Transport Strategy for Sydney

TRANSPORT STRATEGY FOR SYDNEY

D 154 TRANSPOR introduction • • Sydney’s neighbourhoodswillhave improved local VISION FOR centres across thecity. a networkofstrategic buscorridors connecting the links withfast, safe and andreliabletrainservices Sydney’s major centreswillhave improved transport the timetakenandcostoflonger trips. outmoreoftheirtripsclosertohome, reducing carry tomajorcentres.Peopleservices willbeableto transport withwalking andcycling facilities andbus T

TRANSPORT

• I • Transport investment decisionswill bebasedon • The transportsystem willimprove access tojobs, sound planning, evaluationsound planning, andassessment. cost ofdoingbusiness. ports andothereconomicactivities, reducingthe transport planning. community mpacts of increased freight activity mpacts ofincreasedfreight activity

will beminimised throughlanduseand on the

THIS PAGE RAILCORP, PREVIOUS PAGE JOHN MARMARAS TRANSPORTintroduction

INTRODUCTION

Transport involves the movement of both people The Metropolitan Strategy responds to community and freight. Sydney’s transport system supports the concerns about better public transport. Transport was economic growth of the city by getting people to one of the top three issues raised at the Community jobs and services and other daily activities in a fast, Forums. The community expressed concerns about safe and reliable way, and through efficient freight service and reliability, the need for new rail lines in movements. The system must encourage travel growing areas, improving connections — not only to choices while reducing impact on the environment. Sydney city, but across suburbs and between centres — and about better integration between the different Sydney’s transport system includes the public types of public transport. transport networks of rail (heavy and light rail), transitways and bus services, ferries and taxis; the The Metropolitan Strategy recognises that people road network; and walking and cycling networks. need access to activities in different locations and at Transport is a critical element of the Metropolitan different scales — within their local neighbourhood, Strategy. Land use and transport planning should in centres and corridors within their region, and to enhance access and connections between where activities and places across the metropolitan area, as people live, work and visit. As Sydney grows, follows: Sydneysiders need to be supported by appropriate • At the neighbourhood level, the Strategy envisages transport. improved local transport such as walking and cycling facilities and bus services that link neighbourhoods, The distribution of activities and land uses in the villages and town centres to major centres. Good Metropolitan Strategy recognises the strengths of the local accessibility allows people to undertake more existing transport system and builds on these assets of their trips closer to home, reducing the time taken to accommodate future growth. and cost of longer trips. As Sydney grows and new industries and resources • Most travel is undertaken within the subregion are developed, the transport of raw materials and or part of the city where people live. At this level, finished goods will need to be supported by efficient the Strategy provides a network of strategic bus and appropriate freight transport. corridors with fast, frequent and direct bus services connecting centres across the city. The network will connect people to Sydney’s strategic centres. • At the metropolitan scale, the focus is on the longer cross–city and inter–regional connections, which link the suburbs to Sydney city, Port Botany and Sydney Airport, and link Sydney to the regions such as the Lower Hunter, the Illawarra and the rest of NSW and interstate.

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A NETWORK OF STRATEGIC BUS CORRIDORS WITH FAST, FREQUENT AND DIRECT SERVICES D 156 • It addresses • It addresses • It addresses Strategy: Metropolitan provides benefitsacrossallfive aimsofthe The Strategyfor Transport addressesand STRATEGY AIMS MEETING METROPOLITANTHE TRANSPORT introduction activities andservices. available sopeoplehave accesstojobs, equitable transportsystemsefficient andsustainable are reduce thecostofdoingbusiness. to ports andotherlocationsofeconomicactivity managing congestionandimproving accesstojobs, surrounding communities. freight movements areminimisedon andactivity is requiredtoensurethattheimpactsofincreased Sydney, effective landuseandtransportplanning to anincreaseinfreight. To enhanceliveabilityin in populationandtheeconomy bothcontribute improves.more thehealthofcommunity Growth such aswalking,cycling andpublictransport,the of liveability. The morepeopleuseactive transport measure healthisalsoanimportant Community parks andrecreation,otherdailyactivities. people’s friendsandfamily, accesstoshopping, fairness economic competitiveness enhanced liveability by ensuringthathighquality, by improving

BOB PETERS • It addressesimproved • It addresses to transport planning, evaluationto transportplanning, andassessment. informed withimproved andintegratedapproaches that decisionsoninvestment intransportarewell air quality. emissions which addtogreenhousegasesandaffect economy whilealsocontrollingtransportrelated can meettheneedsofagrowing populationand suburbs thatarecardependent.Freight transport doesn’t ensures thecity city keep expanding with Growth withintheidentiﬁedurbanareasof andnoise. gas emissions,otherairpollutants environment from land take, energy use, greenhouse population whileminimisingtheimpacton transport systems thatmeettheneedsofagrowing environmenta governance l protection by ensuring by providing

ROADS AND TRAFFIC AUTHORITY D4. FUNDING AND EVALUATIONPLANNING, MAKING: D4 D3. D3. D3. SUSTAINABLE TRAVEL TOMORE ENCOURAGE D D2. D2. D2. D2.1 TRANSPORTSYSTEM D2 Connect regionsandeconomicgateways D1.3 growth. Extendtransportnetworkstoserve D1.2 D1.1 SYDNEY’SBETWEEN CENTRES D1 OBJECTIVES INITIATIVESAND TRANSPORT introduction 3 1 3 2 1 4 3 2

Extend therailandbusnetworkstoconnect IMPROVE TRANSPORTDECISION INFLUENCE TRAVELCHOICES IMPROVE EXISTING THE IMPROVE TRANSPORT Improve operationalmanagementofexisting Improve theintegrationofpublictransport Improve of andincreasecapacity reliability Complete majortransportinfrastructure Improve transportplanningthroughstrategic, Implement TravelSmart travel voluntary Improve localandregionalwalking and subregional andplaceplanning. behaviour change programs. parkingpolicy Implement ametropolitan cycling networks. transport networks. rail services. projects under Region.within theGreaterMetropolitan centres. way.

D8 D7. GREATERMETROPOLITAN REGION GATEWAYSECONOMIC WITHIN THE D7 D6. D6. SYDNEYIN MOVEMENTSFREIGHT OF TYPES D6 D5. D5. SERVESYDNEY CAPACITYIS AVAILABLE TO D5 D8. D8. MOVEMENTSFREIGHT FROM 1 2 1 2 1 2 1

Plan for theprovision ofsufﬁcientfreight MINIMISE THE IMPACTSADVERSE CONNECT REGIONSTHE AND PORTSUFFICIENT ENSURE Facilitate theupgradingofmetropolitan Develop thenext elementsoftheSydney Expand Port BotanySydney andpreserve as RAILCORP Reduce noiseandairimpactsof Protect corridors andlandfor freight IMPROVE EFFICIENCY OF IMPROVEALL EFFICIENCY transport capacity inkeytransport capacity corridors. rail freightnetwork. Freight Strategy. and theproportiontransportedby M a working port. freight operations. related activitiesinthefuture. aximise theefﬁciencyoffreighttransport

rail.

157 TRANSPORTbackground

MOVING PEOPLE Travel patterns have changed over time. Children’s travel to school reflects changes in the wider community. In SYDNEY TRAVEL TODAY just 20 years between 1981 and 2002, the proportion of There are many trips each day. Sydneysiders make children driven to school has doubled to more than 50 15.5 million trips on an average weekday, at a rate of per cent, while the proportion of children walking has 3.8 trips per person. On weekends, there are 13.4 almost halved to less than 25 per cent. million trips, at a rate of 3.3 trips per person. Demand for travel is growing faster than population Travel in Sydney is diverse. The transport system growth. Vehicle kilometres travelled (VKT) has meets a range of different travel needs each day. Only increased faster than population growth. In the last 20 a quarter of all trips are work related. The majority years, Sydney’s population grew by 21 per cent, the are for activities such as shopping, recreation, and number of car trips by 41 per cent and the number personal business. On weekends, almost half of all of cars by 58 per cent. Between 1991 and 2001, trips are for social and recreational purposes. population grew by 1.3 per cent per year, while car trips increased by 1.8 per cent per year and vehicle Many trips are short trips. Despite the diversity of kilometres travelled increased by 2.3 per cent per year. travel purposes, and origins and destinations for trips, many trips are short local trips. Half the trips made Sydney has the highest use of public transport of all each day in Sydney are less than five kilometres, with Australian capital cities. In Sydney, over one in five the majority of these trips made by car. people use public transport to get to work (22 per cent), compared to less than 13 per cent in Melbourne There are regional differences in the way people travel. and Brisbane. The further people live from the CBD, the longer their trips tend to be, the greater the reliance on car travel and the less likely they are to walk or ride a bicycle. In eastern Sydney, almost 30 per cent of all weekday trips are made by walking or cycling, while in north western and south western Sydney, only 11 per cent of trips are made by walking or cycling.

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FIGURE D1 AVERAGE WEEKDAY TRIP PURPOSE IN SYDNEY | 2002 FIGURE D2 AVERAGE WEEKEND TRIP PURPOSE IN SYDNEY | 2002

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SOURCE: HOUSEHOLD TRAVEL SURVEY, TRANSPORT AND POPULATION DATA CENTRE SOURCE: HOUSEHOLD TRAVEL SURVEY, TRANSPORT AND POPULATION DATA CENTRE TRANSPORTbackground

ACHIEVING A SUSTAINABLE BALANCE RESPONDING TO GROWTH AND CHANGE Transport systems have significant impacts on our Recent population and economic growth have placed ability to achieve a sustainable balance between our stress on Sydney’s existing transport systems, social, environmental and economic objectives. with both infrastructure and services under greater pressure. The expected growth and change over the Transport affects both physical and mental health next 25 years will continue to place pressure on our directly and indirectly. While accidents and safety transport system. are an obvious impact on health, there is increasing awareness of the health impacts of air pollutants and Population growth alone will increase demand for noise emissions from transport. Transport can also travel, with travel by both car and public transport affect health and well–being indirectly through people’s forecast to increase. Changes in the characteristics ability to participate in community life and access of Sydney’s population such as an older population, health services. Active transport — walking, cycling increasing single person households and healthier, and using public transport — contributes to good more active retirees will also change the nature of health through increased physical activity. The decline demand for travel. in walking is one factor in increasing levels of obesity It is not just population size and characteristics in the community. which determine travel needs, but also the location The provision and use of transport has a significant of residential development, employment and other impact on Sydney’s sustainability and use of activities such as shops, education, and leisure and natural resources. There are impacts on air quality, recreation facilities. Where people choose to live and greenhouse gas emissions, noise, energy, use of land their place of employment can exert a significant for transport corridors and parking, water quality from influence on travel patterns. road runoff and the total lifecycle impacts of transport With growth, many parts of the metropolitan area from production to disposal. will suffer congestion on arterial roads. Managing The transport sector is the third largest and fastest congestion is a matter of urgency for the environment, growing source of greenhouse gas emissions in the economy and transport equity. Demand must be Sydney. Motor vehicles are the most significant source managed by influencing travel choices to focus on of air pollution in Sydney. New technology will continue accessibility not mobility. to produce cleaner, smaller, more fuel efficient vehicles, While likely growth and change factors can be reducing the environmental impacts of vehicles. Growth identified, future changes in travel patterns will in vehicle use will partly offset the benefits gained from depend on factors outside the influence of the stricter standards for vehicle air pollutant and noise Metropolitan Strategy such as global economic emissions. conditions, fuel supply and prices, the proportion Many of the social, resource and environment impacts of full–time, part–time and casual employment, and of transport can be managed through a greater Federal Government policies on vehicle and fuel emphasis on sustainable transport to meet travel needs pricing, taxation, tariffs, infrastructure investment — walking, cycling and public transport. Greater use of and airport development. The development of these modes also contributes to broader Metropolitan communications technologies which are a substitute Strategy goals of creating vibrant liveable communities. for travel will also affect demand for travel. 159

