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Saving Energy Costs - Solar Battery SystemsPresentation by Alec Roberts for Greater Charlestown Sustainable Neighbourhood Group Saturday 31 May 2025 
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What we're asking energy minster to do for the Hunter OpEd in Newcastle Morning Herald. Published 5/03/2025
Hunter households, like many throughout Australia, are facing many challenges. Key among them are burgeoning energy costs because so much of our housing is not fit for our variable climate and uncertainty regarding the ongoing transition to a renewably powered future. Right from its inception the issues of climate change and the clean energy transition has been front and centre for the Hunter Community Alliance (HCA). The HCA is a non-partisan, community-based civil society organisation made up of 30+ faith groups, Unions and community organisations, including CLEANaS, working together for the common good. Consensus from the HCA member organisations from across the Hunter agreed to support the Renew Australia for All campaign which aligns with HCA’s principles and objectives. A key pillar of this campaign is to seek a government commitment to a $5bn Energy Bill Savings Plan to deliver immediate subsidies and finance to reduce or eliminate the upfront cost of home energy upgrades targeting those in low-income homes, private renters, tenants in public and social housing, as well as First Nations, multicultural and regional/remote communities. In late 2024 HCA conducted listening events across the lower Hunter where common themes from residents included uncomfortable living conditions in homes with little or no insulation, increasing energy costs compounding the current cost of living crisis, and an inability to upgrade their homes energy efficiency to address these problems through insulation, reverse-cycle air-conditioning, induction cooking, heat pump hot water, rooftop solar and batteries. By providing this targeted support the government can assist to lower energy bills, build healthier, safer homes, create new high-quality safe jobs and secure careers in household energy efficiency. All with the added benefit of reducing climate and air pollution. The HCA listening events also found residents confused about the benefits of renewable energy and energy efficiency for their households and businesses and about the future of the Hunter. This points to a lack of quality independent information and advice. The HCA believes that Local Energy Hubs would be the best way to support the community. These community hubs would work as outreach centres staffed by respected local experts, independent from the industry. They would assist individuals and communities in discovering how they could benefit from energy efficiency and renewable energy and to navigate their way through the energy transition. In 2024, Chris Bowen, the Federal Minister for Climate and Energy, heard stories and expert opinion from across the Hunter at the HCA Founding Assembly and then acted on them including establishing the TAFE NSW Hunter Net Zero Manufacturing Centre of Excellence at Tighes Hill campus. On 6 March, at the HCA Assembly, the HCA will seek commitment from Minister Bowen to the $5bn Energy Bill Savings Plan, ensuring that the Hunter receives its fair share of the expenditure and to fund 1-2 Local Energy Hubs in the Hunter region, to ensure all in the Hunter region can benefit from renewable energy and the transition to a clean energy economy. CLEANaS is the Clean Energy Association of Newcastle and Surrounds, a not-for-profit association formed in 2012 by a group of locals passionate about clean energy. CLEANaS is dedicated to driving the uptake of clean energy so that our region can transition from our current dependency on fossil fuels to a more competitive and sustainable local economy. CLEANaS is a dedicated member of the HCA and will join hundreds of Hunter residents at the University of Newcastle’s Great Hall for the HCA Assembly. CLEANaS encourages community minded organisations and individuals to be part of grassroots democracy in action and join us to witness the power of civil society and to take action on housing, energy and climate ahead of the Federal election. Alec Roberts Chair of CLEANaS Draft Hunter Strategic Regional Integrated Transport Plan Submission28/02/2025 Transport for NSW 231 Elizabeth Street Sydney NSW 2000 Draft Hunter Strategic Regional Integrated Transport Plan Submission To whom it may concern Thank you for the opportunity to provide input to the Draft Hunter Strategic Regional Integrated Transport Plan (Draft Plan) and taking the time to consider our submission. The Clean Energy Association of Newcastle and Surrounds (CLEANaS) supports the overall draft plan. However, we wish to raise concerns and provide feedback on the draft plan. CLEANaS is the Clean Energy Association of Newcastle and Surrounds, a not-for-profit association formed in 2012 by a group of locals passionate about clean energy.