King William Street Adelaide Tram Bus People Bike Congestion June 2015 Video

Grenfell Street and King William Street is a level crossing for most of the bus and trams in Adelaide.
Metropolitan Adelaide Transport Study, or "MATS Plan" as it became known, was a comprehensive transport plan released in 1968 examining the then-current and future needs of transport for the city of Adelaide.
en.wikipedia.org/wiki/Metropo...
It recommended the construction of ... a subway under King William Street.
Ultimately none of the plan's recommendations were brought to fruition in their original form, due to political and public opposition, in contrast to the 1969 Melbourne Transportation Plan.
After 1973, the state government decided on a light rail proposal to extend the historic Glenelg Tram. The new route was to continue along King William Street beyond what was then the terminus in Victoria Square and weave through the Adelaide Park Lands to the Modbury corridor. The light rail system would connect with feeder buses at stations along the length of the corridor to transfer passengers to suburban routes. New light rail vehicles were to be bought to replace the ageing 1929 H class trams.
Public opposition to the project was broad. The Adelaide City Council objected to the plan on the basis that it would interfere with the well-designed layout of the city proper. In response, the government altered the plan to redirect the line underneath the city, at a considerable increase in cost.
David Tonkins Liberal Party won in a landslide at the 1979 election against the Des Corcoran Labor government.
Test drilling commenced for the tunnel, but the entire light rail project was halted in 1980 after Premier David Tonkin appointed Michael Wilson, an opponent of the plan, as Transport Minister.
en.wikipedia.org/wiki/O-Bahn_...
Minister Patrick Conlon, the then Minister of Transport in 2012
• Underground rail visio...

[@rachiddsydneycanada9614]

Nice Video Thankyou my friend

[@Highbury5089]

Thanks for the +ve comment. Since June 2015 things are a bit different / better. O-Bahn buses now spend much less time at their Bus Stops in the CBD because passengers and can now validate their tickets when entering by rear doors. They can get to the rear seats with greater ease. O-Bahn buses are now capable of carrying more passengers. Less occasion when O-Bahn buses are queuing behind other O-Bahn buses to get into their bus stop.

[@davidlang1125]

I enjoyed this video more than the one I just saw with that perky upbeat electronic music! Ambient sounds are so much better at conveying the feel of a place. Thanks for a great vid. BTW really appreciated your informed descriptions of traffic issues past, present and future. Adelaide is a great city. I lived there for a year back in 1966 while at Univ of Adelaide and have fond memories. But I do worry that it might lose control of things if it doesn’t undertake projects to future proof it in terms of higher and better utilization of resources and coping with climate change challenges. I’m particularly surprised that Adelaide hasn’t embraced the benefit of higher residential density. It seems stuck in the postwar model of suburban sprawl which is now recognized as the bane of most cities. Looking at the railway stations along the one rail line to Seaford I’m struck by the absence of developments at each station. Is this a result of land use restrictions? It seems to me to be a missed opportunity for Adelaide. In fact it ought to have an aggressive plan for light rail/rail networks before rising land values impede those possibilities.

[@Highbury5089]

Thanks for the feedback about ambient sound. Greater Adelaide population is growing at about 1.5% and has the second highest population density of 404 person per square km a bit more than Greater Sydney's 400 per km2 These factors means changes occur more slowly in ADL. We are doing a lot of "2 for ones" at the moment. (Knocking down houses with a back yard and building 2 houses with no back yard on the same allotment) The number of cars is now greater than the number of people in most areas of Greater ADL. It is only the residents of the CBD who out-number the numbers of their cars. A lot of "out of towners" are building multi-story apartment buildings in the CBD. Citizens are also resisting higher density around Transport Hubs. TTG Council wanted to re-zone the area around Tea Tree Plaza Bus Interchange but decided to back-down after protests by existing residents. I use to be an elected member of the TTG Council (Holden Hill Ward) about 50 years ago. So I am more aware of that region. I assume residents along the Seaford Railway line would also be resisting higher buildings in their area. Residents around Paradise Bus Interchange have been resisting higher density development around that "Hub". The Seaford Line is near saturation at peak periods, 12 trains per hour, with its 3-car train-sets. Hopefully they will lengthen the platforms for all stations so they can start running 6-cars (or 9-car Trains?) Hopefully we will get grade-separation in the CBD in the life of the current Marshall Government if they cut out the "spin" and start digging some holes. Change is much easier in "greenfields"!!!

