MOD 1 - Design Modifications

I am attaching my objection

My submission is uploaded

I object to the entire project.

It's likely no infrastructure ever built in NSW has ever offered such poor value for money compared with alternatives. See attached paper.

Like the NWRL project, the CSELR has been selected based on nominal passenger capacities calculated at fixed seats (excludes foldup seats) plus 4 passengers per square metre (4P/sq.m) of standing room. These projects have been compared to operational capacities of buses and heavy rail. In some documents released in the Legislative Council call for papers, the comparison has been to average passenger loads of buses. While these projects may have proceeded for political reasons despite the poor value for money, the community has a right to an apples-apples comparison in EIS documents. It also has an expectation that government will use appropriate apples-apples comparisons when developing projects.

It would not surprise if the attached short paper is the most detailed comparison of public transport vehicle capacities done in NSW - due to TfNSW wanting to please political masters at the expense of the people of NSW.

A royal commission to investigate the background to, and presentation of, public transport capacity information in government project EISs and on project websites over the last decade would reveal a very disappointing state of affairs. Much of the information was provided by private consultants to government. The disappointment thus extends deep into the private sector.

See attachment

This project is no longer light rail but heavy rail and these 67m long vehicles need to be in their own corridor, not mingling with cars, pedestrians, cyclists and the like. Having 67m long heavy vehicles travelling at speed on residential streets is complete insanity. This project must be stopped and re-evaluated as it can't succeed in its current state and is a danger to all who cross their path!

We all know that Parsons Brinckerhoff & Booz Allen were both engaged in ensuring very creative traffic numbers were generated for the Lane Cove tunnel to get the go ahead and the funding it needed. Parsons & Booz have been involved in this CSELR project where by passengers numbers are everything and again their creative team has made sure the CSELR project is viable by fudging whatever numbers are required to make the project sustainable. The community has been calling for transparency, traffic modelling and the business case before wasting over $2b on this ill-conceived project.

The community has been treated as the enemy by TfNSW, and TfNSW no interest in what the community has to say. There are these so called "community consultation" sessions, but these are a complete joke and TfNSW never has any of the facts we are after. It's a complete sham and discgrace. We have been calling for solutions to the removal of hundreds of car parking spaces on Devonshire Street for almost 2 years now but no solution has ever been forthcoming from TfNSW. Until real information can be provided to the people of Sydney and those who will be dramatically affected by these enormous trains this project needs to be stopped.

This project will result in significant encroachment and utilisation of historic Centennial Parklands through the constructions of a 3 metre high, 300 metre long retaining wall along Alison Road together with a light rail stop in the park; increase water issues through the raising of existing storm banks (dam walls) with no study on overflow and impacts evident. The light rail project will obstruct the ONLY arterial road, Anzac Parade, connecting six south eastern suburbs with the CBD. Giving these 67-metre long light rail vehicles right-of-way across South Dowling, Bourke, Crown, Elizabeth and Chalmers streets has been reported to cause significant traffic blockages to the entire Sydney basin. Anzac Parade and High Street will become 24-hour clearways - no bus lanes, no parking, and no stopping - which will destroy the area; which is similar what has happened to Paddington as retailers find that people who can't stop and park carry on to shop elsewhere. Almost 1,000 car spots and 1,000 trees will be removed. Access to health services and retailers will be significantly reduced. For people who live on the residential streets these trains will run on it's frightening to learn the CSELR has been given double the normal margin above `background noise levels' compared to virtually any other project or development in NSW. Industry experts have told the Government that the design of the CSELR does not match the heavy demand it will face. They complain it is being done in isolation rather than as part of an integrated, far-reaching light rail network. They suggest it is designed to fail because it will be at capacity from the time it starts operating, and is therefore not future proof. The government did not examine other public transport solutions such as heavy rail or improving the existing bus system.

These large 747 sized trains should never run on residential streets. In fact the whole project needs to be rethought and should have money invested in heavy rail which is what Sydney needs. The tremendous loss of parking, trees, green space and amenity is totally absurd and can't be allowed. This I'll conceived project must stop immediately.

Dear Sir, Madam

This submission is made on behalf of Coles Supermarkets Australia Pty Ltd who are an existing tenant of World Square Shopping Centre.

World Square is a major development comprising hotels, office buildings, a shopping complex and one of the tallest residential towers in Sydney CBD - all within one city block. The centre is currently serviced by the busy CBD bus routes and is increasingly reliant on passing foot traffic, due to the removal of World Square's integrated monorail stop in 2013.

