Posts Tagged ‘WestConnex’

The Federal Government’s refusal to fund public transport infrastructure dates back to 4 April 2013, when the then Opposition Leader Tony Abbott declared his opposition to it:

“The Commonwealth government has a long history of funding roads. We have no history of funding urban rail and I think it’s important that we stick to our knitting, and the Commonwealth’s knitting when it comes to funding infrastructure is roads.” – Tony Abbott, Federal Opposition Leader (4 April 2013)

In the 2 years since then, this position has barely changed. Which is to say it has evolved (very slowly) in the right direction.

2014-05-22 Jamie Briggs

The first change came on 16 May 2014, when the Assistant Minister for Infrastructure and Regional Development Jamie Briggs promised that federal funding from its asset recycling fund would not be restricted to roads. It followed through with this promise on 19 February 2015, providing $60m in funding to the ACT for its proposed light rail project. This funding was small, particularly compared to the billions going to the marquee roads projects; it also included a side comment from the Treasurer Joe Hockey’s office that “it has been a controversial project in the ACT” and that “there has been debate as to whether alternative projects may have higher potential economic benefits”.

While the ACT project received lukewarm support from Canberra and could be described as tokenistic in terms of the quantity of funding; the 8 March 2015 decision to send $2bn to NSW changed that. With $1.3bn of that going towards the Sydney Metro project, the Federal Government is now providing more funding to this rail project than the $1bn it has committed to WestConnex. However, the rail funding came with strings attached in the form of requiring privatisation. Funding for WestConnex has no such restrictions.

Warren Truss, Federal Deputy Leader of the Opposition and Federal Shadow Transport Minister (Image: Australian Parliament)

Warren Truss, Federal Deputy Leader of the Opposition and Federal Shadow Transport Minister (Image: Australian Parliament)

14 June 2015 showed more promise on this front, with the Deputy Prime Minister Warren Truss stating that “the Federal Government is quite happy to fund metro rail projects”. This would appear to be in start contradiction to the statements quoted by Mr Abbott earlier that the Federal Government “have no history of funding urban rail” and would not be funding public transport.

Perhaps the reason can be found by winding back the clock a month to 6 May 2015 when Greens leader Christine Milne was replaced by Richard Di Natale. In the past, Ms Milne had been resistant to supporting the re-indexation of the fuel excise because additional revenue would be hypothecated (i.e. promised to) road funding. However, when the Finance Minister Matthias Cormann offered to eliminate the hypothecation Ms Milne maintained her opposition.

The party now has a new leader, and one who appears to be more willing to negotiate with the Government of the day. Following the May budget, Mr Di Natale met with Mr Abbott. In this meeting, he offerred to support indexation if some of the revenue was hypothecated to public transport projects. In that context, Mr Truss’ comments make a lot more sense.

The policy taken to the last election – to not fund urban commuter rail, is a bad one. However, the question here is not whether the Government should abandon it. By funding Sydney Metro to the tune of $1.3bn, it already has abandoned it. Instead, the question is about when the Government will take a mode neutral stance on funding of transport infrastructure. Let Infrastructure Australia or the states determine the best transport projects and fund those. There’s a chance this possibility may become a reality sooner than expected.

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Open Drum – The Daily Commute

ABC Open is taking contributions on the topic of “the daily commute”. The deadline for contributions is midday Tuesday 9 June.

“Tell us about your daily commute. What are the joys and challenges? How does it impact your life or your family? Would improved public transport, affordable accommodation near workplaces or better roads help? Whatever happened to telecommuting? Do you have a survival tip or utopian vision for policy makers? Share your story and opinions in 350-700 words.”

1 May: Rail line to Badgerys Creek downplayed

Suggestions for a fast rail service between Badgerys Creek and Sydney CBD in time for the opening of a future Western Sydney Airport were dismissed by the Federal Transport Minister Warren Truss. “A rail line connected to the metropolitan area of Sydney is not essential in that [early] phase” said Mr Truss. The NSW Transport Minister Andrew Constance was more open to the idea, stating that he was “putting all things on the table”, including a possible extension of Sydney Rapid Transit out to Badgerys Creek via the existing Kingsford Smith Airport at Mascot. Proposals exist to extend the recently opened South West Rail Link to Badgerys Creek, but there are no current plans or funding to do so.

The proposed corridors for an extension of the SWRL through to Badgerys Creek and beyond. Click to enlarge. (Source: Transport for NSW.)

