From under the linoleum
Old newspapers show Mussolini's imperialism looked a lot like today's

I sat on the floor and picked through the tragedy of the country we now call Ethiopia laid out on the yellowing pages. It was eerily reminiscent of the current Iraq adventure.

A tale for our times
The December 1934 assassination of Sergei Kirov

Seventy years on, the killing of Sergei Kirov casts an eerie light on the events of 11 September 2001, the invasions of Iraq and Afghanistan, the “war on Terror” and the state-sponsored hysteria surrounding the shadowy figures of Osama bin Ladin and Abu Musab al-Zarqawi.

Ninety-three years of bombing the Arabs
It was the Italians, hell-bent on acquiring an African empire, who got the ball rolling. In 1911 the Libyan Arab tribes opposed an Italian invasion. Their civilians were the first people in the world to be bombed from the air.

Dispossessed all over again
After spending nearly two months in the West Bank the pull towards my village was growing stronger, especially after being detained twice and threatened with deportation … an Australian Palestinian returns to her ancestral home.

The tragic inevitability of a forlorn hope
Australia slides further into the Iraq quagmire
Cabinet documents recently released under the 50-year rule show that, in 1954, Liberal (conservative) Prime Minister, Robert Menzies, and key figures in his Cabinet were extremely gloomy about the prospects for success in an American war against nationalists in Indochina. But eventually they went to the Vietnam War anyway.

Bombing King David
One man’s freedom fighter is another’s terrorist

Some historians date the beginning of modern terrorism from the 1946 bombing by Zionist terrorists of the British military HQ in Jerusalem.

Don’t loiter near the exit
Military debacle and economic decline haunt the Bush regime

When I was just a young possum in the school cadet corps there was a hoary old war story that we all knew. It was almost certainly apocryphal, but it ruefully expressed a nasty historic truth about the US role in the demise of the British Empire.


We've been online since 1997.
Check out the archives or …

powered by FreeFind

Locations of visitors to this page


© Nick Possum/
Brushtail Graphics

Looking backwards, progressing forwards

14 January 2009

I was nursing a cider down at the Brushtail Café wondering what 2009 would bring when Joadja suddenly grabbed the baseball bat she keeps behind the bar and strode towards the door. A young man in a spiffy suit scuttled off into the lane.

“Who was that?” I asked.

“One of those creepy ‘analysts’ who used to work for the Macquarie Bank. I can pick them a mile off. They’re always coming in looking for work or trying to flog their iPhone or their yacht. Before Christmas I caught one trying to scalp tickets to an exclusive Labor Party fundraiser. The patrons are sick of the bastards”, she said.

Who could blame them. The only good thing I could say about the Millionaire’s factory is that over the years I’ve made a few bob investigating them. Call it schadenfreude, but I’ve got no little fun out of watching their fortunes decline as fast as the political culture they fostered.

The rot set in with the so-called ‘public-private partnerships’ and the ‘build, own, operate, transfer’ schemes that began in the Greiner years and came to dominate the state’s politics from Carr onwards. Never underestimate the extent to which these schemes corrupted politics and planning and skewed infrastructure development towards the convenience of the merchant banks and the construction industry.

The Big Dogs developed a taste for gold-plated stand-alone projects. These things effectively maximised their profits. The projects were huge, so the profits were huge. They actually employed few workers and, because they ran for years they utilised equipment to maximum efficiency and profitability.

At first, the BOOTs and PPPs were simply a newfangled way of financing long-planned motorways. But as the builders and bankers became hooked on big projects and big floats, they began purchasing access to powerful politicians with unprecedented ‘donations’ to the major parties. They didn’t really need to buy the Liberal Party but Labor was a real sucker for it. The more the ALP tried to cut itself loose from the trade unions and ordinary working class folk, the more they needed the developer dollar.

The whole process reached its nadir in a new phenomena: the post-politics sinecure for the helpful politician or bureaucrat. Soon, a whole generation of cabinet ministers, department heads and even fixers lower down the food-chain were making far-reaching decisions with one eye on a sinecure.

In the RTA, they specialised in inflated traffic forecasts. Fibbing for the freeway became a habit. The RTA engineers got the road and, sometimes, nice jobs with the private operator after it opened. The merchant bank got fat fees for setting up the deal. The politicians got a photo-opportunity.

Many of the traffic forecasts weren’t just exaggerated, they were actually above the maximum possible throughput capacity. Rational planning went out the window.

Of course, savvy private investors knew that infrastructure only makes the constructors money, not the operators, so they arranged with their political mates to get their snouts in the public trough one way or another – anti-public transport clauses in tollroad contracts, or top-up provisions like the one that’s going to see the public pay out over a billion dollars for low traffic volumes in the Harbour Tunnel.

But now the party’s over. A prolonged recession, possibly a full-blown depression, is upon us. Funds for mega projects are drying up. To make matters worse, oil supplies are in inexorable decline. What we need, in the new environment, is a modest, reliable, long-term program of investment  in public transport infrastructure. The most important element here is light rail because it’s terrific value – high capacity, low cost. 

An investment of, say, $400m a year is going to get us somewhere between 20 and 40 kilometres of light rail every year (depending on where you put it), plus the vehicles to operate it. That’s something the state can afford and, year, by year, the kilometres are really going to add up.

So how do we progress this, going forwards (as the MacBankers would say)? Firstly, we do the easy bit. We get the light rail extended down the old freight line from Lilyfield to Dulwich Hill. That makes it an important part of the Sydney system rather than just a boutique line that ends nowhere.

“Easy?” you ask. Technically, yes, but it’s taken a lot of argy-bargy by the community to get any movement from the politicians. Remember, their advisors in the Ministry of Transport are pathologically anti light rail and these bus-fetishists haven’t yet been shown the door. When they are, we need a Light Rail Authority – a modest-sized team of planners and engineers to keep the work moving ahead steadily.

Here’s a vision of how it would work: first year, the tram goes down Pitt Street from Central as far as the Mall. Plus, in the other direction, to Green Square. Second year, the Pitt Street line reaches Circular Quay and they make a start on a line to the Eastern Suburbs by getting it as far as Paddington. And so on … a rolling program where you see the benefits quickly. Then after a couple of years we start putting in a route from Parramatta to The Hills. The buses the light rail replace get retasked to the outer suburbs. With this program, there’d be a steady demand for light rail vehicles and we could sustain local production and reliable long-term jobs.

Sometimes the simplest, most obvious things are the hardest to get done.