City of Wagga Wagga Draft Wagga Wagga Integrated Transport Strategy and Implementation Plan 2040

Date:

May 2017 Page 1 of 75

Contents Acknowledgement of Country ...... 3 Community Participation ...... 3 Mayor Message ...... 3 EXECUTIVE SUMMARY ...... 4 1. Context ...... 5 1.1 Purpose of Report ...... 5 1.2 Vision ...... 6 1.3 Transport Opportunities and Challenges ...... 6 1.4 Community Engagement ...... 7 1.5 Public exhibition and background papers ...... 9 1.6 External Reports ...... 10 2. Integrated Planning and Reporting Framework ...... 11 2.2 Strategic Indicators ...... 13 2.3 Implementation ...... 14 2.4 Measure of Success ...... 14 2.5 Review ...... 14 3. Integrated Land Use...... 16 4. Parking ...... 25 5. Freight and Logistics ...... 30 7. Road Network ...... 35 8. Active Travel ...... 43 9. Public Transport ...... 50 10 Implementation Plan ...... 56 Page 2 of 75

ACKNOWLEDGEMENT OF COUNTRY MAYOR MESSAGE

The City of Wagga Wagga acknowledges the Wiradjuri people who To be completed after the public exhibition period. are the Traditional Custodians of the land and pays respect to Elders both past and present.

The City of Wagga Wagga has a long history and association with the local Aboriginal and Torres Strait Islander communities within the Local Government Area (LGA).

The City of Wagga Wagga values the diversity of our local community and supports reconciliation by working consistently in partnership with its local Aboriginal and Torres Strait Islander community, always ensuring that the process is based on respect, trust and a spirit of openness. COMMUNITY PARTICIPATION

The City of Wagga Wagga would like to thank all of the community members who contributed to this strategy through their submissions, participation in consultation sessions and in stakeholder discussions.

Many of the ideas contained within this strategy originated from the community.

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EXECUTIVE SUMMARY efficiently to ensure that investment in the area will lead to continued economic development in the region. The Wagga Wagga Integrated Transport Strategy and Implementation Plan 2040 establish a strategic direction to cater The strategy emphasises the following: for a growing economy and population in a climate where technology and the environment are changing at a rapid rate.  Capitalising on Investment, working with Industry to make Wagga Wagga is New South Wales’ largest inland city and the hub best use of Government Investment. of the Riverina - Murray Region.  Importance of corridor planning and freight movement. An arterial and sub-arterial road network that is strategic will In 2040 the population of Wagga Wagga will exceed 80,000 reduce pressure on local roads. people, however we must plan for a city that could grow to beyond  The liveability and health of our city is important. Local 100,000 people. streets should be safe for children and pedestrians to walk and play. The city’s existing road and transport network has developed over  Heavy vehicles and high traffic movements should be time to cater for increasingly expanding outer settlements, but we separated from our local streets. need a new and integrated approach if we are to support our  Active travel should be safe, efficient and comfortable. growing population, economy and position as a regional centre. Alternative modes of transit will only be utilised if suitable end of trip facilities are provided and parents are comfortable Transport needs to cater for people that are moving to Wagga letting children ride to activities. Wagga to take advantage of affordable housing options, whether  The core of the city needs to be preserved and enhanced. they are heritage CBD homes or on large blocks in outer areas.  The health precinct needs structure planning to ensure our vulnerable patients can obtain care efficiently and businesses The Riverina - Murray is the food bowl for Australia and a growing can thrive and develop around the hospital. list of international markets. A thriving and efficient city is critical in  Emerging smart technologies need to be incorporated with supporting the growth of surrounding rural areas, local centres and end of trip facilities to link people across the commercial core smaller villages. Transport efficiency, safety and a sustainable to allow emerging and smaller businesses to share facilities. environment through reduced congestion and travel time will anchor our city as a facilitator for economic and employment  Partner with Transport for NSW and local transport operators growth. to investigate and trial a more flexible public transport system to better serve the entire community. The Inland Rail project will open up Melbourne and Brisbane Ports, and the Bomen Industrial Park supported by the Riverina Intermodal Freight Hub will be one of the most important freight and logistic destinations and hubs in Australia. The City of Wagga Wagga must ensure that freight and industrial activity can function Page 4 of 75

1. CONTEXT opportunity exists for business to either establish or expand and capitalise on the city’s favourable economic environment and the Wagga Wagga city is the largest retail, commercial, administrative many opportunities associated being located in a contemporary and population centre in the Riverina region and a central hub of regional city. services provision to a catchment of over 185,000 people. Integral to the future of Wagga Wagga city is a transport strategy Wagga Wagga’s earliest settlement was established at a point that addresses the contemporary needs of the city in which we live, where it was easier to cross the Murrumbidgee River. Crossing learn, conduct business and connect. The strategy must also points were crucial in the early years of European colonisation, and position us for the years ahead, allowing us to embrace the road networks followed the pattern of river crossings. Increased challenges and opportunities that the future of Wagga Wagga as a road traffic saw fledgling settlements expand, which in turn Regional city will hold. encouraged travellers, expanding the town further. The construction of the Company Bridge in the 1860s cemented Wagga 1.1 Purpose of Report Wagga as an important regional settlement. The Wagga Wagga Integrated Transport Strategy 2040 and This mantle as a regional centre grew as better transport options implementation plan will be the blue print for Transport in Wagga such as highways and rail became available to and from Wagga. The strategy will reflect the needs and expectations of our Melbourne, Sydney, Adelaide and western NSW. Large scale community, leaving a legacy for future planning and delivering agricultural, manufacturing and local and global export industries projects. grew alongside the local hotel and retail businesses needed to support them. The Wagga Wagga Integrated Transport Strategy 2040 and implementation plan aims to improve local traffic access and As identified in the City of Wagga Wagga’s Community Strategic connectivity identify the provision of responsive parking facilities Plan 2040 – Wagga View, the vision for Wagga Wagga is a and provide a framework for a more cohesive transport network. thriving, innovative, connected and inclusive community that is rich The strategy aims to maximise opportunities to increase public in opportunity, choice, learning and environment, Wagga is a place transport and walking and cycling use providing residents and where paths cross and people meet. Our city’s guiding principles visitors alike with options to enjoy all that our city offers. include thriving, innovative, connected and inclusive. The City of Wagga Wagga can drive, facilitate and lobby the NSW Our city exhibits strong economic and population growth, Government and Federal Government to improve and bring evidenced by consistent falling unemployment rates below the forward key infrastructure to allow our city to continue to grow. state and national averages. Wagga Wagga is highly accessible through its road, rail and air connections to Australia’s major cities and sea ports and the city is well positioned to facilitate a greater share of the national road and rail freight task. Significant Page 5 of 75

1.2 Vision

The City’s aim is to create a balanced transportation system that gives real choices in the way people travel to, from and within Wagga Wagga. It will support a city that is active, safe, healthy and vibrant and enhances Wagga Wagga’s position as a leading Short Term regional city. Solutions 1.3 Transport Opportunities and Challenges

Wagga Wagga city will be regionally connected, locally accessible Integrated and promote safety and equity across our transport system. Approach

To provide a platform to achieve this goal it will be necessary to incorporate the following: Long Term Sustainabilty 2040  Provision of transport choice where options are viable and fit for purpose including walking, cycling, public transport and private vehicles, enabling individuals to access their desired destination.  Riverina Intermodal Freight & Logistics (RIFL) Hub / Inland Rail / Very Fast Rail  Future Technologies: Electric / Driverless Cars / Trucks  Partnerships and Advocacy  Corridor Planning  Preserving land for future infrastructure and catering for growth

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1.4 Community Engagement This feedback along with further engagement sessions and the informing documents were used by two different consultants to The consultation process for the planning and development of the develop background documents (Technical Report and Peer Wagga Wagga Integrated Transport Strategy has been one of the Review) around the issues that Wagga Wagga faces and the most in-depth that the City of Wagga Wagga has conducted. It was opportunities that Wagga Wagga has moving forward. essential for the City to take into consideration everyone’s contributions including individual members of the public, NSW An additional consultation process before the development of the Government and Federal Government bodies, businesses and document allowed the City of Wagga Wagga to hear the industry stakeholders. community’s thoughts on the background paper and validate / prioritise the transport challenges of Wagga Wagga. Starting in 2015 a series of engagement sessions led to the development of key informing documents (Speak Out Report, Survey Report, Interactive Map Report, Visioning Workshop Report and Moving Forward Together Report).

Image: Peer Review

Image: Engagement sessions Page 7 of 75

The consultation process included the seven steps identified below:

Stakeholder visioning workshop (November 2015) An all day workshop was held, 200 community stakeholders were invited, and 43 participated throughout the day in developing a vision and discussing key topics of transport within Wagga Wagga. The top five key topics in order were; cycling, public transport, parking, walking and Gobbagombalin Bridge Speak out (December 2015) A drop-in engagement session was held for half a day with a range of stalls focusing on key transport topics. Approximately 60 people attended and discussed topics including; walking, cycling, cars and traffic, public transport, RMS assets, education and parking. Transport survey (January 2016) An online survey for Wagga Wagga residents was conducted with 156 submissions, the survey asked people about their transport concerns and what opportunities Wagga Wagga had. The top five topics in order were; cycling, public transport, roads, footpaths and parking. Interactive map (January 2016) An online interactive map allowed the community to share their experiences of transportation in Wagga Wagga. 193 pins were placed by 48 people. Each pin was categorised fewer than one of the following topics which are listed in order of most pins placed; cycling issues (37.3%), walking issues (25.9%), traffic (18%), public transport (9%), other (6%) or parking (3%). Moving Forward Together (March - April 2016) Moving Forward Together was a verification process, where a workbook was created to give feedback on the consultation results so far. Key topics and locations were set out with all results presented and asked for additional feedback from community members. Review of technical papers (March - April 2017) Two technical reports were put forward to council and public exhibition. During the exhibition period 90 formal submissions were received. The submissions were categorised based on the suggestions, solutions or concerns that they held. Thirty-one specific topics were categorised with the top three most popular topics being the future duplication of the Gobbagombalin Bridge, cycling infrastructure, corridors and networks, and public transport initiatives. Industry Stakeholder Sessions ( 22 and 23 March 2017) Stakeholders discussed five key transport topics of parking, freight, public transport, road network and walking / cycling. Almost 100 key industry stakeholders were invited with over 60 attending the workshops.

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1.5 Public exhibition and background papers Figure 1: Top 10 topics

The public exhibition period ran until 31 March 2017. During this time the City actively sought submissions to help develop the draft strategy. Members of the public could call, write, email or enter online their responses to the background papers.

