The federal government has announced $137 million for the strengthening of the Commonwealth Avenue bridge in Canberra. Read more
The ACT Council of Social Service (ACTCOSS) has reaffirmed the importance of public transport while calling upon the ACT government to maximises accessibility and connectivity in the next stage of Canberra Light Rail. Read more
Construction of the Mitchell Light Rail stop in Canberra’s inner north has begun, with utility service relocations, underboring, and geotechnical works the first to get underway. Read more
Election results over the weekend have reconfirmed the pipeline of rail projects on both sides of the Tasman.
In the ACT, where the Labor-Greens coalition government was returned with a likely increased number of representatives in the legislative assembly, future progress on the Canberra light rail is confirmed.
Prior to the election the opposition Liberals had cast doubt over the second stage of the project, suggesting that a connection to Belconnen should be built instead of the currently planned extension to Woden. ACT Labor has said that once the extension to Woden is complete, work will begin on a line from Belconnen to the Airport.
Public Transport Association of Canberra chair Ryan Hemsley said that light rail was a key election issue in the capital.
“Saturday’s election results have re-confirmed the trends we saw four years ago, with strong swings towards the government in Murrumbidgee and Brindabella cementing light rail as a vote-winner,” said Hemsley.
“In contrast to the pro-light rail policies offered by Labor and the Greens, the Canberra Liberals offered half-hearted and at times inconsistent support for the extension of light rail to Woden.”
Light rail also made an appearance in the New Zealand election which saw the Labour Party returned with a parliamentary majority. The party, which had previously governed in a coalition with the Green Party and NZ First, has committed to progressing the Auckland light rail project from the city centre to Māngere and the Auckland Airport.
The party has committed to continue investing in KiwiRail, which has received large cash injections in recent budgets to improve New Zealand’s rail infrastructure and freight services. Upgrades to Wellington’s commuter rail network are also part of the party’s platform.
Under investment in Auckland’s rail network was revealed earlier this year and led to a city-wide restriction on services. The most recent works have seen a 10-minute frequency returned to the Eastern Line and improvements between Otahuhu and Newmarket on the Southern line. Further work on the Southern Line between Homai and Pukekohe will continue for the next three weeks.
KiwiRail chief operating officer Todd Moyle said works have been completed efficiently and on schedule.
“During the first closure on the Eastern Line the teams met their target of replacing 20 km of rail and more than 3500 sleepers on the 10km between Panmure and the city centre,” he said.
“We are continuing to work with Auckland Transport to review our progress and plan the way ahead. We have agreed a programme of rolling line closures across the network is the best and most efficient way to progress this work over the coming months. For the next month our focus will remain on the Southern Line.”
Further network closures are planned for the Christmas period when patronage decreases.
A new light rail stop will be built as part of the construction of the Canberra Institute of Technology’s (CIT) Woden campus.
The light rail stop will be part of the replacement of the current Woden Interchange. More bus stops and bus layovers will be built as part of the new interchange on Callam Street to provide a safe and connected environment.
Construction on the public transport interchange will begin before the construction of the new campus, with works beginning in mid 2021. The new campus will be completed by 2025.
ACT Minister for Tertiary Education and Minister for Transport Chris Steel said that public transport is an essential part of the project.
“Better public transport is a key part of the project, with the construction of a new, safer interchange on Callam Street for buses and we’ll build Woden Station now ready for light rail to arrive,” Steel said.
“This project will create a new front door to Woden, with a well-lit pedestrian boulevard connecting the interchange, CIT campus, the square and Westfield for a more vibrant and welcoming Town Centre.”
The project now has to receive planning approvals before construction can begin.
The extension the current light rail line in Canberra from the city to Woden is in the approval stage. Both stage 2A from the city to Commonwealth Park and Stage 2B from Commonwealth Park to Woden are awaiting federal environmental approvals.
The announcement of the stop on Callam Street as part of CIT firms up the location of one of the stops on the Stage 2B route, with the rest at the indicative stage.
Services from the City to Woden are expected to commence in 2025.
The construction of the CIT campus and associated infrastructure is expected to cost between $250 million to $300m and support 520 jobs during construction.
