Light rail in Canberra

The Canberra light rail network is a light rail system serving the city of Canberra, Australia. The initial 12-kilometre (7.5 mi) line links the northern town centre of Gungahlin to the city centre (Civic) and has 14 stops. Services commenced on 20 April 2019. The 14th stop at Sandford Street in Mitchell commenced operation in September 2021.^[2]

Canberra light rail network
An Urbos 3 departing Alinga Street
Overview
Locale	Canberra, Australian Capital Territory
Transit type	Light rail
Number of lines	1
Number of stations	14 (3 under construction)
Annual ridership	4,104,388 (2023)[1]
Chief executive	Glenn Stockton
Headquarters	Mitchell
Website	cmet.com.au
Operation
Began operation	20 April 2019
Operator(s)	Canberra Metro Operations (CMET)
Number of vehicles	19 CAF Urbos 3 trams
Train length	32.96 m (108.1 ft)
Headway	6-15 minutes
Technical
System length	12 km (7.5 mi)
Track gauge	1,435 mm (4 ft 8+1⁄2 in) standard gauge
Electrification	750 V DC overhead catenary
Top speed	70 km/h (43 mph)
System map Gungahlin Place Manning Clark North Mapleton Avenue Nullarbor Avenue Well Station Drive Sandford Street Mitchell depot Sullivans Creek EPIC and Racecourse Phillip Avenue Swinden Street Dickson Interchange Macarthur Avenue Ipima Street Elouera Street Alinga Street Edinburgh Avenue City South Commonwealth Park Stage 2B to Woden This diagram: view talk edit

An extension of the line south to the Woden Town Centre is currently being planned. Early works on the extension (Stage 2A to Commonwealth Park) are set to commence after works to raise London Circuit are complete.^[3] Planning of the remainder of the extension (Stage 2B to Woden) will continue while construction of Stage 2A is underway.^[4]

History

See also: Railways in Canberra § History

Background

Aerial view of Northbourne Avenue, 2009, before construction of the light rail. Seen looking north from Civic, with City Hill in the foreground.

Walter Burley Griffin's master plan for Canberra proposed the construction of a tram network and a heavy rail line.^[5][6] However, excepting for the Canberra station, the city was exclusively served by buses from 1926, when the Canberra City Omnibus Service was introduced, until 2019.

While railways across Canberra, including one to Belconnen, were seriously considered until the mid-1960s, little discussion of a metropolitan tramway occurred until the 1990s. Before 1989, the ACT had been directly administered by the Federal Government thus any large public infrastructure expenditure in Canberra was subject to national scrutiny.

In the early 1990s, Canberra Land proposed an 8.5-kilometre (5.3 mi) line from Canberra Racecourse via Northbourne Avenue to Civic with Melbourne tram B2089 displayed in February 1992.^[7]

A light rail connection for Gungahlin was proposed as far back as 1992. An eight-year-old Canberran proposed the idea of a tram line to the newly announced, but undeveloped town centre of Gungahlin in April 1992.^[8] In October 1992 a syndicate of private land developers MBA Land and Consolidated Builders (together known as Canberra Land) incorporated rail into an urban village plan.^[9] The Gungahlin proposal followed a 1991 Murdoch University report, Towards a More Sustainable Canberra, which suggested the city was too car-oriented and should implement a light rail system along the Y-Plan.^[10] In 1993 a report by Maunsell-Denis Johnston and Associates found that a dedicated inter-town busway was a more viable transport option for Canberra than light rail.^[11]

In 1994, the ACT Government commissioned a study into light rail, based on the findings of an independent report that light rail would be viable in Canberra by 1998.^[12] In its detailed report consultants Booz Allen Hamilton recommended a route from Belconnen to Barton via the City and Kings Avenue Bridge be operating by 1998; Woden to Barton by 2000; Tuggeranong to Woden by 2002 and Gungahlin to City by 2004. Routes to Canberra Airport and Queanbeyan received a lower priority. By January 1995 the then ACT Liberal Opposition Leader, Kate Carnell, announced her party's opposition to the light rail proposal citing "suspect" patronage figures and questioned the report's projected population for Canberra-Queanbeyan of 474,000 by 2016.^[13] Projections in 2017 for the Canberra-Queanbeyan population, forecast the metropolitan area reaching 474,000 between 2020 and 2023, four to seven years later than the 1995 projections.^[14][15] In 1995, the ACT Liberal Party came to power and plans for a light rail system in Canberra were dropped.