The proposed corridors for an extension of the SWRL through to Badgerys Creek and beyond. Click to enlarge. (Source: Transport for NSW.)

4 May: Opal-only ticket gates

New ticket gates that accept only Opal cards are to be trialed at Olympic Park Station. Existing ticket barriers that accept both Opal and paper tickets will continue to be in use.

7 May: Mousetrap to catch graffiti vandals

A new technology is being trialed which detects either spray paint or permanent marker on trains, so far leading to the arrest of 30 individuals. Known as “Mousetrap”, it uses an electronic chemical sensor which detects the vapour of both spray paint and marker pens.  Live CCTV records and provides images directly to Sydney Trains staff. Removing graffiti from the Sydney Trains network cost $34 million last financial year, up from $30 million the year before.

10 May: Epping to Chatswood Line will be disconnected for almost a year

The Epping to Chatswood Line, set to be shut down for 7 months during which it will be converted and connected to the North West Rail Link in order to create the first stage of Sydney Rapid Transit, will be disconnected from the T1 Northern and North Shore Lines prior to its shut down. A recently approved government proposal will see the line operate as a shuttle service between Epping and Chatswood for 4 months prior to this conversion, most likely in 2018.

21 May: Light rail predicted to kill someone each year

A report prepared for the government predicts that 1.14 people will be killed by the new CBD and South East Light Rail line every year on average. Between 2010 and 2014, there have been 3 fatalities involving pedestrians and buses in the Sydney CBD. The report also predicts 1 fatality every 5 years for the existing light rail line to Dulwich Hill, although no deaths have occurred on this line since it opened in 1997.

22 May: Opal card user information handed over to government agencies

57 requests for Opal card data, which include the card user’s address and travel patterns, have been granted by Transport for NSW to government agencies since December 2014. A total of 181 requests were made, with no court approval required in order for information to be handed over. By comparison, information from Queensland’s Go Card had been accessed almost 11,000 times between 2006 and 2014.

26 May: NWRL tunneling 40% complete

Tunnel boring machines on the North West Rail Link have reached Showground Station. 12km of the 30km of tunneling, representing over a third of the total length, is now complete.

26 May: Long Bay Prison sale under consideration

The Government is considering the possibility of selling off Long Bay Prison, possibly raising a estimated $400m. The sale, which would see the site redeveloped, has been linked to a possible extension of the light rail line currently under construction. The CBD and South East Light Rail is set to open in 2019, initially reaching Kingsford. However, an extension as far as La Perouse has been raised as a possibility.

Potential extensions to the CBD and South East Light Rail to Maroubra, Malabar, or La Perouse. Click to enlarge. (Source: Infrastructure NSW, State Infrastructure Strategy Update 2014, p. 40.)

Potential extensions to the CBD and South East Light Rail to Maroubra, Malabar, or La Perouse. Click to enlarge. (Source: Infrastructure NSW, State Infrastructure Strategy Update 2014, p. 40.)

26 May: Congestion will be worse after WestConnex

Internal government reports show that traffic levels on inner city roads around the planned WestConnex tunnels are predicted to be higher in 2026 than in 2011, despite the planned completion of WestConnex by 2023. A spokeswoman for the WestConnex Delivery Authority commented that “[traffic on] the inner south will improve with WestConnex as opposed to a do nothing scenario”.

28 May: Light rail construction schedule announced

VIDEO: Ten Eyewitness News Sydney – Government admits public transport system “broken” (27/5/2015)

A construction schedule for the CBD and South East Light Rail was released to the public. George St is set to see three and a half years of construction, with the new CBD and South East Light Rail set to be built between September 2015 and April 2018. The line is currently scheduled to open in early 2019, following testing of the line.

The Opposition Leader Luke Foley, who recently declared his opposition to light rail on George St, compared the project to the Berlin Wall and declared that it would lead to chaos and confusion.

The Government released video (above) of a bus and pedestrian walking down George Street during the evening peak hour showing the pedestrian being faster than the bus. Pedestrianising George St, resulting in the replacement of cars and buses with trams, has been put forward as a way to reduce congestion for public transport users which currently exists in many parts of the city.

