Thanks for this. I had no idea. Light Rail is definitely the way of the future. They are gaining popularity around the world and city by city in Australia are constructing them. Sydney, Gold Coast, Canberra and Newcastle have been very successful and are already planning expansions. Hobart also needs a light rail service.
it is great seeing Light Rail in Canberra and the Gold Coast, as they have never had any tramways before. Canberra's wide streets were even made to allow for trams, but they never had them until just recently.
Newcastle absolutely has NOT been successful, that is easily the worst of the systems in Australia. I live light rail and think it is a great Tool but Newcastle is a lesson Perth needs to learn from. That's also not to say that Newcastle can't be saved, it absolutely can and indeed I think will.
Excellent video.Thanks for sharing. I remember reading about the light rail proposal over there. It is a pity that it didn't go ahead. I used to know a person who actually rode the last tram in Perth back in 1958, when the system closed. I currently live in Melbourne.
Happy you enjoyed the video. Yes unfortunately us over here in Perth are still waiting for trams to return to our streets. I wish Perth had of been like Melbourne and decided to keep its trams.
The trackless tram idea is probably the way to go. A line to Scarborough beach via the city and north Perth, freo to Murdoch and canning bridge to Murdoch via Booragoon would work well. Plus changing all the cat buses to trackless trams and upping their frequency and extending the routes to inner suburbs would take heaps of traffic off the roads. IMHO.
Perths population is growing so fast that those figures are already outdated . 2.3 million and the state just passed 3 million according to the Australian beuaro of statistics. Perth is the fastest growing city in Australia
Thanks for the correction, I should have got the most recent figures from the ABS. Perth’s high population growth is all the more reason why it should consider introducing light rail.
The legacy of this is the Superbus 950 we have today, which covers more or less the length of the route. Unfortunately the Abbott government refused to fund a cent of PT even for his own party's state, and so this project died along with it. If anything were to come out of this future it might just well be trackless trams...
Desperately needed to rebuild much of the old tram network, especially the old Nedlands route given the amount of traffic around the QEII precinct and Stirling Highway.
Yes, if the Nedlands route were still here today, it would mostly likely be heavily used. Interestingly there was also a second route to Nedlands which ran along Mounts Bay road.
@@PerthElectricTramwaySociety If the Nedlands line is re-opoend I wonder if it could terminate in a reserved next to the Swann river, with a grassed track loop. If all platforms are to same direction of travel (in most cases side platforms are better when putting the people using the stops before construction based considerations) loops would allow trams to be built with driver controls at one end and doors on only one side, while unusual on a second generation tramway, this is quite common on European first generation tramways, and some European tramway operators are sticking to looped unidirectional running. Unidirectional running increases capacity for a given floor area and frees up the interior layout. Even if starting with a bidirectional fleet, putting all platforms to the same side in the direction of travel means that loops added later with network expansion means that later rolling stock can be built with doors on only one side as well as a driver's cab at only one end. The idea is to just design the stops for the people using them first and if that means side platforms only, there should be planning for unidirectional running as Perth seems to have a lot of open space compared to all the other state capitals.
@@Myrtone The previous Lib and Lab govts were keen on a route to go via Subiaco and through to the hospital precinct. But ended up being cancelled, though the idea wasn't as developed as north to Balga which was a good option too.
@@Myrtone I believe any light rail needs to service Kings Park (for tourists) and then onto hospital precinct and UWA. Subiaco is being serviced well by trains. West Perth has very good bus and rail options. A light rail through Kings Park would be controversial due to the park's purpose as a memorial and removal of trees. But would be the quickest route and be cheapest and easiest to build. A few stops on St George's Tce and into the park. Highly beneficial for tourists. The opportunities for light rail in CBD and inner Perth have become unlikely due to govt narrowing streets for wider footpaths tree planting street furniture etc...
