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Public Transport and Land Use Planning in North West and South West Sydney
Calvin Cheng
An undergraduate thesis submitted in partial fulfilment of the requirement of the Bachelor of Planning
Degree at the University of New South Wales.
November 2007
November, 2007
Public Transport & Land Use Planning in North West and South West Sydney
Calvin Cheng 3103753 PLAN4132 Thesis Project
PLAN4132 Thesis Project Calvin Cheng 3103753
This thesis and the information within are solely for meeting the assessment requirements of course PLAN4132 Thesis Project, submitted in partial fulfilment of the requirement of the Bachelor of Planning Degree at the University of New South Wales.
Author: Calvin Cheng...........................................................................................
Signed: .................................................................................................................
Reviewer: Bruno Parolin ..........................................................................................
Signed: .................................................................................................................
Approved by: Bruno Parolin ..........................................................................................
Signed: .................................................................................................................
Date: 13 P
thP December 2007.................................................................................
Distribution: UNSW Bachelor of Planning Program, RailCorp, NSW Ministry of Transport, Parsons Brinckerhoff Australia (PB)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page i
Table of Contents
Page Number
TUAbstract UT........................................................................................................................................................................ 1
TUAcknowledgementsUT...................................................................................................................................................... 2
TUList of abbreviations used UT........................................................................................................................................... 3
TU1. UT TUIntroductionUT ........................................................................................................................................................ 4 TU1.1UT TUProblem Statement and ObjectivesUT 5 TU1.2UT TUOverview of methodology UT 6
TU2. UT TUIntegrated Land Use and Transport Planning UT................................................................................................. 7 TU2.1UT TUEstablishing the sceneUT 7 TU2.2UT TUIntegrated Land Use and Transport ModelsUT 9 TU2.3UT TUIntegrated Land Use and Transport Planning in North West and South West Sydney UT 16 TU2.4UT TUInterstate and Overseas Examples of Integrated Land Use and Transport PlanningUT 30
TU3. UT TUHeavy Rail-Land Use Relationship UT ................................................................................................................. 35 TU3.1UT TUIntroduction and Heavy Rail Service Planning PrinciplesUT 35 TU3.2UT TUHeavy Rail Network Development in Sydney UT 38 TU3.3UT TUHeavy Rail and Land Use ConnectionUT 41 TU3.4UT TUAlternative Public Transport Modes for the North West and South West Transport CorridorsUT 42
TU4. UT TUNorth West Land Use and Transport Corridor Planning Analysis UT ............................................................. 47 TU4.1UT TUIntroductionUT 47 TU4.2UT TUNorth West Rail Link Project DescriptionUT 48 TU4.3UT TUExisting Public Transport ServicesUT 48 TU4.4UT TUNorth West Transitway UT 50 TU4.5UT TUPlanning analysis of the North West Rail LinkUT 54 TU4.6UT TULand Use and Transport AnalysisUT 58 TU4.7UT TUFuture Influences on the CorridorUT 65
TU5. UT TUSouth West Land Use and Transport Corridor Planning Analysis UT ............................................................. 66 TU5.1UT TUIntroductionUT 66 TU5.2UT TUSouth West Rail Link Project DescriptionUT 67 TU5.3UT TUExisting Public Transport ServicesUT 67 TU5.4UT TUPlanning analysis of the South West Rail LinkUT 69 TU5.5UT TULand Use and Transport AnalysisUT 72 TU5.6UT TUFuture Influences on the CorridorUT 76
TU6. UT TUEvaluation and Conclusion UT .............................................................................................................................. 77
TU7. UT TUReferencesUT ......................................................................................................................................................... 78
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page ii
Table of Contents (continued) Page Number
List of tables TUTable 1: Comparison of Bus and Rail Mode.UT 43 TUTable 2: Selected Travel Zones for the data analysis.UT 60 TUTable 3: Selected Travel Zones for the data analysis. UT 73 List of figures TUFigure 1: North West and South West Rail Link in the Metropolitan Rail Expansion Program (MREP)
