Canberra - Light rail

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Canberratimes --> First tram gets police escort into Canberra under the cover of darkness

While most of Canberra was sleeping, the first tram carriage for the multi-million-dollar light rail network was being escorted by police into the national capital.

It's another tangible sign of progress on the light rail network, with work on the 12km City to Gungahlin corridor continuing apace.

The tram was being towed into a shed Exhibition Park in Canberra at Mitchell about 2am on Wednesday. The ACT Government is expected to unofficially unveil it soon.

Fourteen "light rail vehicles" aka trams are slated to run on the 13-stop corridor. The remaining 13 trams are yet to arrive.

The capacity of each vehicle  is 207 passengers - 66 seats and 141 people standing. Four bikes will be allowed per carriage.

The vehicles have been exported from Spain for use in Canberra. A video has been posted of its arrival by ship in Port Kembla before being trucked to Canberra.

"It is exciting to see Canberra Metro deliver the first of 14 vehicles for the project. It's a nice Christmas present for the city," she said.

"This is another milestone for the project, and I hope Canberrans are starting to get excited about how light rail will deliver better public transport in this city.

"I would like to thank Canberra Metro and all those involved in the transportation of the vehicle, including NSW and ACT police, who ensured the transportation was done in a safe and secure manner."

A spokesman for Ms Fitzharris said the tram was transported at night for logistical reasons including the need to close roads.

Chief Minster Andrew Barr visited the Construcciones y Auxiliar de Ferrocarriles factory in Zaragoza to inspect the first LRV before its shipment.

The maximum speed of the vehicles is 70km/h.

The light rail vehicles will feature artwork by Aboriginal elder Uncle Jimmy Williams on their seat fabric.

Emerging artist Hannah Quinlivan will have her work featured on the glazed screens at each platform.

More images of the trams destined for Canberra are > here.

Construction of the first stage of the light rail network is slated for late 2018.

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Walk through of a Canberra Light Rail vehicle. and construction update.

https://youtu.be/z1J9RcgIx2E

https://youtu.be/wwgqxj2SH-M

Note spaces for bikes and no grab handles above doorways.

What is not consistent with Glink is that they allow motor scooters onboard which can take up alot of space (more than 4 bikes). A bike or two takes only minimal space encourages active transport. The tram links Helensvale to the Bikeways on the beaches.

I think Canberra's LRT model with bikes onboard are a good step in the right direction.

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Canberratimes --> Could Canberra's light rail network extend through to Queanbeyan?

The NSW government will look at extending Canberra's light rail to Queanbeyan, as part of its next 10 years of transport planning.

The Berejiklian government released its Future Transport 2056 report on Sunday, outlining the next 40 years of state-wide transport infrastructure.

The report suggests state government investment will be increasingly focused on "three cities", built around the existing CBD, greater Parramatta and Western Sydney Airport, where commuters could walk, cycle or ride public transport to work within half an hour.

But it also flagged the government's intent to start looking at extending Canberra's light rail to Queanbeyan in the next decade .

"Canberra, supported by Queanbeyan, is a significant global gateway city. We are working with stakeholders in both NSW and ACT on improving transport connections between Canberra and the the South East and Tablelands," an excerpt said.

The strategy also earmarked a corridor between Brisbane, Sydney, Canberra and Melbourne for a future high-speed rail link.

It said NSW would investigate harmonising cross-border fares and licensing for roads and maritime, and look at straightening the track to speed up the train trip between Sydney and Canberra.

A Transport NSW spokesman would not say which routes were being looked at for the extension, but stated: "All initiatives outlined in Future Transport 2056 are subject to business cases and funding."

It's not the first time a light rail route between Queanbeyan and Canberra has been discussed.

In 2015, then ACT minister assisting the Chief Minister on transport reform, Shane Rattenbury ruled out a Queanbeyan extension until the Canberra-wide rollout was completed.

ACT Transport Minister Meegan Fitzharris on Tuesday reiterated the government would prioritise "local connections" to Woden, Belconnen, Tuggeranong, Molonglo Valley, the Airport and Fyshwick before looking to Queanbeyan.

"The ACT government is committed to building a light rail network plan for Canberra, with stage one from Gungahlin to Civic on track to be completed later this year, and stage two from Civic to Woden now in the planning phase," Ms Fitzharris said.

"The light rail network plan does point out that future eastern links could include a park and ride facility to encourage commuters from Queanbeyan who travel into Canberra for work or education, to park their car and use the light rail network."

Queanbeyan-Palerang mayor Tim Overall said there were "significant" issues with transport between Canberra and Queanbeyan, and the cross-border commissioner was currently examining whether there could be equalisation with ACTION buses.

"Around 60 per cent of Queanbeyan residents work in Canberra and about 4500 Canberrans work in Queanbeyan," Mr Overall said.

"A significant number of the Queanbeyan workforce work in the vicinity of the defence quarter and also at the Brindabella Business Park.

"Certainly with the growth of the Googong township from 2500 to 17,000-18,000 in the next 10-12 years, the demand for improved public transport links including light rail is justified financially."

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https://twitter.com/Robert_Dow/status/981932152806715392

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Canberratimes --> Half of Canberrans support light rail expansion: union poll

Roughly half of Canberrans support the expansion of the city's light rail network from Civic to Woden, a new poll commissioned by the trade union movement found.

The UnionsACT poll of 2044 people found 51.5 per cent supported the second stage of the light rail project, 41 per cent were against it and 7.5 per cent were undecided. The poll had a margin for error of 2.2 per cent, the union said.

The question about light rail was part of a wider automated phone poll of ACT residents conducted by Brisbane firm Reachtel Research on March 16.

The union would not release data on any of the other questions, but it is understood respondents were asked eight questions in total. They included how concerned respondents were about the integrity of the ACT government, who respondents would vote for if there was an election today, and whether the territory was heading in the right direction.