[@adelaideonthego]

Yes, a very congested area. Do you have any potential solutions to fix congestion with trams, buses, road vehicles and pedestrians.

[@Highbury5089]

The long-term solution is grade separation of public transport. This would involve massive short term disruptions but long term benefits. e.g. Brisbane CBD kzbin.info/www/bejne/gWqvcpWlraZ8grs There are short term solutions that are less intrusive we could use in Adelaide. There are a limited number of "slots" for trams and buses to get across this, and other intersections, in the CBD. We currently have a mixture conventional buses and single articulated (Bendy) Buses. * Maximizing the carrying capacity of the system and only use articulated buses in rush periods. Most of our suburban bus stops are now long enough for these buses. * Many cities have gone the next step with bi-articulated buses kzbin.info/www/bejne/bKeWfpymma2keac kzbin.info/www/bejne/rGWohqGerr9oj5o en.wikipedia.org/wiki/Bi-articulated_bus This would involve changing the bus-stops where these buses are used. * Make the Trams longer. The problem is the tram stops and tracks in the CBD would need to be changed Coupling of tram-sets use to used regularly in the 1950's in Adelaide. No "island tram stops" were used at that time so it was easy for people to descend down to the road surface - all cars had to stop when trams stopped. * The extreme is to lengthen the tram-sets. kzbin.info/www/bejne/gWnaZZWYpKdsnas

[@Highbury5089]

Pedestrians are the move important part of any Central Business District. Taking pedestrians up and away from the traffic would have many positive results if it was done in Adelaide CBD. kzbin.info/www/bejne/ipTUp5uaq5Kaa5o In Perth, Western Australia I have walked on the "pedestrian bridge" that runs at 2nd floor level from the Pedestrian overpass at Perth Railway Station around the facade of department stores and shops into Forest Place. kzbin.info/www/bejne/Zl6oaIZ-e6qmqrs When visiting Lujiazui in Shanghai the riverside pedestrian walkway and pedestrian circle was a pleasant and un-hurried experience. In Greater Adelaide we now have cyclists allowed to ride their bikes on Footpaths. Pedestrian are at the lowest point in the pecking order. All the bikeways we are building are designated as shared use by pedestrians and bikes. They are too narrow and pedestrians with any sense will not use them. kzbin.info/www/bejne/oaGWpGV7hZWtjNE By contrast in The Netherlands it is illegal for Pedestrians to walk on Bikeways

[@Highbury5089]

People going to venues in the Central Business District will get out their cars and use public transport if the transit system goes to the places they want to visit at a time they want to get to make their visit. Adelaide Central Market and the Rundle Mall are busy on Friday Evenings and close around 8:00pm. No extra buses or trams run on Friday evenings between 7:30pm and 8:30pm Monday to Friday there are 4 trams departing from the Bowden Terminus for Glenelg. Contrast that with 12 trams departing between 4:30pm and 5:30pm Monday to Friday. Numerous letters have been written to the Minister of transport about the problem with lack of O-Bahn buses on Friday Evenings that are schedule to exit from the CBD. This service use to served the Old RAH (nurses and support staff at change of shift) and plus Mad March events in that part of our Park Lands. * No extra buses on Friday evenings. * Non-articulate buses being scheduled becoming so full a Grenfell Street that they by-passed the stop on North Terrace. People will stop using public transport if the service does not give sufficient capacity when the service needed.

[@Highbury5089]

All door boarding on Buses in Sydney's CBD is on the cards when they have installed Opal Tag machines at all doors inside all their buses www.railexpress.com.au/all-door-bus-boarding-on-the-cards-in-sydney/ Looking to adapt to impending light rail construction, and to take advantage of the recently rolled-out Opal ticketing system, Transport for NSW will consider allowing all-door boarding on buses in Sydney’s CBD. A method of tackling congestion, all-door bus boarding is used in several major cities around the world. While it creates efficiency by allowing more passengers on the bus in less time, it is not possible without those passengers having a way to pay their fare, no matter which door they use to get on the bus. Therefore the complete roll-out of the Opal ticketing system across the Sydney trains, ferry, light rail and bus network, makes all-door bus boarding a possibility. Transport for NSW ran a trial from June 15 to 26, allowing Opal customers to use the middle and rear doors to board buses at some of the busiest CBD stops. CBD transport coordinator general Marg Prendergast this week said experts were pouring over the data, with the NSW Government now considering whether to make the program common practice. “We know the CBD is approaching a time of increased activity and significant disruption, so we want to ensure all parts of the network are operating as effectively as possible,” Prendergast said. “The trial was conducted to see whether all-door loading under the supervision of marshals could reduce the time buses were waiting at stops without sacrificing safety for customers and other road users. “As we monitored the trial, we saw there were some noticeable upsides at those busy locations, some of which we hadn’t anticipated. “One example was that while there were no buses at a stop, marshals were able to ensure cars and other vehicles didn’t block the bus stop areas.” Changes to bus routes in the CBD from October are part of changes to the city including the construction of light rail along George Street. “Buses waiting at stops don’t just slow cars, taxis and other vehicles, they delay the buses behind them that have to wait to use the stop,” Prendergast explained. “More than ever before, after October we will need to make efficient use of all road space in the CBD. “By reducing the time buses are stopped, journey times will be reduced, reliability will improve and all traffic will get a smoother run through the city. “An extra one million people are expected to live and work in Sydney within the next decade. While the new Sydney Metro and light rail are a big part of handling that increased challenge, we need to get the most out of our roads, buses and active transport like walking and cycling.”