context. UT 5 TUFigure 2 Integration of transport and land use outcomes. UT 7 TUFigure 3: Freeways vs. rail development patterns. UT 8 TUFigure 4: Sequence of activities in the Lowry Model. UT 10 TUFigure 5: Schematic representation of an integrated urban land use-transport model. UT 11 TUFigure 6: Institutional model for land use transport integration. UT 12 TUFigure 7: Screenshot of the TOD Trips Tool showing integrated land use and transport patterns. UT 14 TUFigure 8: Screenshots of output tables from the TOD Trips Tool. UT 15 TUFigure 9: Sydney Region Outline Plan. UT 21 TUFigure 10: City of Cities Metropolitan Strategy 2005.UT 23 TUFigure 11 (left to right): Metropolitan Strategy progress reports and draft Sub-regional Strategies.UT 24 TUFigure 12: Sydney Strategic Bus Corridor Network. UT 25 TUFigure 13: An example of an integrated network. UT 26 TUFigure 14: NSW State Plan and its relationship to other strategic documents.UT 27 TUFigure 15: Responding to Sydney’s Urban Travel and Transport Challenges. UT 28 TUFigure 16: Ultimate preferred rail network in Hong Kong SAR. UT 33 TUFigure 17: Rail planning cycle process. UT 37 TUFigure 18: Trouble spots in the rail network. UT 39 TUFigure 19: Reason for using car instead of Public Transport to work in North West and South West area. UT 46 TUFigure 20: Reason for using Public Transport instead of car to work in North West and South West area. UT 46 TUFigure 21: North West Rail Link Route Overview. UT 47 TUFigure 22: Contract region 4. UT 49 TUFigure 23: North West T-way network. UT 50 TUFigure 24: Parramatta Transport Interchange. UT 51 TUFigure 25: North West T-way passenger count heading into Parramatta Station on Wednesday 12UPU
thUPU
September 2007.UT 52 TUFigure 26: North West T-way passenger count heading into Parramatta Station on Thursday 13UPU
thUPU September
2007 UT 52 TUFigure 27: North West Rail Link Study Area. UT 59 TUFigure 28: North West Study Area Population Forecast. UT 61 TUFigure 29: North West Study Area Employment Forecast. UT 62 TUFigure 30: Total no. of trips into and out of NWRL Corridor by mode. UT 63 TUFigure 31: Total no. of trips into and out of NWRL Corridor by purpose. UT 63 TUFigure 32: Total no. of trips between NWRL Corridor and other parts of Sydney. UT 64 TUFigure 33: South West Rail Link Route Overview. UT 66 TUFigure 34: South West Growth Centre Structure Plan. UT 67 TUFigure 35: Contract region 2. UT 68 TUFigure 36: South West Rail Link Study Area. UT 72 TUFigure 37: South West Study Area Population Forecast. UT 73 TUFigure 38: South West Study Area Employment Forecast. UT 74 TUFigure 39: Total no. of trips into and out of SWRL Corridor by mode. UT 74 TUFigure 40: Total no. of trips into and out of SWRL Corridor by purpose. UT 75 TUFigure 41: Total no. of trips between SWRL Corridor and other parts of Sydney. UT 75
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page iii
List of photos TUPhoto 1 (left): A Sydney Bus at Epping Station.UT 35 TUPhoto 2 (right): CityRail Intercity “V” set arriving at Epping Railway Station.UT 35 TUPhoto 3: Proposed location of SWRL stabling facility at Leppington.UT 40 TUPhoto 4: Rouse Hill Town Centre Stage 1.UT 40 TUPhoto 5: Parramatta Transport Interchange.UT 41 TUPhoto 6 (left): Rail based land use development patterns.UT 42 TUPhoto 7 (right): Road based land use development patterns.UT 42 TUPhoto 8: Half completed Dombarton-Maldon Line.UT 44 TUPhoto 9: Existing Wynyard York St Bus Terminus in AM peak weekday.UT 45 TUPhoto 10: Park and Ride Facility at Burns Road T-way Station.UT 53
List of appendices Appendix A Household Characteristics, Population and Employment Forecast Data provided by Transport Data Centre, NSW Ministry of Transport.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-1
Abstract
North West and South West Sydney are two growth areas where land use planning has evolved
around the private car as the dominant form of transport. This is evident by the multi-car
households, abundance of car parking at shopping centres, business park developments, and new
and existing road upgrade projects. The Government has recently announced major planning
initiatives and projects in both sectors to accommodate Sydney’s growing population and to
provide housing and job opportunities away from inner Sydney. Public transport is a crucial
variable in the planning process. This thesis analyses the planning processes for the projected
North West and South West Rail Links. The North West Rail Link is a new planned heavy rail
link in an existing built-up area, whereas the South West Rail Link is planned for a future
developing area. The thesis will critically examine the transport-land use relationship in these
two contrasting areas and attempt to answer two fundamental questions. First, how successfully
might these two rail links influence future land use patterns and redress the imbalance between
private car and public transport usage. Second, and if they cannot, can Sydney afford to continue
down the path of car dependency to the point where even its ‘global city’ status is questionable?
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-2
Acknowledgements
The research and completion of this thesis would not have been possible without the
acknowledgement and assistance of the following people and organisations.
o I would like to acknowledge the support of my family and friends who have been a great
support and encouragement throughout my journey at University, without them, I would
not be here writing this.
o RailCorp and Gary McGregor for awarding me the Scholarship in Railway and Transport
Planning and for providing advice and assistance which has made the development and
research of this thesis topic possible.
o Bruno Parolin, my thesis advisor for his valuable input, guidance and dedication in the
research and development of this thesis from “conception” to “production”.
o Annette Hay and Luxshme Ranjan at the NSW Ministry of Transport (Transport Data
Centre) for the provision of the Household Travel Survey data sets which has enabled a
detailed transport-land use analysis of the North West and South West Rail Links in this
thesis.