The results released by the union reveal support for stage two of the light rail project among undecided voters, with 49.2 per cent in favour of the Civic to Woden extension and 33.4 per cent against it.

ACT Labor voters were overwhelmingly in favour at 80.9 per cent, while 73.9 per cent of Greens supporters backed the project. Just 28 per cent of Liberal voters said they wanted the expansion to go ahead.

Mr White said the survey showed the importance of the light rail project to Canberrans, and blasted ACT Senator Zed Seselja.

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https://twitter.com/Robert_Dow/status/985192247938330625

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Canberratimes --> ACT government announces preferred stage two light rail route

The ACT government says its preferred route for stage two of the territory's light rail network will travel to Woden through Parkes and Barton.

Transport Minister Meegan Fitzharris announced the government's preference on Thursday morning, which would rely on approval from the federal government before getting the green light.

The other option was to run the light rail track to Woden through Civic and via Parliament House.

"Light rail stage two has been going through a rigorous planning process that involves negotiation with the National Capital Authority and commonwealth government due to the heritage and national importance of the parliamentary triangle," Ms Fitzharris said.

"What's clear is that the ACT government is committed to extending light rail to Woden, and we will continue to work with relevant stakeholders on the exact alignment through the parliamentary triangle."

The ACT government's final business case for stage two of the project hinged on working through details of the route with relevant federal government authorities, Ms Fitzharris said.

"It's not appropriate for the ACT Government to finalise the business case for the project until the NCA's requirements and alignment details are worked through.

"We're hopeful we can continue to progress these negotiations in good time so that we can get on with delivering a world-class public transport network for Canberra."

In late 2017, following months of consultation and analysis, the ACT government narrowed down the possible routes the light rail will take south from the city from four to two.

Ms Fitzharris said at the time that community feedback revealed a need to place the light rail route near "as many of the key employment hubs and national institutions as possible in the parliamentary triangle".

Three-quarters of Canberrans surveyed supported a route via Barton.

"It would also be Canberra's first light rail route with a section that doesn't follow a current road," Ms Fitzharris said last year.

"This design option would allow the route to get through Barton more quickly while also servicing more employment hubs and our important national institutions and tourist attractions."

A popular light rail extension to the Canberra Hospital was dumped last year due to technical restraints.

Ms Fitzharris said she was confident the community would support the Barton and Parkes proposal.

"This route provides the best access through the Parliamentary zone to employment hubs, cultural institutions and other places of interest such as Manuka Oval," she said.

"There is no question that the City to Woden stage will be the most difficult section of a city-wide network to design and build.

"Due to the location of the route, it's heritage and national significance, it is also necessary for commonwealth government approvals to be obtained, including commonwealth parliamentary approval, and that is our focus right now."

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I'm not convinced they got this right just personally, but at least something is being done.

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I would of liked them to.have tunnelled beside Parliament House and have an underground station with a medium sized Woolies Metro and other small retailers such as cafes and souvenir shops also underground with the station.

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Canberratimes --> National Capital Authority concerned over light rail stage two route

Canberra's iconic Parliament House vista could become a giant bottleneck if two lanes of traffic are permanently closed for light rail, the National Capital Authority has warned.

The Barr government released its preferred route for the second stage of light rail on Thursday, scotching the Parliament House option in favour of snaking through Barton and Parkes on the way to Woden.

But because the rail line will run over Commonwealth land, the NCA can scuttle the route if they chose.

The National Capital Authority's chief executive Sally Barnes said the authority did not support the territory government's plan to reduce traffic from six to four lanes along Commonwealth Avenue and the bridge, and add an extra set of traffic lights.

She said reducing road capacity when the population of Canberra was growing would "negatively impact on traffic movements over the long term".

"The proposal is the most significant change to the Central National Area, and in particular the National Triangle, since the 1974 decision to locate Parliament House on Capital Hill," Ms Barnes said.

"A project of this magnitude requires careful consideration of all the impacts to the heart of Canberra."

She said the NCA had reminded the government of their preference for no overhead wires in the Parliamentary Zone, as well as the need for an appropriate standard of landscaping, urban design and infrastructure.

Ms Barnes said she was also worried about plans to reduce car parking in Barton, and has asked for assurances there will continue to be parking along the route.

"The proposed light rail route highlights the important role the NCA serves to safeguard this area of national significance for future generations of Australians," Ms Barnes said.

"We need to carefully consider the associated impacts of the proposed works as well as clearly identify the benefits of this new transport route for Canberra."

Transport Minister Meegan Fitzharris said the government was considering building a new bridge in between the existing Commonwealth Bridge for the light rail.

"It's a really important part of this route – not only for city to Woden, but for the whole city – to get over Lake Burley Griffin," Ms Fitzharris said.

"Simply there are two options. One is to be on the existing road surface, the other is to build a new bridge in the middle of the existing bridges.

"Recently the NCA had some public consultation and put forward their proposal that Commonwealth Avenue be reduced to two lanes of traffic. They have not settled on that view. They have now asked us to consider light rail on a new bridge in the middle of Commonwealth Avenue bridge. And that's the work that we are doing now."

Engineers Australia's Rolfe Hartley said Commonwealth Bridge presented no "insurmountable" engineering challenges.

"Commonwealth Avenue bridge is actually quite strong and certainly capable of taking a light rail system as is pretty much, although it might need additional reinforcing, but by the nature of the bridge it could do it," Mr Hartley said.

"It's a box girder so it's hollow inside. It's essentially a big strong concrete box. Kings Avenue bridge is different, it's narrower, with two lanes instead of three, and made of reinforced concrete. The third bridge is always an option, but it comes down to the planners' design."

Asked about the traffic impact of building light rail on existing lanes, Mr Hartley said it was an issue traffic engineers could overcome.