[1] CLEANaS is dedicated to driving the uptake of clean energy so that our region can transition from its current dependency on fossil fuels to a more competitive and sustainable local economy. We achieve this by working with our partners to demonstrate profitable community-led and community-owned clean energy projects; raise the profile of clean energy in the local economy through education and awareness raising; and by improving access to financing mechanisms and affordable technologies so that investment and activity grow. Our initiatives must deliver a win-win for local community investors, local enterprise and, of course, our environment. Transport Emissions in the Hunter Utilising Snapshot[2], the estimated emissions for the Transport sector in the Hunter Region for 2022/2023 were 2.8 Mt CO2-e representing 15.2% of the Hunter Region’s GHG emissions. Between 2018/2019 and 2022/2023 transport emissions have decreased by only 6.1% (0.18 Mt CO2-e). The transport sector is currently the region’s second largest source of CO2 emissions, after the stationary energy sector. In 2021/2022, 97% of these emissions were from road transport[3]. Insufficient emphasis has been placed on reducing emissions in the transport sector for the Hunter Region in the Draft Plan. There are many supporting studies and policy documents that detail the problem and policies, targets, plans and actions on how to address this thorny issue. Below is a synopsis of these that should be reviewed for incorporation into the plan where possible to address this shortfall. Please note that the majority of this material was derived from the Newcastle Emission Reduction Plan developed in 2023 and presented at the Newcastle Climate Action Summit held in November 2023[4]. NSW Policies and Plans The Future Transport 2056 Strategy[5], first released in 2018 and updated in 2022, sets the strategic directions for Transport for NSW and provides an integrated vision for passenger and freight transport in NSW[6]. The strategy affirms the Transport for NSW commitment to the NSW Government emissions targets of 50% emissions reduction by 2030 with a plan to achieve net zero emissions from their operations and fleet by 2035. Towards achieving this target, a number of initiatives have been undertaken or are planned. Sydney Metro, Sydney Trains and urban NSW TrainLink services are already powered by100% renewable energy as of July 2021[7]. Transport for NSW has committed to transitioning its bus fleet of approximately 8000 to Zero Emission Buses to be powered by renewable energy, with Greater Sydney buses fully transitioned by 2035. However, over half of the bus fleet residing in outer metropolitan (including Newcastle) and regional regions will not be transitioned until 2040 and 2047 respectively[8] [9]. Note that this initiative should be brought forward, as implementation in 15 and 22 years probably exceeds the lifespan of the current bus fleet in the Hunter region, and replacing end of life diesel buses with diesel buses does not make sense in the current climate crisis. Furthermore, the purchase of new diesel buses as part of any expansion of public transport also does not make sense. Other planned actions include: prioritising electric ferries in new ferry procurement and refit of the existing fleet, and assessing the feasibility of trialling a hydrogen train on the NSW train network. However, Transport for NSW is responsible for around 3% of transport emissions in NSW. Without a significant shift to use of public transport, the impact of these changes to reduce emissions will be minimal on the overall transport emissions for NSW. Mode shifts from road and air to rail The Office of the Chief Scientist and Engineer stated that movement of passengers and freight transportation to more efficient modes can decrease congestion, costs and emissions[10]. They noted that “as passenger and freight tasks increase due to population growth, a mode shift from road to rail can improve transport network productivity through alleviated congestion and provide further benefits such as cost and time savings, reduced carbon emissions and improved air quality”. For example, for every passenger travelling by rail, instead of by car, saves an additional 50g of CO2-e/km being emitted[11]. Rail freight itself produces 16 times less carbon emissions than road freight per tonne kilometre travelled. Freight emissions, policies and plans It should be noted that about 31% of NSW transport emissions come from trucks, aviation and shipping. Transport for NSW stated that “persistent growth in emissions is projected from heavy vehicles and little improvement is forecast in emissions from rail freight, aviation and shipping.“ Last mile freight refers to the final delivery to the consumer or store. NSW Transport intends to pilot freight programs to reduce congestion and emissions, including new options for last-mile freight deliveries, including use of small electric vehicles for last-mile urban deliveries and freight consolidation centre models[12] [13] [14]. Light commercial vehicles and smaller last mile delivery vehicles are the perfect target for electrification, due to their high utilisation rates, kms travelled, and frequent stops[15]. The use of cargo bikes and e-cargo bikes for last mile delivery offers another alternative for low/zero emission transport. In London this has been shown to offer a much cleaner way to deliver freight and services and deliver considerable air pollution savings, contributing to healthier and safer streets and enabling better use of urban space[16] Shipping FreightInternational shipping freight to and from NSW accounts for 30% of transport freight emissions of approximately 1.4 Mt CO2-e (Centre for Transport Energy and Environment, New South Wales Transport, 2015)[17] [18]. In 2020-21 Newcastle port exported 157.8 million tonnes of product (mostly coal) and imported 4.4 million tonnes of product. Collectively, this represents approximately 85% of NSW’s International Shipping Freight w/w (NSW Total approximately 191 million tonnes)[19]. Therefore the annual transport freight emissions from international shipping at Newcastle Port would be approximately 1.2 Mt CO2-e. Active Transport Strategy Walking and bike riding are the most sustainable modes of transport. The NSW Transport Active Transport Strategy[20] [21] draws on the Future Transport Strategy and its vision