FIGURE D3 TRIP LENGTH AND MODE IN SYDNEY | 2002

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SOURCE: HOUSEHOLD TRAVEL SURVEY, TRANSPORT AND POPULATION DATA CENTRE 160 maintained orimproved.maintained travelsustainable choices andaccessshouldbe Demand for travel needstobemanagedand its own. solve transportproblemsorimprove on accessibility and ashasbeendemonstratedinothercities,willnot expensive, just tomeetpeakneedsisvery capacity in peakperiods,isbecomingprohibitive. Buildingnew of meetingunconstrainedtravel demands,particularly are sohighthatitisnotanoption,however, thecost economic, socialandenvironmentalcostsofnoaction environmental costsofcurrent travel patterns. The There isanincreasingawareness ofthehealthand MANAGING DEMANDFOR TRAVEL TRANSPORT background according tohow growth andchange occurs.Regular can beimplementedthroughadaptive management will change. toidentifyactionsthat Itisimportant Over time,thetransportchallenges facing Sydney and thecommunity. partnerships betweenGovernment, theprivate sector dependsonstrong Successful implementation extensions. system, andplanningfor progressive upgradingand is onﬁxingandgetting themostoutofexisting Intheshortterm,focusand decisionmaking. provision, demandmanagement,planning service The actionsaddresstransportinfrastructure and • Improve transportdecisionmaking:planning, • Inﬂuence travel choices toencouragemore • Improve theexisting transportsystem; • Improve transportbetweenSydney’s centres; The objectives areto: travel.encourage moresustainable aims toimprove tocentresand accessibility Given thesebroadchallenges, the Transport Strategy MOVING PEOPLE—OBJECTIVES changing transportneedsaremet. and actionstobereviewed andupdatedtoensurethat monitoring andreview ofprogresswillallow strategies evaluation andfunding. travel;sustainable and

BOB PETERS TRANSPORTbackground

MOVING FREIGHT The expected growth in passenger transport FREIGHT TRANSPORT TODAY demand coupled with growth in road freight movements is likely to lead to increasing Transporting freight around Sydney is a complex task competition for road space. A similar phenomenon and the volume of freight is growing at a considerable is expected on the shared metropolitan rail network rate. In 2000/01, 338 megatonnes (Mt) of goods and with a growing demand for commuter rail services commodities were moved into, out, through or within and extended peak periods. Sydney, at a compounding annual growth rate of 7.4 At a conservative growth rate of ﬁve per cent per per cent since 1995/6. year, the volume of Sydney’s freight movements This growth is consistent with container movements is expected to double by the year 2020. With through Port Botany. Since Port Botany’s inception as further growth in population and economic activity a container facility in the 1970s, container volumes expected, a robust and comprehensive freight have increased by 7.5 per cent per year to 1.375 million strategy is essential to cater for the anticipated twenty foot steel equivalent units in 2004/05. increase. Continued growth in population and economic activity COMPOSITION OF FREIGHT also means that increases in freight movements are Sydney’s freight has many market sectors, each inevitable. In the 10 years to June 2004, Sydney’s with quite distinct submarkets — although there population grew by 1.1 per cent per year, NSW Gross is some degree of overlap between some parts of State Product grew by 3.5 per cent per year while the Fast Moving Consumer Goods market and the container freight movement grew by 7.5 per cent Intermodal market. per year. This phenomenon where urban commercial

vehicle activity grows faster than GDP has been TABLE D1 FREIGHT SECTORS conﬁrmed by many studies and illustrates how road FREIGHT MARKET SECTOR SUBMARKET vehicles have become disproportionately more INTERMODAL • DOMESTIC important than rail in the urban freight task. • IMPORT–EXPORT Some 27 per cent of Australian containerised imports FAST MOVING CONSUMER • RETAIL GOODS (FMCG) • WHOLESALE arrive through Port Botany before they are transported • FULL TRUCK OR CONTAINER LOAD (FCL) • LESS THAN CONTAINER LOAD (LCL) to other locations, principally in metropolitan Sydney. • LESS THAN PALLET LOAD As Australia’s containerised imports have grown over • DRY, PERISHABLE AND REFRIGERATED the past 10, 20, 30 years, so too have the volume of CONSTRUCTION MATERIALS • BULK • MANUFACTURED freight movements. WASTE • DOMESTIC • COMMERCIAL Recent population and economic growth has placed • INDUSTRIAL

stress on Sydney’s transport system with both OTHER BULK • FULL WAGON AND TRUCK LOADS • BARGE AND OTHER SHIPPING infrastructure and services under pressure. Population • PIPELINE growth alone over the next 25 years will increase VEHICLES AND MACHINERY • DOMESTIC the demand for travel which will lead to increasing • IMPORT congestion, particularly on the key arterial roads across • ASSEMBLED AND COMPONENTS the city. 161

FIGURE D4 PORT BOTANY THROUGHPUT INCREASING CONTAINER MOVEMENTS | 1994–2021 ��

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CONTAINERS (TEUs) ‘000s (TEUs) CONTAINERS ��

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FINANCIAL YEAR ACTUAL FIGURES: BTRE FORECAST FIGURES: SYDNEY PORTS CORPORATION TRANSPORTbackground

Each of these market sectors have different MOVEMENT OF FREIGHT characteristics including time sensitivity, price The majority of Sydney’s freight is moved by road (86 sensitivity and handling issues that require a specific per cent) with the proportion of freight carried by road transport mode and service level. These characteristics increasing over time at the expense of alternative affect the way the freight is transported and the policy modes including rail. response required to best manage the movement of freight within each sub–market. Mode choice by shippers is influenced by several factors including reliability. The shared use of The diversity of Sydney’s freight is illustrated by the rail infrastructure including train paths and the composition of goods and commodities passing Government policy of priority to passenger trains through the Sydney metropolitan area. With the reduces rail freight operations to off–peak periods. exception of black coal, it predominantly involves the In turn, this restricts frequency and reliability of rail movement of goods and commodities required to freight services. support economic activity such as construction and fulfilling consumer demand for groceries, vehicles, Road freight operators also are experiencing heavier clothing and footwear. All of these goods and levels of congestion. With the cost of congestion commodities are vital to the functioning and well being estimated to increase, the efficiency of road freight of the city. operations will become increasingly difficult to enhance. As such, there is a clear need to encourage the greater TABLE D2 TOP PRODUCT MOVEMENTS use of rail, and where rail is not an option, to promote PRODUCT WEIGHT (KT) greater efficiency of road freight movements. VEHICLES, BOATS, MACHINERY & RELATED COMPONENTS 51,091 Freight trip generation is highest in areas that have CONSTRUCTION MATERIALS 35,739 high numbers of industrial sites and warehouses. The CRUDE AND REFINED PETROLEUM PRODUCTS 25,355 significant remnants of industrial and warehousing BLACK COAL 24,533 activities located near Port Botany reflect the historic GROCERIES 17,297 growth of the Port. However, these activities have

MISCELLANEOUS MANUFACTURED ARTICLES 17,132 spread across Sydney, concentrated reasonably adjacent to the M4 and M5 Motorways in suburbs SOURCE: FDF DATA FOR 2000/01 including Bankstown, Silverwater, Fairﬁeld, Wetherill Park, Ingleburn and Minto. Freight activity is likely to intensify in Western Sydney. The availability of industrial land in outer Western and South Western Sydney, coupled with the imminent opening of the M7 Motorway, has resulted in considerable industrial activity within the motorway corridor, particularly near the junction of the M4 and M7 Motorways.

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FIGURE D5 FREIGHT DISTRIBUTION BY MODE

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SOURCE: FDF PTY LTD, FREIGHTINFO DATABASE of smaller quantities of freight on short notice. trading is likely to result in the more frequent shipments to warehouses for resale. Just–in–time and scan based contrast to producing goods and then transferring them remaining stock. Goods are assembled to order, in on manufacturers’ production schedules and retailers’ to provide freight to manufacturers and retailers based Just–in–time and scan–based trading allow suppliers Just–In–Time/Scan Based Trading and mobility. motorways, toprovide ahighdegreeofaccessibility throughout thetransportnetwork,particularlynear are developing thesefacilities instrategiclocations terminals andintermodalfacilities. Individualfirms centres,freight centres alsoincludelocaldelivery Commonly referred toasdistributioncentres,these consolidation of warehousing and distribution services. inventories, hasembracedthe theindustry In seekingtoreducethecostofmaintaining Centralised Warehousing their supplychain costs. information systems ascompetitorsseektoreduce in increasingsophisticationandinvestment in times, competitionwithinthesectorhasresulted cost–effective transportfromitscustomers.Inrecent change asitseekstorespondtheneedfor The freightsectorisdynamicandinconstant INDUSTRY RESPONSES AND TRENDS commodities isapriority. The moreefficientmovement ofthesegoodsand Botany aredestinedtolocationsin Western Sydney. Some 90percentofthegoodsoriginatingfromPort TRANSPORT background OVER PASTTHE 10 YEARS,CONTAINER VOLUMESHAVE INCREASED BYINCREASED 7.5% ANNUM PER Expansion of operating hours makes better use of road towards extended working hoursacrosstheindustry. use offixedislikely capital, todrive thetrend congestion, alongwiththeneedtomaximise operate after hoursandonweekends. Increasing including stevedores, railandintermodaloperators operate onlyonweekdays, althoughsomeparticipants Many partsofthefreightsectorpredominantly Operating Hours distribution process. outcomes for shippersandreceivers inthefreight providers whospecialiseinachieving thebestpossible Manufacturers areincreasingtheiruseof3PL and costefficiencyareoptimised. arching roletoensurethatsupplychain relationships and distributegoods.4PLplayers provide anover goods fromsuppliers,store,processorders,package manufacturers, 3PLproviders undertakethereceiptof growth market withinthefreightsector. Onbehalfof fourth logistics(4PL)providers party hasbeenthe logistics(3PL)and and distributiontothirdparty chain management,theoutsourcingofwarehousing Reflecting theincreasingsophisticationoflogistics Third Party/Fourth Party Logistics to increasethefreighttask. into andoutofSydney over islikely longerdistances by 2007. The consequentialneedtotransportmaterials Sydney’s five landfillsitesispredicted tobeexhausted due tobeexhausted by 2010. Similarly, spacewithin residential andbusinessdevelopment needsare at Penrith Lakes thatsupply 75percentofSydney’s fully exploited. For example, sandandgravel reserves sourced withintheSydney basinareclosetobeing A numberofcommoditiesthathave traditionallybeen Depletion OfResources and railinfrastructure capacity.

