DISCUSSION: Is the NSW Government too 'Sydney-Centric' with public transport?

 
  Ethan1395 Junior Train Controller

Location: An OSCar H Set
Lausane  is 1/7 the physical size of Newcastle with extensive high density housing compared to Newcastles mostly detached house on black.

Cleveland and Lausane have something Newcastle doesn't, a city centre, makes it easy to run trains and buses if they have a common direction to go as you follow the route people want to go. Newcastle's employment base is geographically diversified.

Toronto line is dead because it requires a major level crossing.

Other lines, I have no idea, but would they attract the numbers required to justify their construction?
RTT_Rules
Hence the reason I said you couldn't justify the same level of service in those places as you could in Newcastle, I was just pointing out that you don't need populations on the millions to justify usable PT.
The city centre issue is somewhat true, but some Hunter Line services still run standing room only to the Newcastle CBD so there is still demand to go there, and having more stations on existing lines could somewhat solve issues with the geographically diversified employment base.

Before building new lines, we need to upgrade the existing lines to a usable level with several new stations at places like Kotara, Glendale, and the Newcastle TAFE, and make other stations accessible to make them usable, a new housing development went up next to the lightly patronized Cockle Creek station for example, but so did a large multi-lane roundabout, killing potential use for the station as it's inaccessible to pedestrians.
Could new lines attract the numbers required to justify construction and operation? make the existing line usable and that will give us our answer.

The Toronto line slopes down towards Carey St from the station, if the line sloped up (and mabye Carey St sloped down a little), it would be pretty easy to eliminate that level crossing.
Considering the fact that the Carlingford Line has been operating for all these years with it's bugger-all patroange, isolation, low frequency, and even worse level crossing, and the fact that it's future is a usable light rail line and not a rail trail - I would say that the Toronto Line is dead because it's unrelated to Sydney - but I am open for correction.

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  a6et Minister for Railways

Lausane  is 1/7 the physical size of Newcastle with extensive high density housing compared to Newcastles mostly detached house on black.

Cleveland and Lausane have something Newcastle doesn't, a city centre, makes it easy to run trains and buses if they have a common direction to go as you follow the route people want to go. Newcastle's employment base is geographically diversified.

Toronto line is dead because it requires a major level crossing.

Other lines, I have no idea, but would they attract the numbers required to justify their construction?
Hence the reason I said you couldn't justify the same level of service in those places as you could in Newcastle, I was just pointing out that you don't need populations on the millions to justify usable PT.
The city centre issue is somewhat true, but some Hunter Line services still run standing room only to the Newcastle CBD so there is still demand to go there, and having more stations on existing lines could somewhat solve issues with the geographically diversified employment base.

Before building new lines, we need to upgrade the existing lines to a usable level with several new stations at places like Kotara, Glendale, and the Newcastle TAFE, and make other stations accessible to make them usable, a new housing development went up next to the lightly patronized Cockle Creek station for example, but so did a large multi-lane roundabout, killing potential use for the station as it's inaccessible to pedestrians.
Could new lines attract the numbers required to justify construction and operation? make the existing line usable and that will give us our answer.

The Toronto line slopes down towards Carey St from the station, if the line sloped up (and mabye Carey St sloped down a little), it would be pretty easy to eliminate that level crossing.
Considering the fact that the Carlingford Line has been operating for all these years with it's bugger-all patroange, isolation, low frequency, and even worse level crossing, and the fact that it's future is a usable light rail line and not a rail trail - I would say that the Toronto Line is dead because it's unrelated to Sydney - but I am open for correction.
The busiest line in the NCL area is those services to Telerah with the support services from Scone and Singleton, in both directions. There is a half hourly off peak service to Telerah. Not a lot on the Dun