Gold Coast (Australia) Light Rail nearing completion with testing of trams along the entire length of the line - from Gold Coast Hospital to Broadbeach. See Flickr for great shots of construction and tram testing.
https://www.flickr.com/groups/2192361@N23/
Friday, April 25, 2014
Edinburgh Trams Being Tested But No Opening Date Yet.
VIDEO – Edinburgh Trams Testing: Thanks to www.theedinburghreporter.co.uk
Trams are still being tested on the route which runs between Edinburgh Airport and York Place, and there is no announcement from the council as yet about the date when passengers can start using the new transport.
The Edinburgh Reporter was out at Haymarket yesterday morning and made this little film which shows that pedestrians and other road users have a way to go when it comes to acknowledging the trams on the streets.
All drivers have to have 60 hours of driving under their belts, and they have to do at least one practice tow of a ‘broken down’ tram before they will be allowed to carry passengers.
Until then the Edinburgh public is urged to watch out for the tram. They do have bells but are otherwise silent, so pedestrians and other road users should be #carefulnow as all the social media safety messages advise.
Wednesday, April 23, 2014
Bombardier Partner CSR Puzhen Presents First Low-Floor Tram for China
April 11, 2014ShanghaiTransportation, Press Release
- The first vehicle built under the license agreement was presented in Nanjing to the customer from the city of Suzhou
- CSR Puzhen holds a 10-year license to produce trams based on BOMBARDIER FLEXITY 2 technology
The roll-out for the first tram produced under a 10-year-license agreement was held at the Nanjing manufacturing site of CSR Nanjing Puzhen Rolling Stock Co. Ltd. (CSR Puzhen). This is the first vehicle manufactured under the technology license agreement signed in July 2012 between rail technology leader Bombardier Transportation and CSR Puzhen.
Following the first public tender for modern 100% low-floor trams in China, Bombardier partner CSR Puzhen, a subsidiary of China South Locomotive and Rolling Stock Corporation Limited, won an order for 18 low-floor trams for the city of Suzhou. CSR Puzhen is building the trams based on Bombardier’sFLEXITY 2 technology at its site in Nanjing. Bombardier has developed the vehicle design, provides training and delivers on-site support. The tram is equipped with BOMBARDIER FLEXX Urban 3000 bogies and BOMBARDIER MITRAC propulsion technology.
Jianwei Zhang, President of Bombardier China, said: “We are proud to be part of this milestone and look forward to seeing Suzhou become a benchmark in modern tramway operation in China. As the world market leader in trams, Bombardier is the ideal partner to introduce this technology in China successfully.”
Suzhou New District Tram Co., Ltd. (SND) will operate the trams within the Suzhou new & high-tech industrial development zone, a “greenfield” satellite city within Suzhou municipality. Suzhou is a city of 11 million people located in the southeast of Jiangsu Province, close to Shanghai.
The five-section bi-directional, multi-articulated low-floor trams for Suzhou are 32 m long and 2.65 m wide. These modern low-floor trams provide the latest standards in safety, passenger comfort, accessibility and energy consumption. CSR Puzhen is also producing trams for two lines in Nanjing (Hexi and Qilin lines), featuring Bombardier's catenary-free technology based onBOMBARDIER PRIMOVE traction batteries.
The five-section bi-directional, multi-articulated low-floor trams for Suzhou are 32 m long and 2.65 m wide. These modern low-floor trams provide the latest standards in safety, passenger comfort, accessibility and energy consumption. CSR Puzhen is also producing trams for two lines in Nanjing (Hexi and Qilin lines), featuring Bombardier's catenary-free technology based onBOMBARDIER PRIMOVE traction batteries.
Bombardier has sold more than 1,200 FLEXITY 100 per cent low-floor trams worldwide. About 3,500 Bombardier trams and light rail vehicles are in revenue service or on order in approximately 100 cities across Europe, Australia and North America.