SYDNEY PORTS CORPORATION 163 TRANSPORTbackground

Changes In Vehicle Types ENVIRONMENTAL IMPACTS OF FREIGHT Light commercial vehicles as well as rigid and The growth in freight traffic has resulted in growth in articulated trucks serve an important role in meeting the associated environmental impacts. Road freight Sydney’s freight task. In meeting the freight task, emissions are responsible for the primary environmental the most rapid areas of growth in the road freight impact of freight transport. However, other community vehicle fleet have been in light commercial vehicles impacts also stem from freight activity. and in articulated trucks — particularly B–Doubles. Emissions Between 2001 and 2004, light truck and prime mover registrations in Sydney increased by 7.8 per cent and Whilst passenger car travel accounts for the majority 8.9 per cent respectively. In comparison, heavy rigid of emissions and consumption of fuel, road freight truck registrations grew by only 3.3 per cent whilst transport has a disproportionate effect on the overall vehicle registrations within Sydney increased environment relative to its presence. by 7 per cent over the same period. On the road, light commercial vehicles, rigid trucks and As at June 2004, 276,600 light trucks (up to 4.5 tonnes articulated trucks collectively accounted for 17 per cent GVM, including panel vans and utilities), 34,700 heavy of all NSW registered vehicles in 2003. However, this rigid trucks (over 4.5 tonnes GVM) and 5,400 prime group accounted for 31 per cent of the 8.5 GL of fuel movers were registered with the Roads and Traffic consumed by road transport users in NSW in 2003 and Authority within the Sydney Statistical Division. 34 per cent of the 21.3 Gg of CO2 equivalent emissions — expected to grow to 38 per cent by 2020. The growth in light commercial vehicles reflects overall growth in the road freight task and the growing Noise, Vibrations And Light Spill importance of time–definite freight services, which Freight movements have the potential to impact require smaller and more mobile vehicles. Growth on local communities through noise, vibration and in articulated vehicles similarly reflects overall light spill. These adverse impacts are most acute growth in the road freight task and a drive for greater along major roads, and to a lesser extent, along rail productivity (higher payloads per kilometre travelled) freight corridors in Sydney. Residential areas close in the line haul task. The latter trend is shown by the to industrial warehousing, depots and other freight growth in the NSW B–Double fleet which increased by generating activities may also be impacted through 13 per cent per year from 1,286 vehicles registered in noise and light spill generated from these sites. 2000 to 1,855 vehicles registered in 2003. A number of planning measures can be used to mitigate the adverse impacts of freight activity. Access management, provision of buffers along transport corridors and around warehousing/depots/terminals and the availability of land for ancillary freight services for container parks and truck stops can help reduce the impacts of freight on the community.

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FIGURE D6 NSW VEHICLE TYPE vs FUEL CONSUMPTION AND EMISSIONS

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SOURCE: ABS CATALOGUE NO.9309, MARCH 2004 SOURCE: ABS CATALOGUE NO.9210.0.55.001 SOURCE: BTRE REPORT NO.107 TRANSPORTactions

D1 IMPROVE TRANSPORT BETWEEN • support additional growth on the Richmond rail line; SYDNEY’S CENTRES • improve the level of rail services in Western Sydney; People need access to activities in different • support Sydney’s growth in an increasingly locations and at different scales — within their local competitive global economy; and neighbourhood, in centres and corridors within • provide access to jobs in the Macquarie Park to their region, and to activities and places across the Airport corridor. metropolitan area. This objective aims to connect The Rail Link has the potential to lead development people to centres by focusing on public transport links across Sydney and support renewal in established to serve existing and new centres in Sydney. areas. It would improve accessibility from the new growth centres to centres providing jobs and other D1.1 EXTEND THE RAIL AND BUS NETWORKS TO services in the existing urban area. It would integrate CONNECT CENTRES with the existing rail network and improved bus networks, connecting centres across the city. D1.1.1 Plan, and as appropriate, construct the North The South West Rail Link from Glenfield to West–CBD–South West Rail Link. Edmondson Park and Leppington due to be built The new North West–CBD–South West Rail Link, by 2012, and a possible medium term extension to an $8 billion rail extension announced in June Bringelly or to the south, would extend the network 2005, would combine the largest public transport into the South West growth centre. infrastructure projects ever seen in Australia to provide The North West Rail Link from Cheltenham to Castle a continuous rail link between Rouse Hill and Castle Hill, Norwest and Rouse Hill due to be built by 2017, Hill in the North West, the global economic corridor and a possible medium term extension to Box Hill and centres from Macquarie and Chatswood to North Vineyard, would extend the network into the already Sydney and the Sydney CBD, and Leppington and established North West region and to the North West Campbelltown/Macarthur in the South West. growth centre. The Rail Link would utilise the Epping to Chatswood The Harbour Rail Link from south of Central rail station Rail Link due for completion in 2008 to: to St Leonards would provide new stations in the • increase the number of trains from across the CBD and provide additional capacity to support the network that can enter the Sydney CBD during extension of the network at the outer edge, due to be peak periods; completed by 2017. • provide additional capacity for trains serving Parramatta, supporting its continued development as A final decision on timing of these projects will be the a Regional City; subject of continuing detailed planning, financial and economic studies. TRANSPORTactions

D1.1.2 Establish a network of strategic bus services In the three years to 2008, nine corridors serving the to connect centres, consistent with the 2004 Regional Cities of Parramatta and Liverpool and the Review of Bus Services in NSW (the ‘Unsworth Major Centres of Bankstown, Strathfield, Burwood Report’). and Hurstville will benefit from these measures. The first corridors for bus priority infrastructure measures A network of fast, frequent, direct and convenient will be Hurstville–Miranda, Liverpool–Bankstown and bus services on ‘strategic’ bus corridors connecting Parramatta–Sydney CBD via Victoria Road routes. centres across Sydney was identified by the 2004 Review of Bus Services in New South Wales (the The bus network will be supported by improved ‘Unsworth Report’). passenger facilities at bus stops such as shelters, information, signage and lighting, improved walking The new network of 43 strategic bus corridor services access to bus stops, and interchanges. will link Sydney’s major centres, railway stations, hospitals, education facilities and other community To connect new urban growth areas to the existing facilities, improving access to important destinations. urban area, a new Blacktown–Wetherill Park strategic The strategic network will be integrated with local route with a high level of bus priority will improve bus services through bus contract reform to create access between western Sydney and a major larger, integrated contract regions. The new integrated employment area, and a Hoxton Park–Edmondson network of 43 strategic bus corridors will be Park bus priority route will link with the existing progressively implemented from 2006, supported by Liverpool–Parramatta Transitway and the new South improved bus priority on all corridors by 2012. West Rail Link. Western Sydney bus priority measures will support growth at new growth areas such as the Bus priority using both electronic technology and ADI site and Penrith Lakes. physical infrastructure measures will be introduced to improve reliability and reduce travel time, with a target In the Parramatta Road growth corridor, a new average bus speed of at least 25 km/h including stops. strategic bus corridor may be needed to serve high The electronic technology measures include Sydney– growth areas between Parramatta and Strathfield/ wide implementation of the RTA’s Public Transport Burwood, in addition to the planned strategic bus Information and Priority System (PTIPS), which uses corridors in the area. Local bus services will also be Global Positioning System (GPS) technology to track needed within the Parramatta–Burwood corridor high late–running buses and alters traffic signals to give growth areas to improve north–south access. Grade priority to these buses. Corridors will benefit from this separated crossings of Parramatta Road may be electronic technology by 2009, following the roll-out of required in the longer term to reduce delays to buses. Tcard integrated ticketing. The physical infrastructure measures, focused on key bottlenecks, could include dedicated bus lanes on the approaches to congested intersections (with cameras increasingly being used for enforcement), bus bypass lanes (e.g. ‘left turn only, buses excepted’), bus priority traffic signals, bus only links and additional Bus Lanes, Transit Lanes and Clearways. 166

BUS PRIORITY — SUPPORTING STRATEGIC BUS CORRIDORS ROADS AND TRAFFIC AUTHORITY TRAFFIC AND ROADS ROADS AND TRAFFIC AUTHORITY TRAFFIC AND ROADS

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�� operators together with ��the �� Ministry �� of Transport, based on the�� Ministry’ s �� Service Planning Guidelines. �� SHOW US �� Community consultation is a k e y element �� THE WAY �� of ��de v eloping �� the �� netw orks. Consultation �� on proposed ne w netw orks is underw a y �� in tw o contract regions; P ar ramat ta– �� B anksto wn–Burw ood–Liv�� erpool area �� (region 1 3), and B anksto wn–Sutherland–�� Miranda area (region 1 0),�� with the netw orks �� to be introduced in 2006. �� PROPOSED INTEGRATED BUS NETWORK FOR �� PARRAMATTA–BANKSTOWN–BURWOOD–LIVERPOOL� AREA — REGION�� 13 �� COMMUNITY CONSULTATION ON �� NEW IN TE GRATED BUS NETW ORKS �� ( �� * �� 8 �� : �� TRANSPORTactions

NO. BUS CORRIDOR

1 PENRITH—BLACKTOWN (NORTH)

2 PENRITH—BLACKTOWN (SOUTH)

3 BLACKTOWN—CASTLE HILL

4 BLACKTOWN—PARRAMATTA

5 CASTLE HILL—HORNSBY

6 CASTLE HILL—CITY VIA MACQUARIE

7 HORNSBY—MACQUARIE

8 HORNSBY—CHATSWOOD

9 PARRAMATTA—CITY VIA MACQUARIE

10 PARRAMATTA—CITY VIA RYDE

11 PARRAMATTA—LIVERPOOL TRANSITWAY

12 PARRAMATTA—BANKSTOWN

13 PARRAMATTA—BURWOOD

14 MACQUARIE—CITY

15 CHATSWOOD—DEE WHY/BROOKVALE

16 MONA VALE—CITY

17 BROOKVALE—CITY VIA ROSEVILLE

18 BONDI JUNCTION—CITY

19 RANDWICK—CITY

20 MAROUBRA JUNCTION—CITY

21 MIRANDA—CITY

22 MIRANDA—HEATHCOTE

23 MIRANDA—BANKSTOWN

24 MIRANDA—HURSTVILLE

25 HURSTVILLE—BANKSTOWN

26 HURSTVILLE—CITY VIA NEWTOWN

27 HURSTVILLE—BURWOOD

28 BANKSTOWN—BURWOOD VIA CAMPSIE

29 BONDI JUNCTION—BURWOOD

30 BONDI JUNCTION—HURSTVILLE

31 LIVERPOOL—CAMPBELLTOWN

32 CAMPBELLTOWN—CAMDEN

33 LIVERPOOL—BANKSTOWN

34 BANKSTOWN—WETHERILL PARK

35 BANKSTOWN—BURWOOD VIA CHULLORA

36 MONA VALE—MACQUARIE

37 BURWOOD—CITY

38 BURWOOD—CHATSWOOD

39 BURWOOD—MACQUARIE

40 PARRAMATTA—CASTLE HILL

41 PARRAMATTA—HORNSBY

42 PARRAMATTA—ROUSE HILL

43 BLACKTOWN—WETHERILL PARK 169

FIGURE D8 STRATEGIC BUS CORRIDORS LINKING STRATEGIC CENTRES

STRATEGIC BUS CORRIDOR

TRANSITWAY

EXISTING RAIL NETWORK

RAIL LINK UNDER CONSTRUCTION

REGIONAL CITY

SPECIALISED CENTRE

MAJOR CENTRE

PLANNED MAJOR CENTRE

EXISTING URBAN AREA TRANSPORTactions

D1.2 EXTEND TRANSPORT NETWORKS TO SERVE The Managing Sydney’s Growth Centres plans outline GROWTH a roads package of $3.6 billion over 30 years. The Preliminary Infrastructure Report for the North West D1.2.1 Implement the plans to extend and upgrade and South West Growth Centres identifies regional the strategic bus network and road network in the road infrastructure works worth $2.3 billion in the South West and North West growth centres. South West and $1.3 billion in the North West. BUS NETWORK In addition there are further costs associated with Building on the initial strategic bus network of 43 upgrading links between the growth centres and the corridors, the network will be extended to serve new existing urban areas. growth areas as they develop. The level of bus priority North western road upgrades are planned to include: measures provided on new corridors will depend on • upgrading works and/or extensions on Schofields patronage and existing conditions. Measures can be Road, Railway Terrace, Grange Avenue, Garfield upgraded over time up to bus only, grade separated Road, Hambledon Road, Richmond Road, Terry Road, facilities if required. Burns Road/Memorial Avenue; and The Managing Sydney’s Growth Centres plans for • possible widening of the M2 Motorway. the South West and North West growth centres South western road upgrades are planned to include: identify the need for a regional bus network at a • upgrading works and/or extensions on Narellan total estimated cost of $487 million with major Road, Cowpasture Road, Camden Valley Way, Hoxton improvements to the bus network including bus Park Road, The Northern Road, Badgally Road, priority lanes, bus acquisition, interchange upgrades Fifteenth Avenue, Denham Court Road, Raby Road, and subsidies for early operation of services. This is Campbelltown Road, Ingleburn Road, Appin Road, in addition to the $524 million North West Transitway Picton Road and a new Oran Park link road; under construction. • widening of parts of the F5 (Hume Highway); and The bus network will connect people to centres within • possible widening of parts of the M5 Motorway. their region, and to rail links to access centres across the metropolitan region — in the south west to the D1.2.2 Roads and Traffic Authority to continue to existing South Line and the new South West Rail Link coordinate road upgrades in existing areas. at Leppington and in the north west to the existing Richmond Line and the new North West Rail Link. Other major roads in Sydney will also need to be upgraded and extended to cater for growth in ROAD NETWORK existing urban areas, especially in renewal corridors, The North West and South West growth centres will specialised centres and employment lands. create additional traffic on existing roads originally designed for much smaller demands. Even with Major roads to connect regions and economic planned public transport services, the arterial road gateways within the Greater Metropolitan Region are networks will need to be upgraded and extended. discussed in action D1.3. Upgrading work will include bus priority measures as appropriate to support road based public transport.