for walking, bike riding and personal mobility. The Active Transport Strategy has the long term aim of doubling active transport trips in 20 years and supports the NSW Government’s commitment towards net zero by the promotion of sustainable travel behaviour. The ambitions raised in the Active Transport Strategy include: Enable 15-minute neighbourhoods Increase the percentage of short trips made on foot and decrease those made by car by enabling walkable and connected 15-minute neighbourhoods across all six NSW cities and in regional centres across NSW. This is based on Carlos Moreno’s 15-minute concept to reduce urban carbon emissions, reimagining towns not as divided into discrete zones for living, working, and entertainment, but as “mosaics of neighbourhoods in which almost all residents’ needs can be met within 15 minutes of their homes on foot, by bike, or on public transit” [22]. Deliver connected and continuous cycling networks Through the Strategic Cycleway Corridors program, it will deliver over 100km of safe, connected, and continuous cycling networks linked to local cycle networks by 2028 across the six NSW cities. Planning has commenced for 3 Sydney based networks, with similar exercises planned for Lower Hunter and Greater Newcastle, Central Coast and Illawarra-Shoalhaven cities[23]. These networks will also allow sustainable freight via active transport. Provide safer and better precincts and main streets Improved roads, streets and precincts will encourage walking and bike riding by people of all ages and abilities. It is hoped that redesigned streets will contribute to halving fatalities and reducing serious injuries by 30% for pedestrians and cyclists[24]. Promote walking and riding and encourage behaviour change Only 14.5% of students currently travel to school by active transport. The Active Transport strategy seeks to double the number of children walking or riding to school across all six cities facilitating children’s and young people’s independent mobility by improving safe walking and bike riding options for travel to and from school, with a trial of the Active Travel to School program with 50 schools by 2028. NSW Transport will trial behaviour change interventions such as Green Travel Plans which “explore practical ways to implement sustainable commuting solutions into workplaces by using behavioural insights, workplace initiatives, incentives and interventions.” Hunter Region Policies and PlansHunter Regional Plan 2041 The Hunter Regional Plan 2041[25] is a 20-year land use plan focusing on the next 5 years for the Hunter Region[26] which supports net zero emissions as a guiding principle for all planning decisions with a shift to a net zero economy. One of the plan’s objectives is to “reach net zero and increase resilience and sustainable infrastructure”. To achieve this objective a number of strategies are identified to be implemented through local strategic planning. These include:
The Hunter Regional Plan 2041, as part of its objective of inter-connected and globally-focused Hunter without car dependent communities, supports the concept of the 15-minute neighbourhoods. This aims to reduce car dependency and reduce GHG emissions for new communities and in retrofitting existing residential areas. The plan proposes a number of Active Transport strategies supporting 15-minute neighbourhoods to be implemented through local strategic planning which include:
Other Transport strategies supporting 15-minute neighbourhoods include:
The Hunter Regional Plan 2041 also supports the 30-minute strategic centres concept. The plan notes that “key corridors between strategic centres should be the focus of high frequency public transport services such as light rail or bus rapid transit.” Transport strategies detailed in the plan to be implemented through local strategic planning supporting this concept include:
Supporting the NSW Government’s Six Cities vision the 90-minute region concept will connect the Hunter to the other cities, with fast rail essential to this vision. Supporting this, the plan included the strategy that:
 Figure 6. Potential Faster Rail improvements Central Coast and Newcastle rail line (TfNSW, 2018b) NSW Fast Rail Strategy will form the blueprint for the future fast rail network including the fast rail corridor from Newcastle to Sydney. Hunter Joint Organisation Strategic Plan 2032 The Hunter Joint Organisation (JO) is a collaborative body that brings together the ten Councils in the Hunter region (including City of Newcastle) to “provide a united and local voice for our communities”. The Hunter JO acts as a hub for local intergovernmental collaboration with statutory mandates to identify and advocate for key regional strategic priorities and to build collaborations around these priorities with other levels of government, industry and community[27]. The Hunter Joint Organisation Strategic Plan 2032 is the Hunter JO’s Statement of Strategic Regional Priorities sets out a vision for the region and provides an overview of the strategic actions required to deliver that vision. To identify the highest regional priorities the plan draws from the Community Strategic Plans of Member Councils, regional-level plans and other state strategic documents. In preparing the Strategic Plan, Hunter JO identified priorities and potential areas for collaboration. These included:
The Hunter Region’s long-term priorities and aspirations together with the strategies that detail how to get there were elucidated in the Strategic Plan. Ones related to Transport and emission reduction include:
Draft Hunter Regional Transport Plan 2041.The car is the dominant form of transport within the Hunter accounting for around 91% of commuter trips, of which 90% are within the Hunter resulting in congestion on the road network during peak periods[28]. Furthermore, past developments of car-dependent urban growth has resulted in dispersed settlement patterns that are hard to service with public transport and where active transport is impractical. The plan notes that the effective integration of transport planning and land use can result in revitalised growth areas and centres and increased public and active transport within the region, with a shifting of behaviour from private car use (which is ultimately unsustainable) contributing to increased sustainable travel. The Hunter Regional Plan 2041 supports the principle of 15-minute neighbourhoods which encourages more sustainable and efficient forms of transport, where most of residents’ daily needs can be reached within 15 minutes by public transport, walking or cycling rather than taking the car. To support and improve local connectivity within regional centres, the plan seeks to improve public transport journey times, frequencies, and service catchments to make public transport a more viable option within the Hunter. and seeks to expand the active transport network within regional centres (encouraging walking and cycling for short trips), including integration of first and last mile active travel connections. For example, NSW Transport is working with Newcastle and Lake Macquarie councils to develop a connected cycleway network. To help achieve such aims, two pivotal NSW Government road use policies prioritise active and public transport over cars. The Providing for Walking and Cycling in Transport Projects Policy requires that every transport project funded by Transport for NSW include provision for walking and cycling, and the Road User Space Allocation Policy requires all roads (except motorways) in the allocation of road user space to consider all road users in order of: walking, cycling, public transport ahead of cars[29] [30]. Towards the target of a net-zero transport system by 2050, to help improve sustainability across the Hunter, the plan presents the following objectives: Increase the number of trips made by walking, cycling and public transport across the Hunter NSW Transport are working with local Hunter councils to close gaps in active transport networks, with funding from the Walking and Cycling Program[31]. They will also support new and existing neighbourhoods with improved walking and cycling networks. NSW Transport intends to support efficient and sustainable transport methods for the whole journey such as Mobility as a Service, On-Demand shared services, and micro-mobility options such as electric bikes, scooters and shared e-bike solutions. Micro-mobility offers potential alternatives for first and last mile travel between homes and key destinations such as public transport hubs and in areas where topography, distance or climate makes walking and cycling challenging. Transition to lower emission technologies to improve health and amenity To enable the transition to lower emission technologies, NSW Transport will incorporate EV fast chargers into transport projects and assets, work with local councils in the Hunter to transition their fleets to lower emissions technologies, and support innovation that supports transition to lower emission technologies in the Hunter. Greater Newcastle Policies and PlansGreater Newcastle Metropolitan Plan 2036 The Greater Newcastle Metropolitan Plan 2036[32] aligns with the Hunter Regional Plan and details strategies and actions to drive sustainable growth across Greater Newcastle city, providing a guide for local planning across the 5 Greater Newcastle councils. A key outcome of this plan is to “Improve connections to jobs, services and recreation”. Greater Newcastle consists of dispersed strategic centres, some of which are specialised / destination centres for work services and recreation, with options for different transport modes (cars, trains, buses, cycling, walking) available in most centres. This presents an opportunity to integrate land use policies with transport planning to enable a transport system that favours walking, cycling and public transport. To help enable this strategy Transport for NSW plans to work with Greater Newcastle councils to:
Greater Newcastle Future Transport Plan The Greater Newcastle Future Transport Plan[33] supports the implementation of the Future Transport Strategy 2056 within the Greater Newcastle area and provides the overarching strategic transport vision and network that will guide future transport planning for Greater Newcastle. Key objectives identified in the Greater Newcastle Future Transport Plan include the proposed faster rail connections between Sydney and Newcastle, the development of an integrated public transport network hierarchy, investigating extensions to the light rail, and further development of active transport networks. To help enable these objectives the plan identified a number of initiatives “intended to be investigated for potential commitment or implementation within the next 20 years”. No initiatives supporting these objectives were committed (i.e. have committed funding, in planning or in delivery). These initiatives “for investigation” include: The Sydney-Central Coast-Newcastle Faster Rail improvement initiative is a program of fleet and targeted fixed infrastructure improvements (for example, new deviations to eliminate curvatures and flatten grades) which could include a new rail crossing of the Hawkesbury River. The Bus Head-start initiative involves the early introduction of bus services on road networks that are designed for buses to serve housing release areas and connect them to key destinations in