In order to sustain global economic growth while ensuring the health and quality of life of citizens, cities the world over are looking for smarter and more environmentally friendly forms of mass transit. Trams and light rail vehicles are the most energy efficient mode of transportation, consuming up to five times less energy per passenger than cars travelling with an average of between one and two people.
In order to sustain global economic growth while ensuring the health and quality of life of citizens, cities the world over are looking for smarter and more environmentally friendly forms of mass transit. Trams and light rail vehicles are the most energy efficient mode of transportation, consuming up to five times less energy per passenger than cars travelling with an average of between one and two people.
Melbourne's Route 96 Tram Named in World's top 10 trolley (tram) rides: National Geographic
In their book "Journeys of a Lifetime: 500 of the World's Greatest Trips," National Geographic magazine lists the top 10 trolley rides in the world. The list includes Melbourne Australia's Route 96 Tram.....
Melbourne Route 96 Tram: This Australian ride travels from East Brunswick past the Royal Exhibition Building - a World Heritage Site, - the South Melbourne market and Melbourne Sports and Aquatic Centre to Acland Street. It's Australia's busiest tram route (BTW there is not a lot of competition outside of Melbourne for this title.. at the moment).
For the full story...
World's top 10 trolley rides: National Geographic
Melbourne Route 96 Tram: This Australian ride travels from East Brunswick past the Royal Exhibition Building - a World Heritage Site, - the South Melbourne market and Melbourne Sports and Aquatic Centre to Acland Street. It's Australia's busiest tram route (BTW there is not a lot of competition outside of Melbourne for this title.. at the moment).
For the full story...
World's top 10 trolley rides: National Geographic
Sydney Australia can learn a lot from Edinburgh's disastrous tram system
- Date
Nick Miller
Europe Correspondent
As Sydney prepares to rip up its streets for an expanded tram system,
there is much to learn from Edinburgh's unhappy and expensive
experience, writes European correspondent Nick Miller.
Cities can be proud of odd things. Edinburgh has a stunning castle perched on a crag in the city centre, a world-beating fringe festival and gorgeous, winding cobbled streets.
But you know what they really love? Their buses. ''Best bus system in the world,'' they'll tell you, without prompting. ''Second to none.''
And you know what they don't love? Trams.
But you know what they really love? Their buses. ''Best bus system in the world,'' they'll tell you, without prompting. ''Second to none.''
And you know what they don't love? Trams.
Read more: http://www.smh.com.au/world/sydney-can-learn-a-lot-from-edinburghs-disastrous-tram-system-20140117-30zhf.html#ixzz2zhzHUwLb
Off the rails: The Edinburgh tram system has gone massively over its budget and deadline. Photo: Supplied
Have U.S. Light Rail Systems Been Worth the Investment?
Five U.S. metros (Buffalo, Portland, Sacramento, San Diego, and San Jose) opened light rail systems in the 1980s to great fanfare. The mode offered many of the benefits of subway systems for far less public money; San Diego's system, per mile, cost about one-seventh of Washington, D.C.'s Metrorail. Light rail cities like Portland became transportation models for the country, pointing toward a transit-friendly urban future.
Thirty years later, light rail remains the most appealing mode of new public transportation formany American cities. Billions of local, state, and federal dollars have been invested in 650 miles of new light rail lines in 16 regions, and today 144 miles of additional lines are under construction at a cost of more than $25 billion. Many more lines are planned. No region has invested in a new heavy rail subway system, on the other hand, since 1993.Read more....
Have U.S. Light Rail Systems Been Worth the Investment?
New Jersey, USA - Proposal to kickstart light rail extension into Bergen County
Officials from Bergen and Hudson counties met on Monday to discuss plans to extend the light rail into Bergen County.(Jersey Journal File Photo)
By Kathryn Brenzel/NJ.com
Email the author | Follow on Twitter
on April 22, 2014 at 8:21 AM, updated April 22, 2014 at 8:22 AM
Email the author | Follow on Twitter
on April 22, 2014 at 8:21 AM, updated April 22, 2014 at 8:22 AM
|
Englewood, New Jersey
Officials are pushing to bring light rail service to Bergen County, a $1 billion project long-stalled by concerns over funding and location, the Record reported.
