The City of

City Planning, Urban Design and Planning, CVUT. Seminar Work by Phoebe Ford. LOCATION

The , by M.S. Hill, 1888. State Library of . Regional Relations

The New South Wales Government conceptualises Sydney as ‘a city of cities’ comprising: The Central Business District (CBD) which is within the City of Sydney Local Government Area (LGA), the topic of my presentation, and North Sydney, which make up ‘Global Sydney’, and the regional cities of , Liverpool and Penrith. This planning concept applies the Marchetti principle which aims to create a fair and efficient city which offers jobs closer to homes, less travel time and less reliance on a single CBD to generate employment. The concept is that cities should be supported by major and specialized centres which concentrate housing, commercial activity and local services within a transport and economic network.

Walking catchment centres along rail and public transport corridors ‘One-hour Cities’ of the Greater Metropolitan Region of Sydney

Sydney’s sub-regions and local government areas Inner Sydney Regional Context City of Sydney Local Government Area Importance Within Broader Context of the Settlements Network

• Over the last 20 years, ‘the Global Economic Corridor’ - the concentration of jobs and infrastructure from Macquarie Park through Chatswood, St Leonards, North Sydney and the CBD to and Port Botany- has emerged as a feature of Sydney and 's economy.

• The corridor has been built on the benefits that businesses involved in areas such as finance, legal services, information technology, engineering and marketing have derived from being near to each other and to transport infrastructure such as the airport.

• It has been reinforced by the motorway system focused on the linking across the harbour, and by the amenity and services available in and around the CBD.

• The success of Global Sydney, including the CBD within the City of Sydney, is the foundation for economic activity to extend along strategic corridors, among regional cities and other strategic centres. The Global Economic Corridor extends from the airport through to Macquarie Park, with future plans to include Parramatta. This corridor contains 40% of Sydney’s jobs. Key

Global Sydney is the main focus for national and international business, professional services, specialised shops and tourism. It is also a recreation and entertainment area for the Sydney region, with national significance.

The Global Economic Corridor concentrates jobs and activities in centres from North Sydney to Macquarie Park and from the City to the Airport and . The Eastern Distributor Motorway within the Global Economic Corridor HISTORICAL DEVELOPMENT

A view of Sydney Cove, New South Wales. Artist: Francis Jukes, 1746-1812. In the National Library of Australia. Roots of the City

• Under instruction from the British Government, a convict settlement was founded by Admiral Arthur Phillip, who arrived at Botany Bay with a fleet of eleven ships on 18 January 1788. The site, however, was deemed to be unsuitable for habitation: it had poor soil and lacked reliable fresh water. Subsequently, Philip founded the colony one inlet further north along the coast, at Sydney Cove on 26 January 1788. The British called the Aboriginal people there the Eora, meaning ‘from this place’ in the local language.

• Sydney is mostly Triassic Rock, that is sandstone which was laid down in the Triassic Period.

• Many of Sydney City's main thoroughfares, such as George Street, Oxford Street and King Street Newtown follow Aboriginal tracks which served as trading routes between farmed grasslands or bountiful fishing areas. Key Moments in Urban Development • In April 1789, a catastrophic epidemic disease, possibly smallpox, spread through the Eora people and surrounding groups, with the result that local Aborigines died in their thousands. By 1820 there were a comparatively small number of Aborigines who were subject to oppression by the British.

• Under Governor Lachlan Macquarie, roads, bridges, wharves and public buildings were constructed by British and Irish convicts. By 1822 the town had banks, markets and established thoroughfares. This early development laid the physical foundation of what is now city of Sydney and the buildings around which development and redevelopment occur.

• Early in the 19th century, the population of the agricultural settlements, including Parramatta and Liverpool, exceeded that of the main settlement around Sydney Cove. Development continued on the flatter, more fertile terrain on the south side of the harbour which also allowed easier road construction.

• By the middle of the 19th century, with a population of 100,000, Sydney extended to surrounding municipalities of Glebe, Randwick, Waverley, Woollahra, and Marrickville, Newtown, Paddington and Balmain. These suburbs were linked to the city centre by the emerging tram network. Left: Trams running down Sydney’s main street, George Street, which is decorated to celebrate the beginning of the Commonwealth in 1901.

• Up until the 1950s, the pattern of the city continued to follow access to the rail and tram network. Urban expansion in linear corridors along major transport routes was encouraged.

• Buses replaced trams in the early 1960s and the city grew to almost 70km wide east to west and 60km north to south.