[@suej9329]

Great information but this is a video about Adelaide not Sydney.

[@Highbury5089]

@@suej9329 A lot of things good things have happened in ADL since 2015 when this video was made. We now have all door entry on O-Bahn Buses on Curries Street & Grenfell street. Similar to trains and trams. You do not have to line up and enter by the front door. This cuts the dwell time by 1/3 for buses during rush period. It means more buses per hour can use a bus stop during rush periods. It also means all the seats in the bus are utilized, no just those near the front of the bus

[@Highbury5089]

This is an excellent discussion on traffic congestion in Adelaide CBD www.infraplan.com.au/wp-content/uploads/2014/06/Adelaides-Traffic-Congestion-Paper_InfraPlan.pdf

[@Highbury5089]

Nalder, Barnett complete light rail backflip www.railexpress.com.au/nalder-barnett-complete-light-rail-backflip/ WA transport minister Dean Nalder is doubting the viability of a light rail line in Perth’s north, a week after Premier Colin Barnett said several states were regretting their decisions to install light rail. Nalder returned from a research expedition to Singapore on Tuesday, and reportedly told The West Australian that he’d spoken to SBS Transit - operator of the city’s two light rail lines - and found Perth’s proposed MAX light rail project may not be the best option for public transport. “In talking to the company that runs the two light rails in Singapore, they indicated that they haven’t been able to make it work and they wouldn’t be building additional light rail in Singapore,” Nalder was quoted in a report from The West Australian. Nalder reportedly believes buses can perform the same task as the proposed light rail line, at half the long-term cost. His comments followed comments from Premier Barnett in an interview with The West Australian a week ago, where the premier said there wasn’t enough money for both the Forrestfield Airport rail link and MAX light rail right now, and suggested light rail wasn’t all it’s cracked up to be. “I think the light rail has got some challenges,” Barnett was quoted as saying. “It hasn’t been an overwhelming success in Australia at all, and indeed some states regret their decision to go down that path.” Barnett suggested Queensland was one such state now regretting its light rail decision. G:link, the light rail line now operating on the Gold Coast, recently served its five-millionth passenger, 289 days after opening in July 2014. Operator TransLink said in May 2015 that passenger figures were exceeding expectations, with an average of more than 17,800 passenger trips made on the line every day. Barnett, however, believes the project is one example for why light rail is perhaps not the best option for Perth. “The project for example recently completed on the Gold Coast, in Queensland, really has not been successful on the information provided to me,” he reportedly said last week. “So there’s a bit of rethink about light rail.” Before the last state election - and before Prime Minister Tony Abbott came to power - Barnett and former transport minister Troy Buswell were firm supporters of both the Forrestfield-Airport link, and the MAX light rail project. “Today’s State Budget re-affirms our Government’s commitment during the March election campaign to deliver better transport options to this State,” Buswell said when handing down the 2013/14 State Budget. “By 2020, the people of WA will be able to take an easy train ride to the airport to start their family holiday, or hop on the MAX light rail system to quickly travel across town. “Our Government is investing in the future by building long-term assets that will be enjoyed and used for years to come.” Anthony Albanese on Tuesday blasted the premier’s change-of-heart, and blamed the Federal Government, saying Tony Abbott’s “rail hang-up” has left Perth commuters hanging. He cited documents obtained through Freedom of Information by The West Australian, which suggest Barnett was counting on Commonwealth investment before the election, and was now being forced to back-track on his support for light rail because of the unexpected lack of funding. “Upon being elected, Tony Abbott cut $500 million public transport funding that was included in the 2013/14 Budget, allocated by the former Labor Government to progress the Perth Airport Link project and light rail,” Albanese said. “Two years later neither project is certain to go ahead, with only conditional EPA approval granted for the airport link, while WA transport minister Dean Nalder signalled this week light rail may never happen at all. “Meanwhile, as Coalition State and Federal Governments busy themselves finding excuses as to why public transport is too hard for them, Perth commuters have been forced to sit in traffic for increasingly long parts of their day.” The shadow minister for infrastructure cited the recent Infrastructure Australia Audit, which showed just 5.5% of Perth’s passenger kilometres are taken on rail, compared with 15.5% in Melbourne and 12.3% in Sydney. “This is not good enough,” Albanese assessed. “West Australians deserve better than two governments which won’t fight for them or help to address the increasingly long hours they are spending in their cars, travelling to and from drive-in, drive-out suburbs to their jobs and recreational activities.”