Englewood Mayor Frank Huttle III and Jersey City Mayor Steve Fulop were among dozens of officials on Monday at the first meeting of the “Mayors’ Hudson/Bergen Light Rail Commission” at bergenPAC. The commission aims to put the Hudson-Bergen Light Rail extension on track, after several years of delays and disagreements.
The line, which currently only operates in Hudson County, would continue from Tonnelle Avenue to Ridgefield, Palisades Park, Leonia and then end in Englewood — a nine-mile ride that would last roughly 33 minutes. The new proposal includes a parking garage at Englewood Hospital, which is the first of three stops in the city under the plan.
Bergen County officials have been seeking an extension of the line for several years. A previous plan called for an extension into Tenafly, but residents opposed the expansion in 2012 and officials changed the final stop to Englewood.
Funding has also been a central issue in moving the project forward. No source has been identified for the estimated $1 billion project. Officials said Monday that the project could apply for federal funding that would require a state match.
City Set To Move Ahead On Study For Light Rail System; But Some Council Members Skeptical - 04/22/2014 - Chattanoogan.com
Tuesday, April 22, 2014
Chattanooga, Tennessee (USA) City Council Set To Move Ahead On Study For Light Rail System; But Some Council Members Skeptical
City officials are set to move ahead in applying for a grant to study setting up a light rail system in Chattanooga, though some City Council members are skeptical.
New Sydney Light Rail - hit with the pensioners and dads with kids
The extension to Dulwich Hill of Sydney's only Light Rail line is now nearly a month old and today I experienced it first hand for the first time today. Not that I was not interested enough to come sooner, but rather I live and work nowhere near this line so this was the first chance I had to 'joy ride' the extension.
With my kids in tow (its school holidays in New South Wales this week) we travelled from Darling Harbour to Dulwich Hill. Nice smooth ride and at faster speeds than I had expected and which had been reported (although nothing compared to the acceleration and speed of Amsterdam's street trams). Both trips were in two of the seven Variotrams originally built in Dandenong by Adtranz. We would have liked to have at least one ride in one of the four Urbos 2 vehicles (on loan from Spain) which were introduced when the Dulwich Hill extension opened - but we couldn't wait another 12 minute interval for another return tram.
We are not sure what it is like in peak hour, but the two trips we took were relatively full with all seats taken for most of the journey. Generally it was full with joy riders like Dads and Grandads with their kids on School Holidays and groups of Senior Citizens enjoying a nice day out. It will take time to get the 'commuters' to start using the line regularly. On our tram Transdev had a PR rep and photographer taking 'stock shots' of the line - obviously it is still new for them as well.
I agreed with some commentators that the line is not perfect. For me, the interchange with the suburban rail line at Dulwich Hill was not as 'connected' as one would have expected with the newly build light rail station. The absence of the Opal Card in a brand new system was unusual to say the least - assume something to do with the contact with Transdev, the operator of the Light Rail System.
All in all this is a great addition to the reborn Sydney tram network (Sydney once boasted one of the Western World's largest tram networks until it was finally closed in 1961). Of course its better than keeping an abandoned goods rail line unused running right through the inner western suburbs of Australia's largest city.
Editiors Photo of the new Symbol for Sydney's Light Rail Network (T has been used for Trains).
With my kids in tow (its school holidays in New South Wales this week) we travelled from Darling Harbour to Dulwich Hill. Nice smooth ride and at faster speeds than I had expected and which had been reported (although nothing compared to the acceleration and speed of Amsterdam's street trams). Both trips were in two of the seven Variotrams originally built in Dandenong by Adtranz. We would have liked to have at least one ride in one of the four Urbos 2 vehicles (on loan from Spain) which were introduced when the Dulwich Hill extension opened - but we couldn't wait another 12 minute interval for another return tram.
