Just a couple of weeks before that fatal XPT crash there was a freight train derailment in the same area and just before that a freight train fell off the tracks at goulburn and there was another derailment just near menangle before that and I'm sure there are many many others that I have not mentioned. The XPT and several trains have had centre pin failures and both XPT and freight trains have split apart on several occasions. I don't know if it is worse but it certainly isn't better.
I'm calling BS on this claim derailments are worse off.
The ARTC is not responsible for changes in truck technology and govt funding of highways and even policy for coastal shipping.
Under NSW state ownership traffic volumes had been in rapid decline with growing losses for decades.
As I said to you before it doesn't not matter what the situation was before the ARTC took over. It may have been bad but the ARTC took over and promised to spend money and reverse this position. They haven't and things are worse because if it wasn't then why has the freight task declined even more. New Truck technology and the highways doesn't help but why can't the federal government put some of the highway money in to fixing the alignments instead. The NSW Government isn't going to jointly spend money in this area where the federal government should be funding these fixes but as Tony Abbott mentioned. Rail is not in the federal governments DNA.
So nothing ever bad happened under NSW govt management
- V-set crossing the road in blue mountains
- Cowan Bank
shall I continue???
Never in the history of railways has trains not broken apart during operation? Seems that a few trips to school when the V-set spilt is obviously wrong.
Perhaps find the actual stats before carrying on.
Sim's we all know the NE upgrade didn't go as planned, honestly big F'n deal. We also all know that the project was underfunded for the task required, but directed to proceed, the track ballast condition was antiquated due to decades of deferred maintenance and had the line not been handed over to the Fed's it would have been closed in the following months. We also know that the project was hit with 1:100 year floods making the cheap installation problematic before the track is re-ballasted. We also know that the same installation process is extremely commonly used across all railways in Aust and OS. We also know that NSW govt maintenance on the regional network was non-existent, the interstate lines full of TSR's now mostly gone, poorly placed passing loops, inconsistent length passing loops, outdated train length limits, infrastructure induced late running, closed main south for months, and had manual safe working nearly 50 years after it should have been replaced. I believe one section/bridge of the BG was closed by the ARTC and the bridge was beyond economic repair and no longer safe to operate.
Shall I continue?
The ARTC promised nothing, the fed govt promised action. the NSW govt committed to nothing and under NSW govt management the who NCL future was brought into question during the 90's and closure north of Casino into Qld was discussed.
The freight task remains at around 55'ish B tonnes for non-coal under ARTC control, which it has all decade.
One more time, the NSW govt has joint funded other joint rail projects including the NSFL and will continue to do so where the benefit for passenger rail is required.
I agree with TA in that the states should be funding their own suburban rail networks, but this includes roads and other similar infrastructure as well, not hand picking one form of transport because you don't like it. However even applying TA's policies this does not preclude the upgrade of the South Main under a joint funding for the improvement of the South Main for both commuter, long regional passenger, Canberra - Syd and freight.
The best thing that has ever happened was the ARTC taking over interstate rail, while their funding is not where it needs to be, its a hell of alot more than it was getting under state ownership. You only have to look at the conditions of the interstate across the three eastern states prior to transfer. While you smeg about a few issues, the real issue was how much longer the eastern coast rail corridor would have remained viable and safe to operate had the situation not changed. There were rarely used freight lines in Brisbane in better condition than the interstate into Qld as another example.