Perth may be 125km long, but there is going to be rail along that whole journey. Mandurah to Joondalup. Eventually the housing will continue to go east from Darch and East Wanneroo. I reckon that will turn Alexander Dr and Wanneroo Rd into a carpark. Previous Lib govt wanted light rail to Mirrabooka and that may have continued past Darch to Gnangara and beyond as a limited stop light rail (but only be travelling 60kph with traffic light preference). For that long journey would that still be a good option? I saw a need for a means of transport closer to the city with an express lane (express lane for bus or tram). To service Yokine, Dianella, Morley, Mirrabooka etc... Then you have the services further out towards Darch etc. How can they get into the city quicker by one means into the city in express lanes or a trackless tram / light rail to a train service... Thought needs to be given.
that liberal government had absolutely no intention of ever building a tram line. as you point out at 7:50, they declared publicly that buses were cheaper. it was a waste of taxpayer's money for the purposes of electioneering. i'm an expert on trams. not really! i grew up in melbourne. not even a labor government in victoria has decreed at any time, that trams need priority at intersections bar very few exceptions. the gold coast tram has priority. i figure that trams are best as feeders to train stations. nearly all of melbourne's lines radiate from the cbd. the system dates from before everyone had cars and the only way to work was to walk unless there was a set of tracks nearby.
Light rails absolutely have their place in transportation. Light rails can't be replaced by buses or God forbid "trackless" trams. Melbourne's hoddle grid is made so much better by its tram connections but I wish there'd be more pressure to bring up our network to modern standards. It's not like we don't know how to do it. We did it with the route 96, fully accessible, fully low floor and fully separated from road traffic. Converting our tram lines to that standard isn't difficult, someone's just got to pull a finger out first.
@@mathewferstl7042 Trams, as rail vehicles, can use alternatives to street running that are no accessible to road vehicles such as ballasted track and grassed track and also have higher axle load limits and so more capacity.
@@Myrtone exactly, but I would argue for some sections of street running while still separated from road traffic or preferably on pedestrianised areas. Those areas can shape streets and city centres. Melbournes hoddle grid just wouldn't be the same as an example
@@mathewferstl7042 But the inner suburbs have very little space for reserved track anyway, so there *will* need to be street running there. An idea would be to start building light rail in inner Perth (like the city centre, Nedlands, Causeway and Mirraboka), Fremantle and Rockingham and connecting them together at later phases.
Hey you never know, it only took 35 years for them to do the Ellenbrook line save for any further delays. So one day we might be able to rise from our graves to see our adult great grandkids ride the MAX.
@@PerthElectricTramwaySociety The first metre of track will be the hardest to lay. It was ready to commence with the previous Lib govt but the mining downturn coincided with GST massive shortfall and huge debt. So got delayed and then cancelled. The Labor came in and they decided to do only the heavy rail. Then trackless tram technology improves and game over.
The first metre of track will be the hardest to lay. It was ready to commence with the previous Lib govt but the mining downturn coincided with GST massive shortfall and huge debt. So got delayed and then cancelled. The Labor came in and they decided to do only the heavy rail. Then trackless tram technology improves and game over.
@@Freshbott2 Ellenbrook line is being built at the right time. There wasn't the population in the area until recently. Anything earlier would have just been an extension at Midland. Previous Lib govt was keen for tunnelling to include Morley Galleria to further it as a hub and secondary CBD. Labor has taken the quicker and cheaper route down Tonkin Hwy. But means that Morley isn't adequately services and doesn't encourage decentralisation. People in the north east section that work in Morley will drive, as will others wanting to work or shop in Morley. It will also limit their aims to increase density around the Galleria. So the govt rushing it has now made a long term bad decision.
One more comment. I reckon they should have always had light rail or express trackless trams down great eastern hwy from City to Vic Park, past Casino, past Stadium, past Belmont and the offices and businesses through to the Airport. They could have saved themselves from building a heavy rail to airport for other routes. But they need to give it some thought for part of the journey. As it could connect the airport or nearby to all those locations I've said, plus the Armadale line and even take it through to Curtin and Canning Bridge connecting the Mandurah line. Anyway just a thought.
I do think that they need to still think how Fremantle and Curtin Uni can be serviced from the Canning Bridge station (Mandurah line). Light rail or express trackless trams? I think Perth CBD to Curtin Uni will remain purely bus services with the usage of express services and high frequency buses. How can people get from the Mandurah line to Fremantle for work, play or uni. Or Freo to Curtin. Are express buses or trackless trams possible on Canning Leach or South St and turn a 35 minute bus journey from Canning Bridge to Fremantle to 15 to 20 minutes. Its quicker to go from Cockburn to Osb Park by train, than to Fremantle by train and bus. Can a trackless tram go express and drop in via Garden City. Fremantle to Curtin Uni and then the Armadale line by limited stop service sounds appealing.