The ACT’s government’s plan for the extension of the current light rail line to Woden, in the city’s south, has taken the next step forward, with the ACT government releasing for public comment the Environment Protection and Biodiversity Conservation (EPBC) preliminary documentation.
The documentation covers the stage from the city, where the current line ends, to Commonwealth Park, otherwise known as Stage 2A and supports federal approval of the line.
ACT Minister for Transport Chris Steel said this step meant that construction could soon begin.
“With the planning approvals set in motion for the extension of light rail to Commonwealth Park, work will continue to refine the project’s planning and design development with a view to construction starting as early as next year.”
The EPBC documentation covers measures the government will take to mitigate the light rail line’s impact on the critically endangered Golden Sun Moth. To address this, the preliminary documentation notes that there will be no need to install a traction power substation or connection power supply, while intersection and road layouts were refined.
The 1.7-kilometre Stage 2A will run without overhead wires to protect the cultural value of the centre of Canberra and improve visual amenity. Future light rail vehicles will travel on green tracks along Commonwealth Avenue, with landscaping besides and between the rail tracks.
Stage 2A will include three stops, one at Edinburgh Avenue on London Circuit, City South, and Commonwealth Park, where the line will terminate.
Chair of the Public Transport Association of Canberra Ryan Hemsley said the project would improve outcomes now and into the future.
“By extending Canberra’s light rail network, we can deliver a much-needed shot in the arm for Canberra’s construction industry, with the double benefit of providing improved public transport options in the longer term.”
Stage 2B, which will continue the light rail line to Woden via the Parliamentary Triangle, will require a more rigorous planning assessment process, and is expected to take up to 18 months.
At a press conference announcing the release of the EPBC preliminary documentation, ACT Chief Minister Andrew Barr said that environmental approvals should be streamlined, with too many federal agencies involved in the project.
Introducing a new mode of transport to the city takes time, planning, and requires a skilled delivery team. But even with all these in place, how the general public will react and learn to live with the transport mode remains an unknown until the day of opening.
This was the case in Canberra, as the city prepared for the introduction of the new light rail line. While the city is served by a train service to Sydney, for many Canberrans, having a rail corridor through the northern spine of the city was a new experience, and one that would take some time to adjust to.
Paralympian Vanessa Low, who moved to Canberra after growing up in Germany, could see what this would mean for the city.
“When I saw that the light rail is getting introduced I realised pretty quickly that this is something new to Canberrans and that there’s probably going to be some problems around people understanding that this is a change that they have to be aware of.”
Low’s concern was safety. With light rail interfacing with drivers along Northbourne Avenue and pedestrians at crossings and stations, Canberrans needed to be alert to the risks and hazards associated with such a transport system. Low got in contact with staff from the Canberra Metro operations team and began working on a plan to keep Canberrans safe.
“We talked about, instead of waiting for something to happen, how we can put in some measures for raising awareness around the safety issues and raising awareness about what the consequences may be if you don’t pay attention.”
Like any rail transport mode, the Canberra light rail came with warning signs about crossing the tracks, and lines on the platform which passengers should not cross while waiting for their service. However, beyond the physical infrastructure, Low saw the need to connect with future passengers.
“It’s not just about the rules on a piece of paper or officials saying, ‘You shouldn’t do this.’ or ‘You should do that.’ It is connecting the everyday situation to feeling because, in a way, people easily forget what you said but they never forget how you make them feel,” said Low.
More than most, Low knows what it rail safety feels like. When she was 15 years old, Low fell from a train station platform in her hometown of Ratzeburg and was struck by an oncoming train. Following the accident, doctors had to amputate both of Low’s legs.
“I really realised that it’s not just about the loss of the legs, it was the impact on my family and friends and their families and how a lot of people suffered through the situation and a lot of people never really realised that this was ever going to happen to themselves or to someone they knew,” said Low. “That’s when I realised that a lot of people aren’t quite aware of the issues that arise in all sorts of traffic and that it’s really up to us to make the conscious decision to change that and not let it become a problem. I really wanted to get involved in helping people understand these things before something happens to them or someone they knew.”