Ninety formal submissions were reviewed and one public petition was received with 1,332 signatures. The submissions were categorised with 271 relevant suggestions collated into 31 topics. The top 10 of the 31 topics were:

 Need for future duplication of the Gobbagombalin Bridge  Cycling infrastructure, corridors and networks  Public transport initiatives  Development to the north with suitable infrastructure and structure planning  Need to better manage CBD parking  Safe multistorey parking in health and CBD precincts  Truck rest areas and efficient freight routes  Infrastructure in the CBD being inclusive, safe and pedestrian friendly  Improved Old Narrandera Road and Olympic Highway intersection  Improved Glenfield Road corridor

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1.6 External Reports

In reference to the public exhibition of the background papers two Housing Industry Association organisation bodies, Committee 4 Wagga and the Housing Industry

Association, submitted external reports. The reports provided analysis, mapping and strategic input, which the City of Wagga Wagga has considered and incorporated components within the strategy. Below are some of the key points that were detailed within the external reports.

Committee 4 Wagga

Some of the comments provided include:

 Prioritise to the most popular mode of transport  Zoning needs to allow development in CBD  Limiting the growth to the north is not supported  Prioritise the north south corridors to the CBD  Support all proposals associated with Pedestrian Access Mobility Plan, Active Travel Plan and Spatial Plan in relation to Some of the comments provided include: improvement for bicycle networks and facilities  An express or direct route for public transport is supported  Alignment with key strategies  Support an increase of taxi providers and services  Glenfield road duplication  Supports the development of a freight route and supports the  Gobbagombalin Bridge duplication southern proposed route suggested by the Committee 4  Southern corridor bypass Wagga  No support for restricting greenfield subdivision, key point of  Provisions for a multistorey car park in CBD and medical difference for cities economic development precinct should be explored  Supports the network selection outlined within the Active  Supports the general WWITS response from the technical Travel Plan report  Supported elements of MR Cagney Report references Page 10 of 75

2. INTEGRATED PLANNING AND REPORTING FRAMEWORK

This strategy is a level 2 document as part of the City of Wagga Wagga’s Sustainable Future Framework and helps inform delivery and operational items over the next four years. The strategy reflects the community’s vision and outcomes for the future of Wagga Wagga, along with the position of state and regional plans that include, but are not limited to; NSW Premier’s Priorities, Premiers Council for Active Living and Riverina – Murray Regional Plan.

The Community Strategic Plan 2040 – Wagga View is supported in the strategy by reflecting and promoting the four guiding principles drawn from the communities’ vision.

“In 2040 Wagga Wagga will be a thriving, innovative, connected and inclusive community on the Murrumbidgee. Rich in opportunity, choice, learning and environment, Wagga is a place where paths cross and people meet.”

These principles form the basis for building on the existing character of our city, villages and rural communities.

Thriving - A vibrant city that stimulates growth and development to meet the needs of our growing and changing population.

Innovative - A creative city that demonstrates best practice in building and development outcomes.

Connected - A connected city people can easily get to and get around in. A walkable and pedestrian friendly central business district.

Inclusive - A mix of uses and activities that build on the existing character of the area. Page 11 of 75

The Community Strategic Plan 2040 – Wagga View is a plan for the community, by the community. It paints a picture of what we want the future to look like, and provides solutions on how we are going to get there. It helps communicate with other levels of government, organisations and stakeholders on the priorities for Wagga Wagga. Some of the key outcomes from the community in relation to transport within Wagga Wagga are identified in table 1.

Table 1: Community Strategic Plan Outcomes

We promote safety and safe Including increasing safe driving behaviours through design and safety for pedestrians. behaviours We are responsive to emergencies Including emergency service access when planning for the growth of the city. Recreation is a part of everyday life Including promotion of healthy design in all new developments and encouraging people to use active travel. We have complete and accessible Including provision of transport networks that ensure our services, facilities and precincts are transport networks, building accessible and increasing satisfaction with car parking, networks and traffic flow. infrastructure, improving road travel reliability, ensure on time running for public transport We are a leading freight and logistics Including pursuing rail and intermodal freight opportunities as well as market the connectivity centre, encourage business benefits of Wagga Wagga and the Bomen Industrial Park. investment We accommodate visitors Including providing truck stop and change over facilities in Wagga Wagga. We have sustainable urban Including conducting master planning and subdivision planning of precincts and new development development areas, increasing density within the city and providing appropriate infrastructure and services that support current and future needs. We look after and maintain our Including maintenance of our infrastructure assets. community assets

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2.2 Strategic Indicators

The strategy is presented under key themes for the city. The key themes and objectives for each theme are summarised in Table 2.

Table 2: Themes and objectives Integrated Land Use Parking Freight Transport Road Network Active Travel Public Transport (ILU) (PK) (FT) (RN) (AT) (PT)

A regional city that An improved parking Preserve a heavy Implement a road Identify a connected Rationalise bus obtains investment hierarchy that vehicle bypass south hierarchy that is and accessible routes from all sectors supports activity with of the Sturt highway connected and network of cycling the core of the city supports traffic facilities Implement Regional movement Airport Master Plan Support increased Land use planning to Prioritise Bomen as Ensure efficient provision of end of High speed rail support improved Rationalise car a major intermodal State roads and trip facilities connected to Wagga transport outcomes parking in the CBD destination minimise local road Wagga for the local impacts Prioritise people and government area pedestrian Transport movement within the interchange core of the city Provide Provide alternate opportunities for modes of transport public transport at opportunities events

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2.3 Implementation

Action items are identified throughout the body of the report under each category. A full implementation plan identifying responsibility, timeframe and estimated cost is included in Chapter 10.

All costing identified in the implementation plan are subject to detailed design.

2.4 Measure of Success

The City is committed to ensuring that as funding becomes available for improving transport, it is used efficiently and effectively to achieve the best outcomes for the community. The objectives outlined in Table 3 below are measured on an annual basis to ensure that they are delivering upon the vision of the Strategy to determine if further improvements or modifications are required. 2.5 Review This Strategy will be reviewed every five (5) years or as required in line with statutory obligations.

The Strategy will continually be reviewed to inform strategic planning direction particularly informing the review of the Local Environment Plan (LEP), Development Control Plans (DCP) and impacts of major projects on the city and surrounding region.

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Table 3: Measure of success

Theme Objective Measure A regional city that obtains investment from all Amount of Federal Government, NSW Government and private investment sectors. captured over the next ten years as result of transport measures. Land use planning to support improved Integrated Physical change within core of city and key corridors due to intensification of transport outcomes for the local government Land Use land use zoning over five year period. area. Provide alternate modes of transport Review uptake of alternate modes of transit over ten year period. opportunities An improved parking hierarchy that supports Update planning controls within CBD and frame within two year period. Parking activity within the core of the city. Rationalise parking in CBD Review rationalisation of car parking over ten year period. Preserve a heavy vehicle bypass south of the Implement southern corridor within local planning instrument within next 2-4 Freight and Sturt Highway years. Logistics Prioritise Bomen as a major intermodal Work with private sector, NSW Government and Federal Government in relation destination to delivery of inter-modal hub connected to inland rail over next 1-5 years. Implement a road hierarchy that is connected Implement road hierarchy within next 1-4 years. Road and supports traffic movement Network Ensure efficient State roads and minimise Influence the Sturt Highway and Olympic Highway Corridor Strategy to ensure local road impacts local roads are improved over next 2-5 years. Identify a connected and accessible network Implement active travel routes over the next 2-10 years. of cycling facilities Active Support increased provision of end of trip Review the amount of end of trip facilities available in key employment areas Travel facilities over the next five years. Prioritise people and pedestrian movement Implement change to street diet and measure time for change to occur on within the core of the city ground over next 2-4 years. Rationalise bus routes Work with TfNSW to implement strategic bus corridors within next 2-5 years. Implement regional master plan within two years and measure time for change Implement Regional Airport Master Plan to occur on ground within next 5-10 years. Work with private sector, NSW Government and Federal Government in relation Public High speed rail connected to Wagga Wagga to delivery of high speed rail to Sydney over next ten years. Transport Work with private sector to deliver heavy vehicle transport interchange over Transport interchange next five years. Provide opportunities for public transport at Ensure large events are serviced by public transport within next 1-2 years. events Page 15 of 75

3. INTEGRATED LAND USE This will occur through ensuring that key infrastructure is serviced by efficient corridors. ILU1: Regional planning for economic development Economic growth in the Riverina-Murray will be driven by efficient, Wagga Wagga is located within the heart of the Riverina-Murray capable, reliable and sustainable transport networks and utility region and is the largest regional city in inland New South Wales. infrastructure. Strategic planning must consider the region incorporating growth within Wagga Wagga and continued integration with surrounding Infrastructure corridors between clusters of activities are critical to centres. facilitating economic activity. Priorities identified in the Riverina- Murray Regional Plan are rail and road freight.

Freight and logistics hubs provide opportunities for agribusiness, industrial development, heavy vehicle transit and interchange between capital cities and regional hubs. Preserving freight transit corridors will support the hubs by providing long term strategic planning, bringing forward infrastructure and providing areas ready for rail and road freight.

The freight and logistics hub provides economic links and access for regional capital, provide a service route between Albury and Wagga Wagga, service Junee, Coolamon and Lockhart and provide dormitory locations to service the regional hub.

Wagga Wagga has the potential to become a smart city. By planning for advances in technology we can prepare the city now so that it can adapt in the future. Examples include Perth, where

trailing of driverless shuttles along key routes has begun. Transport providers can utilise the real time connection that can be provided through the use of smart phone apps to make commuting options easier and more desirable.

The City of Wagga Wagga will drive regional infrastructure and lobby the NSW Government and Federal Government to stimulate private sector investment in the city.

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ILU1: Regional planning for economic development

Key Project

ILU1.1 Prioritise the role of freight and logistics hubs.

ILU1.2 Preserve freight transit corridors. Grow the social and economic links between regional ILU1.3 cities, smaller towns and villages to make access to new markets easier to drive sustainable economic growth. Become a smart city by integrating technology with ILU1.4 public transport, roads and related infrastructure and parking. Image West Australian Riderless Shuttles in Perth (Source: RAC Develop policies that stimulate the private sector, in Automated Shuttle) ILU1.5 collaboration with the city, to make the necessary investment.

Image Regional Transit Corridors (Source: EMTA) Image: Riverina Intermodal Freight Hub proposal (Source: City of

Wagga Wagga

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ILU2: Strategic planning Further residential development should provide safe and permeable access for pedestrians with footpaths provided on all local roads Wagga Wagga’s population is growing by 1.2% per year, which within neighbourhoods to promote walkability, active living and requires between 300 to 450 new dwellings every year until 2036 to support neighbourhood shopping. accommodate another 20,000 people. Choices should be available for people who live within surrounding A higher growth rate is achievable through strategic planning by suburbs and villages to walk or cycle to key destinations around the identifying suitable corridors for housing supply in greenfield city supported by urban canopies that provide shade during locations that have access to the city. summer.

