Geo101 wrote: ↑Mon Nov 23, 2020 6:49 pm
Perth's new(ish) rail links (ie: both the Mandurah and the Joondalup lines) are simply extensions of the traditional suburban rail network. (such as the Leppington line extension in Western Sydney)
Stations are well-spaced, and are basically only there to support bus feeder services/commuter car parks, etc. It's seriously not a metro design. Even the new airport line (aside from the airport station itself) hasn't been designed as a metro service.
The chances of a tram/LR system stacking up in Perth anytime in the near future are next to zilch.
They don't have anything like existing busways (old tramways), nor any high patronage centers such as UNSW or Moore Park in close proximity of the CBD?
Other way around: bus feeders and car parks are there to support the rail lines.
Mandurah and Joondalup lines are old hat now, The filling-in to which I refer is the current projects to Ellenbrook, Thornlie to Cockburn Central and Airport-Forestfield and there's more to come in the long term.
Perth's rail is a rapid transit system, like a metro. Much quibbling over terminology inevitably ensues but the product has more in common with a metro than with the suburban systems of the east coast. Still, they call it a suburban system over there, but it differs from the east coast systems in its all-stops operation and its much higher commercial speeds, both of which are typically on a par with Sydney Metro operation.
The main issue I see in inserting trams in Perth is the extraordinarily narrow streets and roads. You think Sydney has narrow streets - go west. Trams can go along narrow streets for sure, but it throws up a number of issues if they have to share with traffic and both regularly block each other. The option of mass demolition of roadside property to widen wouldn't win hearts and minds, either with the public or Treasury.
Bus routes 950 and 960 would be among the busiest in Australia. Both cover universities along their routes. Most of the universities and Perth Stadium are in relatively close proximity to the Perth CBD, the former the same distance as UNSW or less. Murdoch and Notre Dame universities are locationally equivalent to Macquarie University and, similarly to Macquarie (when the the metro opens through to the city), are located on rapid transit rail lines. Perth Stadium is on rail.
So, to come back to the point, there's something in common with SE Sydney in the potential to insert higher-capacity light rail (which would have extended from Curtin to UWA via the CBD), but, unlike SE Sydney, the physical constraints are very severe, a rail line along either corridor is not really viable and buses will have to continue doing the job. Sydney's issue, the subject of this thread, is that it's not sensible to have light rail and buses running alongside each other, nor was it originally intended, but if the tram is too slow, then there's a dilemma.
Perpetually on a T3 to "I. P. Pavlova, přestup na Metro. Příští zastávka, Náměsti Míru"