The announcement also included plans to defer construction on the Northern portion of the Castlereagh St bike path until construction on the light rail line is completed. The Roads Minister Duncan Gay had previously proposed including loading zones along portions of Castlereagh St, which would have the effect of making it a “part-time” bike path. Deferring its construction pushes back the need to make a decision on this issue. However, the existing bike path on College St is set to be converted into a bus lane. This will help to handle bus movements once George St becomes closed off to vehicles, but removes a North-South bike path in the CBD for a number of years.

28 May: mX axed

Newscorp is set to discontinue mX, its free commuter newspaper. mX is currently distributed each weekday afternoon in Sydney, Melbourne, and Brisbane; it began in each of these cities in 2001, 2005, and 2007 respectively.

29 May: Electricity privatisation passes lower house

Legislation to allow the 99 year lease of 49% of the NSW electricity distribution network has passed the NSW Legislative Assembly. It now goes to the Legislative Council, where a combination of the Liberal, National, and Christian Democratic Parties that have committed to supporting the legislation have enough votes to ensure its passage through the upper house of Parliament.

VIDEO: Sydney Light Rail Flythrough – May 2015

The announcement on Thursday of the construction schedule for the CBD and South East Light Rail has seen the debate over the line re-open. Construction of the George St portion, set to occur between October 2015 and May 2017, will last over a year and a half. Closure of streets during this time will hurt businesses operating in the area. Meanwhile, changes to bus routes and timetables, set to change in October to co-incide with the start of construction, remain a secret to the public.

VIDEO: Sydney Light Rail Construction Schedule – May 2015

Earlier in the week, the Opposition Leader Luke Foley had declared his opposition to light rail down George Street, while supporting light rail from Central to Randwick and Kingsford. When the construction schedule was announced, Mr Foley said “the Liberals will deliver a Berlin Wall down the central spine of Sydney, dividing the CBD into east and west…Sydney needs light rail – but not down George Street. The Liberals should listen to the experts and terminate light rail at Central Station”. Mr Foley supported the full light rail project prior to the last election, committing to build it in full if elected Premier.

The Premier Mike Baird defended the decision to go ahead with construction, stating that despite the disruption “if we say we’re going to build it, we’ll build it”. The Transport Minister Andrew Constance reinforced this view, saying that “we’re not in the business of cancelling contracts”.

The former Premier Barry O’Farrell, who was Premier when the current project received approval, also criticised Mr Foley for relying on Nick Greiner’s opposition to George St light rail in order to make his case. Mr O’Farrell has previously distanced himself from Mr Greiner, a previous Chairman of Infrastructure NSW, arguing that Mr Greiner may oppose rail based public transport but Mr O’Farrell and his government support it.

Route of the CBD and South East Light Rail Line. Click to enlarge. (Source: Transport for NSW)

Route of the CBD and South East Light Rail Line. Click to enlarge. (Source: Transport for NSW)

Commentary: Just build it

Sydney is set to continue to grow and that growth needs an increase in transport capacity. For dense areas like the inner city, that means public transport should be prioritised ahead of private motor vehicles; while for the CBD, that means rail needs to be prioritised. When it comes to high capacity, almost nothing beats rail. Right now, that means light rail down George Street and Sydney Rapid Transit under the CBD. That is current government policy.

But not if Mr Foley had his way. In his world you not only see light rail terminate at the outskirts of the CBD but also no new funding for SRT under the CBD, effectively killing the project. Meanwhile, Mr Foley went to the last election commiting to extend the M4 all the way into the CBD. He would expand road based transport for the CBD, but not rail based transport. He has it the wrong way round.

Compare this to the government’s plans for WestConnex, bypassing the CBD and connecting the M4 and M5; with future plans for a Western Harbour road tunnel to connect Rozelle to North Sydney, further bypassing the CBD. Add this to the previously mentioned 2 major rail projects for the CBD and you get the right solution: cars out, trains and trams in.

VIDEO: Public Transport, Malcolm Turnbull (May 2007)

Monday: Light rail to Olympic Park could pay for itself

A new light rail line from Parramatta to Sydney Olympic Park could be paid for by raising $2.9bn in voluntary developer levies along the “Olympic Corridor”. The proposal has been raised by the WestLine Partnership, an alliance of business and local government groups representing interests between Parramatta and Sydney Olympic Park. Both the NSW Government and Opposition have committed to building at least one of four short listed light rail lines from Parramatta if they are elected to office. Though a line from Parramatta to Macquarie Park was initially seen as the most likely, a line from Parramatta to Olympic Park is now firming up as the favourite. It was mentioned specifically by Opposition Leader Luke Foley, and has also received the backing of Western Sydney Business Chamber Director David Borger.