In February 1998, the ACT Government announced its support for the Federation Line, a proposed 7-kilometre (4.3 mi) line from the National Museum of Australia via Civic to the Australian War Memorial. The line was proposed to use heritage trams.^[16]

In September 2001, to try to garner support for the project, Melbourne tram W249 and Sydney tram R2001 were placed on display outside the Australian War Memorial, the latter operating on a 50-metre (164 ft) section of track and powered by a diesel generator.^[17][18] In a further display in September 2003, W249 operated on an 80-metre (262 ft) section of track on Parkes Way.^[19][20]

In August 2012, an ACT Government submission to Infrastructure Australia estimated that bus rapid transit (BRT) had roughly twice the benefit-cost ratio of light rail transit (LRT) under a wide range of assumptions.^[21] However, the Government decided on light rail, relying partly on a triple-bottom-line evaluation by URS which found that light rail had higher social benefits and a better overall outcome.^[22][23] Capital Metro Minister Simon Corbell responded to criticism by stating "City building is about more than simply economic logarithms."^[24]

The opposition Liberal Party opposed the project, and so did the Like Canberra and Sustainable Australia parties. In April 2015, the party announced it would cancel any contracts for the light rail if it won the 2016 ACT election.^[25] A year out from the poll, the light rail project was already predicted to be the election's major issue.^[26] As predicted, the light rail project was the major issue of the campaign.^[27][28] The election saw the Labor government returned, with the party claiming the result as an endorsement of the project.

In April 2024, the Canberra Liberals proposed an alternative from the ACT Government’s plans to extend the light rail network between the City and Woden. Instead, they suggested the establishment of dedicated bus lanes along the same corridor, presenting it as a more practical and financially responsible alternative to the proposed rail system. This proposal aimed to address growing public concerns about the cost, feasibility and long-term implications of the light rail extension, sparking widespread debate about the future of Canberra’s transport infrastructure.^{[29] [30]}

The Canberra Liberals made a strong case for dedicated bus lanes, arguing that they would deliver substantial improvements in public transport connectivity and efficiency while avoiding the high upfront costs associated with light rail construction. Unlike light rail, which requires extensive investment in fixed infrastructure such as tracks, overhead wiring and stations, dedicated bus lanes could be implemented using existing roads with comparatively minor modifications. This, they contended, would make the project more cost effective and achievable within a shorter timeframe.^{[31] [32]}

Speed and flexibility were central to the Liberals’ argument. They emphasised that buses operating in dedicated lanes would be able to bypass general traffic congestion, providing faster and more reliable travel for commuters. This would be particularly beneficial for peak hour journeys, where traffic delays are a significant concern. Additionally, buses offer a level of operational flexibility that light rail cannot match. While rail systems are confined to fixed tracks, buses can be rerouted or adjusted to accommodate changes in passenger demand or disruptions caused by roadworks, accidents or other unforeseen events. This adaptability, the Liberals argued, would allow Canberra’s public transport system to respond more effectively to the city’s evolving needs.^{[33] [34]}

Another key point in their proposal was the potential for cost savings. The Canberra Liberals highlighted the enormous financial burden posed by the light rail extension, which they claimed would require billions of dollars in public funding. They argued that this level of expenditure was neither necessary nor justifiable, particularly when more affordable alternatives like dedicated bus lanes could achieve similar outcomes. By choosing a less expensive option, they suggested, the ACT Government could free up funds to invest in other critical infrastructure projects, such as healthcare, education or housing.^{[35] [36]}

The Canberra Liberals also drew attention to successful examples of bus-based transport systems in other cities. They pointed to Brisbane’s Bus Rapid Transit (BRT) network, which has become a model of efficiency and reliability, carrying thousands of passengers daily while significantly reducing travel times. Similarly, Ottawa’s Transitway system has demonstrated that well-designed bus corridors can provide high-capacity public transport solutions that rival the performance of light rail. The Liberals argued that these examples proved buses could deliver world-class transport outcomes without the need for costly rail infrastructure.^{[37] [38]}