"Some years ago some necessary expansion joints on Commonwealth Bridge had to be replaced and that meant closing one carriageway for a period of time and making it a single carriageway bridge. There weren't that many traffic problems," Mr Hartley said.

"All of the technical challenges of sending light rail over that bridge into the Parliamentary Zone can be solved."

Like with stage one of the light rail, the ACT government will have to file a formal works approval with the NCA. The NCA will then put the project out for public consultation, the results of which will determine their decision.

Stage two will also have to be rubber-stamped by the federal parliament. ACT Liberal Senator Zed Seselja has already indicated he will try to refer the proposal to an inquiry for an extra layer of scrutiny.

Ms Fitzharris said she "continued to be worried about what the Canberra Liberals will do to undermine this project".

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Canberratimes --> Commuters next to light rail route more likely to travel to Civic

Most Canberrans who live in suburbs next to the future light rail are commuting to work to suburbs along the route, new data shows.

Commuter data from the Australian Bureau of Statistics gathered as part of the 2016 census revealed residents living near the route are more likely to commute to Civic or other areas around Gungahlin and the inner north than other parts of Canberra.

With the exception of Civic itself, residents in every suburb along the light right rail had more commuters travel to Canberra's centre than anywhere else.

The data was based on commuter habits on August 9, 2016, one month after construction first started on the transport project.

Commuters in suburbs around Gungahlin were in some instances up to six times as likely to travel to Civic to work compared to other major centres in the capital.

Out of the 4250 residents who commuted from their home in Harrison, 710 made the journey to Civic, compared to 246 who travelled to Belconnen.

Among the other most frequent destinations for Harrison commuters were Gungahlin, 193 commuters, and Mitchell, 143 commuters, which are both on the light rail route.

While no data was available for Mitchell residents, around one in six Gungahlin commuters travel to work in Civic, with just under 500 people making the journey.

A similar situation plays out in nearby Franklin, with 672 of its 3644 commuters making the trip to the centre of Canberra, while Gungahlin and Mitchell are also on the list on the most common commuter destinations.

In the inner north, however, data shows residents are not as likely to commute to suburbs around Gungahlin, but commute to other inner north suburbs along the light rail route.

Downer's 1832 commuters had 381 travel to Civic for work, while 98 of them travelled to Dickson and 59 to Braddon.

It was a similar situation in Lyneham, with commuters to Civic making up one in five of all commuters, while Braddon and Dickson were also high up on the list of destinations.

Braddon and Turner had the highest proportion of its commuters travel to Civic for work, with just under 30 per cent of people in Turner going into the city centre for work out of its 2319 commuters.

Meanwhile, almost one third of all Braddon's 3421 made the trip to Civic.

In Civic, however, only one suburb on the light rail route made the top 10 destinations for its 1967 commuters, with 48 of them moving one suburb over to Braddon.

Civic residents were more likely to move into other centres around Canberra such as Acton, Belconnen and Barton.

Commuters in Gungahlin suburbs were more likely to drive to work than those in the inner north,  with 76 per cent Harrison residents driving compared to 69 per cent in Watson, 60 per cent in Lyneham and 44 per cent in Braddon.

Regardless of suburb location along the route, around one in 10 commuters used public transport to get to work.

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Canberratimes --> Parliament House light rail route may be more direct, but not cheaper

Building the light rail network via Parliament House instead of Barton may make the trip shorter, but not cheaper.

On Wednesday, it was revealed the trip on stage two of light rail to Civic to Woden via the Barr government's chosen route will take around 25 minutes.

It is five minutes longer than an alternate route proposed that went past Parliament House.

The current blue rapid bus that connects the two centres takes about 15 minutes.

Those living on the southside say their trip times into the city will suffer as a result of the change to light rail.

The Woden Valley Community Council said travel times would double for Woden residents, with even more blowouts for people living in Tuggeranong.

But ACT government officials appearing before a federal parliamentary committee examining the impact of the project on the Parliamentary Triangle on Thursday said the Barton route was preferable in a number of ways.

Transport Canberra deputy director-general Duncan Edghill said an overwhelming number of people supported the Barton route when surveyed last year, and it would take in more employment hubs, national institutions and hotels than the more direct route.

He said while the Parliament House route may be more direct, it would likely be more expensive because of the extra heritage constraints, the need to build another bridge and more pedestrian crossings.

However he was unable to provide any alternate costings that the $1.3-1.6 billion figure released on Wednesday.

He also chose his words carefully when asked if the light rail would take longer and run less frequently than the current bus.

"People's journeys will change," he said.

"Upwards?" committee chair Ben Morton asked.

Transport Canberra director general Emma Thomas stepped in, saying light rail and the blue rapid should not be compared directly.

"It's not just from Woden to Civic people are travelling, there's a whole range of journeys," she said.

Mr Edghill said it was yet to be decided if the blue rapid would be dumped once the Woden leg of light rail came online.

The government's submission to the inquiry said the idea of a Kings Avenue route had been quickly scuttled because it would have taken five to seven minutes more, reducing patronage by one-fifth.

A spokeswoman for stage two light rail said passenger modelling showed about the same level of people catching the light rail both on the Barton and Parliament House routes.

"Although the Parkes and Barton route has a longer travel time, this is offset by people wanting to travel to places of employment and interest in the area," she said.

Officials were also questioned on the choice of Commonwealth Avenue over Kings Avenue.

Mr Edghill said that alignment allowed them to pick up passengers from the Australian University.

Mr Morton asked whether Parkes Way had been considered as an alternate route to take the tram via Kings Avenue bridge to Woden.

"Parkes Way has other functions that don't lend itself to light rail," Mr Edghill said.

Mr Edghill also revealed the cost of building the bridge in between the existing Commonwealth Bridge for light rail would be roughly the same as building infrastructure on existing lanes.

