JOHN AUSTEN – A public Inquiry into Sydney Metro is essential (Part 2)

Only a public inquiry can cut through the nonsense surrounding Sydney Metro and advise on what to do.

 This is the second article following-up John Menadue’s call for a proper inquiry into Sydney Metro. The first showed Metro is inferior to Sydney Trains and disastrous for Western Sydney – compelling reasons to revisit the Metro ‘plan’. (See Part 1)

Only an open public inquiry can assure us  that advice and decisions – costing up to $66bn and forever changing Sydney – are not tainted by arrogance or vested interests.  Other approaches are unsatisfactory because-

  • Government statements are untrustworthy;
  • Cloistered discussions have failed.

Further reasons for such an inquiry include:

  • evidence pointing to a cover-up;
  • the technical nature of issues.

Government information is untrustworthy

The first article gave examples of false information from Metro’s proponent – the NSW Government – e.g. on rail capacity.

Metro was initiated by the Premier when Transport Minister.  Instead of reconsidering matters when circumstances fundamentally changed– e.g. NSW reversed its opposition to a second Sydney airport – her Government ignored concerns and ‘doubled-down’ with more Metro projects.

The Commonwealth meekly accepted the State government’s stories.  Officials agreed to preposterous propositions such as single and double-deck trains can’t use the same tracks.

The public can no longer trust advice or decisions on Sydney rail from these sources.

Cloistered discussions

Among the reasons for Metro’s tall tales are the  decisions made behind closed doors.  Serious challenges from experts are ignored in preference to groupthink.  There are parallels with recent revelations about Ms Berejiklian’s Government and light rail

The (few) ‘reviews’ also suffer from groupthink.  Infrastructure NSW, after making helpful suggestions in 2012, has since merely followed the Government’s line.  Infrastructure Australia’s ‘green light’ in 2017 was disgraceful and warrants investigation.

Both organisations apparently relied entirely on NSW for information . There was no independent appraisal and public sources and indeed warnings were ignored.

Neither even mentioned the review led by Mr Christie in 2010 – conducted in public and still considered authoritative – which refuted much of what is now passed off as ‘fact’.

A cover-up?

There is plenty of circumstantial evidence pointing to a cover-up of a catastrophic mistake made by the Premier when Transport Minister – making the North West Rail Link a Metro instead of part of the existing system.  Evidence includes:

  1. Propaganda
  2. Disgraceful ‘reviews’
  3. Doubling-down.

Metro propaganda is relentless.  There are offers to teach schoolchildren about its benefits.  Previews show many empty seats on its trains – the opposite of the likely reality.  News bulletins carry ‘exclusive’ reports about inconsequential matters like tunnelling etc. which breathlessly focus on politicians in helmets/safety glasses rather than anything of substance.

As Mr Menadue argued, official statements are ‘reinterpreted’ to fit later actions e.g. the pretence that Sydney’s Rail Future recommended a stand-alone Metro.

Efforts to control information include long battles against Freedom of Information applications and advice from a legal firm on how to reduce ‘leaks’ e.g. by restricting the use of printing machines. [i]  Other examples include avoiding reference to expert reports commissioned by government agencies and ignoring – not giving oxygen to – serious comments made in the public domain.

The matter of disgraceful reviews is touched on above.  Agencies seem at pains to avoid any question about Metro.

Options other than Metro have not been raised, let alone assessed, with perverse results such as in Western Sydney.  In the Western Sydney rail study officials ‘recommended’ a Metro based plan – which few believe because of its absurdly high cost – and ignored the potential for a far more efficient and practical bus rapid transit system.

Governments and the community are effectively presented with ‘Metro or nothing’ – there is anger in Western Sydney where many (correctly) believe this means ‘nothing’.

Advice is based on biased criteria e.g. exclusion of seating as a matter of customer interest.

Some matters are probably fabricated to distract from unpalatable facts e.g. the proposal for isolated Metros 55km from the city distracts from a central question raised by Mr Christie in 2010: does Metro’s CBD route cripple Sydney Trains, and if so is this necessary?  This pivotal issue has not even been acknowledged.

The propaganda, disgraceful reviews and ‘doubling-down’ are consistent with a view Metro is ‘too important – in political terms – to question’.   Only an independent inquiry can deal with this type of pressure.

Technical questions

Many believe there should be more trains and less cars.  Few appreciate the technicalities . Rail matters need expert analysis.  Rail policy is a field open to misinformation from advocates of the latest fad.