In 2019, Low was the ACT Rail Safety Week ambassador and conducted workshops and seminars with school students and the commuting public about staying safe around the new light rail. Low’s experience enabled her to share with Canberrans the importance of staying safe around rail.
“It’s about raising awareness and then naturally people understand what they need to do. Crucial to that is to encourage others to be rail safe, pay attention and have an awareness of not just yourself but understanding what impact this action or non-action may have on everyone around you.”
This year, Low will take on the role of the inaugural national rail safety ambassador, with a particular focus during Rail Safety Week. Just as rail might be novel to Canberra, Low also notes that around Australia, more people are coming into contact with rail environment.
“I grew up in Europe where being around trains is very normal, everyone takes the public transport to go to work and it’s ingrained from being young, but in Australia because cars are the main transport and everything is quite far away it’s quite unusual to be crossing train tracks, a lot of people don’t do that on a daily basis.”
Low sees a role for awareness in encouraging those who may come into contact with rail less frequently to still understand the risks involved.
“All of a sudden they’re exposed to a situation that they aren’t familiar with and they aren’t aware of the dangers. That’s why these safety programs are needed because people aren’t quite that used to being around trains as much.”
While being safe around trains is an individual responsibility, it is also important for people to be aware of others. Being alert to one’s surroundings is therefore key.
“My biggest slogan is just pay attention if you participate in traffic, whether you’re a pedestrian or on a bike, or in a car, there are other participants in traffic and unfortunately trains do not have the option to merge out of the way. They take a very long time to stop because they are so heavy.”
Giving a face to the rail safety message will be a new and important initiative for Rail Safety Week 2020, said Low.
“I really hope that we can make this a very personal message so that people can feel like it’s up to each one of us to take action and be aware.”
In one of the most disruptive events to occur since World War Two, transport leaders around Australia highlight the role that rail has played in getting Australia through COVID-19.
On Friday, March 13, thousands of spectators were queueing outside the gates to the Formula One Grand Prix in Albert Park, Melbourne. The late summer sun was beat down on the spectators as they waited for two hours to find out whether they would be let in. Finally, organisers confirmed that the event could not go ahead because of the fear of an outbreak of coronavirus (COVID-19). Extra trams were rapidly mobilised, and the crowds were herded onto public transport to take them back home, via the Melbourne CBD.
At the Major Transport Infrastructure Authority (MTIA) offices on Exhibition Street, director-general Corey Hannett was assessing the options for the state’s $70 billion of under- construction transport infrastructure spread across 119 major road and rail projects.
“I must admit, when the pandemic turned up in March, I think there were doubts that industry could work,” Hannett told Rail Express.
“At that time, we were looking right around the world at what was going on, and it was very clear that lots of countries were actually closing down.”
Indeed, other countries had entirely ceased all construction activity, except for projects specifically related to the COVID-19 response. In Ireland, almost €20bn ($32.57bn) worth of construction activity creased by March 28.
Unlike countries in Europe and Asia, at the time, the impact in Australia was relatively limited, with only 156 cases when Albert Park closed its gates. In Italy, deaths were already in the thousands.
“At the time, we really hadn’t had that massive impact from the COVID-19 infections that the rest of the world was experiencing, but it was fair to say we were very concerned that we had to make sure that we did things in a way that protected the workforce and the community,” said Hannett.
Across all of its sites, the MTIA and its delivery contractors put in place procedures to reduce the change of an outbreak at a construction site. Workers had to be spaced more the 1.5m apart, personal protective equipment was required, and extra hygiene measures were put in place. MTIA’s own staff moved to working from home and staggered shifts were enforced on work sites.
“Staggering when people start and finish toolbox meetings in the crib shed, getting extra crib sheds, getting extra cleaning in those crib sheds, getting an extra cleaning program of work across the whole sites,” lists Hannett.
All in all, roughly 18,000 people are employed to build road and rail projects under the MTIA umbrella across Melbourne and in regional Victoria. As of the end of June, there have been no significant disruptions to any of the construction programmes.