A large portion of this growth will be greenfield development. It Opportunities exist to increase density at key sites within close needs to be a priority that local roads and sub-arterial roads can proximity to the CBD, provide minimum density requirements along support this continued growth both north and south of the corridors, end of trip facilities with smart technology and car share Murrumbidgee River. opportunities. The City of Wagga Wagga needs to facilitate structure planning within areas already zoned within the northern growth area of ILU2: Strategic planning Wagga Wagga. Future development needs to be supported by Key Project appropriate infrastructure and cooperation between the private sector, local, state and federal government is fundamental to Encourage residential development based upon activity ILU2.1 Wagga Wagga providing additional housing supply for the region. and transport corridors. Ensure that future residential growth is connected to Urban infill and development within proximity to the CBD will be ILU2.2 critical to providing an alternate mode of housing. While the viability sufficient road networks to minimise congestion on key of higher density development within the commercial core of Wagga corridors. Wagga is a matter for the property sector, Council can adopt Ensure that pedestrians and active travel modes are a ILU2.3 supportive land use planning controls in areas of desired priority in all future infill and greenfield development. intensification. Ensure that private vehicles are not the only form of ILU2.4 transport to be connected in Wagga Wagga. Residential growth connected to sub-arterial roads, greenfield Ensure key sites and corridors are preserved for density development with sufficient road network and higher density ILU2.5 development closer to the CBD and health precinct will help where appropriate. minimise congestion on key corridors.

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ILU3: Northern growth area All suburbs will have an internal road network and are connected to the existing road network via the following links: The northern growth area (NGA) has three residential suburbs that are being developed in different stages.  Olympic Highway  Old Narrandera Road This area of Wagga Wagga is growing at 5.1% per year, the second  Pine Gully Road fastest residential growth in Regional NSW. Council is committed to  Boorooma Street facilitating continued growth north of the Murrumbidgee River  Estella Road subject to appropriate structure planning to ensure that appropriate  Farrer Road infrastructure can support growing communities. The full development of the NGA will have a significant impact on The Structure Plan for this area has to ensure that future growth is the existing road network and upgrades are required. A strategic trip supported by appropriate local road networks connected with generation and distribution was undertaken to understand the regional networks and that existing residents can walk or ride to additional daily vehicle demand on the network. The additional trip parks, neighbourhood shops and the CBD of Wagga Wagga. generation is based on the Roads and Maritime Service’s (RMS) Table 4: Northern growth area suburb development (August 2016) ‘Guide to Traffic Generating Developments’ using the updated 2013 traffic survey data. For residential developments in regional areas a Current Potential Full daily vehicle trip factor of 7.4 trips per dwelling was used. Suburb Development Development Development Table 5: Future vehicle trips per day northern growth area (Lots)* (Lots)* (Lots)* Boorooma 316 750 1066 Full Development Vehicle Trips per Suburb Estella 760 900 1660 (Lots) Day Gobbagombalin 153 923 1076 Total 1,229 2,573 3,802 Boorooma 1,066 7,888 *Note: Estella 1,660 12,284 Current development (lots) = number of existing lots created (as at August 2016) Gobbagombalin 1,076 7,962 Potential development (lots) = number of lots proposed to be created Total 3,802 28,134 Full development (lots) = total lot yield This indicates an additional 19,200 trips a day from current Source: Map: Potential Lot Yield Wagga – City of Wagga Wagga. development (1229 lots) to full development (3802 lots).

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The following emerging strategies were developed through ILU3: Northern growth area consultation with Council, City staff, stakeholders and the community: Key Project Assess the infrastructure requirements needed to meet  Initiate a structure planning partnership process for the ILU3.1 development of the northern growth area between the City of future needs. Wagga Wagga and the private sector ILU3.2 Prepare a northern growth area structure plan.  Improve intersections with Olympic Highway to reduce pressure on Gobbagombalin Bridge. Investigate utilising Initiate detailed design plans for and implement ILU3.3 existing stock culvert at Old Narrandera Road intersection to construction of Farrer Road improvement. link with Boorooma Street or provide alternate route to CBD Review layout of key routes and intersections in the utilising Gardiner Street, refer to Figure 2. northern growth area to ensure stable functionality now  Integrate the structure of the local road network with the sub- ILU3.4 arterial network of the city. and into the future. These routes include Pine Gully  Lobby and negotiate with the NSW Government for the Road, Farrer Road and Boorooma Street. duplication of Gobbagombalin Bridge to support the University, Improve intersections with the Olympic Highway in Bomen and future development north of the city ILU3.5 collaboration with RMS. Particularly the intersection of  Provide separate access for cyclists to link directly to the CBD Old Narrandera Road and the Olympic Highway. Integrate northern growth area with the sub-arterial ILU3.6 network. Lobby and negotiate for duplication of Gobbagombalin ILU3.7 Bridge.

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Figure 2: Potential alternate route to CBD

Source: City of Wagga Wagga Page 21 of 75

ILU4: CBD precinct

Wagga Wagga’s central business district (CBD) is the hub of the Table 6: CBD core services Riverina-Murray. Set to the east of the Murrumbidgee River, bound - Council chambers by the Sturt Highway to the south and Travers Street to the north Administration and civic - Court house and Docker Street / Gurwood Street to the west. core - Police station The CBD has a commercial core highlighted red in Figure 3 and a - Library and art gallery frame highlighted in purple. The core of the CBD has the most - Civic precinct activity, important civic functions and high valued commercial real - Legal and financial firms Commercial core estate. The frame of the CBD has residential functions, destination - Professional services (northern portion of city specialities and employment areas. - Real estate and accounting and Peter Street) - Established businesses The core of the CBD features Fitzmaurice Street as the main - Sturt Mall activity street in the north and Baylis Street as the main activity Retail core - Marketplace street in the south. - Baylis Street shopping precinct - Fitzmaurice Street shopping precinct The CBD frame includes destination retail activities, hotel and motel - Small bars accommodation, employment and health precinct and low density Entertainment precinct - Established pubs residential and is predominantly a heritage conservation area. - Restaurants - Cinema complex Presently the core of the city has a number of vacancies for - Hotel and motels commercial tenancies. To improve the vibrancy it is important that - Boutique accommodation pedestrian activity increases. Parking within the core of the city should be short term to encourage higher turnover. Public spaces need to encourage activity and look and feel safe. Higher proportions of people during the day and night will increase safety at night.

The frame of the city should serve the core. The success of destinations outside of the frame should not occur at the expense of the core of the city. It is important that any long stay parking occurs within the frame. Employment and residential development within the frame should not prevent activity within the CBD.

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Figure 3: CBD core and frame ILU4: CBD precinct

Key Project Prepare a CBD structure plan that promotes the viability ILU4.1 and longevity of the core.

Investigate streets within the CBD area (both core and frame) for “road diets” so that excess road space can be ILU4.2 allocated to separated cycle ways and improve pedestrian crossing capability. Review the operation / design of roundabouts within the

ILU4.3 CBD area (both core and frame) for improved safety for cyclists and pedestrians.

Source: City of Wagga Wagga Image: Baylis Street (Source: City of Wagga Wagga) Page 23 of 75

ILU 5: Health precinct The Wagga Wagga Local Environmental Plan 2010 (WWLEP) allows for the establishment of a range of health related services in The health precinct contains ‘magnet infrastructure’ in its teaching residential precincts. The Wagga Wagga Development Control Plan and learning, research and health functions that act as catalysts for 2010 (DCP) describes how parking is to be provided but not how new investment, driving further knowledge, information exchange much. and innovation that is crucial in maintaining Wagga Wagga’s regional competitiveness. It is evident that:

A structure plan for the health precinct must provide a template for  There is a range of different health services from small continued renewal within the precinct, through encouraging new practices to large multi service businesses investment. Traffic management and parking issues need to be  Most services provide some onsite parking, but it is not clear if addressed as part of the plan. these services are appropriately utilised and suitably accessible The health precinct is a complex area with a large public hospital, a  The services are concentrated between the two main hospitals large private hospital, a range of related medical and non-medical along the western side of Docker Street services (e.g. food, accommodation) as well as residential development. The precinct is bisected by the Sturt Highway and the Bourke Street / Docker Street corridor. ILU5: Health precinct

The mix of developments puts significant strains on the area in the Key Project following ways: ILU5.1 Prepare a structure plan for the health precinct.  Parking Intensify the clustering of education and health ILU5.2  Crossability and safety of key roads such as the Sturt Highway enterprises and improve coordination of activities. and Docker Street  Restricted pedestrian and disability access through missing ILU5.3 Prepare a health precinct car parking hierarchy. footpath Improve walking and cycling access to, from and within ILU5.4  Personal security at night for medical staff due to poor lighting the health precinct. and remote access to parking Improve intersections with Sturt Highway between ILU5.5 While parts of the new hospital are now open to the public, the Dobney Avenue and Brookong Avenue. building works are not yet complete which adds to the strain in the area.

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4. PARKING

PK1: Parking area classification scheme and hierarchy

A clear and legible parking classification scheme and hierarchy will provide the framework for the provision of parking.

Parking Area Off-Street Parking Principles On-Street Parking Principles Class - Allow for conversion of site-based, off- street - Manage on-street parking from the area of highest activity to the area parking to floor space where possible of lowest activity by: Highest activity - Plan for and encourage centralised parking . Regulated time limits being the lowest closer to the centre of centre stations activity (CBD and - Reduce parking requirements on future . Prioritise parking proximity for loading and disabled parking health precinct) development purposes . Peak occupancy should be targeted at a maximum of 75 - 80% - Introduce maximum development parking rates for - Use regulations to encourage off-street parking for parking durations off-street parking to encourage the use of longer than 2 hours alternative modes - Peak occupancy should be targeted at a maximum of 75 - 80% Frame of CBD - Allow for conversion of off-street parking to floor space where possible - Ensure there is sufficient off-street parking to accommodate the commuter population Car based - Off-street parking to accommodate development - Manage on-street parking regulations to limit long stay parking employment generated needs. - Ensure sufficient accessible parking for customers and visitors centre - Peak occupancy should be targeted at a maximum of 75 - 80% - Limit parking for new development in centres to - Manage on-street parking durations near high activity centres to encourage occupants with lower car ownership ensure overflow parking impacts do not adversely affect residents Residential into these areas - Provide on-street parking on at least one side of the road in new development - Accommodate parking demand off-street for new development areas away from centres development outside of centres

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Parking in the CBD currently consists of the following: Figure 4: Example parking projects

 13% of the CBD is dedicated to off-street car parking  4,435 off-street car spaces within the CBD  3,198 spaces available on-street  Maximum peak period is between noon and 1pm

PK1: Parking area classification scheme and hierarchy

Key Project Implement and maintain a parking area classification PK1.1 scheme and hierarchy. Identify parking sites within core of the city for alternate PK1.2 mixed use opportunities.