Greater Newcastle[34]. A place strategy or plan is a strategic plan for a precinct which establishes a vision for how a precinct will look in the future, and provides a high level plan with actions which detail how that vision will be achieved[35]. It seeks to identify the ideal outcome for an area that takes into consideration environmental constraints, infrastructure needs, economic or social requirements and local community values[36]. Greater Newcastle Place Plans initiative involves the planning and delivery of an integrated transport network to improve access to/from/within key precincts within Greater Newcastle by all modes, and includes the development of an active transport network including identification of bicycle parking and initiatives for behaviour change to support more sustainable travel options. For example, the City of Newcastle is developing a Broadmeadow Place Strategy for the proposed Broadmeadow precinct with the following outcomes for Active and Public Transport identified in the Hunter Regional Plan 2041:
Cycling improvements initiative involves the Investment in the Greater Newcastle Regional Bicycle Network (a connected cycleway network for Greater Newcastle) in collaboration with local councils. Newcastle Ferry Network extension initiative involves the extension of ferry services between Stockton and Queens Wharf to Wickham which will facilitate interchange with heavy rail services. Transport use and opportunities for change This Greater Newcastle Future Transport Plan noted that the majority of people (84%) travel in Greater Newcastle by private vehicle (see Figure 7), with use of public transport very low compared to other cities. They found that only 3% of people used public transport during the week. This compares poorly to Greater Sydney where 12.8% use public transport on an average weekday (Note that this is down from pre-pandemic levels of 16%-23%)[37] [38] [39]. Public transport use dropped to only 1% on weekends. Active Transport fared better with 12-14% of people walking or cycling.  Figure 7. Mode of travel in Greater Newcastle (TfNSW, 2018c). The plan identified a number of opportunities where public and active transport could be used rather than by car:
The Greater Newcastle Future Transport Plan set a modest target of 25% of total trips to be made by public and active transport by 2056 (only 8% increase over 28 years). Newcastle Climate Action Plan The themes and objectives of the Newcastle Climate Action Plan[40] include the Zero Emissions Transport theme supported by the objective “Supporting the transition to clean, efficient, emissions-free transport” across the City of Newcastle. Transport emission related actions supporting this objective are:
The theme associated with Community Emission Reduction in the Climate Action Plan is not surprisingly “Towards a Net Zero Emissions City”, with the supportive objective of “To create a resilient city that reduces its share of emissions to ensure a cleaner and more sustainable future”. Transport emission related actions in the Climate action plan supporting this objective are included under “Supporting an Electric Transport Future” and include:
As the first Australasian port to join the International EcoPorts network, the Port of Newcastle has committed to integrating sustainable practices, including its transition to a fully electric vehicle fleet [41]. Although not mentioned under emission reduction, under the theme Liveable Newcastle, and the priority of “Safe, active and linked movement across the city”, the following Council objectives could reduce transport emissions within the city:
Active Transport and Newcastle With approximately 78% of weekday trips in Newcastle by private car, with an average trip of less than 8 km [42], and as the vast majority of trips made by bicycle are under 10km [43] , there is a great opportunity for cycling to replace private cars for average trips within the Newcastle LGA. Institute for Sensible Transport conducted a study[44] to identify hotspots for both high latent demand for cycling and high concentrations of short car trips in four NSW cities using census data. The study report emphasised the importance of this, as a new cycling trip that replaces a trip formally done by car is more ‘valuable’ from a benefits perspective, in terms of its positive impact on congestion, emissions, physical activity and transport affordability than a trip coming from another mode . The study found that Newcastle was a standout city, with a strong correlation between areas of car dependency for short trips and a propensity for bicycle use compared to the other NSW cities studied. In particular there was strong clustering around the inner Newcastle area as shown in Figure 13. The study report noted that such identified areas are ideal for investment in bicycle infrastructure as they are likely to see higher modes shift away from cars to more energy efficient transport modes compared to other areas.  In 2020 the City of Newcastle conducted a survey[45] to understand the cycling experience in Newcastle LGA. Separating respondents into cohorts of frequent cyclists and infrequent cyclists they found that the top factors that would encourage cyclists to ride more included:
They also found the majority of cycling collisions reported by respondents over 2 years were with motor vehicles (56% frequent, 72% infrequent riders). The survey also looked at cyclists’ perception of cycling in Newcastle LGA. They found that only a minority of respondents thought that the Newcastle LGA is a cycle-friendly area (26% frequent, 20.5% infrequent riders). Very few respondents thought that there was insufficient bike parking in the public domain (18% frequent, 14.5% infrequent riders). Furthermore, the majority respondents thought that Cycle routes were not well connected (72% frequent, 65% infrequent riders) and Vehicle Drivers were not courteous towards cyclists (65% frequent, 57% infrequent riders). Newcastle Cycling Plan The Newcastle cycling plan, titled On our bikes: A plan for safe and connected cycling in the Newcastle LGA [46], has a goal that “By 2030, City of Newcastle will have a safe, connected cycling network of principal routes and low stress streets. Riding and walking will be the natural choices for short trips, for all members of our community.“ The Cycling Plan noted that not enough progress has been made translating strategic goals for more active and sustainable transport use into action on the ground such as articulated in the Cycling Plan’s predecessor, Newcastle Cycling Strategy and Action Plan 2012[47]. Although very little mention is made in the Cycling Plan to cycling’s role in emission reduction, some objectives in the plan align with the Climate Plan objective to Support the transition to clean, efficient, emissions-free transport across the City of Newcastle. The Cycling Plan is structured around four key themes and their objectives:
The Cycling Plan set targets that by 2030 Newcastle will:
Transport Oriented DevelopmentNSW Government planning reforms for Transport Oriented Development (TOD) will increase the capacity for more mid-rise housing and mixed-use development within 400 metres of stations over the next 15 years delivering much needed housing around transport hubs. This includes the locations of Newcastle Interchange, Hamilton, Kotara, Cardiff, Cockle-Creek, Booragul, Teralba and Morisset stations[49]. The NSW Government will establish inclusionary zoning around these locations to deliver affordable housing close to jobs, recreation, amenities, and services. We welcome these reforms as TODs will decrease the need for cars and increase patronage of public transport and active transport use which will lead to better health outcomes and reduced GHG emissions. The option to pursue TOD along the Hunter Line is also appreciated. However, the NSW Government stated that a paltry mandatory minimum 2% affordable housing contribution will apply for all new developments in these areas. This is in no way sufficient in addressing the housing crisis affecting low-income residents in our community. Residents of affordable housing are also more likely to utilise public and active transport. The City of Newcastle Local Strategic Planning Statement includes a goal of providing at least 30% affordable housing within all new Catalyst Areas. This applies to the Broadmeadow precinct. Furthermore, the City of Newcastle Housing Policy includes an overall affordable housing target of 15% to work towards, across the city that is monitored using benchmarks for affordable housing, housing diversity and homelessness. Given a target of affordable and social housing of 30%, such as within the City of Newcastle, the mix may be 15% affordable or 15% social housing or it may be 5% to 25%. These different housing mix scenarios will require different strategic planning considerations including requirements for social infrastructure for each location. These different housing mix scenarios will require different strategic planning considerations including requirements for social infrastructure for each location. All land to be developed for housing at the Transport Hubs must prioritise the delivery of a public benefit, not the delivery of profit. Utilise Maitland to Cessnock Rail LineThrough the Draft Plan mention is made of the expected large increase in population and the lack of effective public transport along the corridor that the disused Maitland to Cessnock rail line. Port Melbourne and St Kilda railway lines were converted to light rail in 1987. The resulting tram lines are highly used by residents, workers and tourists, linking Melbourne with the St Kilda restaurant and tourist precinct and with Port Melbourne businesses. Furthermore, the replacement of the lines allowed for the development of parallel shared pathways for cyclists and pedestrians which are also very popular. The development of light rail along the former Maitland to Cessnock Rail Line would help address the burgeoning problem of a rapidly increasing population and sub-optimal public transport facilities in this area and could be a drawcard for tourists to this area. It would also be prudent to develop a parallel shared pathway for cyclists and pedestrians to help promote the use of active transport in this area. Richmond Vale Rail TrailRichmond Vale Rail Trail (RVRT) is a planned multi-purpose, shared pathway, 40km long (with all connections), typically comprising a 3m wide sealed pavement. The Newcastle LGA section will run from Shortland to Tarro and from Hexham to Lenaghan (Pambalong Nature Reserve), with Fletcher and Minmi connections. The Lake Macquarie and Cessnock LGA section will run from Stockrington to Kurri Kurri. The historic RVRT will form the backbone to the proposed 100+km Shiraz to Shore cycle trail (S2S). However, there is no mention of the RVRT in the draft plan. Whereas the Draft Plan mentions the potential for tourism growth and sustainability for the S2S, the benefits to the region of economic growth and development, active transport benefits, connectivity of precincts, and recreational possibilities are missing. The S2S (latest iteration) does not include the RVRT link from Minmi to Shortland (via Hexham and Tarro). This key link provides an essential connection between communities, a much safer off-road link for cyclists than the New England Highway and Hexham Straight, and enables access to the world renown Hunter Wetlands National Park. The RVRT, together with its benefits should be included in the draft plan in association with the S2S. Thank you for considering our submission, Sincerely, Alec Roberts CLEANaS Chair on behalf of CLEANaS REFERENCES [1] http://www.cleanas.org.au/ [2] 2022 Snapshot emissions profile – Ironbark Sustainability and Beyond Zero Emissions. [3] Ironbark Sustainability and Beyond Zero Emissions. (2025). 