o The entire Traffic and Transport Planning group at my workplace, Parsons Brinckerhoff
Australia (PB), particularly Wendy Adam and Graeme Steverson for their great support,
advice and flexibility throughout my student and work life. PB has provided me with
many opportunities through the involvement of various projects which has enhanced my
interest and knowledge of transport planning.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-3
List of abbreviations used
DoI Department of Infrastructure (Victoria)
LEP Local Environmental Plan
NWRL North West Rail Link
SWRL South West Rail Link
HTS Household Travel Survey
DoP NSW Department of Planning, (post August 2005)
DIPNR Department of Infrastructure, Planning and Natural Resources (pre August
2005)
MoT Ministry of Transport NSW
MREP Metropolitan Rail Expansion Program
PB Parsons Brinckerhoff Australia
TIDC Transport Infrastructure Development Corporation
GCC Growth Centres Commission
RTA Roads and Traffic Authority of NSW
SEPP State Environmental Planning Policy
TOD Transit Oriented Development
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-4
1. Introduction “If ever there was proof that Sydney has become too big and is beyond a
comfortable lifestyle, it must be the difficulties with commuting. The further Sydney
spreads and the denser it becomes the greater the delays will be from heavy traffic.
As Sydney grows the solutions to traffic congestion become more expensive and
complicated. There is a desperate need for the State Government to provide safe and
reliable public transport so that commuters have an alternative to driving or an
alternative to high property prices closer to the City".
(Sydney Morning Herald reader’s opinions Thursday 5th May 2005)
“I used to commute daily from Castle Hill to the city via WestBus - and after 3.5
years of spending 20+ per week (on top of the fifty plus hours working) and half of
those commuting hours standing on a packed bus - I spat the dummy and moved
closer.
A rail network out that far would make all the difference, traffic in around the hills
district is a nightmare, with poor planning and a government body that appears to
listen to the council for its' traffic recommendations, yet make a recommendation to
the council - and they send you to the RTA.
Development and redevelopment of the area has caused traffic levels to increase
dramatically in the last ten years, yet nothing has been done to match this in terms of
public transportation, other than a bus service.
I agree that dropping the price of bus fares probably made it more attractive to use
public transport - but far more needs to be done”
(Blog post on The Sydney Morning Herald Sydney’s Transport Future Blog 25P
thP
September 2007)
These two “reader’s comments” on the Sydney Morning Herald are evidence of the
extent of the transport and land use problems existing as Sydney grows and develops
further out away from inner Sydney. Land use and transport have been two important
variables in the planning process to “ensure an equitable and efficient distribution of
resources”. The development of the North West and South West growth areas have
been put as the way forward for developing and extending and enhancing Sydney’s
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-5
“global city” status beyond Sydney CBD. This thesis will examine and analyse the
North West and South West Rail links which are part of the Government’s
Metropolitan Rail Expansion Program (MREP, see figure 1 below) and is a major
component of “transport” in the City of Cities (Metropolitan strategy) in December
2005.
Figure 1: North West and South West Rail Link in the Metropolitan Rail Expansion Program (MREP) context. (Source: Transport Infrastructure Development Corporation, 2007)
1.1 Problem Statement and Objectives North West and South West Sydney are two growth areas where land use planning
has evolved around the private car as the dominant form of transport. The continued
reliance on the private car in these areas without sufficient public transport as
planning, growth and development continues raises questions about the
“sustainability and “liveability” in these two areas, and how it may affect Sydney in
the overall picture in the long run.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-6
The objectives of this thesis are to examine and analyse:
o The planning process of the proposed North West Rail Link in an “existing
built up urban area” context.
o The planning process of the proposed South West Rail Link in a “future
developing growth centre” area context.
o The role that “heavy rail” transport mode plays in integrated land use and
transport relationship.
o Whether the North West and South West Rail Links are the answer to address
the imbalance between public transport and private car usage?
o The consequences of land use planning in North West and South West
Sydney if the two rail links were not to be built.
1.2 Overview of methodology The methodology for the research and development of this thesis involves the
collection and analysis of transport and planning theory literature to ground the
research question and objectives of this thesis as discussed before. Primary sources
for this thesis include personal notes, photographs and observations made during site
visits to the North West and South West Rail Link corridors, including an
examination of existing transport and land use patterns on site. These primary
sources were then reviewed with existing theory and practice literature and the
numerous planning studies and reports done to date for these two areas.
To determine the potential land use planning impacts and demands of the two
projected rail links, a comprehensive analysis of the Household Travel Survey (HTS)
data sets supplied by the NSW Ministry of Transport was carried out to understand
the travel patterns, population and employment forecast growth for the North West
and South West Rail Link corridors.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-7
2. Integrated Land Use and Transport Planning
2.1 Establishing the scene To understand and achieve the objectives of this thesis, we need to define and
examine the development of the integrated land use and transport planning concept.
Transport and land use planning are intricate linked and related in shaping a town or
region. Transport is a derived demand to “carry” people or freight from one place to
another, and in order to achieve this, it requires planning and decisions on land use in
order to actually provide the infrastructure to transport people or freight. Perhaps it is
best described as a “co-ordination” of transport and land use planning (policy)
outcomes. This is shown in figure 2 below which shows a Western Australian
Government example of “integration” when the Department of Planning and
Infrastructure (DPI) was created as the “central agency” or policy and planning lead
role within the portfolio. NSW also made a similar attempt with the creation of the
now defunct Department of Infrastructure, Planning and Natural Resources from
2003 till August 2005.
