Action for Public Transport (N.S.W.) Inc.

Action for Public Transport (NSW) is a public transport users' advocacy group, active in Sydney since 1975.

Summary

Several features of the George St depicted in the Strategy seem unattainable. Our reasons are given - Sydney is quite different from the cities proffered as examples and its trams are to be much longer and more frequent. Also, George St is used by a number of essential purposes that don't seem to have been allowed for. We suggest that the Strategy needs considerable re-working if it is to be relied on for a fundamental re-shaping of George St.

Differences between Sydney and the examples given in the Strategy

Sydney's CBD, with its 400000 workers and daily visitors, is much busier than cities such as Barcelona and Bordeaux. CBD densities are also higher in Sydney than in Paris, as shown by the limited height of most central Paris buildings.

While NYC's Broadway certainly is in a very busy area, NYC does not propose to run trams through the many squares which have become pedestrianised since closing Broadway to vehicular traffic. On the other hand, Sydney intends to run closely-spaced 67-metre LRVs along a street which in many places is only 20 metres wide. The LRVs are to be the preferred mode of transport for residents of the Randwick LGA (about 140000 people) and LRVs will also have to carry most of the passengers who arrive in the CBD on Broadway buses - 5400 of them in the peak hour alone. Interrupting the George St light rail service (which is to run from 5am until 1am) will only be possible for emergencies or in carefully-planned shutdowns with LRVs replaced by buses.

Cross traffic

We think that several cross streets will not be able to cope with traffic demand in peak hour, such as Bridge/Grosvenor, King, Park/Druitt etc. Although not directly relevant to this Strategy we think that Council should carefully model how much such cross-streets will be affected by frequent crossings of 67-metre LRVs, many of which will have to accelerate from standstill and perhaps also stop immediately after crossing.

Cyclists

We suggest that there will be too many people in George St to allow unimpeded cyclist access. Lycra-clad messengers are notorious for taking a yard when given an inch.

Taxicabs

We appreciate the desire to exclude taxis from the pedestrianised area however elderly and disabled passengers have to be provided for. Also, taxis not allowed into George St will presumably tend to stop in cross-streets at their George intersection, worsening congestion in cross-streets.

Open-air restaurant areas etc

We note that many of these are to be between the existing footpath and the LR tracks. Sydney footpaths can become very crowded. We suggest that footpath conflicts between waiters and passers-by should be minimised by putting the tables immediately in front of the buildings that service them. Passers-by could then use the space between the tables and the tramlines.

Other functions of George St

• Many buildings in George St have fire control rooms. In the event of an alarm, three fire engines will be despatched to the address. These buildings need to be identified and steps taken to ensure that all three fire engines can stop near the control room without disrupting LRV services.
• There are several underground power substations in George St and there will be more when the light rail is operating. Each will need space nearby for maintenance vehicles and/or FRNSW's CO₂ tender.
• Many George St buildings have grease traps which can only be accessed from George St. These require regular pumping-out which can take several hours and therefore cannot always be scheduled between 1am and 5am. Hence, there needs to be space near each grease trap to permit pumping-out without disrupting LRV services.
• There are small businesses in George St which require daily deliveries and waste collection yet, being small, cannot reasonably be expected to stay open for long hours. Provision must be made for these services without disrupting LRVs.
• Again, there are many small businesses such as restaurants in George St which use quite heavy equipment, such as refrigerators and air-conditioners, that will occasionally need servicing. It will have to be possible for tradesmen to park quite near all of these businesses without interrupting the LRV service. Similarly, many buildings which rely on George St access have lifts that will occasionally require replacement of heavy motors, for which parking must be available nearby.

Conclusion

We think that the picture presented in the Strategy is unachievable.

Recommendation

The above matters should be taken into account in a revised Strategy.