"It's actually easier to build a bridge in between. There's complications with retrofitting an old bridge," Mr Edghill said.

In a bizarre twist, while the Commonwealth Bridge is the owned by the federal government, it appears the ACT government will own the bridge in the centre.

"We're paying for it," Mr Edghill said, by way of explanation.

Another bridge would need to be built if the light rail were to use Kings Avenue as well.

Mr Edghill admitted the idea of tunnelling under the lake had been briefly considered, but quickly scrapped due to cost.

Representatives from the National Capital Authority looked at each other when asked which bridge they would prefer the light rail to use.

"We'd prefer to see more traffic modelling first," chief executive Sally Barnes said.

The National Capital Authority has also indicated they would prefer Adelaide Avenue to be wire-free on the approach to Parliament House.

However Ms Thomas said current technology would not permit the light rail batteries to hold a charge for the 2.3 kilometres in between the last Barton stop and the Hopetoun Circuit stop, meaning wires were required.

Mr Edghill said wires allowed the light rail to reach its top speed, whereas running from a battery meant it had to go somewhat slower to conserve charge.

However he noted the light rail would be running in 2024 at the earliest, meaning the technology could have changed by then.

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Canberratimes --> Watch out, the trams have now begun rolling down the track in day time


Canberra's light rail has commenced daytime testing on Flemington Road in Gungahlin.
Photo: Karleen Minney

The transport directorate is asking Canberrans to be light rail ready, as September looks to be a big month for the project.

Project director Meghan Oldfield said the network was hoping to meet several key milestones next month, including the completion of the tracks, the arrival of the remaining three trams and the installation of overhead wiring.

Ms Oldfield said light rail was expected to be up and running by December.

"One of the things that's most important is making sure all of the safety elements are really thoroughly and appropriately communicated," Ms Oldfield said.

Ms Oldfield warned the light rail vehicles, or LRVs in true Canberra acronym fashion, were quiet and travelled at speeds up to 70km/h.

"You just need to make sure you cross at the designated crossings, follow the signals; you can't walk up and down the trackway," she said.

"You need to be just aware of your surroundings: don't cross the tracks with loud headphones on, pay attention to the people around you."

By October, Canberrans can expect to see emergency services simulating a tram derailment as well the trams performing end-to-end tests of the network.

"We do look at everything that will come up," Ms Oldfield said.

Specific "T" traffic lights for the light rail have been installed and Ms Oldfield warned Canberrans who tended to run red lights would face more risks.

The 11th light rail vehicle of the fleet arrived this week and Transport Canberra is expecting another three by September.

By September, they are also expecting the tracks to be laid across the network and the overhead wiring required to power the trams to be completed along Northbourne Avenue.

Ms Oldfield said daytime testing had begun because there was less construction underway.

It had been conducting high speed braking on the network and drivers were trained to spot hazards.

So far there had been no collisions or near misses as the trams were being tested in Gungahlin.

As the new vehicles were being tested on Flemington Road, one Canberran drove past beeping his car horn.

"Hey, it works," he said.

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Canberratimes --> What will happen if the Woden leg of Canberra's light rail is dumped?


Future stages of light rail, laid out in the ACT government's latest submission to the Joint Standing Committee on the National Capital and External Territories.  Photo: Supplied

There comes a point in every journey where it's easier to keep going than it is to turn around or stop.

For the Barr government - who this week warned all the officials and politicians squabbling in the back seat over whether Kings Avenue would be a better route than Commonwealth Avenue to pipe down or they'd turn this car around - that point cannot come quickly enough.

Four months out from completion of its first stage of light rail and after having won two elections on the issue, the territory government is having trouble convincing a parliamentary committee to allow it to cross Commonwealth Avenue bridge to get over the lake to Woden.

Until the Kings versus Commonwealth stoush is sorted, the business case for the second stage of the project can't be completed, making it less and less likely the ACT can conveniently roll the workforce from one stage to another and get the contracts signed before the next election.

Dissatisfied with the whole affair, they've threatened to pull the pin on stage two if forced to take Kings Avenue, saying the $1.9 billion price tag that would accompany it is a bridge too far.

Ironically, it's the bridges where the second stage of light rail keeps running into trouble.

Already the $1.3-1.6 billion figure put on the Commonwealth Avenue Bridge route, complete with its wire-free running and Barton dog leg, came with the caveat it could fluctuate depending on when the project began and whether the construction market was still overheated.

Combined with the near billion-dollar cost of the first stage, it makes the $2 billion pricetag on the 54-kilometre, city-wide network proposed by the Stanhope government nearly a decade ago look positively cute by comparison.

Having had two years to get used to the idea of light rail heading south though, the news that stage two was in doubt would have come as a rude shock to some, not least those who'd been buying up slabs of land in the Woden town centre.

Labor announced light rail would go to the satellite city in September 2016 - a month out from the territory election - in what could reasonably be interpreted as a bid to win over voters in the new electorate of Murrumbidgee.

The government said at the time it wanted minimal downtime between the construction of the two stages in order to continue an employment pipeline, and has poured $20 million into geotechnical studies, economic analysis and engineering design in order to make it happen. Another $12.5 million was set aside for project planning and associated works in the June budget.

It set an ambitious timeline, aiming for Commonwealth approval in 2018-19, to sign contracts before the 2020 election, and break ground in 2020-21.

But politicians on the hill threw a spanner in the works by launching a formal inquiry into the project earlier this year.

About 65 per cent of the route to Woden traverses land controlled by the National Capital Authority, and both the authority and the federal parliament will have to rubber-stamp the project before the first sod can be turned.

Liberal Senator Zed Seselja pushed for the inquiry, saying it would provide the extra scrutiny he believed was missing from the first stage of the project.

On that, the Joint Standing Committee on the National Capital and External Territories has certainly delivered.

