Sydenham to Bankstown Urban Renewal Corridor

Integrated Transport Strategy Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

Executive Summary

Background  Providing a high quality cycleway network that connects to key employment destinations, The Urban Renewal Corridor Strategy and Integrated Transport Strategy provide a framework for including the implementation of a regional cycleway adjacent to the existing rail corridor delivering growth in the Sydenham to Bankstown corridor (‘The Corridor’) catalysed by the between Bankstown and Sydenham proposed Sydney Metro City & Southwest project. The Urban Renewal Corridor Strategy considers the eleven station precincts along the corridor, which provide opportunity for a mix of  Supporting the introduction of the proposed Sydney Metro City & Southwest by providing low, medium and high rise residential and mixed use developments located within walking multi-modal transport access to station precincts distance of the train stations revitalised by the proposed Sydney Metro City & Southwest.  Providing an improved, more connected bus network which supports the growth of the corridor The corridor currently contains over 45,000 dwellings and provides for over 35,000 jobs. The – including the introduction of new cross-regional bus services linking to the corridor to key Urban Renewal Corridor Strategy predicts approximately 36,000 additional dwellings and 10,000 destinations such as Sydney Olympic Park and Sydney Airport, and improving the quality of additional jobs could be provided within the corridor by 2036, focusing growth more closely customer interchange especially at Bankstown, Campsie and Canterbury around the stations than under previous forecast growth.  Retaining the functionality of the arterial road network for longer distance private vehicle and freight trips, including to support the introduction of WestConnex Integrated Transport Strategy The figure below illustrates the proposed transport network to meet these objectives. This Integrated Transport Strategy recommends a range of transport initiatives that would be required to support the urban renewal corridor strategy while complementing the proposed Sydney Metro City & Southwest project. The recommended initiatives will improve accessibility locally and between the corridor and other major destinations at Sydney Olympic Park, Parramatta, Liverpool and Burwood. The vision for the transport system is a connected and integrated transport network that accommodates future growth and provides seamless connectivity between different transport modes. The key features of this vision are:  Supporting urban renewal to provide more housing choice along the corridor and additional local travel opportunities  Optimising the benefits of transport investment and the opportunity for travel behaviour change arising from the proposed Sydney Metro City & Southwest project  Developing an efficient transport system that is affordable and accommodates customer needs  Encourage public and active transport for travel within and outside the corridor in keeping with the better connectivity and amenity in the urban environment  Manage travel demand considering different reasons for travel to leverage existing and planned infrastructure Several transport strategies and initiatives have been developed to support the transport vision for the Sydenham to Bankstown corridor:  Supporting urban renewal by providing a range of improved travel choices and reducing reliance on private vehicles  Providing connections for a permeable pedestrian network to support local movements and improving accessibility to town centres and public transport nodes. This would include infrastructure upgrades such as footpath improvements and new crossing points as well as the introduction of 40km/h speed limits and complementary design elements in high pedestrian activity areas

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

These strategies and initiatives, particularly the introduction of the proposed Sydney Metro City & Southwest with high frequency ‘turn up and go’ services and renewed urban environment, will promote a change in travel behaviour to public transport, walking and cycling and reduce reliance on the private vehicle. This will be achieved through improved accessibility to public transport and local services, better urban amenity which will provide a safe and secure environment, and changing attitudes and behaviours of the population over time in response to better transport options. Next steps Following the exhibition of the Strategy and consideration of the public's comments, the Department of Planning and Environment will finalise the Strategy. Detailed precinct planning will be required for precincts along the corridor that are identified as having greater opportunity for growth. The future planning for the corridor will be implemented through priority precincts, local planning proposals and Council’s comprehensive local environmental plan reviews. Detailed transport assessments will be undertaken to support rezoning proposals, including validation with traffic modelling, as well as continuing to clarify infrastructure needs and funding mechanisms. The NSW Government is investigating a range of funding sources for infrastructure to support the Strategy. This will include mechanisms which enable the Government to share the value uplift created by increased development density and investment in better infrastructure and services.

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

Contents

Page

Executive Summary 1 7 Transport Initiatives 58 1 Introduction 1 7.1 Corridor Initiatives 58 7.2 Precinct Initiatives 67 1.1 Project Background 1 1.2 Project Objectives 1 8 Way Forward 71 1.3 Strategy Development 1

1.4 Study Area 2 1.5 This Report 2 Appendices 2 Strategic Planning Context 4 2.1 Metropolitan Planning Context 4 Appendix A 2.2 Strategic Transport Context 5 Strategic Travel Model 2.3 Future Transport Infrastructure 8

3 Sydenham to Bankstown Planning Context 11 3.1 Existing Planning Context 11 3.2 Future Planning Context 15

4 Transport Conditions 17 4.1 Existing Conditions 17 4.2 Future Conditions 32 4.3 Transport Challenges 39

5 Strategic Transport Framework 40 5.1 Vision 40 5.2 Strategy framework - Movement and Place Hierarchy 40 5.3 Objectives 42 5.4 Performance Measures 43

6 Transport Strategy 45 6.1 Land Use and Transport Integration 45 6.2 Pedestrians 49 6.3 Cycling 50 6.4 Public Transport 51 6.5 Road Network 53 6.6 Parking 54 6.7 Freight 56 6.8 Travel Demand 57

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

1.3 Strategy Development 1 Introduction The strategy was informed by a detailed transport network assessment as illustrated in Figure 1 below. 1.1 Project Background The Department of Planning and Environment (DP&E), in conjunction with Transport for NSW (TfNSW), is developing a strategy for the Sydenham to Bankstown corridor to identify opportunities and constraints for urban activation and land use changes following the introduction of the proposed Sydney Metro City & Southwest project. Arup was commissioned by TfNSW to develop an Integrated Transport Strategy (ITS) for the Sydenham to Bankstown corridor. The study considers the transport infrastructure measures required to support the expected future urban development within the corridor. The Sydenham to Bankstown corridor is one of several corridors being investigated for urban renewal to accommodate future growth and support the infill development that will increase Sydney’s resilience for the future.

1.2 Project Objectives The Department of Planning and Environment (DP&E) released “A Plan for Growing Sydney” in December 2014. The plan presented a new framework for Sydney that will guide planning decisions over the next 20 years to accommodate growth. The plan outlines a strategy that balances the need to deliver the housing that is required whilst providing high levels of amenity, good accessibility to jobs and services and creating a highly liveable city. A key principle of the plan is increasing housing choice around all centres through urban renewal in established areas. Sydenham to Bankstown (S2B) is one such area that has been identified for urban renewal. A major component of the urban renewal strategy for S2B is to develop a transport strategy which supports land use, self-containment, improves access to the station precincts and encourages active and public transport modes of travel. The overall intent of the transport strategy is to:  Investigate the existing transport infrastructure and services to cater for existing and future travel demand to, from and within the corridor  Identify the strategic opportunities and constraints for the transport system in relation to proposed growth along the corridor  Develop an integrated transport strategy for the corridor that includes the growth opportunities and outlines the strategic transport network and strategies required to meet a specific set of transport objectives for the corridor.

Figure 1 Strategy development

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

1.4 Study Area 1.5 This Report The study area for the Sydenham to Bankstown Corridor ITS (Figure 2) considers an 800m This report documents the transport strategy to support the urban development of the corridor. The catchment around the existing rail corridor between Sydenham and Bankstown – a length of 13km strategy is documented as follows: covering 11 station precincts and three Local Government Areas (LGAs) – those being Marrickville, Canterbury and Bankstown. Section 1: Introduction - This section. The corridor currently contains over 120,000 residents and provides for over 35,000 jobs. The Section 2: Strategic Planning Context – Provides policy and planning context for the study corridor definition reflects the primary area of influence of the potential population and including alignment of the project objectives and strategy with key NSW Government planning employment growth along major transport infrastructure and service provisions to be considered – documents. particularly the south western extension line of the proposed Sydney Metro City & Southwest Section 3: Sydenham to Bankstown Planning Context - Describes the existing land uses within project. The scope of the study is to consider all travel including cross-town travel that occurs on the corridor and the urban renewal proposition, by corridor and precinct the wider State and Regional road network, bus services and cycle network servicing the corridor. Section 4: Transport Conditions - Summarises the existing transport conditions and The corridor has strong linear transport connections to the City, Lidcombe and Liverpool via the considerations for developing the transport strategy, including land use and transport integration, Bankstown rail line. However a wider consideration of the transport network connections to other to accommodate growth in the corridor. locations in Sydney is required. The interaction between the Sydenham to Bankstown corridor and other corridors across Sydney is an important consideration of this study. Section 5: Strategic Transport Framework- Outlines the transport vision, objectives and considerations for the corridor to complement the corridor planning objectives, and describes the framework for developing the transport strategy. Section 6: Transport Strategy- Details an integrated strategy to support future levels of growth and enhance transport access to, from and within the corridor based on the vision and objectives for the corridor. Section 7: Transport Initiatives- Having established an integrated transport strategy for the corridor this section outlines a set of initiatives to support the growth of the corridor. Section 8: Way Forward- Summarises the outcomes of the report and next steps.

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MARRICKVILLE

e Hume Hwy v LGA A Sydenham Rd n Old Canterbury Rd o t h g d ri Roberts Rd R l B w o BANKSTOWN b h c n LGA u P I2 I2 I2 B B B SYDENHAM I2 HURLSTONE CAMPSIE DULWICH B PARK I2 I2 CANTERBURY HILL B B I2 MARRICKVILLE I2 B B BELMORE I2 Be BANKSTOWN B x l LAKEMBA e I2 Canterbury Rd y B R d Bayview A I2 WILEY PARK ve B CANTERBURY PUNCHBOWL Princes Hwy LGA

Rd lds fie Fairford Rd e or t Fwy Mo M5 Eas

¯ 0 0.75 1.5 3 Kilometers Study Area Figure 2 Sydenham to Bankstown Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

2 Strategic Planning Context

2.1 Metropolitan Planning Context

2.1.1 A Plan for Growing Sydney A Plan for Growing Sydney, released by the NSW Government in December 2014, provides a framework for planning and land use decision making across the Sydney metropolitan area over the next 20 years. The strategy outlines four key objectives, those being:  Improve access for Sydney’s residents between their homes, place of work, open space areas and their local centres;  Make a wider variety of housing available to suit the changing demographics of Sydney;  Deliver new infrastructure to support the growth of the city; and  Maintain a sustainable city which safeguards environmentally significant areas across Sydney The plan aims to balance the need to accelerate housing production with a desire for high levels of amenity and the creation of strong and resilient communities within a highly liveable city. The facilitation of more homes and jobs co-ordinated with infrastructure delivery in and around centres and along key public transport corridor is a key strategy for the achievement of these priorities. Of particular relevance to the Sydenham to Bankstown Corridor Integrated Transport Study, A Plan for Growing Sydney identifies the following objectives:  Recognise and strengthen the West Central subregion’s role in Sydney’s manufacturing industries, particularly in Bankstown Figure 3 Central and Southern Sydney - Connecting homes to jobs  Continue to focus urban renewal activities to provide additional housing along a number of transport corridors, the Sydenham to Bankstown corridor being one of these. The Government Source A Plan for Growing Sydney will work with Councils to identify suitable locations for housing intensification and urban renewal, including employment agglomerations, particularly around Priority Precincts, established and new centres, and along key public transport corridors  The proposed Sydney Metro City & Southwest will provide improvements to the Bankstown Rail Line and will allow faster and more frequent train services. To capitalise on improved public transport, new housing will be focused in and around centres in the rail corridor.  Undertake detailed structure planning around each train station to identify capacity for an increase in housing supply, focused in areas with good amenity, close to existing and planned mixed-use centres and close to public transport access points. Capacity for long-term jobs growth, especially in and around Bankstown and Bankstown Airport – Milperra Strategic Precinct will be investigated.  Bankstown is designated as one of 16 Strategic Centres across Sydney, and is identified for additional housing and employment. The NSW Government will work with council to provide capacity for additional mixed-use development in Bankstown including offices, retail, services and housing.  Investigate potential future employment and housing opportunities within the Bankstown centre associated with the proposed Sydney Metro City & Southwest connecting Bankstown to Sydney CBD.

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

2.1.2 State Priorities 2.2 Strategic Transport Context The NSW Premier announced in September 2015 12 Premier’s priorities to support the growth of the economy while protecting the most vulnerable in our society. 2.2.1 NSW Long Term Transport Masterplan The Premier’s priorities are supported by a 30 State priorities or ‘reforms’ that aim to grow the The metropolitan wide context is set by the New South Wales Long Term Transport Master Plan economy, deliver infrastructure, deliver infrastructure, and improve health, education and other (LTTMP). It identifies the challenges that the transport system in NSW needs to address to support services across NSW. the State’s economic and social performance over the next 20 years. It guides decision-makers to prioritise actions which address the most pressing challenges. Key policies and actions relevant to study area Of particular relevance to the Sydenham to Bankstown Corridor Integrated Transport Study, the  Increase housing supply. LTTMP identifies the Sydenham to Bankstown corridor as a strategic transport corridor with  Building infrastructure medium constraints suitable for mass transit. LTTMP identified current and future capacity constraints on the rail network. The Bankstown line had the highest average load in the morning  Consistently meet public transport reliability targets. peak hour at 150%. Key actions arising from the LTTMP include:  Improve the efficiency of the road network during peak times on Sydney’s road corridors.  An integrated approach to land use and transport planning.  A multimodal approach with a focus on modernising and integrating the public transport network.  Provide services and infrastructure which support jobs growth in centres close to where people live.  The need to provide better access to the Sydney CBD and major centres.  Actions to enhance the capacity of Sydney’s rail network, including the identification of a new second harbour rail crossing and the Sydenham to Bankstown line to support mass transit (single-deck) services. This action has evolved to become the proposed Sydney Metro City & Southwest project.  Actions to complete the gaps in the motorway network.  Minimal commuter parking should be provided in major centres and regional cities, with some town and village centres to contain commuter car parking. This framework is highlighted in Figure 4.

Figure 4 Classification and characteristics of interchanges in NSW

Source: NSW Long Term Transport Masterplan, Figure 2.10

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

2.2.2 Modal Strategies Sydney’s Bus Future Sydney’s Rail Future The Sydney’s Bus Future document was released in December 2013. It provides the framework for improving and delivering better bus services throughout the Sydney metropolitan area. Bus Sydney’s rail network was released in June 2012 and provides the strategic framework to transform services will be focused into three key routes: a 150 year old rail network, as well as a staged plan to achieve that strategy. Sydney’s rail network will be modernised in five stages.  Rapid routes, to use priority infrastructure, connect regionally throughout the city and have stops every 800m-1km The document notes some short term improvements for the Bankstown line such as new services in peak times and a new turnback facility at Lidcombe resulting in improved reliability of services.  Suburban routes, which will have stops every 400m and have mix of frequent ‘turn up and go’ These improvements have since been implemented on the Sydney Trains network. and timetabled services  Local routes which will complete the network using local streets It is the development of Stage 5 of the rail network (southern sector conversion) that will form the development of the proposed Sydney Metro City & Southwest network serving the Sydenham to Two rapid bus routes have been identified which are of relevance to the Sydenham to Bankstown Bankstown corridor, as outlined in Figure 5 below. Corridor, those being:  Hurstville – Macquarie Park via Campsie and Burwood  Rouse Hill – Hurstville via T-way, Parramatta and Bankstown A further three suburban bus routes are identified to serve the Sydenham to Bankstown corridor, running through Bankstown, Campsie and Marrickville.

Figure 5 Sydney’s Rail Future Source: Sydney’s Rail Futures Figure 6 Rapid and suburban bus routes Source: Sydney’s Bus Futures

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

Sydney’s Cycling Future Sydney’s Walking Future Sydney’s Cycling Future (released December 2013) provides a framework for the way cycling is Sydney’s Walking Future, released by Transport for NSW in December 2013, sets out a strategy to planned and prioritised in Sydney. Key points to emerge from the strategy with relevance to this encourage people in Sydney to walk more through actions that make it a more convenient, better study include: connected and safer mode of transport.  A safe and connected bicycle network benefits the wider transport network by improving Key points to emerge from the strategy with relevance to the development of the Sydenham to access to towns and centres, reducing congestion and increasing capacity on the public Bankstown corridor include: transport system.  Commitment to invest in new walking links that connect people to public transport.  Bicycle treatments should provide safe separation from motor vehicles and pedestrians where possible (see Figure 7).  Investment in walking infrastructure to be prioritised within 2km of centres and public transport interchanges. Bankstown is identified as one such centre.  Investment in bicycle infrastructure should be prioritised within 5km of public transport interchanges.  Commitment to invest in walking facilities as part of the Transport Access Program, including improved circulation spaces around station precincts and safer walking links.  As a component of a safe and connected network, bicycle parking facilities at public transport interchanges should be provided. The strategy references the Bike and Ride imitative which As illustrated in Figure 8 below, the walking mode share for the Sydenham to Bankstown corridor aims to make it more convenient for customers to ride to transport hubs and leave their bikes study area is relatively low in the context of greater Sydney. A key objective of this Integrated securely locked. Transport Study will therefore be to improve pedestrian accessibility through the corridor, in particular providing high quality connections to local centres and public transport nodes.