Figure 2 Integration of transport and land use outcomes. (Source: Curtin and James, 2004)
But when most people think of, discuss or practice the integrated land use and
transport planning, there is a notion that it’s all about land use and “public transport”
and not land use and the “private car”. I use the term “private car” as taxis and any
other form transport service involving a payment by a passenger on “four wheels”
are arguably a form public transport, whereas if I use the term “motor vehicle”, the
distinction is not clear. So a question to consider is whether the integrated land use
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-8
and transport planning concept will be significantly different if we apply it to either
public or private transport. An example of how development differs between
freeways and railways is shown in figure 3.
Figure 3: Freeways vs. rail development patterns (Source: Newman and Kenworthy 1993)
Transport planning has developed in parallel with urban planning but seems to have
avoided the major theoretical debates which have influenced social scientist
thinking. Two possible explanations might be that transport is immune to debate or
that the unique combination of engineers, economists, and social scientists working
in transport make it difficult to have such a critical review. The latter explanation
may be more likely as most of the criticism come from outside, but even then it
seems to have been aimed at planning in general. Transport planning seems to have
escaped (Banister, 1994)
Potter and Skinner (2000) consider the different approaches to transport integration.
They consider what exactly is integrated with what? Rather than attempt a single
definition, they argue that integrated transport is better viewed as scalar in nature,
with higher levels incorporating lower, or narrower understandings of the term
“integrated transport”.
Potter and Skinner (2000) constructed these “nested” definitions of integrated
transport from reviewing the available literature to indicate some of the points on a
scale of meaning.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-9
o Functional or modal integration: A policy enabling different travel modes
to compliment each other, making multi-modal journeys easier
o Transport and Planning Integration: Land use and transport are closely
linked in that the patterns of land use and facilities are direct influences on
travel generation. Such as policy employs land use policy as a means of
managing and reducing travel demand.
o Social Integration: At this level, all those who have a stake in transport have
their needs considered. Adoption of such a policy would involve those who
use and provide a transport service, and others such as organisations that are
major trip generators (schools, shops, employment etc) and those suffering
noise and vibration from transport.
o Environmental, Economic and Transport Policy Integration: Essentially,
all of the above policies are combined in a holistic way. This has the effect of
maximising the benefits from the transport system, providing the best
opportunity for more sustainable transport.
2.2 Integrated Land Use and Transport Models To integrate transport and land use planning outcomes, and establish a platform for
influencing the development of cities and regions, this section will examine some
land use-transport models and policies.
Integrated urban-transport land use models have gained popularity since the 1980’s.
Their development represents increasing recognition of the of the intricate
connections of the between land use and transport systems, and of the corresponding
need to model these systems in a fully integrated way (Bureau of Transport
Economics 1998, p35)
The Lowry Model Lowry’s Model of Metropolis views the principal spatial properties of an urban area
in three broad sectors of activities which are:
1. Employment in basic industries;
2. Employment in population serving industries; and
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-10
3. The household or population sector.
With the Lowry model, the spatial distribution of basic employment is allocated
exogenously to the model, and the spatial distribution of households and population
serving employment are calculated by the model. The zonal allocation rules for both
households and population serving employment are specified within the model
structure. In addition, the constraints on the maximum number of households for
each zone and the minimum population serving employment thresholds for any zone
are specified. (Hutchison 1974 p150). The basic structure of the model is illustrated
in figure 4.
Figure 4: Sequence of activities in the Lowry Model. (Source: Hutchison, 1974)
Schematic Representation of an Integrated Urban Land Use-Transport Model Figure 5 on the next page provides a schematic representation of an integrated urban
land use-transport model. The model consists of two sub models; one for the land
system and the other for the transport system. The representation of the land use
system is rather simplified, focusing largely on components that directly interact
with the transport system. Land use submodels are intended to explain how spatial
choices are made for residential and employment locations. These are basically
stipulated as a function of, among other things, locational accessibilities, which in
turn depend on zonal attractiveness and travel costs.
The spatial distribution of residents and firms are assumed to create major demand
for travel, which drives the development of the transport system. The interplay of
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-11
demand and supply through transport costs forms the nucleus of interconnected
causes and effect within the transport system.
The land use and transport systems are integrated through a mechanism of feedback
between the two systems. The land use system supplies the transport systems with
the estimates of the location and volume of travel generators. The transport system
affects the land use system through the notion of accessibility, often in a temporary
lagged manner. An integral part of such accessibility, changes in travel costs become
part of the mechanism used to relocate labour, residence, and other urban economic
activities. (Bureau of Transport Economics 1998, p37)
Figure 5: Schematic representation of an integrated urban land use-transport model. (Source: adapted from Southworth 1995)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-12
An Institutional Model for Land Use and Transport Integration This institutional model for integrating land use and transport was proposed by
Curtis and James 2004 after the merging of the transport and planning agencies of
the Western Australian State Government in 2001. The “traditional” institutional
approaches based on separate transport and land use planning departments fragment
and compound the ability to deliver an integrated and sustainable solution. The
traditional approach tends to allow these separate agencies to maximise the
achievement of their own objectives rather than deal with the compromises that may
often be associated with effective integration.
