Having looked at the light rail plan, a number of questions arise:
1. The line heads up Devonshire Street in the direction of Moore Park, Anzac Parade, etc. However, Devonshire Street comes to an abrupt end at Bourke Street. The projected route map shows the line continuing on towards Anzac Parade. This looks to me as if property resumptions are going to be required. Also, how is the line going to (a) get across South Dowling Street, and (b) is the line going to cut across Moore Park to reach Anzac Parade? I myself would reckon that a better way to go would be to go down Crown Street from Devonshire, and then onto Cleveland Street, and from there to Anzac Parade (or is that too easy?).
I do remember reading that the building between Bourke and South Dowling Streets will be bought back and demolished. There's currently a footbridge crossing the Eastern Distributor at that point, so expanding that and adding traffic lights would allow the line to cross.
I'd probably avoid Cleveland Street, it's one of the most congested streets in Sydney. Having trams going down Cleveland, even for a bit, would either slow down the trams or create a bottleneck for other vehicles on an already clogged road.
2. I see that the line is projected to travel via Alison Road and Walmsley Street. Is the tram reservation from Alison Road (opposite Randwick Workshops) to Belmore Road no longer available? Admittedly, I haven't been to the Randwick area for a few years.
Most of it has been built on. That alignment also does not provide a connection to the Eastern end of the University of NSW campus (which would allow trams to replace the Central-UNSW express buses).
UNSW was founded in 1949, not long before the last tram line was removed in 1961. The tram lines at the time were not designed to transport large numbers of students to and from the university, so it doesn't make as much sense to follow the same alignment as 50 years ago. (If we were talking about re-routing an existing alignment, rather than building one from scratch, then that would be a different case.)
3. There seems to be no mention of depot accomodation. The current car shed at Ultimo would appear to be somewhat restricted, given that there will be an influx of new cars. Is the site capable of expansion, or would it be more feasible to build a new depot elsewhere (which should be, ideally, centrally located, so as to minimise the problem of "dead" kilometerage from empty running)?
Randwick Council has offered some land currently used as a car park at the Kingsford terminus. I'd also speculate that the racecourse could offer some of its land near the Randwick terminus.
4. Has any thought been given to reactivating Randwick Workshops as an overhaul/maintenance facility for the light rail fleet?
Isn't this now the Randwick STA depot? If that's the case, it would depend on whether there was a decrease in the number of buses kept there and on whether it was feasible to link the line to it, given that the proposed alignment does not pass it directly.