Figure 8 Walking patterns across Sydney Figure 7 Preferred cycling infrastructure Source: Sydney’s Walking Future Source: Sydney’s cycling future

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

2.3 Future Transport Infrastructure There are five potential future transport schemes as shown in Figure 12 which may impact the The proposed Sydney Metro City & Southwest comprises: Sydenham to Bankstown corridor. These five schemes along with other transport schemes  Northern Corridor Works: three kilometre section of new railway between Chatswood Station proposed as part of this study will play a part in connecting and transporting people to other and St Leonards, mostly contained within the existing rail corridor. destinations within metropolitan Sydney.  Sydney Harbour Crossing: Twin tunnels from the St Leonards/Crows Nest area to Victoria The five schemes include: Cross, beneath Sydney harbour, on to new stations in Sydney's CBD, and then Sydenham.  Parramatta Light Rail: a light rail from Parramatta to Bankstown (or another destination – the  South west extension to Bankstown: Proposed upgrade and conversion of the existing 13.5 proposed alignment is indicative and still under investigation. This infrastructure measure not kilometre railway from Sydenham Station to Bankstown Station to metro. yet committed and is being considered as a future opportunity in the longer term); In June 2014 the NSW Government announced the proposed Sydney Metro City & Southwest  The proposed Sydney Metro City & Southwest: the project would extend metro rail from concept, including the Sydney Harbour Metro Crossing and Southwest extension to Bankstown Chatswood under Sydney Harbour, through the new stations in the lower North Shore, Sydney proposal. CBD and south west to Bankstown.  Rapid Bus Routes:  Bus frequencies of 5-10 minutes during the weekday peak;  0.8-1km spacing between stops; and  High capacity bus fleet: 110 to 115 bus capacity.  Suburban Bus Routes:  Bus frequencies of 10-15 minutes during the weekday peak;  400m spacing between stops; and  Moderate to high capacity bus fleet: 60 to 115 bus capacity.  WestConnex: a proposed 33km motorway (located outside the corridor) beginning construction later this year with all sections finished by 2023

2.3.1 Proposed Sydney Metro City & Southwest The proposed Sydney Metro City & Southwest is the next major rail project identified in Sydney’s Rail Future. The scope of the project has been developed to meet the Project objectives and deliver key elements of Stages 4 and 5 of Sydney’s Rail Future. The proposed Sydney Metro City & Southwest project would extend metro rail under Sydney Harbour, through the central business district (CBD) of Sydney and south west to Bankstown, with capacity to run up to 30 trains per hour in each direction through the city on the new line. Figure 9 Proposed Sydney Metro City & Southwest Project

The Project represents a major increase in the capacity of Sydney’s rail network, providing a 60 per Source: Transport for NSW cent increase in the number of trains in the peak periods and catering for an extra 100,000 customers per hour. The proposed Sydney Metro City & Southwest would significantly improve reliability across the rail network by addressing current and emerging constraints such as train crowding, platform and station crowding, and network complexity. The new metro rail system would be capable of carrying more people, more quickly, than any other form of public transport ever seen in Sydney.

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

2.3.2 WestConnex 2.3.3 Parramatta Light Rail WestConnex is a proposed 33 kilometre motorway that will extend the M4 Motorway east to the The NSW Government has shortlisted four potential routes for a new light rail line for Parramatta Haberfield area and south to Sydney Airport and duplicate the existing M5 East. The overall and Western Sydney. The four routes are: scheme is likely to comprise a number of projects staged over a 10 year period, including: Stage 1: M4 – Parramatta to Haberfield 1. Parramatta to Macquarie Park via Carlingford 2. Parramatta to Castle Hill via Old Northern Road Stage 2: M5 – Beverly Hills to St Peters 3. Parramatta to Bankstown via Granville and Chester Hill Stage 3: M4-M5 Link – Haberfield to St Peters. 4. Parramatta to Sydney Olympic Park and Strathfield/Burwood. As well as the above stages, the NSW Government is considering potential northern and southern extensions to WestConnex. The extensions, on either side of the M4 and M5, would create a new northern route from Sydney’s south on the F6 corridor to the Anzac Bridge in the north. Of particular relevance to the Sydenham to Bankstown ITS is Stage 2 of the WestConnex project which involves construction of 9km twin tunnel between the existing M5 east at King Georges Road and the St Peters Interchange. The project also includes an upgraded interchange at King Georges Road which complements the recently completed widening works on the M5 between Camden Valley Way and King Georges Road. Stage 2 of the project is planned for completion in 2019.

Figure 11 Parramatta Light Rail Corridor Options

Source: Transport for NSW Figure 10 WestConnex project The potential for a new light rail line between Parramatta and Bankstown is of particular Source: WestConnex Delivery Authority importance for the S2B corridor. Provision of this infrastructure would significantly enhance accessibility to the Bankstown strategic centre.

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

3 Sydenham to Bankstown Planning Context neighbourhood scale catchment, with the nearby Marrickville Metro performing most of the functions that this centre would otherwise provide. 3.1 Existing Planning Context Most centres in the Corridor comprise a fine grain, low rise built form focussed on a traditional main street. The main exceptions to these are Bankstown and Canterbury, which are currently undergoing renewal for larger scale, higher-rise mixed use and residential development. Some 3.1.1 Overview other centres such as Campsie have pockets of higher-rise buildings. The Sydenham to Bankstown corridor is a 13km long corridor located in the Central South West The built form of the surrounding residential areas is heavily influenced by its age of development. Sydney region, running between Sydenham in the east to Bankstown in the west. Well established The residential areas in the eastern part of the Corridor (between Sydenham and Hurlstone Park) communities and town centres have formed around the 11 rail stations within the corridor creating are characterised by small scale, low rise attached terrace housing built in late 19th century and a mix of residential, industrial, commercial and retail uses. The corridor follows the T3 Bankstown early part of the 20th century. Together with the narrow streets of this area, this built form creates rail line passing through 11 stations: Sydenham, Marrickville, Dulwich Hill, Hurlstone Park, an intimate, human scale character. Suburbs further to the west, having been more recently Canterbury, Campsie, Belmore, Lakemba, Wiley Park, Punchbowl, and Bankstown. The corridor developed, are typically dominated by single or two storey detached brick dwellings on large passes through the three local government areas of Marrickville Council, Canterbury Council and blocks with ample front, side and rear setbacks. In general, the core is typically small (often with a partially into Bankstown Council. depth of only one or two blocks) and has a linear form focussed around a traditional high street. The majority of land within the corridor is currently used for residential purposes, however there The extensive, linear Cooks River green corridor is a major feature of the eastern part of the are significant areas of business (particularly around Bankstown) and industry (around Sydenham Corridor. It runs roughly in a north-west to south-east direction and comprises of large areas of and Marrickville). The length of the corridor provides a diversity of communities, demographics active and passive recreation space. The Canterbury Park Racecourse adjoins this corridor in the and cultures, with a number of strong ethnic communities present – a language other than English Canterbury station precinct. The area along Canterbury Road comprises a broad mix of is spoken in approximately two thirds of all households within the corridor. It is one of the most commercial and residential land uses and is currently undergoing renewal. ethnically diverse parts of Sydney. 3.1.3 Corridor Population 3.1.2 Existing Land Uses The Sydenham to Bankstown corridor currently supports a residential population of approximately The main centre in the Corridor is Bankstown. Bankstown is identified as a strategic centre, and as 124,000 and employment of approximately 35,000 people1. such has been designated for substantial future growth and renewal. Canterbury has recently seen extensive renewal activity, and with further renewal planned its importance in the centres hierarchy As shown in Figure 14, the existing major population centres are focused along the rail corridor will consequently increase in the future. Campsie is the second largest centre in the Corridor, and particularly the areas surrounding Bankstown, Lakemba, Campsie and Dulwich Hill. having a substantial concentration of retail, office and higher density residential uses. Employment is currently focused around Bankstown, Sydenham and to a lesser extent Campsie station as shown in Figure 15. Lakemba, Belmore, Canterbury and Marrickville are large local centres, providing a broad range of services and amenities, including community uses. Punchbowl, Wiley Park, Hurlstone Park and Dulwich Hill are small local centres, providing for the day to day and local lifestyle needs of their local residential catchment. Sydenham is a neighbourhood centre and provides limited services to a

1 BTS population and employment forecasts, October 2014 release

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e Hume Hwy v A Sydenham Rd n Old Canterbury Rd o t h g d ri Roberts Rd R l B w o b h c n u P I2 I2 I2 B B B SYDENHAM I2 HURLSTONE CAMPSIE DULWICH B PARK I2 I2 CANTERBURY HILL B B I2 MARRICKVILLE I2 B B BELMORE I2 Be BANKSTOWN B x l LAKEMBA e I2 Canterbury Rd y B R d Bayview A I2 WILEY PARK ve B Legend PUNCHBOWL Princes Hwy Land Uses Mixed Use

Rd Low Density Residential Neighbourhood Centre lds fie Fairford Rd e or t Fwy Medium Density Residential Environmental Conservation Mo M5 Eas High Density Residential National Parks and Nature Reserves Business Development Natural Waterways Business Park Recreational Waterways Enterprise Corridor Private Recreation Commercial Core Public Recreation General Industrial Infrastructure Light Industrial Special Activities Local Centre

¯0 0 0.75 0.75 1.5 1.5 3 Kilometers3 Kilometers Existing Land Use Controls Figure 13 Sydenham to Bankstown e Hume Hwy v A Sydenham Rd n Old Canterbury Rd o t h g d ri Roberts Rd R l B w o b HURLSTONE ch DULWICH n PARK u CAMPSIE HILL P I2 CANTERBURY I2 I2 B I2 B B MARRICKVILLE SYDENHAM B I2 I2 BELMORE B B BANKSTOWN I2 I2 LAKEMBA B B I2 B WILEY PARK e B x l e I2 Canterbury Rd y PUNCHBOWL Rd B Bayview BI2 Ave Princes Hwy

Rd lds fie Fairford Rd e or t Fwy Mo M5 Eas

Legend Population/km2 0 - 2,500

2,501 - 5,000

5,001 - 7,500

7,501 - 10,000

10,001 - 14,831

¯0 0 0.75 0.75 1.51.5 3 Kilometers3 Kilometers Population Density (2011) Figure 14 Sydenham to Bankstown e Hume Hwy v A Sydenham Rd n Old Canterbury Rd o t h g d ri Roberts Rd R l B w o hb c HURLSTONE PARK n u CAMPSIE DULWICH HILL P I2 CANTERBURY I2 I2 B I2 B B MARRICKVILLE SYDENHAM B I2 I2 BELMORE B B BANKSTOWN I2 I2 LAKEMBA B B I2 B WILEY PARK e B x l e PUNCHBOWL I2 Canterbury Rd y Rd B Bayview BI2 Ave Princes Hwy

Rd lds fie Fairford Rd e or t Fwy Mo M5 Eas Legend Jobs/km2 19 - 500

501 - 1,500

1,501 - 4,000

4,001 - 7,000

7,001 - 10,000

10,001 - 13,000

13,001 - 16,000

16,001 - 20,000

¯0 0 0.75 0.75 1.51.5 3 Kilometers3 Kilometers Employment Density (2011) Figure 15 Sydenham to Bankstown Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

Table 1 Projected population growth by precinct 3.2 Future Planning Context Precinct Existing Additional Existing jobs Additional Sydney is growing fast with current projections identifying demand for an additional 664,000 dwellings (2011) dwellings to 2036 (2011) jobs to 2036 homes and 689,000 jobs within the Sydney metropolitan area by 2031. To support this growth, planning for additional housing and jobs is needed. A Plan for Growing Sydney recognises that Bankstown 5,656 5,500 10,090 2,780 urban renewal is essential to meet demand for new housing and aims to accelerate urban renewal in transport corridors and areas close to major centres. Punchbowl 3,611 3,600 1,668 430 In June 2015, the NSW Government announced the proposed Sydney Metro City & Southwest project – a metro railway between Chatswood and Bankstown, including a new crossing beneath Wiley Park 3,045 800 786 170 Sydney Harbour, new stations in the CBD and lower North Shore, and a fully automated, high frequency, ‘turn up and go’ rail service. The proposed Sydney Metro City & Southwest has capacity to run a metro train every two minutes under the centre of Sydney with 100,000 extra train Lakemba 5,398 2,450 2,565 740 customers travelling per hour in the peak. Travel times will also improve, up to 10 minutes faster from Bankstown to the city. The enhanced public transport network provides a catalyst for new Belmore 3,069 3,950 3,018 620 growth and development along the corridor. The corridor currently contains over 120,000 residents and provides for over 35,000 jobs. The Campsie 7,629 7,100 5,092 1,910 improvements to public transport provided by the proposed Sydney Metro City & Southwest will increase the attractiveness of the area as a place to live and investigations into residential growth Canterbury 2,594 6,540 1,434 390 and intensification along the corridor have identified significant infill development opportunities. The Department of Planning & Environment have prepared a Land Use and Infrastructure Strategy Hurlstone Park 1,682 1,150 466 240 for the Sydenham to Bankstown urban renewal corridor to identify opportunities for additional homes and jobs close to public transport, employment area and town centres. The Land Use and Dulwich Hill 5,591 2,050 1,266 290 Infrastructure Strategy aims to improve the overall supply of new housing within the corridor, ensuring a choice of housing to meet the needs of diverse communities. Marrickville 4,722 4,000 2,891 1,330 The Land Use and Infrastructure Strategy predicts approximately 36,000 additional dwellings and 10,000 additional jobs could be provided within the corridor by 2036. This future growth is Sydenham 2,063 100 5,849 1,090 summarised in Table 1 opposite. The majority of new housing will be within a 400m radius of the railway stations and easy walking distance to public transport and local shops. Figure 16 illustrates the future built form and land uses within the corridor. Total 45,060 36,100 35,125 9,990

The purpose of the strategy is to: Source: NSW Department of Planning and Environment, 2015  Identify key land use constraints and opportunities affecting the corridor.  Analyse the constraints and opportunities to determine key issues and set strategic directions for the corridor.  Identify areas with capacity to deliver more homes and jobs, subject to further investigation. More detailed precinct planning for the areas within the corridor will occur at a later stage.

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

4 Transport Conditions Breaking the study area into precincts, a further analysis of existing mode share is provided in Figure 18. The following key points are noted for residents from within the study area that are 4.1 Existing Conditions travelling to work (i.e. outgoing residents): This section outlines the existing transport conditions along the Sydenham to Bankstown Corridor  Residents at the western end of the corridor between Bankstown and Belmore have the highest to inform the identification of opportunities and constraints that form the basis for developing a mode share by private vehicle (between 57% and 62%) strategy.  Private vehicle mode share is noticeably reduced between east of Campsie Station (between 43% and 50%) 4.1.1 Transport Characteristics  Residents from Campsie to Sydenham have the highest mode share by bus of between 5% and Transport Mode Share 7%. The existing mode share for commuters along the corridor has been assessed using the 2011 Mode share for journey to work is influenced by a number of factors including the type of Journey to work census data as shown in Figure 17. The overwhelming majority of trips travelling employment, income levels, access to alternative modes and the capacity of the network. The lower to the study area for work (i.e. incoming workers) are undertaken by car (63% are drivers and 6% mode share of private vehicles in the east of the corridor is influenced by the good accessibility to a are passengers). For residents within the study area travelling to work (i.e. outgoing residents), high number of jobs from the existing rail corridor. The higher car reliance for residents in the there is a more significant mode share by train (25%) and less by car (49%). This highlights that western part of the corridor is influenced by its distance from key employment destinations, the the public transport network better provides for residents living in the corridor travelling to work strong network of high order roads as well as the type of workforce prevalent in these areas. It is outside the corridor rather than those travelling into the corridor for work. also partly attributed to the lack of direct, high quality bus connections to major employment centres as discussed further in Section 4.1.4.

Outbound Trips (Residents)

Private Vehicle Train Walk Bus Other 100%

90%

80%

70%

60%

50%

40%

30%

20%

10%

0%

Figure 17 Existing mode share for journey to work trips for the study area Figure 18: 2011 mode share for journey to work trips originating in the study area Source: 2011 Census Journey to Work Source: 2011 Census Journey to Work

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

The mode shares for travel to each of the stations (based on interview surveys undertaken by Travel Demand TfNSW in 2015) within the study area are provided in Figure 19 with the key points noted as follows: 2011 Journey to work census data has been reviewed to specifically understand work trips to and from the corridor during the AM peak period. As shown in Figure 20 on the following page, the  Walking is the primary mode of travel to most stations with the exception of Sydenham Station Sydney CBD and North Sydney is a key employment destination for residents which are currently which has a high demand for rail to rail interchange; well served by the rail network. There are however a number of work trips towards to the north of  The mode shares for walking are notably lower for Bankstown, Punchbowl and Belmore the study area along the Parramatta Road corridor between Strathfield and Parramatta. Station with more people using private vehicle to travel to these stations(n the range of 30% to Analysis of existing journey to work travel patterns for residents of the corridor has been 40% including private vehicle as driver and drop off combined); and undertaken to understand the key travel destinations of corridor residents where the car mode share  Bankstown and Campsie Stations also have higher bus mode shares which are attributed to the is greater than 50%. These locations represent areas where the greatest benefits would arise should increased service frequencies to these centres as discussed in Section 4.1.4. a mode shift occur from private vehicles towards other transport modes such as public transport, walking and cycling. This analysis has informed the development of initiatives supporting the transport strategy outlined in Section 6 of this report. Some of the areas identified in the analysis include:  Parramatta  Sydney Olympic Park  Burwood  Chullora  Greenacre  Sydney Airport The origin for those that are working within the study area are generally focussed on the corridor and the immediately surrounding suburbs as shown in Figure 21. Given that many of these trips are relative short in nature, this represents a significant opportunity for these trips to be undertaken by public transport, walking and cycling.