The model developed as shown in figure 6 is a complex inter-related web, driven by
the Western Australian Government policy and guided by the integration principles.
Figure 6: Institutional model for land use transport integration. (Source: Curtis and James 2004)
The model draws together the principles of transport planning, land use planning,
public policy and organisational behaviour. A case study of the Brighton-Butler area
illustrates the operation and potential use of this institutional model. The Brighton
Butler area comprises of Greenfield release areas accommodating 25,000 residents,
provision for 10,000 jobs and a district centre with 23,500 sq.m of retail space. The
aim of the planning exercise was to maximise “accessibility through proximity” by
integrating the suburban railway into the proposed urban development, with a focus
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-13
on mixed use transit-oriented development (TOD) and town centres as the location
for employment (Curtis and James 2004, p293)
TOD Trips TOD Trips is a spreadsheet based tool developed by PB and Senior Transport
Consultant Neil Prosser. TOD Trips allows for the rapid development and appraisal
of integrated land-use transport scenarios. TOD Trips is implemented in Microsoft
Excel and combines the following three elements of Excel:
1. Geospatial representations using scaled drawing elements
2. Spreadsheet data storage
3. Visual Basic macros
Scenarios are developed on screen and to scale using drawing tools. Scenarios
combine land use zones within transit networks and capture the important geospatial
relationships between the two. The geospatial representations of TOD trips
overcomes the limitations of traditional transport models which represents land use
zones as single centroids because the geospatial format is drawn according to actual
boundaries (e.g. on an scaled aerial photograph or land use zoning map). The output
from TOD trips is similar to the traditional transport model outputs including:
o Link, service and station patronage data
o Total patronage data by time period and purpose (e.g. work vs. non-work)
o Mode share results.
Additionally, TOD trips incorporate modules to allow for:
o Estimation of capital and operating costs
o Calculation of fare revenue
o Quantification of impacts on vehicle use e.g. VKT (vehicle kilometres
travelled)
o Quantification of external costs associated with car usage such as noise,
atmosphere, water pollution, climate change and severance
o Cost benefit analysis
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-14
o Multi criteria assessment
o Capacity constrained transit assignment.
Figures 7 and 8 show a few screenshots from the TOD trips tool and output tables
that was used to assess the feasibility of a new light rail system in Melbourne,
Victoria.
Figure 7: Screenshot of the TOD Trips Tool showing integrated land use and transport patterns. (Source: PB, 2007)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-15
Figure 8: Screenshots of output tables from the TOD Trips Tool. (Source: PB, 2007)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-16
2.3 Integrated Land Use and Transport Planning in North West and South West Sydney “The Government is taking a new approach to land release to avoid making mistakes
of the early 90’s to ensure that communities in new suburbs of Sydney have good
access to transport, jobs and services” (NSW Department of Planning 2005.
Managing Sydney’s Growth Centres)
The acknowledgement by the Government in its past policy failures in land releases
without the provision of good transport and other infrastructure and services has
planned and developed North West and South West Sydney the way they are today.
This section will look at the key state government agencies involved in land use
planning and transport planning and also examine the land use and transport
planning components of two post-war metropolitan plans for Sydney, being the 1968
Sydney Region Outline Plan and the 2005 City of Cities (Metropolitan Strategy).
Growth Centres Commission The Growth Centres Commission has been established by the NSW Government
under the Growth Centres Commission Act 1974 to ensure that new development
proceeds with infrastructure and services planned, funded and linked to the sequence
of land release.
The Commission has the planning, development and financial management
capabilities of a development corporation. The Commission will design and manage
a streamlined planning and development approval process along with the timely
provision of infrastructure promoting high quality new development.
The Commission is responsible for working with infrastructure agencies, industry,
local councils, landowners and the community to make the plans for the Growth
Centres a reality.
The Growth Centres Commission’s functions are:
o Preparing plans for the funding and development of regional infrastructure
o Controlling Precinct Plans for each precinct (or part of a precinct where
anomalies exist in the boundaries) within the North West and South West
Growth Centres
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-17
o Recommending to the Minister for Planning new precincts for staged land
release
o Administration - including collection, holding and management - of the new
Special Infrastructure Contributions to pay for regional infrastructure
o Implementing regional infrastructure in consultation with state agencies to
support new development; and
o Negotiating with government, landowners and developers to ensure
development is facilitated in a sustainable and timely way.
