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The Guardian
2 days ago
- Entertainment
- The Guardian
Why can't you catch a train or tram to Sydney's beaches – and are we dreamin' to think new rail lines could be built?
Michael Caton enjoys living a short walk from Sydney's Bondi beach, but when the actor needs to venture into the heart of the city for an appointment, he knows to never schedule anything before late morning, well after peak hour. 'You wouldn't dream of taking the bus in the morning,' the 82-year-old says on speaker phone while taking his Toyota RAV4 for a drive. 'They're all full. They just don't really do the job.' When it comes to telling Australians about dreams, Caton has form, of course. His character Darryl Kerrigan in the classic film The Castle coined the catchphrase 'tell him he's dreamin''. Caton also fronted a 1998 campaign by Bondi locals opposed to a controversial plan to extend Sydney's Eastern Suburbs railway line from Bondi Junction to the beach. 'It will be the end of the line for Bondi,' Caton proclaimed at protests against the privately led train extension, the ABC reported at the time. Crowds chanted back at Caton in response: 'Tell 'em they're dreamin'.' Sydney's expansive rail network is Australia's busiest, but it's almost impossible to catch a train to a beach to catch some waves. That's despite a long history of proposals to extend lines to the city's world-famous beaches. Unlike Rio de Janeiro's Copacabana beach, New York's Coney Island and even Melbourne's Brighton beach, residents and tourists can't catch a train to Sydney's globally recognised Bondi or Manly – or indeed any ocean beach in the eastern suburbs or north of the city. (Cronulla beach, 20km south of the city centre, can be reached by train, but the trip takes an hour.) Instead, beachgoers are forced into often-crowded buses or cars, the latter being expensive and difficult to park on busy days. Roads in summer can be heavily congested. Why Sydney's beaches remain inaccessible is explained by how the city expanded, as well as a mid-20th-century decision described as 'organised vandalism' and persistent efforts by beachside locals to limit public transport and a perceived influx of 'outsiders'. It might be hard to imagine today, but rail was once the main mode of transport to the city's beaches. Railways were first built in New South Wales primarily to send agricultural products from rural areas into Sydney, says Dr Geoffrey Clifton, a senior lecturer in transport and logistics management at the University of Sydney. Sign up for Guardian Australia's breaking news email Heavy rail lines were gradually extended and, as Sydney expanded, so did the train network. By the late 1800s, light rail – or trams – emerged as an alternative. 'Trams made more sense in the east of Sydney, where distances were shorter and the land was already developed,' Clifton says. But rural politicians and leaders with interests – commonly land speculation – in the comparatively underdeveloped western suburbs continued to support heavy rail. 'It was a competition between those who saw trams as the future and those who believed in trains.' Tram lines sprang up across Sydney's north shore and eastern suburbs, including to the beaches. Sydney developed one of the largest tram networks in the world and services were fast – in many cases speedier than the few modern lines resurrected 100 years later. The expression 'shoot through like a Bondi tram' was born. But Sydney, like much of the world, was then changed by the car. 'Firstly, after world war one, returning soldiers who'd driven trucks in the war bought themselves bus licences, and that drove suburban development away from trams and started the sprawl of Sydney,' Clifton says. 'After world war two, everyone was buying cars, patronage started to drop off, and by that stage the tram network needed serious investment and renewal.' Instead, leaders chose to tear up Sydney's tram network and replaced it with buses, most of which still run today. The decision was popular at a time when buses were cheaper to run and could cope with demand, but it is now seen as foolish by many transport experts. Mathew Hounsell, a researcher at the University of Technology Sydney, describes the destruction as 'the largest organised vandalism in our nation's history'. In the decades since the last service on Sydney's original tram network concluded in 1961, there have been campaigns for new train lines and extensions to beachside suburbs. A 1970s study proposed building a heavy rail line from North Sydney station to the farthest of the northern beaches. Half a kilometre of tunnel was constructed towards Mosman, but the plan never progressed, mostly because of local opposition and challenges in acquiring land and traversing difficult terrain. There were plans to extend rail through Sydney's eastern suburbs – including further than the limited Bondi beach proposal that Caton objected to in the late 1990s. The Eastern Suburbs line to Bondi Junction in the 1970s was a rare example of a rail line built to an already densified part of Sydney in the post-tram era. During construction, about 100 metres of tunnel was built beyond Bondi Junction towards the beach. But it has since been repurposed to turn trains around. There were also proposals for extensions to Maroubra and Malabar that failed to materialise. The resistance to adding rail infrastructure to already settled suburbs was evident in Woollahra, where a partially constructed station on the Eastern Suburbs line was never completed. Partially built platforms remain visible but unused due to resident objections in the 1970s. Recent calls to finish building Woollahra station go to the heart of the nimby v yimby ('yes in my back yard') tension. Generally, increased housing density has been the basis for new train lines being laid in Australia 'A lot of the problem with why these proposals go nowhere is because these suburbs are already well developed, there's already higher density and apartments,' Clifton says. 