170

NORTH WEST SECTOR — RIVERSTONE PRECINCT MINISTRY OF TRANSPORT OF MINISTRY JOHN MARMARAS JOHN TRANSPORTactions

Major works in Sydney are planned to include: road space allocated to general traffic. In assessing • upgradings of major arterial roads in existing urban proposals, the Government needs to ensure its areas; economic and social objectives are met through • in the west, construction of a new east–west link greater priority to public transport. between Erskine Park and Wallgrove Road, funded In considering higher capacity modes, issues by developer contributions, and upgrading of the include the risk to Government, commercial viability, Great Western Highway in the Blue Mountains; opportunities for Public Private Partnerships (PPPs), • in the east, upgrading works in South Sydney, existing services, integration with existing networks, including new connections between Gardeners Road and potential to develop new networks. and Southern Cross Drive in Eastlakes; • in the south, duplication of the Alfords Point Bridge The investigation of potential mass transit routes will across the Georges River and Stage 2 of the Bangor allow the protection of corridors and the allocation Bypass; and of road space for bus priority as the first step to • in the north, widening of the F3 freeway between increased road based public transport capacity. Wahroonga and the Hawkesbury River, subject to The Government will protect potential future corridors Federal funding. for mass transit in the CBD and inner Sydney by There is a need to retain existing road corridors and protecting the air space and selected underground investigate new road corridors to meet the needs of space on potential corridors. Sydney’s growth. CBD AND INNER SYDNEY D1.2.3 Investigate higher capacity transport modes The transport system in the Sydney CBD serves and protect corridors. many roles: it connects workers from across Sydney to employment opportunities, it meets Over 70 per cent of workers in Sydney’s CBD use the needs of visitors and tourists for shopping and public transport to and from work. This is the highest recreation, and it meets the needs of its increasing mode share in Australia and is comparable with local residential population. Manhattan. In order to increase this mode share, there needs to be an increase in public transport capacity. The Government’s priority for the CBD and inner The proposed North West–CBD–South West Rail Link Sydney is to fix the existing transport system will significantly increase capacity on the rail network. through CBD bus improvements, the new CBD Rail Link, upgrades to Town Hall rail station and Increasing public transport capacity on the road ferry facilities at East Darling Harbour before network requires increased priority for road based considering new modes. public transport (buses and light rail). The bus lane on the Harbour Bridge has demonstrated how effective The need for additional public transport capacity dedicated bus lanes can be. More than 13,000 people in the CBD will be assessed in the context of the are carried across the bridge in the bus lane in the new rail link, improvements to the operation of morning peak hour. This is more than all the other bus services in the CBD, and growth and change traffic lanes combined. Reallocating existing road in the surrounding inner Sydney region. space to public transport requires restricting the 171 KARL SCHWERDTFEGER 172 • thefuture useoftheexisting F6corridor reservation. • the needfor betweenthe aroadcorridor reservation In theshortterm,Government willinvestigate: • andthe widening ofpartstheM5Motorway • widening ofpartstheM4Motorway, including • a possible motorway–standard National Network link • an easternextension oftheM4Motorway; • improved railconnectionstotheregions; could include: Potential projects,subjecttofundingavailability, gateways ofSydney Airport andPort Botany. andCentralCoasttheeconomic Mountains and theregionsofHunter, Illawarra, Blue StrategycontextMetropolitan ofconnectingSydney requiring furtherplanningandassessmentinthe There areseveral mediumtolongtermprojects Greater MetropolitanRegion. between regionsandeconomicgateways inthe Commonwealth Government toplanconnections D1.3.1 Work withlocalgovernment andthe TRANSPORT actions D and furthernorth; major roadroutebetweenSydney, theCentralCoast western Sydney andtheM7Motorway, asasecond F3 freeway northoftheHawkesburyRiver andnorth M5 East. corridor, betweenParramatta andStrathfield; sections which passthroughtheParramatta–City Motorway at Pennant Hills, subject to Federal funding; between the F3 freeway at Wahroonga and the M2 1 . 3 METROPOLITANREGION GATEWAYS WITHIN GREATERTHE ECONOMIC AND REGIONS CONNECT

ROADS AND TRAFFIC AUTHORITY

influence people’s travel choices willcomplement discussed onpage197. Planningandpolicyto Strategy. Transport issuesinthreecorridors are and corridors identifiedintheCentresandCorridors places —inaccessiblelocationssuch ascentres Network expansion willsupportgrowth intheright experiencing populationgrowth andchange. to improve inareasofSydney accessibility thatare base for expansion ofinfrastructure andservices Fixing theexisting transportnetworkprovides agood as they develop. these systems toconnectcentresinnew urbanareas improve willallow reliability for future expansions of term. Upgradingthecurrent transportsystem to deficiencies inexisting transportsystems intheshort challenges andfixthemostimmediateof These actionswilladdressSydney’s current transport more efficientlytoconnectpeoplecentres. most ofourexisting systems andensurethey work Cities andstrategiccentres.Itisessentialtomake the system which connectstheSydney CBD, Regional Sydney hasacomprehensive existing transport TRANSPORT SYSTEM D2 network expansions.

IMPROVE THE EXISTING

RAILCORP • the Parramatta transportinterchange, duetoopen • the North West Transitway, duetoopenin2007, will • the Epping–Chatswood Rail Line,duetoopenin These projectsinclude: and centres. existing transportsystem by better connectingpeople completion bywillimprove 2008 theoperationof projects currently underconstruction andduefor Signiﬁcant rail,bus,transportinterchange androad transport infrastructure projects under construction. Group (IIG) to ensure timely delivery of major D2.1.1 Premier’s Infrastructure Implementation TRANSPORT actions D western Sydney; willsupportgrowthin 2006, western andnorth Westmead, Parramatta, Blacktown andRouse Hill; suburbs inSydney’s northwest andthecentresof provide fast busaccessbetweenrapidlygrowing western Sydney; Sydney for CBDallowing increasedservices the Main West raillinebetweenParramatta andthe global economiccorridor andimprove of thecapacity will linkSydney’s2008, northernsuburbstothe 2 . 1 INFRASTRUCTUREUNDERWAYPROJECTS MAJORCOMPLETE TRANSPORT

IIG willonlybeinvolved inselectprojects. tonotethatthe time andwithinbudget.Itisimportant as thePort Botany Expansion project,aredelivered on necessary, providetoensureprojects,such assistance infrastructureidentify priority projectsand,where (IIG) willwork withotherGovernment agenciesto The Premier’s Infrastructure Group Implementation • the wideningandupgradingof RoadWindsor and • the LaneCove Tunnel duetoopenin2007, will • (formerlythe M7Motorway known asthe Western • the Chatswood transportinterchange, duetoopenin Sydney. (SeeFigureD9) evacuation route,willimprove accessinnorthwest Old Road,Windsor includinganew ﬂood Windsor and employment globalarc;and Macquarie Park totherestofSydney’s economic improve accessfromnorthwestern suburbsand route aroundSydney; project, completeamajorfreeway–standard orbital Western Sydney and,withtheLaneCove Tunnel improve accesstobusinessandindustriallandsin Sydney will duetoopeninlate2005, Orbital), Rail Line; will improve2008, accesstotheEpping–Chatswood PARRAMATTA TRANSPORT INTERCHANGE UNDERCONSTRUCTION TRANSPORT INFRASTRUCTURE DEVELOPMENT CORPORATION 173 174 FIGURE D9 MAJOR PROJECTS UNDER CONSTRUCTION

TRANSPORT INTERCHANGES

EPPING—CHATSWOOD RAIL LINK

NORTH WEST TRANSITWAY

MAJOR ROADS

PLANNED RAIL CLEARWAYS PROJECTS

CLEARWAYS PROJECTS

EXISTING RAIL NETWORK

PLANNED NORTH WEST AND SOUTH WEST ROAD IMPROVEMENTS

MAJOR ROAD UPGRADES

STRATEGIC CENTRES

REGIONAL CITY

SPECIALISED CENTRE

MAJOR CENTRE

PLANNED MAJOR CENTRE

EXISTING URBAN AREA

EXISTING MOTORWAY

EXISTING MAJOR ROADS RAIL CLEARWAYS —IMPROVING RELIABILITY AND CAPACITY 176 comfortable trains and increased rail capacity for growth. convenient services. New carriages will provide for more be more reliable train services and more frequent and When Rail Clearways is completed by 2010, there will (SeeFigureD9) services. the separationofexpress andfrequentlystopping frequent services. The willallow increasedcapacity allow for simplertimetables morereliableand delays by removing bottlenecks and junctions,and loops acrossthenetworkwillreducecongestionand additional track, platforms, turnbacks andpassing The 15 key Rail Clearways projectsofbuilding rollingstock androsteringarrangements. services. The othercomponentsincludetimetables, ‘clearways’ reducingconflictbetweendifferent 14 railroutesintofive metropolitan independent as ‘sectorisation’ thatwillseparatethecurrent component ofalargerseriesprojectsknown suburban network.Rail Clearways isthecapital improve reliability, andsafety capacity onCityRail’s of theNSWGovernment will announcedin2003, The Rail Clearways program,a$1billioninitiative towards improved reliability. isonestep introducedinSeptember2005 timetable arriving ontime(withinfive minutes). The new of92percentservices target meet thereliability Due toitscomplexity, therailnetworkisstrivingto rail services. improve reliabilityandincreasecapacityof D2.2.1 Facilitate theRail Clearways programto TRANSPORT actions D 2 . 2 CAPACITYSERVICES RAIL OF IMPROVEINCREASERELIABILITY AND