By Establishing the Commission as a new body, the NSW Government, through the
Metropolitan Strategy, can achieve:
o The orderly sequencing of land release in time with the provision of
infrastructure
o The sustainable urban structure and form incorporated in the structure plan
o The protection of biodiversity, regional open space and water resources
o Contributions from new development for regional and local infrastructure
o Contributions from the State budget in recognition of the broader
beneficiaries of many projects in the Growth Centres
(Source: Growth Centres Commission 2007: http://www.gcc.nsw.gov.au/the-
commission.aspx)
NSW Department of Planning The NSW Department of Planning’s role is to lead strategies and decisions to
support orderly growth and employment, generating activities that are
environmentally and economically sustainable.
The department is the principal state government agency vested with statutory,
policy and administrative responsibility for strategic land use planning,
environmental planning impact assessment and development approvals. The
Environmental Planning and Assessment Act 1979 (EP&A Act) provides the basis
for the department’s role in administering the framework for Government activities
and decisions in these areas.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-18
The major functions of the department are to:
o Oversee and implement Government policy in relation to land use planning
and development, including supporting local Government functions
o Lead and co-ordinate state-wide planning strategies to guide growth and
development in NSW and inform infrastructure planning, staging and
delivery; and
o As the lead agency, advise the Minister and Government on the approval of
major development and infrastructure projects of significance to the state’s
economy and employment
(Source: NSW Department of Planning Annual Report 2005-2006)
NSW Ministry of Transport The Ministry of Transport was established in 2003 as a lead agency of the transport
portfolio group, and is responsible for:
o Developing and coordinating high level transport priorities in NSW
o Providing funding for NSW public transport services and major capital works
o Planning and implementing NSW transport priorities in collaboration with
other agencies
o Integrating policies, regulations and service initiatives across metropolitan
and rural and regional NSW
o Regulating the NSW bus, taxi and hire car industries
o Managing NSW bus and ferry contracts.
(Source: NSW Ministry of Transport:
http://www.transport.nsw.gov.au/aboutus/trans-portfolio.html)
NSW RTA The NSW Roads and Traffic Authority (RTA) is a statutory authority established in
1989 under the Transport Administration Act 1988. Its key responsibilities include:
o Managing the road network to achieve consistent travel times
o Provide road capacity and maintenance solutions
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-19
o Test and licence drivers and inspection and registration of motor vehicles
o Improve road safety
(Source: NSW RTA Annual Report 2005-2006)
Transport Infrastructure Development Corporation The Transport Infrastructure Development Corporation (TIDC) is a State owned
corporation established under the Transport Administration Act 1988 to develop
major transport infrastructure projects for the NSW Government.
TIDC’s role is to develop and deliver major transport infrastructure projects as
directed by the Minister for Transport, with the support of the “Shareholder
Ministers”, in an efficient, effective and financially responsible manner.
The corporation is responsible for managing the development, planning, design,
construction and commissioning of each project it undertakes. It is also responsible
for ensuring environmental and safety standards are met during every project phase
and in operation, for liaising with the community and stakeholders and for providing
fiscal accountability to the NSW Government.
The aim of TIDC is to cost effectively deliver transport solutions in a timely manner
that incorporate the most appropriate standards and technology, support the growth
of New South Wales, enhance its natural and urban environments, provide tangible
benefits for commuters and represent value to Government.
(Source: TIDC Annual Report 2006)
RailCorp RailCorp is a New South Wales Corporation consisting of the merged entities of the
State Rail Authority of New South Wales and the metropolitan functions of the Rail
Infrastructure Corporation. RailCorp was established as a corporation on 1 January
2004 under the Transport Administration Amendment (Rail Agencies) Act 2003.
(Source: About RailCorp: http://www.railcorp.info/about_railcorp)
Under the RailCorp organisation are CityRail and Countrylink which provide
(operate) passenger train services within Sydney and regional and interstate rail
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-20
services respectively. RailCorp is responsible for development and maintenance of
railway infrastructure such as tracks and overhead wiring.
(Source: CityRail About Us:
http://www.cityrail.info/aboutus/content/au_content_1.jsp)
Local Councils The responsibility (majority) for detailed strategic planning and development
assessments is delegated by the states and territories to the Local Government. Local
Government, overseen by elected representatives who form a local “council” refers
to a specific jurisdiction or “Local Government Area” (LGA). The policy,
administrative, procedural, financial responsibilities of Local Government in
Australia, is wholly regulated by state legislation. (Gurran, 2007, p97). At Local
Councils, “development” is controlled and regulated by the Local Environmental
Plan (LEP), Development Control Plan (DCP), both of which fall under the NSW
Environmental Planning and Assessment Act 1979. In the event of inconsistencies
between local and state planning instruments, controls etc, the state one normally
prevails.
Sydney Region Outline Plan (1968) The Sydney Region Outline Plan (SROP) of 1968 was the third metropolitan strategy
for Sydney (see figure 9 on next page) which arose out the creation of a new state
level agency, the State Planning Authority in 1964. The SROP was based on the
population of Sydney reaching about 5.5 million by the year 2000 and that
development was to be based along existing transport corridors which had radiated
out away from the Sydney CBD, these corridors in turn was the basis for job and
housing opportunities.