[@Highbury5089]

www.parliament.sa.gov.au/Committees/Pages/Committees.aspx?CTId=3&CId=324 Rod Hook - Former Chief Executive , Department PLanning, Transport and Infrastructure said to the LEGISLATIVE COUNCIL "SELECT COMMITTEE ON STATE GOVERNMENT'S O-BAHN ACCESS PROJECT" said in part "If that is the case someone has to work out how those buses are accommodated, because the stops need to accommodate the extra buses. You can't have buses queueing, waiting to get into stops in Grenfell Street and blocking through traffic because the stops aren't long enough for the buses to clear the through traffic lane. You have a problem that just keeps flowing back through the system. There are things you can do in Grenfell Street, but looking at the capacity you have for stops." "The other issue I have always had in Grenfell Street-and I tried-was to make it gated stations. So you validate your ticket as you head into the station and when your bus comes you just load; you don't have going single file past the driver, and the ticket didn't validate and going back and talking to the driver. You validate your ticket on the way into the gated station and load the bus, and you could save time in getting buses in and through Grenfell Street and out of the city that way." An easier solution is to install tag on / tag off machines in the doors of all buses. This has already been done with Trams and Trains. Then all doors on buses can be used for entry at all stop around the Greater Adelaide, not just at a few stops in the City of Adelaide. Mr Hook made not mention of this simpler method. www.railexpress.com.au/all-door-bus-boarding-to-become-a-reality-in-sydney/ Oliver Probert - Sydney [e-mail] "Rear-door bus boarding will become a fixture at five of Sydney’s busiest CBD bus stops after Transport for NSW conducted a trial in June, ahead of the light rail construction set to kick off in the next few weeks." "State transport minister Andrew Constance announced the change for Opal customers would become permanent in the afternoon peak at several stops:" Druitt Street, westbound before Kent Street Wynyard Stand R, northbound on Clarence Street QVB Stand B, in York Street QVB Stand C, in York Street Clarence Street Stand Q "A two-week trial from June 15 to 26 showed strong results in moving customers faster, Constance said." “The time it took to board was reduced by more than 30% at a westbound stop on Druitt Street near Kent Street, while Wynyard Stand R and Clarence Street Stand Q produced results better than 20%. “Some services were able to move away from the stop up to 40 seconds faster. It may not sound like much, but every second counts when people are trying to get home.” A method of tackling congestion, all-door bus boarding is used in several major cities around the world. While it creates efficiency by allowing more passengers on the bus in less time, it is not possible without those passengers having a way to pay their fare, no matter which door they use to get on the bus. Therefore the complete roll-out of the Opal ticketing system across the Sydney trains, ferry, light rail and bus network, makes all-door bus boarding a possibility. CBD transport coordinator general Marg Prendergast said in July the changes were being investigated as part of the city’s transport transformation, which at this point centres around the construction of the CBD light rail line. “We know the CBD is approaching a time of increased activity and significant disruption, so we want to ensure all parts of the network are operating as effectively as possible,” Prendergast said. “The trial was conducted to see whether all-door loading under the supervision of marshals could reduce the time buses were waiting at stops without sacrificing safety for customers and other road users. “As we monitored the trial, we saw there were some noticeable upsides at those busy locations, some of which we hadn’t anticipated. “One example was that while there were no buses at a stop, marshals were able to ensure cars and other vehicles didn’t block the bus stop areas.” From October 6, when CBD bus routes have changed and buses are removed from George Street, rear-door loading during the afternoon peak for Opal card customers will begin under the supervision of marshals at the listed stations. “It was clear that at these busy stops, rear-door loading under the supervision of a marshal made a real difference to dwell-times, reduced footpath crowding and in some cases traffic congestion was reduced,” Constance said. “The biggest improvements were seen between 5pm and 6pm, but there were unexpected benefits such as marshals being able to keep the bus stops clear of other vehicles and some buses loading more evenly rather than standing passengers congregating near the front. “These are exactly the kinds of improvements we need to be making to the CBD road network to ensure the network keeps operating efficiently and effectively throughout the years of construction ahead of us.”​ All door entry means the expenditure on the technology is inside each bus and could then be used at other busy locations around Greater Adelaide.