Transport Canberra and National Capital Authority officials have been hauled before the committee twice now, with its Liberal chair Ben Morton hellbent on figuring out why the ACT government wants to go over Commonwealth Bridge rather than Kings Avenue.

The NCA says sticking to the Griffins' plan would ensure the three jobs hubs at the junctions of the national triangle - Civic, Russell and Parliament House - were served by light rail, without the need to muck up the road geometry by jutting across the parliamentary triangle.

But the ACT says that route would cost $300 million more and would fail to deliver the patronage, uplift in property value and urban renewal it's banking on to make the project viable.

"Given the lasting, sub-optimal outcomes this would produce for Canberra, the ACT government is reluctant to support it," Transport Minister Meegan Fitzharris said this week.

Mr Morton has maintained his take on the project is not political, nor is he looking at the route as a whole.

"We are looking at the impact on the national capital area and the parliamentary zone and that is all," Mr Morton said.

Woden light rail route not in isolation

But the territory government - which "welcomed" the inquiry in the same way one welcomes a landlord picking through their underwear drawer during a rental inspection - clearly resents the intrusion.

Chief Minister Andrew Barr was blunt in saying a change in the federal political environment in 2019 would enable his government to "get on" with a number of projects, including light rail, a fast train to Sydney and a city deal.

Ms Fitzharris said Labor governments had a track record of investing in infrastructure in Canberra, including the Majura Parkway and Constitution Avenue, and Senator Seselja had proven he didn't have Canberrans' best interests at heart with his vote against restoring territory rights on euthanasia and his role in the Liberal party room coup against Malcolm Turnbull.

The government points out in its submission to the inquiry it's not looking at the Woden route in isolation, but rather as one spoke in a city-wide network. Belconnen and the airport will be next, with Kingston, Fyshwick, Tuggeranong, the Molonglo Valley and even Kippax earmarked for future stages.

Only the future extension from Belconnen to Kippax would not trespass on designated areas and thus require the blessing of the authority, it notes wryly.

In her comments this week, Ms Fitzharris said she "encouraged" the committee to think about the broader network when considering their approval processes for light rail stage two, and that she "looked forward" to their final report so the project could "proceed with certainty as soon as possible". Presumably her statement was dictated through gritted teeth.

But what happens if the federal government doesn't change, the committee rules out Commonwealth Avenue, and the light rail terminates in Civic as threatened?

The situation has Woden Valley Community Council president Fiona Carrick worried.

"It's created uncertainty in the market. Woden suffered from that uncertainty for many years. We would hate to see Woden [light rail] not going ahead and investment being further entrenched in north Canberra," Ms Carrick said.

Ms Fitzharris wouldn't be drawn on whether Woden's loss would be Belconnen's gain, only that the timing of future stages would be looked at down the road, and she was sure that the committee would deliver a "timely" report (again, probably through clenched teeth).
Civic to Gungahlin light rail 'great on its own'

But if the north-south spine of light rail was in doubt, would that make the Gungahlin to Civic leg less appealing for commuters?

Professor Graham Currie, who is Monash University's Institute of Transport Studies Public Transport Research Group director, doesn't think so.

"Stage one is a self-contained project. Its ridership will grow as development in Canberra grows," Professor Currie said.

"Adding in stage two will boost ridership and if we don't do it we won't get that boost. Nevertheless stage one is a great project on its own."

Professor Currie visited Canberra last week to check out how construction on stage one was going, and believes the project is encouraging "sustainable and attractive land uses" without the need for "endless car parks".

"Growth is going to happen anyway so more single occupancy cars, more need for car parks and congested roads are coming. Is that what you want? I think it's better to have options and light rail transport is one of the highest quality options available for advanced cities. It's time for Canberra to become a big city in a smart way," Professor Currie said.

He said the "great losers" if stage two was canned were the residents and workforce along that route, who would have to deal with the increase in congestion and car parks in the future.

University of Canberra adjunct associate professor of economics Cameron Gordon thinks it would be better if the government put the brakes on on stage two until stage one actually begins running.

Even then, he believes a demand study for Canberra's public transport should have been done long before any track slab was laid.

"I've always been of the opinion that Canberra can justify light rail in theory but the problem is we haven't really done a study or based the planning of light rail on where people are now, where they're going to be in the future and where they want to go," Dr Gordon said.

"My own personal preference would have been to beef up the bus network then do light rail but they haven't done that, they've decided to do it in one sort of leg."

Dr Gordon said it wouldn't matter much if the second stage of light rail wasn't built as "we still need to move most people on buses".

However he has major concerns about the proposed bus network overhaul timed to integrate with light rail, again because of the absence of a demand study.

"It's a dangerous thing to have data when you don't understand what it means," Dr Gordon said.

"When buses aren't well patronised it's assumed people don't want to take the bus. The fact that just because there's not many people riding doesn't mean there's not demand. You need to ask people where they want to go and figure out your network around that."
Benefits of light rail at 'a 10th of the cost'?

Even the academic who revived the idea of light rail for Canberra reckons the second stage could use a rethink.

Professor Peter Newman, from Curtin University's Sustainability Policy Institute, co-authored a study in 1991 that concluded light rail could solve a myriad of Canberra's existing and future problems, like urban sprawl, pollution and congestion.

Now he says while their overarching proposal - which included traffic calming measures through the city and creating urban villages like the one being built at Macarthur Avenue - is still relevant, the technology has changed so much so that he no longer supports light rail. Instead, he's begun advocating for trackless trams.

"I've been to China recently and looked at the new technology which is significantly better than anything else around at the moment for a 10th of the cost," Professor Newman said.

"Sydney's light rail is $120 million per kilometre, the Gold Coast is $127 million per kilometre. This is five to six million dollars per kilometre."