Figure 19: Rail station access mode share (AM peak period) Source: Interview surveys undertaken by TfNSW

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PARRAMATTA ! ! ! !

! ! ST LEONARDS

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! ! ! ! NORTH SYDNEY !

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! ! ! ! ! ! SYDNEY Dobroyd Point Lilyfield ! Strathfield West ! Glebe Point Berala! ! ! ! Croydon Haberfield ! ! Annandale ! BURWOOD Leichhardt Ashfield ! ! Regents Park ! ! ! ! Camperdown ! ! Enfield ! ! ! Summer! Hill PetershamStanmore ! Birrong South Strathfield Croydon Park ! ! ! ! Lewisham Newtown ! ! Chullora Enmore ! Ashbury ! Dulwich Hill Belfield Marrickville St Peters ! Greenacre Hurlstone Park ! Yagoona! ! ! ! CampsieI2 Canterbury I2 I2 SYDENHAM ! HURLSTONE CAMPSIE DULWICH I2 BPARK ! ! B BHILL Sydenham Belmore CANTERBURYB I2 I2 ! Mt Lewis Earlwood MARRICKVILLEB ! B ! I2 Marrickville South I2 ! BBELMORE Tempe BANKSTOWN I2 ! B LAKEMBA Undercliffe LIVERPOOL Bankstown Wiley ParkI2! B South Belmore ! Legend ! BWILEY PARK Clemton Park I2 ! PUNCHBOWL Lakemba ! B Turrella! Punchbowl Bardwell! Park Sydney Domestic Airp Sydney International! ! Workers/km2 Kingsgrove Arncliffe! ! Bexley North 0 - 50 ! SYDNEY AIRPORT Banksia Kyeemagh North Bexley ! ! Beverly Hills 51 - 150 ! Rockdale Brighton-le-sands Riverwood Bexley ! ! ! ! Narwee ! Padstow ! 151 - 300

Penshurst ! ! Peakhurst Kogarah 301 - 450 Hurstville ! Revesby Heights Mortdale ! ! Carlton! ! Monterey ! Allawah > 451 South Hurstville PORT BOTANY

! ¯ 0 1.75 3.5 7 Kilometers Key destinations for people departing from corridor Figure 20 Sydenham to Bankstown !

! ! ! ! MACQUARIE! PARK

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PARRAMATTA ! ! ! !

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! ! ! ! ! ! SYDNEY Dobroyd Point Lilyfield ! Strathfield West ! Glebe Point Berala! ! ! ! Croydon Haberfield ! ! Annandale ! BURWOOD Leichhardt Ashfield ! ! Regents Park ! ! ! ! Camperdown ! ! Enfield ! ! ! Summer! Hill PetershamStanmore ! Birrong South Strathfield Croydon Park ! ! ! ! Lewisham Newtown ! ! Chullora Enmore ! Ashbury ! Dulwich Hill Belfield Marrickville St Peters ! Greenacre Hurlstone Park ! Yagoona! ! ! ! CampsieI2 Canterbury I2 I2 SYDENHAM ! HURLSTONE CAMPSIE DULWICH I2 BPARK ! ! B BHILL Sydenham Belmore CANTERBURYB I2 I2 ! Mt Lewis Earlwood MARRICKVILLEB ! B ! I2 Marrickville South I2 ! BBELMORE Tempe BANKSTOWN I2 ! B LAKEMBA Undercliffe LIVERPOOL Bankstown Wiley ParkI2! B South Belmore ! WILEY PARK Legend ! B Clemton Park I2 ! PUNCHBOWL Lakemba ! B Turrella! Punchbowl Bardwell! Park Sydney Domestic Airp Sydney International! ! Residents/km2 Kingsgrove Arncliffe! ! Bexley North 0 - 50 ! SYDNEY AIRPORT Banksia Kyeemagh North Bexley ! ! Beverly Hills 51 - 150 ! Rockdale Brighton-le-sands Riverwood Bexley ! ! ! ! Narwee ! Padstow ! 151 - 300

Penshurst ! ! Peakhurst Kogarah 301 - 450 Hurstville ! Revesby Heights Mortdale ! ! Carlton! ! Monterey ! Allawah > 451 South Hurstville PORT BOTANY

! ¯ 0 1.75 3.5 7 Kilometers Key origins for people travelling into the corridor Figure 21 Sydenham to Bankstown

Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

4.1.2 Pedestrians The pedestrian environment across the corridor varies greatly around each of the station precincts and with respect to connectivity to the wider area. Pedestrian isochrones focused around each rail station within the Sydenham to Bankstown corridor (Figure 26) indicate a constrained pedestrian environment around station precincts - with a 10 minute walking distance only achieving approximately a 400m radius from the station. This is generally the result of a number of factors, including:  Long cycle times at signalised intersections resulting in lengthy delays for pedestrian crossings;  An impervious network of footpaths requiring pedestrians to walk often circuitous routes to their destination;  General lack of pedestrian crossing facilities at key locations, including on certain legs of signalised intersections;  Presence of high order roads restricting pedestrian crossing opportunities and acting as barriers to pedestrian movement; and  Limited crossing opportunities of physical barriers such as the Bankstown railway line and Cooks River. Two examples of this constrained pedestrian environment are on Canterbury Road at Canterbury station (Figure 24) and on King Georges Road at Wiley Park station (Figure 25). Despite this relatively constrained environment, the vast majority of access trips to rail stations within the corridor are made by foot. Figure 24 Canterbury Road at Canterbury station Household Travel Survey data (published by the BTS) indicates a significant number of trips are made by walking across the study area. This is illustrated in Figure 23.

50%

40%

30%

20%

Proportion of walk of walk only trips Proportion 10%

0% Marrickville Canterbury Bankstown

Figure 23 Walk trips by LGA Figure 25 King Georges Road at Wiley Park station Source: Household Travel Survey 2012/13 (BTS)

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e Hume Hwy v A Sydenham Rd n Old Canterbury Rd o t h g d ri Roberts Rd R l B w o b h HURLSTONE c DULWICH n PARK u CAMPSIE HILL P I2 CANTERBURY BI2 I2 B BI2 B MARRICKVILLE SYDENHAM BI2 BI2 BELMORE BANKSTOWN I2 LAKEMBA B BI2 I2 Be WILEY PARK B x l e Canterbury Rd y PUNCHBOWL I2 B R d Ba BI2 yview A ve Princes Hwy

Rd lds fie Fairford Rd e or t Fwy Mo M5 Eas

Legend Pedestrian catchments 5 minutes 10 minutes 400m and 800m rings

¯ 0 0.75 1.5 3 Kilometers Pedestrian Catchments Figure 26 Sydenham to Bankstown Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

4.1.3 Cycling The existing bicycle network along the corridor is largely characterised by mixed traffic streets as well as two off road shared paths which include:  Cooks River Cycleway: a shared pathway running between Sydney Airport and Strathfield along the Cooks River. This facility directly services a number of stations on the Bankstown line including Canterbury, Hurlstone Park and Dulwich Hill; and  Salt Pan Creek Cycleway: a shared path providing a north-south bicycle connection between the East Hills railway line, across the M5 Motorway to Bankstown Station. Apart from the two off road shared paths, the only way to access railway stations within the corridor is on mixed traffic streets. The existing shared paths as described above largely cater for recreational cyclists, with commuters wanting to travel on more direct routes at higher speeds, segregated from pedestrians. Although the topography of the area is generally conducive to bicycle movements, the presence of major arterial roads and lack of bicycle priority results in a relatively low number of bicycle users. This is reflected in the journey to work mode share obtained from the 2011 census for various locations including Canterbury and Bankstown LGA’s, the proposed Sydney Metro City & Southwestpolitan Area and other Australian cities as shown in Figure 27.

Figure 27 Bicycle mode share comparison by location. Source: 2011 Census Journey to Work

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

4.1.4 Public Transport Rail The station patronage along the line for an average weekday is shown in Figure 28 and shows that the Bankstown and Campsie are the most popular stations for passengers. The stations with the The T3 Bankstown Line passes through 11 stations over the 13km length between Sydenham to lowest patronage are also those stations with the reduced service frequency and reduced access to Bankstown. The journey from Sydenham to Bankstown stations via rail takes 25 minutes express train services (i.e. Wiley Park, Canterbury, Hurlstone Park and Dulwich Hill stations). (stopping at all stations) and 36 minutes to Central Station in the CBD. During peak periods, express services are provided which reduce the travel times between Bankstown and Sydenham to Those stations with a greater balance for both boarding and alighting movements include 21 minutes by skipping Wiley Park, Canterbury, Hurlstone Park and Dulwich Hill stations. Travel Bankstown and Sydenham which is influenced by the higher levels of employment at these times to Central Station using the express services is reduced to 31 minutes. locations. The rail services on the Bankstown line currently operate between 4.30am and 11pm on a typical weekday. A summary of the existing services is provided in Table 2. Services operate every 8 to 10 minutes during the weekday peak periods. Otherwise, services are generally provided every 15 minutes with the exceptions of weekend shoulder and weekday low peak periods where service frequency drops to 30 minutes. Table 2: Bankstown Line (T3): Summary of existing train services

Day of Period1 Inbound Outbound Week Total Average Total Average services2 headway services2 headway

Weekday AM peak (7am-9:30am) 17 (8 ex.) 8-10 min 15 (5 ex.) 8-10 min

High off peak (9:30am-4:30pm) 29 15 min 29 15 min

PM peak (4:30pm-7pm) 15 (5 ex.) 10 min 16 (5 ex.) 10 min

Low off peak (4:45am-7am and 7pm-12:30am) 25 15 -30 26 15 -30 min min

Saturday Shoulder (4:45am-7:15am and 10:30pm-1:30am) 9 30 min 11 30 min Figure 28 2013 weekday station patronage along the Bankstown line (6am-9:30am)

Day (7:15am-10:30pm) 59 15 min 61 15 min Source: BTS stations in and outs

Sunday Shoulder (4:45am-7:15am and 10:30pm-12:30am) 8 30 min 8 30 min

Day (7:15am-10:30pm) 59 15 min 61 15 min

Note 1: Time period is broad description only with inbound and outbound services having different hours of operation. Note 2: Number shown in brackets indicates the number of services that run express within the total number of services.

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

Buses Bus routes serving the Sydenham to Bankstown corridor perform some key roles, including:  Connecting customers to centres (such as Bankstown, Campsie) for work and other trips  Providing trunk access to the Sydney CBD, supplementing rail and light rail services  Providing access to intermediate destinations  Establishing a cross regional public transport network by providing access to centres which are not well served by the heavy rail network, particularly those to the north and south of the corridor  Extending the passenger catchment to station precincts beyond the typical walking distance  Encouraging access to stations by non-car modes (and providing an alternative to commuter car parking at stations). For many centres, including those served by trains, buses will continue to be an important access mode, providing a vital alternative to the private car. Thus, it is important to ensure that any changes to the bus networks and services, intended to improve customer access to proposed Sydney Metro City & Southwest stations, do not compromise the central connectivity role that buses currently play in Sydney. Most of the centres within the Sydenham to Bankstown corridor currently lack an extensive bus catchment because of the presence of parallel rail lines to the north and south, with Bankstown Station being a notable exception. This is reflected in the low mode share for access by bus to rail stations (average 5%) as previously shown in Figure 19, with Bankstown the notable exception. The bus network serving the Sydenham to Bankstown corridor is complex and serves multiple markets and trip purposes. It includes some 44 bus routes serving Bankstown Line stations between Figure 29 Schematic bus network in vicinity of the study area. Sydenham and Bankstown, with many serving more than one station. On many routes, weekday peak service levels are nearly the same (and as low) as weekday off-peak service levels. The majority of bus routes offer weekend services, though more than half of the routes have hourly weekend frequencies, which would be considered a poor level of service. Bus services complement the rail network by providing access to destinations north and south of the corridor, with few bus services currently operating in an east-west direction along the corridor. For example the m41 route provides a connection between Campsie and Burwood, with Opal data demonstrating this to be one of the top 20 most utilised services across Sydney. There are currently three main hubs for buses serving the stations on the Bankstown line as shown in Figure 29 on the following page:  Campsie Station  Bankstown Station  Roselands Shopping Centre (which is not located near a train station).

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

As Figure 30 shows, there are no substantial residential areas left uncovered by the bus network serving the corridor, such that new bus routes or substantial bus route changes would be required to extend the catchment of centres. That said, the close proximity of some stations to each other on the Bankstown line means that bus access routes are shared between multiple stations. For instance, many bus routes serve multiple stations as well as centres like Roselands. Key characteristics of the existing bus network are as follows:  Minor trunk public transport role - Towards the eastern end of the Bankstown Line (essentially east of Campsie), the bus network features some trunk routes that provide direct connections to the Sydney CBD, mostly via King Street and City Road (via Newtown and Sydney University). These include Sydney Buses Routes 423 and 428 (and their limited-stops variants L23 and L28). Routes 412 and 413 enter the CBD via Broadway.  Primarily for local centre access - West of Canterbury, the bus network serves some Bankstown Line stations, but primarily connects suburban areas with centres including Bankstown, Roselands, Campsie, Hurstville, Kogarah, Rockdale, Burwood, Liverpool, Parramatta, Fairfield, and Cabramatta. However, bus route design and service levels indicate that the primary role of most bus routes on the Bankstown Line (particularly non-Sydney Buses routes) is local centre access, with a number of routes operating at low frequency at commuter peak times and off-peak frequencies that are often no lower than peak frequencies.  Unreliable routes – A number of existing bus services experience poor reliability during both peak and off-peak periods. This is largely due to the lack of dedicated bus priority measures within the corridor and competing needs of other modes, particularly in town centre environments. Bus services utilising Beamish Street through the Campsie town centre, such as the m41 and 450, are known to experience poor reliability which impacts growth in ridership.  Some long routes - In addition, many bus routes serving the Bankstown Line are long and cross- suburban, crossing the Bankstown Line and the T2 Airport, Inner West and South lines. Many routes serve multiple stations on the Bankstown Line, such as Route 942, which, operates between Campsie and Lugarno and serves Campsie, Belmore, Lakemba and Wiley Park stations. Long bus routes impact on the reliability of the service.  Limited bus catchment - The potential bus catchment for T3 Bankstown Line stations is limited by the proximity of the T2 Airport, Inner West and South lines to the north and south and the limited number of Cooks River road crossings.  Limited bus access share - Figure 19 presents access information for the T3 Bankstown Line stations recently collected by TfNSW. Overall, the results show that bus is not a major access mode for stations on the T3 Bankstown Line. The average bus mode split for T3 Bankstown Line stations is 5%, with a range of 0% to 7% apart from Bankstown which sits at 15%. This is consistent with results from other Sydney Trains lines where average bus access mode split in peak periods is 4% to 5%.  Lack of dedicated bus infrastructure – Apart from Bankstown where bus only lanes are provided on Restwell Street and Bankstown plaza bridge, there are no bus priority measures (e.g. bus lanes, jump start boxes) throughout the remainder of the corridor.