'So there's less incentive for governments to spend the money without the potential to get an uplift in housing, a return on investment.' The transport academic says this philosophy dictated development in Sydney well before the current Minns government's transport-oriented development program. 'The problem for beach suburbs is that they already had the rail investment when they were growing, and while they've only become denser since, the tram lines have been torn up,' Clifton says. Despite the lack of a train station at Bondi beach, people still flock there. Traffic and parking woes have intensified in the decades since locals successfully defeated the rail proposal. Buses that have filled the void are among Sydney's busiest. Annual ridership on the 333 'from the city to the sea' bus route, which runs as often as every three minutes, has exceeded 8 million in recent years, significantly more than some of Sydney's heavy rail lines such as the T5. Caton is frustrated when catching a crowded bus that has to contend with traffic snaking up the hills of Bondi towards the city – but he doesn't regret campaigning against the train line. 'The train did absolutely nothing for the locals, sure, it was good for getting more people to Bondi, but it didn't do anything for us,' Caton says. His opposition was based on the proposal's lack of additional stations to serve residents along Bondi Road or the north of the suburb. Having just one station at the beach would have led to chaos, he insists. Caton says his anti-trains stance was not nimbyism but admits that in the years since he has rallied with fellow residents against several other proposals regarding local traffic and moves to reduce street parking. 'We are fighting all of these changes, but it's because they're stupid decisions; they don't consult the people who live here.' He says a train to the beach would make more sense elsewhere, such as at Maroubra. For now, Sydney must make do with low-capacity buses. An articulated bus such as those that run to Bondi can hold about 110 passengers compared with an average Sydney train service that moves 1,200 people. Buses also have a bumpier ride, are susceptible to traffic jams and aren't always accessible for older passengers, people with young children and those with disabilities. The lack of trains makes getting to beaches in Sydney harder but the nimby campaigns haven't made the city's sand exclusive. 'There are no gatekeepers,' says Louis Nowra, the author of a biography of Sydney. He notes that the bus between Bondi Junction and the beach only adds 10 minutes to the journey for people travelling from western Sydney, for example. 'If you live in Bondi, you have to put up with crowds and cars. I don't see a train system alleviating that,' Nowra says. Many people prefer less busy parts of Sydney, argues Nowra, who was turned off Bondi after attending a recent literary festival. 'I found the crowds claustrophobic, so I think Bondi has reached saturation point without more fucking visitors.' Asked if it's more difficult to live in Bondi in 2025 compared with 1998, when the rail extension was proposed, Caton is frank. 'Oh God yes, but a train would have turned Bondi into Surfers Paradise.' Given the transport-oriented development focus of the current NSW government, hopes for new rail infrastructure to the beaches are subdued. Clifton says extending existing light rail from Randwick to Coogee beach and from Kingsford to Maroubra beach are the most plausible options. But it would need significant support and campaigning from the local council and community, with Clifton pointing to the City of Sydney mayor Clover Moore's continued lobbying for the George Street light rail. 'If local communities want that, they should be developing plans and … advocating to government for those extensions,' Clayton says. The Randwick council mayor, Dylan Parker, says he would welcome government investing in such extensions. However, the council has not been actively lobbying for them. Guardian Australia understands the incline on Coogee Bay Road has been identified as a barrier to extending the light rail to Coogee beach. While trams historically travelled that route, the gradient could be problematic for the larger rolling stock in use today. Outside of extending light rail, future projects in Sydney are for driverless Metro trains, with the era of extending Sydney's heavy rail network, which has been hamstrung by maintenance problems and union disagreements, considered over. The NSW government is considering potential eastern extensions of the Sydney Metro West line set to open next decade. Proposals include running trains from the CBD to Green Square, the University of New South Wales and on to Maroubra and Malabar – which Randwick council supports.
