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CC--MARCMARC
Is National Rail Policy onIs National Rail Policy onthe Right Track?the Right Track?
Reflections from CanberraReflections from Canberra
Assoc Professor Assoc Professor Brett HughesBrett HughesAssoc. Professor Assoc. Professor Brett HughesBrett HughesDirectorDirector
Curtin Curtin -- MonashMonash Accident Research Centre, Curtin UniversityAccident Research Centre, Curtin University
Institution of Engineers (Australia)Institution of Engineers (Australia)WATransport PanelWATransport Panel
February 2010February 2010
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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OverviewOverviewOverviewOverview
Transport Challenges
Rail in Transport
Personal Perspectives
Accident Issues
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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The government's view of the economy could be summed up in a few short pphrases:
If it t it If it moves, tax it. If it keeps moving, regulate it. p g gAnd if it stops moving, subsidize it.
- Ronald Reagan
Industry's view of the economy?
Th it ' i f th ?Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
The community's view of the economy?
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Transport ChallengesTransport ChallengesTransport ChallengesTransport Challenges
CongestionFuel price
GFCFuel priceEmissions
greenhouse gases
Climate Change
Accessibility & Equity– greenhouse gases– NOx, SOx, etc
particulates
Accessibility & Equity
Workforce Attraction & R t ti– particulates
Transport DemandPassenger ( l ti )
Retention
Community & Business – Passenger (population)
– Freight (population and economy)
yExpectations
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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Optimum Passenger TransportOptimum Passenger TransportOptimum Passenger TransportOptimum Passenger Transport
Density Conditions:Distance
Density
Heavy Very
Fast
Air (capacity)
Speed
Terrain
Light Rail
Heavy Rail
Fast Train
Wa
lk
Busor Ferry
Car
Distance
Car
Cycle
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
Source:Adapted from The Transportation Experience Policy, Planning, and Deployment.Garrison & Levinson, Oxford Uni Press, 2006
Distance
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Australian CitiesAustralian Cities
While all developed economies are challenged, in Australia impacts are greater…
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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Perth’s Transport Future?Perth’s Transport Future?Perth’s Transport Future?Perth’s Transport Future?
B 2020 f P th it i ti t d1 th t By 2020 for Perth it is estimated1 that – population will increase by 13%;– road freight transport will increase by 34%;– traffic delays will increase by 28%;– congestion costs will rise by 69%
to $1.2 billion per annum.$ p
More people die from transport emissions th d h 2than road crashes2
Sources: 1.Estimating Urban Traffic and Congestion Cost Trends for Australian Cities
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
1. stimating Urban Traffic and Congestion Cost Trends for Australian CitiesBureau of Transport and Regional Economics, Working Paper 71, Canberra 2007
2. BTRE Report WP63: Health Impacts Of Transport Emissions In Australia:Economic Costs and Commonwealth Government Road Deaths Australia, 2008 Statistical Summary
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City Transport PerformanceCity Transport PerformanceCity Transport PerformanceCity Transport Performance
Our best transport 260%
290%
planning and policy gets us HERE!
190%
Australian CityHeavy Vehicle
Congestion Cost 40%
90%
gIncreases
1990 - 2005: 53%
2005 to 2020: 118%
40%
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
1990 to 2020: 234%Source: from BITRE WP71 data
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National Rail Freight PerformanceNational Rail Freight PerformanceNational Rail Freight PerformanceNational Rail Freight Performance
DARWINDARWIN
KATHERINE
Rail Share of Land Freight Transport
TENNANT CREEK
90%+
BRISBANE
ALICE SPRINGS
80%+
80%+TARCOOLA
KALGOORLIE
BROKEN HILL
PERTH
80%+ 21%5%
ADELAIDE SYDNEY
MELBOURNE5% 7%
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
MELBOURNE
Source: from ARA and BITRE data
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Passenger Transport Passenger Transport Passenger Transport Passenger Transport OutlookOutlook
Average Growth 2000-2004
Passenger Rail: 1.6%
Private road vehicles: 2.3%
30%
Changes in Urban Passenger Transport(increase from 2000, 2001‐2004 trend shown dotted)
30%
Changes in Urban Passenger Transport(increase from 2000, 2001‐2004 trend shown dotted)
Average Growth 2004-2008
Passenger Rail: 5.1%30%30% Private road vehicles: 0.3%
What are the reason for these changes?
