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Transport & Access Canada Bay Local Planning Strategy 2010 PART 5 - TRANSPORT & ACCESS Owner: Strategic Planning Page 83 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010 5. Transport and Access FuturesPlan20 - A Moving City I can walk or cycle on designated paths to a range of commercial, recreational and community spaces around the City I can get where I need to go safely without too much delay I have good day to day public transport options which take me to the places I need to go I can buy locally the things that I need when I need them Effective transport and mobility within the city is important for social and economic growth, and relies heavily on the coordination of both the implementation of infrastructure facilities and the availability of transport modes & services. Transport and access within Canada Bay comprises both public and private infrastructure and a variety of transport modes. This includes roads/cars, buses, taxis; railways/trains; bicycle paths/bikes scooters, skateboards etc; walking paths/pedestrians; and ferry wharfs/ferries. To achieve coordination between all these modes, development of a strategic plan for the City that integrates both the state level requirements and the local area requirements is needed. 5.1. Planning Context 5.1.1. State Plan The State Plan contains three targets relevant to Transport and Access: S3 Improved health through reduced obesity, smoking, illicit drug use and risk drinking. The health related priority of the State Plan is considered to have implications for transport planning. Promoting cycling and walking would contribute to lowering the incidence of obesity and other illnesses related to a sedentary lifestyle. S6 Increasing share of peak hour journeys on a safe and reliable public transport system Key transport priorities of the State Plan include increasing the share of peak hour journeys to and from Sydney CBD from 71.5% (2004) to 75% and consistently meeting public transport reliability targets for all forms of public transport. Increasing the proportion of total journeys to work by public transport in the Sydney metropolitan region by 25% by 2016 is also a key component of the Plan. S7 Safe roads Safety on the roads is the key priority within the State Plan for private transport, with the State aiming to continually reduce the number of fatalities to distance travelled. The target set is to reduce road fatalities to 0.7 per 100 million vehicle kilometres travelled (VKT) by 2016. E5 Jobs closer to home A target of the State Plan is to increase the percentage of the population living within 30 minutes by public transport of a city or a major centre in Greater Metropolitan Sydney. Owner: Strategic Planning Page 84 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010 E7 Improve the efficiency of the road network Improvement to the efficiency of the road network during peak times will be achieved though improving passenger throughput and public transport. This will be measured by monitoring average travel speeds in Sydney by the RTA based on 7 major road corridors within Sydney. 5.1.2. Metropolitan Strategy The Metropolitan Strategy identifies Sydney's transport system based on the public transport network including rail (heavy and light), transit ways and bus services, ferries and taxis, the road network, and walking and cycling networks. Sydneysiders make 15.5 million trips on an average weekday, at a rate of 3.8 trips per person. On weekends, there are 13.4 million trips, at a rate of 3.3 trips per person. Demand for travel is growing faster than population growth, due to a number of factors such as the location of residential development, employment and other activities such as shops, education, leisure and recreation facilities. Where people choose to live and their place of employment can exert a significant influence on their travel patterns. There is an increasing awareness of the health and environmental costs of current travel patterns. The Strategy states that many of the social, resource and environmental impacts of transport can be managed through a greater emphasis on sustainable transport to influence travel choices. The following vision is provided for transport: "Sydney's neighbourhoods will have improved local transport with walking and cycling facilities and bus services to major centres. People will be able to carry out more of their trips closer to home, reducing the time taken and cost of longer trips." Transport actions impacting Canada Bay proposed by the Metro Strategy include: • Improving local walking and cycling networks; • Working in partnership with government agencies to increase capacity of rail and bus services; • Improving the integration of public transport; and • Improving transport planning. 