2023 Snapshot emissions profile – Ironbark Sustainability and Beyond Zero Emissions. Snapshot. Retrieved 27 February 2025, from https://snapshotclimate.com.au/ [4] https://www.newcastleclimatechangeresponse.org.au/newcastle-climate-action-summit.html [5] © State of New South Wales (Transport for NSW) [2022]. [6] TfNSW. (2022a). Future Transport Strategy. Future Transport. Retrieved 01 March 2023, from https://www.future.transport.nsw.gov.au/ [7] Office of Energy and Climate Change (OECCb). (2022). Net Zero Plan Implementation Update 2022. NSW Climate and Energy Action. 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Freight and Servicing Last Mile Toolkit: A guide to planning the urban freight task. Retrieved 08 April 2023, from https://www.mySydney.nsw.gov.au/lastmilefreight [14] TfNSW. (2021b). Future Transport Technology Roadmap 2021–2024. Retrieved 09 March 2023, from https://www.transport.nsw.gov.au/projects/strategy/technology-roadmap [15] Adiona Tech. (2023). Connected Thinking: An Adiona Tech report on Australian transport electrification priorities. Retrieved 11 May 2023, from https://www.adionatech.com/resources/connected-thinking-report [16] Ellis, P. (2023). London’s first Cargo Bike Action Plan launched. Transport for London. Retrieved 11 May 2023, from https://tfl.gov.uk/info-for/media/press-releases/2023/march/london-s-first-cargo-bike-action-plan-launched [17] Transport for NSW (TfNSW). (2018a). NSW Freight and Ports Plan 2018-2023. Retrieved 09 March 2023, from https://www.transport.nsw.gov.au/projects/strategy/nsw-freight-and-ports-plan [18] Department of Climate Change, Energy, the Environment and Water (DCCEEW). (2022c). National Greenhouse Accounts 2020: State and Territory Greenhouse Gas Inventory, Australian Government Department of Climate Change, Energy, the Environment and Water.. Retrieved 26 March 2023, from https://www.dcceew.gov.au/climate-change/publications/national-greenhouse-accounts-2020/state-and-territory-greenhouse-gas-inventories-annual-emissions [19] Bureau of Infrastructure and Transport Research Economics (BITRE). (2023b). Australian Sea Freight 2020-21. Retrieved 14 October 2023, from https://www.bitre.gov.au/publications/2023/australian-sea-freight-2020-21 [20] © State of New South Wales (Transport for NSW) [2022]. [21] TfNSW. (2022b). Active Transport Strategy. Retrieved 09 March 2023, from https://www.future.transport.nsw.gov.au/future-transport-plans/active-transport-strategy [22] O'Sullivan, F., & Bliss, L. (2020). The 15-Minute City—No Cars Required—Is Urban Planning’s New Utopia. Retrieved 07 April 2023, from https://www.bloomberg.com/news/features/2020-11-12/paris-s-15-minute-city-could-be-coming-to-an-urban-area-near-you [23] TfNSW) (2023a). Strategic cycleway corridors for Greater Sydney. Retrieved 07 April 2023, from https://www.transport.nsw.gov.au/operations/walking-and-bike-riding/strategic-cycleway-corridors [24] Bicycle NSW. (2023). The first NSW active transport strategy. Retrieved 07 April 2023, from https://bicyclensw.org.au/the-first-nsw-active-transport-strategy/ [25] 2022 Department of Planning and Environment. [26] DP&E. (2022a). Hunter Regional Plan 2041. Retrieved 09 April 2023, from https://www.planning.nsw.gov.au/Plans-for-your-area/Regional-Plans/Hunter/Hunter-regional-plan-2041 [27] Hunter Joint Org (Hunter JO). (2022). Hunter JO Strategic Plan 2032 Statement of Strategic Regional Priorities. Retrieved 20 April 2023, from https://www.hunterjo.com.au/hunter-jo-strategy/ [28] TfNSW. (2022c). Draft Hunter Regional Transport Plan 2041. Retrieved 09 March 2023, from https://www.future.transport.nsw.gov.au/future-transport-plans/draft-hunter-regional-transport-plan [29] Staples, R. (2021a). Road User Space Allocation Policy. Retrieved 13 April 2023, from http://www.transport.nsw.gov.au/system/files/media/documents/2021/road-user-space-allocation-policy.pdf [30] Staples, R. (2021b). Providing for Walking and Cycling in Transport Projects Policy. Retrieved 13 April 2023, from http://www.transport.nsw.gov.au/system/files/media/documents/2021/providing-for-walking-and-cycling-in-transport-projects-policy.pdf [31] © Transport for NSW. [32] Department of Planning and Environment (DP&E). (2018). Greater Newcastle Metropolitan Plan 2036. Retrieved 14 April 2023, from https://www.planning.nsw.gov.au/Plans-for-your-area/Greater-Newcastle-metropolitan-planning/Resources [33] TfNSW. (2018c). Greater Newcastle Future Transport Plan. Retrieved 09 March 2023, from https://www.future.transport.nsw.gov.au/future-transport-plans/greater-newcastle-future-transport-plan [34] TfNSW. (2022d). Hunter Regional Transport Plan Initiatives - Lower Hunter Sub Region. Retrieved 10 April 2023, from https://www.future.transport.nsw.gov.au/documents/hunter-regional-transport-plan-lower-hunter-electorate-initiatives [35] McLaren, A., & Van Veen, J. (2022). North Parramatta Place Strategy Community Visioning Workshops. Retrieved 10 April 2023, from https://www.planning.nsw.gov.au/-/media/Files/DPE/Strategy-documents/Plans-for-your-area/Planning-for-local-communities/Parramatta-CBD/North-Parramatta-Place-Strategy-Community-Visioning-Workshops-202212.pdf?la=en [36] Port Stephens Council. (n.d.). Fullerton Cove Place Strategy. Retrieved 10 April 2023, from