However, their proposal was not without its critics. Advocates of the light rail extension pointed to the long-term benefits of rail infrastructure, which they argued went beyond immediate transport needs. Light rail, they contended, has the potential to reshape urban development patterns by encouraging higher-density housing and commercial activity along its corridors. This, in turn, could reduce urban sprawl, lower carbon emissions and create more vibrant, walkable communities. Proponents also argued that light rail’s fixed infrastructure gives it an edge in attracting investment and instilling confidence in businesses and residents, who view it as a permanent and reliable form of transport.^{[39] [40]}

Environmental considerations also played a role in the debate. While buses are increasingly adopting cleaner technologies such as electric and hydrogen fuel cells, light rail remains a zero-emission option powered by electricity. Supporters of the light rail extension highlighted its potential to reduce Canberra’s overall carbon footprint, contributing to the city’s ambitious climate change goals. They questioned whether a bus-based system could achieve the same level of sustainability in the long run.^{[41] [42]}

The Canberra Liberals’ proposal reignited broader discussions about public transport policy in Canberra, underscoring the complexities of balancing financial prudence with the need to build a modern, efficient and sustainable transport network that meets the demands of a growing population.^{[43] [44]}

Ultimately, the proposal also raised important questions about the role of public transport in shaping the future of Canberra. Whether the city should prioritise affordability and flexibility, or pursue ambitious projects that aim to redefine its urban landscape.^{[45] [46]}

There has also been advocacy for extending Canberra's light rail network to Canberra Airport. Recognising the airport as a significant hub for both residents and visitors, public transport proponents emphasised the importance of integrating it into the city's public transport system to enhance accessibility and convenience.^[47]

In its budget submission, Public Transport Association of Canberra expressed support for expanding the light rail network to include the airport. The association advocated for extensions as a means to reduce transport emissions and provide a sustainable, efficient travel option for airport passengers.^[48]

Development

The construction of the light rail line was part of a deal struck between the Labor Party and The Greens following the 2012 Australian Capital Territory Election, at which Labor required the Greens' support to form the government.^[49][50] In the 2013/14 ACT budget, $5 million was allocated for early design work.^[51] In September 2014, the business case was approved by the government. The project, known as Capital Metro during planning, was developed by the government agency Capital Metro Agency (CMA).

Light rail works in Franklin in July 2017

The line was to be delivered under a public-private partnership.^[52][53] Expressions of interest were received from the following consortia:^[54][55]

• ACTivate: Downer Group, Plenary Group, Bombardier and Keolis Downer^[56]
• Canberra Metro: Pacific Partnerships, Mitsubishi Corporation, John Holland, CAF, Deutsche Bahn, Aberdeen Asset Management, Leighton Contractors, and Bank of Tokyo-Mitsubishi^[57]
• CANGO: Macquarie Capital Group, Obrascon Huarte Lain, SMRT International, UGL Rail and Siemens
• Connecting Canberra: Capella Capital, Transdev, Alstom and Acciona Infrastructure

The centre of Flemington Road in Gungahlin after being cleared for light rail works in July 2017

In March 2015, the government announced that ACTivate and Canberra Metro had been selected to move on to the Request for Proposal stage of the procurement process.^[58][59] The bidders submitted their final proposals for the Gungahlin to the city route on 4 September and had an additional four weeks to submit their proposals for a potential expansion of the project, from the city to Russell.^[60] The Canberra Metro consortium was announced as the preferred tenderer in February 2016 and the contract was finalised in May.^[61][62][63] Under the contract, Canberra Metro will operate and maintain the line for 20 years, after which ownership will pass to the ACT Government.^[61][64]

Stacked rails in Gungahlin in August 2017

Design and construction costs were budgeted at $707 million.^[61] The Federal Government contributed $67 million to the project.^[64] Commencement of construction was marked by a sod-turning in the northern suburb of Mitchell at the site of the depot on 12 July 2016.^[65] Major construction of the route itself began towards the end of the year.^[66][67][68]