Coles Supermarket World Square services the surrounding office workers, plus the residential, tourist and student population. We note that the CBD population is forecast to grow considerably over the next 20 years, with nearly 150,000 workers to be located within the CBD and a resultant increase in the number of transport trips around the city each day. The existing transport system does not have sufficient capacity to accommodate this increase in demand. The Light Rail should serve to alleviate the burden and provide a fast, reliable and sustainable mode of transport connecting the CBD with inner Sydney and beyond.

The Coles Supermarket is one of only two full-line supermarkets in the CBD. Over the next 20 years customer numbers are expected to increase significantly, with many customers relying on Coles as the primary grocery shopping facility for their families. In removing the Light Rail stop, those customers will be forced to walk approximately 300-600 metres with heavy shopping bags to the China Town or Town Hall stops.

In that regard, Coles strongly objects to the proposed removal of the World Square light-rail stop on the basis that it creates a significant impediment for customers of the shopping centre and supermarket. The light-rail stop is a vital future facility for the shopping centre and without it, access to safe and convenient transport options for customers is considerably reduced.

CBD and South East Light Rail (CSELR) EIS Modification Submission 16th December 2014

My concerns about the Modified Environmental Impact Statement for the CBD and South East Light Rail project as exhibited in December 2014 include the route proposed through the South East, and the extraordinarily large size of the Light Rail Vehicles (LRVs) proposed.
I note that the proposed changes to the CSELR project will:
* result in an increase in light rail vehicles from 45m to the worlds largest at 67m in length. This will increase noise impacts including residential areas such as Devonshire Street, Wansey Road and High Street, increase the timing of LRVs to travel across intersections and potentially put peoples lives at greater risk along the route;
* result in a decrease in previous forecast peak capacity given the number of light rail vehicles per hour will be decreased from 20, to 15;
* result in significant reduction in peak hour public transport capacity to and from the South East compared to the existing bus services;
* result in the loss of substantially more established and significant trees in Centennial Park;
* result in significant encroachment and utilisation of historic Centennial Parklands through the constructions of a 3 metre high, 300 metre long retaining wall along Alison Road together with a light rail stop in the park;
* increase risk of water issues through the raising of existing storm banks (dam walls) with no study on overflow and impacts evident;
* disrupt and cause to be re-located existing cycle ways connecting Randwick, POW Hospital and UNSW to Centennial Parklands, the CBD and greater metropolitan Sydney;
* result in the removal of High Cross Park space;
* remove access to Centennial Park from Alison Rd to the Main Gate in Daley Road. Likewise Daley Road access to Alison heading west is unworkable;
* not address many of the critical concerns the stakeholders and community have documented to TfNSW with regards to the design and impact of this project.

I continue to object to the CSELR project.
I am concerned that financial justification of this costly project continues to be withheld by the government. The management of the light rail project has simply failed to respond to the literally hundreds of professional and community submissions regarding the Environmental Impact Study for the project, and subsequent communications.
I am concerned at the opinion of independent transport analysts that the peak capacity of the CBD and South East Light Rail will be less than existing bus services - and that it will never meet the demands of the vastly increased population projected for Sydney's south east.

I am worried that the government committed itself to the CBD and South East light rail without adequate study. This is reflected in the reported cost blowout from $1.6 billion to $2.2 billion as well as the recent dramatic increases to the size of carriages. The vehicles will now be 67 metres long; that's almost as long as a jumbo jet and twice the length of Melbourne's new E-Class trams. No western nation operates 67-metre trains on public roads. Such trains are usually relegated to segregated train tracks.

I am horrified at the likely effect of the light rail on the amenity of the south east, particularly the loss of trees and parkland, and the project's adverse impact on businesses along its route as well as the medical facilities in High Street, Randwick.



Here are some of the other threats revealed by government documents:
* Reduces peak-hour capacity of public transport capacity in the South East through removal of, or changes to, bus services such as the 372; 373; 374; 375; 376; 377; 395/396; 343; 397; M10; M50; 391; 392; 393; 394; 399; L94.
* Compared to current bus services, the CSELR offers an intimidating combination of much longer distances between stops, far fewer seats, and will force many travellers to change between a tram and a bus one or more times.
* The light rail project will obstruct the ONLY arterial road, Anzac Parade, connecting six southeastern suburbs with the CBD.
* 67-metre long light rail vehicles will have right-of-way across South Dowling, Bourke, Crown, Elizabeth and Chalmers streets.
* Anzac Parade and High Street will become 24-hour clearways - no bus lanes, no parking, and no stopping.
* Almost 1,000 car spots and 1,000 trees will be removed.
* Access to health services and retailers will be significantly reduced.
* The CSELR has been given double the normal margin above `background noise levels' compared to virtually any other project or development in NSW.
* Industry experts have told the Government that the design of the CSELR does not match the heavy demand it will face. They complain it is being done in isolation rather than as part of an integrated, far-reaching light rail network. They suggest it is designed to fail because it will be at capacity from the time it starts operating, and is therefore not future proof.
* The government did not examine other public transport solutions such as heavy rail or improving the existing bus system.