Parramatta City Council's proposed 4 light rail lines. Click to enlarge. (Source: Western Sydney Light Rail Network: Part 2 Feasibility Report, p. 6)

Parramatta City Council’s proposed 4 light rail lines. Click to enlarge. (Source: Western Sydney Light Rail Network: Part 2 Feasibility Report, p. 6)

Monday: Light rail gets planning approval

Planning approval has been given to modifications proposed to the CBD and South East Light Rail Line. Changes include the removal of one stop along George St in the CBD and the relocation of the light rail line to the Northern side of Alison Road, opposite the Randwick Racecourse. The Transport Minister Gladys Berejiklian said “The green light from planning means we can roll out longer light rail vehicles with more seats for customers and 50 per cent more capacity, allowing us to move up to 13,500 passengers every hour”. Construction will begin later this year, and is expected to be completed in 2018, with the line opening in early 2019.

Thursday: Nile adds conditions to asset sale

The Christian Democratic Party’s leader Fred Nile has added conditions to supporting the 99 year lease of the state’s electricity distribution assets. Mr Nile has demanded that workers rights be protected, seeking that “There would be no sackings for five years [and] their existing conditions and superannuation arrangements must be guaranteed”. The Coalition, which is seeking to lease the assets in order to go ahead with its $20bn infrastructure plans, is not expected to gain an absolute majority in the NSW Upper House and will likely need the support of the CDP in order to do so.

Saturday: WestConnex gets approval from Infrastructure Australia

Infrastructure Australia has given WestConnex, the proposed 33km surface and tunnel freeway connecting the M4 and M5 freeways in Sydney’s West via Sydney’s Inner West, the green light. IA found that WestConnex would provide $1.80 in benefits for every $1.00 spent, although this is less than the $2.55 that the NSW Government claimed it would provide in a 2013 report.

However, the report is based on the assumption that no additional car trips will occur as a result of the road’s construction. These “induced” trips were partly responsible for Melbourne’s East West Link receiving a benefit cost ratio of 0.45, compared to WestConnex’s 1.8. The report also does not take as conservative an approach to potential cost blowouts as IA normally takes, potentially understating the cost and thus overstating the benefit cost ratio.

Despite this, IA believes that the benefit cost ratio would still be above 1 (indicating benefits outweigh the costs), even if these two anomolies were taken into account.

A NSW Labor Government will build all transport projects currently under or about to commence construction plus a second Harbour rail crossing as part of its infrastructure policy released yesterday. It would also drop plans for a 99 year lease of the electricity distribution network, obtaining its $10bn funding by not cutting $5bn worth of business taxes and using $5bn of unallocated funding in the government’s Restart NSW infrastructure fund.

Under Labor, projects already under construction, such as the North West Rail Link and CBD and South East Light Rail, would be completed. Projects about to commence construction, such as the M4 East; M5 East duplication; and NorthConnex, would also be completed. In addition, Labor has also committed to the $1bn upgrade to the Western Sydney rail network, which will include improved signalling and longer platforms for trains that are 10 carriages long rather than the existing 8 carriages.

Labor will committ to completing the NWRL and has given qualified support for a second Harbour rail crossing to connect it to the CBD. Click to enlarge. (Source: Transport for NSW.)

Labor will committ to completing the NWRL and has given qualified support for a second Harbour rail crossing to connect it to the CBD. Click to enlarge. (Source: Transport for NSW.)

The plan would see both WestConnex and a second Harbour rail crossing modified. WestConnex’s M4 East would link up directly to the CBD along a yet undefined path, while the M5 East duplication would be redirected to the airport and seaport at Botany. Meanwhile, the Inner West bypass linking the M4 and M5 would be dropped entirely. Any construction on a second Harbour rail crossing would begin 5 years later than currently planned, in 2022 rather than 2017, and also be subject to a “rigorous cost-benefit analysis and business case”. In addition, no committment was made for a Western Sydney Harbour road tunnel or Western Sydney light rail.

Commentary: The wrong priorities

Labor’s refusal to consider privatisation, despite being supported by former Labor Premier Morris Iemma and Prime Minister Paul Keating, has limited its ability to promise an infrastructure plan as large as the Coalition’s. The Sydney Morning Herald’s transport reporter Jacob Saulwick put it best when he described it as “less of the same” in comparing it to the Coalition plan. In fact, other than the changes to WestConnex, this is largely a copy of the Coalition plan with some elements dropped and others deferred.