“I’m quite pleased to say so far so good, but we can only be as good as we are today and we need to keep that vigilance up and keep a heightened focus on making sure that we comply with the relevant rules to keep the community the workforce and ourselves safe.”
Hannett notes that while there has been a small loss in efficiency, the building program is continuing apace.
“In general, the program is in pretty good shape considering the pandemic which was forced upon us in March this year,” he said.
“I can’t imagine what the situation would be today if we had not had our 18,000 plus people not working.”
KEEPING THE COUNTRY MOVING
Canberrans had barely gotten the smell of bushfires out of their hair, clothing, and homes by the time the COVID-19 pandemic hit. After a torrid summer, Canberrans were using the newly commissioned light rail more than ever, which, according to ACT Transport Minister Chris Steel, led to an unexpected windfall.
“Thankfully in February this year, just prior to the pandemic starting, we actually increased the frequency of light rail to help manage the crowding that we had seen because we had so many people wanting to use light rail in Canberra.”
Frequency in the peaks was increased, and the peak period was stretched to 9.30am in the morning and 6.30pm in the evening. This extra capacity meant that the light rail could keep running and ensure that those workers who did need to travel were able to get to their jobs and people were able to access essential services during the lockdown.
To ensure the service was safe, a rapid program of adaptation was rolled out.
“We stepped up hygiene measures across public transport, including light rail, and one of the measures on light rail was to have automatic opening of the doors which wasn’t always the case on light rail,” said Steel.
Across the network, an extra 1,300 hours of cleaning was being conducted per week, and regular cleaners were assisted by over 30 workers hired by Transport Canberra who were stood down from their roles in the wider transport industry.
In Canberra and across Australia, most transport authorities are still encouraging passengers to travel outside of peak periods to avoid crowding. At the same time, Steel and others are concerned that road congestion is rising faster than public transport levels with the ACT at 85 per cent of pre-COVID traffic levels but public transport at less than half.
“We don’t want to see congestion reach even higher levels than it was before the pandemic because people are not using public transport, so we do need to encourage people back at an appropriate time,” said Steel.
“We’ve had for now several months the national cabinet and state premiers and chief ministers very clearly indicate to the community that they should avoid public transport during peak times and that is still the message.
“We also need to have an equally strong message at the appropriate time to welcome people back onto public transport – come and use it, it’s good for our community, it’s good for your health, it reduces congestion and all of the benefits that it provides.”
In Sydney, Howard Collins, chief operations officer for Transport for NSW and former chief executive of Sydney Trains cannot see a future where a return to public transport does not occur in some form.
“I just look at the maths and say we’re currently carrying 600,000 journeys across the transport network, about 350,000 people every day at the moment, compared with 1.3 million on rail before COVID. Where are those people – even if half of them come back – where are they going to go? I can’t imagine them all cycling down George Street. I can’t imagine we’ll get the cars moving more than about 5km/h if they all jumped in their cars. So, rail will have to take on that capacity, but it may be in a different context in terms of how we operate our train service.”
Prior to COVID-19, capacity on Sydney Trains was almost reaching breaking point, particularly in the peaks. With a 73 per cent drop in patronage, Collins is looking at the recovery from COVID-19 as a potential for change in the way the network operates.
“I think patronage will change, permanently. COVID-19, at the end of the day is an issue that has come along that has been really tragic and has been challenging, but it may well be a warning for things happening in the future. So, things have to change but I do believe that public transport and particularly rail is going to still have a major role.”
Collins is sceptical that there will be a wholescale shift to alternative working arrangements, such as working from home.
“Many people have said ‘Oh I’ll never going to be going to office anymore. I’m going to be working from home and I’ll be doing it in a café or bar or whatever it is.’ I do think there’s this human nature of getting together and while we all say we’re coping with Teams and remote working there will be a resurgence of people wanting to cluster and get together, whether that’s socially or for work reasons no matter how good our Zoom or Teams structure is. People will be back, but it will be different.”
During the lockdown, Sydney Trains has increased services during the peak to cope with demand, as well as run extra light rail services. With an unclear future still ahead, to many, what this has demonstrated is the need for flexibility in time-tabling and capacity.