- fuel price?- congestion?
20%
Passenger Rail20%
Passenger Rail
congestion?- population increase?- inner city living?- ‘green’ choices?
10%
Private road vehicles
10%
Private road vehicles
Transport planning
0%0%
Transport planning and policy is based on these forecasts.
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
0%
2001 2002 2003 2004 2005 2006 2007 2008
0%
2001 2002 2003 2004 2005 2006 2007 2008 Source: from BITRE IS31 data
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Land Transport EmissionsLand Transport EmissionsLand Transport EmissionsLand Transport Emissions
Australian Land Transport Emissions ForecastGgrams Australian Land Transport Emissions ForecastGgramsCO2
80000 There is more freight carried by rail,
than road.
40000
Passenger & Freight Rail
Road Freight
Road Passenger
40000
0
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
1990 2000 2010 2020Year Source: BTRE 2005
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Land Transport EmissionsLand Transport EmissionsLand Transport EmissionsLand Transport EmissionsAustralian Land Transport Emissions Forecast% change Australian Land Transport Emissions Forecast% change
from 1990
Articulated trucks150% Light Commercial Vehicles
Rigid and other trucks
Passenger
Passenger and Freight Rail
100%
Passenger and Freight Rail
50%
0%
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
1990 2000 2010 2020Year
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The Future of Transport EmissionsThe Future of Transport EmissionsThe Future of Transport EmissionsThe Future of Transport Emissions
Australian Transport Emissions Forecast
GgramsCO2 Aviation
Maritime222Mt(2050)
200000
Maritime
Rail (non electric)
Motor Vehicles
2050 Total Australian Emissions Target145Mt
(2050)
g145Mt(2050)
10000075Mt(2000)
If we continue what we’ve done in the past,by 2050 transport will contribute more than
0Source: BTRE 2005 forecast, extrapolated
by 2050 transport will contribute more than2/3 of the total Australian emissions target
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
0
2000 2010 2020 2030 2040 2050Year
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Our Current TransportOur Current TransportOur Current TransportOur Current Transport Australian transport fuel use, emissions and transport infrastructure
are amongst the highest per capita in the world Nearly 1500 people die on our roads and another 30,000 are injured
and road crashes cost over $29.6 billion annually
Traffic congestion in cities costs more than $10 billion annually Transport emissions are responsible annually for:p p y
– the deaths of over 1500 people– over 4,500 cases of asthma and other sickness (but could be 40% higher)– cost of death and sickness by transport emissions exceeds $2.3 billion
annually annually
Personal transport times and costs are increasing as a proportion of available time and disposable income, contributing to family pressureand other social degradationand other social degradation
There has been no significant move towards more sustainable modes of transport, until the last four years
F l f h t d d
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
Fuel usage of passenger cars have not decreased
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Oil and Price VulnerabilityOil and Price VulnerabilityOil and Price VulnerabilityOil and Price Vulnerability
2001 20062001 2006
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
Source: Vulnerability Assessment for Mortgage, Petrol & Inflation Risks & Expenditure, Dodson & Sipe, Griffith Uni, 2008
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Cit A Aff t T t UCit A Aff t T t UCity Area Affects Transport UseCity Area Affects Transport Use
100
Transport Energy
60
80
40
60
20
City Area0
0 200 400 600 800 1000Ar ea
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
City Area0 200 400 600 800 1000Ar ea
Source: Cities, Area and Transport Energy. B Hughes et al, 26th ATRF, October 2003
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City Area is a major determinant of transport transport energy car use transport emissions
In principle, if population increases within urban boundaries no extra travel occursurban boundaries, no extra travel occurs
Australians are in love with their cars,,but they are more in love with their own land
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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Our Transport Future?Our Transport Future?Our Transport Future?Our Transport Future?