"I've always been of the opinion that Canberra can justify light rail in theory but the problem is we haven't really done a study or based the planning of light rail on where people are now, where they're going to be in the future and where they want to go," Dr Gordon said.

"My own personal preference would have been to beef up the bus network then do light rail but they haven't done that, they've decided to do it in one sort of leg."

Dr Gordon said it wouldn't matter much if the second stage of light rail wasn't built as "we still need to move most people on buses".

However he has major concerns about the proposed bus network overhaul timed to integrate with light rail, again because of the absence of a demand study.

"It's a dangerous thing to have data when you don't understand what it means," Dr Gordon said.

"When buses aren't well patronised it's assumed people don't want to take the bus. The fact that just because there's not many people riding doesn't mean there's not demand. You need to ask people where they want to go and figure out your network around that."
Benefits of light rail at 'a 10th of the cost'?

Even the academic who revived the idea of light rail for Canberra reckons the second stage could use a rethink.

Professor Peter Newman, from Curtin University's Sustainability Policy Institute, co-authored a study in 1991 that concluded light rail could solve a myriad of Canberra's existing and future problems, like urban sprawl, pollution and congestion.

Now he says while their overarching proposal - which included traffic calming measures through the city and creating urban villages like the one being built at Macarthur Avenue - is still relevant, the technology has changed so much so that he no longer supports light rail. Instead, he's begun advocating for trackless trams.

"I've been to China recently and looked at the new technology which is significantly better than anything else around at the moment for a 10th of the cost," Professor Newman said.

"Sydney's light rail is $120 million per kilometre, the Gold Coast is $127 million per kilometre. This is five to six million dollars per kilometre."

However because the trams need to be recharged at stations, the stations become a focal point for building around, just like light rail stops.

"It means land development around stations is still very attractive and urban regeneration will be unlocked in the same way light rail does," Professor Newman said.

Professor Newman believes that technology will overtake light rail, although the transit forms can be complementary.

"It can of course run on the same track as light rail, if it's a grassed track it could run down there but in other parts of Canberra it would take over," Professor Newman said.

However, ACT Property Council executive director Adina Cirson said there are economic benefits to be gained from tracks in the ground.

"Rail lines don't move, bus routes do. There's no greater certainty for people who are buying land, investing in development, and creating new communities," Ms Cirson said.

She's also concerned that the uncertainty around the route going ahead could have an effect on the revitalisation of Woden, which has only just begun.

Developers like Geocon, Doma, Hindmarsh and KDM have invested millions of dollars into land in the Woden town centre, some biding their time for years only for the project now to be up in the air again.

"This really is the problem when politics comes into play with infrastructure projects," Ms Cirson said.

"This uncertainty for the developers and for the community is not good for the city."

The uncertainty is something Canberrans are all too familiar with though.

Politicians have been making hay out of light rail since Kate Carnell and her driverless capsules and it's likely to continue until the tram finally gets to Kippax.

[ozbob]

https://twitter.com/andrewwhiteau/status/1039326371292442624

[ozbob]

Canberratimes --> Canberra property owners sitting pretty on stage two light rail route


The planned route for light rail stage 2. Photo: Transport Canberra

Some big names in the local development industry and an industry superannuation fund are among the winners from the ACT government's route for light rail stage two, with potentially much to gain from the increase in property values brought by the tram.

The tramline is also set to run past the front door of a building owned by 12 local union and related groups, including the Canberra Tradesmen's Union Club (run by the CFMEU), teacher unions and the Australian Council of Trade Union's Canberra wing. That building was granted a change to its lease in 2012, allowing commercial redevelopment.

Among major building owners on the government's preferred route around the western side of London Circuit and through Barton are Michael Kouper, also owner of the Kingston Hotel, and big names in local property Gerard and Anthony Willemsen, Barry Morris and Graham Potts.

If the government was forced to send the tram over Kings Avenue Bridge instead, an option being explored by a national inquiry, the line would traverse the eastern side of London Circuit and Constitution Avenue. The ACT government has threatened to pull the pin if forced to adopt that route.

Construction-industry-linked superannuation investor ISPT owns no fewer than six buildings on the planned route. On the preferred western side of London Circuit, ISPT owns a building that stretches an entire block at 7 London Circuit and another backing on to it at 18 Marcus Clarke Street. It also owns four large buildings on Kings Avenue and National Circuit, where the tram doglegs to head through Barton, making it one of the biggest owners on the route from the city through Barton.

ISPT was set up by big union and industry superannuation funds Australian Super (ACTU and the Industry Group), HESTA (health) and Cbus (construction). ISPT has two longtime construction union bosses, Frank O'Grady and John Sutton, on its nine-member board. Repeated attempts to contact ISPT for comment were unsuccessful.

Also on the London Circuit doorstep of the tramline is developer Barry Morris, who this year bought the large carpark site and where he plans 1200 apartments.

But Mr Morris, like other owners, said light rail did not play into his decision to buy the block, and would actually bring some restrictions, including advice from planning authorities that he should limit access from London Circuit.

His site was in the city within walking distance of the lake so there was little need for the tram to access the city and other amenities, and he planned a supermarket onsite also.

"So from that point of view, the location of the light rail doesn't come into the equation as it may do on Northbourne Avenue, because we are literally right in the city," he said.

Mr Morris said he was unsure why the government was taking the western route around London Circuit, especially given the extra complexity of getting up to Commonwealth Avenue from that side.

Mssrs Morris and Potts also developed the two large apartment buildings on London Circuit that make up the Metropolitan apartments some years ago, but they are now in private hands.

On the corner of Hobart Place, Peter Sarris and Matt James are building a 200-apartment development.

Mr James said light rail played no part in his decision to develop the Capitol apartments. The site's appeal was in its location opposite the courts and the Reserve Bank, near the ANU and in the heart of the city. But it was possible apartment buyers would use future stages of light rail to travel from their apartment to work in Barton or Woden, he said.