Identify suitable locations for multistorey car parks to PK1.3 feed activity to the CBD core. Implement the principles of the car parking hierarchy PK1.4 within the DCP. Investigate conversion of parallel parking to angle PK1.5 parking in appropriate areas (Figure 4).

Source: City of Wagga Wagga

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Figure 5: Off-street parking PK2: Supply of off-street parking

Over supply of off-street parking is discouraged in the CBD centres where, walking and cycling are encouraged to manage any impacts within adjacent residential areas.

PK2: Off-street parking

Key Project

PK2.1 Discourage over supply of off-street parking. Rationalise car parking within the CBD (both core and frame) and encourage conversion of at grade public car PK2.2 spaces to be converted to commercial uses utilising air space for mixed use development (Figure 5). Enter public-private partnerships for multistorey car PK2.3 parking within walking distance of high employment areas or long stay areas. Ensure that appropriate traffic movement and short stay PK2.4 parking is provided in high pedestrian activity and short turnover areas within the CBD.

PK2.5 Improve off-street parking access and lighting.

Source: City of Wagga Wagga Page 27 of 75

PK3: Capacity of off-street parking

Sufficient off-street parking capacity is provided for long stay purposes where commuters require long stay parking.

An oversupply of off-street car parking within the core of the city results in more congestion and higher use of vehicles. Encouraging parking within the frame of the city and a higher turnover of spaces within the city will result in greater spending within the core therefore improving the sustainability of local businesses.

PK3: Off-street parking capacity

Key Project

Ensure off-street parking accommodates needs PK3.1 triggered by large employment generators outside of the CBD core.

Manage on-street parking regulations to limit long stay PK3.2 parking. Ensure sufficient accessible parking for customers and PK3.3 visitors. Image: Off-street car park, O’Reilly Street (Source: City of Wagga Wagga)

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PK4: Short stay parking PK5: Specialty parking

Short stay parking can be utilised to discourage long stay parking PK5: Specialty parking that negatively impacts on trade and access to businesses. Large employment generating activities should not disrupt drop in and Key Project drop off trade or access to homes. Provide adequate specialty parking such as loading PK4: Short stay parking PK5.1 zones, bus stops, taxi ranks, car share schemes or parking for people with disabilities. Key Project Investigate opportunities to enable taxis and community PK5.2 Ensure sufficient turnover of short stay parking through transport shuttle services to utilise loading areas. PK4.1 Implement specialty parking requirements within the time regulation enforcement. PK5.3 Short stay parking to be implemented within CBD core DCP. PK4.2 where walking and / or cycling are practical.

Short stay parking to be implemented in CBD frame PK4.3 where destinations that have high turnover occur, such as Piercy Place on Morgan Street. Short stay parking in centres will provide parking for PK4.4 consumers and off-street long term parking will provided parking for employees. On-street short term parking will provide parking for PK4.5 visitors to destinations such as the health precinct or

employment generators. Investigate options and desire for introducing paid PK4.6 parking within key areas. Image: Disability parking (Source: City of Adelaide)

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5. FREIGHT AND LOGISTICS FT1: Freight movement

FT1: Freight movement Key Project

More efficient traffic movements provide economic benefits through Investigate an alternate heavy vehicle route from Sturt productivity gains due to savings in travel time. FT1.1 Highway to the Olympic Highway including Committee 4 Wagga proposed route (Figure 6). Both the City of Wagga Wagga and Committee 4 Wagga (C4W) Preserve a heavy vehicle bypass corridor south of the have identified the need to investigate southern corridor options FT1.2 Sturt Highway within LEP (Figure 7). within their strategies. An action item from this strategy is to identify Negotiate a program with the NSW Government and a suitable corridor south of the Sturt Highway to provide efficient, FT1.3 safe and low impact movement for freight movement between Federal Government for timing of heavy vehicle bypass. Sydney and Adelaide.

The Sturt Highway traverses the CBD and health precinct being a major freight route between Sydney and Adelaide.

Figure 6: Proposed alternate heavy vehicle route

Source: Committee 4 Wagga

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Figure 7: Southern corridor

Source: City of Wagga Wagga Page 31 of 75

FT2: Bomen intermodal destination hub

The Federal Government committing $8.3 Billion to deliver the inland rail project is welcomed by the City. The City of Wagga Wagga must capitalise on Bomen having an intermodal connection that links the Riverina Murray to Brisbane and Melbourne Ports within time savings of up to 24 hours.

Capitalise on and market the site’s competitive advantages:

 Its location central to inland south eastern Australia on the Sydney – Melbourne – Brisbane Rail Network  Its infrastructure, especially access to rail and road networks; energy, water communications and waste management  Its land, a 1,500ha plus supply of large parcels of near level to gently undulating land that is easily developed

Development preferred:  Land use patterns that ensure access to transport infrastructure, primarily the rail corridor. This can be achieved by precluding enterprises (not requiring direct access) from being located within close proximity to the rail corridor to enable access by activities that must be adjacent to the rail corridor  Road networks that provide a hierarchy of direct and legible routes  Infrastructure network that is economically efficient and environmentally effective  Enable Bomen Intermodal Hub and industrial area to become a greater strategic asset for Wagga Wagga, the Riverina- Murray Region, and Australia

 To preserve Bomen from inappropriate development

 Provide a buffer around Bomen to prevent land use conflict Image: Inland Rail Route (Source: Inland Rail)

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FT2: Bomen intermodal destination hub

Key Project

Prioritise Bomen as a major intermodal destination hub FT2.1 on the Melbourne to Brisbane Inland Rail Network. Implement controls for land use patterns to ensure FT2.2 access to transport infrastructure, primarily the rail corridor, is retained for businesses that require access. Provide a hierarchy of road networks that provide direct FT2.3 and efficient routes to and within Bomen. Preserve buffers around Bomen and key corridors to FT2.4 avoid land use conflict.

Image: Proposed Riverina Intermodal Freight and Logistics Hub (Source: City of Wagga Wagga)

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FT3: Freight interchange An implication of bypassing the Sturt Highway is that less heavy vehicles will stop in the city. Presently heavy vehicles park and stay Provide a suitable heavy freight transport interchange. for long periods of time throughout the CBD, causing issues associated with amenity and road safety.

A transport interchange with the following criteria is required:

 Strategic location, which corresponds with future bypass  Large site that provides separation between heavy vehicles and small vehicles

 Services such as fuel, food and beverage, petrol and secure location for parking of heavy vehicles for long periods of time  An interchange will provide a fatigue management centre, trailer interchange and a high quality service centre and will not only boost capacity along the Sturt Highway and Olympic Highway, but will provide for improved safety options for heavy vehicle operators

FT3: Freight interchange

Key Project Facilitate a freight interchange facility located in a Image: Example freight interchange (Source: Yass) FT3.1 strategic location. Facilitate an interchange facility, fatigue management FT3.2 centre with services such as food, beverages and fuel (charging station).

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7. ROAD NETWORK Sturt Highway and Olympic Highway are arterial roads. These roads are the responsibility of RMS and as such any proposed RN1: Road Hierarchy changes or modification is funded and coordinated by them.

Wagga Wagga’s road network is vital for the economic and social Regional road development of the region. Our roads connect key hubs such as Adelaide and Sydney; economic magnets such as the health Regional roads perform an intermediate function between the main precinct, Bomen and CBD; allow us to travel to work and school, arterial network of State Roads and Council controlled local roads. connect with family and friends, and access community services. Due to their network significance Roads and Maritime Services (RMS) provides financial assistance to councils for the Reviewing the existing road hierarchy shown in Figure 8, the management of their regional roads. evidence is clear that private road transport is and will remain the only viable option for most journeys in Wagga Wagga most of time, Sub-arterial road even with the targeted growth in public transport and rail freight Sub-arterial roads carry traffic between industrial, commercial and sought by government, and the expected increase in the population residential areas. These roads generally form a grid with roads density of the city. spaced around 1.5 kilometres apart and link specific land use areas Having an efficient network and corridor strategy that is mapped will or “cells”. These roads carry between 6,000 and 20,000 vehicles enable the City to plan for maintenance and renewal, residential each day including heavy goods vehicles. growth and duplication where required. Collector road The proposed road hierarchy will provide an efficient network that Collector roads link local roads to the arterial and sub-arterial roads. correlates with major traffic movements, links sub-arterial networks The route of collector roads discourages through traffic so that the and prioritises people above road traffic in key locations. cell formed by the grid only carries traffic belonging to or serving the Arterial road cell. These roads carry between 5,000 and 10,000 vehicles each day and a 50 km/h speed limit will normally apply. While heavy Arterial roads carry longer distance traffic to, from and across the vehicles are discouraged, bus services are allowed on these roads. urban area. They have connections with the state or national road network running between urban areas and operate as truck routes Local road and carry heavy goods vehicles. These roads generally carry more Local or access roads provide access to individual properties. An than 15,000 vehicles each day. The level of service for traffic flow upper speed limit of 50 km/h will normally apply. These roads should encourage rather than discourage traffic from using these usually carry less than 1,500 to 2,000 vehicles each day. roads.

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Main Street

The Main Street (Baylis and Fitzmaurice streets) is to be considered Figure 8: Existing Road Hierarchy: a standalone street category. It is to be the focal point for the city of Wagga Wagga, supporting activity throughout the day and into the night. It will accommodate a mix of retail, employment, education and leisure uses and as such will require specific and different considerations than other road categories.

RN1: Road hierarchy

Key Project Implement the road hierarchy plan that correlates with RN1.1 major traffic movements (Figure 9). RN1.2 Link the sub-arterial network. Remove inappropriate freight movements from local RN1.3 roads. Prioritise people above road traffic in high pedestrian RN1.4 activity areas. Work with RMS to improve intersections along arterial RN1.5 roads.