While Transport for NSW has consulted widely about some impacts of the project, the process has been mere hype and genuine community concerns have been ignored.

In fact I am advised that TfNSW are in violation of the Terms of Reference for the Sydney Light Rail Community Reference Group. It has come to my attention that the minutes from the meetings are not an accurate record and that TfNSW are assuming editorial control.

The community was given an ultimatum and the project was a fait accompli from the initial announcement. We need future-proof, integrated and improved public transport solutions - all of which this project fails to deliver.

I respectfully call upon you to STOP THIS LIGHT RAIL PROJECT.

Regards
Venietta Slama-Powell
Local resident and Convener - People Unite Surry Hills

see uploaded document

Response to changes to CSELR modifications.

I object to the CSELR project and in particular the modifications announced.
* There has been no consultation with NSW taxpayers regarding the route. All touted "consultation" has been a sham to merely tick the boxes. Taxpayers and residents have been treated as superfluous to the process and all consultation has been merely lip service. Community forums have not reported back with information promised and "answers" provided by TfNSW are a disgusting joke.
* Transparency has been severely lacking in the entire process, bordering on corruption. The government has refused to release the business case to prove the credibility of the project. An excessive amount of funds in both legal fees and bureaucratic time has been spent to hide information from the public and MPs. Amounts of $800,000 and $500,000 have been put forward. (The fact the modifications are required to make the project viable makes a mockery of the minister's insistence the initial project was beneficial).
* The new length of 67 metres for the tram length is absurd. This means the project is more suited to heavy rail and definitely should not be on suburban streets amongst pedestrians, cars and bikes. Vehicles this length put lives at risk.
* Traffic will be impacted heavily with the new tram length possibly blocking multiple intersections at times and creating a flow on effect with traffic delayed due to the length of time the vehicles will take to clear intersections. There has been no alternate information released regarding traffic impacts and plans. This cannot be done post construction and the government is derelict to attempt to do so.
* Trams of 67 metres will create excessive noise and disruption to the residents along the route. The noise that will be created is well in excess of current. Measurement on Devonshire St was also taken near a pub and is invalid. To state there will be "minor increases" in noise is unsatisfactorily lacking in any detail or specific enough to enable an assessment to be made of the impacts.
* In an attempt to make the project viable, taxpayers are being forced to utilise light rail (even when it is not suitable or slower), through the cancellation of appropriate and efficient bus services.
* The new tram length will also now mean excessively long platforms to deal with the new carriage length. This will adversely impact all suburbs that will now need to deal with this. This includes more encroachment on Centennial Parklands, Ward Park and High Cross Park.
* The new and initial plan will result in the loss of mature trees and create a denuded landscape.
* The reduction in stops will mean the route through the CBD is not effective.
* The project will result in reduced public transport capacity overall. Transport professionals who have questioned the government figures have been ignored.
* There will be a severe disruption of cycleways.
* Why is there a separate walkway and bridge being built from Moore Park?
* The project has already resulted in a loss of housing that has had major impact on the residents involved but will deliver little benefit to taxpayers generally.
* Parking is currently at a premium and heavy rail extensions should be favoured over a cheap and ineffective light rail solution that will place further pressures on roads. The light rail will not match current capacity and therefore cannot absorb any car journeys; hence it will actually force further workers into cars.
This project is not part of an integrated transport plan and system. This is unacceptable and this was commented on during an internal government review. This has not been addressed.
To date the concerns of taxpayers and transport professionals have continued to be ignored and have not been adequately addressed by the government. The previous EIS ignored requests for changes and did not adequately answer taxpayer concerns.
These changes have not been substantiated and there is no means to substantiate them due to hidden information. The increased costs put forward means the project must be further scrutinised to uncover the real agenda and the cost-benefits of the project.
Please note I also take exception to the introduction of these changes with such a short time for response, and to have the response required during the Christmas period is truly unacceptable. This points to a government trying to hide as much as it can and shut down any dissent. This is not an example of a healthy representative democracy.

Regards

David Siebert
17 December 2014

This plan is a disaster and a huge waste of taxpayer money. Put in a proper underground rail or keep the buses. Please refer to the attached for further comments.

The attached submission is in response to the Modification to CBD and South East Light Rail Project

PLease refer to my attached submission

Please find submission attached.

Submission in attachment

Kingsford South Precinct strongly objects to many of the modifications contained within this report. Please see submission attached.

See Attached Document.

Submission uploaded

See attachment

See attached.