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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Our Transport FutureOur Transport FutureOur Transport FutureOur Transport Future By 2050 transport emissions will comprise more than 66% of By 2050 transport emissions will comprise more than 66% of
Australia’s entire greenhouse gas emissions target Transport congestion costs are increasing at a faster rate than
traffic is increasingtraffic is increasing heavy vehicle transport congestion costs will increase by an
additional 100% traffic congestion in cities will cost $20-30 billion annually by 2020
Road trauma will deteriorate road deaths are not decreasingroad deaths are not decreasing serious injuries caused by road crashes is rising deaths caused by articulated vehicles is increasing, serious injuries caused by articulated vehicles is not decreasing
Other factors such as health effects, transport costs and travel time are certain to increase
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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R il D t i tiR il D t i tiRail DeteriorationRail Deterioration
CumulativeTotalNumber
Locomotive Age
Track
Rolling Stock
80%
100%
500
Diesel
Electric
Average Age
- locomotives, wagons
Signalling
40%
60%
250
AgeAus > 30
Years
Average AgeUSA 8 Years
Information- data, methods,
l i h0%
20%
0less than 5 years
6 to 10 years
11 to 15 years
16 to 20 years
21 to 25 years
26 to 30 years
more than 30
analysis, research
Organisational Capacitygovernment & railways 5 years years years years years years than 30
years- government & railways- staff skill & numbers
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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Rail’s Energy and Environmental Rail’s Energy and Environmental Rail’s Energy and Environmental Rail’s Energy and Environmental AdvantageAdvantagegg
Freight Transport Energy Efficiency
Passenger Transport Energy Intensity
Source:Final Garnaut Report, 2008
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
Source: ARA Industry Report 2007
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Rail BenefitsRail BenefitsRail BenefitsRail Benefits Passenger and freight rail provides a numerous benefits to the Australian community,
business and the environment including:business and the environment including:– supporting regional communities– reducing community health effects– minimising environmental consequences– reducing the road toll by reducing crashes– limiting local government road maintenance– limiting road investment demands on Treasuries– improving international competitiveness for agricultureimproving international competitiveness for agriculture– reducing road infrastructure costs for state government road authorities– maintaining robust transport systems to suit a variety of futures, including reduced oil
availability.
A ffi i t ff ti f t t t i i d t t A t li ' h t d An efficient, effective, safe transport system is required to meet Australia's short andlong term needs
Compared with historical practice, passenger and freight rail must take a much larger proportion of land transport in Australiaproportion of land transport in Australia
To do so requires many and diverse industry and government activities at substantially higher levels than have occurred previously
However, rail transport is not for its own sake and must be justified against
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
, p j galternatives
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Benefits from Rail InvestmentBenefits from Rail InvestmentBenefits from Rail InvestmentBenefits from Rail Investment
Annual 3.8 to 6.2 Mt CO2-e emissions reductions11% lower transport emissions by 203011% lower transport emissions by 2030Total benefits
$27 4 to 41 7b$27.4 to 41.7b(NPV 2010 -2020)
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
Source: Transforming Rail: A Key Element in Australia’s Low Pollution FutureCRC for Rail Innovation 2009
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There is nothing a Government hates more than to be well-informed; than to be well informed;
for it makes the process of arriving at decisions much more complicated and decisions much more complicated and difficult.
