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Thus localscale diversity will fit into regional-scale systems. This is also a model for rebuilding public transport infrastructure – regional-scale ‘backbones’ of fast rail feeding out into a myriad of small-scale systems around local centres. The transport solution will combine transport infrastructure and land-use policy as well as household education programs, such as TravelSmart, which have already successfully reduced car use. Approaches that reduce ecological footprints whilst improving urban services is recognized in all the recent metropolitan strategies in Australian cities, which are committed to policies that reduce car dependence.

Such PPPs totally undermine the basic approach of sustainability, which seeks to achieve common-good outcomes. Australian cities have a critical need for infrastructure that can support more sustainable outcomes, in particular, in water and transport. Rail systems, with the exception of Perth, are not fit for the purpose, whilst traffic growth is out of hand and the problems of car dependence continue. Funding such infrastructure has reached a fork in the road – or the tracks. Australia can choose either a more traditional PPP where governments find most of the capital or a more experimental PPP where the private sector finds most of the capital.

Such a critical shift needs to be made in federal policy in Australia. Money for such infrastructure exists from substantial capital funds associated with the state of the deficit. Also a mechanism could be developed to invest superannuation funds in our cities. If an urban infrastructure program were started, partnership funding of the required rail systems and integrated transport programs would follow. Perth’s new rail system, which has cost $A2 billion and has given the city a 180 km modern electric rail system with 72 stations, was built without any federal funds.

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