to longterm. willberequiredtomeetneedsinthemedium capacity ontherailnetwork,however,capacity additional Rail Clearways willimprove andincrease reliability BEYOND RAILCLEARWAYS Cronulla Line. works atHornsbyonthe train stabling andpreliminary access atBerowra, construction ofanew platform and includesanew2005/06 platform andpedestrian OtherClearways workin early2006. beginningin and theBondi Junction turnback duefor completion Macdonaldtown turnback completedinmid2005 Rail Clearways isalreadyunderway, withthe lane motorway into the city every hour. periods will increase by 20 per cent, equivalent to a 12 Rail Link. Rail capacity into the Sydney CBD during peak first step in delivering the North West–CBD–South West capacity and operation. Rail Clearways is an essential which will impose additional demands on the network’s to the forecast population and employment growth, Rail Clearways will prepare the rail network to respond RAILCORP capacities oftheexisting railnetwork. to remove emerging bottlenecks andupgradethe Government willcontinue toinvestigate projects Building ontheRail Clearways program,the rail into or through the CBD in the morning peak. (equal to eight trains per hour) are forecast to travel by Sydney CBD. By 2011, an extra 8,000 people per hour 1.2 per cent per year on trains travelling to and from the forecast to grow by about one per cent per year and Over the next 10 to 20 years, CityRail patronage is interchanges as required. New bus/rail interchanges interchanges bus/rail New required. as interchanges transport of upgrading further investigate will Government construction. The under are Chatswood and Parramatta at interchanges transport New will beimproved. interchanges, busstopsandferry wharves stations, and improve accesstothenetwork,transport To encourage greateruseofpublictransport INTERCHANGES, STATIONS AND BUSSTOPS and wharves,improve trainsandbuses. D2.3.2 Improve interchanges, stations,busstops bus users. extension ofthePensioner Excursion Ticket toprivate fare scalefor allbusesregardlessofoperatorand includingasingle 2005 introduced inJanuary Tcard willbuildonthepublictransportfare reform the School Student Transport Scheme. year for school students usingprivate busesaspartof schoolTcard wasofthe2005 introducedatthestart users inandoutofstations. An interimversion of cash payments, anditwillspeeduptheflow oftrain It willspeedupbusesby reducingdelays causedby area. metropolitan easier accessby publictransporttocentresacrossthe bus, ferry, providing lightrailandmonorailservices will allow peopletotransfer easilybetweentrain, card technology, Tcard willdeliver cashlesstravel and rolled outby theendof2007. smart Usingcontactless the Lower HunterandtheIllawarra —isplannedtobe transport inSydney, extending totheCentralCoast, Tcard —anew, singleticketing system for allpublic public transport by2007. D2.3.1 Introduce Tcard integratedticketing forall TRANSPORT actions D 2.3 TRANSPORT IMPROVE INTEGRATIONPUBLIC THE OF stops providing accesstothenew networkof43 information, signage,lightingandaccesspaths.Bus comfort, safety andaccessincludingshelters, Bus stopswillbeupgradedtoimprove passenger on theRichmond line,intheNirimbaarea. Airport andIllawarra lines. A newmay station bebuilt provide easierinterchange onthe betweenservices growthserve intheCBD–Sydney Airport corridor and Wolli possibleextra Creekstation, platforms willbetter provide better for thisredeveloping services area. At Redfern willbeinvestigated station for upgradingto As partoftheRedfern Waterloo Authority’s work, upgrade fireandlife safety systems. more spaceontheconcourseandplatforms and between thedifferent levels provide ofthestation, CBD, majorworks willimprove passengerflows At Town akey Hallstation, accesspointtothe Sydney Rhodes station will be completed before 2010. by 2008 at a cost of $58 million and the upgrading of next 15 years. North Sydney station will be redevelopedMajor station upgrading projects will be required over the 2008. by stations Road Delhi and Park Macquarie University, Macquarie at Line Rail Epping–Chatswood new the on provided be will transport needs. aprecinctforpotential forfuture preserving water the possibleincorporationofwharffacilities andthe in theplanningfor EastDarlingHarbourincluding The needsofferry passengerswillbeconsidered willbedeveloped. ferry services, and sustainable whichferry wharves, areessentialfor safe, reliable A strategyfor improving Sydney Harbourcommuter rail commuters travel to and from their stations by car. access options are limited and significant proportions of car parks will be considered in areas where other Additional and upgraded ‘park and ride’ rail commuter strategic buscorridors willbethepriority.

TRANSPORT ADMINISTRATION CORPORATION

CRAIG ALLCHIN 177 TRANSPORTactions

TRAINS AND BUSES D2.3.3 Meet the physical accessibility targets for Trains and buses are being replaced to both improve transport, set out in the Commonwealth Disability passenger comfort with air conditioning and access Standards for Accessible Public Transport. features and to improve reliability and reduce The physical accessibility of public transport is a critical environmental impact. As well as new trains and element for ensuring that public transport is available buses to replace ageing fleets, additional trains and to all. buses will be required to cater for expected growth. The legal requirements for accessible transport for all All 498 of CityRail’s remaining non air conditioned transport infrastructure and service providers are set carriages will be replaced by 2010 under a $1.5 billion out in the Disability Standards for Accessible Public Public Private Partnership. The new trains will include Transport. By 2022, 100 per cent of infrastructure, bus features such as ‘real time’ information services, and stops, and bus services must be accessible and 100 will increase rolling stock reliability. per cent of rail rolling stock by 2032. Over 120 buses are replaced each year. New buses RailCorp’s ‘Easy Access’ railway station upgrading improve passenger comfort with air conditioning program will continue, and all new interchanges, and low floor designs with wheelchair accessibility, stations and rolling stock will comply with the improve energy efficiency, reduce emissions of Disability Standards. Over the next three years to local and regional air pollutants and greenhouse gas 2008, construction on station upgrades will include emissions, and reduce noise. Kingswood, Werrington, Seven Hills, Merrylands, All new buses, whether powered by Compressed Auburn, Mortdale, Penshurst, Carlton, Lakemba, Natural Gas or diesel, meet Australian Design Rule Belmore, Eastwood, Meadowbank and Turramurra, emission standards including the current Euro 3 in addition to upgradings underway or recently emission standards and future upgrades to Euro 4 completed at Granville, Blaxland, Gymea, Kingsgrove standards. and Gordon stations. Most of the forecast patronage growth from the The accessibility of Sydney’s buses will continue to new integrated bus networks will be accommodated improve as older buses are replaced by new low–floor through more efficient use of existing bus fleets. designs with wheelchair access. State Transit’s Sydney About 80 additional buses will be required to cater for Buses already meets the target for 25 per cent of increased demand for the new North West Transitway buses to be accessible by 2007. The program to make and south western, M2 Motorway and CBD bus all ferry wharves fully accessible will continue. services. If city–wide bus patronage grows at one to two per cent per year, an additional 30–60 buses per year will be required, with the number of additions gradually increasing each year. Replacement and additional buses for both State Transit and private operators are funded through the Government’s new funding model for bus services.

178

RAIL MANAGEMENT CENTRE — MANAGING THE RAIL NETWORK NEW ARTICULATED BUS — IMPROVING CAPACITY, ACCESS AND PASSENGER COMFORT RAILCORP TRANSPORT OF MINISTRY TRANSPORTactions

D2.4 IMPROVE OPERATIONAL MANAGEMENT OF CBD OPERATIONS EXISTING TRANSPORT NETWORKS In June 2005 the Government announced improvements to bus services in the Sydney CBD D 2.4.1 Improve the operational management in conjunction with the opening of the Cross City of the public transport and road networks to Tunnel. By June 2006, bus lane operating hours will be increase the effectiveness of existing transport extended throughout the CBD and there will be trials infrastructure and services. of off–bus ticket sales and ‘no cash fares’ at selected locations to reduce delays caused by the purchase of The effectiveness of existing transport infrastructure tickets from bus drivers. and services can be increased through smart network management practices of both the public transport The Government also announced further ideas for and road networks. A number of initiatives will be assessment to improve CBD access for people and reinforced across Sydney’s transport system. goods including further priority measures such as new bus lanes and changes to on street parking. RAIL TIMETABLE State agencies will continue to work together on The introduction of the new rail timetable in these and other initiatives in consultation with the September 2005 has increased reliability across the City of Sydney. network. New timetables will be introduced as Rail Clearways projects are completed. For instance, the timetable for the Eastern Suburbs and Illawarra line will be revised in 2006, following completion of the new Bondi Junction turnback.

179

FIGURE D10 CBD BUS IMPROVEMENTS �� EXISTING AND PROPOSED �� FOR ASSESSMENT ��

EXISTING BUS LANES �

�� NEW BUS LANES AFTER �� CROSS CITY TUNNEL ��

�� PROPOSED BUS LANES ��

�� FOR ASSESSMENT ��

��

�� OPEN SPACE

��

�� EXISTING URBAN AREA ��

��

�� TRANSPORTactions

TRAFFIC MANAGEMENT Improvements will complement the existing ferry The RTA’s Transport Management Centre will services which focus on Circular Quay, while continue to be developed to improve all aspects of recognising the needs of passengers travelling to the management of Sydney’s major road network. other destinations. Opportunities for more innovative The Centre uses sophisticated ‘intelligent transport and flexible types of services will be explored. systems’, including the Sydney Coordinated Adaptive Traffic System (SCATS), to control and coordinate SAFETY AND SECURITY traffic signals, CCTV cameras, variable message signs The community expects all transport will be safe and automated incident detection systems throughout and secure. The Government is implementing Sydney. It also manages traffic following road incidents recommendations from the 2005 Final Report of the and provides ‘real time’ road and traffic reports to the Special Commission of Inquiry into the Waterfall Rail media and the public. Accident (the ‘Waterfall Report’). The Roads and Traffic Authority (RTA) will continue to TAXI OPERATIONS improve road safety in Sydney through community As public use vehicles, taxis reduce the need for education programs, vehicle standards and private use vehicles and complement other public infrastructure improvements targeted at accident transport, extending public transport networks beyond ‘black spots’ and other sections of the existing centres. road network identified as having a poor safety Building on the Review of the Taxi Industry in NSW performance. in 2004, options to improve taxi services are being Recent security programs reflecting the changing examined by the Ministry of Transport including: security environment include a $25 million program • encouraging the shared use of taxis; to improve security on Sydney Buses and upgrade • alternative fare structures that may increase demand surveillance, fencing and lighting at Government bus and revenue, such as ‘loyalty pricing’; depots, and the new counter–terrorism awareness • increased numbers of taxi vehicles; and campaign for Government transport services using the • better integration with public transport services. slogan ‘If you see something, say something’.

FERRY OPERATIONS WORKPLACE REFORM Many areas serviced by ferries are undergoing The Ministerial Inquiry into Sustainable Transport in rapid change, with growth along Parramatta River, NSW in 2003 (the ‘Parry Inquiry’) identified the need for redevelopment around Sydney Harbour and the transport workplace reform — for transport businesses Sydney CBD and the growing tourism and leisure to demonstrate their competence to manage and industries. Ferry services will be reviewed by Sydney operate their networks safely, efficiently and cost Ferries Corporation and the Ministry of Transport to effectively. While much has been achieved, there better match ferry routes and timetables to the needs is scope for further efficiency gains and capacity to of both regular commuters and the tourism and promote commitments to quality, a customer focus and leisure markets. a service culture, and enhance funding opportunities.

180

Unattended items station poster 14/7/05 11:36 AM Page 1

safe and reliable transport services for new south wales If you see

IMPLEMENTATION OF THE NSW GOVERNMENT’S RESPONSE something, to the Final Report of the Special Commission Ministerial inquiry of Inquiry into the Waterfall Accident into sustainable say Reporting Period: July - September 2005 transport in New South Wales something. A framework for the future If you see an unattended bag, package or any suspicious activity on a station or train, don’t keep it to yourself.

Tell a Transit Officer, a Transit Police Officer or other staff member, or phone the Police on 000.