We are not sure what it is like in peak hour, but the two trips we took were relatively full with all seats taken for most of the journey. Generally it was full with joy riders like Dads and Grandads with their kids on School Holidays and groups of Senior Citizens enjoying a nice day out. It will take time to get the 'commuters' to start using the line regularly. On our tram Transdev had a PR rep and photographer taking 'stock shots' of the line - obviously it is still new for them as well.
I agreed with some commentators that the line is not perfect. For me, the interchange with the suburban rail line at Dulwich Hill was not as 'connected' as one would have expected with the newly build light rail station. The absence of the Opal Card in a brand new system was unusual to say the least - assume something to do with the contact with Transdev, the operator of the Light Rail System.
All in all this is a great addition to the reborn Sydney tram network (Sydney once boasted one of the Western World's largest tram networks until it was finally closed in 1961). Of course its better than keeping an abandoned goods rail line unused running right through the inner western suburbs of Australia's largest city.
Editiors Photo of the new Symbol for Sydney's Light Rail Network (T has been used for Trains).
Monday, April 21, 2014
How Sydney's light rail extension really got off the ground
Gavin Gatenby
The way Transport Minister Gladys Berejiklian tells it, April 2014's opening of Sydney Australia's Dulwich Hill light rail extension is entirely the achievement of the O'Farrell Government (New South Wales State Government).
"This is a brand new piece of public transport infrastructure with nine new stops and was a key election commitment of the NSW Liberals and Nationals Government,'' she said.
"Labor spent 16 years making empty promises, and the only thing they delivered for the inner west was a $500 million bill for the failed CBD metro project."
The truth is more interesting and instructive than the spin.
The extension didn't result from some manichean tussle between Labor and the Coalition (the Greens were always strong supporters), but from a community struggle against an anti-light rail mindset that infected politicians, the bureaucracy, and sections of the media. It was a fight against the Transport Ministry, the Roads and Traffic Authority and Treasury, and light rail's supporters were drawn from across the political spectrum.
It is true that Nathan Rees blew half a billion on Rodd Staples' CBD metro adventure, but in fact the Dulwich Hill extension was decided on, planned, and approved under the Keneally Governmentwith the addition of the complementary GreenWay cycling and walking path, unfortunately abandoned by O'Farrell.
The extension would never have happened if it hadn't been for a relentless political campaign by EcoTransit Sydney, which began in May 2008. At the time, the second extension of the line - to Lilyfield - had been running for eight years but the final leg, to Dulwich Hill, had been stymied by powerful political and bureaucratic opposition. Over the years, local governments had commissioned expert studies urging the line's completion. These generated a headline or two, after which the push, predictably, died.
EcoTransit then turned the issue into a running political sore. We made it a community campaign, and had an enthusiastic response across party lines.
Thousands of people signed form letters to the premier. Local Labor MPs gave unofficial support, but Transport Minister John Watkins, bookended by senior bureaucrats, raised a raft of objections. And our reception by the premier's so-called Infrastructure czar, Professor David Richmond, was positively strangelovian. "We know who you've been talking to", he muttered darkly. Light rail was "not for Sydney", the future was "all metro, and all underground".
Richmond disappeared and David Campbell succeeded Watkins as transport minister. Our first meeting with Campbell was a breath of fresh air. Gone were Watkins' attendant bureaucrats. "You don't have to convince me," Campbell said, and told us he'd visited France and had been favourably impressed by recent light rail projects. In Campbell, light rail found a minister prepared to buck political and bureaucratic opposition. He wrung a pro-extension decision from Cabinet's transport sub-group although with the condition that it must survive an expensive feasibility study half-funded by local government. If this proviso was intended as a spoiler, it didn't work. City of Sydney, Leichhardt and Marrickville immediately ponied up the money.