5.1.3. Inner West Subregion - Draft Subregional Strategy On an average weekday, the residents of the Inner West Subregion make over 880,000 trips, at a rate of 3.9 trips per day per person, slightly above the Sydney average. Over half of these trips start and finish in the Inner West Subregion. With the growth of Burwood, Rhodes and Sydney Olympic Park, local travel demand will need to be carefully managed to minimise traffic growth given the limited road capacity to accommodate all users. Council's role in addressing the draft Inner West Subregional Strategy in relation to transport includes: • Work in partnership with the Ministry of Transport to coordinate the planning and implementation of the Strategic Bus Corridors, aiming to reach a target of 25km/h average bus speed on each of these corridors. (IW D1.1.2; D1.1.3); Owner: Strategic Planning Page 85 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010 • Work in partnership with the DoP and the RTA in continuing to upgrade walking and cycling facilities to improve everyday access within neighbourhoods and to improve access to waterways and links to bushland, parks and centres. This includes: completion of the Homebush to Sydney City foreshore trail, in particular the Yaralla link; links through private development at Breakfast Point, Rhodes and Abbotsford; and a framework for an integrated network of regional recreation trails as part of the overall open space system. (IW D3.1.1; D3.1.1); and • Continuation of existing work of the Bay Run as part of the Sharing Sydney Harbour Access Program, improving public access around the foreshore of the Parramatta River. (IW D3.1.4). 5.1.4 Metropolitan Transport Plan; Connecting the City of Cities On 21 February 2010 the NSW State Government released the Metropolitan Transport Plan; Connecting the City of Cities. The Government has announced $50.2 billion spending on transport infrastructure over the next 10 years, however, none of the spending will provide benefits to the City of Canada Bay other than for Rhodes where there will be increased train capacity. In addition, infrastructure projects such as the M4 East extension and the Sydney Metro planned for Sydney which would be highly beneficial for the City of Canada Bay to facilitate the substantial population growth have been deferred indefinitely. 5.1.5 Integrating Land Use Transport - Improving Transport Choice These guidelines, developed by the Department of Urban Affairs (now DoP), provide advice on how to better integrate land use and transport planning and provide greater transport choice. Through implementation of the guidelines, it is intended that the growth in the number and length of private car journeys will be reduced and walking, cycling and public transport will become more attractive. The guidelines apply to all the urban areas of NSW and to all stages of planning and development. Pursuant to Section 117(2) of the Environmental Planning and Assessment Act, 1979, draft LEPs shall be consistent with aims, objectives and principles of the guidelines. The following planning guidelines encourage and support development that is highly accessible by walking, cycling and public transport. Their implementation will also help moderate the demand for travel. • Concentrate in centres. Develop centres containing appropriate densities of housing, employment, services and public facilities within an acceptable walking distance - 400 to 1,000 metres - of major public transport nodes, such as railway stations and high frequency bus routes with at least a 15 minute frequency at peak times; • Mix uses in centres. Encourage a mix of housing, employment, services, public facilities and other compatible land uses, in accessible centres; • Align centres within corridors. Concentrate high density, mixed use, accessible centres along major public transport corridors within urban areas; • Link public transport with land use strategies. Plan and implement public transport infrastructure and services in conjunction with land use strategies to maximise access along corridors, and to and from centres; • Connect streets. Provide street networks with multiple and direct connections to public transport services and efficient access for buses; • Improve pedestrian access. Provide walkable environments and give a greater priority to access for pedestrian movement, including access for people with disabilities; Owner: Strategic Planning Page 86 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010 • Improve cycle access. Maximise cyclists' accessibility to centres, services, facilities and employment locations; • Manage Parking supply. Use the location, supply and availability of parking to discourage car use. • Improve road management. Improve transport choice and promote an integrated transport approach by managing road traffic flow and priority of transport modes; and • Implement good urban design. Design with an emphasis on the needs of pedestrians, cyclists and public transport users. The ten principles of the guidelines have been considered during the preparation of the LPS as they relate to ongoing strategic policy and planning, land use planning, development codes and guides and future project design and assessment in Canada Bay.
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