Source: GTA Consultants Technical Report, 2016

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Figure 9: Proposed Road Hierarchy

Source: City of Wagga Wagga Page 37 of 75

RN2: Corridor planning Another example of the benefit of corridor planning would be in relation to the heavy vehicles which consistently travel along the Major traffic corridors exist to manage the efficient movement of Sturt Highway through Wagga Wagga. Conflicts are created when both light and heavy vehicles through the city and to preserve the activities associated with schools, businesses and general day to amenity of residential areas. day local activities have to compete with heavy vehicle movements, which occur along Hammond Avenue / Edwards Street. To help Traffic is encouraged to use the major traffic corridors (i.e.: arterial, alleviate this problem, heavy vehicle movements should be sub-arterial and collector roads) rather than local streets by the encouraged to utilise existing alternate routes. Two examples for establishment of a functional road hierarchy which is reflective of heavy traffic wanting to connect from the Sturt Highway to the the needs and aspirations of the city. Olympic Highway would be to travel via Eunony Bridge Road, Oura Road and Travers Street. This route already carries heavy vehicles As the city expands through residential development, the road to a number of different locations and businesses and would be hierarchy plan needs to be reviewed regularly to ensure that it is still suitable in the short term. relevant. A long term solution is to construct a southern bypass which has It is also important that the need for new traffic corridors, and the been identified within FT1.2. impact on existing infrastructure, be investigated as part of all new residential developments. When networks evolve and traffic corridors become heavily utilised, a balance also needs to be struck between preserving through Bourke Street is currently classified as a RMS regional road; movement efficiency and allowing local movements to cross the however Glenfield Road / Pearson Street corridor has become a corridor. de-facto regional road. The Olympic and Sturt Highways have a critical impact on the This is due to Glenfield Road providing efficient access to the performance of traffic corridors under the control of the City of northern growth area, Bomen industrial area and Charles Sturt Wagga Wagga. RMS are currently preparing corridor studies for University (CSU), being a road conduit from several major both the Olympic and Sturt Highways and ongoing dialogue subdivisional developments, and the rearrangement of the Bourke between the two authorities is critical to ensuring the efficient Street / Holbrook Road intersection. operation of all traffic movements north / south and east / west within the city. Transferring the status of regional road from Bourke Street to Glenfield Road will improve the operation and efficiency of Bourke Street for local traffic, cyclists and pedestrians. Further, the change of road classification of Glenfield Road supports the S94 project for duplication the Glenfield Road corridor.

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RN3: Network efficiency RN2: Corridor planning When an urban network reaches capacity, or has perceived Key Project capacity issues at peak times, the sources of congestion are most Implement the road hierarchy plan to ensure that major likely at intersections rather than mid-block. Congestion is often due RN2.1 road corridors provide for functional and efficient to isolated pinch points where traffic demand and traffic capacity is movement of traffic. for various reasons, out of balance with intersections, thus creating Review the layout of key routes and analyse options for a bottleneck (Figure 10). RN2.2 improved functionality, particularly the Glenfield Road / Examples of this occur at intersections along the Sturt Highway Pearson Street corridor. where east / west traffic is given priority over north / south bound Enter into negotiations with RMS to transfer regional traffic which creates queues on city roads at peak times. Another RN2.3 road status from Bourke Street to Glenfield Road / example is the Marshall’s Creek Bridge as it is the only part of the Pearson Street corridor. Sturt Highway that is single lane each way. Improve Red Hill Road to sub-arterial standard to In these situations, the works required to provide relief and to RN2.4 accommodate future growth south of the Murrumbidgee balance delays along a corridor may be minor (as in rephrasing of River traffic lights) or may require modification to the intersection Liaise with RMS to ensure that State operated roads are (installation of a roundabout or traffic lights). treated to provide the best outcome for the city RN2.5 Investigations have determined that minor reductions in traffic (particularly the Olympic and Sturt Highways with regard movements provide significant changes in congestion. If a person to intersection treatments). were to choose an alternate mode of transport once a fortnight, the reduction in traffic would be 10% which would deliver a 39% reduction in congestion. Therefore to improve network efficiencies it is important to make both physical changes to the road network and to also manage (reduce) the number of vehicle trips by promoting public transport and active travel usage.

The importance of more efficient traffic movements is that economic

benefits are achieved due to productivity gains from travel time savings and community wellbeing improves.

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Figure 10: Congestion RN3: Network efficiency

Key Project

RN3.1 Implement an efficient road network. Liaise with RMS to ensure that State operated roads are treated to provide the best outcome for the city RN3.2 (particularly with respect to traffic lights on the Sturt Highway). Identify existing and potential future pinch points within RN3.3 the city road network (particularly existing intersection treatments). Investigate improvement measures and develop a RN3.4 sequential program of works to improve road network efficiencies now and into the future. Investigate opportunities to make short car trips less RN3.5 attractive than other modes of transport.

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RN4: Street design

To develop a more liveable city, it is imperative to understand the RN4: Street design different needs of streets as determined by adjoining land use. Key Project So it is as much about the traffic carrying function of the road as it is Develop street design initiatives that reflect and support RN4.1 for activating adjoining land use or promoting active travel for the specific road requirements. implementation of specific street design initiatives. Investigate the introduction of a “shared zone” within the RN4.2 Where it is appropriate for an area to be more pedestrian and / or CBD core (Figure 11). bicycle friendly, there may be an opportunity to introduce a “shared Investigate streets within the urban area for “road diets”, zone”. The section of Morrow Street between Baylis Street and so that excess road space can be allocated to separated Tarcutta Street lends itself to such a proposal because of the RN4.3 cycleways and improve pedestrian crossing capability. significant pedestrian volume crossing the wide road to access the Particularly review the function of Bourke Street to align Civic Centre, Art Gallery, Glass Gallery and Civic Theatre. with the Active Travel Plan (Figures 12 and 13). Where the objective is to move traffic efficiently from origin to Review the operation / design of roundabouts within the destination then normal design considerations / standards would be RN4.4 urban area for improved safety for cyclists and accepted. pedestrians.

Image: Baylis Street (Source: City of Wagga Wagga) Page 41 of 75

Figure 11: Typical Shared Zone Treatment Figure 12: Option for road diet Bourke Street North of Fernleigh Road

Figure 13: Option for road diet for Bourke Street south of Fernleigh Road

Source: City of Greater Bendigo

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8. ACTIVE TRAVEL However, it is noted that it is almost possible to travel around the circumference of the main urbanised area of the city along existing AT1: Cycling bicycle facilities (noting some are informal trails). Although the missing links and quality of the route could be improved, it could Different cycling users require different types of cycling facilities. form a significant tourist attraction to visitors, especially if connected Footpath and cycleway facilities connected to key destinations such to other attractions like Lake Albert, Pomingalarna Mountain Bike as employment centres, universities, shopping centres, schools or Park, disused rail corridor and the levee banks along the river parks are typically constructed for their specific purpose. network.

Cycle facilities can be defined as three (3) distinct types: Travel within the city, particularly to access the central city from many suburban areas is difficult, namely due to the lack of  Cycleway: off road cyclists only path connected facilities, and wide and relatively high speed roads.  Shared user path: cycleway shared with pedestrians Treatment of intersections, especially at the many roundabouts,  Bike lanes: usually on-street lanes for cyclists only would also need to be considered, but again due to the surplus capacity, there is an ability to reallocate road space and Connecting these facilities by joining up the missing links in the accommodate bicycle facilities that are supportive of a wide range network significantly adds value to purpose specific route facilities of user abilities. to create a network of cycle facilities and footpaths across Wagga Wagga. The public consultation process confirmed the majority of the above existing conditions, noting that the main concerns centred on safety, Way finding signage or branding of key cycle corridors is also connectivity and maintenance. Additional issues raised include the needed as many facilities are shown only on maps with no following: associated street signage or pavement markings to denote them as key cycling routes.  Inadequate path surfaces  Lack of end of trip facilities The current bicycle conditions in the Wagga Wagga LGA are only  Lack of separation between cyclists and vehicles provided within the city and proximate suburbs, with cyclists  Lack of signage for drivers that raises awareness of cyclists needing to ride on road to access more rural areas.  Current facilities are generally of a low cost marked lane type  The community has recognised potential opportunities for Most of the formal bicycle facilities are off road shared paths, many cycling in Wagga Wagga, including providing educational of which have a loose gravel surface, which limits their use by road, programs, raising awareness of cyclists and increasing the and to a lesser extent, hybrid bike types. Broadly speaking, the provision of supporting facilities (such as secure storage and extent of the network is largely unconnected, requiring users to use showers) a range of facilities, and at times mix with traffic, between major trip generators and attractors. Page 43 of 75

Other opportunities include: AT1: Cycling

 Providing high quality off road facilities along levee banks and Key Project potentially the unused rail corridor and its alternatives Identify a legible, connected and accessible layered  Developing standard designs for active travel facilities to be AT1.1 network of cycle facilities (Figure 14). progressively implemented from the CBD out and along key Implement cycle link to north of city, which serves access routes AT1.2 northern growth area and University.  Developing and incorporating holistic network blueprints so Implement commuter link along rail corridor from CBD they have statutory weight, which will then help ensure that AT1.3 to Forest Hill. new developments are required to tie into and / or provide active travel facilities AT1.4 Design and construct southern cycle routes to CBD.  Changing development control plans and the Section 94 Plan Investigate cycle route to Bomen from residential to require active travel facilities as part of all development AT1.5 precincts to link in with preferred active transport applications, including end of trip facilities corridors identified in Figure 14.

Tourism related opportunities; both from a holiday and organised events perspective provide opportunities to implement high quality active transport facilities and supporting information that provides links to the many natural attractions in the area.

Image: Bike Rack, Fitzmaurice Street (Source: John Wood) Page 44 of 75

Figure 14: Preferred Active Transport Corridors

Source: City of Wagga Wagga Page 45 of 75

AT2: Pedestrian movements Table 7: End of trip facility inclusions.

Pedestrian priority can be clearly defined in centres through pavement treatments, traffic lane narrowing, and speed reductions Scale Bicycle Storage Rider Amenities and, where possible, one way traffic schemes. High Secure individual Shower room, locker There is potential to implement these actions in the core of the city, lockers, undercover facilities particularly Baylis Street, to improve pedestrian permeability. Medium Covered, rack Showers for offices facilities AT2: Pedestrian movements Low Uncovered rack None

Key Project Prioritise pedestrian movements over other transport AT3: End of trip facilities AT2.1 modes in high pedestrian activity areas. Key Project AT2.2 Reduce speed limit in high pedestrian activity areas. AT3.1 Provide end of trip facilities at strategic locations. Prioritise people over vehicles, through intersection AT2.3 Ensure major employment destinations have access to sequencing of traffic lights and traffic calming devices. AT3.2 Introduce pedestrian only or priority area spaces within end of trip facilities. AT2.4 Encourage sharing or usage of end of trip facilities such the CBD core. AT3.3 as gym facilities. AT3: End of trip facilities. Implement cycling education program for users to AT3.4 access facilities. The provision of appropriate and sufficient end of trip facilities in Utilise smart applications to indicate where facilities are new developments will encourage greater use of alternate modes of AT3.5 transport. End of trip facilities include storage for bicycles and located. shower and change room areas. Quantity and quality of facilities varies, depending on a development’s location and cycling demand.

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AT4: Active travel AT5: Programs

Walking and cycling connections within higher activity areas reduce A number of such programs that are considered most applicable to congestion and reliance on private vehicles. Wagga Wagga are provided below.