I'd like to see Fremantle to Mandurah line. either heavy rail, which is a bit tricky to be honest. Or use existing heavy tracks for light rail initially through busy Fremantle and then emerge at Cockburn Centre by heavy or light rail. Or an express bus lane / trackless tram / or limited stop light rail from Mandurah line to Fremantle. Routes could be South St or Leach Hwy from Canning Hwy or Bullcreek or Canning Hwy. You would need to really consider the road traffic, in particular the use of large vehicles and trucks before a route is decided. Then you'd want to somehow include Garden City. But waste no time to get to Frem. Its staggering that people living south of the river in areas like Cockburn Central find it quicker to get to work by transport to Osb Park than to Fremantle. That's damning. Its stifling people from wanting to work in Fremantle as its expensive to park and take too much time by public transport. Being in Fremantle it should be easy and quick for south of the river people. But its not. Any journey from Mandurah line must be quick.
And in that case, provide real trams (not trackless replicas) to lower volume environments where the density does not justify suburban rail. Given Perth's geography, something else needs to be considered even though unusual for a newbuild system. It is a style of operation quite common on European legacy systems with turning loops and trams built with only one driver's cab and doors on only one side, allowing for more seats and feeing up the interior layout. A good idea is to run trams where there is space for reserved track and not enough population density to be served by suburban rail. When tram stops are designed for the people using them first (not giving construction or engineering based considerations a higher priority) the best default is side platforms and even if starting with bidirectional trams, all boarding being on the same side in the direction of travel allows unidirectional rolling stock added later with network expansion to be built with doors on only that side.
Interesting in the original feasibility discussions from the previous Labor govt in the late 90s and early 00s, the options had the rail going to UWA hospitals via two routes. One took the trams to West PErth and up Thomas St to Hospitals. The other option had a service to Subiaco and up Rokeby Rd. I do know that the Rokeby rd option was going to remove a lot of large street trees. That will be the problem if any light rail was built. You'd be talking about hundreds of trees being removed. Which isn't ideal.
@@Myrtone Full sized plain trees. That wasn't the final straw, but the route would have had to be changed. That's the thing with environmentalists, they say they want to save the planet by having trams. But as a result it will cause significant trees being removed. Even in the CBD it would be hundreds...
Now how about UWA/hospital options. Currently, serviced well by buses from multiple routes including from Morley to the city then UWA/hospital, but needs more buses. I don't think light rail towards West Perth isn't really that beneficial considering the interruptions. The buses are fine, there is some connection to rail. How about using Kings Park? Perth to Kings Park and through park to hospital precinct and UWA. This would service the tourism sector while also getting people into work and uni. The route would need to be subtle and hidden and could cut through the park saving a lot of track. Tourists need a way into Kings Park that is cheap and easy (forget cable cars). It needs to be clearly defined method. This is a perfect example of a niche track that would service and area.
Lastly about 15 years ago they narrowed all the streets in the CBD and built islands, widened footpaths and put in lots of trees and street furniture. Really its no longer feasible to have light rail down the main streets. You've even closed Riverside drive putting extra traffic into the city and stopping an east west means of traffic through Terrace Rd and across through Esplanade and Mounts Bay road. Any light rail would need to know use tunnelling or part of the east west rail reserve using the heavy tracks through the city before branching off. I kid you not. Roads like William St were 4 lanes driving into the city in peak time (one way). Now its only one lane each way. St George's Tce was 3 lanes each way. Now its 2. Murray was 4 lanes in peak time one way. Now its two. Barrack was 4 lanes one way, now its 3. Wellington 3 lanes each way, now its 2. Roe St was 2 lanes each. way, now its 1. You can't reduce those streets further. The malls totally are not feasible.