• The 1970s brought an increasing reliance on the private car that changed Sydney, with new lower density suburbs distant from the fixed public transport networks. Composition and Shape of the City: Ways of Growth, Main Axis of Development and Environmental Impacts.

If the first fleet had settled at Parramatta rather than , Sydney would be a more typical global city, with the CBD in the middle of the urban area on relatively flat ground next to a river that could be bridged easily. Instead Sydney grew from a town perched on the harbour at the eastern edge of the coastal basin, then spread quickly to the more fertile areas south and west along the rivers, across the flatter lands to the west, and north across the harbour.

The Greater Metropolitan Region occupies most of a Coastal Basin bounded by the Pacific Ocean, and the extensive national parks of mountains and bushland to the north, south and west. These physical elements present a natural barrier to endless outward expansion. The North-West and South-West Growth Centres are two regions of undeveloped land in Sydney’s north west and south west, totaling 27,000 hectares and divided into 34 Precincts. The NSW Government identified these areas in 2005 as land to be released for new communities to accommodate 500,000 people over the next 30 years. An economic study found that growth paths where more than 30% of dwellings were in greenfield areas raised social, environmental and infrastructure costs (especially transport and water) while not necessarily providing housing where people preferred to live. Therefore the NSW Government is aiming for 70% of growth to be in existing infill areas, and 30% of housing in greenfield release areas, mostly in the ‘Growth Centres’.

Sydney’s Urban Footprint

CURRENT NEEDS AND TRENDS OF DEVELOPMENT INTO THE FUTURE

Sydney before Earth Hour on March 31, 2007. Sydney Morning Herald. Urban Renewal Opportunities Supported by the Rail Network

Within the City of Sydney, Redfern Waterloo area is Identified as an Urban Renewal Centre. Revitalisation and Rehabilitation needs, Preservation of Monuments

Above: View of CBD from Redfern. Top Right: Conversion and re-use of former railway workshop heritage buildings (now houses a theatre and marketplace). Bottom Right: Other heritage buildings remain unused in dead-zones of the Australian Technology Park. The Redfern–Waterloo Authority (RWA): place–based interventions and partnerships between stakeholders. Used as a model for urban renewal by the Sydney Metropolitan Development Authority. Redfern has importance as home to the first Aboriginal support organisations. The achievements in Redfern– Waterloo have been delivered through cooperation between different levels of government, community organisations and private developers. RWA has facilitated the delivery of social infrastructure such as the National Centre of Indigenous Excellence in 2010. This is a community facility with gymnasium, sports hall, outdoor swimming pool, intensive literacy tutorial centre, arts/craft activity rooms, sporting field and campus Above: accommodation for visiting groups of Aboriginal Housing Company’s indigenous youth. Pemulwuy Project will result in the redevelopment of ‘The Block’ in Redfern RWA runs indigenous education schemes in for affordable housing as well as cultural, partnership with other agencies and community and commercial uses. community groups. RWA invested $4.7 million to house the National Information Communication Technology Centre for Excellence (NICTA) and the Defense, Science and Technology Organisation at the Australian Technology Park. The RWA aims to grow an industry cluster in a local centre, whilst it also promotes skills development to address the economic and social needs of the local community. Strengthening Redfern and the Australian Technology Park will contribute to the maintenance of the Global Economic Corridor and the 40% of employment within it. Despite being located along the global economic corridor, the bus interchange at Redfern Station does not befit its position as a strategic corridor interchange in terms of its design or the number of routes and services available. Allowing surrounding environs to benefit from better access to buses, would improve surveillance, activity and safety.

However, the City- Airport Corridor already has a very high level of transport activity and is expected to grow.

Local and State Governments have plans to extend the light rail from Central to Circular Quay as a base for a future light rail extension which includes Redfern and the University of Sydney.

Redfern Train Station is being investigated for upgrade. Recent development plans for Redfern: replacing and refurbishing around 3,500 social housing units into 2,800 social housing and 700 affordable housing units and adding another 3,500 private residential units.

This is occurring at a time when the Local Council is calling for a new development paradigm. Thus far, major urban development has occurred without concurrent upgrades of public transport: water, sewerage etc. guaranteed but public transport lags. Residents and employees commit to cars and expensive parking which reduces housing affordability/creates chicken and egg problem: developers say they must provide parking, which creates congestion and reduces viability of future public transport. New development in Redfern: potential to New paradigm: upgrades and house active street frontage retail below and extensions to public transport equally office and residential space above. essential and provided in a timely manner. An Area for Walking and Cycling

Why: • Minimising greenhouse gas emissions and the impacts of climate change. • Reducing reliance on petrol energy sources. • Reducing city congestion. • Improving health and wellbeing. • Increasing life on the street. • Creating a more diverse and mature night time culture. • Reclaiming the city centre from traffic.