 High quality facilities are required within areas of very high Walking School Bus concentration of employment  Medium scale facilities are required within areas of medium A walking school bus is a group of children that walks to school with concentration of employment one or more adults. It can simply be families taking turns walking  Low scale facilities are required where shorter bursts of their children to school or as an organised service with a designated activity occur at key recreation locations route that has meeting points, timetables and a group of trained volunteers. Walking school buses provide flexibility to adapt to AT4: Active travel unique situations, making them appealing to communities of all sizes. Key Project Integrate active travel within the CBD, health precinct, Walking Route Themes AT4.1 concentrations of employment and education. They give a sense of place and commonality to the facilities, and Develop an adequate network of footpaths and AT4.2 hopefully their use. The naming and branding can also leverage off cycleways within 2km of activity centres. existing well known features of the city to give it an initial level of Safe routes for children to walk and ride to school significance so it is at the forefront of their minds when considering AT4.3 through introduction of wider footpaths. undertaking any walking activities. AT4.4 Undertake a speed limit review in active travel areas. AT5: Programs

Key Project Use walking and cycling programs to encourage more AT5.1 people to use active transport.

AT5.2 Implement walking school bus program. Implement programs to encourage cycling and walking AT5.3 for specific user groups.

Image: Bike share (Source: Portland) Page 47 of 75

It is important that high quality pedestrian facilities are provided where high pedestrian activity occurs. The following key concepts apply to developing high quality pedestrian environments:

The level of service relates to the physical aspects of pedestrian facilities such as the width, directness, smoothness, as well as the type of crossing facilities. Typical footpath widths of 1.2m to 2.0m do not support high pedestrian volumes. At best they can accommodate two way single file flows. Any groups or stationary people would result in low levels of service on such path widths. As such, where high Pedestrian level of service pedestrian volumes are desired, 2.5 - 3.0m wide and greater pedestrian paths should be used with suitable clearances to moving and parked cars, bus stops, active retail / café frontages, etc. At intersections a pedestrian’s level of service is governed by wait times. Of the current types of crossing facilities available to pedestrians the marked zebra crossing tends to provide the highest level of service with essentially no waiting time, whereas signalised or pedestrian refuge supported crossing facilities are dependent on the intersecting traffic volumes and platooning. Safety at crossing points is a key issue in the attractiveness of the pedestrian network, particularly for elderly, young or less mobile users. Addressing pedestrian safety at road crossings and intersections by Pedestrian safety providing pedestrian priority crossing points is expected to provide a significant safety improvement. However, within high pedestrian areas it is recommended that lower speed limits be set. Apart from the provision of sufficient path widths, pedestrian priority road crossings, and lower speed limits; pedestrian amenity can refer to supporting infrastructure such as shade, seating, public toilets, and Pedestrian amenity drinking fountains. In addition, urban design considerations such as active frontages, level of separation from major traffic flows and a fine grained urban form contribute to increased amenity. High pedestrian connectivity refers to the provision of continuous facilities along the most direct route Pedestrian connectivity between two attractors. They should provide a network of direct connections between key trip generators and attractors. In order to create attractive pedestrian routes and environments, attention to detail is critical. Many aspects of road design unintentionally prioritise vehicles over pedestrians, yet they are so commonplace that few question them. Examples of this include deviation in a pedestrian path at an intersection, to allow vehicles Fine grained detail matters to clear the intersection before the pedestrian crossing, or large radius corners designed to allow for higher vehicle speeds, which in turn can increase pedestrian crossing distances, and reduce safety due to higher vehicle speeds network, particularly for less mobile users or users with special needs.

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AT6: Priority for people AT6: Priority for people Pedestrian conditions are reasonable within the central business Key Project district of Wagga Wagga, particularly along the Baylis Street and Fitzmaurice Street corridor, where there are wide and even AT6.1 Prioritise people and pedestrian movement. footpaths, compliant pram ramps, signalised crossings at Update the LEP and DCP to include walking facilities intersections and some mid-block zebra crossings. AT6.2 integrating into broader networks. Suburbs close to the central business district tend to have better Improve permeability and connectivity to and within facilities for pedestrians, with footpaths on one or both sides of AT6.3 activity centres and neighbourhoods. streets. However, many streets are quite wide with non-existent or inadequate mid-block and intersection crossing facilities. A common Improve crossability of major roads and roundabouts, example of a pedestrian crossing facility issue in Wagga Wagga AT6.4 Tarcutta Street, Kooringal Road / Lake Albert Road / relates to the many roundabouts that often don’t provide crossing Red Hill Road / Docker Street. facilities on given approaches, they don’t align with the pedestrian Improve and develop comfort, safety and quality of AT6.5 desire line and / or lead users to wait adjacent to the splitter island footpaths. within the roundabout circulating lanes. Implementation of quality walking treatments over The rail line running through the city also poses a significant barrier AT6.6 quantity including establishing and maintaining tree to pedestrian movement. Some pedestrian overpasses have steep canopy. gradients, limited width and inadequate handrails that may be Create a safe environment for all road users along Baylis unsuitable for some people, such as people with disabilities, AT6.7 Street and Fitzmaurice Street, including improved especially when passing other users travelling in the opposite conditions for active and public transport. direction. AT6.8 Develop a program for safe school access. A number of options are available to resolve the existing pedestrian Increase community knowledge and connectivity of facility issues and ensure that future developments provide a AT6.9 suitable level of pedestrian access to all users. recreational walking trails, e.g. Wiradjuri Walking Track.

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9. PUBLIC TRANSPORT PT1: Public Transport

PT1: Public transport Key Project Wagga Wagga is a major regional centre and has a reasonably Review all forms of public transport to better serve the PT 1.1 extensive public transport network based on the city’s size and entire community. function. Review bus timetables in accordance with work, PT 1.2 An internal bus network connects the CBD area with the shopping, school and business hours. surrounding suburbs and primarily operates to the same frequency Rationalise bus routes based on potential utilisation on weekdays and Saturdays (though Saturdays tend to have later PT 1.3 rather than coverage. More services to areas that have first services and earlier last services), no bus services operate on Sundays or public holidays. less car ownership. Develop an innovative transport trial which supports a PT 1.4 Opportunities exist to rationalise the existing public bus network so flexible public transport system. that it is based on travel time and utilisation, rather than area coverage. PT 1.5 Investigate accessibility to public transport for villages. Investigate alternative public transport, including taxis Public transport availability, accessibility and cost have come into PT1.6 and community and care group bus services, to better question from people with a disability, residents of areas with low car ownership and families in general. It is imperative to understand serve people with a disability. Develop and implement Regional Airport Master Plan the nature and extent of this problem and to seek solutions. PT1.7 and investigate the surrounding road network. Allowing appropriate land use around bus network links would Ensure high speed rail station is planned for Wagga create / allow people to have the opportunity to use a bus network PT1.8 Wagga. close to their residence with a reliable service connecting them to employment and retail precincts.

Outside of the CBD and surrounding suburbs, air and rail transport is available providing broader connections to the region, state and nationally.

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PT2: Taxi demand PT2: Taxi demand While public transport is government regulated, TfNSW is aware of Key Project the challenges of providing high quality public transport in regional centres and areas. TfNSW have indicated that a regional centre Investigate options to overcome taxi demand issues at PT2.1 with a population of 40,000 – 60,000 would be a well-received peak times. partner for an innovative public transport trial. Investigate current requirements (or restrictions) within PT2.2 At present there are only 31 operating taxi licenses within Wagga existing Legislation regarding Taxi licensing and Wagga, which is sufficient to provide daytime service but is coverage. inadequate to cope with the high demands required on some week Develop an innovative trial to accommodate for peak PT2.3 day nights, weekends and when major events occur. supply demand of Taxis.

Overcoming the supply demand on taxis at peak times would be an ideal opportunity for an innovative transport trial in consultation with TfNSW.

Image: Wagga Taxi (Source: City of Wagga Wagga) Page 51 of 75

PT3: Transport interchange The concept of developing a centralised public transport interchange area within the CBD would reduce unwanted traffic The CBD area is connected to the surrounding suburbs by many congestion, increase pedestrian movement and become a focal bus routes which all utilise the whole length of Baylis Street and point in its own right. Fitzmaurice Street to drop off and pick up customers. PT3: Transport interchange This requires many bus zones along the main thoroughfare of the CBD which could be better utilised for disabled parking bays, taxi Key Project drop off zones for physically impaired customers, more general use Investigate opportunity to establish a centralised public parking bays, or even sites for “pop up” food vans and entertainment. PT3.1 transport interchange area within the CBD to accommodate both buses and Taxis. The constant movement of buses, delivery trucks and other traffic in Develop a business case for the introduction of a PT3.2 this location reinforces the concept that the CBD area is for traffic to centralised transport interchange within the CBD area. the detriment of pedestrians and cyclists.

Image: Example transport interchange (Source: CMAA Australia, Sunshine Bus Interchange) Page 52 of 75

PT4: Bus network

Unless public transport can compete with vehicle times then a modal shift is reliant upon expensive parking fees to encourage use.

PT4: Bus network

Key Project Investigate priorities, route planning and innovative PT4.1 ideas for increasing viability and function of bus network. Review land use around key public transport routes to PT4.2 encourage more people to use public transport. Investigate the introduction of rapid bus routes that connects the northern growth area, major shopping PT4.3 centres, the health precinct and the CBD with no intermediate stops (Figure 15). Investigate feasibility of shuttle bus loop service along PT4.4 Fitzmaurice Street and Baylis Street and / or to other key locations within the CBD area. Review need for buses on rapid bus routes to travel along Baylis Street / Fitzmaurice Streets, but rather PT4.5 travel east / west along predetermined cross streets. Bus zones along Baylis Street / Fitzmaurice Street are eliminated thus allowing for more speciality parking.

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Figure 15: Rapid Bus Route Example

Source: City of Wagga Wagga

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PT5: Event transport PT5: Event transport Wagga Wagga holds regional events such as high profile Key Project representative rugby league, rugby union, AFL and cricket matches, major equestrian events and large concerts, which do not occur in Investigate alternate transport modes / opportunities to the core of the city. It is important that event transport is considered PT5.1 and from the CBD to large events located at distance to ensure the CBD can benefit from these activities. from the CBD. Provide shuttle services directly to the core of the CBD PT5.2 at the conclusion of major events. PT5.3 Prioritise event services over car parking.

Image: McDonalds Park (Source: City of Wagga Wagga)

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10 IMPLEMENTATION PLAN Sequence Sequencing identifies if there is another project that is required to The implementation plan pulls together the actions from the be completed prior to the applicable project. strategy and identifies high level timing, cost, funding, resources, responsibility and sequencing. Acronyms

Timing The following acronyms are used throughout the implementation plan: Timing identified in the implementation plan is identified as follows: . City – City of Wagga Wagga . Short term: 0 - 5 years . RMS – Roads and Maritime Services . Medium term: 5 - 15 years . DPE – Department of Planning and Environment . Long term: 15 - 30 years . REROC – Riverina Eastern Regional Organisation of Councils Cost . JOC – Joint Organisation of Councils . C4W – Committee for Wagga All costing identified in the implementation plan are subject to . WIB – Women in Business detailed design and are indicative only. . HIA – Housing Industry Association . TfNSW – Transport for NSW Funded . LTFP – Long term financial plan . TBC – To be costed The funded section identifies if there is currently funding available in the Council’s Long Term Financial Plan.