The CMA was amalgamated into a new government directorate, the Transport Canberra & City Services (TCCS), on 1 July 2016, resulting in the responsibility for the project being transferred to the TCCS.^[69]

Testing of the line began in June 2018. A section in Gungahlin was electrified and one of the trams made trial runs.^[70] The last tram arrived in Canberra in September 2018 and it was hoped to have the project completed by the end of 2018.^[71] The light rail eventually opened on 20 April 2019, with the final construction cost for Stage 1 being $675 million, some $32 million under the original budget.^[72][73][74]

Route

The Phillip Avenue light rail stop

Each station has a ticket machine

The 12-kilometre (7.5 mi) line has its northern terminus at Hibberson Street in Gungahlin and follows Flemington Road, the Federal Highway and Northbourne Avenue to the southern terminus between Alinga and Rudd Streets in the City Centre. It is double track for its full length.^[61] Emergency crossovers are located to the south of the Dickson Interchange stop, as well as the north of the Nullarbor Avenue stop.^[75] There are 14 stops.^[76] The main bus interchanges are located at Gungahlin Place, Dickson Interchange and Alinga Street.^[61][77]

Stops

Diagram of R1 Canberra light rail (inclusive of stage 2A)

Stop	Suburb	Platform layout	Coordinates	Refs.
Gungahlin Place	Gungahlin	Dual (Island & Side)	35°11′8.3″S 149°8′7.73″E	[78]
Manning Clark North	Gungahlin	Island	35°11′13.15″S 149°8′36.14″E	[79]
Mapleton Avenue	Franklin / Harrison	Island	35°11′36.17″S 149°9′3.5″E	[80]
Nullarbor Avenue	Franklin / Harrison	Island	35°12′1.98″S 149°8′57.46″E	[81]
Well Station Drive	Mitchell	Island	35°12′29.29″S 149°8′50.96″E	[82]
Sandford Street	Mitchell	Island	35°13′17.8″S 149°8′40.8″E
EPIC and Racecourse	Lyneham	Side	35°13′42.37″S 149°8′39.85″E	[83]
Phillip Avenue	Lyneham / Watson	Island	35°14′8.86″S 149°8′38.14″E	[84]
Swinden Street	Lyneham / Downer	Island	35°14′38.89″S 149°8′4.69″E	[85]
Dickson Interchange	Lyneham / Dickson	Side	35°15′2.01″S 149°8′1.46″E	[75]
Macarthur Avenue	Lyneham / Dickson	Side	35°15′36.57″S 149°7′56.02″E	[86]
Ipima Street	Turner / Braddon	Side	35°15′57.23″S 149°7′52.62″E	[87]
Elouera Street	Turner / Braddon	Side	35°16′21.42″S 149°7′48.62″E	[88]
Alinga Street	Civic	Side	35°16′40.56″S 149°7′45.59″E	[89]

The Sandford Street light rail stop commenced construction in 2020 and opened on 16 September 2021.^[90][91][2]

Operation

Canberra Metro Operations logo

The service is operated by Canberra Metro Operations (CMET), in association with Deutsche Bahn Engineering and Consulting, under a 20-year contract.^[61][92] CMET is a joint venture between John Holland and Pacific Partnerships, both of whom are part of the Canberra Metro consortium.

CMET holds the contract to operate the light rail until at least 2036.^{[93]: p. 1 [94]} Formed in 2016,^[95] it is a partnership between John Holland and Pacific Partnerships in association with Deutsche Bahn Engineering and Consulting.^{[93]: p. 12} CMET commenced operations on 20 April 2019 with the completion of the first stage of the project.^[96]

The structure of the Canberra Metro Consortium^{[93]: p. 13}

CMET is part of the Canberra Metro Consortium, acting as the operations component of the group, with both its owners also being equity providers.^{[93]: p. 12} CMET does not contract with the ACT Government, rather it contracts with Canberra Metro PC Pty Limited (Canberra Metro) to provide service on its lines, which then contracts with the Canberra Metro Agency to manage the project and provide services to the city.^{[93]: p. 3}

The contract specifies the following minimum service levels for hours of operation and service frequency:^[61]

Day	First service	Last service
Monday to Thursday	06:00	23:30
Friday and Saturday	06:00	01:00 the following day
Sunday	08:00	23:30
The last services from Gungahlin depart half an hour earlier. The first service from the city on Sunday departs half an hour later.