[@Highbury5089]

When recently In Perth W.A.I was familiar with the CAT Free Bus system in Perth City and Fremantle. I was not familiar with their new Smart Rider card for Buses and Trains (there are no trams). www.transperth.wa.gov.au/smartrider/using-smartrider The above links show that with all TransPerth buses & trains (not CAT buses) there are tag machines at all doors. They have 9 zones in Perth. I telephoned TransPerth and confirmed that: * passengers on all Buses normally tag on and off the bus (as they also do when entering and leaving trains). * all doors for their buses are used at all stops. * dwell times at city bus stops are reduced because passengers use all doors. AdelaideMetro only have one tag machine at the front door of all buses (Bendy and non-bendy). Dwell times on Grenfell Street & King William Street in afternoon rush periods are much buses have to queue for their chance to pick-up passengers. TransPerth warns "If you forget to tag on or off properly it means you haven’t actually paid for the trip you’ve just taken. We deduct a default fare from your SmartRider card balance if you: * don't tag on at the start of your journey, but tag off at the end (you can be fined if you travel without tagging on, as you don’t have a valid ticket) * do tag on at the start of your journey, but don’t tag off The system deducts the default fare from your SmartRider card balance next time you tag on". There are Free Transit-Zones in Perth City where normal TransPerth Buses allow free travel with the zone. If travelling within the free zone the passengers DO NOT have to TAG ON. "Perth city has a Free Transit Zone for buses and a SmartRider Free Transit Zone for trains". www.transperth.wa.gov.au/Tickets-Fares/Free-Travel/Transit-Zones Here is a copy of that page Free Transit Zone for buses To travel free, you must start and finish your journey within the zone. * If you start and finish within the zone, you can ride the bus without buying a ticket. * If your journey starts or finishes outside the zone, you must pay a fare for the whole journey. The Free Transit Zone logo on bus stops identifies the boundaries of the zone. Using your SmartRider card in the Free Transit Zone for buses * If your journey either starts or finishes outside the zone, you should tag on and tag off in the normal way. * If your journey is entirely within the zone, there is no need to tag on when you board the bus. However, if you do tag on, you should tag off too. * If you tag on inside the zone without tagging off, we will charge you the default fare for that bus service. SmartRider Free Transit Zone for trains To travel free, you must use a SmartRider card, start and finish your journey within the zone and tag on and off in the normal way. The boundaries of zone are City West Station, Esplanade Station and Claisebrook Station. I suggest that we in Greater Metro Adelaide all would benefit from a similar system to apply within the Inner Ring Route of Adelaide City. In particular I suggest the trains stations at * Keswick (Adelaide Show Grounds Station) Belair &Seaford Lines * Hindmarsh (Bowden Railway Station) Outer Habor & Grange Lines * Bowden (North Adelaide Railway Station) Gawler Line should be inside the free transit zone Movement around Adelaide City would be of benefit for all. Less pedestrian congestion at intersections if people are moving around the free transit zones on the buses, trams or trains. Business and Residents within the Inner Ring Route are clearly identifiable and a Beneficial Rate on their properties would be rational way to fund such a system. Neil Hamilton

[@Highbury5089]

Perth City (W.A.) has a Free Transit Zone for buses and a SmartRider Free Transit Zone for trains. www.transperth.wa.gov.au/Tickets-Fares/Free-Travel/Transit-Zones Free Transit Zone for buses ==================== To travel free, you must start and finish your journey within the zone. If you start and finish within the zone, you can ride the bus without buying a ticket. If your journey starts or finishes outside the zone, you must pay a fare for the whole journey. The Free Transit Zone logo on bus stops identifies the boundaries of the zone. Using your SmartRider card in the Free Transit Zone for buses ============================================= If your journey either starts or finishes outside the zone, you should tag on and tag off in the normal way. If your journey is entirely within the zone, there is no need to tag on when you board the bus. However, if you do tag on, you should tag off too. If you tag on inside the zone without tagging off, we will charge you the default fare for that bus service. SmartRider Free Transit Zone for trains ============================ To travel free, you must use a SmartRider card, start and finish your journey within the zone and tag on and off in the normal way. The boundaries of zone are City West Station, Esplanade Station and Claisebrook Station.