How: • Limit car parking in the area highly accessible by public transport. • Provide showers and change rooms to encourage walking and cycling. • Offer secure bike storage. • Activate lanes for pedestrian use by encouraging small business, retail, galleries and bars and by beautifying the exteriors of dwellings. Urban Transport Based on a hierarchy of centres and employment/housing trends and travel patterns, 46 existing and emerging multimodal transport corridors were identified by the NSW Government, factoring in expected growth patterns. These corridors were assessed as critical over the longer term to ensure a connected city with efficient travel options. They guide the location of capacity enhancements to make Sydney more compact and accessible. North West-CBD-South West Rail Link • $8 billion rail extension announced in June 2005. • Continuous rail link between the North West, the Global Economic Corridor and the South West. • 2012 constructions extend network to the South West Growth Centre. The City of Sydney had an estimated 182,000 residents in 2011 who made over 700,000 trips on an average weekday. Most live in apartments and many are able to rely on walking, cycling and public transport much more than the average Sydney resident; 49 per cent of resident trips are by walking, 15 per cent by train and bus and only 30 per cent by car.

The City’s streets are impacted by a large number of trips by other Sydney residents travelling to work or to other attractions, or travelling through the City. The highest concentration of trip attractions is in Central Sydney, with one million pedestrian trips daily, made by around 450,000 people.

Source: Bureau of transport statistics, 2010. Central Sydney Weekday Morning The City of Sydney inter-related transport Peak Hour: Mass Transport Passenger challenges over the next 25 years: Flows, 2008. • Maintaining appropriate economic growth. • Accommodating growth pressures. • Looming capacity limits. • Aging population. • Reducing greenhouse gases and oil use. • Enhancing health and safety.

Sydney’s heavy rail system is close to capacity, particularly key city stations such as Town Hall and Wynyard. The City’s relatively narrow streets are crowded with cars, buses, cyclists and pedestrians. Bus congestion is worsening, especially in George Street, York Street and Elisabeth Street. A limit on buses using York Street has recently been proposed. Footpaths in Central Sydney are crowded with one million pedestrian trips on a typical weekday. While Sydney has built an extensive motorway network in the last two decades, its public transport investment has not kept pace. Sydney Residents Travel 2008 Modes for Journeys to Work in Central Sydney 2006

Source: Bureau of Transport Statistics Government Proposals and Expenditures The NSW Government recently announced that it will spend $25 billion on transport over the next four years: 56 per cent of that will be spent on public transport and 44 per cent will be spent on roads. $1.6 billion will be spent on a 12-kilometre Light Rail track linking Circular Quay and Central, George Street, Moore Park and the University of NSW. Construction will begin in 2014. This will add to a small strip of existing light rail in the City, and to extensions to the Inner West which began construction in 2012 and will begin operating in 2014.

The Government also announced an overhaul of the city's bus network to reduce peak-hour buses in the CBD. Bus reforms include improvements to interchanges, more cross-city routes and higher priority for buses. The Government estimates this will mean 220 fewer buses enter the city each hour in peak morning traffic.

The NSW Government backed the City of Sydney’s calls to pedestrianise part of George Street. The City Council last year committed $180 million towards this project, to be used for street improvements like widened footpaths, better lighting, landscaping and traffic management.

The NSW Government’s other main transport priority is to build a 33-kilometre ‘WestConnex’ motorway through Sydney.

Source: The Sydney Morning Herald, December 13, 2012. Left: Light Rail extensions to the Inner West.

Right: Light Rail extensions to the East. Map of Proposed WestConnex Motorway.

Objectives- Improved connections linking international gateways, Western Sydney and places of business across the city; relieve road congestion; urban renewal, improved livability and public and active transport along and around . Funding- State and Federal Governments, partnership with private sector, user pays contributions. Potential Light Rail Extensions in Central Sydney, the City of Sydney. Key interchanges in the City of Sydney Proposed Enhancements Plan for a Regional Cycle-way Network. The Livable Green Network (LGN) Plan involves upgrading and widening footpaths, improving lighting and landscaping and improving connectivity for pedestrians and cyclists.