@@PerthElectricTramwaySociety That would be a backward step. The malls are set up with street furniture, trees and pots and pedestrians. Then you suggest having two tracks straight through the middle. Ridiculous. All the streets have been narrowed in recent years and other routes have now been made indirect to reduce cars, but it affects all transport in the city now. They won't want tunnelling. You could try to utilise the main rail station, but not much space there.
the underground railway to Morley will never occur now. the labor govt decided to fast track the rail to ellenbrook and took the cheapest and easiest to build route from bayswater via a spur line to Morley (cnr Walter rd / Tonkin), then Noranda (Reid / Tonkin) onto Malaga and beyond. Its a bad alternative as the Morley station is almost 2km from the main Morley hub (Galleria). Bayswater will now service 3 lines, but will never be a high density living or area of commerce and offices. It has restrictions with heritage and no space for offices or major shops etc. Its basically been poor planning as its actually cause more centralisation instead of decentralisation. A hub like Morley should have been encouraged with a major train station, with stops along the journey into the city servicing inner north suburbs. Instead Morley is a big hub with offices, shops and increasingly more apartments, but will be limited as a place of work due to only having bus services. Mirrabooka is another hub with plenty of opportunity for office space and apartments, but needs a fast and efficient transport service. The buses there are really good, but you need more to be an effective hub especially as a place of work or office space.
It was always an election ploy and never a real proposal as I was on some of the working groups at a local government level and early in the project only one depot site was identified this site was for sale and a cabinet report recommended that the site be purchased for the depot. It was rejected by the cabinet. It was sold to an apartment developer and an apartment was built there. This was the only viable depot site identified. I’m addition in multiple other locations private Land was required for stops. Again no action was taken to secure any land for these stops. So 20 Million was spent on a business case just to deceive people it was going to be built. Shame as if it was built we would have had numerous extensions since.
The route was stupid and would not have relieved congestion even slightly. The Balga terminus stopped short of two large high schools - poor thinking there.
![Lp. Сердце Вселенной #60 РОЖДЕНИЕ ЛОЛОЛОШКИ [Финал] • Майнкрафт](http://i.ytimg.com/vi/YoR0pAV9FVQ/mqdefault.jpg)
Thanks for this. I had no idea. Light Rail is definitely the way of the future. They are gaining popularity around the world and city by city in Australia are constructing them. Sydney, Gold Coast, Canberra and Newcastle have been very successful and are already planning expansions. Hobart also needs a light rail service.
Glad you enjoyed. Fingers crossed one day trams will run again in Perth.
it is great seeing Light Rail in Canberra and the Gold Coast, as they have never had any tramways before. Canberra's wide streets were even made to allow for trams, but they never had them until just recently.
Newcastle absolutely has NOT been successful, that is easily the worst of the systems in Australia. I live light rail and think it is a great Tool but Newcastle is a lesson Perth needs to learn from. That's also not to say that Newcastle can't be saved, it absolutely can and indeed I think will.
Excellent video.Thanks for sharing. I remember reading about the light rail proposal over there. It is a pity that it didn't go ahead. I used to know a person who actually rode the last tram in Perth back in 1958, when the system closed. I currently live in Melbourne.
Happy you enjoyed the video. Yes unfortunately us over here in Perth are still waiting for trams to return to our streets. I wish Perth had of been like Melbourne and decided to keep its trams.
Is Melbourne being more liveable why you currently live there?
Personally, I found Melbourne to be a lot more livable for me than Sydney where i used to live.
@@RGC198 My question is if you found Melbourne more liveable than Perth.
@@Myrtone OP never mentioned he/she lived in Perth, but merely knowing someone from Perth
Best video you've made to date! Keep up the good work!
Thanks!
The trackless tram idea is probably the way to go. A line to Scarborough beach via the city and north Perth, freo to Murdoch and canning bridge to Murdoch via Booragoon would work well. Plus changing all the cat buses to trackless trams and upping their frequency and extending the routes to inner suburbs would take heaps of traffic off the roads. IMHO.
Perths population is growing so fast that those figures are already outdated . 2.3 million and the state just passed 3 million according to the Australian beuaro of statistics. Perth is the fastest growing city in Australia
Thanks for the correction, I should have got the most recent figures from the ABS. Perth’s high population growth is all the more reason why it should consider introducing light rail.
The legacy of this is the Superbus 950 we have today, which covers more or less the length of the route. Unfortunately the Abbott government refused to fund a cent of PT even for his own party's state, and so this project died along with it. If anything were to come out of this future it might just well be trackless trams...
Yes, the 950 is definitely the legacy of this proposal. Though hopefully at some point in the future light rail will return to Perth.
@@PerthElectricTramwaySociety Perhaps building light rail in Fremantle, Rockingham and inner Perth and connecting it together at later phases.
The 950 will never be replaced by light rail. Trackless tram possibly.
Desperately needed to rebuild much of the old tram network, especially the old Nedlands route given the amount of traffic around the QEII precinct and Stirling Highway.