Resource

Resources identified are those that will be able to provide support to action the project.

Responsibility

The responsibility identified is those that have ultimate control over actioning the project.

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Key Project Timing Est. Cost Funded Resource Responsibility Sequence ILU – Integrated Land Use ILU1 – Regional planning for economic development Prioritise the role of freight and City ILU1.1 Ongoing N/A N/A City Strategy N/A logistics hubs. DPE Short term / City ILU1.2 Preserve freight transit corridors. N/A N/A City Strategy N/A Ongoing DPE Grow the social and economic links between regional cities, City smaller towns and villages to DPE ILU1.3 Ongoing N/A N/A City Strategy N/A make access to new markets Adjoining LGA’s easier to drive sustainable REROC / JOC economic growth. Become a smart city by City integrating technology with public ILU1.4 Short term TBC No City Strategy Adjoining LGA’s N/A transport, roads and related

infrastructure and parking. City Develop policies that stimulate the Business private sector, in collaboration Chamber N/A ILU1.5 Ongoing N/A N/A City Strategy with the city, to make the C4W necessary investment. WIB HIA ILU2 – Strategic planning City Encourage residential DPE ILU2.1 development based upon activity Short term N/A N/A City Strategy N/A TfNSW and transport corridors. Industry Ensure that future residential growth is connected to sufficient City Strategy City ILU2.2 Short term N/A N/A N/A road networks to minimise Operations Industry congestion on key corridors.

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Key Project Timing Est. Cost Funded Resource Responsibility Sequence Ensure that pedestrians and City Strategy active travel modes are a priority Operations City ILU2.3 Short term N/A N/A N/A in all future infill and greenfield Development Industry development. Services City Ensure that private vehicles are TfNSW Medium ILU2.4 not the only form of transport to N/A N/A City Strategy RMS N/A term be connected in Wagga Wagga. Transport Operators Ensure key sites and corridors are City ILU2.5 preserved for density where Short term N/A N/A City Strategy DPE N/A appropriate. Industry ILU3 –Northern growth area City Assess the infrastructure TfNSW ILU3.1 requirements needed to meet Ongoing TBC No Operations N/A RMS future needs. Industry Prepare a northern growth area City ILU3.2 Short term N/A N/A City Strategy N/A structure plan. Industry Design Yes $126,354

Construction Partial Initiate detailed design plans for $3,300,000 ILU3.3 and implement construction of Short term Operations City ILU3.2 High level Farrer Road improvement. costing TBC (concepts 16/17)

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Key Project Timing Est. Cost Funded Resource Responsibility Sequence Review layout of key routes and intersections in the northern growth area to ensure stable ILU3.4 functionality now and into the Short term $30,000 No Operations City ILU3.2 future. These routes include Pine Gully Road, Farrer Road and Boorooma Street. TBC No

Roundabout / Yes second carriage way Improve intersections with the $200,000 Olympic Highway in collaboration (concept City ILU3.5 with RMS. Particularly the Short term RMS N/A 17/18) RMS intersection of Old Narrandera $1,215,314 Road and the Olympic Highway. (concept 20/21) $100,000 (concept 21/22) Integrate northern growth area City Strategy ILU3.6 Short term N/A N/A City ILU3.2 with the sub-arterial network. Operations Lobby and negotiate for City ILU3.7 duplication of Gobbagombalin Ongoing N/A N/A Governance N/A RMS Bridge. ILU4 – CBD precinct Prepare a CBD structure plan that ILU4.1 promotes the viability and Short term $200,000 No City Strategy City N/A longevity of the core.

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Key Project Timing Est. Cost Funded Resource Responsibility Sequence Investigate streets within the CBD area (both core and frame) for “road diets” so that excess road City ILU4.2 space can be allocated to Short term $35,000 No Operations ILU4.1 RMS separated cycle ways and improve pedestrian crossing capability. Review the operation / design of roundabouts within the CBD area ILU4.3 (both core and frame) for Short term $25,000 No Operations City ILU4.1 improved safety for cyclists and pedestrians. ILU5 – Health precinct Prepare a structure plan for health City ILU5.1 Short term TBC No City Strategy N/A precinct. Health Intensify the clustering of education and health enterprises City ILU5.2 Short term N/A N/A City Strategy ILU5.1 and improve coordination of Health activities. Prepare a health precinct car City ILU5.3 Short term TBC No Operations ILU5.1 parking hierarchy. Health Improve walking and cycling City ILU5.4 access to, from and within the Short term TBC No City Strategy ILU5.1 Health health precinct. Improve intersections with Sturt City ILU5.5 Highway between Dobney Short term TBC No Operations N/A RMS Avenue and Brookong Avenue.

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Key Project Timing Est. Cost Funded Resource Responsibility Sequence PK – Parking PK1 – Parking area classification scheme and hierarchy Implement and maintain a parking City PK1.1 area classification scheme and Short term TBC No Operations N/A RMS hierarchy. Identify parking sites within core PK1.2 of the city for alternate mixed use Short term N/A N/A City Strategy City ILU4.1 opportunities. Identify suitable locations for PK1.3 multistorey car parks to feed Short term N/A N/A City Strategy City ILU4.1 activity to the CBD core. Implement the principles of the PK1.4 car parking hierarchy within the Short term N/A N/A City Strategy City ILU4.1 DCP. Investigate conversion of parallel PK1.5 parking to angle parking in Short term TBC No Operations City N/A appropriate areas. PK2 – Supply of off-street parking City Strategy Discourage over supply of off- PK2.1 Ongoing N/A N/A Development City N/A street parking Services Rationalise car parking within the CBD (both core and frame), encourage conversion of at grade City Strategy PK2.2 Medium N/A N/A City N/A public car spaces to be converted Operations to commercial uses utilising air space for mixed use development. Enter public-private partnerships for multistorey car parking within City PK2.3 walking distance of high Medium N/A N/A City Strategy N/A Industry employment areas or long stay areas. Page 61 of 75

Key Project Timing Est. Cost Funded Resource Responsibility Sequence Ensure that appropriate traffic movement and short stay parking City Strategy City PK2.4 is provided in high pedestrian Ongoing N/A N/A Operations N/A

activity and short turnover areas Compliance within the CBD. Improve off-street parking access PK2.5 Short term TBC No Operations City N/A and lighting. PK3 – Capacity of off-street parking capacity Ensure off-street parking City Strategy accommodates needs triggered PK3.1 Ongoing N/A N/A Development City N/A by large employment generators Services outside of the CBD core. Manage on-street parking Operations PK3.2 regulations to limit long stay Ongoing N/A N/A City N/A Compliance parking. Ensure sufficient accessible Community PK3.3 Ongoing N/A N/A City N/A parking for customers and visitors. Operations PK4 – Short stay parking Ensure sufficient turnover of short PK4.1 stay parking through time Ongoing N/A N/A Compliance City N/A regulation enforcement. Short stay parking to be implemented within CBD core PK4.2 Short term TBC No Operations City N/A where walking and / or cycling are practical Short stay parking to be implemented at CBD frame where PK4.3 destinations that have high Short term TBC No Operations City N/A turnover occur. Such as Piercy Place at Morgan Street.

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Key Project Timing Est. Cost Funded Resource Responsibility Sequence Short stay parking in the CBD core and centres will provide PK4.4 parking for consumers and off- Short term TBC No Operations City N/A street long term parking will provided parking for employees. On-street short term parking will provide parking for visitors to PK4.5 destinations such as the health Short term TBC No Operations City N/A precinct or employment generators. Investigate options and desire for City Strategy City PK4.6 introducing paid parking within Short term N/A N/A N/A Operations Community key areas. PK5 – Specialty parking Provide adequate specialty parking such as loading zones, PK5.1 bus stops, taxi ranks, car share Short term N/A N/A Operations City N/A schemes or parking for people with disabilities. Investigate opportunities to enable taxis and community transport City PK5.2 Ongoing N/A N/A Operations N/A shuttle services to utilise loading TfNSW areas. Implement specialty parking PK5.3 Short term N/A N/A City Strategy City N/A requirements within the DCP.

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Key Project Timing Est. Cost Funded Resource Responsibility Sequence FT – Freight and Logistics FT1 – Freight movements Investigate an alternate heavy vehicle route from Sturt Highway FT1.1 to the Olympic Highway including Short term TBC No City Strategy RMS N/A Committee 4 Wagga proposed route. Preserve a heavy vehicle bypass FT1.2 corridor south of the Sturt Short term N/A N/A City Strategy City N/A Highway within LEP. Negotiate a program with the NSW Government and Federal Medium FT1.3 N/A N/A City Strategy RMS N/A Government for timing of heavy term vehicle bypass. FT2 – Bomen intermodal destination hub Prioritise Bomen as a major intermodal destination hub on the City Strategy FT2.1 Ongoing N/A N/A City N/A Melbourne to Brisbane Inland Rail Network. Implement controls for land use patterns to ensure access to City Strategy City FT2.2 transport infrastructure, primarily Short term N/A N/A Development N/A Industry the rail corridor, is retained for Services businesses that require access. Provide a hierarchy of road networks that provide direct and City Strategy FT2.3 Short term N/A N/A City N/A efficient routes to and within Operations Bomen. Preserve buffers around Bomen FT2.4 and key corridors to avoid land Short term N/A N/A City Strategy City N/A use conflict.

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Key Project Timing Est. Cost Funded Resource Responsibility Sequence FT3 – Freight interchange Facilitate a freight interchange FT3.1 facility located in a strategic Short term N/A N/A City Strategy Industry N/A location. Facilitate an interchange facility, fatigue management centre with FT3.2 Short term N/A N/A City Strategy Industry N/A services such as food, beverages and fuel (charging station).