Khaleej Times
2 days ago
- Automotive
- Khaleej Times
Dubai to host UITP Global Summit in 2026: A milestone in public transport
Dubai's Roads and Transport Authority (RTA) has received the official flag to host the Global Public Transport Summit 2026 during its participation in the summit held in Hamburg, Germany. Organised by the International Association of Public Transport (UITP), the event will mark the second time Dubai has been selected as host, having previously organised the 59th UITP World Congress and Exhibition in 2011. The RTA also signed an agreement to procure 637 buses equipped with Euro 6 engines, at a total value of Dh1.1 billion. The buses are scheduled for delivery in 2025 and 2026. This announcement was made during the participation of the RTA delegation, led by Mattar Al Tayer, director-general, chairman of the board of executive directors of the Roads and Transport Authority, in the UITP Global Public Transport Summit 2025, held in Hamburg. The summit brought together 1,900 members from over 100 countries, featured 300 speakers, and hosted 80 discussion panels exploring the latest ideas and developments in urban and sustainable mobility. On the sidelines of the summit, a public transport exhibition was held, featuring 400 specialised companies and attracting over 10,000 visitors. RTA showcased its latest projects and initiatives in sustainable public transport, autonomous mobility, and digital customer services. Mattar Al Tayer attended the opening ceremony of the summit, which was inaugurated in the presence of Patrick Schneider, Federal Minister for Transport of the Federal Republic of Germany; Dr Anjes Tjarks, senator of Hamburg's Ministry of Transport and Mobility Transition; Renée Amilcar, president of the International Association of Public Transport (UITP); and Mohamed Mezghani, secretary-general of the UITP. During the summit, speakers highlighted emerging trends in the public transport sector, including its role in facilitating the mobility of residents and visitors, the future of metro systems, the integration of multiple public transport modes, and the rise of individual mobility means such as bicycles and autonomous public transport systems. Renée Amilcar, who was re-elected as president of the UITP, affirmed that mass transit is not merely about systems and schedules, but rather a societal structure centred around people. Dr Anjes Tjarks stated that the public transport system serves as the backbone of both infrastructure and the economy, acting as a catalyst for digital transformation and innovation. Author Benita Matofska discussed strategies for driving positive change towards sustainability, stating: 'The most important skill is the ability to adapt. Optimism and positive motivation empower people to feel they can make a difference.' Strategic partnership Mattar Al Tayer said Dubai's selection to host the UITP Global Public Transport Summit reflects the confidence that international organisations and institutions place in the emirate's leading global position and strong reputation. 'It also highlights the quality and efficiency of Dubai's integrated infrastructure, particularly its advanced public transport and mass transit systems. Dubai's proven ability to host world-class events and deliver them to the highest international standards reinforces its status as a preferred destination for major global gatherings,' he said. Al Tayer emphasised RTA's commitment to participating in the summit, saying: 'This summit is a global platform for transport professionals, bringing together heads of authorities, policymakers, developers, operators, and manufacturers to explore future solutions for public transport and showcase the latest advancements in infrastructure technologies.' Al Tayer said Dubai's public transport system has undergone a remarkable transformation, with the development of an advanced and diverse infrastructure that now serves as the backbone of mobility for both residents and visitors across the emirate. Thanks to these efforts, the share of journeys made using public transport and shared mobility has increased from six per cent in 2006 to 21.6 per cent in 2024. 'The newly procured buses will support the geographic expansion of bus services across all areas of Dubai and will play a key role in our transition towards a 100 per cent electric and hydrogen-powered public bus fleet by 2050." Bus supply agreements On the sidelines of RTA's participation in the UITP Global Public Transport Summit, Al Tayer witnessed the signing of four major agreements to supply 637 buses of various types. These vehicles comply with the European 'Euro 6' low-emission standards and include 40 electric buses, marking the UAE's largest and first-of-their-kind order. Deliveries are scheduled for 2025 and 2026. The signing ceremony was also attended by Dan Peterson, vice-president International at Volvo Buses; Barbaros Oktay, senior vice-president and head of the Bus Business Unit at MAN; Zhou Yong Hou, general manager of Zhongtong Bus; and Murat Dedeoglu, International Sales director at Anadolu Isuzu. The RTA also signed a memorandum of understanding with the Chinese company BYD to pilot the operation of an electric bus equipped with the latest technologies and battery systems offered by the company. The trial will take place in Dubai over a period that includes the summer season. The agreements were signed on behalf of the RTA by Ahmed Bahrozyan, CEO of Public Transport Agency. Signing on behalf of Al-Futtaim Automotive, the authorised dealer of Volvo, was Paul Willis, president of Al Futtaim Automotive. Representing United Motors and Heavy Equipment Co, the authorised dealer of MAN, was Khalifa Saif Darwish, general manager of the company. The two agreements on behalf of