Michael Kouper owns two neighbouring buildings along the rest of that London Circuit block, opposite the city police station, one of which he said was empty. Mr Kouper said he bought the buildings perhaps five or six years ago, was now 83 and had no development plans. He was looking instead to sell, he said.

A few doors down at 13 London Circuit, Jon Tanchevski and Adam Howarth are preparing a development application for a 16-storey hotel to replace their four-storey building. The men, who visited the United States with a government delegation lead by Planning Minister Mick Gentleman in 2016 to look at light rail, are also building the Midtown hotel and apartments on the corner of Northbourne Avenue and Macarthur Avenue.

While Mr Tanchevski has described light rail as the catalyst in Northbourne development, he said he had bought the building before light rail stage one, and likewise bought the London Circuit building this year before knowing stage two would go there.

While none of the property developers claim to be motivated by the tram, they do have much to gain before the line is even built.

A report by the Bureau of Infrastructure, Transport and Regional Economics found light rail boosts property prices an average 9.5 per cent (9.7 per cent for bus rapid transit) - although there was evidence that much of the increase came when projects were announced, and it slowed or even reversed once infrastructure was built.

While many light rail projects levy property owners to help pay and to "capture" some of the value for the taxpayer, the ACT government continues to rule out charging a levy on owners along its tramlines. The Parramatta light rail was to be part funded by a charge of $200 a square metre for apartments in the corridor, and stage one of the Gold Coast light rail was boosted by a $111 levy on land owners, according to a federal report.

A spokeswoman for Transport Minister Meegan Fitzharris said the government had not calculated the expected boost to property values for stage two in Canberra.

"However, there is a general expectation that property values in any light rail corridor may increase as a consequence of people being attracted to living in close proximity," she said.

Asked for details of any representations from or consultation with property owners, the spokeswoman did not provide detail but said, "A number of organisations, landowners and peak bodies representing landowners were involved [in 2017 consultation] and made formal submissions."

She added, "In its ordinary business activities, Transport Canberra has fielded enquiries and met individuals and organisations in many different settings."

Asked whether the government had given any consideration to the question of who owned land on the stage two route, she said the government had considered "ownership and nature of land ownership in the corridor for the purposes of precinct planning and consultation" but the focus had been on a route that worked for public transport and for the community.

The ACT government is touting its tramline as an "urban-renewal land-use solution", designed to boost development.

It is still trying to argue its preferred route through the federal government. The ACT has already rejected a tram that runs straight up Commonwealth Avenue and around State Circle on to Adelaide Avenue to Woden, instead planning a line that veers off Commonwealth Avenue past old Parliament House to Kings Avenue and from there taking a dogleg up Kings Avenue briefly before turning left on to Windsor Walk.

It runs along Windsor Walk to Canberra Avenue, then turning right to meet Capital Circle. One problem with the plan is that trams can't hold sufficient battery storage to get from the city centre all the way to Adelaide Avenue without overhead wires.

Once the tram passes the four buildings owned by ISPT on Kings Avenue and National Circuit/Windsor Walk, it passes 40 Brisbane Avenue, owned by unions headquartered there, including the Tradies club, run by the CFMEU, and the Australian Council of Trade Unions. A council spokesman said the ACTU and affiliated unions had a long-term investment in the building.

"The ACTU has had no involvement in the planning process for the Canberra light rail. We became aware of the proposed route when your journalist enquired this afternoon," he said.

"We have no plans to alter any of the current arrangements with regard to this property."

Crossing Brisbane Avenue, it passes the massive RG Casey building housing the Department of Foreign Affairs and Trade, a building owned by MTAA Super, the superannuation fund connected to the motor trades industry. On the other side of the road is 39 Brisbane Avenue, owned by Quintessential Equity, and the Little National Hotel.

Crossing Sydney Avenue, it passes beside 28 Sydney Avenue, owned by Graham Potts; 38 Sydney Avenue, owned by global property giant Blackstone; and 29 National Circuit (1 Canberra Avenue), owned by the Willemsens.

From there it reverts to Capital Circle and Adelaide Avenue, passing residential properties in Deakin and Yarralumla.

[ozbob]

https://twitter.com/canberratimes/status/1050891363925905408

[#Metro]

Canberra light rail will be operated by private operator Deutsche Bahn.
There are quite a lot of different companies now operating various LRT lines in Australia, and many of them also have overseas expertise in heavy rail.

[ozbob]

https://www.aph.gov.au/Parliamentary_Business/Committees/Joint/National_Capital_and_External_Territories/Lightrail

Inquiry into Commonwealth and Parliamentary approvals for the proposed Stage 2 of the Australian Capital Territory light rail project

Report now available >> https://www.aph.gov.au/Parliamentary_Business/Committees/Joint/National_Capital_and_External_Territories/Lightrail/Report

[ozbob]

Canberratimes --> ACT govt urged to stick to main avenues on second stage of light rail

The Barr government says it will still take light rail from Civic to Woden via Barton, despite a federal parliamentary committee warning any deviation from Canberra's main avenues will cause delays and cost blowouts in getting the project approved.

The Joint Standing Committee on the National Capital and External Territories published its report on the territory government's plan to send the tram from Civic to Woden on Monday.

It has indicated it is likely to make the territory seek further approval before giving the final go ahead because the ACT government's proposed route is partially inconsistent with the National Capital Plan.

It also warned the government's proposed route would "unavoidably add further complexity, time, and cost to the project".

The National Capital Plan allows for an intertown public transport system along Kings and Commonwealth Avenues and State Circle but not to cut across the Parliamentary Triangle, like the ACT government's preferred route does.

Transport Canberra officials told the committee the government had chosen to take light rail through Parkes and Barton as it would pass more employment hubs and cultural institutions, meaning more people would use the system.