https://www.portstephens.nsw.gov.au/development/strategies-and-planning-guides/fullerton-cove-place-strategy [37] idcommunity. (2021). Australia Method of Travel to Work. Retrieved 18 April 2023, from https://profile.id.com.au/Australia/travel-to-work?BMID=260 [38] Loader, C. (2022). Update on Australian transport trends (December 2022). Charting Transport: Looking at Transport through graphs and maps. Retrieved 18 April 2023, from https://chartingtransport.com/2022/12/31/update-on-Australian-transport-trends-december-2022/ [39] NSW EPA. (2021). NSW State of Environment: Transport 2021. Retrieved 16 April 2023, from https://www.soe.epa.nsw.gov.au/all-themes/human-settlement/transport-2021 [40] CoN. (2021a). Newcastle Climate Action Plan 2021-2025. Retrieved 17 April 2023, from https://newcastle.nsw.gov.au/living/environment/climate-action [41] TfNSW. (2021b). Future Transport Technology Roadmap 2021–2024. Retrieved 09 March 2023, from https://www.transport.nsw.gov.au/projects/strategy/technology-roadmap [42] CoN. (2021c). On our bikes: A plan for safe and connected cycling in the Newcastle LGA. Retrieved 23 April 2023, from https://newcastle.nsw.gov.au/getmedia/19c3e8a0-e5b5-4c87-b8d6-4dc2ac12c567/On-our-bikes-Cycling-Plan-2021-2030#:~:text=We%20are%20dedicated%20to%20building,people%20to%20ride%2C%20more%20often. [43] City of Newcastle (CoN). (2012). Newcastle Cycling Strategy and Action Plan 2012. Retrieved 24 April 2023, from https://bicycleinfrastructuremanuals.com/wp-content/uploads/2019/02/Newcastle-Cycling-Strategy-and-Action-Plan_Australia-Newcastle.pdf [44] Institute for Sensible Transport. (2019). Understanding the spatial relationship between cycling propensity and car dependence. Retrieved 23 April 2023, from https://opendata.transport.nsw.gov.au/dataset/cycling-propensity [45] CoN. (2020). Newcastle Cycling Strategy and Action Plan Consultation Report. Retrieved 23 April 2023, from https://newcastle.nsw.gov.au/have-your-say/projects-archive/draft-cycling-plan-on-our-bikes [46] CoN. (2021c). On our bikes: A plan for safe and connected cycling in the Newcastle LGA. Retrieved 23 April 2023, from https://newcastle.nsw.gov.au/getmedia/19c3e8a0-e5b5-4c87-b8d6-4dc2ac12c567/On-our-bikes-Cycling-Plan-2021-2030#:~:text=We%20are%20dedicated%20to%20building,people%20to%20ride%2C%20more%20often. [47] City of Newcastle (CoN). (2012). Newcastle Cycling Strategy and Action Plan 2012. Retrieved 24 April 2023, from https://bicycleinfrastructuremanuals.com/wp-content/uploads/2019/02/Newcastle-Cycling-Strategy-and-Action-Plan_Australia-Newcastle.pdf [48] ABS. (2021). Australian Bureau of Statistics 2021 Census of Population and Housing. Newcastle 2021 Census Community Profiles.Australian Bureau of Statistics. Retrieved 24 April 2023, from https://www.abs.gov.au/census/find-census-data/community-profiles/2021/LGA15900 [49] Department of Planning, Housing and Infrastructure (2023) Transport Oriented Development Program. https://www.planning.nsw.gov.au/policy-and-legislation/housing/transport-oriented-development-program Book Review: Climate Clangers: The Bad Ideas Blocking Real Action by Jennifer Rayner.My favourite climate read from the festive season: Climate Clangers: The Bad Ideas Blocking Real Action by Jennifer Rayner.  Rayner stated that we cannot fix the massive problem of #cimatechange by relying on the same social, political and economic structures that got us here in the first place. We have left it too long and let the risks mount too high to follow the path of incremental change. We need to be flipping the switch to warp speed, but the three bad ideas detailed in the book are holding us back from taking action at the speed and scale that Science demands.
Rayner notes that these climate clangers are more like perspectives or conceptual frameworks that usually go unsaid and unnoticed because they're so embedded in how politicians, policy makers, businesses, and maybe some of us think and view the world, blinkering us from what is necessary and what is possible for tackling climate change right now. The three climate clangers are:
Each of these clangers is ceremonially discredited in turn by Rayner and valid alternatives proposed. Our economy is measured by GDP, which is the sum of everything produced and sold for money, including all wealth / profits going overseas. So, fossil fuel exports by overseas companies inflate the GDP but bring little terms of direct economic contribution (jobs, taxes) to the country, whereas electrification and solar PV reduces costs to families and businesses but is bad for GDP even though it's great for Australians. The paradigm of net zero puts the focus firmly on requiring businesses to balance their carbon ledger. Carbon offsets allow companies to keep polluting as usual if someone somewhere else does something like plant a tree to offset that pollution on paper. The carbon cycle doesn’t work that way. Rayner states that we need to make cuts to pollution right now and lay to rest ill-founded idea that counting carbon offsets equals climate action. The expected costs of climate action are very visible, but we rarely hear about the costs of inaction. The costs of business as usual (Direct costs of continuing to power ourselves with fossil fuels) alone nearly match the cost to decarbonise our economy. Added to that are the significant costs of inaction, the indirect costs. These include the huge and escalating price we will all pay from more unnatural weather disasters which the Insurance Council of Australia estimates will cost about 35 billion dollars a year by 2050 if we keep going on our current path. An excellent book – recommended reading. - Alec Roberts |
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