In the event, they didn't have to pay a cent. Rees resigned in December 2009 and his replacement, Kristina Keneally, ordered a go-ahead on the extension early in 2010. With no planning approval required for replacement of the former goods line's track, work started in August along the 5.6 km route while detailed planning for light rail stops went ahead.
When O'Farrell came to office in March 2011, the project already had planning approval. Trams were said to start running in 2012, but the incoming Liberal Government first deferred the opening until 2014 then awarded the contract to Leighton's subsidiary, John Holland. Work on the nine tram stops, signalling system and power supply was delayed for months and then proceeded at a high price and slow pace. I don't expect EcoTransit will be invited to the opening, nor Keneally or Campbell.
History will show that Berejiklian was a genuine light rail champion - as her fight for the CBD-South-East projects attests - but the Dulwich Hill decision broke the entrenched opposition to light rail and she played no role in that.
Gavin Gatenby is co-convener of EcoTransit Sydney, a not-for-profit public and active transport lobby group.
Read more: http://www.brisbanetimes.com.au/comment/how-the-light-rail-extension-really-got-off-the-ground-20140326-35inh.html#ixzz2zViXQTwM
Australia: Sydney's Randwick Council plan to spend $68M on light rail works
- Thanks to: RAYLENE BLISS
- SOUTHERN COURIER
- APRIL 18, 2014 10:27AM
Randwick Council is planning to pitch in $68 million to smooth the way for light rail.
In the face of a the long list of community concerns, including interchange locations, loss of parking and loss of footpath amenity, for starters, the council is pressing ahead with its support for the CSELR project.
In the face of a the long list of community concerns, including interchange locations, loss of parking and loss of footpath amenity, for starters, the council is pressing ahead with its support for the CSELR project.
Up for debate at the April 29 meeting is the release of the council’s draft light rail support plan which proposes to spend $68 million over five years to increase parking and ease the roll-out of light rail in Randwick. On March 24 the City of Sydney agreed to increase its contribution towards the CBD’s light rail network by $40 million, upping its total contribution to $220 million.
The planned CSELR corridor will wipe out 774 parking spaces in the Randwick and Kensington-Kingsford precincts. The council is trying to claw back these spaces in the draft plan with a multi-storey car park at Kingsford 9-ways roundabout as well as the creation of new on-street parking spaces - by changing parallel parking to angle parking in local streets near Anzac Pde.
The plan also includes the creation of public plazas in Waratah Ave/Belmore Rd, Randwick and Meeks St/Anzac Pde, Kingsford as well as new cycleways that connect with the light rail stops.
The planned CSELR corridor will wipe out 774 parking spaces in the Randwick and Kensington-Kingsford precincts. The council is trying to claw back these spaces in the draft plan with a multi-storey car park at Kingsford 9-ways roundabout as well as the creation of new on-street parking spaces - by changing parallel parking to angle parking in local streets near Anzac Pde.
The plan also includes the creation of public plazas in Waratah Ave/Belmore Rd, Randwick and Meeks St/Anzac Pde, Kingsford as well as new cycleways that connect with the light rail stops.
“Our draft plan is about supporting light rail and making sure Randwick City gets the most out of this once in a generation opportunity to revitalise our City,” Mayor Scott Nash said
Other major points of contention with the current CSELR plan include the High Cross Park interchange. The council wants it moved to at High St to better serve the Randwick hospitals campus. And the council wants the Kingsford interchange, now located within the wide central median island of Anzac Pde, south of the nineways intersection, extended to Maroubra Junction. While there are now discussions around relocating the Wansey Rd/Alison Rd stop onto Alison Rd, the preferred option for the council is for it to move within Randwick
Racecourse.
The council is proposing to allocate $68M over five years to:
■ create hundreds of new onstreet parking spaces (to reclaim those lost by the introduction of light rail) by changing parallel parking to angle parking in local streets near Anzac Parade;
■ purchase land and construct a multi-storey car park at Kingsford 9-ways roundabout;
■ build new public plazas and close streets at Waratah Ave/Belmore Rd, Randwick; and Meeks St/Anzac Pde, Kingsford;
■ upgrade stormwater drainage;
■ build east-west cycleways that connect with light rail stops;
■ build bicycle lockers and racks near light rail stops; and
■ undertake traffic calming works in residential streets.