One positive to come from this report is an M5 East duplication that links up to Botany rather than St Peters. One of the main benefits of WestConnex will come from taking freight trucks off local roads, and having a direct connection will achieve this while also adding capacity to a growing port.

Labor should also be commended on committing to a second Harbour rail crossing. But deferring its construction for 5 years and adding conditions to that construction puts question marks over whether it is serious about building it. Yesterday’s policy document even quotes Nick Greiner, notorious for opposing rail projects and supporting tollroads, to make this case. In doing so, it reveals the real problem with this plan – it shifts priorities away from rail and towards roads.

Most disappointing is that this plan makes a clear committment to building a new freeway right into the CBD, while maybe building a new rail line into the CBD at a later point in the future. These are the wrong way around. Roads, which have their place, should provide travel opportunities from low density origins and/or destinations, acting as a bypass of dense areas like the CBD. Rail, on the other hand, works best at transporting large numbers of people from high density origins and/or destinations. So to build a road into the CBD but not rail is highly perverse.

WestConnex and the proposed Western Harbour road tunnel, both of which are plagued with problems like property acquisitions or of inducing demand for car travel, enjoyed the major advantage that they would remove cars from places like the Sydney CBD or Newtown’s congested King St. In the CBD, it would also see roadspace on the surface taken away from cars on George St and Elizabeth St as part of the CBD light rail line as the former is pedestrianised and the latter is converted to a bus road.

It is here, and not Labor’s inability to accelerate infrastructure construction due to it committment to maintain public ownership of state owned assets, that is most concerning. Labor prioritised roads rather than rail, and those are the wrong priorities.

NOTE: Apologies for the lateness of this week’s post. It was written up, but then not posted immediately.

Thursday: Opal card fare hack discovered

Opal users can reach their weekly travel reward for $13.86 in under 30 minutes on Tuesdays if they have made 2 journeys on the previous Monday. The “hack”, as it has been dubbed by the Opal Card App developers who discovered it, comes less than 3 months after the Transport Minister Gladys Berejiklian encouraged the public to seek ways of cutting their fare costs using their Opal card.

VIDEO: Opal Card Hack

The method requires customers to have already made 2 journeys on a previous day, due to the $15 daily cap. Customers must also travel during off-peak (outside of (7:00AM-9:00AM and 4:00PM-6:30PM) in order to receive the off-peak discount. It also makes use of the fact that Macdonaldtown Station and Erskineville Stations, the two stations that are the closest on the network, are only 350m apart.

An adult Opal card. Click to enlarge. (Source: Transport for NSW)

An adult Opal card. Click to enlarge.
(Source: Transport for NSW)

By tapping on at one and tapping off at the other, customers simulate catching a train and making 1 trip. By returning to the original station and tapping on again, a new trip is initiated. However, these 2 trips do not appear to be linked, thus making them independent journeys for the purpose of reaching the weekly travel reward. Normally customers must wait 60 minutes between tapping off and tapping back on in order for trips not to be linked and thus count as 2 separate journeys.

The 2 stations must also be ungated, ruling out any CBD stations as well as major suburban stations.

Thursday: Pedestrian countdown timer trial

The NSW Government is set to trial pedestrian countdown timers at six intersections in Sydney to determine if the timers help improve safety for pedestrians. A yellow countdown timer, displaying the number of seconds left for pedestrians to cross the road, will replace the red flashing “don’t walk” signal.

VIDEO: Putting pedestrian countdown timers to the test

Friday: Real time data comes for ferries and trams

Real time locations for ferries and light rail is being introduced to transport apps, in addition to the existing real time vehicle information previously available for buses and trains. Real time data will be available on six transport apps: NextThere, TripView, TransitTimes+, TripGo, Triptastic, and Arrivo Sydney.

Saturday: Second Harbour road crossing planned

The NSW Government is planning a second Harbour road crossing, linking the Balmain peninsula to the M2 at Lane Cove. The plans, reported by the Sydney Morning Herald and yet to be officially announced, are reportedly contingent on the 99 year lease of the NSW electricity distribution network. It will link up to the Northern extension of WestConnex, which will link up WestConnex to the Anzac Bridge.