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e Hume Hwy v A Sydenham Rd n Old Canterbury Rd o t h g d ri Roberts Rd R l B w o b h c n u P I2 I2 I2 B B B SYDENHAM I2 HURLSTONE CAMPSIE DULWICH B PARK I2 I2 CANTERBURY HILL B B I2 MARRICKVILLE I2 B B BELMORE I2 Be BANKSTOWN B x l LAKEMBA e I2 Canterbury Rd y B R d Bayview A BI2 WILEY PARK ve PUNCHBOWL Princes Hwy

Rd lds fie Fairford Rd e or t Fwy Mo M5 Eas Legend Bus Frequencies Level of Service High (>6 services/hour)

Med (3-6 services/hour) Low (0-2 services/hour High (400 m buffer) Med (400 m buffer)

Low (400 m buffer)

¯ 0 0.75 1.5 3 Kilometers Weekday peak hour bus frequencies Figure 30 Sydenham to Bankstown Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

4.1.5 Road Network The higher order roads serving the study area generally run north-south through the corridor, with The arterial road network is broadly spaced 2.5km to 4km and has alignments and connectivity that local roads providing east-west connectivity (i.e. running parallel to the rail line). These north- varies from a north-south, cross town function to an east-west, city access function. The largest south arterial roads typically carry regional traffic movements across the corridor, and include spacing of the arterial road network occurs between Wiley Park and Campsie as well as Canterbury Punchbowl Road, King Georges Road and Bexley Road. The exception to this is Canterbury Road to Marrickville meaning that there is significant pressure on Canterbury Road as well as a reliance which provide a connection between Liverpool and the inner-western suburbs of Sydney – crossing on distributor roads such as Wardell Road near Dulwich Hill Station and Crinan Street near the Cooks River (and cutting through the study area) at Canterbury Station. Hurstone Park station. The reliance on distributor roads for traffic movement within the corridor is such that these roads operate above their environmental capacity for which they were intended. The M5 East Motorway is aligned parallel and approximately 2km to 3km south of the study area This impacts on the abutting land use and communities in the form of additional noise, reduced air spine. In conjunction with the connecting arterial roads, the M5 East Motorway provides access to quality and reduced amenity. major destinations such as Port Botany, Sydney Airport and the CBD. Cross town travel is also an important consideration through the corridor with the road network providing important connections to centres such as Hurstville in the south and Sydney Olympic Park, Ryde and Parramatta to the north. Limited road crossing opportunities of the Cooks River, combined with capacity constraints on east-west road corridors, result in high traffic movements along the north-south routes as drivers travel towards the M5 motorway in the south or Liverpool Road / Hume Highway in the north. Key arterial roads within the corridor, their typical cross section and current travel demands are shown in Table 3. Table 3: Arterial road network cross section and traffic volumes

Arterial Road Classification^ Number of Lanes Daily Traffic Volumes* M5 Motorway Motorway 4-6 95,000 Stacey Street/Fairford Road Arterial Road 4-6 61,400 Hume Highway / Liverpool Road Primary Road 6 56,000 Punchbowl Road Arterial Road 4 31,200 King Georges Road/Roberts Road Arterial Road 6 41,400 Bexley Road Arterial Road 4 67,000 Canterbury Road Arterial Road 4 44,800 New Canterbury Road Arterial Road 4 28,700 Illawarra Road Distributor Road 4 15,400 Figure 31 Existing traffic volumes Wardell Road Distributor Road 4 17,600 Marrickville Road Arterial Road 4 N/A Sydenham Road Arterial Road 4 N/A Princes Highway Primary Road 6 67,600 ^ Based on hierarchy built into the Strategic Travel Model * Based on recently collected traffic data provided to Arup by TfNSW for this study

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

4.1.6 Parking Commuter Car Parking A key characteristic across the length of the corridor is the relatively unconstrained nature of on Commuter parking is currently provided at 7 of the 11 stations within the Sydenham to Bankstown and off-street parking, even in densely built up town centres. The Bankstown centre alone is home corridor. Supply is greatest in Campsie, Lakemba and Sydenham, although a high number of to over 5,000 publically available car parking spaces, many of which are used by commuters publically available unrestricted parking spaces are also available at Bankstown. This is reflected travelling to and from work. in the higher private vehicle access mode shares to rail stations seen at these stations as shown previously in Figure 19. A summary of the level of commuter parking spaces provided at each of Parking Controls the stations is illustrated in Figure 32. A summary of the existing parking controls for residential and business uses across the three LGAs within the study area are summarised in Table 4. Parking rates for the Marrickville LGA (for centres with good public transport access) for both residential and commercial uses are lower compared with Canterbury and Bankstown Councils. Canterbury in particular has more generous parking rates for commercial uses in areas close to public transport – which can play a role in influencing the private vehicle mode share for workers. All rates specified by Councils are minimum rates, with no flexibility offered in the current controls. Table 4: Existing Council parking controls

Land Use Minimum Parking Rate

Marrickville1 Canterbury2 Bankstown3

1 bed – 0.4 / unit 1 bed – 1 / unit 1 bed – 1 / unit Residential flat buildings (shop top housing in B2 2 bed – 0.8 / unit 2 bed – 1 / unit 2 bed – 1 / unit zone) 3+ bed – 1.1 / unit 3+ bed – 1.5 / unit 3+ bed – 1 / unit

1 bed – 0.4 / unit 1 bed – 1 / unit 1 bed – 1 / unit Residential flat buildings 2 bed – 0.8 / unit 2 bed – 1.2 / unit 2 bed – 1.2 / unit 3+ bed – 1.1 / unit 3+ bed – 2 / unit 3+ bed – 1.5 / unit

Business 1 space / 100m2 GFA 1 space / 50m2 GFA 1 space / 80m2 GFA (within centres) (Bankstown CBD) Figure 32 Existing commuter parking at stations on the Bankstown line Source: Transport for NSW, 2015 1 – Marrickville Development Control Plan 2011, Part 2.10 2 – Canterbury Development Control Plan 2012, Part 6.8 3 – Bankstown Development Control Plan 2014, Part B5

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

4.1.7 Freight The existing dedicated freight rail line between Port Botany and Enfield / Chullora intermodal terminals is a key component of the metropolitan freight network, providing an alternative to road The safe and efficient movement of goods is an important contributor to economic growth both corridors such as the M5. This freight line runs through the study area, parallel to the existing locally to the study area and more regionally within western Sydney. The Sydenham to Bankstown Bankstown rail line between Campsie and Sydenham. It is the key link to Port Botany and is a corridor includes components of both the strategic rail and road freight networks. critical part of Sydney’s freight infrastructure. As shown in Figure 33, freight movement across and within the study area is generated by its There is a strong reliance on the movement of freight by road within the corridor. A significant relationship with key land use and transport gateways including: number of heavy vehicles from Port Botany use the M5 (south of the study area), then King Georges Road to connect to the M4 and Hume Highway. These heavy vehicle movements pass  Sydney Airport and Bankstown Airport through the Wiley Park station precinct.  Port Botany A freight hierarchy has been established for Sydney which outlines the key strategic freight routes  Industrial precincts adjacent to the M5 on the Sydney road network2. Particular routes are identified as either primary, secondary or  Parramatta and Sydney CBD activity areas tertiary freight routes as shown in Figure 34. Primary routes are typically high order roads carrying more than 4,000 commercial vehicles per day servicing strategically important transport gateways.  Intermodal terminals to the north including Chullora and Enfield. Tertiary routes typically service businesses within a subregion. Within the Sydenham to Bankstown corridor, the following roads are identified as freight routes:  King Georges Road / Sydenham Road (primary freight route)  Stacey Street (secondary freight route)  Canterbury Road / Punchbowl Road (tertiary freight route).

Figure 33: Freight transport network and industrial zoned land Source: A Plan for Growing Sydney Figure 34 Metropolitan freight network

Source: Metropolitan Road Freight Hierarchy on the State Road Network Practice Note (TfNSW, 2011)

2 Metropolitan Road Freight Hierarchy on the State Road Network Practice Note (TfNSW, 2011)

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

4.2 Future Conditions This section highlights the future transport conditions up to the year 2036 as a result of the urban development of the corridor. The analysis contained within this section considers the expected growth of the corridor (as previously highlighted in Section 3) as well as the introduction of the proposed Sydney Metro City & Southwest network.

4.2.1 Transport Characteristics Travel Demand As discussed in Section 3.2 the Land Use and Infrastructure Strategy identifies potential growth in the corridor of 36,000 dwellings and 10,000 employment by 2036. As a result, based on STM forecasts, it is expected that approximately 60,000 additional trips in the (two hour) commuter peak periods will be generated in 2036. The precincts expected to generate the majority of this additional demand are Bankstown, Punchbowl, Campsie, Canterbury, Dulwich Hill and Marrickville. Transport measures to support the growth of the corridor should therefore be focused around these precincts – although other precincts will still require targeted transport infrastructure improvements to service future growth. The forecast growth is significant and represents a 70% increase in travel demand compared to current levels – and in some precincts such as Bankstown, Belmore and Canterbury the transport task is forecast to more than double.

Travel demand data extracted from 2011 and 2036 model runs of the STM has been used to understand forecast travel in the corridor for all trip purposes combined during the AM two hour Figure 35 Travel demand – AM peak period peak periods for each precinct. Trips to and from the corridor show levels of growth consistent with the forecast increase in population in each precinct. The forecasts presented in Figure 35 and Figure 36 highlight the transport challenges faced following the expected urban development within the corridor, particularly in Campsie and Bankstown. Reflecting Sydney’s future growth as a polycentric city a range of centres outside the CBD will provide increased employment opportunities. As shown in Figure 37 on the following page, the following key employment centres will be important destinations for those living within the corridor in future years:

 Sydney CBD  Parramatta  Bankstown  Hurstville  Campsie  North Sydney  Burwood  Sydney Olympic Park  Sydney Airport  Chullora

Of these employment centres, only the Sydney CBD, North Sydney, Bankstown and Campsie will be directly serviced by the proposed Sydney Metro City & Southwest network. Supplementary enhancements to the transport network (particularly public transport services) will be required to provide residents of the corridor with viable non-car travel options.

Figure 36 Changes in travel demand by precinct – AM peak period

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Macquarie Park

Chatswood

Parramatta

Sydney CBD Burwod

Legend Bankstown

<250 trips/km2

251 - 1000 trips/km2

1001 - 2000 trips/km2 2001 - 3000 trips/km2 Hurstville 3001 - 7000 trips/km2

¯ 0 1.75 3.5 7 Kilometers Distribution of trips from Corridor (7am-9am, 2036) Figure 37 Sydenham to Bankstown Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

Transport Mode Share 4.2.2 Pedestrians The forecast changes to mode share between 2011 and 2036 (for the two hour AM peak period) are The renewal of the corridor provides opportunities for increased accessibility to public transport, shown in Figure 38 based on TfNSW’s planned and committed future transport network. The activities and services within the corridor where walking can play a greater role. It has been assessment indicates that the public transport mode share will increase and the private vehicle identified that upwards of 60,000 additional trips will be generated within the corridor in future mode share will reduce as a result of the planned introduction of the proposed Sydney Metro City years – many of which will be made by people walking to/from public transport stops and town & Southwest, greater proportion of housing close to a public transport corridor and increasing road centre precincts. Therefore planning for a good quality pedestrian network needs to be inherent in congestion. Further, the provision of high quality public transport and active transport facilities will the development of the corridor. Better amenity and greater levels of pedestrian accessibility, attract new residents and visitors to the area that will have a high propensity to use these modes of particularly to local services and public transport stops, will play a key role in driving a change in transport. travel behaviour towards non-car modes of travel. This demonstrates the need for improved accessibility to public transport – in particular the Analysis of future year travel patterns indicate that a significant proportion of trips are likely to be proposed Sydney Metro City & Southwest stations - to reduce private vehicle dependence. A small short distance trips travelling within the corridor itself or to a destination a short distance away. reduction in bus mode share is also forecast in future years which is influenced by the Modelling of future travel demands indicate a large proportion of car trips to be a short distance. improvements to rail network associated with the proposed Sydney Metro City & Southwest). The These trips have the highest potential to be undertaken by walking and cycling, as well as along the strategy considers opportunities to increase the role of bus to support the rail network. proposed Sydney Metro City & Southwest network. It will therefore be important in the future planning to ensure this mode of transport is well catered for to reduce private vehicle dependence.

4.2.3 Cycling The current bike plans for Marrickville and Canterbury Councils propose a number of new bicycle connections which would enhance connectivity for residents of the Sydenham to Bankstown corridor. These new links include: Marrickville Council  Iron Cove to Cooks River Greenway: Off-road shared path linking Cooks River cycleway via Dulwich Hill to Hawthorne Canal shared path  Balmain to Earlwood: Predominantly on-road route with bicycle lanes providing a connection between Cooks River cycleway, Marrickville Station and Stanmore town centre  Newtown to Canterbury: East-west bicycle route connecting Dulwich Hill, Hurlstone Park and Canterbury stations. Canterbury Council  Punchbowl to Canterbury: An on-road bicycle lane running parallel to the railway line (southern side) along South Terrace and the Boulevarde, connecting all stations in between Punchbowl and Canterbury  Cooks River to Campsie: New on-road bicycle route providing a link from the Cooks River cycleway at First Avenue to Campsie Station Figure 38 Forecast mode share changes (AM peak period)  Kingsgrove to Belmore: Mixed traffic north-south bicycle route along Chapel Street between Kingsgrove and Belmore station. Source: STM model run outputs Bankstown Council The Bankstown Council bicycle plan is currently under development.

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e Hume Hwy v A Sydenham Rd n Old Canterbury Rd o t h g d ri Roberts Rd R l B w o b HURLSTONE h DULWICH c PARK n CAMPSIE HILL u P CANTERBURY I2 I2 B I2 MARRICKVILLE B I2 B SYDENHAM B I2 I2 BELMORE B B BANKSTOWN I2 I2 LAKEMBA B

B Be WILEY PARK I2

B x l e PUNCHBOWL I2 Canterbury Rd y B R d B BI2 ayview A ve Princes Hwy

Rd lds fie Fairford Rd e or t Fwy Mo M5 Eas

Legend

Off-Road Bicycle Path / Shared Path On-Road Bicycle Lane Council proposed bicycle routes 400 m catchment existing routes

400 m catchment proposed routes

¯ 0 0.75 1.5 3 Kilometers Bicycle Network Figure 39 Sydenham to Bankstown Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

4.2.4 Public Transport Given the road network currently operates near or at capacity, the significant majority of the additional 60,000 trips generated by the corridor in peak periods will need to be accommodated by public transport modes. As previously noted in section 4.2.1, key destinations for future residents of the corridor will include the global economic arc (well served by the future proposed Sydney Metro City & Southwest) and centres to the north of the corridor which will be more reliant on bus connections. The introduction of the proposed Sydney Metro City & Southwest network will serve residents of the Sydenham to Bankstown corridor, providing connections to the Sydney CBD, North Sydney/St Leonards and Macquarie Park. The substantial capacity increase that will result from the metro line, with 15 trains/hour to run in peak periods, will support future growth and capture customers attracted by improved accessibility, comfort and convenience. Two rapid bus routes have been identified in Sydney’s Bus Futures for future implementation which are of relevance to the Sydenham to Bankstown Corridor, those being:  Hurstville – Macquarie Park via Campsie and Burwood (rapid bus route 6)  Rouse Hill – Hurstville via T-way, Parramatta and Bankstown (rapid bus route 7) These rapid routes would service growth in the corridor providing access to key employment centres such as Burwood, Macquarie Park and Parramatta. Rapid bus route 6 will also service bus demand south of Campsie to destinations such as Bexley and Hurstville. A further three suburban bus routes are identified to serve the Sydenham to Bankstown corridor, running through Bankstown, Lakemba, Campsie and Marrickville. These future planned bus routes are highlighted in Figure 41 on the following page.

The growth generated by urban renewal along the corridor and planned improvements to the public Figure 40 Forecast growth in public transport trips (corridor residents, AM peak period) transport network is forecast to increase public transport patronage for residents of the corridor as shown in Figure 40. Rail patronage levels are anticipated to increase by approximately 6% per Source: STM model run outputs annum up to the year 2036 – reflective of the expected high uptake in rail trips following the introduction of the proposed Sydney Metro City & Southwest network. The number of bus trips made during the commuter peaks is forecast to rise by 46% up to the year 2036 which is equivalent to an annual rate of 1.8%. .

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

4.2.5 Road Network 4.2.6 Freight The forecast growth in car travel for inbound and outbound trips, based on the projected growth Actions within the NSW Long Term Master Plan have identified the need for increased movement anticipated for the corridor, is provided in Table 5. This indicates steady growth in the AM peak to of freight by rail with a target of doubling existing freight moved by rail by the year 2020. This 2026 and 2036. A key driver of growth for car travel is the population growth forecast for the responds to growth of Port Botany in future years, with increased movement of freight trains along corridor, although the rate of private vehicle growth is lower than the overall population growth. the rail corridor to have impacts, particularly noise, for adjacent residents. It is intended that rail This is reflective of the constrained road network as well as other modes (particularly rail) freight services will continue to operate 24 hours, 7 days a week. Without appropriate planning the becoming more attractive as new infrastructure is delivered. However without intervention this objectives of increased residential densification could become in conflict with the objectives of growth in private vehicle usage will increase the pressure on existing north-south roads and could increased rail freight movement between Campsie and Sydenham. introduce delays for other vehicles such as public transport and freight.

Table 5: Car travel forecast growth (AM peak period)

Trips Forecast growth in AM peak car travel 2026-2011 2036-2011 From Corridor 19% 51% To Corridor 18% 46%

Source: STM run outputs Analysis, from the STM, suggests that significant increases in traffic volumes may occur on the following roads within the corridor, including:  Stacey Street  Fairford Road  King Georges Road  Bexley Road  Canterbury Road. These traffic increases are forecast to be driven by a combination of background traffic growth (external to the corridor) as well as the urban development expected within the corridor. At a corridor-wide level, STM outputs show that the vehicle kilometres travelled during the AM peak is expected to grow by 20% between 2011 and 2036. This is significantly lower than the growth in car travel to and from the corridor. This could indicate shorter trip distances travelled by car and therefore presents an opportunity for a mode shift towards walking and cycling. Alternatively it could also indicate the limited capacity of the road network to accommodate more traffic during peak periods.