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Key Project Timing Est. Cost Funded Resource Responsibility Sequence RN – Road Network RN1 – Road hierarchy Implement the road hierarchy plan City Strategy City RN1.1 that correlates with major traffic Short term N/A N/A N/A Operations RMS movements. City Strategy City RN1.2 Link the sub-arterial network. Short term N/A N/A RN1.1 Operations RMS Remove inappropriate freight City Strategy City RN1.3 Short term N/A N/A RN1.1 movements from local roads. Operations RMS Prioritise people above road traffic City Strategy City RN1.4 Short term N/A N/A RN1.1 in high pedestrian activity areas. Operations RMS Work with RMS to improve City Strategy City RN1.5 Short term N/A N/A RN1.1 intersections along arterial roads. Operations RMS RN2 – Corridor planning Implement the road hierarchy plan to ensure that major road City Strategy City RN2.1 Short term N/A N/A N/A corridors provide for functional Operations RMS and efficient movement of traffic. Review the layout of key routes $11,000,000 and analyse options for improved High level RN2.2 functionality, particularly the Short term costing for No Operations RMS N/A Glenfield Road / Pearson Street duplication of corridor. Glenfield Road Enter into negotiations with RMS to transfer regional road status City Strategy City RN2.3 Short term $30,000 No RN1.1 from Bourke Street to Glenfield Operations RMS Road / Pearson Street corridor. Improve Red Hill Road to sub- $4,267,177 Short term / City RN2.4 arterial standard to accommodate High level Partial Operations RN1.1 ongoing RMS future growth. costing

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Key Project Timing Est. Cost Funded Resource Responsibility Sequence Liaise with RMS to ensure that State operated roads are treated to provide the best outcome for Short term / City RN2.5 N/A N/A Operations N/A the city (particularly the Olympic ongoing RMS and Sturt Highways with regard to intersection treatments). RN3 – Network efficiency Implement an efficient road Operations City RN3.1 Short term N/A N/A N/A network City Strategy RMS Liaise with RMS to ensure that State operated roads are treated to provide the best outcome for Short term / City RN3.2 N/A N/A Operations N/A the city (particularly with respect ongoing RMS to traffic lights on the Sturt Highway). Identify existing and potential future pinch points within the city City RN3.3 Short term $10,000 No Operations N/A road network (particularly existing RMS intersection treatments). Investigate improvement measures and develop a Short / City RN3.4 sequential program of works to medium $50,000 No Operations N/A RMS improve road network efficiencies term now and into the future. Investigate opportunities to make Operations RN3.5 short car trips less attractive than Ongoing N/A N/A City N/A City Strategy other modes of transport. RN4 – Street design Develop street design initiatives RN4.1 that reflect and support specific Short term N/A N/A City Strategy City RN1.1 road requirements.

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Key Project Timing Est. Cost Funded Resource Responsibility Sequence Investigate the introduction of a Medium RN4.2 “shared zone” within the CBD $50,000 No City Strategy City RN1.1 term core. Investigate streets within the urban area for “road diets”, so that excess road space can be allocated to separated cycleways RN4.3 Short term $40,000 No Operations City N/A and improve pedestrian crossing capability. Particularly review the function of Bourke Street to align with the Active Travel Plan. Review the operation / design of roundabouts within the urban area RN4.4 Short term $25,000 No Operations City N/A for improved safety for cyclists and pedestrians.

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Key Project Timing Est. Cost Funded Resource Responsibility Sequence AT – Active Travel AT1 – Cycling Identify a legible, connected and City AT1.1 accessible layered network of Short term N/A N/A City Strategy N/A Industry cycle facilities. Implement cycle link to north of City AT1.2 city, which serves northern growth Short term N/A N/A City Strategy AT1.1 Industry area and University. Implement commuter link along City AT1.3 rail corridor from CBD to Forest Short term N/A N/A City Strategy AT1.1 Industry Hill. Design and construct southern City AT1.4 Short term N/A N/A City Strategy AT1.1 cycle routes to CBD. Industry Investigate cycle route to Bomen from residential precincts to link in City AT1.5 Short term N/A N/A City Strategy AT1.1 with preferred active transport Industry corridors identified in Figure 14. AT2 – Pedestrian movements Prioritise pedestrian movements City AT2.1 over other transport modes in high Short term N/A N/A City Strategy N/A RMS pedestrian activity areas. Reduce speed limit in high AT2.2 Short term N/A N/A RMS RMS N/A pedestrian activity areas. Prioritise people over vehicles, Project through intersection sequencing City of Wagga AT2.3 Short term $10,000 No Management N/A of traffic lights and traffic calming Wagga, RMS Office devices. Introduce pedestrian only or AT2.4 priority area spaces within the Short term TBC No Operations City N/A CBD core.

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Key Project Timing Est. Cost Funded Resource Responsibility Sequence AT3 – End of trip facilities City Strategy Provide end of trip facilities at City AT3.1 Short term TBC No Development AT1.1 strategic locations. Industry Services Ensure major employment Development AT3.2 destinations have access to end Short term N/A No Industry N/A Services of trip facilities. Encourage sharing or usage of AT3.3 end of trip facilities such as gym Short term N/A No City Strategy Industry AT1.1 facilities. Implement cycling education City AT3.4 program for users to access Medium N/A No City Strategy AT1.1 RMS facilities. Utilise smart applications to AT3.5 indicate where facilities are Ongoing TBC No City Strategy Industry AT3.1 located. AT4 – Active travel Integrate active travel within the CBD, health precinct, AT4.1 Ongoing Yes City Strategy City AT1.1 concentrations of employment and education. $1,100,000 Partial

Develop an adequate network of AT4.2 footpaths and cycleways within Short Term PAMPS Yes Operations City AT1.1 2km of activity centres. $84,000 p.a (concepts LTFP) Safe routes for children to walk AT4.3 and ride to school through Ongoing $xx Partial Operations City N/A introduction of wider footpaths. Undertake a speed limit review in AT4.4 Medium $30,000 No Operations City AT1.1 active travel areas. Page 70 of 75

Key Project Timing Est. Cost Funded Resource Responsibility Sequence AT5 – Programs Use walking and cycling programs Social AT5.1 to encourage more people to use Ongoing N/A N/A City N/A Planning active transport. Key Project Timing Est. Cost Funded Resource Responsibility Sequence Implement walking school bus City Strategy AT5.2 Short term N/A N/A Schools N/A program. Schools Implement programs to AT5.3 encourage cycling and walking for Short term $20,000 No RMS RMS N/A specific user groups. AT6 – Prioritise people and pedestrian movement Prioritise people and pedestrian AT6.1 Ongoing TBC No City Strategy City N/A movement. Update the LEP and DCP to AT6.2 include walking facilities Short term N/A N/A City Strategy City N/A integrating into broader networks. Improve permeability and AT6.3 connectivity to and within activity Ongoing TBC No City Strategy City N/A centres and neighbourhoods. Improve crossability of major roads and roundabouts, Tarcutta City AT6.4 Street, Kooringal Road / Lake Short term TBC No Operations N/A

Albert Road / Red Hill Road / Docker Street. Improve and develop comfort, AT6.5 Medium TBC No Operations City N/A safety and quality of footpaths. Implementation of quality walking treatments over quantity including AT6.6 Ongoing TBC No Operations City AT6.2 establishing and maintaining tree canopy.

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Key Project Timing Est. Cost Funded Resource Responsibility Sequence Create a safe environment for all TBC Partial road users along Baylis Street and AT6.7 Fitzmaurice Street, including Short Main street Yes Operations City N/A improved conditions for active and upgrades / public transport. improvements Develop a program for safe school Medium Operations City AT6.8 TBC No N/A access. term City Strategy Schools $10,000

Yes Short term $222,790 Increase community knowledge (concept and connectivity of recreational Riverside 16/17) Community AT6.9 Partial City N/A walking trails, e.g. Wiradjuri shared $100,000 Services Walking Track. paths (concept 17/18) $100,000 (concept 18/19)

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Key Project Timing Est. Cost Funded Resource Responsibility Sequence PT – Public Transport PT1 – Public transport. Review all forms of public PT 1.1 transport to better serve the entire Medium N/A No City Strategy TNSW N/A community. Review bus timetables in PT 1.2 accordance with work, shopping, Medium N/A No City Strategy Industry PT1.1 school and business hours. Rationalise bus routes based on potential utilisation rather than PT 1.3 Long Term TBC No City Strategy Industry PT1.1 coverage. More services to areas that have less car ownership. Develop an innovative transport TNSW PT 1.4 trial which supports a flexible Medium TBC No City Strategy PT1.1 City public transport system. Investigate accessibility to public PT 1.5 Long N/A No City Strategy TNSW N/A transport for villages. Investigate alternative public transport, including taxis and PT1.6 community and care group bus Medium N/A No City Strategy TNSW N/A services, to better serve people with a disability. No

Develop and implement Regional TBC Yes Airport Master Plan and Short term / PT1.7 $20,000 p.a City Strategy City N/A investigate the surrounding road ongoing Airport (17/18) network. business plan (18/19) (19/20) Ensure high speed rail station is PT1.8 Ongoing N/A N/A City Strategy City N/A planned for Wagga Wagga.

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Key Project Timing Est. Cost Funded Resource Responsibility Sequence PT2 – Taxi demand. Investigate options to overcome City Strategy PT2.1 Short N/A N/A Industry N/A taxi demand issues at peak times. Operations Investigate current requirements (or restrictions) within existing PT2.2 Medium N/A N/A City Strategy Industry N/A Legislation regarding Taxi licensing and coverage. Develop an innovative trial to PT2.3 accommodate for peak supply Medium N/A N/A City Strategy Industry PT2.2 demand of Taxis PT3 – Transport interchange. Investigate opportunity to establish a centralised public City PT3.1 transport interchange area within Short term TBC No City Strategy N/A TfNSW the CBD to accommodate both buses and Taxis. Develop a business case for the introduction of a centralised City PT3.2 Short term TBC No City Strategy PT3.1 transport interchange within the TfNSW CBD area. PT4 – Bus network. Investigate priorities, route Short / planning and innovative ideas for City PT4.1 medium N/A N/A City Strategy N/A increasing viability and function of TfNSW term bus network. Review land use around key public transport routes to City PT4.2 Short term N/A N/A City Strategy N/A encourage more people to use TfNSW public transport

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Key Project Timing Est. Cost Funded Resource Responsibility Sequence Investigate the introduction of rapid bus routes that connects the City northern growth area, major TfNSW PT4.3 Short term $10,000 No City Strategy N/A shopping centres, the health Local business precinct and the CBD with no groups intermediate stops. Investigate feasibility of shuttle bus loop service along City PT4.4 Fitzmaurice Street and Baylis Short term $10,000 No City Strategy N/A TfNSW Street and / or to other key locations within the CBD area. Review need for buses on rapid bus routes to travel along Baylis Street / Fitzmaurice Streets, but rather travel east / west along City PT4.5 predetermined cross streets. Bus Short term $10,000 No Operations N/A TfNSW zones along Baylis Street / Fitzmaurice Street are eliminated thus allowing for more speciality parking. PT5 – Event transport Investigate alternate transport modes / opportunities to and from PT5.1 Short term N/A N/A City Strategy Industry N/A the CBD to large events located at distance from the CBD. TBC, but Provide shuttle services directly to Short / possibly user City PT5.2 the core of the CBD at the medium pays through No City Strategy N/A Event promoters conclusion of major events. term event ticket purchase Prioritise event services over car City PT5.3 Short term N/A N/A City Strategy N/A parking. Event promoters

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