Saeed Juma Al Naboodah Group, the authorised dealer of Zhongtong Bus and Anadolu Isuzu, were signed by Medhat Shoukry, chief executive officer of the group. Bus specifications The agreements include the supply of 40 electric buses (zero-emission) from Zhongtong, equipped with GCC specifications and previously tested in the region. Each bus measures 12 metres in length and accommodates 72 passengers. Additionally, the agreements cover the supply of 451 city service buses, comprising 400 MAN buses, each 12 metres long with a capacity of 86 passengers, and 51 Zhongtong buses of the same length, each accommodating 72 passengers. These buses are equipped with high standards of safety, comfort, and quality, and are powered by environmentally friendly Euro 6 engines. They are classified under the United Nations vehicle classification as Class II, allowing for flexible operation on both urban routes and inter-urban highways. The agreement also includes the supply of 76 double-decker Volvo buses, each 13 metres long with a capacity of 98 passengers, as well as 70 articulated buses from Isuzu Anadolu, each 18 metres long with a capacity of 111 passengers. These articulated buses are designed to serve high-density urban areas and newly developed districts, ensuring broader geographical coverage in Dubai and improving occupancy rates. Most of the buses will be equipped with the Raqeeb system (Driver Behaviour Monitoring System), which monitors and improves driver conduct using innovative technologies to enhance safety standards across the fleet. They will also be fitted with the Rasid electronic system (Automated Passenger Counting), which records actual passenger numbers and cross-references them with the automated fare collection system, aiming to reduce fare evasion. An electronic Driver Identity Authentication system will also be installed to verify the driver's identity inside the bus and integrate it with the operational system. The buses will feature comfortable seating, high safety standards, and adjustable seat belts in family-designated areas to accommodate all age groups. Additionally, they will have a streamlined design that reflects Dubai's modern and forward-looking image. RTA stand The RTA participated in the global event with a delegation comprising several CEOs and Directors. It also had a dedicated stand showcasing a range of strategic initiatives, ambitious plans, and future projects. Among the highlights was a model of the Dubai Walk project, which outlines the master plan to transform Dubai into a pedestrian-friendly city year-round. The project includes the development of more than 6,500km of pedestrian pathways across 160 areas. The RTA also showcased the Dubai Metro Blue Line project, which spans 30km, half of which is underground, and includes 14 stations. The line is designed to serve nine residential and development areas with an estimated combined population of around one million by 2040. In addition, the authority presented the RailBus project, a futuristic, self-driving, and sustainable mass transit system powered by solar energy. It represents one of RTA's innovative solutions for delivering environmentally friendly transport. The RTA also highlighted the Aerial Taxi project, developed in collaboration with Skyports and Joby Aviation, which is expected to be operational by 2026. The stand further featured a model of the world's first electric abra manufactured using 3D printing technology in collaboration with the private sector. The abra accommodates 20 passengers. Additionally, the stand showcased a new Dubai Metro fare payment system using palm print biometrics, allowing passengers to travel without the need for a nol card. RTA has a clear vision, roadmap Dubai's selection to host the 2026 Summit affirms the emirate's global standing in organising major international events and highlights the efficiency of its integrated infrastructure, particularly its advanced public transport and mass transit systems. The mass transit system in Dubai serves as the backbone of mobility for residents and visitors across the emirate. The share of journeys made via public transport and shared mobility has increased from six per cent in 2006 to 21.6 per cent in 2024. The agreement covers the procurement of 637 buses of various types, including articulated and double-decker models, compliant with European 'Euro 6' environmental standards, with delivery scheduled for 2025 and 2026. The agreement includes the supply of 40 electric buses, marking the UAE's largest and first-of-its-kind electric bus procurement. RTA chief reviews latest autonomous mobility technoligies Mattar Al Tayer, director-general, chairman of the board of executive directors of the Roads and Transport Authority, along with the accompanying delegation, toured the exhibition held alongside the summit. He reviewed the latest innovations in public transport buses and smart mobility technologies. The tour included visits to the stand of the host city, Hamburg; the stand of BYD, the electric vehicle and bus manufacturer; and the MAN platform, where he was briefed on the latest advancements in bus manufacturing. Mattar Al Tayer reviewed Volkswagen's latest advancements in autonomous mobility technologies. He was briefed on the trial operation of the MOIA self-driving Vehicle in Hamburg, which is being integrated into the city's public transport network as part of Germany's government-supported autonomous driving initiatives. The RTA chief also attended a detailed presentation by Christian Senger, member of the board of management at Volkswagen Commercial Vehicles, responsible for Autonomous Driving (formerly CEO of Volkswagen ADMT), who outlined the Group's global strategy and ongoing projects in the autonomous mobility sector.