Sydney Metro, not being a proper rapid transit system, is arguably an example of such a fad.  It has been portrayed as a ‘victory’ by one of the competing railway camps – celebrated by a new fiefdom to be kept separate from the rest of public transport, and not to be challenged.  The question of whether and where the Metro ‘technological solution’ – of single over double-deck trains, unmanned over manned trains and relatively few seats – is right can only be properly resolved in an open inquiry.

What an inquiry should cover

An inquiry needs to cover:

  • The current situation;
  • What to do from now.

An inquiry must focus on the impacts of Metro on travel opportunities.  This entails:

  • Metro’s impact on other transport, including future expansion of those systems;
  • Consideration of Metropolitan Sydney, adjacent areas e.g. the Central Coast, and the potential for freight and high-speed rail.

An inquiry would explore reasons for decisions.  It is likely to reveal the public has not been told the reasons for at least some decisions, and why they have not been told.

A question will be whether decisions should be changed.  Some matters appear to be locked in concrete – for example small tunnels on the North-West rail link.  Others such as the planned extension to Bankstown, and the route/characteristics of a ‘West Metro’ appear more fluid.  It will be important to ascertain exactly where the ‘plan’ is up to.

The inquiry should consider:

  • Transport ‘needs’ and the priority in which/how they might be addressed;
  • Options for alternatives to/modification of Metro projects;
  • Costs, especially budgetary and ‘development rights’.

There are additional benefits of such an inquiry.  It would provide advice politicians  that can trust – rather than a second guess of their presumed wishes.  It would restrain vote bidding wars – fought with billions of your money. Finally, it offers an opportunity to jettison lunatic ideas such as infected the Western Sydney City deal.

John Austen is a happily retired former official living in Western Sydney. Details are at thejadebeagle.com.

[i] Daily Telegraph, 21 August 2018

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4 Responses to JOHN AUSTEN – A public Inquiry into Sydney Metro is essential (Part 2)

  1. The Liberal government does not like rail unions and/or cannot deal with them which is a serious management deficiency. The metro line has deliberately been made as incompatible as possible with the existing rail system although the use of the Epping-Chatswood tunnel would have demanded a flexible double use of both single deckers and double deckers after the decision for single deckers on the Rouse Hill branch had been made. Only the voltage is the same. The NSW government objective is to privatize everything, one line at a time, to get rid of responsibilities just like with the coal fired power plants.

    The Hongkong operator has of course discovered that the densities aren’t there and now depends on more and more residential towers around stations which will be mainly occupied by immigrants yet to arrive. That’s why I call it the immigration metro. A reduction of existing car traffic is not envisaged as the government has not understood that there will be another, final oil crisis.

    In 2010, when Transurban planned the widening of the M2 I proposed during the public consultation to Peter Colacino, now in Infrastructure Australia, to develop a new business model and build rail lines on toll-ways as they do in Perth. He did not listen. Now Transurban sits on $17 bn debt and will follow the destiny of the Lane Cove Tunnel in the next credit crunch. To be bailed out by the government. Then there won’t be any funds left to finish the CBD metro and the “all change” at Chatswood will be permanent.

  2. Richard Ure says:

    The move to a digital world has reduced the need for the information workforces to co-locate to the previous extent. For example, one of the largest law firms has already moved most of their “team members” to Macquarie Park.

    Should the centralised nature of the train network be further concentrated in the already crowded CBD? Is another connection between Parramatta and the CBD needed if the transport needs of more people could be met by them working in Parramatta rather than the CBD? Have we run out of ideas for increasing the network’s capacity that we should be tearing up and replacing the line from the CBD to Bankstown? If more people worked in Bankstown rather than yet more in the CBD, unused capacity would be utilised in the peaks. Journeys would be shortened for many people as work moved closer to where they are likely to live.

    • You would need a ring line and the corresponding city structure to increase efficiencies. Epping – Parramatta could have been the missing link but then treasurer Costa canceled it which is the reason for the rail line to Rouse Hill as an alternative election gift. But the government is still CBD centric (Harbour view mentality), Barangaroo is the best example.

      At present, jobs in the suburbs are being destroyed and replaced by residential towers for speculators. Example is Cambridge St business park – now Polyhorizon just a stone’s throw from the Epping station, yet with a gigantic basement car park over several levels. Aren’t we supposed to have transit oriented development?

      This shows that the NSW government is basically aimless. There is no town planning, only land sales and property title swaps.

      • Richard Ure says:

        Not to mention pulling things down and rebuilding them, sometimes in the same place or, another time, in a less convenient place.

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