Light rail cannot be justified

HOT TOPIC HOBART RAILWAY

SO a consultant’ s report concludes that light rail“could be built ”( Mercury, November 25), but at what final capital cost and ongoing operating expense?

It is simply not viable, far too costly and would lack ongoing patronage given the linear nature of housing development on some side soft he rail corridor. In addition, other public transport connections would need to be provided to stations for commuters, let alone the potential for serious motor vehicle traffic disruptions due to regular stoppages at level crossings.

It cannot be justified on any criteria and has little community support, despite other views being expressed by vocal proponents.

Brett D. Hall Tranmere

BEST OPTION

WE are writing to support the Mayor of Glenorchy Kristie Johnston’s view (Mercury, November 25) that rail was always the best option for Hobart’s rail corridor. We would have to challenge the report’ s assumption that you would have to change the gauge of the rail line in order to support light rail’s use of the corridor.

This greatly inflated the light rail cost, among the presented options.

There are suitable tram vehicles than can run on the existing gauge.

Sticking to the existing gauge means that heritage trains can still run on the line. Changing gauges would mean an end to access to the line for the Glenorchy Transport Museum, removing access would render all their trains to being just static exhibits, wasting all restoration work that’s gone into them as working engines and carriages and ending any hope of rail tours utilising the line.

How would a policy of changing gauges sit with the Tasmanian government’s stated position of restoring access to the line to the Glenorchy Transport Museum? All the presented options in the consultant’s report would mean that access to the existing corridor would end for the museum.

The $25m that is set aside as part of City Deal could easily restore the rail line to a working state, certainly good enough for heritage rail. As is the case with working infrastructure, it is always easier to upgrade assets that have simply been left to rot.

Christian Bell Pedestrian& Public Transport Users Group

PIE IN THE SKY

THE population on the Western Shore of Hobart, north of the CBD, does not justify the expenditure of close to $800 mon light rail. It’s pie-in-the-sky stuff, Mayor Kristie Johnston. Even more money was expended on the implementation of a 16km light rail system in Canberra, whose population is three times that of greater Hobart.

Why not have the Gutwein government hand the rail line from Grant onto Hobart to the dedicated team at the railway museum at Glenorchy? Fund them to the tune of $5 m to run heritage rail journeys, renew the stations, and cater for the influx of train buffs from interstate and overseas.

Enough waffle, Minister Ferguson, just do it.

Harry Quick Berriedale

INSURANCE LIABILITY

THE 2020-21 Tasmanian State Budget has ignored calls from heritage rail operators for financial support to cover the eye-wateringly high cost of public liability insurance. Tasmania is currently the only state/territory where the entirety of this liability is borne by rail operators, a policy that is holding back all development in the sector.

Organisations such as the Derwent Valley Railway are ready to breathe new life into disused railway lines like the Derwent Valley Line between New Norfolk and Mt Field National Park, a project that will simultaneously create dozens of new jobs and revitalise a valuable public asset. However, without insurance, refurbishment work on the line cannot begin.

Earlier this year the Tasmania n government announced their new policy requiring heritage railways carry $200m cover in public liability insurance, costing rail operators $160,000 per year. Since then, the Tasmanian Association of Tourist Railways has been grappling with how to meet this requirement, and in September submitted a proposal to the state government to subsidise a portion of this cost for as even-year period.

However, the proposal was rejected last week, with the Department of Treasury and Finance declining to provide assistance.

So where does this leave the heritage rail industry? It is an industry that is working to grow and has the potential to generate over 100 new jobs across the state, and yet is met with government roadblocks at every corner.

It is clear the state government recognises the importance of these operations to disadvantaged communities, evidenced by the budget’ s$4m injection to the West Coast Wilderness Railway( a government enterprise ).

However, its lack of investment in the rest of the industry is perplexing. Does the state government not wish to see these projects grow and pros per?

In the wake of a global pandemic, now is the ideal time for the state government to invest in heritage rail projects that support long-term jobs and economic development.

Tasmania is missing out on a lucrative tourism market that other states are already embracing. Tasmanian Labor has seen this opportunity and included funding for heritage rail insurance in their 2020-21 Budget Reply. It’ s up to the state government to follow their lead or bear the responsibility of continued missed opportunities. Owen Andrews Derwent Valley Railway