“We certainly need greater flexibility and if you look at Sydney Metro, boy they can switch on and off a flattening peak or an increased fleet just by the press of a button, and the trains pop out of their depot without any care or concern,” said Collins.
“But we know that people still need to travel within certain times. If tradies still sign on as they do every day in Sydney at 7 o’clock then we’re still going to get that massive tradie peak. If schools still operate in the time scale that tends to suit both their parents and teachers, you’re not going to see the flattening of the peak. We will certainly see others spreading the load – particularly office workers – but I think it’s going to be more resistant to change than perhaps some of the theorists believe when it comes to peak services.”
WHAT HAPPENS NEXT?
Many have noted that COVID-19 is two crises. First, the health pandemic, and second, the economic crisis caused by the shutdown of businesses and the restrictions on movement and gathering. While testing, contact tracing, and medical care can limit the first crisis, there is more debate over how to grapple with the second.
Infrastructure spending has emerged as one way that governments are dealing with the economic crisis. Rail is one area of infrastructure that has been targeted with spending. Already, in Sydney, Metro Greater West, now known as Sydney Metro – Western Sydney Airport has had funding committed by both state and federal governments, to begin construction before the end of 2020. Approvals for Inland Rail have been fast- tracked. In Victoria, the Level Crossings Removal Project is ramping up and extra money is being spent on regional track and repairs to stations.
While some have argued that smaller infrastructure projects provide more benefits, according to Hannett, all projects should be seen as helping the wider economy.
“A project creates jobs, it boosts the economy, and it also has a significant economic benefit. The fact is. big or small. they do create jobs they do create economic benefit.”
Shadow Infrastructure Minister Catherine King highlighted that now is the time to invest in nation-building infrastructure.
“I think that one of the things that coronavirus crisis has shown us is that while we’ve had infrastructure projects and rail projects, we’ve sort of lacked any large scale, iconic infrastructure transport project,” she told Rail Express.
In May, Opposition Leader Anthony Albanese reaffirmed the Labor Party’s commitment to high speed rail from Melbourne to Brisbane, via Sydney and Canberra. According to King, such a project goes well beyond reducing congestion on the air route between Melbourne and Sydney.
“One is the investment potential that it has, but also the nation building potential that it has, in terms of developing a much stronger sense of regional and decentralised regional towns from Melbourne from Sydney, all the way up to Brisbane, and the capacity and possibility of that as we grow as a nation.”
While COVID-19 has been a tragic event, the rail industry is beginning to emerge with a renewed focus on flexibility in operations and the nation-shaping role that rail infrastructure can have.
In a flurry of infrastructure funding announcements, the federal government has only allocated funding for one new rail project, a new stop on the Canberra light rail line in Mitchell.
The stop, at the intersection of Flemington Road and Sandford Street, will be the 14th for the network. The federal government and ACT governments will each contribute $6 million.
The funding comes from the $1.5 billion of infrastructure funding announced by the Prime Minister Scott Morrison on June 15. As of June 22, roughly a third of the funding had been announced, with the light rail stop in Canberra the only rail project receiving funding.
In his address on June 15, Morrison noted that $500m of the funding would go towards road safety upgrades, and $1bn would be for non-mode specific “shovel-ready” projects that were identified by the states and territories.
So far, funding allocated under the ‘shovel-ready” project stream has been distributed to Queensland with $204.3m, Western Australia has received $96m, $13.6m to the NT, and $16m in the ACT.
Out of the hundreds of millions allocated to “shovel-ready” projects, $11m will go towards non-road projects, with $6m for the Canberra light rail stop and $5m for pavement rehabilitation along Northbourne Avenue, also in Canberra.
A federal government spokesperson said that further road and rail commitments to be funded under the $1.5bn infrastructure package will be announced in due course.
ACT Minister for Transport Chris Steel said that work would soon get underway on the new tram stop.
“Design is being undertaken on a 14th stop on the light rail line and we will work with Canberra Metro to build the station at Sandford St over the next year,” he said.
“The new light rail stop on Flemington Road at Sandford Street will provide better access to the Mitchell business district in addition to the existing stop at Well Station Drive.”