Day	Departure time	Frequency
		To the city	To Gungahlin
Monday to Friday	06:00-07:00	15 minutes	15 minutes
Monday to Friday	07:00-07:30	6 minutes	10 minutes
Monday to Friday	07:30-09:00	6 minutes	6 minutes
Monday to Friday	09:00-16:00	10 minutes	10 minutes
Monday to Friday	16:00-17:30	6 minutes	6 minutes
Monday to Friday	17:30-18:00	10 minutes	6 minutes
Monday to Friday	After 18:00	15 minutes	15 minutes
Saturday	06:00-01:00	15 minutes	15 minutes
Sunday	08:00-23:00	15 minutes	15 minutes

Rolling stock

An Urbos 3 on Northbourne Avenue

Interior

14 CAF-built Urbos 3 trams operate on the system. CAF will also provide twenty years of maintenance for the fleet.^[97][98] The trams are 32.96 m (108 ft 1.64 in) long and consist of five modules. There are four doors on each side of the vehicle, two single-leaf and two double-leaf doors.^[99] The first tram was delivered in December 2017.^{[100][101][102]} The vehicles feature a red and grey livery, with a white reflective stripe in the middle.^[103] The depot is located in Mitchell.^[104]

Five additional light rail vehicles were ordered from CAF ahead of the construction of Stage 2A. These vehicles are capable of wire-free running, as required by the National Capital Authority within its defined area. Deliveries began during 2024 and by January 2025, four were operational, with two in regular service.^[105]

Control system

Tehnika's t-visor RAIL platform, also used on the Gold Coast Light Rail,^[106] provides the operators with a single, centralised control system. This encompasses the automatic vehicle location, traffic signalling priority, traction power & infrastructure SCADA, CCTV and passenger information systems, amongst others.^[107]

Stage 2 extension

View of Commonwealth Avenue looking south from City Hill towards Parliament House. The hump in the middle distance is the bridge over Lake Burley Griffin, over which trams are expected to travel if Stage 2B goes ahead.

The consortia participating in the procurement process for the initial line were asked to develop plans for an expanded route from the City Centre to the Defence headquarters in Russell via London Circuit and Constitution Avenue. This additional 3.2-kilometre (2.0 mi) section was estimated to boost the patronage of the line as a whole by more than 30%. The proposal highlighted the desire of the Federal Government's National Capital Authority to use wire-free technology to power the trams in areas of the city under the authority's management.^[108][109] The ACT Government decided not to proceed with the expanded route but committed to releasing a plan for a second stage of the light rail network before the October 2016 territory election. It was considering extending the line not only to Russell but to the broader parliamentary triangle, possibly including Canberra Airport and the Australian National University.^[110]

Development

In July 2016, the government released a shortlist of four potential routes that could form the second stage of the light rail network. The routes were:^[111]

• City to Canberra Airport via Constitution Avenue and Parkes Way
• City to Belconnen Town Centre via Barry Drive past Calvary Hospital and the University of Canberra
• City to the Parliamentary Triangle via either Commonwealth Avenue or Kings Avenue
• City to Mawson via Woden.

In September 2016, the government selected a truncated version of the Mawson route that ends at Woden as its preferred second-stage project. The route is around 11 kilometres (6.8 mi) long.^[112][113] Tenders to design various aspects of the project were called in November. At that stage, the only firm decisions the government had made about the route were that it would run from Alinga Street to the Woden Town Centre and use Commonwealth Avenue Bridge to cross Lake Burley Griffin.^[114] More concrete plans were released in May 2017. South of Lake Burley Griffin, the route will predominantly travel via Adelaide Avenue and Yarra Glen. Design options for several sections of the route that had yet to be locked in were presented to the public for comment.^[115][116] An option that would have extended the route to the Canberra Hospital was dropped in December 2017.