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

4.3 Transport Challenges  Some locations (particularly between stations) poorly served by bus  Providing dedicated bus priority measures on an already constrained road network This section provides a summary of the transport challenges facing the Sydenham to Bankstown where there are competing needs corridor over the next 20 years. The challenges identified for the transport network relate to the existing conditions as well as future growth in travel demand resulting from the expected future  Limited passenger information and wayfinding provided at transport interchanges, urban renewal within the corridor as planned by the Department of Planning and Environment. with the exception of Bankstown.  Gaps in the arterial road network resulting in congestion on distributor and local Table 6 Transport challenges Road Network roads which impact on the amenity of adjacent land uses.  High traffic volumes passing through the corridor along major roads act as a key Theme Challenges barriers to population and employment growth around certain station precincts - particularly Wiley Park, Punchbowl and Canterbury. Mode Share Transport  Significant congestion forecast for Canterbury Road in Canterbury as well as the  High car dependency for journey to work trips into and out of the study area Characteristics arterial roads in Bankstown.  Forecast increase in car reliance for trips that begin and end within the study area  Significant through traffic in town centres which impacts on the potential use of  Current limited public transport service frequencies outside of peak hours reducing these roads by other high value modes such as public transport and freight and has a the attractiveness of off-peak travel similar impact to adjacent land uses. Travel Demand  Impact of WestConnex in potentially inducing additional vehicular trips along major  Significant increases in travel demand associated with the growth of the corridor north-south roads as vehicles travel towards the duplicated M5 East tunnel.  Forecast travel demands which are not only radial but also circumferential (e.g.  Availability of unrestricted on/off parking throughout the corridor which encourages Parking Parramatta) that is not serviced by the proposed Sydney Metro City & Southwest workers to drive to the study area  Addressing a future where the transport network must better accommodate off peak  Little flexibility in current Council parking controls and weekend travel demands, which are more variable and dispersed  Increasing demand for commuter car parking associated with the proposed Sydney  Long delays and significant sections of the corridor that are dominated by vehicle Pedestrians Metro City & Southwest project movement which discourages walking within the study area and limits the  Providing development outcomes that does not impact on the metropolitan freight catchments of the existing stations. Freight line from Campsie through to Sydenham that also respond to the impacts of  Large block sizes reduces the permeability of the pedestrian network increased rail freight movements, including 24/7 operations.  Barriers to pedestrian movement including crossing of the railway line, and natural  Providing an efficient road freight network that responds to the forecast growth in features such as the Cooks River. demand.  Limited scope for introduction of pedestrian crossing facilities on all four  Minimising the externalities associated with increased freight movements (e.g. approaches of major roads due to existing traffic capacity constraints. amenity, noise, air quality impacts associated with through/cross regional traffic  Constrained road network which is designed to optimise vehicular traffic flow movements). Cycling  Absence of good quality north-south feeder routes serving each station  Providing for local freight movements (e.g. commercial vehicles, deliveries) that are not conducive to rail and will increase as the population of the corridor grows  The lack of formal bicycle parking at stations on the Bankstown line.  Poorly signposted network of existing routes Rail Public Transport  Increasing patronage stations such as Wiley Park, Canterbury, Hurlstone Park and Dulwich Hill where limited services currently operate  Future use of the XPT maintenance centre at Sydenham limiting development opportunities  Providing suitable transport connections from the proposed Sydney Metro City & Southwest stations to other nearby destinations Buses  Low services frequencies on certain routes (particularly west of Campsie)  Long, cross suburban bus routes impacting reliability  Existing location of stops (which are often not optimised for bus-rail transfer) and generally poor quality of passenger facilities constrain bus demand

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5 Strategic Transport Framework 5.2 Strategy framework - Movement and Place Hierarchy The principles of movement and place hierarchy have informed the development of the transport 5.1 Vision strategy for the Sydenham to Bankstown corridor. In placing an emphasis on both the movement and place function of the corridor, a transport strategy can be developed which fosters the human The Sydenham to Bankstown corridor is identified as a priority location for urban renewal. A well scale of streets throughout the corridor. This concept is illustrated in Figure 43. Potential methods connected and permeable transport network is required to support growth in the corridor and make of categorising the functions of corridors in terms of their movement and place functions are locations within the corridor attractive as a place to live and do business. This section outlines the summarised in Table 7 and Table 8. strategic framework for developing the transport strategy for the corridor. The key aspirations for the strategy are:  Supporting urban renewal to provide more housing choice along the corridor and additional local travel opportunities  Optimising the benefits of transport investment and the opportunity for travel behaviour change arising from the proposed Sydney Metro City & Southwest project  Developing an efficient transport system that is affordable and accommodates customer needs  Encourage public and active transport for travel within and outside the corridor in keeping with the better connectivity and amenity in the urban environment  Manage travel demand considering different reasons for travel to leverage existing and planned infrastructure The vision and objectives for transport to support development in the corridor guide the transport strategy and development of initiatives. The transport vision is illustrated in Figure 42.

Figure 43 Movement - Place Hierarchy Source: TfNSW

Figure 42: Study vision

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5.2.1 Classifying the movement function 5.2.2 Classifying the place function The movement function has been classified according the relative role of links within metropolitan The place function was classified according to the role of locations as a ‘destination’ within modal networks, with an overarching classification between motorways (highest/metropolitan metropolitan Sydney. Classification ranged from metropolitan (highest place importance) to local movement importance) and local streets (lowest movement importance). The table below details (lowest place importance). This is summarised in the table below. the relative placement of different modal networks on an overall movement scale. Table 8: Place hierarchy Table 7: Movement hierarchy Destination Expected attractor uses Defining features Movement Traffic Commercial Cyclists Public role Role Vehicles Transport

Local Limited / no attractors Minimal / no active street Major Regional through Accommodated Segregated from High Priority for frontages Arterial / route long distance traffic at all inter-urban routes Motorway freight trips times

Neighbourhood Local shopping, Small grocery, local retail – Sub-Arterial Provides access Supports access to Segregated from High Priority for butcher, bakery, newsagent between regional strategic routes for traffic at all inter-regional centres freight traffic times routes, bus priority

District Big box commercial, Bank branch, post office, Distributor Key access routes Commercial traffic Segregated from Distributes public retail, services police station, fire station, between arterials to centres only traffic where transport to local medium-large grocery and regional possible, on road centres, bus centres provision may priority be acceptable Subregional Urban retail / local Public transport interchanges, commercial / major major retail, law/court Collector Distributes traffic Commercial traffic Segregated from Distributes public shopping centres facilities. Health facilities to local precinct for precinct only traffic where transport to local (medical centre / hospital), possible, on road precincts provision may be acceptable Metropolitan Major centre w/ Major transport nodes, major commercial, retail, civic cultural and recreational Local Provides access to Provides access to Segregated from Acts as end function facilities, metropolitan properties in businesses in traffic where destinations for business or educational immediate vicinity immediate vicinity possible, on road local bus stops function of precinct. of precinct. provision may be acceptable

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

5.3 Objectives The strategic transport objectives have been developed to align with the relevant transport and land The strategic objectives align with those outlined in key NSW planning documents, including the use policies contained within the relevant NSW Government policies and strategies outlined in NSW Long Term Transport Master Plan, A Plan for Growing Sydney and State Priorities. The Section 2. These objectives are summarised in Table 9. relationship between these objectives for the Sydenham to Bankstown corridor and the key policy documents previously described in Section 2 are summarised in Table 10. Table 9: Project objectives Table 10: Relationship between S2B objectives and key policy documents Theme Objective S2B Objective Related LTTMP Related directions: ‘A Related objectives: Objective Plan for Growing ‘State Priorities’ Efficiency Efficiently moves people and goods – by prioritising the highest capacity and Sydney’ most appropriate modes of transport at appropriate times, within limited Efficiency Support economic Grow strategic centres - Improve the space. growth and providing more jobs efficiency of the productivity closer to home road network during peak times on Accessibility Facilitates accessibility for all – by enabling efficient access for people to Sydney’s road key employment and activity centres both within and outside the corridor. corridors. Accessibility Improve liveability Create a network of Consistently meet Local Promotes walking and cycling for local movement - by providing safe, interlinked, multipurpose public transport amenable and direct fine-grain connections to serve short trips. Support economic growth and open and green spaces reliability targets productivity across Sydney Customer Provides a high quality customer experience – by facilitating secure, Improve quality of Experience connected and seamless end-to-end journeys for customers using all service transport modes. Local Improve liveability Create healthy built Building Reduce social environments infrastructure Sustainable Encourages sustainable transport choices – by providing travel options, and disadvantage Increase housing Transport policies that encourage use of these modes of transport. supply. Choices Customer Improve safety and Create healthy built Consistently meet Experience security environments public transport Support Supports the corridor as a place to live and work – by providing transport Improve quality of reliability targets Land Use infrastructure and services that are sympathetic to land uses and activity service within the corridor. Sustainable Improve Create healthy built Consistently meet Transport Choices sustainability environments public transport Support Accommodates growth and renewal – by ensuring that the transport system Improve quality of reliability targets Growth is able to perform with the expected population and employment growth service Improve the efficiency of the road network during peak times on Sydney’s road corridors.

Support Land Use Improve liveability Create healthy built Increase housing environments supply. Create a network of interlinked, multipurpose open and green spaces across Sydney Support Growth Support economic Accelerate urban renewal Increase housing growth and across Sydney – providing supply. productivity homes closer to jobs Deliver infrastructure

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Objective Considerations Indicators 5.4 Performance Measures Local  Direct, connected, and wide-ranging  Increase in the proportion of trips made by Based on the objectives for the corridor, a range of performance criteria and indicators have been pedestrian and bicycle networks to walking and cycling within the corridor identified to develop the strategy. The purpose of these are as follows: support local trips to/within the  Increase in the size of the proposed Sydney corridor  Considerations – How can we meet the corridor objectives? Metro City & Southwest station walking  Indicators – How do we quantify the success of the strategy?  A permeable pedestrian network catchments which reduces barriers to walking  Reduction in average pedestrian wait times at and provides more crossing A summary of the considerations and indicators developed for the study are summarised in Table intersections approaching stations and major opportunities. 11 below. These have been used to inform the development of the transport strategy for the stops corridor.  Good quality formal bicycle  Increase in bicycle facilities located within network within the corridor and Table 11: Performance criteria and measures station precincts connections to regional network Objective Considerations Indicators  Reduction in the number of pedestrian/cyclist  Strong pedestrian connections to related crashes stations and stops to increase Efficiency  Efficient use of the transport  Increase in public transport travel speeds and walking catchments from public  Increase in levels of bicycle ownership for network during peak periods across reliability on key corridors (inc. on-time transport nodes corridor residents all modes to manage capacity running and variability)  All streets to provide footpaths on both sides of  Strong north-south connections to  Increase in private vehicle travel speeds and the road key centres such as Parramatta, reliability on key corridors (inc. variability)  Increase in pedestrian / cyclist access mode Macquarie Park and Hurstville  Increase in person throughput, as distinct from share to the proposed Sydney Metro City & particularly for public transport vehicle throughput, on key road corridors Southwest stations  Effective access for local freight  Increase in length of separated cycleways movements to service industry, Customer  High quality facilities for users with  All transport stops and stations to be DDA within study area Experience businesses and households. reduced mobility including DDA compliant  Increase in extent of bus priority measures compliance  Effective access for through freight  Reduction in transfer times/distances for provided within the corridor movements in the corridor to  Seamless interchange and multiple customers interchanging modes  Reduction in transport journey times to points of integration with other support businesses in other parts of  Increase in extent of real time customer CBD/Strategic centres outside the corridor modes through high quality public Sydney and beyond information and wayfinding provided at transport networks transport interchanges Accessibility  High levels of public transport  Reduction in travel time of walking (under  High quality interchange facilities accessibility, capacity and 2km), cycling (under 5km) and public transport  Increase in levels of transport interchange (e.g. passenger waiting facilities, frequencies (>5km) wayfinding, real time customer  Integration of bus network to  Increase in % of population within 400m information) support the proposed Sydney Metro catchment of public transport network  Good design to create environments City & Southwest coverage (within 400m) in peak/off-peak where people feel safe and secure periods  Strong connections to the CBD and  Adoption of CPTED principles in global economic arc  Increase in % of corridor population served by design frequent off-peak public transport (within 400m of bus stop or 800m of train station with service every 15min, 10:00 to 15:00, 09:00 to 22:00)  Increase in station access mode share of walking and cycling

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Objective Considerations Indicators Objective Considerations Indicators

Sustainable  Innovative policies and schemes to  Reduction in the proportion of trips made Support  Convenient public transport  Increase in % of corridor population (existing Transport Growth Choices promote efficient utilisation of within the commuter peak hour services to support growth in the and new) living within a 5 minute walk of a parking infrastructure corridor. bus stop or 10 minute walk of the proposed  Reduction in percentage of journey to work Sydney Metro City & Southwest station  Public and active transport mode trips made by private vehicle (both into and out  Support growth with adequate share targets of corridor) capacity on the public and active  Increase in % of population (existing and new) transport network working within a 5 minute walk of a bus stop  Travel demand management  Increase in extent of pedestrian priority or 10 minute walk of the proposed Sydney programs to encourage appropriate treatments around station precincts  Recognise the critical importance of Metro City & Southwest station travel behaviour change and achieve rail freight corridor and ensure  Increase public transport journey to work mode mode share targets planning controls / adjacent land  Public transport services at or below practical share uses allow for continued operation capacity during peak periods  % of corridor population signed up to car and growth  Reduction of rail noise complaints sharing  Increase in efficiency and quantum of rail Support  Priority for pedestrian access in  Reduction in average pedestrian wait times at freight movements to/from Port Botany Land Use centres including reduced vehicle intersections speeds  Reduction in average vehicle speeds through  Functional street hierarchy for the town centre streets corridor to support the efficient  Reduction in the level of through traffic in movement of people and that areas with a high 'place' function recognises place  Reduction in noise pollution levels in town  Interchanges that are integrated into centres the surrounding land uses  Minimal use of residential streets for the movement of heavy vehicles  Consideration of link-place framework in planning for the corridor

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

6 Transport Strategy  High quality access to support successful town centres The transport strategy aims to transform a transport system that was initially developed to support Overview small residential communities to one capable of servicing a highly populated urban corridor. The transport network will be a catalyst for establishing compact and connected communities which The Integrated Transport Strategy for the Sydenham to Bankstown corridor has been developed in prioritise walking and cycling and provide good access to public transport. This strategy aligns recognition of the needs of the community for access to employment, services and recreation both with the key objective of facilitating accessibility to key employment and activity centres, as well now and in a future. The growth planned in the corridor, particularly around transport nodes as promoting walking and cycling for local movements. provides an opportunity to develop a transport network to support liveable and compact communities. The strategy aims to provide a multimodal transport network that encourages access Key Strategies within and between centres.  Provide improved accessibility to the key urban destinations where business, education 6.1 Land Use and Transport Integration and jobs are located.