RNZ News
5 days ago
- RNZ News
Upgraded buses give cyclists more travel options
Cyclists on Auckland's North Shore can finally take the bus across the Harbour Bridge. Buses in the city don't have bike racks - and the only public transport option cyclists have had to get across the harbour is to catch a ferry. RNZ reporter Jessica Hopkins tagged along on one of the 15 Auckland Transport's North Shore Express buses with the newly installed bike racks. To embed this content on your own webpage, cut and paste the following: See terms of use.
BBC News
10-06-2025
- General
- BBC News
Waterloo to Lewisham 'Bakerloop' bus route to launch in autumn
A new bus route named the Bakerloop is set to launch in autumn to connect stations and areas in south-east for London (TfL) said the BL1 express bus service will run between Waterloo and Lewisham and is part of the Superloop network areas the bus will mirror the proposed Bakerloo Tube line extension route covering stops such as Old Kent Road and Burgess consultation on the BL1 route closed on 14 March and received mostly positive support from residents and local stakeholders, TfL said. 'Just the beginning' A bus stop that was proposed on Station Road towards Waterloo has been removed to allow a "quicker and more direct route" for the Bakerloop when leaving of Lewisham, Brenda Dacres said: "Lewisham welcomes the launch of the Bakerloop bus and thanks the mayor and TfL for taking action to address the long-standing transport gap in southeast London. But this must be just the beginning."TfL's director of Public Transport Service Planning said that they will monitor all bus services to accurately reflect customer demand in the area. The BL1 will operate between 05:00 and 00:30 every 12 minutes during the daytime from Monday to Saturday and every 15 minutes in the evenings and on has also revealed new plans for three further routes - consultations on these proposals are set to begin this autumn.
Express Tribune
09-06-2025
- Business
- Express Tribune
Air Karachi gets CAA nod, hopes to launch soon
A general view of the Jinnah International Airport Karachi where evacuees from Afghanistan will stop by for further travel to other countries. PHOTO: FILE Listen to article A new private airline based in Karachi has been granted its Regular Public Transport (RPT) license by the Civil Aviation Authority (CAA), paving the way for the launch of commercial operations in the near future. The airline, named Air Karachi, is headed by leading business figures from Karachi and is modeled on the success of Air Sial — a similar initiative launched by industrialists in Sialkot. Its founders aim to build a business-backed airline offering operational efficiency and financial autonomy, particularly in light of ongoing challenges faced by the national carrier, Pakistan International Airlines (PIA). 'Yes, we got the license from CAA,' confirmed Hanif Gohar, one of the airline's key stakeholders, in an interview with Arab News. 'We are looking for aircraft and will start with three aircraft soon.' The CAA granted the RPT license to Air Karachi on June 5. As part of the licensing conditions under Pakistan's National Aviation Policy 2023, the airline has been instructed to deposit a license issuance fee of Rs500,000 ($1,750) and a security deposit of Rs100 million ($350,000). It must also raise its paid-up capital to Rs600 million ($2.1 million) before it can commence operations. Air Karachi is registered with the Securities and Exchange Commission of Pakistan (SECP) and plans to raise a total of Rs5 billion ($17.5 million), with 100 shareholders each contributing Rs50 million ($175,000). The airline will be led operationally by retired Air Vice Marshal Imran Qadir, who has been appointed chief operating officer. He will be supported by a team of former Pakistan Air Force officials with experience in the aviation sector. Air Karachi plans to launch its services with three aircraft for domestic routes and gradually expand its fleet to seven. After completing the mandatory one-year domestic run, it aims to begin international operations, starting with flights to destinations in the Middle East.