Major projects already completed include the harbour foreshore walk, upgrades in Glebe Point Road and Redfern Street village centres, creation of shared spaces and upgrades to laneways.

Further improvements are proposed for Chinatown, a busy retail and restaurant precinct, where some street closures and creation of shared spaces will create additional space. Quality of Environment, Green spaces, Recreational and Leisure Facilities

Aerial View of Royal Botanic Gardens and Domain. Environmental Context

Atmosphere: Burning fossil fuels and land clearing is increasing the concentrations of greenhouse gases (GHGs) which trap more heat and change the climate (the enhanced greenhouse effect). Over 96% of the fuels used to generate electricity in Australia are non- renewable and 84% of electricity is produced by black and brown coal. Thus the electricity sector is the major emitter of GHGs, producing 1/3 of Australia’s net GHGs in 2007. The effects of climate change are hard to predict but it is likely that Australia will be hotter and drier. Air quality in Sydney is also effected by motor vehicle emissions and by fine particles and photochemical smog. Motor vehicle transport is the major anthropogenic emitter of air pollutants in Sydney. The high concentration of people in coastal areas of South East Australia, especially Sydney, has resulted in high rates of land clearing for urban development. Such habitat loss for native plants and animals has reduced their numbers and their geographical spread. The need for landfill sites and water and sewage services has also placed pressures on the environment.

With economic and population growth, the construction and renovation of dwellings and the use of energy to heat and cool these dwellings continues to rise. Larger dwellings require more energy and the size of dwellings is increasing (number of rooms), while the number of people living within such dwellings is decreasing (reduced family size).

Source: Australian Bureau of Statistics. City of Sydney Decentralised Trigeneration Draft Master Plan 2010-2030

Priority development of the City’s four most carbon intense zones into Low Carbon Infrastructure Zones which will supply low carbon electricity and zero carbon thermal energy for hot water, heating and cooling. Production of electricity and simultaneous exploitation of waste heat from generation to supply hot water/heating. Heat can be converted into cooling via heat driven chiller.

• Natural gas emitting 40% less GHGs will replace coal as generator of electricity • Gas more easily transported/cleaner burning than coal: unlike large regionally located coal fired plants, can be located within urban buildings. Greenhouse free waste heat can be collected and used within the City for heating water/buildings and cooling buildings. • Using waste heat and burning gas not coal: less GHGs. • Plan to connect 65% of commercial, 50% of retail and 30% of residential floor spaces within the City. Reduce GHGs across the City by 18- 26% below 2006 levels by 2030. • Lower cost than other low carbon/renewable technologies. Capable of future integration with new technologies/fuel stocks outside current scope of practical implementation.

Low Carbon Infrastructure Zones (LCIZs) • 15 trigeneration systems to be installed in key locations. • 10-40 MWe in size: larger and more efficient than individual building scale plants. • Zones to cover Green Square, CBD North/Barangaroo, Pyrmont/Broadway, CBD South/William St.

Potential Solutions for Areas Outside LCIZs • Alternative emissions reduction initiatives appropriate: solar thermal, PV, solar water heaters, small scale fuel cell and trigeneration plants installed on a building/small scale network basis. Some electricity may be exported to these areas from trigeneration systems. • As the City grows, areas with enough density and thermal demand may warrant small scale trigeneration networks connecting to multiple buildings. Water Sensitive Urban Design

The City of Sydney includes the coastal landscape of Sydney Harbour which connects to other riverine and estuarine areas in metropolitan Sydney. These water systems provide a unique environment, recreational and commercial opportunities and essential resources.

Effective stormwater and wastewater treatment systems are critical in maintaining and improving waterways. Incorporating water sensitive urban design (WSUD) into existing urban areas also helps improve the quality of stormwater and waterways.

WSUD ensures development is designed, constructed and maintained to minimise impacts on the natural water cycle and downstream waterways. It seeks to minimise demand for potable water through recycling wastewater and stormwater, limit peak runoff and treat stormwater runoff to reduce pollutant levels.

Usually, stormwater travels with high velocity, picking up pollutants and sediments and discharging them into Sydney Harbour and . WSUD is achieved by integrating pervious surfaces and vegetation into urban design. Integration of plants and permeable surfaces allows stormwater to be retained, slowed down and filtered so that the pollutants in the stormwater are reduced and waterways are protected.