Keynes
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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Climate Change ManagementClimate Change ManagementClimate Change ManagementClimate Change Management
Climate Change Mitigation
ResponsesImpact on SystemsActivity
Government policyBusiness practiceUser behaviour
NetworksOperationsDemand
GovernmentBusinessCommunity
Adaptation
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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Climate Change ManagementClimate Change ManagementClimate Change ManagementClimate Change Management
Climate Change
Activity Impact on Systems Responses
GovernmentBusinessCommunity
NetworksOperationsDemand
Government policyBusiness practiceUser behaviour
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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Transport and the Carbon EconomyTransport and the Carbon EconomyTransport and the Carbon EconomyTransport and the Carbon Economy
Travel / Transport less
Burn less carbon more efficient transport & modes more efficient vehicles more efficient energy sources
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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Market Issues of an Emissions Market Issues of an Emissions Market Issues of an Emissions Market Issues of an Emissions Trading SchemeTrading Schemegg
Market principlesMarket failures Poor information Natural monopoly E t liti Externalities Social objectives (eg income distribution or service
quality)quality)
So, other strong policies are needed to complement the Emissions Trading Scheme
CRC f R il I ti 2009
Emissions trading on its own does not work;it needs other actions
CRC for Rail Innovation, 2009
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
it needs other actions
Allan Jones - CEO, London Climate Change Agency
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Transport Emissions Market Transport Emissions Market Transport Emissions Market Transport Emissions Market DistortionsDistortions
Car driver's costs will not change, but rail public transport costs will increase Road freight charges will not change, but rail freight costs will increase ETS charges are not market linked to public transport
pricing (fares) which may be constrained by political choices and economic regulation- pricing (fares) which may be constrained by political choices and economic regulation- infrastructure charges and provision (ie users pay for infrastructure but don't have choices about where improvements are made)
Car owners costs are discounted by tax rebates or payments by others (business) The general community has responded to the market by purchasing small cars, while
government (and business to a lesser extent) has not. In other words governments are not responding to the market.
Businesses will transfer their increased costs to consumers who have no influence over business costs ("Take it or leave it"). So business does not always have much incentive to reduce emissions costs. Governments have even less management incentive
Commercial drivers are often distant from the usage costs. So a truck or LCV driver can drive in a very fuel inefficient manner and receive no penalty so there is no incentive to drive in a very fuel inefficient manner and receive no penalty so there is no incentive to change
Car and truck ET charges are rebated, but freight and passenger railways pay full costs Road freight pricing is flawed
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
Road pricing not market linked to infrastructure supply
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Emissions Adaptation and TransportEmissions Adaptation and TransportEmissions Adaptation and TransportEmissions Adaptation and Transport
Governments have a major role to play in lowering Governments have a major role to play in lowering the economic costs of adjustment to higher oil prices, an emissions price and population prices, an emissions price and population growth, through planning for more compact urban forms and rail and public transport.p p
Mode shift may account for a quarter of emissions y qreductions in urban passenger transport, lowering the cost of transition and delivering multiple benefits to the community.
(Professor Ross Garnaut Final Report Sept 2008)
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
(Professor Ross Garnaut, Final Report, Sept 2008)
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Government ObjectivesGovernment ObjectivesGovernment ObjectivesGovernment Objectives
A national rail freight networkdevelopment of our rail networks so that pmore freight can be moved by rail
Transforming our citiesincreasing public transport capacity in our cities and making better use of existing transport infrastructure
(Infrastructure Australia, May 2009)
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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Wh i A t li T t Wh i A t li T t Where is Australian Transport Where is Australian Transport Going?Going?gg
Performance C it iCriteria Capacity /
tili tiutilisation Speed Safety
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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Policy Tool SelectionPolicy Tool SelectionPolicy Tool SelectionPolicy Tool Selection
RegulatorsEconomistsEngineers
Desirable? Necessary?Valuable? Sufficient?
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
Integrated, complementary or conflicting?Are there better alternatives?
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Believing as I do, … that market forces deliverthat market forces deliver
the lowest cost and most effective solutionto economic challenges,...g ,
So what about: Government infrastructure fundingg regulation subsidiessubsidies information, education and marketing research training and innovation
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
research, training and innovation
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A New Planning ParadigmA New Planning ParadigmA New Planning ParadigmA New Planning Paradigm
Current Perspective
• microanalysis• short term
New Planning Paradigm
• strategic• holistic• short term
• narrow focused• detailed /
fragmentedHow do we
improve
• holistic• long term• broad
i t t d
How do we provide
fragmented• historical• quantitative
t d i
improve what we’ve
got?
• integrated• multifaceted• future oriented
what we need?