Yes, if the Nedlands route were still here today, it would mostly likely be heavily used. Interestingly there was also a second route to Nedlands which ran along Mounts Bay road.
@@PerthElectricTramwaySociety If the Nedlands line is re-opoend I wonder if it could terminate in a reserved next to the Swann river, with a grassed track loop. If all platforms are to same direction of travel (in most cases side platforms are better when putting the people using the stops before construction based considerations) loops would allow trams to be built with driver controls at one end and doors on only one side, while unusual on a second generation tramway, this is quite common on European first generation tramways, and some European tramway operators are sticking to looped unidirectional running.
Unidirectional running increases capacity for a given floor area and frees up the interior layout.
Even if starting with a bidirectional fleet, putting all platforms to the same side in the direction of travel means that loops added later with network expansion means that later rolling stock can be built with doors on only one side as well as a driver's cab at only one end.
The idea is to just design the stops for the people using them first and if that means side platforms only, there should be planning for unidirectional running as Perth seems to have a lot of open space compared to all the other state capitals.
@@Myrtone The previous Lib and Lab govts were keen on a route to go via Subiaco and through to the hospital precinct. But ended up being cancelled, though the idea wasn't as developed as north to Balga which was a good option too.
@@Myrtone I believe any light rail needs to service Kings Park (for tourists) and then onto hospital precinct and UWA. Subiaco is being serviced well by trains. West Perth has very good bus and rail options. A light rail through Kings Park would be controversial due to the park's purpose as a memorial and removal of trees. But would be the quickest route and be cheapest and easiest to build. A few stops on St George's Tce and into the park. Highly beneficial for tourists. The opportunities for light rail in CBD and inner Perth have become unlikely due to govt narrowing streets for wider footpaths tree planting street furniture etc...
@@Myrtone having a tram service kings park in addition to hospitals and uwa means that a cable car isn't necessary at all.
Perth may be 125km long, but there is going to be rail along that whole journey. Mandurah to Joondalup. Eventually the housing will continue to go east from Darch and East Wanneroo. I reckon that will turn Alexander Dr and Wanneroo Rd into a carpark. Previous Lib govt wanted light rail to Mirrabooka and that may have continued past Darch to Gnangara and beyond as a limited stop light rail (but only be travelling 60kph with traffic light preference). For that long journey would that still be a good option? I saw a need for a means of transport closer to the city with an express lane (express lane for bus or tram). To service Yokine, Dianella, Morley, Mirrabooka etc... Then you have the services further out towards Darch etc. How can they get into the city quicker by one means into the city in express lanes or a trackless tram / light rail to a train service... Thought needs to be given.
that liberal government had absolutely no intention of ever building a tram line. as you point out at 7:50, they declared publicly that buses were cheaper. it was a waste of taxpayer's money for the purposes of electioneering. i'm an expert on trams. not really! i grew up in melbourne. not even a labor government in victoria has decreed at any time, that trams need priority at intersections bar very few exceptions. the gold coast tram has priority. i figure that trams are best as feeders to train stations. nearly all of melbourne's lines radiate from the cbd. the system dates from before everyone had cars and the only way to work was to walk unless there was a set of tracks nearby.
Yes, it is sad that this project never got constructed. Hopefully in the future trams will return to Perth.
Light rails absolutely have their place in transportation. Light rails can't be replaced by buses or God forbid "trackless" trams. Melbourne's hoddle grid is made so much better by its tram connections but I wish there'd be more pressure to bring up our network to modern standards. It's not like we don't know how to do it. We did it with the route 96, fully accessible, fully low floor and fully separated from road traffic. Converting our tram lines to that standard isn't difficult, someone's just got to pull a finger out first.
@@mathewferstl7042
Trams, as rail vehicles, can use alternatives to street running that are no accessible to road vehicles such as ballasted track and grassed track and also have higher axle load limits and so more capacity.
@@Myrtone exactly, but I would argue for some sections of street running while still separated from road traffic or preferably on pedestrianised areas. Those areas can shape streets and city centres. Melbournes hoddle grid just wouldn't be the same as an example
@@mathewferstl7042 But the inner suburbs have very little space for reserved track anyway, so there *will* need to be street running there. An idea would be to start building light rail in inner Perth (like the city centre, Nedlands, Causeway and Mirraboka), Fremantle and Rockingham and connecting them together at later phases.