The council is continuing to work with Transport for NSW over the details of the proposed light rail lines to Kingsford and Randwick. Some of the issues that council considers should be included in any development agreement with Transport for NSW are:
■ inclusion of council’s Light Rail Urban Design Guidelines;
■ pedestrianisation of High Street between Wansey Rd and Botany St.
■ relocating the light rail stabling facility;
■ extending light rail to Maroubra Junction;
■ provision of a table of minimum footpath widths along Anzac Pde;
■ undergrounding power lines along Anzac Parade;
■ swapping the construction compound site from the Rainbow St site to Anzac Pde south of Sturt St to provide for an additional 50 car parking spaces for the Kingsford Town Centre and Souths Juniors;
■ maintaining some car parking on Anzac Pde where configuration allows;
■ developing an agreed process to assess trees for retention along the alignment (Wansey Rd), instead of leaving it to the discretion of the PPP;
■ provision of a business liaison officer by TfNSW for our town centres;
■ development of a business continuity plan in liaison with Council and Chambers of Commerce; and
■ input into naming rights of light rail stations.
Mayor Scott Nash said:
“Light rail will bring considerable benefits to our area. It will create between 500 and 700 jobs as a direct result of construction, and it will support the growth of more than 4,000 jobs in education health and research in Randwick City.
“But with the benefits also come many challenges and inevitable disruption to residents and businesses. Our plan is to ensure we address these as much as possible.
“I want everyone in Randwick City to know that Council is well aware of their concerns and that we are working hard on developing the right solutions. Although this is a State Government project, not a Council project, we’re working with all stakeholders to get the best outcome we can for our City.”
Randwick Precinct: There are 304 existing on-street parking spaces directly in and surrounding the CSELR corridor in the Randwick Precinct (including loading zones, taxi zones, car
share, disabled spaces, permit, short term and unrestricted parking) that will be
removed as a result of the proposal. All existing on-street parking on the light rail route on Alison Road, Wansey Road and High Street will be removed. This includes existing taxi and loading zones on High Street, and resident parking permit spaces.
Kensington-Kingsford precinct:
There are 173 and 297 existing on-street parking spaces directly on the light rail
route in Kensington and Kingsford respectively. The CSELR project will involve the removal of a total of 400 spaces
PUBLIC DOMAIN IMPROVEMENTS
The introduction of the light rail would bring about loss of a significant number of onstreet
parking spaces along the route of the light rail. This is estimated to be
approximately 700 – 750 spaces.
To mitigate the loss of parking Randwick council commissioned GHD in January 2014 to
undertake a parking study to assess the potential for providing angled parking on
local roads adjacent to the light rail alignment.
The study concluded that the additional parking spaces provided by introducing angle
parking within the study area would be sufficient to offset the number of parking
spaces lost along the proposed light rail corridor in Kensington and Randwick. There
will be a net loss of 108 spaces in Kingsford.
The provision of a construction compound at Rainbow St and Anzac Pde,
Kingsford has been identified. It is also proposed that in discussion with Transport for NSW (TfNSW) thatthe construction compound site be swapped to RCC’s land in the middle of Anzac
Pde, south of Sturt St as this will provide approximately 50 additional parking
spaces for the Town Centre.
At the outset the council officers requested that TfNSW ensure that the light rail project
is fully integrated with the community and is in keeping with the community’s needs.
For a number of years council has been collecting and allocating section 94 funds for
works around the UNSW, Randwick Racecourse and the Kingsford and Kensington
Town Centres. A substantial s94 contribution has been provided to council as a
result of the recent Racecourse and UNSW developments.
The provision of car parking at the Rainbow St site has also been discussed with
TfNSW. This would provide a long term solution for Kingsford’s Town Centre.