December 2003

“See Something Say Something” was created by the New York Metropolitan Transportation Authority and Korey Kay & Partners. Used with permission. JB486 Printed July 2005

ITSRR Quarterly Report Three FINAL REPORT TRANSPORTactions

D3 INFLUENCE TRAVEL CHOICES TO D3.1 IMPROVE LOCAL AND REGIONAL WALKING ENCOURAGE MORE SUSTAINABLE AND CYCLING NETWORKS TRAVEL D3.1.1 Improve local and regional walking and Even with the transport infrastructure and service cycling infrastructure through the implementation improvements previously outlined, the travel needs of the Planning Guidelines for Walking and Cycling. associated with expected future growth will not be fully met. Infrastructure and services must Almost one in five of all trips are made by walking or be complemented by management strategies to cycling. There is potential to increase this, as many influence travel choices — where people go, how they short trips currently made by car could also be made travel, the route they take and the time of travel. by walking or cycling, improving local accessibility, neighbourhood amenity and community health. Travel choices towards more sustainable travel will be Walking and cycling provide both local access and encouraged with greater use of active transport such access to public transport for longer trips to centres as walking, cycling and public transport. Many trips across the metropolitan region. Better facilities will will still be made by car. However, the Strategy will encourage more walking and cycling for everyday encourage more sustainable use of the car to reduce travel. Walkers and cyclists need high quality, safe and vehicle kilometres travelled and to encourage more direct routes. efficient vehicles. The Planning Guidelines for Walking and Cycling The overall policy of integrating land use and transport released by the Department of Planning and the RTA by focusing activities in centres and corridors is the in January 2005 include information, concepts, case best way to influence people’s choices about where studies and illustrations to help meet the challenge of they live, work and travel to services and activities. The improving planning for walking and cycling. intent of draft SEPP 66 Integrating Transport and Land Use is addressed through Direction 17 to Councils The Guidelines will be implemented throughout the under the new Section 117 Ministerial Directions metropolitan region including in new development in of the planning legislation on the content of Local the North West and South West growth centres and Environment Plans other new release areas, in renewal corridors such as the Parramatta–City and City–Airport corridors, and in existing urban areas. Support will be provided to local government to upgrade walking and cycling facilities in small–scale projects across many locations to improve everyday access within neighbourhoods. Projects include completing missing links, resurfacing existing facilities, widening facilities, improving physical accessibility (through gradients, kerb ramps and crossings), and improving lighting and signage.

181 182 and localactivities. quality, safe localfacilities for tripstoschools, shops supporting localgovernment intheprovision ofhigh there isalsoaneedtoimprove localfacilities by infrastructure such astheM7Motorway. However, for regionaltrips,often inconjunctionwithmajor The existing Cycleways programprovides cycleways conjunction withnew development. will befundedthroughexisting programsandin Public SpacesStrategy). These larger–scaleprojects and foreshores throughopenspace(seeParks and ‘rail trails’ alongselectedrailcorridors andalongrivers underpasses andby developing new routessuch as road, railandwaterways throughoverpasses and up localnetworks,by overcoming majorbarriers of Subregional accesswillbeimproved by connecting TRANSPORT actions

TRAVELSMART AUSTRALIA corridors, thepossibleintroductionoftradableparking in centres,areasadjacenttocentresandalongarterial that isappropriate,how parkingshouldbemanaged pricing issuessuch ofparking astheamountandtype process andwilladdressbothparkingsupply developed in conjunction with the subregional planning investment inpublictransport. The policywillbe public transportaccessandsupporttheGovernment’s modestolocationswithgood of moresustainable parking policytosetaframework tosupporttheuse The Government willdevelop ametropolitan–wide burden ondevelopment thatisnotnecessary. close togoodpublictransportcanalsoplaceacost public transportuse.Requirements for parkinginareas canundermine with goodpublictransportaccessibility go andthemodethey use.Excess parkinginlocations impact onpeople’s travel choices includingwherethey The availability andcostofcarparkinghasasigniﬁcant approach acrosscentres. transport tocentresandensureaconsistent wide parkingpolicytoencourageuseofpublic D3.2.1 Developandimplementametropolitan– increases shouldbeadopted. mechanisms thatreduceparkinglevels asaccessibility accessibility, butwherethiscannot beachieved, development shouldbelocatedinareaswithgood affect accessby othermodes. Trafﬁc generating located parkingtoensureitdoesnotdetrimentally public transportandproviding well–designed and requirements for development inareaswithgood released in2001 advocate reducingparking in theIntegratingLandUseand Transport package provision. The The policywillbuildonexisting policyonparking extended toothermajorcentres. rights, andwhethertheParking SpaceLevy shouldbe D 3. 2 POLICY METROPOLITANA IMPLEMENT PARKING Improving Transport ChoiceGuidelines

BOB PETERS

BOB PETERS TRANSPORTactions

D3.3 IMPLEMENT TRAVELSMART VOLUNTARY TravelSmart Centres programs will focus on TRAVEL BEHAVIOUR CHANGE PROGRAMS workplaces and other locations which are major trip generators such as the regional cities of Parramatta, D3.3.1 Implement TravelSmart voluntary Liverpool and Penrith, and specialised centres such travel behaviour change programs targeted as the universities, Westmead precinct and Sydney at households, schools and centres and other Airport. Workplace programs will provide practical locations which generate travel. information and advice on access for employers, employees and visitors to reduce their travel impacts. TravelSmart voluntary travel behaviour change TravelSmart programs for major events and cultural programs provide information and education to and recreation facilities such as Sydney Olympic Park encourage travel choices that are consistent with and will provide travel information for both one–off events support sustainable travel. People change their travel and regular use (see Parks and Public Places Strategy behaviour for many different reasons. Some people for further information). change because it saves them time, or it saves them money, while for other people the change gives them TravelSmart Schools programs will focus on school freedom or independence, improves their health or children’s travel to primary and secondary schools. better connects them to their community. In 20 years between 1981 and 2002, the proportion of school children walking and cycling to school has The success of TravelSmart programs in Australia halved, while the proportion being driven has doubled and overseas, which have shown increased use of to 50 per cent of all students. sustainable modes and reduced vehicle use which is sustained over time, highlights how information and awareness can inﬂuence people’s travel choices, even when the transport system itself may not have changed. Building on recent initiatives in Sydney including a TravelSmart Households pilot program and a TravelSmart Schools program, expanded TravelSmart programs will be targeted at households, centres with workplaces and major trip generators, and schools, subject to funding availability. TravelSmart Households programs will focus on households in new growth areas, and urban renewal and transport corridors.

183

FIGURE D11 GETTING TO SCHOOL | 1981–2002

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BOB PETERS SOURCE: HOUSEHOLD TRAVEL SURVEY, TRANSPORT AND POPULATION DATA CENTRE TRANSPORTactions

D4 IMPROVE TRANSPORT DECISION Recent changes have produced improvements in MAKING: PLANNING, EVALUATION the project specific stages of the planning process. AND FUNDING There must be similar reform at earlier stages — for the development and review of overall directions and Significant changes have been made recently to strategies, the development of broad business cases planning and assessment processes in NSW. Further and the development of procurement strategies. improvements of all stages of the transport decisionmaking process from strategic planning, subregional Transport planning will take place within the broad planning, project evaluation, funding, delivery and framework and objectives of the Metropolitan review are required. All elements of transport Strategy. Clear objectives at all stages of planning decision–making will continue to be improved to will provide the basis for identifying and evaluating deliver a safe, reliable and efficient transport system potential strategies and projects. They also give and improved accessibility to centres. Improvements guidance to external project proponents on the may need to be centrally coordinated within types of initiatives that are likely to be more Government to ensure all elements are consistent and favourably received. The transport objectives in turn coordinated. inform project, program and policy selection, and prioritisation. Subregional structure planning is a key implementation tool of the Metropolitan Strategy used to translate D4.1 IMPROVE TRANSPORT PLANNING metropolitan housing and employment directions into local decisions. Transport will be integrated into the Metropolitan Strategy subregional planning process. D4.1.1 Improve transport planning through strategic planning, subregional planning and While the focus will be on subregional planning, place planning. place–specific transport planning will be undertaken to support major changes in land use and activity such as PLANNING East Darling Harbour. Systematic and full integration of transport and land use planning is essential to achieve Metropolitan Strategy objectives. Strategic planning must consider the full spectrum of land use, transport and related issues including all relevant social, environmental and economic factors such as direct and indirect economic costs and benefits; redistributional and equity implications; environmental and energy–efficiency implications; risks and risk management; and impacts on land use, development and travel patterns.

184

TRANSPORT WILL BE INTEGRATED INTO THE METROPOLITAN STRATEGY SUBREGIONAL PLANNING PROCESS TRANSPORTactions

EVALUATION AND ASSESSMENT The Government will continue to ensure economic The traditional approach to appraising transport evaluation guidelines take into account social and initiatives has tended to concentrate on individual environmental aspects of projects and apply to modes, physical infrastructure solutions, and integrated assessment of multiple projects. (See assessment via conventional project appraisal Action G3.5 in Implementation and Governance techniques. However, a more holistic, multi modal Strategy for more information.) approach to transport planning, appraisal, investment, The Australian Transport Council’s National Guidelines and evaluation is required at both the strategic and for Transport System Management, released in individual project level. Changes have already been December 2004, including the strategic framework introduced to realise this objective and project appraisal approach, will be used to guide • Total Asset Management (TAM) Policy has been the multi–modal planning and evaluation of transport introduced by Government to achieve better planning strategies and projects. and management of the State’s infrastructure, both Post–completion project evaluations will continue existing and newly acquired. to be used to improve the planning process by • The Gateway Review Process has been comparing performance against objectives, assessing implemented by Government to enhance the efﬁciencies and effectiveness of the planning and procurement discipline and to achieve greater implementation of the project, reviewing the project alignment between procurement outcomes and in the context of the transport system and identifying service needs. The reviews focus on service areas for improvement. delivery, affordability, sustainability, governance, risk management, stakeholder consultation, and change management. PLANNING INFORMATION • The Environmental Planning and Assessment The Transport and Population Data Centre (TPDC) Amendment (Infrastructure and Other Planning in the Department of Planning will continue to Reform) Act 2005 contains key elements of the provide high quality, rigorous information to support planning system reforms with major changes to both transport and land use planning including population plan–making and major development assessment. and demographic projections, travel patterns The amendments facilitate major project and through the Household Travel Survey, and freight infrastructure delivery and encourage economic movements through the Commercial Transport Study. development, while strengthening environmental TPDC information is publicly available to support safeguards and community participation. The both government agencies and the private sector amendments provide a streamlined assessment in improved planning. TPDC will continue to use and approvals regime for major infrastructure and and develop the Strategic Travel Model as a tool to other projects of State or regional signiﬁcance. The assess the likely impact of alternative land use and amendments also provide for high level, up–front transport scenarios on government objectives for the assessments and concept approvals for major metropolitan region. complex projects so that their development can be delivered in a staged manner.

185 TRANSPORTactions

MONITORING AND REVIEW Funding mechanisms based on equitable sharing of the costs and benefits of new transport infrastructure, Monitoring and review are key elements of the such as contributions by developers, land owners, planning process to ensure changing requirements employers and businesses benefiting from transport are addressed. Rigorous and credible data is essential improvements will continue to be developed. These to support planning, evaluation and monitoring and mechanisms will fund 75 per cent of the infrastructure review. The Transport and Population Data Centre’s package in the North West and South West Household Travel Survey will continue to provide high growth centres, as outlined in the Growth Centres quality, publicly available data on the travel of Sydney Infrastructure Plans. These mechanisms will be residents. adapted to fund infrastructure in other parts of Sydney Performance indicators will be developed to report on and regional areas experiencing growth. the key transport objectives of improving accessibility Private sector funding and participation will have a role and sustainable travel. Performance indicators will in financing and delivery of major transport projects, allow progress to be monitored, and help review subject to value-for-money assessment. New Public strategies and actions over time. Indicators will be Private Partnership structures will be developed for SMART — simple, measurable, achievable, relevant public transport projects that do not rely solely on fare and timely. revenue for the servicing of privately raised finance such as ongoing access or use fees and the capturing of commercial opportunities in and around public D4.1.2 Government to develop integrated transport transport facilities. planning for transport expenditure. The Commonwealth Government plays an important The Government will develop integrated transport role in funding transport infrastructure through planning for all transport agencies. State transport the AusLink national land transport plan. The NSW agencies will coordinate priorities across Government Government will lobby for the City to Airport corridor to align with the Metropolitan Strategy aims and (including Port Botany), which provides an important directions. international gateway to Australia, to be recognised as part of the AusLink national network, making transport infrastructure in this corridor eligible for AusLink D4.1.3 Investigate adapting existing mechanisms funding. See Action G4.1 on infrastructure funding used to fund infrastructure in the North West and options in the Implementation and Governance South West growth centres to other areas. Strategy. The Parry Inquiry in 2003 identified a range of funding sources for transport including general Government revenues, user charges, developer contributions, government debt and Public Private Partnerships. All sources will play a valuable role in funding transport into the future.