Would like to see Light Rail linked to Morley Station
Not happening any time soon, if ever -- too forward thinking of an idea to happen here!
Yes, I think it will be some time before we see trams again in Perth.
Hey you never know, it only took 35 years for them to do the Ellenbrook line save for any further delays. So one day we might be able to rise from our graves to see our adult great grandkids ride the MAX.
@@PerthElectricTramwaySociety The first metre of track will be the hardest to lay. It was ready to commence with the previous Lib govt but the mining downturn coincided with GST massive shortfall and huge debt. So got delayed and then cancelled. The Labor came in and they decided to do only the heavy rail. Then trackless tram technology improves and game over.
The first metre of track will be the hardest to lay. It was ready to commence with the previous Lib govt but the mining downturn coincided with GST massive shortfall and huge debt. So got delayed and then cancelled. The Labor came in and they decided to do only the heavy rail. Then trackless tram technology improves and game over.
@@Freshbott2 Ellenbrook line is being built at the right time. There wasn't the population in the area until recently. Anything earlier would have just been an extension at Midland. Previous Lib govt was keen for tunnelling to include Morley Galleria to further it as a hub and secondary CBD. Labor has taken the quicker and cheaper route down Tonkin Hwy. But means that Morley isn't adequately services and doesn't encourage decentralisation. People in the north east section that work in Morley will drive, as will others wanting to work or shop in Morley. It will also limit their aims to increase density around the Galleria. So the govt rushing it has now made a long term bad decision.
One more comment. I reckon they should have always had light rail or express trackless trams down great eastern hwy from City to Vic Park, past Casino, past Stadium, past Belmont and the offices and businesses through to the Airport. They could have saved themselves from building a heavy rail to airport for other routes. But they need to give it some thought for part of the journey. As it could connect the airport or nearby to all those locations I've said, plus the Armadale line and even take it through to Curtin and Canning Bridge connecting the Mandurah line. Anyway just a thought.
Real trams are better than trackless "trams".
I do think that they need to still think how Fremantle and Curtin Uni can be serviced from the Canning Bridge station (Mandurah line). Light rail or express trackless trams? I think Perth CBD to Curtin Uni will remain purely bus services with the usage of express services and high frequency buses. How can people get from the Mandurah line to Fremantle for work, play or uni. Or Freo to Curtin. Are express buses or trackless trams possible on Canning Leach or South St and turn a 35 minute bus journey from Canning Bridge to Fremantle to 15 to 20 minutes. Its quicker to go from Cockburn to Osb Park by train, than to Fremantle by train and bus. Can a trackless tram go express and drop in via Garden City. Fremantle to Curtin Uni and then the Armadale line by limited stop service sounds appealing.
I'd like to see Fremantle to Mandurah line. either heavy rail, which is a bit tricky to be honest. Or use existing heavy tracks for light rail initially through busy Fremantle and then emerge at Cockburn Centre by heavy or light rail. Or an express bus lane / trackless tram / or limited stop light rail from Mandurah line to Fremantle. Routes could be South St or Leach Hwy from Canning Hwy or Bullcreek or Canning Hwy. You would need to really consider the road traffic, in particular the use of large vehicles and trucks before a route is decided. Then you'd want to somehow include Garden City. But waste no time to get to Frem. Its staggering that people living south of the river in areas like Cockburn Central find it quicker to get to work by transport to Osb Park than to Fremantle. That's damning. Its stifling people from wanting to work in Fremantle as its expensive to park and take too much time by public transport. Being in Fremantle it should be easy and quick for south of the river people. But its not. Any journey from Mandurah line must be quick.
And in that case, provide real trams (not trackless replicas) to lower volume environments where the density does not justify suburban rail.
Given Perth's geography, something else needs to be considered even though unusual for a newbuild system. It is a style of operation quite common on European legacy systems with turning loops and trams built with only one driver's cab and doors on only one side, allowing for more seats and feeing up the interior layout. A good idea is to run trams where there is space for reserved track and not enough population density to be served by suburban rail. When tram stops are designed for the people using them first (not giving construction or engineering based considerations a higher priority) the best default is side platforms and even if starting with bidirectional trams, all boarding being on the same side in the direction of travel allows unidirectional rolling stock added later with network expansion to be built with doors on only that side.