The support plan measures to provide additional parking, public domain enhancement
and additional public works such as drainage over the next 5 years are estimated to
be approximately $68 million.
DIVIDED VISIONS
At the release of the EIS a number of issues including the Randwick and Kingsford
terminuses remained unresolved. Discussions with TfNSW continued towards a
satisfactory resolution of the outstanding issues during the exhibition and public
submission period of the EIS. However, in late 2013 TfNSW advised that the work on
an alternative Randwick terminus would not continue and that the TfNSW’s solution
would remain at High Cross Park.
The Light Rail Urban Design Guidelines details Randwick Council’s preferred designs for:
■ Randwick Terminus and the creation of an Urban Plaza with provision of
facilities such as lockers, cycle facilities, coffee carts, toilets and
undergrounding of substation.
■ Alternative to Randwick Terminus at High St should Private Public
Partnership (PPP) operator decide to consider this option.
■ “Nine-ways” intersection configuration at the Kingsford Terminus.
■ UNSW upper campus stop noting council’s and UNSW’s preference for the
location of the stop closer to Botany St and the creation of a pedestrian
plaza between Wansey Rd and Botany St to provide for the present and
projected passenger demands.
■ UNSW lower campus stop which addresses the present and future commuter
demands.
■ Options for Wansey Rd alignment to enable retention of significant trees.
■ Provision of public domain design and improvements along the route of the
Light Rail in particular along Kensington and Kingsford Town Centres.
Should no development agreement be signed between the TfNSW and the Randwick Council,
TfNSW will need to compulsorily acquire council’s assets such as footpaths and parks
eg (High Cross Park) to construct the alignment, stations and to undertake the
required storm water drainage works
UNDER DISCUSSION:
■ TfNSW to arrange a meeting with RMS, council & UNSW to discuss the
pedestrianisation of High Street.
■ TfNSW & council’s arborist undertake a joint inspection of trees along the
Wansey Rd alignment to ascertain which trees may or potentially could be
retained. Further development of a form of words that we could include in the
Development Agreement regarding the process for determining which trees
could be retained when the PPP was engaged.
■ An indication of the possible number of car spaces along Anzac Pde that
may be able to be used for on-street parking.
■ TfNSW position on the swapping of the construction compound in Kingsford
from Rainbow St to Anzac Pde. As discussed this could potentially
provide an additional 50 car spaces for the Kingsford Town Centre and South
Juniors.
Discussions on these issues are continuing in parallel with the Development
Agreement. TfNSW recently advised council that a joint arborist inspection of the
trees in Wansey Road will be arranged shortly.
ECONOMIC BENEFITS
The estimated cost of the construction of CBD and South East Light Rail (CSELR) is
$1.6 billion. The cost benefit of the project over a 30 year period has identified $4
billion of benefits which equates to a benefit of $2.50 for each dollar spent. TfNSW
notes that the majority of economic benefits relate to a faster, more comfortable and
more reliable journey. In addition, TfNSW notes the following benefits:
■ Road users with benefits worth $264 million from decongestion, operating
savings and road safety improvements.
■ Journey time savings and amenity improvements worth an estimated $333
million for pedestrians.
■ Around $707 million in public transport operational savings, including
increased revenues, reduced bus operating costs and efficiencies from
integrating with the existing inner west light rail.
■ Environmental and social benefits worth $308 million, including a reduction in
air and noise pollution, a reduction in greenhouse gas emissions and
improvements in health.
■ Wider economic benefits worth $222 million, including the sustainability
benefits associated with improved urban renewal opportunities.
■ Reduction in greenhouse gas emissions by 700,000 tonnes of CO² over 30
years.
■ Around 77 per cent of the greenhouse gas reduction is due to a decrease in
car use, with around 23 per cent due to a reduction in bus use.
The EIS also estimates that the project will help the creation of over 10,000 direct
and indirect jobs from 2014 to 2020.