[@hasank86]

Fucking good video with best coverage... please want more of different places and from different angles

[@Highbury5089]

Such enthusiasm! Thanks for your feedback. Which places are of interest to you?

[@Highbury5089]

indaily.com.au/news/2015/10/06/what-congestion-adelaide-cbd-traffic-shrinks/ What congestion? Adelaide CBD traffic shrinks BENSION SIEBERT | 6 OCTOBER 2015 ADELAIDE | Traffic through Adelaide’s CBD has dropped over the past four years and the take-up of public transport and cycling continues to grow, new figures show. According to a new Adelaide City Council report, between 2010 and 2015 traffic has reduced: * 30 per cent on Grenfell Street. * 25 per cent on Currie Street. * 15 per cent on West Terrace. * 8 per cent on North Terrace and Botanic Road. Overall, daily traffic volumes have reduced along many city streets but increased along the city ring route. The figures begin to fulfil the long-held ambition of traffic planners to have South Australians travel around the city, rather than through it, on their way to destinations outside the CBD. During the same period, traffic numbers on the city ring route rose by 13 per cent on Fitzroy Terrace, 12 per cent on Park Terrace and 5 per cent on Dequetteville Terrace. According to the RAA’s senior manager of road safety, Charles Mountain, the Britannia roundabout upgrade - completed last year - had been a significant factor in pulling through-traffic out of the city and onto the ring route. “The new (roundabout) has tended to gain wider support, so as a consequence there has been an increase in traffic,” he told InDaily. “It’s important to ensure that the network can operate as efficiently as possible.” He said long-term roadworks on North and West terraces may have had an impact on traffic flow. He was pleased with figures contained within the report showing no slowdown in economic activity to correlate with reduced traffic flows in the CBD. Bus lanes were introduced on Grenfell and Currie streets in 2012, presumably acting as a deterrent to vehicle traffic. “The bus lanes in Grenfell and Currie street have achieved more reliability in bus times (however) there certainly have been some issues in loss of accessibility,” said Mountain. Bus trips to the CBD have also increased - by 29 per cent since 2002 - according Adelaide Metro figures cited in the report. The report also shows cycling in the CBD has nearly doubled since 2003. In that year, around 5000 cyclists took city roads on the average day. By 2014, that number had grown to more than 9500 cyclists. A spokesperson for Adelaide City Council said the figures on CBD and ring route traffic flow come from manual day counts at intersection over a 12 hour period or tube counts - where a counter is laid midblock on a street section for a week. The data has been collated from traffic analyses related to projects such as the O-Bahn, the Frome Street Bikeway, the Hindley Street upgrade, the 40km/hr Hutt Street trial and New Royal Adelaide Hospital. The council spokesperson said the Department of Planning, Transport and Infrastructure applies an algorithm to the data collected to estimate average daily traffic volumes. He said the majority of traffic volume comparisons undertaken by the council in the north-west and north-east of the city had indicated reduced or similar daily traffic numbers. InDaily approached Transport Minister Stephen Mullighan for comment.

[@michaelsandford1015]

nice buses,nice buses,nice people.

[@Highbury5089]

Thanks

[@michaelsandford1015]

Thanks for returning the comment,I was supost to say nice buses nice tram,nice people,but but thanks anyway.

[@Highbury5089]

Unfortunately the Trams are still running on the surface of King Williams Street in the Adelaide CBD. They should have been moved underground during the Dunstan (Labor) - Tonkin (Liberal) era. The Labor government had signed the contract and the diggers where just about to start work when Labor lost the election. The Tonkin (Liberal) cancelled the contract as their first measure upon taking office.

[@michaelsandford1015]

Thanks for the comment, I live in woolavington England so I would not know anyway. I just like talking to people all over the world, thanks anyway

[@Highbury5089]

Thanks I did take the opportunity to look at some of your videos. I have been lucky enough to drive around the U.K. Stayed in Bath. I have added "Congestion" to the title of this video.