Home' Future Building Australian Infrastructure Review : Volume 3 Number 1 Contents 24 futurebuilding Volume 3 Number 1
New South Wales plots transport revolution
Importantly, the new structure allows for
timetabling for buses, ferries and rail to be done
concurrently, ensuring that public transport services
are properly interconnected, and creating a more
ef cient service for commuters.
Notably, the reform also establishes a framework
that allows for impartial judgements to be made on
the best mode of transport along different corridors,
ensuring that road and rail projects are not being
planned in isolation.
Bolder structural reform of RailCorp followed.
In February, Transport Minister Gladys Berejiklian
announced an all-encompassing review of the
organisation, stating that the government department
was no longer t for purpose, and was costing
taxpayers around $10 million a day to run.
Berejiklian said that as fares and running costs
continue to rise, they are not being matched by
A research paper by Infrastructure Partnerships
Australia, 'Franchising Passenger Rail Services in
New South Wales: Options for Reform', found that
in 2005/06, every passenger journey on the RailCorp
network required a taxpayer contribution of $6.77,
on top of the fare paid by the commuter. By 2009/10,
the level of taxpayer subsidy had surged to $8.33 for
every passenger journey, stripping $2.3 billion from
the state's budget.
The overhaul of RailCorp will eventually see the
establishment of two specialist organisations: Sydney
Trains, servicing the greater Sydney suburban area;
and NSW Trains, focusing on intercity, regional and
The new structure -- which will take 12 to 18
months to bed down -- will see assets remain in the
government-owned organisation, but removed from
the Sydney Trains and NSW Trains operating entities,
leaving those delivery units to focus on operation and
maintenance of trains.
Reform of the state's railways has continued. In
June, almost four years after Rees tabled his plans
for a CBD Metro, the government announced one of
the most substantial modernisations in the history of
Australia's suburban railways.
The long-term rail strategy, titled 'Sydney's Rail
Future: Modernising Sydney's Trains', outlines a ve-
stage approach to solving Sydney's rail problems,
including Australia's rst 'metro'-style high-frequency
network -- albeit in a different incarnation to that
proposed by Rees in 2008.
Broadly, the ve stages include:
• improving operational ef ciency through the
introduction of a new, standardised timetable and a
reduction in dwell times
• improving network ef ciency through the
introduction of Automatic Train Operations, which
improve the way trains accelerate and brake at
stations, enabling increased capacity
• introducing single-deck trains operating on a
metro-style timetable between the North West and
Chatswood, following the completion of the North
West Rail Link (NWRL)
• constructing a second harbour crossing and
new CBD line, allowing services from the NWRL to
extend directly to Sydney's CBD
• extending single-deck rapid transit services
to the Bankstown and Hurstville lines, thus
completing plans for a three-tiered rail network
comprising single-deck rapid transit, double-deck
suburban, and intercity regional networks.
The government con rmed that the $8.5 billion
North West Rail Link will be procured and delivered
under three separate contracts, including the
Operations, Trains and Systems (OTS) package being
delivered as a public private partnership (PPP).
continued on page 26
BELOW: The proposed
structure for the
New South Wales rail
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