Within the Randwick LGA the project will:
■ Support the growth of 4000 jobs in research, health and education in the
Randwick Education and Health Specialised Centre which employs 37% of the
LGA’s workforce and contributes $1 billion annually to our local economy.
■ Provide the flow on jobs in other sectors (retail, commercial and services).
■ Support the demand for 50,000 trips per day to the Education and Health
Specialised Centre.
■ Provide a more reliable service (97% reliability for light rail vs 23% for buses)
for our LGA’s residents who travel to and from the CBD (11,000 residents).
COUNCIL MEETING
The $68 million light rail support plan will be discussed by councillors at this month’s public council meeting on Tuesday April 29, 2014 at Randwick Town Hall starting at 6pm.
STORY SO FAR
In 2003, as a part of the preparation of the Randwick City Plan, council
commissioned a traffic study which among other things recommended a light rail
system to Kensington and beyond.
An outcome of Randwick City Plan 2006 was to “advocate and/or plan for integrated
local and regional transport improvements including high capacity transport such as
light/standard rail”.
This position was further reaffirmed by council in adopting both 2010 and 2012 City
Plan reviews.
In 2010 the council entered into a Memorandum of Understanding (MOU) with our major
institutions (UNSW, ATC, NSW Health, TAFE and Centennial Park and Moore Park
Trust as well as the City of Sydney) to cooperate in progressing the provisions of light
rail transport infrastructure to Randwick City. Subsequent to this in
In 2011 a joint prefeasibility study was undertaken which noted that the study area offers strong
potential for a viable light rail system
In December 2012 the NSW Government announced the construction of a light rail
system from the Sydney CBD to Randwick and Kingsford study was undertaken which noted that the study area offers strong potential for a viable light rail system
In July 2013 council signed a MOU with TfNSW for the CBD and South East Light Rail
Project with the aim of parties working cooperatively to achieve the best possible
outcomes for all stakeholders
June 25, 2013 council meeting resolution: Wansey Road residents seek assurance from the NSW State Government that the light rail will not go along Wansey Road but parallel to Wansey Road and through the Australian Turf Club land, therefore, Randwick council needs clarification from the State Government regarding the proposed route for the light rail; and council advise Transport NSW that the preferred route for the Light Rail to Randwick is to run parallel with Wansey Road on the Australian Turf Club land between Alison Road and High Street, in order to minimise any impacts on the Wansey Road residents
Council Planning Committee meeting December 3, 2013: council notes the report by Infrastructure for NSW (October 2012), which supported light rail to Randwick and also indicated the next extension of heavy rail to the Eastern Suburbs should be from Bondi Junction to Randwick and Maroubra Junction and that council request the State Government to commit to
this as part of its Strategic Transport Masterplan; that the State Government be asked to commit that the light rail should not being used to justify the Urban Activation Precincts and notes that light rail is justified by the existing densities under the Randwick LEP 2012.
April 29, 2014: EIS response: Overall support for the project
Objections: to the location of the Randwick Interchange at High Cross Park; to the location and, in particular, the layout of the Kingsford Interchange; to the location of the proposed Randwick light rail vehicle stabling facility at 66A Doncaster Avenue; to the proposed light rail alignment on Wansey Road; to the loss of substantial on-street parking along Anzac Parade, High Street, Wansey Road, Alison Road and within the Anzac Parade median island carpark outside South Sydney Junior Rugby League Club;
Concers about: any reduction in footpath width or capacity as a result of the light rail alignment; the impact of the project on traffic flows both on the light rail alignment and in the local street network; the lack of certainty about changes to the south-eastern bus network; about noise and vibration impacts on sensitive locations; that the ticket pricing of the light rail system may not be consistent with existing bus services or other public transport network pricing
Ordinary council meeting, March 25, 2014: The council resolved to write to the Minister for Planning and Infrastructure, Minister for Transport and local state government members calling on them to respond to council’s concerns and to accommodate these concerns through appropriate changes to the CSELR design.
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