Good video, like.
Thanks!
Interesting in the original feasibility discussions from the previous Labor govt in the late 90s and early 00s, the options had the rail going to UWA hospitals via two routes. One took the trams to West PErth and up Thomas St to Hospitals. The other option had a service to Subiaco and up Rokeby Rd. I do know that the Rokeby rd option was going to remove a lot of large street trees. That will be the problem if any light rail was built. You'd be talking about hundreds of trees being removed. Which isn't ideal.
Could any of the trees be relocated?
@@Myrtone Full sized plain trees. That wasn't the final straw, but the route would have had to be changed. That's the thing with environmentalists, they say they want to save the planet by having trams. But as a result it will cause significant trees being removed. Even in the CBD it would be hundreds...
Now how about UWA/hospital options. Currently, serviced well by buses from multiple routes including from Morley to the city then UWA/hospital, but needs more buses. I don't think light rail towards West Perth isn't really that beneficial considering the interruptions. The buses are fine, there is some connection to rail. How about using Kings Park? Perth to Kings Park and through park to hospital precinct and UWA. This would service the tourism sector while also getting people into work and uni. The route would need to be subtle and hidden and could cut through the park saving a lot of track. Tourists need a way into Kings Park that is cheap and easy (forget cable cars). It needs to be clearly defined method. This is a perfect example of a niche track that would service and area.
Lastly about 15 years ago they narrowed all the streets in the CBD and built islands, widened footpaths and put in lots of trees and street furniture. Really its no longer feasible to have light rail down the main streets. You've even closed Riverside drive putting extra traffic into the city and stopping an east west means of traffic through Terrace Rd and across through Esplanade and Mounts Bay road. Any light rail would need to know use tunnelling or part of the east west rail reserve using the heavy tracks through the city before branching off. I kid you not. Roads like William St were 4 lanes driving into the city in peak time (one way). Now its only one lane each way. St George's Tce was 3 lanes each way. Now its 2. Murray was 4 lanes in peak time one way. Now its two. Barrack was 4 lanes one way, now its 3. Wellington 3 lanes each way, now its 2. Roe St was 2 lanes each. way, now its 1. You can't reduce those streets further. The malls totally are not feasible.
When the mall was originally a pedestrian street there was room for 2 tracks. The research undertaken by MAX suggested that it is still feasible
@@PerthElectricTramwaySociety That would be a backward step. The malls are set up with street furniture, trees and pots and pedestrians. Then you suggest having two tracks straight through the middle. Ridiculous. All the streets have been narrowed in recent years and other routes have now been made indirect to reduce cars, but it affects all transport in the city now. They won't want tunnelling. You could try to utilise the main rail station, but not much space there.
the underground railway to Morley will never occur now. the labor govt decided to fast track the rail to ellenbrook and took the cheapest and easiest to build route from bayswater via a spur line to Morley (cnr Walter rd / Tonkin), then Noranda (Reid / Tonkin) onto Malaga and beyond. Its a bad alternative as the Morley station is almost 2km from the main Morley hub (Galleria). Bayswater will now service 3 lines, but will never be a high density living or area of commerce and offices. It has restrictions with heritage and no space for offices or major shops etc. Its basically been poor planning as its actually cause more centralisation instead of decentralisation. A hub like Morley should have been encouraged with a major train station, with stops along the journey into the city servicing inner north suburbs. Instead Morley is a big hub with offices, shops and increasingly more apartments, but will be limited as a place of work due to only having bus services. Mirrabooka is another hub with plenty of opportunity for office space and apartments, but needs a fast and efficient transport service. The buses there are really good, but you need more to be an effective hub especially as a place of work or office space.
It was always an election ploy and never a real proposal as I was on some of the working groups at a local government level and early in the project only one depot site was identified this site was for sale and a cabinet report recommended that the site be purchased for the depot. It was rejected by the cabinet. It was sold to an apartment developer and an apartment was built there. This was the only viable depot site identified. I’m addition in multiple other locations private Land was required for stops. Again no action was taken to secure any land for these stops. So 20 Million was spent on a business case just to deceive people it was going to be built. Shame as if it was built we would have had numerous extensions since.
The route was stupid and would not have relieved congestion even slightly. The Balga terminus stopped short of two large high schools - poor thinking there.
Yes, a longer route would have been nice.