• separate mode view• infrastructure solutions• commodity view
• qualitative & quantitative• customer view• logistics chain analysis
• incremental & evolutionary• environmental & social
benefits largely ignored
g y• quantum change &
revolutionary• environmental & social
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
g y g environmental & social benefits described
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“the mystery of Government is not how it works but how to make it stop”works, but how to make it stop .
P.J. O’Rourke
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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Government WeaknessesGovernment WeaknessesGovernment WeaknessesGovernment WeaknessesLeadershipp
No major policy improvements since truck charging and rail commercialisation in 1990’s
P li St t d Pl iPolicy, Strategy and Planning Commonwealth Major Cities Unit WA grain rail reform WA grain rail reform
Co-operation eg State Commonwealth State v State eg State - Commonwealth, State v State
ResearchCapability
Skills, knowledge and experienceD t d i f ti
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
Data and information Number of people
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Rail Industry WeaknessesRail Industry WeaknessesRail Industry WeaknessesRail Industry Weaknesses
LeadershipLeadership eg continuous reorganisation
Policy Strategy and PlanningPolicy, Strategy and Planning eg typical 4 year business outlook
Capability eg transport economists
ResearchCo operationCo-operation eg national working rules
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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Economic OpportunitiesEconomic OpportunitiesEconomic OpportunitiesEconomic Opportunities
Further investmentIncentives & taxation reformIncentives & taxation reformReducing regulatory burdenLegislation
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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Transport Economics Research for Transport Economics Research for Transport Economics Research for Transport Economics Research for Treasury Treasury
FBT reform eliminate perverse incentives to drive furthereliminate perverse incentives to drive further
Charge for cars for congestionReform truck charges Improve accuracy (eg road use damage relationship)
Include congestion Eliminate undercharging of heavily used Eliminate undercharging of heavily used
vehicles Include unpriced externalities
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
Include unpriced externalitiesSource: A Conceptual Framework for the Reform of Taxes Related to Roads and Transport, Clarke and Prentice, Prepared for the Treasury, Canberra, June 2009
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Canberra’s View Canberra’s View of WAof WACanberra’s View Canberra’s View of WAof WA
A cash cowA cash cowDoesn’t understandMuch greater challenges on East Coast Economic Economic
(eg fiscal limitations)
Transport pressuresTransport pressures(demand, performance, consequences, asset age, etc)
Geographic challengesGeographic challenges(topography, close towns, sandstone, etc)
Political
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
(sensitivity and size)
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Personal PerspectivesPersonal PerspectivesPersonal PerspectivesPersonal Perspectives
WA is doing very well economically economically transport policy, planning & practice
Don’t believe all the advocacy (where's the money?)( y )
Hyperactive policy
Engineers Make it Happen
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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Transport Safety Future?Transport Safety Future?Transport Safety Future?Transport Safety Future?
Upward PressuresUpward Pressures transport demand
Downward InfluencesDownward Influences vehicle safetyp
vehicle power driver attitudes
y infrastructure quality safety awareness
treatment costsy
diminishing returnsUncertaintiesUncertainties
g congestion enforcement
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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Transport Safety PolicyTransport Safety PolicyTransport Safety PolicyTransport Safety Policy
'E t lit ' t'Externality' assessment
Historical analysisHistorical analysis
Incident investigations
No recent reform
Mi li ti Micro-policy perspective, not mainstream policy
Exceptions WA 'Towards Zero'
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WA Towards Zero
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CC MARCMARCCC--MARCMARC
Multi-disciplined
Strong analytical base
Independent
Multimodal
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au
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CurtinCurtin--Monash Accident Research CentreMonash Accident Research Centre
S h l f P bli H lth School of Public Health, Curtin University of TechnologyGPO Box U1987, PERTH 6845, Western AustraliaPh: (08) 9266 9591 email: [email protected] www.c-marc.curtin.edu.au for more information
Curtin Curtin –– Monash Accident Research CentreMonash Accident Research Centre www.cwww.c--marc.curtin.edu.aumarc.curtin.edu.au