Routes for Stage 2 presented in May 2017

Routes for the Woden extension presented in May 2017:

  Option 1

  Option 2

  Alternative route through the city

  Alternative terminus at Canberra Hospital

There were two options for the section between Lake Burley Griffin and Adelaide Avenue: a deviation to Barton with proposed stops at Old Parliament House, Brisbane Avenue and Sydney Avenue; or a more direct route via the Capital Circle.^[117] The longer route via Barton was selected by the ACT Government as the preferred route in April 2018.^[118] In March 2019, the Commonwealth Government offered its support for the extension to Woden, however, it favoured a different path around Capital Hill, arguing for a route along the State Circle.^[119] A delay in the federal government response meant planning work for the line was postponed, though choosing to not pursue the Barton route could mean a simpler regulatory process.^[119] The ACT Government is now investigating the State Circle route, which involves some technical challenges due to steep gradients for light rail.^[120]

When construction of Stage 1 began, construction of Stage 2 was planned to begin shortly after the completion of the first stage.^[114] The Federal Government will be invited to contribute to the project as part of the government's City Deals program.^[121]

In July 2019, the ACT Transport minister Chris Steel announced that stage 2 would be divided into 2 parts, 2A to stop before Lake Burley Griffin at Commonwealth Park and 2B to continue across the lake to Woden.^[122]

Stage 2A

Parts of stage 2A will contain green track, this is the prototype being tested at the National Arboretum

In mid-July 2019, the ACT Government submitted a referral to the Australian Department of Environment and Energy for stage 2A, covering the extension from Civic to Commonwealth Park as well as an expansion of the depot in Mitchell.^[123]

In September 2019, the ACT Government approved the business case for stage 2A, confirming the three new stops on the route which will also require London Circuit to be raised at Commonwealth Avenue where the light rail will travel.^[124] According to the stage 2A business case, from the Alinga Street Stop to the Commonwealth Park Stop will be about 6 minutes.^[125]

In November 2022, works to raise London Circuit commenced.^[126][127]

In December 2023, the ACT Government signed a contact for the construction of the stage 2A service. This construction is expected to commence in late 2024 or early 2025, after the raising of London Circuit is complete.^[128]

In late 2024, wire-free rail vehicles began to be used on the Stage 1 route, in preparation for their use once the Stage 2A extension becomes operational.^[105]

Stage 2B

In mid-July 2019, the ACT Government submitted a referral to the Australian Department of Environment and Energy for stage 2B, covering the extension from Commonwealth Park to Woden.^[129]

Potential further extensions

Stage 3: Belconnen to Canberra Airport

In October 2019, the ACT Government released its infrastructure plan which included stage 3 of light rail going from Belconnen to Canberra Airport via Civic, with the Civic–Belconnen section built first.^[130][131]

Stage 4: Woden to Tuggeranong

In October 2019, the ACT Government released its infrastructure plan which included stage 4 extending from Woden to Tuggeranong via Mawson.^[131]

Twenty-five-year vision

In October 2015, the ACT Government released a plan for a citywide light rail network that would be built over twenty-five years.^[132] The plan includes the following elements:^[133]

Corridor	Priority	Notes
Gungahlin to City	Complete	Stage One
Parliamentary Triangle	High	Connecting City to Russell, City to the Parliamentary Zone and Russell to the Parliamentary Zone.
Woden to City	High	Running via Adelaide Avenue.
Tuggeranong to Woden (Athllon Corridor)		Running either via the Athllon Drive Corridor or the existing rapid bus alignment along Erindale Drive
Eastern connections (Fyshwick and Canberra Airport)	High	Additions to the Parliamentary Triangle routes, from Russell to Canberra Airport and the Parliamentary Zone to Fyshwick.
Belconnen to City		Running via Southern Cross Drive and Barry Drive
Molonglo to City		Woden to City via Hindmarsh Drive, John Gorton Drive and Parkes Way

References

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External links

Media related to Canberra Metro at Wikimedia Commons

• Transport Canberra - Light Rail
• Construction consortium website