WSUD can be integrated on roadsides, road side tree pits, and open spaces. Raingardens look like regular garden beds, but they act as stormwater treatment systems. City of and Garden Management

The City manages over 400 parks and public open spaces, totaling around 188.5 hectares, which cater to a variety of recreational pursuits. Within the City of Sydney some public parks and open spaces are under the control of NSW Government agencies. These include parks within the precinct and at the Rocks, controlled by the Sydney Harbour Foreshores Authority, the Royal Botanic Gardens and Domain and . Native plant species are encouraged and planted where appropriate to provide food and habitat for native birds and wildlife.

Left: Rain gardens in Sydney (Water Sensitive Urban Design). There are 13 Community Gardens in the City of Sydney. This is expected to grow due to high community demand. Community Gardens can apply for grants and sponsorships from the Local Government.

Left: Map of Community Gardens within the City of Sydney. Shaded area shows the area (750 metres) around each garden that is within a short walk.

Below: Verge Garden in Chippendale, an example of verges or nature strips being used for food production and communal gardening. Gardens is a sunken and rooftop garden which conserves the ruins of the heritage listed Paddington Reservoir while also providing an urban sanctuary. The Reservoir was built between 1866 and 1878 and supplied Sydney with water in the second half of the 19th Century. The gardens were opened in 2009 after almost 20 years of disuse. They are irrigated by runoff from the upper level park and lower garden. That water is then stored in tanks below a boardwalk, allowing a microclimate to flourish. The hardscape material palette is a reflection of the remnant structure’s masonry, timber, and iron construction. The landscape works to the upper level incorporate upgrades of the Oxford Street and Oatley Road street frontages.

The sites’ adjacency to the civic precinct of Paddington reinforces the importance of the project and its connection physically and culturally to the local community. Public urban spaces The City has proposed the development of a major city square opposite Town Hall between George Street and , to create a civic heart for Sydney and to complement other major public open spaces at Circular Quay, , Hyde Park and Darling Harbour.

The City and the State Government is exploring opportunities for combining a new Town Hall Square with an underground bus and rail interchange. This is expected to become possibile after the George Street Transformation project is completed.

Left: Artist’s impression of proposed Town Hall Square. Sydney’s Central Station is already a main gateway to the City, accommodating a large number of intercity and long distance passengers as well as high volumes of commuters. The main station building is a grand structure, and the surrounding areas including Belmore Park and Railway Square have potential to create a high quality gateway to the city. This will become particularly significant if high speed rail develops in Australia as it has elsewhere.

Central Station acts both as a major transport interchange and as a barrier to movement. There is only one east-west pedestrian crossing between and Cleveland Street, a distance of nearly a kilometre, and the is unsuitable for use by cyclists. Railway Square is a potentially grand urban space, and was once a relatively free space for pedestrians, however rising volumes of cars and the replacement of trams by buses has made it an unpleasant and heavily congested interchange between rail and road transport. Issues of security at night, lack of pedestrian crossings at Eddy Avenue and the barrier of the rail embankment north of Central Station, reduce the potential value of Belmore Park.

Belmore Park is an important green space for the City, including for the increasing numbers of residents in the southern quarter. Nearby , Chinatown and Surry Hills create high pedestrian volumes through the area.

The City Council proposes to work with the State Government to prepare an international design competition to move the development of this end of the city to the next stage. Central Station and surrounds. Above left: Area between Railway Square and Central Station; Above Right: Chinese New Year Celebration at Belmore Park; Below Left: View of Central Station Building from Belmore Park/ Eddy Avenue. Major development projects under construction

Barangaroo is an inner-city suburban area, part of the local government area of the City of Sydney. It is on the north-west edge of the Sydney CBD and the southern end of the . In 2003, the NSW Government determined that Barangaroo would be redeveloped from shipping facilities to provide more commercial office space and recreational areas. Sydney’s city centre and its ‘global economic corridor’ are expected to reach development capacity in a few years. In this context, the NSW government has stated a commitment to strengthening the CBD and Business Parks.

Above: the undeveloped site. Below: Artist’s impression of the completed project. Development of the area provides an opportunity to expand commercial, tourism and residential uses, and to improve and integrate harbour access within the CBD. The site is managed by the Barangaroo Delivery Authority, an agency of the NSW government. A Design Excellence Review Panel supports the Authority and guides it on design issues including architecture, landscape and culture. The Authority continually submits project applications to the NSW Department of Planning for approval, until the entire renewal project is complete.