Corridors were also especially reserved for transport and utilities such as water and
electricity. To achieve those aims, the “outer” suburbs of Camden, Campbelltown,
Blacktown, Mount Druitt and Penrith were designated as “cities” to provide services
and jobs for the growing population.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-21
The SROP was different from its predecessor, the Cumberland Plan, in that it was
not a statutory document and thus was never formally adapted by Government.
Nevertheless, its legacy, success and failure can be seen in Sydney today, such as the
pattern of Sydney’s development over the last 40 years as originally proposed in the
SROP, but also the abandonment of freeway projects such as the original Warringah
Freeway which was to eventually link up with Wakehurst Parkway and the Northern
Beaches and the Gladesville Bridge which was part of the original Sydney-
Newcastle Freeway Alignment.
Figure 9: Sydney Region Outline Plan (Source: www.metrostrategy.nsw.gov.au)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-22
A major factor which led to the “failure” of the SROP was the Sydney Area
Transportation Study (SATS) 1974. This study was lead by an overseas expert and
there was great interest amongst the public in observing how this study would solve
the transport problems at the time. This study was based on the year 2000 population
projections of the SROP and adopted a methodology used in the United States in the
1960s “forecast future land use and population, generate a matrix of future trips
between zones, create hypothetical future transport network options, assign trips to
public transport and road networks and then assess the network options in terms of
capacity and criteria” (Watters B, Toon J and Folk J Ed 2003, Sydney Planning or
Politics P100). By the time this study was released in 1974, it was 6 years after the
original SROP was release and questions hung over the pessimistic population and
job forecasts and assumptions. The SROP was also criticised for its lack of
integration with transport planning, due to the lack of data available for journey to
work figures from the census. “More in tune with (flawed) predictions of high rates
of economic and population growth, this plan offered strategic guidance in the
British trend-friendly, structure plan rather than a statutory blueprint”. (Connell ed
2000, P128)
City of Cities Metropolitan Strategy (2005) The City of Cities of 2005 (see figure 10) recognises and reinforces the message and
status that Sydney is “Australia’s only global city” (Metropolitan Strategy P3). As
Bob Meyer noted, “never before has a strategy been under such media scrutiny and
never has a strategy been so eagerly awaited” (New Planner June 2006, P12).
As the Sydney Region Outline Plan officially “expired” in 2000, it’s probably easy
to understand why City of Cities is so discussed about; “Until now the Carr
Government has resisted industry calls for a major new plan for Sydney, choosing
instead to update the Sydney Region Outline plan, first drawn up 1968. But Mr Carr
said the long-term blueprint would now be a major project.
“The new plan will be built, bottom up, over the next 12 months within sound
guidelines. The first major outing of the powerful new Infrastructure and Planning
Department, the plan will be shepherded by an impressive list of experts and
embrace community ideas using models which have succeeded elsewhere” (Sydney
Morning Herald 23rd April 2004)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-23
Figure 10: City of Cities Metropolitan Strategy 2005 (Source: www.metrostrategy.nsw.gov.au)
Like the SROP, and as the title suggests, cities within a city were a major element of
this metropolitan strategy, however, there is an attempt to have all the cities within a
city play a part in being a “global Sydney” instead of being “isolated” and
concentrated around the Sydney CBD. This is evident with the Sydney Orbital
Motorway System and the North West and South West Rail Links providing the
linkage and connection between major centres around Sydney as shown in figure 9
above and the regional city symbol and status given to places such as Parramatta,
Penrith and Liverpool.
The North West and South West Growth Centres have been planned to accommodate
future population and a Growth Centres Commission has been established to monitor
land releases and the planning and supply of infrastructure.
The City of Cities is different in that there is a strong emphasis (and existence) of
implementation and governance. This is evident with the planning reforms (such as
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-24
standard LEP templates) currently taking place, other plans and policies related to
the City of Cities (see below, the creation of the Growth Centres Commission and
the Cities Taskforce Project and the release of subregional strategies (see figure 11)
Figure 11 (left to right): Metropolitan Strategy progress reports and draft Sub-regional
Strategies (Source: NSW Department of Planning 2007)
The progress reports (see figure 11) which shows how much progress has been made
to date implementing the metropolitan strategy despite “Some urban planners and
economists have proposed that an independent authority be created to monitor the
strategy in case it loses direction under the influence of political expedience”
(Sydney Morning Herald December 3 2005)
Ministerial Inquiry into Sustainable Transport (Parry Report) 2003 In December 2003, Thomas Parry released the final report into the sustainability of
transport in New South Wales. After the interim report was released in August 2003,
over 800 submissions were received and taken into account for the final report.
The main points of the report were:
o A large amount of taxpayer money goes to fund passenger transport services
of one sort or another across NSW every year. This funding is equivalent to
one-fifth of the NSW government annual health budget and about the same as
the annual State police budget
o The current arrangements are not delivering the most appropriate transport
solutions to best meet the needs of the broad community. Taxpayers are not
getting the best possible value from the large amounts of money being spent
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-25
each year on public transport. This has been a problem for many years, facing
governments from all sides of politics
(Source: Ministerial Inquiry into Sustainable transport in New South Wales Final
Report December 2003 Page vii)
Review of Bus Services in NSW (Unsworth Report) 2004 In February 2004, the Unsworth Report into the review of bus services in NSW was
released and the key recommendations were the development of strategic bus
corridors (see figure 12) and the establishment of contract regions with minimum
service levels, standard ticket prices across Sydney and integrated network planning
(see figure 13).
