two phases – an initial quandary about banner, were floated on the versely on freight forward- exploratory phase followed the long-term stock exchange in 2010 ers and companies that by a due diligence process. and later became Aurizon, use the NCL for rail freight At the time, Mr Emerson future of its non- Australia’s largest rail operations. At a NCL rail said: “For almost 150 years suburban freight company. forum convened jointly by Queensland's rail freight passenger The issue is relevant to the the Queensland Govern- network has operated running of Queensland Rail ment and the Queensland separately from the rest of railway lines … “ (QR) CityTrain passenger Transport and Logistics Australia, and as a result, services beyond Nambour, Council (QTLC) in March has missed out on a share in the short and long-term, 2013, participants ex- of investments provided for but also for the operation pressed frustration at pas- the national rail freight net- of the Spirit of Queensland, senger trains having priority work in other states.” He other tilt trains and long- over freight trains on the warned that Queensland's distance passenger trains NCL. However, chief Moving Freight strategy had to Cairns and Lon- among their major con- revealed the freight task greach. Other important cerns was that train control would grow by 80 per cent freight lines in Queensland is handed from QR to the over the next decade, re- extend over the Aurizon Network for the quiring an improved state- Toowoomba Range to the Gladstone-Rockhampton wide rail network that could communities of the Surat section. “This disconnect, do the ‘heavy lift- Basin. The proposed Mel- with control split to more ing’. Clearly, the state gov- bourne-Brisbane Inland than one network man- ernment doesn’t have the Freight Corridor will run ager ... results in delays to financial capacity to invest between the border and NCL services relative to in an upgrade, and it look- Brisbane, west of the divid- coal services,” the forum ing to the ARTC takeover as ing range. The ARTC al- communiqué re- a solution. Page 7 Public Transport Matters

Continued .. GOVERNMENT SILENT ON NORTH COAST LINE UPGRADE

wide rail network that could Queensland rail freight ment that outlined desir- do the ‘heavy lift- lines to the ARTC remain able works on the NCL, yet ing’. Clearly, the state gov- one of the least publicised failed to allocate funding ernment doesn’t have the aspects of the Queensland that would enable the pro- financial capacity to invest Government’s asset sales gram to roll out according in an upgrade, and it look- lease proposals, yet is to schedule. ing to the ARTC takeover as among the most critical if The issue is shaping up as a solution. the state is to maintain a a major election issue for a The ARTC lease investiga- strong rail freight sector. string of government-held tion process has not run Under-investment in the electorates along the NCL smoothly. NCL over many years is of to Gympie and in the criti- In November 2014, frustra- concern to the QTLC. At the cal Nicklin electorate, tions were expressed inter- very least, it has called for based on Nambour and nally at delays in the ARTC a program of curve and held by Independent Peter handover of essential infor- grade easing to help facili- Wellington, but which both mation. tate the ability of longer major parties are eying Meanwhile, the Queen- trains to be deployed on off. In a tight race for gov- sland Department of Trans- the NCL. It wants certainly ernment, the NCL upgrade, port and Main Roads has from government, but has therefore, becomes a game commissioned a North not got it. -changer. The spoils will go Coast Line Capacity Investi- The lack of certainty plays to the party that promises gation Project. The results out every day in the ‘dance funds (and nominates the were due to have been of the trains’ as passenger expenditure) to duplicate compiled in January and freight trains have to the section where freight “Clarification of 2015. The project was sub pass each other on the and passenger trains come -divided into a number of most congested single-line into conflict most sharply, the ARTC tasks, including an assess- track in Australia, rail buses namely between Beerbur- leasing of the ment of the rail corridor take the place of passenger rum and Nambour. conditions (infrastructure, trains during the day be- Further north, the NCL track and an traffic task and perform- cause there is no more ca- passes through the seat of investment ance) and an investigation pacity for steel wheels on Gympie, which the LNP schedule there into the freight market on steel track, and passengers hopes to retain. Curve and the NCL corridor; as well as at seven railway stations grade-easing, as requested is needed… “ the identification of poten- are forced to put up with by industry, is long overdue tial policy and infrastruc- temporary plywood station on the stretch to Marybor- ture options to increase the platforms on a scaffold ough West, where even the utilisation of the rail corri- base while uncertainty con- tilt trains travel at less than dor. The feasibility of run- tinues over the track align- 70kph due to the poor ning longer freight trains on ment and oft-promised track. the NCL was a further con- track duplication between Clarification of the ARTC sideration. Beerburrum and Nam- leasing of the track and an The capacity investigation, bour. This is where conges- investment schedule there commissioned at the re- tion is the most chronic. is needed also, if only the quest of industry, is also a The state government state and federal govern- check against the ARTC seems reluctant to reveal ment can come to sensible work, which it would regard its planning, the ARTC more agreement on this impor- as ‘commercial in confer- so. tant asset lease. ence’. After all, the Queen- The ALP, meanwhile, says a sland Government and the Labor-led Queensland Gov- ARTC have yet to haggle a ernment would prepare a long-term lease of the program of works for the NCL. Most likely, it would NCL, but the electorate be upwards of 60 years, remains cynical, still re- and probably 99 years. membering Labor’s Con- The possible lease of the necting SEQ 2031 docu- Page 8 Public Transport Matters

