A NSW Labor Government will build all transport projects currently under or about to commence construction plus a second Harbour rail crossing as part of its infrastructure policy released yesterday. It would also drop plans for a 99 year lease of the electricity distribution network, obtaining its $10bn funding by not cutting $5bn worth of business taxes and using $5bn of unallocated funding in the government’s Restart NSW infrastructure fund.
Under Labor, projects already under construction, such as the North West Rail Link and CBD and South East Light Rail, would be completed. Projects about to commence construction, such as the M4 East; M5 East duplication; and NorthConnex, would also be completed. In addition, Labor has also committed to the $1bn upgrade to the Western Sydney rail network, which will include improved signalling and longer platforms for trains that are 10 carriages long rather than the existing 8 carriages.
Labor will committ to completing the NWRL and has given qualified support for a second Harbour rail crossing to connect it to the CBD. Click to enlarge. (Source: Transport for NSW.)
The plan would see both WestConnex and a second Harbour rail crossing modified. WestConnex’s M4 East would link up directly to the CBD along a yet undefined path, while the M5 East duplication would be redirected to the airport and seaport at Botany. Meanwhile, the Inner West bypass linking the M4 and M5 would be dropped entirely. Any construction on a second Harbour rail crossing would begin 5 years later than currently planned, in 2022 rather than 2017, and also be subject to a “rigorous cost-benefit analysis and business case”. In addition, no committment was made for a Western Sydney Harbour road tunnel or Western Sydney light rail.
Commentary: The wrong priorities
Labor’s refusal to consider privatisation, despite being supported by former Labor Premier Morris Iemma and Prime Minister Paul Keating, has limited its ability to promise an infrastructure plan as large as the Coalition’s. The Sydney Morning Herald’s transport reporter Jacob Saulwick put it best when he described it as “less of the same” in comparing it to the Coalition plan. In fact, other than the changes to WestConnex, this is largely a copy of the Coalition plan with some elements dropped and others deferred.
One positive to come from this report is an M5 East duplication that links up to Botany rather than St Peters. One of the main benefits of WestConnex will come from taking freight trucks off local roads, and having a direct connection will achieve this while also adding capacity to a growing port.
Labor should also be commended on committing to a second Harbour rail crossing. But deferring its construction for 5 years and adding conditions to that construction puts question marks over whether it is serious about building it. Yesterday’s policy document even quotes Nick Greiner, notorious for opposing rail projects and supporting tollroads, to make this case. In doing so, it reveals the real problem with this plan – it shifts priorities away from rail and towards roads.
Most disappointing is that this plan makes a clear committment to building a new freeway right into the CBD, while maybe building a new rail line into the CBD at a later point in the future. These are the wrong way around. Roads, which have their place, should provide travel opportunities from low density origins and/or destinations, acting as a bypass of dense areas like the CBD. Rail, on the other hand, works best at transporting large numbers of people from high density origins and/or destinations. So to build a road into the CBD but not rail is highly perverse.
WestConnex and the proposed Western Harbour road tunnel, both of which are plagued with problems like property acquisitions or of inducing demand for car travel, enjoyed the major advantage that they would remove cars from places like the Sydney CBD or Newtown’s congested King St. In the CBD, it would also see roadspace on the surface taken away from cars on George St and Elizabeth St as part of the CBD light rail line as the former is pedestrianised and the latter is converted to a bus road.
It is here, and not Labor’s inability to accelerate infrastructure construction due to it committment to maintain public ownership of state owned assets, that is most concerning. Labor prioritised roads rather than rail, and those are the wrong priorities.