186

TRANSPORT AND POPULATION DATA CENTRE PUBLICATIONS TRANSPORTactions

D5 ENSURE SUFFICIENT PORT The core directions of the Government’s plan relating CAPACITY IS AVAILABLE TO to freight movements include: SERVE SYDNEY • development of Port Botany’s container handling capacity to handle forecast growth in NSW container Sydney is a key gateway for containerised trade trade for the next 15 to 20 years; through NSW. Future growth and development of • securing the former BHP steelworks at Newcastle port capacity is critical to support Sydney’s population Port for future port use; and and economic growth. • relocating, general cargo and car stevedoring from The Government’s freight strategy focuses on Port Jackson to Port Kembla. ensuring future growth and development of port Progress has been made in a number of areas capacity in NSW. The strategy will address the need including: for efficient and effective transport of forecast future • planning approval for the $500 million, 51 hectare growth in import and export containers through expansion of Port Botany which will see the Sydney to and from Port Botany. construction of four new berths scheduled to be Subsequent work will address metropolitan commissioned in 2011, and the possibility of a fifth infrastructure and logistics requirements for berth subject to further assessment; domestic intermodal freight (regional and interstate), • announcement of a $140 million upgrade of Port infrastructure and logistics requirements for Kembla to accommodate the relocation of the relocation of car importation from Glebe Island to car import trade from Sydney’s Glebe Island from Port Kembla, a review of construction materials 2008 as well as the transfer of general cargo and infrastructure and logistics, and a review of bulk fuels container trade from East Darling Harbour to Port infrastructure and logistics. Kembla as early as 2006; and • the Newcastle Port Corporation, the world’s largest coal export port, will enter into new discussions with D5.1 EXPAND PORT BOTANY AND PRESERVE port customers about the future of strategic port- SYDNEY AS A WORKING PORT side land with deepwater access to increase general cargo and container capacity. With 90 per cent of imports destined within a 40km radius of Port Botany, further expansion of the Port is imperative to cater for the growing demands generated within the Sydney metropolitan area. The expansion of Port Botany will consolidate its role as NSW’s major container port. In addition to the expansion of Port Botany, work is required to improve infrastructure at the Port to allow for the efficient receipt, loading and unloading of 600 metre push–pull trains.

187 TRANSPORTactions

5.1.1 Progress the development approval to The number of containers moving to and from Port expand Port Botany. Botany is expected to increase to about 2½ times the current number within the next 15 years. In November The Government has announced the decision to 2004, the Government adopted, in principle, a expand Port Botany to accommodate the growth in target of increasing rail’s share of these container import and export containers through NSW for the movements to 40 per cent by 2011 — compared next 15 to 20 years. Construction of the additional with less than 20 per cent today — and then at least terminals and berths at Port Botany will commence sustaining this proportion in subsequent years. shortly to be available to meet forecast growth. There is a need for significant upgrading of existing D5.1.2 Plan for the relocation of general cargo and intermodal terminal infrastructure. In addition, new, imported vehicle movements from Sydney Harbour larger scale road/rail intermodal terminals will be to Port Kembla. required over time to provide sufficient capacity to allow the rail mode share target to be achieved. The Government will facilitate relocation of general cargo and roll–on/roll–off cargo from port facilities Recently, the Government arranged the transfer of at Darling Harbour to Port Kembla. In addition, car the metropolitan rail freight network and operations to importation activities will be relocated from Glebe the Australian Rail Track Corporation under a long term Island to Port Kembla as new facilities are developed. lease. Notwithstanding this decision, there remains a need to develop a strategy to manage increased D5.1.3 Newcastle Port Corporation to facilitate container movements to and from Port Botany. the development of a major container port at The core issues relating to container movements to Newcastle. and from Port Botany are: The former BHP Steelworks site at the Port of • to achieve the target for increased movement of all Newcastle has been earmarked for the development containers to and from Port Botany by rail. Currently of NSW’s second container port facility. less than 20 per cent of all containers travel to or from the port on rail; • to ensure sufficient intermodal terminal capacity D5.2 MAXIMISE THE EFFICIENCY OF FREIGHT exists within the metropolitan area to support the TRANSPORT AND THE PROPORTION increased volumes on rail; and TRANSPORTED BY RAIL • to facilitate the necessary road and rail infrastructure to support the growth in volumes. In December 2004, the Government announced the first stages of the metropolitan intermodal freight strategy for import and export containers. This strategy sets out how the future growth in containers through Port Botany can be handled by the Sydney metropolitan transport network.

188

PROPOSED EXPANSION OF PORT BOTANY SYDNEY PORTS CORPORATION PORTS SYDNEY TRANSPORTactions

Actions to date include: D5.2.1 Plan an intermodal terminal network • an analysis of the forecast growth in containers in Sydney. through Port Botany and where they are likely to Consistent with the Government’s vision to build on come from and go to in Sydney; strong economic growth and employment in Western • an assessment of the options to maintain or increase Sydney, there is a need to ensure sufficient land the current volumes of traffic on rail to and from remains available to support a network of intermodal the port; terminals in Western Sydney. • creation of a Freight Infrastructure Advisory Board to provide advice to Government on, amongst other This plan will examine the need to locate new major things, proposed locations for an intermodal terminal terminals to service Western and South Western network, the transport infrastructure required to Sydney in conjunction with existing smaller intermodal support those terminals, a charge to encourage terminals. the shift from road to rail and other strategies to D5.2.2 RailCorp and Australian Rail Track minimise the unnecessary movement of containers Corporation (ARTC) to increase separation of across the city; passenger and freight services on the rail network. • consultation by the Board with industry and liaison with other key stakeholders; The reliability and efficiency of the metropolitan • release of the Board’s final report (Railing Port freight rail network will be improved by increasing Botany’s Containers) outlining a number of segregation of passenger and freight services, recommendations to help develop the Government’s improving existing freight only lines and planning planning for port freight movements in Sydney; and for new rail connections to freight intensive areas. • referral of the report to the Premier’s Infrastructure Specific areas to address include facilitation of the Implementation Group, to accept submissions and Southern Sydney Freight Line, improvements and advise the Government on its plans to support an completion of duplication on the Botany Freight Line expanded Port Botany. and future connections to the network for possible terminals in Western Sydney (see D 6.2.1). D5.2.3 Coordinate with transport agencies and industry to encourage the shift of movements on road to rail and to road in the offpeak. The Government will explore the introduction of a Freight Infrastructure Charge on all containers moving to and from Port Botany with a rebate system to encourage shifts from peak to off peak by road and from road to rail.

189

July, 2005

Railing Port Botany’s Containers

Proposals to Ease Pressure on Sydney’s Roads

Freight Infrastructure Advisory Board SYDNEY PORTS CORPORATION PORTS SYDNEY TRANSPORTactions

D6 IMPROVE EFFICIENCY OF ALL TYPES D6.1.2 Develop transport plans to facilitate the OF FREIGHT MOVEMENTS IN SYDNEY relocation of vehicle importation from Glebe Island to Port Kembla. D6.1 DEVELOP THE NEXT ELEMENTS OF THE A review of transport infrastructure and logistics SYDNEY FREIGHT STRATEGY requirements for relocation of car importation from Glebe Island to Port Kembla will be undertaken. The Government’s freight strategy will set out how to achieve improved efficiencies for, and lower adverse impacts from, all types of freight movements in D6.2 FACILITATE THE URGRADING OF THE Sydney. METROPOLITAN RAIL FREIGHT NETWORK D6.1.1 Develop freight strategies for domestic intermodal freight, movement of construction The reliability and attractiveness of rail freight services, materials, and movement of bulk fuel. particularly within the Sydney metropolitan area has been impeded by the imposition of curfews on rail The strategies will determine for each market sector: freight trains during peak periods on the passenger • land requirements for dedicated freight hubs to allow rail network. Dedicated rail freight infrastructure synergies to be derived from a conglomeration of will assist in increasing the reliability of passenger freight, transport and warehousing operators; rail services, the ability to cater for increasing rail • road and rail infrastructure requirements in addition passenger demand and the Government’s continued to those already identified — to support the transport commitment to passenger priority on the network. of goods and commodities to various locations, in As well, the provision of dedicated rail freight particular, between dedicated hubs and Port Botany; infrastructure will assist in reducing pressure on the • measures to encourage greater coordination road network caused by growing volumes and peak amongst logistics chain operators to maximise the hour road freight movements. efficiency and productivity of freight movements; • preferred freight routes on the road network; There are opportunities for rail to gain an increased • measures to help direct freight movements to share of metropolitan, interstate and other long preferred modes; and distance container movements, especially as energy • measures to reduce the impact of freight costs increase, provided the rail system is able to movements on the community, including issues deliver reliable and efficient service. Among other regarding noise and emissions. things, this will necessitate upgrading of existing rail freight infrastructure.

190 freight trains. toovertakealso allow faster services slower CityRail butwill services and frequentlystoppingCityRail the network. This would improve separationofexpress between NorthStrathfieldandHomebushtoimprove Hornsby andEppingplusanew freightonlyunderpass two extra tracks ontheMainNorthlinebetween tracks between West Ryde andNorthStrathfield, Other projectsunderconsiderationinclude:twoextra Clearways program. andispartoftheRail services, separation ofCityRail station. This projectisalsorequiredfor better of anextra track ontheMainNorthlineatHornsby Improvements tothenetworkwillincludeconstruction SHARED METROPOLITAN NETWORK ENHANCEMENT OFCAPACITY ON THE Enfield freightterminals. dedicated freightlinetotheChulloraandproposed to Sefton Park Junction, andwillthenjointheexisting fromMacarthurtoCabramattaCityRail andtheneast (ARTC). Itwillbealongsidetheexisting tracks usedby be constructed by the Australian Rail Track Corporation south westernintermodalterminals,to metropolitan and southernNSWbetweenPort Botany and betweenSydneyservices andMelbourne, Adelaide kilometre singletrack dedicatedlinefor freight The SouthernSydney Freight Lineisanew 35 SYDNEY FREIGHTLINE CONSTRUCTION OF THE SOUTHERN — — — Track Corporation(ARTC) tofacilitate: D6.2.1 Government toworkwith Australian Rail TRANSPORT actions —

extension ofthededicatedrailfreightnetworkto im enhancement ofc the SouthernSydney Freight Line; Western Sydney. Line; a network; metropolitan p rovement of nd capacity of theBotanycapacity Freight apacity on theshared apacity

the SouthernSydney Freight Linethrough Western development ofanew dedicatedfreightrailway from Further investigations willbeundertakeninto NETWORK TO WESTERN SYDNEY EXTENSION OF THE DEDICATED RAILFREIGHT Botany Freight Line. and enhance vehicular and pedestrian safety on the an increase in the efficiency of freight train movements Enfield rail line will be investigated. This would enable Holmes Drive vehicular level crossing on the Botany to In addition, closure or grade separation of the General mode sharethroughPort Botany. in railvolumes requiredtoincreasecontainerised duplication couldenablethelinetocaterfor growth Subject to ARTC theBotany funding, Freight Line BOTANY FREIGHTLINE IMPROVEMENT OFCAPACITY OF THE subject to AusLink fundingsupport. and Brisbane/northernNSW. These projectsare This betweenSydney lineisusedby freightservices North lineandallow morefrequentfreightservices. ontheMain freight trainsandpassengerservices These improvements couldreduceconflictsbetween to service theindustriallandsin to service Western Sydney. enable thedevelopment ofanew intermodalterminal of ARTC andFederal Government fundsandwould West Line. This willbedependent ontheavailability Sydney employment landstoconnecttheMain