The fare fail—a blast from the past

By Robert Dow in the 09/10 financial age, although reviews to I wrote the article below year. Prior to this pa- find efficiencies (such in January 2013. We are tronage had been grow- as the current SEQ Bus still waiting for a new ing quite impressively, Network Review) are fare structure. Fare af- but more importantly useful for reducing du- fordability has reached for funding improved plication in the net- the lowest levels ever services, prior to the work. The key to ongo- patronage has stalled. A peak when patronage ing patronage growth 5% fare cut and freeze was still growing, the and (more importantly is not proper fare re- government subsidy per for the public transport form. The article below trip fluctuated around budget) and reducing was submitted to the the $4.75-$5.00 mark. the subsidy per trip is to transport authorities Since patronage has be- review the current fares January 2013. gun to decline this sub- to reduce the cost to They cannot say they sidy has blown out to individual passengers. were not warned that $6.72 per trip as re- In this way more people the fare system for pub- ported in the latest will find travel afford- lic transport in south- TransLink Tracker. At able and will take more east Queensland was off the same time, the dol- trips. the rails. lar amount contributed Why has the current ======by the passenger has fare scheme failed? January 2013 increased from around The current fare scheme “Fare Why we need a fare $1.50 to $2.08. This has failed because while review clearly shows that the fares have gone up dra- affordability has We note that the re- fare increases are not matically over recent reached the cently published Six having their intended years, around 70% in lowest levels month action plan (1) effect of decreasing the real terms since 2010, ever patronage makes the following amount of subsidy per the average income of point: Announce new trip as while they are Queensland has not. has stalled … “ fare structure for public increasing the fare paid While the 9 then free transport in South East by passengers, they are scheme has done some- Queensland. This is a driving more away thing towards increas- welcome development, through the prohibitive ing patronage in overall so it would appear that costs. trips, paid trips has is now recognised the As this method of de- fallen and this then has present TransLink Five creasing the subsidy has an opposite impact on Year Fare strategy has failed, it leaves only the subsidy per trip, not been successful two options to decrease leaving a net decrease A fare review of the the subsidy per trip: in the number of trips SEQ TransLink net- drastically reducing ser- for which passengers work is needed for two vices, or reducing fares contributed towards the main reasons, falling to get more people on cost of running the ser- revenue and stalling services. Reducing ser- vice. This is most likely patronage. As is shown vices is a flawed notion because the 9 then free in the most recent pub- in many cases as ser- scheme was attractive licly available vices are quite well for those who might TransLink Tracker, pa- used and any reduction already be commuting tronage peaked at in service would only by PT most days of the 181.8M trips annually further reduce patron- week, it isn't attractive Volume 1, Issue 1 Page 9

Continued .. The fare fail—a blast from the past because the 9 then free scheme was port concession fares needs to be attractive for those who might already addressed. Some form of family/ be commuting by PT most days of the group ticketing should be intro- week, it isn't attractive at all for those duced to encourage people back to who might only be using the network public transport. The present two on occasion, which is where most paid journey cap, then free for growth in patronage would be coming Seniors and some DVA pensioners from (because those who already use it needs a review. This scheme is in- 3-5 days a week have little capacity to equitable to those Seniors/ use it more frequently). Pensioners who don't have access to high frequency public transport Revised fare structure services and makes their initial journey costs very expensive. A revised fare structure should address the fare box leakage as a result of the 9 Reference: and then free structure, provide a lower base fare cost and drive out of 1. http:// peak patronage. Additionally the fact www.thepremier.qld.gov.au/plans- that not all Health Care Card holders and-progress/plans/assets/6-month- in Queensland are given public trans- action-plan-jan-jun-13.pdf page 6

Open Letter to a Car-Addicted City

Monday, November 10, 2014 Brent Toderian

An excellent article on Brent’s Toderian’s blog.

Read here —> http://www.planetizen.com/ node/72068/open-letter-car-addicted-city

“ ... The good news is, when you prioritise active mobility, it makes getting around easier for everyone, INCLUDING drivers.

I know that can seem counter-intuitive, but smart cities have proven it’s true.

If you design a city for cars, it fails for everyone, including drivers. If you design a multi-modal city that prioritizes walking, biking and public transport, it works for everyone, including drivers … “

oooOOOooo