Commentary: Why a 2nd Harbour road tunnel is a good thing

WestConnex and its new North-South extension to the Anzac Bridge and Sutherland. Click to enlarge. (Source: Transport for NSW, Rebuilding NSW Fact Sheet 4, p. 1.)

A new Harbour crossing would begin at the current end of the proposed Northern extension to WestConnex and end at the M2 in Lane Cove. Click to enlarge. (Source: Transport for NSW, Rebuilding NSW Fact Sheet 4, p. 1.)

Sunday: 60,000 apartments for Parramatta Road

Plans for 60,000 new apartments to be built along the Parramatta Road corridor are set to be released by the NSW Government. One quarter of the new homes would be built in Granville, while a third would be built in Homebush. The plan includes improved bus connections between Burwood and the city, set to coincide with the completion of the M4 East portion of WestConnex parallel to Parramatta Road. Though the existing M4 is set to be widened between Parramatta and Concord, no details have been announced about any public transport improvements in this part of Parramatta Road. Over two thirds of the 60,000 apartments are to be built in this Western portion of Parramatta Road.

This follows a push by the opposition for these plans to be made public immediately, rather than in 2015.

It was revealed earlier today that the Government is making plans for a new Harbour tunnel, which would link a proposed extended Westconnex freeway near the Anzac Bridge to the M2 in Sydney’s North. Such a corridor was not news, it was included as one of the 4 corridors for investigation in the 2012 Transport Master Plan. But it now appears that the Government has moved beyond investigation and is actively planning for its eventual construction.

Road projects recommended by the Transport Master Plan. Click on image for higher resolution. (Source: Transport Master Plan, page 140.)

Road projects recommended by the Transport Master Plan. Click to enlarge. (Source: Transport for NSW, Transport Master Plan, page 140.)

Concerns have been raised about the continued expansion of the freeway network. One source reportedly asked “where does WestConnex end” while transport advocacy group Action for Public Transport said the proposal was “bad policy” and that “more roads = more congestion”. Urban planner Lewis Mumford famously said in 1955 that “building more roads to prevent congestion is like a fat man loosening his belt to prevent obesity”.

The author of this blog sympathises with these views and believes strongly that a sustained investment in expanding public transport infrastructure should take priority over road infrastructure in Australia’s major cities.

Despite that, roads are still needed. While it makes sense to encourage mode share towards public transport and away from cars, there are some trips that are more suited to public transport and other better suited to cars. Trips into the CBD and other major centres or within the dense inner city, for example, are well suited to public transport. This is evident by the high mode share which public transport already has into the CBD (70% of all journeys to work in the 2006 census). In these places, it should be further encouraged through greater investment in public transport, more bus lanes, or even pedestrianisation of streets. However, trips from dispersed and/or low density origins and destinations are much better suited to car transport and here car trips hold a high mode share (85% of all journeys to work in the 2006 census). Consider that a single occupant car is much more sustainable from both a financial and environmental perspective than a bus with a single passenger. In these cases, investment in roads is needed to provide the most efficient mode of transporting people.

Too many times ideology clouds what should be a mode-agnostic review. If the best mode for a particular area is rail, then rail is what should be built. If it is walking, then wider footpaths are needed. If it is cars, then more roads should be the solution. Extremist and ideological views, such as opposing all urban freeways or all urban railways, are not helping.

Which brings us back to the proposed tunnel. This tunnel, much like Westconnex, does not actually take traffic into the CBD. It acts as a bypass, allowing cars to go from the very dispersed origins and destinations mentioned earlier. It is a ring road which, as this blog outlined last year, is the best kind of road. It allows cars to do what they do best – transporting people and goods to and from dispersed locations; meanwhile it quarantines the CBD for what public transport does best – transporting large numbers of people into a small area.

The smart thing to so would be to push for improvements to the proposal, rather than oppose it. For example, this would provide a great opportunity to have bus lanes all the way along the Western Distributor, Anzac Bridge, and Victoria Road. This would be similar to the bus lane that was instated on the Harbour Bridge when the Harbour Tunnel was built. This would go well with the planned urban renewal of the surrounding Bays precinct, which would need additional public transport capacity to support additional development. Light rail, either a spur from the existing line to Dulwich Hill or a new line along the Victoria Road corridor, should also be considered.

What is not helpful is the idea that this is an either/or situation. Sydney can and should have more road and public transport infrastructure. What matters is not the mode, but whether that mode is appropriate for the purpose.