Supported by the introduction of the proposed Sydney Metro City & Southwest line, the corridor will play a significant role in terms of accommodating the forecast population growth for Sydney. Providing a transport network that is fully integrated with future land use development must  Land use strategy which provides for the economically efficient provision of infrastructure and therefore be a key element of the overall transport strategy. This aligns with the principles outlined services in the NSW Long Term Transport Master Plan and A Plan for Growing Sydney. An integrated approach to land use and transport planning will be important to meets the needs of The strategy elements for land use and transport integration are described below. the community and achieve good economic outcomes. A key objective of this transport strategy is to support the corridor as a place to live and work – by providing transport infrastructure and  Implementation of a transport system which provides a balanced network and functional services that are sympathetic to land uses and activity within the corridor. Focusing land use hierarchy for all road users development in the Sydenham to Bankstown corridor around the new high capacity proposed As previously discussed in Section 5.2, the transport strategy for the Sydenham to Bankstown Sydney Metro City & Southwest line will bring people closer to existing services and facilities corridor has been developed to consider both the movement and place function of the network. (e.g. public transport routes and infrastructure). This should encourage the use of walking, public This approach will help to ensure the transport system responds to its environment and travel transport and cycling, while at the same time reducing the cost to government for providing new demands, achieving integrated land use and transport outcomes to guide the strategy in the services. planning and design phases. Focusing land use development in the Sydenham to Bankstown corridor around the new proposed The relationship between the current movement function and place function of key roads within the Sydney Metro City & Southwest line will support travel via non-car modes. This focus on Sydenham to Bankstown corridor is illustrated in Figure 44 through Figure 46. This demonstrates development around public transport corridors, also known as a Transit Oriented Development that a number of roads in the corridor have a high movement and place role. This relationship has (TOD), focuses on the quality of the public realm and the safety of pedestrians to achieve places been used to inform the infrastructure recommendations developed for this strategy – particularly that encourage and enable residents and workers to drive less and use walking, cycling and public around achieving good quality transport outcomes in areas of high pedestrian activity. The high transport instead. TOD also encourages trip containment, however it is recognised this will be a traffic levels passing through these road corridors currently act as a key barrier to pedestrian challenge for the corridor given the imbalance between the expected level of population and activity and movement. employment growth for the corridor. The intensification of the corridor, and the development of the centres around the stations will encourage walking and cycling for local trips as well as access public transport, reducing reliance on private vehicles. Key Strategies

 Support urban renewal by reducing the demand for travel by private vehicles Key Strategies  Balance the priorities of road corridors recognising the adjacent land uses and levels of activity supporting walking and cycling movements.  Focus new development around the best available and current and future transport network to support growth and most efficiently utilise existing and planned transport infrastructure

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

6.2 Pedestrians Key Strategies A key objective of the strategy is to promote walking for local movement by providing safe, amenable and direct fine-grain connections to serve short trips. As part of Sydney’s Walking  Improve pedestrian access and circulation in town centres - particularly around station Future, pedestrian connectivity is prioritised within 2km of public transport. The objective of this precincts. approach is to better link residents to public transport nodes providing increased safety, wayfinding and comfort within these precincts. A transport network will be developed to support an increase in the proportion of walk trips,  Smart and innovative design principles to enhance pedestrian movements particularly for short local trips within the corridor. Modelling of future travel demands indicates a large proportion of trips to be a short distance - either within the corridor itself or to a nearby The existing pedestrian environment within the Sydenham to Bankstown corridor is typically destination. The benefits to the transport network would be significant if many of these short trips constrained by an impervious street layout with large block sizes restricting accessibility to key could be made by walking – particularly as a result of a reduced traffic growth rate resulting in areas. The development of the corridor presents a good opportunity to provide innovative increased longevity of the road network. enhancements to the pedestrian network by providing new connections by through site links and new crossing opportunities which increase the walking catchment of public transport nodes – The transport strategy for the Sydenham to Bankstown corridor with respect to enhancing supporting the strategy objective of enhancing local movements. These new pedestrian connections pedestrian movements involves the following key elements: can be achieved through smart and innovative design principles adopted within the development of new or existing sites.  Permeability of pedestrian connections to public transport nodes to increase walking catchments from public transport nodes Key Strategies Walkability isochrones for station precincts currently show a constrained pedestrian environment with a 10 minute walking distance only achieving approximately a 400m radius from the station. A  Integrate land use and transport planning to incorporate improved pedestrian linkages key contributor to this is the large block sizes which reduces the permeability of the pedestrian within new developments to enhance pedestrian movements network. Highly permeable networks are required to support local movements, with development of the active transport network prioritised within 800m of station precincts.

Key Strategies

 Provide connections for a permeable pedestrian network to support local movements and improve accessibility to town centres and public transport nodes.

 Pedestrian priority around station precincts and town centres to provide an amenable pedestrian environment and support local trips to/within the corridor Development along the corridor has, and will continue to, increase the need for improved pedestrian environments to support the growing importance of accessibility to, from and within the town centres and station precincts. Greater accessibility to local services and public transport stops will instigate a change in travel behaviour towards non-car modes of travel. The network needs to cater for pedestrians by providing safe access to destinations and creating walkable communities that encourages and supports trips to local destinations and public transport nodes. Satisfying these principles will be particularly important in precincts expected to accommodate the highest levels of growth such as Bankstown, Campsie and Canterbury. The delivery of the proposed Sydney Metro City & Southwest offers the opportunity to better integrate pedestrians into the fabric of the area through the enhancement of existing station precincts. Creating pedestrian circulation that supports existing desire lines to retail precincts, schools, low, medium and high density residential zones, commuter car parks and other attractors is the primary opportunity in the reconfiguration of these stations.

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

6.3 Cycling Modelling indicates a large proportion of trips to, from and within the corridor are less than 5  Direct connections from the corridor to the regional cycling network kilometres in length. Cycling is an attractive mode of travel for short distances of about five There is the opportunity to enhance connections to the regional bicycle network to support trips of kilometres or 20 minutes. Depending on the trip purpose there is potential to reduce private vehicle up to 10km in length to key employment centres such as Parramatta, Burwood and Sydney Airport. demand through the enhancement of the local cycling network. If 5% of these trips were made by There are presently two off-road shared paths in close proximity to the corridor which provide cycling it could result in approximately 2,000 less vehicles on the road network - reducing traffic connections to regional centres, such as the Cooks River cycleway and the Salt Pan Creek congestion. cycleway. The strategy for the corridor will provide linkages to these existing shared paths and Key elements of the transport strategy in relation to cycling are: investigating additional off-road bicycle infrastructure. This would include the extension of The Greenway from Lewisham to Dulwich Hill which could provide a dedicated bicycle route from the  A high quality local bicycle network which supports local trips eastern end of the corridor to the Sydney CBD. The existing local bicycle network serving the corridor is fragmented and largely characterised by streets where cyclists and general traffic share the road. The strategy proposes an enhancement of Key Strategies the local bicycle network to support the overall study objectives of enhancing local movements and encouraging sustainable transport choices.  Provide a high quality cycleway network that connects to key employment destinations, with facilities to be separated from general traffic where possible Enhancement of the bicycle network will be in the form of new infrastructure (i.e. bicycle lanes) which connects existing routes as well other measures which provide a more amenable and safe environment for cyclists. An important complementary strategy will be the introduction of 40km/h high pedestrian activity areas in town centres to reduce vehicle speeds and increases the safety of  Facilitate end to end bicycle journeys including the provision of end of trip facilities cyclists and pedestrians. End of trip facilities support cyclists in the journey to and from their destination, and most New bicycle infrastructure should aim for separation of bikes, vehicles and pedestrians wherever commonly come in the form of bicycle parking, storage lockers and changing rooms. Providing possible. Shared paths for bike riders and pedestrians should only be used where there are no other good quality bicycle parking at transport interchanges within the corridor, particularly the proposed options and be carefully designed to minimise conflict. Sydney Metro City & Southwest stations, will be important to facilitate bike to rail trips and support the objective of providing a high quality customer experience. Provisions for developers to Key Strategies provide safe and convenient bicycle parking within new developments in the corridor should be built into Council’s planning controls which would promote cycling as a mode of transport for new  Facilitate improved cycle access to rail stations and other key destinations within the residents and workers. corridor to support local trips Key Strategies

 Facilitate end to end bicycle journeys and ensure high quality integration of the cycling network with supporting transport infrastructure

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

6.4 Public Transport  Implementation of the proposed Sydney Metro City & Southwest network City and Southwest to enhance rail capacity and support the growth of the Sydenham to Bankstown corridor Public transport (both bus and rail) will play a critical role in supporting the expected growth of the Sydenham to Bankstown corridor. An improved public transport offering meets a number of key The proposed Sydney Metro City & Southwest project will provide frequent and direct services to objectives of this strategy, including: the Sydney CBD and key employment centres on the Global Economic Arc. It will act as a catalyst in changing travel behaviour of residents and workers located in the corridor. The ‘turn up and go’  Efficiently moving people nature of these metro services, compared with the limited frequencies on the existing heavy rail  Facilitating accessibility for all network (particularly during off peak and weekend periods), will encourage a modal shift towards public transport.  Accommodating growth and renewal The substantial capacity increase that will result from the introduction of the metro line, with 15 The road network has limited capacity during peak periods to support additional traffic trains/hour to run in peak periods which will support future growth, enhance efficiency and capture movements, and therefore a high proportion of trips made by the future population of the corridor additional ridership from car users attracted by improved accessibility, reliability and convenience. will need to be by public transport. Adding to the problem is that the road network peak periods are Additional initiatives which complement the proposed Sydney Metro City & Southwest will also extending with weekend traffic conditions often as congested as that during the weekday. be required to take advantage of the opportunities created by this significant investment in public Key elements of the transport strategy for public transport are: transport infrastructure.

 Improving cross town access to employment areas by public transport from the corridor that is Key Strategies not serviced by the proposed Sydney Metro City & Southwest  Support the introduction of the proposed Sydney Metro City & Southwest by providing The following key centres will be important employment destinations for those living within the appropriate transport access to station precincts. corridor:

 Sydney CBD  Parramatta  Bankstown  Hurstville  Campsie  North Sydney  Burwood  Sydney Olympic Park  Sydney Airport  Chullora

Of these employment centres, only the Sydney CBD, North Sydney, Bankstown and Campsie will be directly serviced by the proposed Sydney Metro City & Southwest network. Supplementary public transport services will be required to provide residents of the corridor with viable non-car travel options. There is opportunity to provide high quality bus services to provide frequent connections to these centres.

Key Strategies  Provide for an improved, more frequent bus network which connects residents of the corridor with key activity and employment centres.

Figure 47 Proposed Sydney Metro City & Southwest network Source: Transport for NSW

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

 Identifying opportunities to support local and regional bus access to key destinations through  Providing a high quality transport interchange experience targeted bus priority measures and improved levels of service Seamless integration between the pedestrian and public transport networks will enable efficient Buses will have a particular role in providing for north-south public transport access to and from interchange between modes. This will require the provision of safe and legible access to public the corridor. Analysis of bus travel time data shows a high degree of variability and unreliability in transport nodes and the provision of high quality interchange facilities. The ability for public the study area along key routes such as the M41 corridor between Campsie and Burwood. Specific transport interchange should be integrated into the surrounding precinct and designed to maximise bus priority measures along key routes will be required to develop an efficient and reliable network the experience and quality of customer interchange, especially at Bankstown, Campsie and where bus journey times are comparable to that of private vehicle. To address slower than desirable Canterbury which are forecast to act as key station precincts. bus travel speeds and unreliability of bus services in the study area, a range of bus priority measures could be implemented at identified congestion points. This strategy aligns with the customer experience objective outlined in Section 5.3 of this report which aims to facilitate secure, connected and seamless end-to-end journeys for customers using There is also the potential to increase the use of bus for trips made within the corridor which all transport modes. complements the overall study objective of supporting local movement. Increasing service frequencies on local routes, particularly during off-peak periods, would play a key role in Key Strategies encouraging use of bus over private vehicle for short trips. Buses provide an important function for customers to access to local community centres and local destinations such as Campsie and  Provide high quality, seamless interchange for customers transferring modes Bankstown for non-work trips.  Plan for users with reduced mobility Key Strategies

 Provide for bus priority on key routes where high demand is currently generated.  Development of a connected bus network  Provide bus operating hours and service frequencies that meet customer needs The current bus network serving the Sydenham to Bankstown corridor is currently oriented towards serving a number of key centres. To support the growth of the corridor the bus network should be developed in a more connected manner, supported by high levels of service for interchanging passengers. This would provide a more flexible network which widens service coverage supported by increased service frequencies. This strategy aligns with that outlined in the NSW Long Term Transport Master Plan for New South Wales to move from a radial to a connected bus system.

Key Strategies

 Develop a connected bus network to support a range of customer requirements which supports the growth of the corridor.

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

6.5 Road Network  Recognition of current constraints along arterial road corridors The provision of a high quality public transport network will reduce the dependence on private The higher order roads serving the corridor generally run north-south and typically carry both local vehicle for travel within the corridor. However, the forecast development within the corridor and and regional traffic movements between centres. Many of these roads currently function at or near across Sydney will increase overall travel demand ensuring challenges remain for accommodating their operational capacity during peak hours. Forecast development both within the corridor, and private vehicle travel within the corridor. The transport strategy for the Sydenham to Bankstown outside the corridor, will increase demand on the arterial road network even with significant public corridor with respect to private vehicle movements involves the following key elements: and active transport intervention. Further investigation is required to assess the capacity requirements of the arterial road network to accommodate future demands that cannot be  Providing good connections to the primary road network to protect local areas from through accommodated on public or active transport. traffic intrusion Strategic transport modelling undertaken for this study suggests certain road corridors, in particular A key challenge identified for the corridor is the current high level of through traffic in many town Stacey Street, King Georges Road and Bexley Road are likely to experience significant increases in centres which impacts on the potential use of these roads by other high value modes such as traffic volumes in future years. This suggests some improvements would be required to support the walking, cycling and public transport and has associated impacts to adjacent land uses. expected traffic increases on these road corridors in future years – aligning with the overall study objective of efficiently moving people and goods within and outside the corridor. Such initiatives Many roads within the corridor (e.g. King Georges Road, Stacey Street) currently provide key should consider freight movements and travel via public transport, walking and cycling. connections to the primary road network – those being the M5 motorway to the south and the Hume Highway to the north. These higher order roads play an important role in directing traffic away from local residential streets and town centres with high ‘place’ functions. Future plans to Key Strategies improve Sydney’s motorway network, particularly WestConnex may reassign car trips along major north-south roads as vehicles travel towards the duplicated M5 East tunnel. The transport strategy  Develop appropriate infrastructure responses along arterial road corridors which must ensure these north-south arterial road connections are maintained (and potentially improved) addresses current road network constraints. to prevent motorists accessing the primary road network via local streets and town centre environments. This support the study objectives of promoting local movements and supporting the corridor as a place to live and work – and complements the goals of the movement – place hierarchy developed for the corridor as previously described in Section 5.2 of this report.

Key Strategies  Maintain (and potentially improve) access to the primary road network from the corridor to accommodate travel between key centres that cannot be serviced by public or active transport such as cross-town movements .

 Enhance accessibility on key north-south road corridors serving the study area towards the M5 motorway– particularly King Georges Road, Bexley Road and Fairford Road  Use the movement-place hierarchy to inform investment and design decisions

 Establish appropriate function and hierarchy of road network to support regional vehicle and freight movements

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

6.6 Parking Underground multi-block parking The development of appropriate and flexible car parking policies is required to accompany Efficiencies can be made within the design of underground parking that could be achieved through changing travel needs and behaviours arising from the urban renewal and new transport the construction of multi-block underground parking structures for shared use rather than allowing opportunities. These policies will need to respond to changing trends in car ownership and balance single building underground parking to be developed. This allows the footprint of the parking area the needs of residents and workers in the corridor while encouraging sustainable travel choices. to be larger, particularly where parking is under street level or footways and hence efficiencies are to be gained through the parking layout and a reduced number of access/egress locations and Key elements of the transport strategy in relation to parking include: circulating space. In addition, fewer access locations at street level reduces congestion on street and improves road safety.  Flexibility in parking controls within Council planning controls for residential uses To support the development of the corridor, and particularly to provide economic incentive for Key Strategies developers to consider new mixed use developments, it will be important that parking controls (developed by Councils) balance the needs of residents and workers while encouraging sustainable  Encourage innovative car parking policies and schemes which make the most efficient travel choices. Provision of parking, along with the significant investment in improved public use of infrastructure and meets the future parking demands of the corridor. transport, walking and cycling infrastructure and services, should be considered in the context of reducing dependency on private vehicle use.

Key Strategies  Reduced car parking rates for commercial/industrial uses. Commercial car parking spaces typically generate high volumes of traffic during commuter peak  Work with local Government to implement appropriate parking controls to balance the hours. Minimising the level of on-site parking associated with commercial developments (and non- needs of residents and workers and support growth in the corridor residential uses in general) will play a key role in supporting the future growth of the study area. In the absence of on-site parking, workers and visitors to the study area will be encouraged to travel by public transport, walking and cycling. These reduced parking rates must however be complemented by public transport initiatives so commuters are provided with a viable travel  Innovative policies and schemes to promote efficient utilisation of parking infrastructure alternative. Implementation of effective parking management policies can provide an effective mechanism to support the growth and renewal of the corridor. Some of these policies are outlined below. Key Strategies

Unbundle parking  Use parking rates as a mechanism to reduce the number of private vehicles trips into the corridor Unbundling parking involves separating the cost of parking from other land uses. By unbundling parking from other land uses or building space, users are more likely to undertake a review of the actual cost and benefit of owning a parking space, of driving and of car ownership. Once parking is available separately to the other land use, a market based approach to parking provision and use emerges that can increase the use of alternative modes of transport. Shared parking Within the study area, the combination of land uses may lend itself well to shared parking principles. As parking for certain land uses increases or decreases, there can be a sharing of parking space that will increase efficiency of any parking provided. Spaces are not necessarily allocated for a specific use, instead serving a number of different users Parking as an option to rent This approach can lead to more affordable housing where the developer retains ownership of the parking and can offer an option to purchase a property without a parking space but with an option within the deeds to rent a parking space at any time. This approach removes the capital cost of the parking space from the property price. This can be particularly effective in locations where more affordable housing is preferable and where public transport is available as a viable alternative to owning a private car.