The Concept Plan, a legal planning instrument which guides development of Barangaroo, was first approved in 2007. Since then there have been four changes to the original Plan. In December 2010, the Minister for Planning approved an amendment to the Concept Plan, allowing additional floor space, additional height and a landmark hotel on a public pier. There are three main precincts within the site. Barangaroo South is the commercial centre with office buildings and some residential apartments. The Headland Park will restore natural pre-1830s headland features and balance with other headlands on the harbour while offering a public foreshore walkway. Barangaroo Central is to have low-rise residential, commercial and civic buildings. A controversial hotel casino has been proposed for this central area. It is planned that Barangaroo Light Rail has been proposed to link Barangaroo to will have a fully integrated the rest of the city. Two route options have been public transport system, with suggested – via Millers Point to Circular Quay, where 96% of people coming into the it would join the proposed light rail extension up area by public transport, walking George Street, and via Sussex Street to Hay Street. or cycling. This reflects the NSW See map below: and Local Government aims to integrate transport and land use planning. ‘Wynyard Walk’ will be a high capacity pedestrian tunnel and bridge from Wynyard Station to the southern corner of the site.

Other pedestrian and cycle-way connections to the site, including a continuous waterfront route and pedestrian bridges across Hickson Road are also planned.

Planned upgrading of Ferry Services: convenient for people travelling from along the and Manly. Redevelopment of the city’s character

Under current proposals about 40 percent of George Street, between Bathurst and Hunter streets in the CBD, will be open only to pedestrians and trams.

Artistic impressions of pedestrianised George Street with proposed tram line. Artistic impressions of Barangaroo South (above), and Headland Park (below). Within the City of Sydney Local Government Area, WestConnex will result in a redevelopment of the character of Parramatta Road and the character of the suburbs of Saint Peters and Camperdown. A sunken motorway will cater for cars, which could allow for a revitalised transit boulevard on Parramatta Road. A tunnel from St Peters to Camperdown will provide a route for vehicles between the Airport/ Port Botany. This will remove freight trucks on the surface roads of these suburbs, providing the opportunity for renewal.

Artistic impression of Parramatta Road with WestConnex. CONCLUSIONS

• The success of the City of Sydney’s urban planning presented in the above slides is dependent not only on the City implementing its key goals, but also on the NSW Government’s broader transport infrastracture plans and implemetation of other key re- developments such as Barangaroo.

• A key issue to the realisation of the transport plans which will support the urban renewal, consolidation and sustainability of the City of Sydney is the funding to realise the Light Rail Infrastructure and Westconnex, both of which are critical to the success of the City of Sydney as a global and liveable city.

• Funding is also an issue in the City of Sydney realising its own goal of sustainable urbanisation. The development of a Civic Square in front of the city’s Town Hall will require the demolition of buildings which are assets generating income for the Sydney City Council, for example.

• Realisation of the City of Sydney’s urbanisation goals will therefore have to depend on the collaboration not only with the NSW Government but also the Federal Australian Government, both in terms of setting planning goals to be achieved and sharing the costs to realise those goals.

• An example of Federal Government support for the City of Sydney’s urban plans is the support that the Federal Government provided to implement the Regional Cycle-way for the City of Sydney. References

Australia’s Environment: Issues and Trends, Australian Bureau of Statistics 2010.

Australian Institute of Landscape Architects (AILA) Project Pages- NSW Projects and Sites: Paddington Reservoir Gardens http://www.aila.org.au/projects/nsw/Paddington-Res-Gdns/default.htm

BTS Transportation Trends in Focus, http://www.bts.gov/publications/bts_transportation_ trends_in_focus/, Bureau of Transport Statistics 2010.

City of Sydney Connecting Our City Technical Report, City of Sydney 2012.

City of Sydney Decentralised Energy Master Plan —Trigeneration 2010–2030 prepared by Kinesis Consortium For The City of Sydney, 2010.

Metropolitan Plan for Sydney 2036, NSW Government 2010.

James Robertson and Jacob Saulwick, ‘Forty per cent of George Street to be car-free zone in $1.6 billion Sydney tram plan’, December 13 2012, Sydney Morning Herald, http://www.smh.com.au/nsw/forty-per-cent-of-george-street-to- be-carfree-zone-in-16-billion-sydney-tram-plan-20121213-2bb4j.html#ixzz2G4xCJx3R

Sustainable Sydney 2030 Community Strategic Plan 2011, The City of Sydney.

WestConnex- Sydney’s Next Motorway Priority, NSW Government, October 2012.