Transport Canberra director-general Emma Thomas told the committee the other more direct route "was not actually the easier or cheaper route, because it goes so close to Parliament House and because there are more bridges involved and there are greater difficulties in providing pedestrian access to the light rail system".

She also referenced a survey from last year that showed 75 per cent of the 4437 respondents preferred the Barton alignment to one that travelled past Parliament House onto Adelaide Avenue.

However the National Capital Authority told the committee the National Capital Plan, which could be considered as "in-principle" approval for light rail routes, did not cover Barton.

It warned that any route that wasn't covered by this plan would "require information that is much more detailed than that which appears to be currently contemplated by the ACT government before a decision could be made".

Committee chairman Ben Morton, a Liberal MP, said the ACT government could still choose to use the Barton route, and any suggestion this prevented them from doing so was "ludicrous".

"However, should the ACT government choose to pursue a route alignment that is only partially consistent with the National Capital Plan, this will unavoidably add further complexity, time, and cost to the project," he said.

"The committee has recommended that in that case, the ACT government should work with the National Capital Authority to ensure Commonwealth approval of the route, by amending the National Capital Plan. This should be done before undertaking the full works approval application and other Commonwealth approval processes."

The report said if the ACT government remained committed to its proposed route, there would have to be a two-stage Commonwealth approval process.
The planned route for light rail stage 2.

The planned route for light rail stage 2.Credit:Transport Canberra

"The first stage would comprise working with the NCA and other relevant Commonwealth agencies to definitively determine whether the proposed route is feasible. The NCA has advised that this would require the ACT government to provide the results of an initial rapid heritage assessment," it said.

"It is only after these matters have been addressed and the proposed route has the approval of the Commonwealth, that the second stage should commence."

The second stage involved works approval and other Commonwealth approvals.

"The committee is concerned that if the ACT government chose to invest in the development of detailed designs, heritage assessments, and an Environmental Impact Statement without prior Commonwealth approval of its proposed route alignment, there is a significant risk that this investment could be wasted," it said.

Mr Morton said the committee wanted to ensure the simplest possible Commonwealth approval process for the light rail project.

"It is not the committee's intention to slow or hinder the approvals process, but rather to provide certainty for the ACT government and the people of Canberra, and to ensure that time and money is not wasted pursuing a route that is not endorsed by the Commonwealth and therefore not feasible," he said.

The report noted the authority's concerns that the project had "not adequately demonstrated sensitivity to the importance of the central national area or parliamentary zone".

"The development of light rail amenity must not come at the cost of the long-term character and heritage of the national capital area and the parliamentary zone," it said.

Transport Minister Meegan Fitzharris told ABC Radio this was not the end of the Barton dogleg and government would apply for the National Capital Plan amendment.

"We've always known this route requires this amendment," Ms Fitzharris said.

She said variations to the plan were "by no means unique" but the challenge for the project going forward would be getting the federal minister and federal parliament to make a "timely decision".

However Mr Morton said it was not certain the ACT government would get the amendment approved.

The Public Transport Association of Canberra said the two-step approval process was "the most appropriate way forward" and the report provided "much-needed certainty" for the project.

The committee also said the ACT government appeared not to be heeding the advice of the NCA on the need for wire-free running through designated areas.

The current proposal features wire-free running from Alinga Street to Sydney Avenue, and again in Woden from the Phillip Oval stop to the Woden Town Centre.

The NCA told the committee it had advised the ACT government that these designs are not consistent with the previously stated requirement.

However the government said the use of overhead wires and poles in some designated areas would be unavoidable due to the limitations of existing technology.

"Due to the curves and gradient, traffic intersections, and the distance between the stops, the Sydney Avenue to Hopetown Circuit section may require more energy than can currently be stored on board the LRVs [Light Rail Vehicles] using technology available today," the government said.

Nevertheless, the committee has recommended there be no poles and wires on Commonwealth Avenue, Kings Avenue, State Circle, Brisbane Avenue, Sydney Avenue, Canberra Avenue to Manuka Circle, Hobart Avenue, Melbourne Avenue and Adelaide Avenue to Kent Street.

[ozbob]

https://twitter.com/railbotforum/status/1055126921099395072

[ozbob]

Rail Express --> Canberra light rail to open in early 2019

ACT transport minister Meegan Fitzharris has conceded Canberra's new light rail line won't be open until early next year, a delay on the original completion date of late 2018.

Fitzharris on Friday confirmed services on the city's first light rail project won't commence until early 2019, but looked to soften the blow by announcing a "mammoth milestone" had been reached with the last section of rail installed along the corridor.

"Just over a year after the rail installation began on the project in Gungahlin, this significant milestone today brings Canberra's light rail system one step closer to reality," Fitzharris said.

"The final installation of rail is a very significant moment in any rail project. From here we expect to see more of the light rail vehicles being tested along the alignment over the coming weeks.

Fitzharris said once construction is complete, Canberra Metro will need to obtain accreditation from the Office of the National Rail Safety Regulator and the Independent Certifier, before operations can begin.

"While this means we don't yet have an exact date, I can confirm we are expecting the first services to begin in early 2019, which is really exciting," she said.

"As with any complex infrastructure project, there are also risks that affect timing such as weather, the testing and commissioning of rail and signalling systems, and finalising of the stops.

"It is clear to all that significant progress is being made on the project, and I look forward to updating the community on a start date as soon as possible."

[ozbob]

https://twitter.com/katie_b_burgess/status/1063198177916989440

[ozbob]

https://twitter.com/railbotforum/status/1064180390628286464

[ozbob]

https://twitter.com/Transport_CBR/status/1066919547352088576

[ozbob]

https://twitter.com/railbotforum/status/1070341135917211649

[ozbob]

https://twitter.com/Transport_CBR/status/1078153624230998016