3 Benefit-Cost Analysis of Car Share within the City of Sydney (SGS Economics, June 2012)

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

 Commuter car parking at strategic locations that support the proposed Sydney Metro City & Southwest network. Use of private car for station access is generally the least sustainable of all access modes and so a balance must be struck between catering for car access demand and the encouragement of alternative, more sustainable modes. Commuter parking has the potential to provide benefits for the Sydenham to Bankstown corridor by increasing customer choice for rail station access and expanding the station catchments. There are however a number of negative implications including:  Impacts on road network operations as customers generates additional traffic movements that impact local amenity  Spillover on-street parking impacts – experience suggests it is not possible to fully satisfy park and ride demand in formal off-street car parks and around half of the demand is usually accommodated on-street  Restriction of development around station precincts as commuter parking areas lock up valuable real estate which could serve a greater public benefit  Reduction in patronage on local bus services by diverting existing public transport users to private vehicles  Significant infrastructure costs  Large park and ride facilities can introduce or impact personal safety and crime, particularly where there is little activity and surveillance outside peak periods  Many park and ride spaces within major centres are actually used by the employees of local businesses as free all day parking – therefore not providing any benefit in serving public transport users

Key Strategies

 Balance the commuter car parking provision with the objective of reducing private vehicle use

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

6.7 Freight Providing good access for road and rail freight for businesses, industry and resources is an  Consideration of the continued operation of the freight rail line in future planning for the important consideration given the importance of this corridor for carrying freight. The existing corridor metropolitan freight line runs parallel to the existing Bankstown rail line between Campsie and Freight operations will continue through the corridor, alongside urban renewal, and the network Sydenham and is a critical part of Sydney’s freight infrastructure as it provides the key link to Port needs to cater for growth in the freight task. This responds to growth of Port Botany in future Botany. It is intended that rail freight services will continue to operate 24 hours, 7 days a week years. It is expected that containerised rail freight movements to/from NSW ports will double by along this freight line. the year 2021, which will have direct impacts, particularly noise, for adjacent residents of the rail The transport strategy seeks to minimise the impacts of freight movements on adjacent sensitive corridor. land uses, but recognises the need to provide access to support business and the economy. Key Detailed land use planning for the corridor needs to recognise the continuation of freight elements of the transport strategy in relation to freight include: movements along the rail corridor. This may be through innovative building design which mitigates noise impacts, or planning controls that permit development along the rail corridor  Preservation of the metropolitan freight network for road freight movements without impacting the continued operation of the freight line. The road freight hierarchy established for Sydney aims to balance the need for efficient movement of freight by road with the needs of other road users such as pedestrians, cyclists and buses. Within Key Strategies the study area, road freight is heavily reliant on the King Georges Road and Stacey Street / Fairford Road corridors as a means of transporting goods between centres. Preservation of the metropolitan  Plan for the coexistence of urban renewal with a growing freight task freight network would minimise instances of heavy vehicle traffic intruding into local streets and town centre environments with high place functions. This strategy therefore complements the overall objective of supporting the corridor as a place to live and work and prioritising pedestrian and cycling movements in areas with high place functions.  Facilitating ongoing light freight and delivery task throughout the corridor. Light freight and delivery movements are vital to the ongoing economic strength of the centres Key Strategies throughout the corridor. The efficiency of the road network, particularly key north-south corridors,  Maintain or enhance traffic capacity along key freight corridors such as King Georges will facilitate light freight and delivery vehicle movements to, from and within the corridor and Road and Stacey Street provide access to centres, residents and workers.

Key Strategies  Maintain access and efficient movement of light freight and delivery vehicles to, from and within centres and throughout the corridor.

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

6.8 Travel Demand There is increasing emphasis across the planning industry to reduce the number and lengths of  Development and promotion of behaviour change programs motorised journeys and in doing so encourage greater use of alternative means of travel which have New developments provide an opportunity to educate people on available travel modes to and from less environmental impact than the car. Travel demand management combines transport and land the site. The new people moving into the corridor are likely to have a high propensity to use public use planning in order to change how, when and where we travel for the purpose of reducing and active transport. Both existing and new residents and workers will welcome information about demand on existing transport networks. the travel services and facilities available to them. It is important to recognise that the road network supporting the corridor area already approaches A mechanism to further encourage behaviour change is the development of site travel plans in capacity during commuter peak hours. Therefore a ‘business as usual’ approach, whereby traffic conjunction with new developments. Site travel plans are a suite of measures aimed at reducing car from new developments is generated at rates similar to current levels, will not be feasible to based travel, the objective of which are twofold: support the growth of the area. Instead, innovative solutions will be required to reduce car dependency and promote alternative modes of travel. This directly aligns with the overall project  Travel demand management which reduces the need for energy intensive car, taxi or air travel objective of encouraging sustainable transport choices – by providing travel options, and policies by combining journeys for different purposes, travelling to alternative closer locations, or using that encourage use of these modes of transport. other means of communications e.g. audio conferencing, video conferencing and working at home or other off-site locations using email or wireless telecommunications. The following key elements of the transport strategy in relation to travel demand management are as follows:  The use of more sustainable transport modes in place of the higher energy consumption travel modes such as single occupant car travel, taxi and air travel. This generally requires improving people’s travel choices by making more travel modes available, i.e. to improve mobility for non-car drivers. The alternative measures of reducing mobility for car drivers by increased road usage and parking charges or restricting road and parking capacity are also an option, particularly in congested locations.

Key Strategies

 Encourage and promote sustainable travel choices and behavioural change programs.

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

7 Transport Initiatives 7.1 Corridor Initiatives This section outlines a series of transport initiatives that respond to the anticipated growth of the This section addresses both the planning and delivery stages of the various initiatives identified in Sydenham to Bankstown corridor. Each initiative has been assessed qualitatively against the the transport strategy. The initiatives proposed are based on the challenges identified for the overall project objectives as previously outlined in Section 4 of this study. The assessment criteria corridor as well as the transport strategy developed in Section 6 of this document. The initiatives utilised is summarised in Table 12 below. also consider (although not solely rely on) the findings of the transport modelling undertaken for the study. The transport initiatives are listed in Table 13 and illustrated in Figure 48 on the following pages. The suite of initiatives has been developed based on current long term land use and transport Table 12: Assessment criteria for corridor initiatives policy. These aim to satisfy the strategy objectives in accommodating for the future growth of the corridor by increasing public and active transport mode share. The strategy has been developed to Rating Description respond to drivers such as current needs, existing network deficiencies, demand generated by the growth of the corridor that is planned over the next 20 years as well as external transport and infrastructure measures proposed at all levels of government. ✓✓✓ Major positive impacts resulting in substantial and long-term improvements or enhancements of the existing case. The initiatives developed for the strategy have been separated into two categories:  Corridor initiatives: Initiatives that will have benefits across the corridor and are not Moderate positive impact, possibly of: necessarily specific to a specific station precinct. ✓✓ Short-term duration with significant benefits; or Medium-term duration with resultant mid-range benefits; or  Precinct initiatives: Initiatives where the benefits are solely focused on a specific station Long-term duration with mid-range or lower benefits. precinct. These largely relate to localised pedestrian and cycling enhancements. The implementation of these strategies and initiatives, particularly the introduction of the proposed ✓ Minimal positive impact, possibly only lasting over the short-term. Sydney Metro City & Southwest with high frequency ‘turn up and go’ services, will promote a change in travel behaviour to public transport, walking and cycling and reduce reliance on the private vehicle. This will be achieved through: - Neutral – no discernible or predicted positive or negative impact  Improved accessibility by public transport to employment and services within and outside the corridor Minimal negative impact, probably short-term, able to be managed or mitigated, and will not cause  substantial detrimental impacts.  Providing a better range of services in centres along the corridor, and supporting infrastructure that encourages local travel by walking, cycling and public transport  Better amenity of urban environments which will be safer and secure and more walkable Moderate negative impact, possibly of: These initiatives will support and complement changing attitudes and expectations of the existing  Short-term duration with significant impacts; or population over time in response to better transport options. In addition, the improved accessibility Medium-term duration with resultant mid-range impacts; or provided by public and active transport initiatives will attract new residents and visitors to the area Long-term duration with mid-range or lower impacts. that have a high propensity to use non-car modes of travel. It should be noted that there is currently no funding nor commitment to the implementation of the Major negative impacts with long-term and possibly irreversible impacts leading to serious damage,  degradation or deterioration of the physical, economic or social environment. initiatives put forward in this strategy by either State or Local government bodies. Following finalisation of the Urban Renewal Corridor Strategy, funding and implementation opportunities of will be progressed, over the 20 year timeframe, through:  Transport assessments as part of the detailed precinct planning process;  Potential reprioritisation within existing programs where appropriate; and  New funding through State and Local government mechanisms.

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Table 13: Corridor initiatives

Relationship to Project Objectives Strategy Initiative Initiative Description Justification Sustainable Theme Summary Customer Support Support Efficiency Accessibility Local Transport Experience Land Use Growth Choices

Bus priority measures along existing Parramatta is forecast to be a key employment destination in future year Parramatta to Parramatta to Bankstown bus corridor, for residents of the corridor. A good quality public transport service will be Bus Bankstown bus particularly Hume Highway, Chapel required to accommodate this demand to reduce car dependency to the ✓✓ ✓ - ✓ ✓✓ ‐ ✓ priority Road and Canterbury Road centre

New north-south Tier 1 bus connecting Travel patterns indicate the suburbs north of the corridor such as Sydney Olympic Bankstown and Macquarie Park via Bus Greenacre, Chullora and Sydney Olympic Park generate a high number of Park bus service Sydney Olympic Park (future M93 bus ✓✓ ✓✓ ‐ ✓ ✓✓ ✓ ✓ private vehicle trips and have limited public transport services route) Increased frequencies for bus routes feeding proposed Sydney Metro City & Proposed Sydney Southwest stations, those being the 487 Metro City & Increasing bus frequencies, particularly those serving rail stations, will Bus via Canterbury, 415 via Belmore, 450 Southwest feeder bus promote bus to rail interchanges and reduce private vehicle dependency. ✓ ✓✓ ✓✓ ✓✓✓ ✓✓ ‐ ✓ via Lakemba, 940 and 941 via frequencies Punchbowl and 905,907, 909 & 925 via Bankstown

Extend route 425 (Dulwich Hill-Tempe Sydney Airport and the Randwick Health Precinct are forecast to be a key Sydney Airport bus via Sydenham) from Tempe to T2/T3 employment destination in future year for residents of the corridor. A good Bus service Airport Terminal via T1 Airport quality public transport service will be required to accommodate this ✓✓ ✓ - ✓ ✓✓ ‐ ✓ Terminal via Wolli Creek demand to reduce car dependency to these centres

Enhancement of bus to rail interchange Providing high quality interchange facilities for passengers transferring facilities and connections for passengers modes will be critical to the success of the transport strategy. Transport Improved passenger Bus / Rail transferring modes at key interchanges, interchange should be seamless and legible through well defined interchange ✓✓ ‐ ‐ ✓✓ ✓✓ ‐ ✓✓ those being Campsie, Canterbury and wayfinding and direct connections where possible so that there is no Marrickville perceived penalty.

The Greenway corridor provides a dedicated bicycle connection between Extension of The Greenway bicycle the inner west and Sydney CBD. Extension of the route to Dulwich Hill The Greenway Cycling route between Lewisham and Dulwich would provide residents at the eastern end of corridor a viable means of bicycle corridor ✓✓ ✓ ‐ ‐ ✓✓✓ ✓✓ ✓ Hill travelling to key employment centres (Sydney CBD, Sydney University) via bicycle

Introduce a shared bicycle / pedestrian Provision of this measure would enhance local movement across the Sydenham to path along the existing rail corridor corridor, particularly for those people both living and working within the Cycling Bankstown shared between Bankstown and Sydenham to corridor. It would encourage short trips to be made by non-motorised ✓ ✓ ✓✓✓ ‐ ✓✓✓ ✓ ✓ path support local movements between modes instead of private vehicles. centres

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Relationship to Project Objectives Strategy Initiative Initiative Description Justification Sustainable Theme Summary Customer Support Support Efficiency Accessibility Local Transport Experience Land Use Growth Choices

Transport modelling indicates a high proportion of car driver trips from the corridor are less than 5km in length. Cycling is ideal for short distances of Support Local Councils within the about five kilometres or 20 minutes. There is therefore a significant Implementation of Sydenham to Bankstown corridor in the opportunity to reduce private vehicle demand through the enhancement of Cycling Council bicycle plans planning and delivery of their area wide the local cycling network through the implementation of area wide LGA ✓ ✓ ✓✓✓ ‐ ✓✓✓ ✓ ✓ LGA bicycle plans. bicycle plans. Supportive measures may include the introduction of 40km/h high pedestrian activity areas, bicycle lanterns and head start boxes at signalised intersections and on-road bicycle logos

Incorporate good quality bicycle parking facilities as part of new proposed Sydney Metro City & Southwest station precincts,. Additionally, incorporate End of trip facilities, in particular bicycle parking, are critical in Cycling Bicycle parking bicycle parking and end of trip facilities encouraging cycling trips ‐ ✓ ✓✓ ✓ ✓✓✓ ‐ ✓ into Council’s planning controls for new developments to support local and regional cycling trips Within Council planning controls, require developers to prepare site travel. Site travel plans are aimed at reducing car based travel and encouraging It would be appropriate to develop a site walking, cycling and public transport. These can be developed for both Travel Site travel plans specific travel plan where more than 100 residential and commercial developments. Minimising the need for car demand ‐ ‐ ‐ ‐ ✓✓✓ ✓ ✓ residential dwellings or 1,000m2 of based travel will be vital in supporting the significant growth expected commercial floor space is proposed in a within the corridor over the next 20 years. new development.

Provide pedestrian-friendly design at metro stations, with wide footpaths and clear wayfinding to connect customers To support travel by public transport usage as an alternative to private Pedestrian friendly Walking with their final destinations or vehicles, it will be important to provide customers with an environment metro station design ‐ ✓✓ ✓✓ ✓✓✓ ‐ ‐ ‐ interchanging services. This should which is conducive to pedestrian movement. include DDA compliance for less mobile customers.

Introduce new 40km/h high pedestrian activity areas and other enhancements in town centre precinct along roads with High pedestrian activity areas promote local movements by walking and High pedestrian high place functions, those being Haldon Walking cycling and support the place function of the corridor. They are effective in activity areas St (Lakemba), Burwood Rd (Belmore), ‐ ‐ ✓✓✓ ✓ ✓✓✓ ✓✓✓ ✓✓ enhancing safety and reducing the volume of through traffic movements Broughton St (Canterbury), Wardell Rd (Dulwich Hill) and Illawarra Rd (Marrickville)

PAMPS support the movement of pedestrians of all ages and abilities through the improvement of pedestrian infrastructure. It will be critical that Support Local Councils within the appropriate pedestrian infrastructure is in place to support the additional Implementation of Sydenham to Bankstown corridor in the travel demand generated following the development of the corridor – Walking Pedestrian Access planning and delivery of their Pedestrian particularly around town centre precincts and public transport nodes. This ✓ ✓✓ ✓✓✓ ✓✓✓ ✓✓ ✓✓ and Mobility Plans Access and Mobility Plans (PAMPs). may include measures to create new pedestrian routes and crossings, reduce delays at road crossings, footpath widening and providing other pedestrian enhancements

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Relationship to Project Objectives Strategy Initiative Initiative Description Justification Sustainable Theme Summary Customer Support Support Efficiency Accessibility Local Transport Experience Land Use Growth Choices

Bankstown is forecast to be a key employment destination in future years. This measure would provide a public transport option for residents west of Provide bus priority measures and/or the corridor without good access to the proposed Sydney Metro City & Liverpool to Bus frequency enhancements on the bus route Southwest network. Providing bus priority measures and/or frequency Burwood bus priority ✓✓ ✓ - ✓ ✓✓ ‐ ✓ between Bankstown and Burwood. improvements would enhance the attractiveness of public transport and reduce the reliance on private vehicle for access to this centre. This would increase peak hour frequencies from 4 to 6 services per hour

Dedicated bus priority measures (e.g. bus The Burwood to Campsie bus corridor is heavily utilised by customers only lanes during peak hour) along Hurstville to despite the general poor reliability of services. Provision of bus priority Bus existing Hurstville to Campsie to Burwood bus priority measures along this route would enhance travel speeds and make bus ✓✓ ✓✓ - ✓ ✓✓ ‐ ✓✓ Burwood bus corridor (outside of the travel times competitive with private vehicle. town centres)

Land use planning for Canterbury station precinct forecasts significant residential uplift. This is reflected in the travel demand forecasts which suggests a more than doubling of total trips from the precinct in the AM Increased peak hour frequencies for Canterbury Road bus peak hour in 2036. Canterbury Road bus routes serves centres where Bus Canterbury Road bus routes, those being services modelling indicates a significant number of trips from the S2B corridor ✓ ✓✓ ✓✓ ✓✓✓ ✓✓ ‐ ✓ the 428, 444 and 445 will depart to (and the proposed Sydney Metro City & Southwest will not service). Increasing service frequencies will promote the use of public transport over private vehicle to these centres.

Parramatta is forecast to be a key employment destination in future year Parramatta to Introduction of light rail service between for residents of the corridor. A good quality public transport service will be Light rail Bankstown light rail Parramatta and Bankstown required to accommodate this demand to reduce car dependency to the ✓✓✓ ✓✓ ✓ ✓ ✓✓ ‐ ✓✓ centre

Transport modelling indicates significant growth in private vehicle travel Widening of Stacey Street to 3 lanes in on the Fairford Road / Stacey Street corridor. Stacey Street is a strategic Private Stacey Street each direction between the McCauley road and freight connection between the M5 and Hume Highway will vehicle widening ✓✓ ✓✓  ‐   ✓ Street and Hume Highway protect the corridor from intrusion of through traffic. It does not currently act as a primary public transport corridor.