SYDNEY PORTS CORPORATION GENERAL HOLMES DRIVE VEHICULAR LEVELCROSSING

RAILCORP

191 192 Cumberland Highway. heavy truck trafﬁconPennant HillsRoad andthe route aroundwestern Sydney andgreatlyreduce Motorways, thiswillprovide anew NationalNetwork at Pennant Hills.Incombination withtheM2andM7 the F3freeway at Wahroonga andtheM2Motorway NationalNetworklinkbetween motorway–standard commence development ofanew, largelytunnelled Subject toFederal theGovernment funding, will CONNECT THE F3FREEWAY AND M2MOTORWAY Narellan Road. Hume Highway betweenCamden Valley Way and Wahroonga andtheHawkesburyRiver, andtheF5 assess proposalstowidentheF3freeway between Subject toFederal theGovernment funding, will WIDEN PARTS OF THE F3 AND F5FREEWAYS F3 tonorth westernSydney andtheM7. the F3freeway andM2Motorway, andtolinkthe parts oftheF3andF5(Hume)freeways, toconnect D7.1.2 Assess andevaluateproposalstowiden • increasing the capacity of the M5/M5 East Motorway. • an easternextension and/or oftheM4Motorway; These optionscouldinclude: Port Botany andSydney Airport, and Western Sydney. between easternfreightgenerators,such astheCBD, Options willbeexamined toimprove roadlinks Western Sydney. the roadconnectionsbetweenPort Botany and D7.1.1 Assess andevaluateproposalstoimprove GREATERMETROPOLITAN REGION GATEWAYSECONOMIC WITHIN THE D7 TRANSPORT actions D 7 .1 CONNECT REGIONSTHE AND CORRIDORS FREIGHT CAPACITYTRANSPORT KEY IN FOR PLAN PROVISIONSUFFICIENT THE OF D7.1.4 andregionalrail Planforincreasedinterstate preclude future opportunities for expansion. that landuseactivitiesadjoiningtherailway linedonot corridor expansion needstobeundertakenensure if requiredinthefuture. Identiﬁcationofpossible couldoccur ensure thatenhancementofrailcapacity Appropriate planningneedstobeundertaken expected toexpand inthemediumtolongterm. regional needs. portservicing container This roleis Newcastle Port currently functionsasasecondary freight capacity between Sydney and Newcastle. D7.1.3 Work with ARTC and RailCorp to enhance rail between Sydney, the Central Coast and further north. longer term would provide a second major freight route Subject to availability of Federal funding, a road link in the western Sydney and the M7 Motorway. F3 freeway north of the Hawkesbury River and north the need for a road corridor reservation between the In the short term, the Government will investigate AND THE M7 LINK THE F3 TO NORTH WESTERN SYDNEY examined aspartoftheSydney Freight Strategy. capacity, locationandsupporting infrastructure willbe encourage theuseofrailandaddressnecessary movements ofdomesticfreight.Strategiesto to meetforecast growth ininterandintrastate areawillneedtobeundertaken in themetropolitan Planning for increasedintermodalterminalcapacity freight movements.

ROADS AND TRAFFIC AUTHORITY freight transportneeds. and investigate new roadcorridors tomeetgrowing There existing isalsoaneedtoretain roadcorridors Western Sydney. other landrequiredfor possiblefreightraillinesto toensuretheprotectionofcorridors and industry committed toworking inpartnershipwiththefreight important. isvery freight capacity The Government is Western Sydney, theprovision ofadditionalrail In thecontext offuture industrialgrowth within connections. D8.1.1 Protect corridors forfuturetransport network andkey arterialroadlinksisrequired. industries todevelop alongthededicatedrailfreight Appropriate landuseplanningandzoning for these best useofexisting investment intheinfrastructure. rail, todeliver theirgoodsefficientlyandmake the industries canaccessthenetworks,bothroadand In addition,itisimperative thatnew freightrelated zone andprotectnew corridors for freightactivities. particular, toinvestigate whetherthereisaneedto area,andin inthemetropolitan rail freightcapacity NSW economy, toplanfor itisimportant enhanced freight’sIn ordertomaintain contributiontothe forcapacity freightservices. willreducetheavailability ofrail passenger services StrategyitislikelyMetropolitan thatadditionalrail As Sydney continuestogrow over thelife ofthe MOVEMENTSFREIGHT FROM D8 TRANSPORT actions D 8 .1 MINIMISE THE IMPACTSADVERSE FREIGHTRELATED ACTIVITIESIN FUTURETHE PROTECTCORRIDORS FORLAND AND buffering fromresidentialdevelopment. access tomodechoice andsufficientnoiselight networks toensureefficientuseoftheinfrastructure, links tokey arterialroadsanddedicatedfreightrail activities andindustriesadjacenttoorwithgood Future planningwillenableclusteringoffreight intofreightprecincts. of freightactivities D8.1.3 Facilitate zonings thatencourageclustering connection tothisgrowing industrialarea. Southern Sydney Freight Linetoenhancerail this raillinemay beextended totheproposed If deemeddesirable,andsubjecttofundingavailability, warehousing growth areasin Western Sydney. line fromtheMain West Linetokey distributionand alignment for apossiblenew dedicatedfreightrail The Government willidentifyandrefinetheroute industrial growthareasinSydney. D8.1.2 Planforprovision ofrailconnectionstokey

DOUG HAWKINS

JOHN MARMARAS 193 194 FIGURE D14 POSSIBLE FUTURE CONTAINER FREIGHT NETWORK

EXISTING INTERMODAL TERMINALS

POSSIBLE INTERMODAL TERMINALS

PROPOSED DEDICATED FREIGHT RAIL LINE

EXISTING DEDICATED FREIGHT RAIL LINE

SHARED PASSENGER/ FREIGHT RAIL LINE

MOTORWAY NETWORK

PORTS

EMPLOYMENT LANDS

PLANNED EMPLOYMENT LANDS

POTENTIAL EMPLOYMENT LAND FOR INVESTIGATION

EXISTING URBAN AREA

NOTE CHULLORA INTERMODAL TERMINAL IS DEDICATED TO INTERSTATE AND REGIONAL FREIGHT 196 established. potential effectiveness have andpracticality been Decisions ontheseoptionswillbemadeafter their • possible retrofitting ofparticlefiltersandcatalytic • use ofalternative fuelssuch asbiodiesel;and • improved maintenanceprograms(‘CleanFleet’ from dieselvehicles. These optionsinclude: investigate aseriesofoptionsfor reducingemissions Department ofEnvironmentwill andConservation The Roads and Traffic Authority (RTA) andthe the benefitswilltaketimetoberealised. forstandards new dieselvehicles anddieselfuel,but These emissionsarebeingreducedby tougher particulate airpollutioninSydney. Diesel freightvehicles areamajorsourceof DIESEL VEHICLES REDUCE EMISSIONSFROMOLDER to andfromPort Botany. to increase themovementtarget onrail ofcontainers greenhouse gasemissions. The firstofthesewillbea and environmental impactsparticularlyonairquality the potentialfor increasingvolumes onrailtominimise Each freightstrategyunderdevelopment willaddress INCREASE FREIGHTMOVED BY RAIL — — — D8.2.1 Developstrategiesto: TRANSPORT actions D successfully in numerous instances overseas.successfully innumerousinstances converters todieselvehicles, ashasbeendone programs); 8 .

2 r r i ncrease thevolume offreightmoved by rail educe noisealongrailfreightline educe emissionsfromolderdieselvehicles FREIGHTOPERATIONS IMPACTSAIR AND NOISE REDUCE OF s. ; ; a nd a meansfor effective governance withinindividual ensuring liveabilityandfairness andﬁnallyproviding environment, enablingeconomiccompetitiveness, Strategy—protectionofthe of theMetropolitan economy and they relate directly to the core objectives movement offreighttosupportthepopulationand infrastructure backbone for handlingthegrowing These strategieswillstrengthenSydney’s the freighttransportmarket generally. issues thatarecommontomany market sectorsand appropriate topursueintheinterimasthey address In additionanumberofbroadstrategiesare and vibrationfromrailmovements. continue toincorporatemeasuresminimisenoise In particular, new developments adjoiningraillineswill freight movements. any adverse noiseimpactsarisingfromadditionalrail measures alongtheBotany Freight Linetomitigate Consideration willbegiven tonoiseattenuation communities adjacenttokey corridors. impact ofsigniﬁcantgrowth inrailvolumes may affect freight movements incomparisontoroad,thenoise While railisrelatively moreenvironmentallyfriendlyfor REDUCE NOISE ALONG RAILFREIGHTLINES logistics chains.

SYDNEY PORTS CORPORATION TRANSPORTactions

TRANSPORT ISSUES IN CORRIDORS corridor’s economic efficiency on the communities within it. There has been much investment in road NORTH SYDNEY— and rail systems serving north–south movements. MACQUARIE PARK CORRIDOR As the corridor grows and changes, transport constraints increasingly will occur in systems This corridor has significant capacity for serving east-west trips. employment and housing growth, due to current and planned major investment in rail and road Major transport works underway include bus systems including Epping–Chatswood Rail Link, priority measures in the CBD; Rail Clearways; new Harbour rail link, Chatswood transport arterial road improvements; and negotiations with interchange, North Sydney station upgrade, and Sydney Airport Corporation regarding transport to Lane Cove Tunnel. support its proposed expansion of the Airport. Major centres such as Macquarie Park, Chatswood and North Sydney are all located around the rail PARRAMATTA—CITY CORRIDOR and road trunk networks, which will help facilitate Apart from metropolitan scale movements through their continued economic interdependence. Each the corridor from western to eastern Sydney (for centre will have particular access issues to resolve, which the Epping–Chatswood and North–West rail especially Macquarie Park, which traditionally has lines are the key public transport projects), the been car–based. major growth in transport demand in this corridor is expected at the western end, with most of the To maximise the benefits of the rail investment new dwellings and 50,000 new jobs to be located and to protect the amenity of these centres, between Burwood and Parramatta. complementary improvements such as strategic bus corridors will be implemented, and growth in The key transport strategies for the corridor are to parking will need to be reduced. Improvements improve connections to employment centres such to the public domain, to encourage walking and as Sydney Olympic Park/Carter Street, Rhodes cycling, will also be crucial. and Burwood; improve north–south connections across the corridor; ensure bus priority is retained CITY—AIRPORT CORRIDOR as traffic in the corridor grows; provide walking and cycling facilities; and manage travel demand The CBD–Airport corridor already has a very high through behavioural change programs and parking level of transport activity within it, with major flows policy in centres and residential areas. of people and goods to and from the CBD, the Airport and Port Botany, all of which are expected The Department of Planning will work with transport to continue to grow significantly. Major growth in agencies into 2006 to refine a list of transport dwellings and employment in Redfern–Waterloo, infrastructure and service priorities matched to Green Square and Mascot will add a further growth and available funding. Transport planning challenge to the transport task. will be informed by the Government’s existing projects in the corridor including Rail Clearways and A key challenge will be managing the impacts strategic bus corridors and bus contract reform. of transport investment needed to enhance the 197