The NSW government has decided to construct a light rail service ("CSELR" or "CBD&SELR") between Circular Quay and the Randwick area. Major work started in October 2015, safely after the NSW state election on 28th March 2015. Under a 2013 plan coyly called Sydney City Centre Access Strategy, George Street was gradually closed between Circular Quay and Haymarket. From 4 October 2015, all George Street buses (including those that use the Anzac Bridge) were forced to divert, many along Elizabeth Street. Eventually, when the track is ready, most Elizabeth Street bus services will be replaced by light rail. Most former George Street passengers will have to change between bus and light rail at Haymarket. Meanwhile, businesses along George Street and their customers will have suffered three years' disruption, dust and noise.
The light rail vehicles will be about 67 metres long (more than five times as long as a standard bus). Unfortunately, they will only have a few more seats than two buses. During peak demand, most light rail passengers will have to stand. Even so there mightn't be enough room to carry the passengers that peak-hour buses currently do every day.
The capacity problem seems to follow from two constraints.
Obviously, both of these matters should have been resolved before the project proceeded.
|LIGHT RAIL'S DISADVANTAGES FOR|
Many must change
|Loss of access;|
More CBD congestion
esp. for cross traffic.
|LIGHT RAIL'S DISADVANTAGES FOR|
|Construction noise and dust drive customers away;|
Loss of parking.
|Noise from 4:30 am to after midnight 7 d/w;|
Loss of parking;
Loss of trees.
One notable idiocy, announced on 3rd December 2014, was to delete the planned World Square stop as unfeasible. Apparently the 67-metre length of the platform on a sloping street would require disruptive engineering works to comply with disability access requirements. So there'll be no station between Town Hall and Chinatown - a gap of 525 metres. Unsurprisingly, many World Square businesses and Eastern Suburbs residents have expressed opposition to this announcement and/or the whole project. Learn more ...
The obvious way to avoid the problems was to drop the light rail and instead complete the heavy rail from Bondi Junction to about UNSW. Otherwise, worthwhile mitigation of the principal problem (lack of passenger-carrying capacity) could have been achieved by having some trams from Kingsford and/or Randwick travel to somewhere other than Devonshire St and George St. Possible destinations which should be considered include Bondi Junction, Kings Cross, St James, Green Square and Redfern/Darlington. No announcement has ever been made suggesting that the NSW government is evaluating such extensions. Rather, numerous well-meaning but uninformed commentators want the lines extended southward to Coogee, Maroubra, Eastgardens etc. which would exacerbate the shortage of capacity in the CBD.
Following pressure from Randwick Council and elsewhere, the Randwick terminus has moved to High St, which could have left High Cross Park untouched however the largest piece of grass there has been selected for an almost-underground electric substation.
A welcome reaction from Randwick Council was a push to save trees around Alison Road by reversing the change of alignment near the racecourse. As noted elsewhere, the total CSELR toll on trees will be many hundred, including Devonshire Street. If you object to motorways because they take trees, you should also object to anything else that takes trees. But the push failed, apparently because the racecourse suddenly decided the trams should be on the opposite side of Alison Road.
Youtube video of similar trams in Arabat or Rabat (Morocco), showing how cumbersome 67-metre trams are at traffic signals.
Sydney Light Rail Action Group website.
Save the Trees and Buses website.
People Unite Surry Hills website with some observations.
Website questioning the proposed Canberra light rail.
Video about tree removal.
The NSW Auditor-General's report on the project.