A high capacity rail service is required to support the level of urban Introduce the proposed Sydney Metro development envisaged for the Sydenham to Bankstown corridor. The Proposed Sydney City & Southwest service to provide proposed Sydney Metro City & Southwest project will enhance rail Rail Metro City & high frequency, high reliability public commuting for work journeys from the corridor, making it an attractive ✓✓✓ ✓✓✓ ✓ ✓✓ ✓✓✓ ✓✓✓✓✓ Southwest transport rail services for the corridor place to live for workers with Sydney CBD or the proposed Sydney Metro population City & Southwest stations destinations.

The existing spur of the Bankstown rail line between Lidcombe and Increase frequencies on the existing Bankstown will provide a critical connection for people departing the Bankstown to Rail heavy rail line between Bankstown and corridor travelling north towards key employment centres such as Lidcombe rail service ✓✓ ✓ ‐ ✓✓ ✓✓ ‐ ✓✓ Lidcombe Parramatta, Granville and Westmead. Increasing service frequencies to 6 per hour (currently 4) would increase the attractiveness of this mode.

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Relationship to Project Objectives Strategy Initiative Initiative Description Justification Sustainable Theme Summary Customer Support Support Efficiency Accessibility Local Transport Experience Land Use Growth Choices

A high proportion of traffic on Beamish Street at Campsie are identified to Construction of West Campsie road be through traffic movements, detracting from the town centre bypass, providing a linkage between Private environment. This measure would provide a continuous road connection West Campsie bypass Bexley Road and Coronation Drive and vehicle between the M4 and M5 motorways and remove regional traffic ✓ ✓✓ ✓✓ ‐  ✓✓ ✓ bypassing the Campsie town centre (i.e. movements through the Campsie town centre, reinforcing a Beamish Street) pedestrian/cycling friendly environment.

This intersection currently acts as a key constraint on the road network. Traffic modelling indicates significant increases in traffic volumes on Hume Highway / Stacey Street in future years following the development of the corridor, Private Grade separation of the Hume Highway / Stacey Street grade further constraining the operation of the intersection. Grade separation vehicle Stacey Street intersection ✓✓ - - ‐  ✓✓ ✓✓ separation would release capacity and enhance vehicle travel times. A number of bus routes travel through this intersection and provision of this measure would also improve bus reliability.

During off-peak periods, rail services between Bankstown and Lidcombe operate every 30 minutes (two per hour). This acts as a major disincentive Increased peak and Increase the number of rail services for people taking public transport travelling towards Lidcombe and off-peak rail between Lidcombe and Bankstown to six onwards to Parramatta. With the future introduction of the proposed Rail frequencies to per hour (peak periods) and four per hour Sydney Metro City & Southwest, the existing rail line between Lidcombe - ✓ - ✓✓ ✓ - ✓ Lidcombe in off-peak periods and Bankstown will need to be well serviced to encourage passengers to transfer from the proposed Sydney Metro City & Southwest to heavy rail – both in peak and off-peak periods.

Amend car parking rates (within Council planning controls) for commercial and Commercial car parking spaces typically generate high volumes of traffic industrial uses to reduce the number of during commuter peak hours. In the absence of on-site parking, workers Parking Car parking rates private vehicles trips into the corridor – and visitors to the study area will be encouraged to travel by public - - - - ✓✓ ✓ ✓✓ particularly around public transport transport, walking and cycling. nodes

- Consider innovative design options to mitigate the negative impacts of rail To support the expected growth in the corridor, residential development freight on development along the along the freight rail line will be required. Permissible development along Development along Freight corridor the freight corridor may be facilitated through innovative design options freight corridor - - - - - ✓✓ ✓✓ - Modernise the operation of the freight and/or the modernisation of the freight line which reduces noise and other rail line which places fewer restrictions associated impacts. on development on the freight corridor

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¯0 0 0.75 1 1.5 2 3 Kilometers4 Kilometers Transport Initiatives Figure 51 Sydenham to Bankstown Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

7.2 Precinct Initiatives Table 14 below provides a summary of the measures proposed at a precinct level which primarily support the movement of pedestrians and cyclists to public transport nodes and key destinations within the town centres. An illustration of the measures proposed at one of these stations (Campsie) is provided on page 70. The intensification of the corridor provides an opportunity to create highly amenable and vibrant precincts which supports access to local services, provide active street frontages and include good quality pedestrian infrastructure. These more amenable town centre environments, which would be safer, secure and better connected will support travel behaviour change from private vehicle to public transport, walking and cycling. Table 14 Precinct initiatives

Precinct Intervention Justification

Sydenham Improving pedestrian access across Burrows Avenue would support travel to/from Sydenham station, promoting local Improve accessibility and safety for pedestrians crossing Burrows Avenue trips and enhancing accessibility.

Improve the layout of the Railway Parade / Gleeson Avenue, including the provision of a pedestrian crossing The intersection at Railway Parade and Gleeson Avenue immediately north of the station, immediately adjacent to on the western approach. Sydenham station, currently acts as a barrier to pedestrian movements

Permit land use development which can co-exist with the future requirements of the XPT maintenance centre Current XPT maintenance centre at Sydenham limits land use development potential around Sydenham

Marrickville There are limited east-west crossing opportunities on Illawarra Road between the signals at the station access and the Investigate provision of a pedestrian crossing on the southern approach of the Illawarra Road / Petersham northern side of Petersham Road, encouraging jay-walking. A pedestrian crossing on Illawarra Road would provide Road intersection to improve east-west accessibility across Illawarra Road. an additional crossing opportunity and could result in reduced uncontrolled crossings.

Provide a pedestrian refuge on Warburton Street at Illawarra Road to align with the pedestrian desire line A crossing at this location would improve pedestrian access to Marrickville Station. between Marrickville Station and residential areas.

There is currently no formal bicycle infrastructure around the Marrickville Station precinct. Providing facilities along Investigate the potential to provide on-road bicycle infrastructure along Illawarra Road the length of Illawarra Road would provide a connection to/from the Cooks River cycleway catering for local and sub-regional trips – thereby reducing reliance on private vehicles

Dulwich Hill Convert the section of road between Ewart Street and Wardell Road to a 10km/h shared zone to provide This measure would improve pedestrian access and safety for customers travelling to and from Dulwich Hill station – improved pedestrian safety and access supporting local trips

The Wardell Road / Dudley Street intersection is used by a significant number of pedestrians accessing Dulwich Hill Provide signalised crossing at the Wardell Road / Dudley Street intersection to respond to the current station. Provision of this measure would enhance accessibility and safety for customers travelling to and from pedestrian issues at this location. Dulwich Hill station.

The pedestrian connection between the light rail platform and heavy rail station access is not direct and requires a Investigate improved pedestrian connectivity between the light rail platform and station access through a number of level changes. Provision of this measure would support transport interchange and aligns with the customer grade separated pedestrian link. experience objective of this transport strategy.

The pedestrian environment on the railway overbridge adjacent to the station is poor. No protection or separation is Provide improved separation and protection for passengers walking along the railway overbridge adjacent to provided between the footpaths and road carriageway, apart from a short section of pedestrian fencing opposite the the station access. station access. This measure would improve safety and accessibility – supporting local movement.

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Precinct Intervention Justification

Hurlstone Park Provide a pedestrian refuge on Floss Street at Crinan Street (to the south of the station) to accommodate the high number of the proposed Sydney Metro City & Southwest passengers forecasts to arrive from the south- This measure would enhance safety and accessibility for customers accessing the station east along Floss Street.

Canterbury The bus stop on the eastern side of Canterbury Road is poorly connected from the station access, away from the Consider, in conjunction with Transport for NSW, moving the bus stop on the eastern side of Canterbury pedestrian desire line. Provision of this measure would support transport interchange and provide an improved Road further north to provide improved connectivity with the station access. customer experience.

Improve pedestrian connectivity across Canterbury Road at the existing five-way signalised intersection An improvement to this intersection would support enhanced pedestrian access to Canterbury station and the town adjacent to the station entry, at Tincombe Street / Canterbury Road / Jeffrey Street / Broughton Street. This centre across Canterbury Road. This measure would align with the principles of movement-place previously could involve rationalising the number of vehicle movements or signal phases to reduce pedestrian wait discussed in the report. times and/or crossing distances.

Improving crossing movements at this location would support pedestrian access to/from the adjacent retail centre and Improve accessibility and safety for pedestrians crossing Jeffrey Street near Pearson lane enhance local movement around the town centre.

Provide a safer crossing environment for children travelling between Canterbury Station and the schools on School children walking from the station access on Canterbury Road to school on Church Street are not provided with Church Street. a crossing facility across Unwin Street providing access to school.

Campsie Improve pedestrian access on the northern side of Wilfred Lane. This measure would enhance pedestrian safety and provide good connectivity to Campsie station

Campsie station is a key bus hub with high frequencies and extensive network TfNSW bus planners have noted that Provide bus priority along Beamish Street to improve reliability of services, however this should not have an Opal data shows the m41 route between Campsie and Burwood is one of the top 20 most utilised services across adverse impact on the function of the town centre. Sydney.

Belmore Provide a formal pedestrian crossing facility on the western leg of the Burwood Road / Bridge Road This measure would meet the pedestrian desire line between the station access and Canterbury Leagues Club. This intersection crossing would also serve passengers transferring between bus and the proposed Sydney Metro City & Southwest.

Improving pedestrian access across Burwood Road would support travel between and the town Belmore station, Improve pedestrian crossing opportunities across Burwood Road between Bridge Road and Collins Street. promoting local trips and enhancing accessibility.

Investigate the opportunity to provide a pedestrian crossing facility on the northern leg of the Burwood Road This measure would satisfy the existing pedestrian desire line to the bus stop on Burwood Road. / Redman Parade intersection to meet the pedestrian desire line to the bus stop on Burwood Road

Lakemba No pedestrian crossing facilities are currently provided on the eastern and southern legs of the Haldon Street / To accommodate pedestrian movements from the commuter car parks to the east of the station, investigate Railway Parade intersection. This intersection carries relatively high traffic volumes and provides a connection to the provision of traffic signals at the Haldon Street / Railway Parade intersection commuter car parking areas to the east of the station.

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Precinct Intervention Justification

There is no footpath provided on the northern side of the Boulevarde to the east of Haldon Street. Pedestrians Consider the provision of a footpath on the northern side of the Boulevarde to accommodate pedestrians departing their vehicles from the commuter car park must either walk through the middle of the car park or on the walking between the commuter car park and the station access. side of the road.

Investigate the provision of footpath on the southern side of Railway Parade and northern side of the A footpath would improve accessibility for pedestrians travelling between Lakemba station and the nearby commuter Boulevard to formalise the pedestrian connection between the commuter parking area and the station access. parking area

Route 450’s off-peak and weekend frequency should be increased; while route 946 should have its peak Enhancements to frequencies of services 450 and 946 would improve accessibility to Lakemba Station frequency increased.

Wiley Park Punchbowl Road acts as a major barrier to pedestrian movements. Limited crossing opportunities are provided, Investigate improved crossing opportunities of Punchbowl Road, while also recognising it’s current function particularly to the north of the station An underpass is currently provided which acts as an access into the station, as a sub-arterial road serving local and regional traffic movements. however this provides a poor level of pedestrian amenity

Investigate the reconfiguration of the Punchbowl Road / Boulevarde intersection to remove the existing The existing traffic island at the Punchbowl Road / Boulevarde intersection is constrained and observed on occasions traffic island and provide a single pedestrian crossing. This would be subject to a traffic investigation which to be too small for the pedestrian movements at peak. High traffic volumes through this intersection make this considers the impact to the operation of the intersection. location an undesirable pedestrian environment.

Improving access across the Boulevard would support local walk and cycling trips between the residential areas and Improve north-south access to the retail and residential uses from the Boulevard the Wiley Park local centre.

Punchbowl Investigate the provision of a footpath on the northern side of the Boulevarde (east of Broadway) to provide No footpath is provided on the northern side of the Boulevarde (west of Broadway) connectivity to the station entry.

Frequency improvements to routes 940 and 941 should be provided on weekday peak periods off-peak and The frequency of some bus services during peak and off peak periods serving Punchbowl are limited and act as a weekends barrier for increased bus usage.

Bus stop locations are not legible, being dislocated from the station, with poor facilities. Stops on The Boulevarde Passenger facilities should be substantially improved for stops in Punchbowl Road and The Boulevarde, have few seats and are protected by shop awnings. Stops in Punchbowl Road have little transport information, while with shop front waiting lounges investigated only the southbound stop has a bus shelter.

Bankstown Provide suitable treatments to reinforce the existing shared zones in place in Bankstown City Plaza. This measure would provide improved priority and accessibility for pedestrians within the Bankstown centrre

Improving pedestrian access from Bankstown City Plaza would support travel to the town centre and railway station, Improve pedestrian accessibility between the southern end of Bankstown City Plaza and the railway station promoting local trips and enhancing accessibility.

Routes 905, 909 and 925 should have their peak service frequencies increased. Routes 913, 923, 926, 939, Enhancements to frequencies of these bus services would improve accessibility to Bankstown Station – which acts a 940, 941 (from Narwee to Bankstown) and 946 should have their weekday peak service frequencies major bus-rail interchange on the current network increased

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Figure 52 Campsie precinct layout

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Transport for NSW Sydenham to Bankstown Urban Renewal Corridor Integrated Transport Strategy

8 Way Forward The future transport networks identifies a range of initiatives where planning and in some cases delivery of projects has been identified as a priority. Many of the initiatives require planning This report presents an integrated transport strategy that identifies the transport needs of the studies to be undertaken at an early stage to preserve new transport corridors and define the design Sydenham to Bankstown corridor to support the expected urban renewal within the corridor in requirements in consideration of environmental, social and economic objectives. The Sydenham to future years. The strategy and the accompanying future transport networks will inform the Bankstown Integrated Transport Strategy, together with the strategic planning analysis undertaken Department of Planning and Environment’s and Transport for NSW’s programs and delivery plans for the corridor as well as other relevant planning initiatives provides the framework for this for the corridor. important planning work to be undertaken and delivered. The next steps for the urban renewal of the corridor in the short to medium term is to undertake The framework for developing, implementing and evaluating the Integrated Transport Strategy detailed precinct planning to finalise the land use and infrastructure strategy. Precinct planning supporting the development of the Sydenham to Bankstown corridor is illustrated in Figure 53 would involve more detailed analysis to determine each precinct’s growth potential, zoning and below. This framework can be summarised by three key processes: planning controls, and the timing and liability for the delivery of required infrastructure, informed (i) Aspiration – development of a transport vision, strategic objectives and principles to by a number of technical studies. The benefits of the transport initiatives proposed in this strategy consider when developing the transport strategy would be further investigated and analysed during this precinct planning. Detailed transport assessments will be undertaken to support rezoning proposals, including validation with detailed (ii) Implementation – delivery of a suite a initiatives to support the growth of the corridor traffic modelling, as well as continuing to clarify infrastructure requirements and funding which satisfy the aspirations of the project mechanisms. (iii) Evaluation – assessment of the success (or otherwise) of the initiatives implemented It should be noted that there is currently no funding nor commitment to the implementation of the initiatives put forward in this strategy by either State or Local government bodies. They have been provided in this strategy to provide mechanisms towards meeting the transport challenges facing the corridor as it grows over the next 20 years. The NSW Government is investigating a range of funding sources for infrastructure to support the Strategy. This will include mechanisms which enable the Government to share the value uplift created by increased development density and investment in better infrastructure and services. It is recommended that the strategy be reviewed periodically in light of any changes to land use and transport planning policies. Significant change in policy, population and economic conditions will influence the transport needs for the corridor. A series of performance indicators have been developed as part of the transport strategy which aim to quantify the success of the strategy. These performance measures should be reviewed periodically to understand the effectiveness of the initiatives introduced and understand ways in which these offerings may be improved in the future. It is suggested a review is undertaken every five years (in line with the Census of Population and Housing) to confirm the following key indicators:  Private vehicle mode share (based on journey to work data)  Station entry/exits at proposed Sydney Metro City & Southwest stations (based on data collected by Sydney Trains)  Active transport mode share for residents of the corridor (based on household travel survey data)  Reliability of bus routes servicing key centres such as Bankstown and Campsie (based on PTIPS data collected by Transport for NSW)  Average private vehicle travel speeds (based on travel data collected by RMS)

Figure 53 Strategy implementation and evaluation

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Appendix A

Strategic Travel Model

Outputs from the Sydney Strategic Travel Model (STM) provide an understanding of growth and travel patterns through the study area now and into the future. The STM is a strategic transport demand model operated and maintained by TfNSW’s Bureau of Transport Statistics (BTS) that provides travel demand forecasts across the transport network within the Sydney GMA. The model is calibrated to provide strategic travel forecasts rather than detailed operational forecasts of the transport networks which require much more detailed data and information. The model covers the Greater Metropolitan Area of Sydney (GMA). It contains population and employment forecast from the BTS (2014 release) and a range of network and pricing assumptions. Key road and public transport assumptions from the STM are listed in Figure 54. Detailed assumptions are available from BTS.

Figure 54: BTS Strategic Travel Model (STM) assumptions Source: Bureau of Transport Statistics