Figure 12: Sydney Strategic Bus Corridor Network (Source: NSW RTA 2007)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-26
Figure 13: An example of an integrated network (Source: NSW Ministry of Transport)
Figure 13 illustrates how bus routes are developed, using the principles of integrated
planning. Regional cities, major and town centres have been identified in the City of
Cities Metropolitan Strategy. The Centres contain different concentration of services
and hubs of the transport network. Ideally, a bus would travel back and forth from a
local shopping and employment area, through residential areas, possibly via a
hospital or educational institution before arriving at a major centre.
(Source: NSW Ministry of Transport: Fact Sheet – Integrated Planning)
NSW State Plan Whilst the City of Cities Metropolitan strategy is an important document planning
and shaping Sydney for the next 25 years as did the SROP did back in 1968, the
metropolitan strategy now falls under the NSW State Plan (see figure 14). The State
plan is a document detailing the Government’s priorities and approaches to
delivering services and infrastructure to the community.
Recently, and in the future, the NSW Department of Planning update reports will
also mention and link to which aim is mentioned in the State Plan (e.g. E8, Improved
Urban Environments)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-27
Figure 14: NSW State Plan and its relationship to other strategic documents (Source: NSW Government)
It is interesting to note that one of the new priorities of the State Plan is to “improve
the efficiency of the road network” whilst it also wants to “increase the modal share
of public transport and locate jobs closer to home (30 minutes within people’s homes
from a city or major centre by public transport). The State Plan also lists “improving
the efficiency of the road network” as part of “improved urban environment”, whilst
public transport is under “delivering better services”. This is an indicator that public
transport is merely considered as a “service” in its own right with no connection to
land use planning (improved urban environments), whereas improving the efficiency
of the road network is.
State Infrastructure Strategy The State Infrastructure Strategy was launched in May 2006 and is a plan detailing
the timing and funding for the provision of infrastructure in NSW. It links with the
planning goals and objectives mentioned in the City of Cities Metropolitan Strategy.
Under the State Infrastructure Strategy, $129 million was committed over 2006-07 to
acquire land for the North West and South West Rail Link corridors. However, like
the State Plan, it appears that the State Infrastructure Strategy is more focused on
“road infrastructure” with more focus and attention to new and upgraded road
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-28
projects (compared with the North West and South West Rail Link projects) such as
$121 million for the upgrade of Old Windsor and Windsor Roads, and $37 million
for various road upgrade projects around the Campbelltown and Ingleburn areas near
the proposed South West Rail Link.
Urban Transport Statement 2006 The Urban Transport Statement was launched in November 2006 and is a detailed
road and public transport infrastructure projects and initiatives plan to respond to
Sydney’s Urban Travel and Transport Challenges. Figure 15 below details the
number and complexity of issues that must be considered when undertaking detailed
transport planning involving integration of transport modes.
Figure 15: Responding to Sydney’s Urban Travel and Transport Challenges (Source: NSW Urban Transport Statement 2006, p68)
The Urban Transport Statement also recognises the need to integrated transport and
land use planning; “For strategic planning to be effective, it is essential that it is
based on accurate information and reliable projections on travel patterns and trip
numbers, population growth, transport mode use, road network service levels and
development trends. Strategic land use and transport planning must be linked to
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-29
detailed land use and transport operational planning. (Source: NSW Urban
Transport Statement 2006, p69)
Under the Urban Transport Statement, the North West Rail Link as part of the
Metropolitan Rail Expansion Program will be brought forward by 2 years to 2015
instead of 2017. Nearby to the proposed North West Rail Link, the Rail Clearways
Program was expanded with the extension of the Richmond Rail Line duplication
beyond Schofields to Riverstone by 2010 and Vineyard by 2012.
As part of the Urban Transport Statement implementation, the former Transport and
Population Data Centre (TPDC) within the NSW Department of Planning was
relocated and renamed as the Transport Data Centre (TDC) within the NSW Ministry
of Transport. The population and demographics unit remain within the NSW
Department of Planning.
These changes will support the Statement’s plan of establishing the Transport Cluster
Group, which will have an advisory role to the newly established Transport Planning
and Product Development Group within the Ministry and be a “clearing house” for
all major Government Transport Initiatives. Whilst the newly established centre will
assume the planning for a number of metropolitan transport planning initiatives, the
Urban Transport Statement notes, that detailed project planning and delivery (of the
Metropolitan Rail Expansion Program) remains with agencies. This structure will
need to be evaluated in the future to examine whether the overall aims and objectives
of the State Plan and the Metropolitan Strategy will be met.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-30
2.4 Interstate and Overseas Examples of Integrated Land Use and Transport Planning
Melbourne, Victoria. In July 2006, the Victorian Government Public Transport Division of the Department
of Infrastructure (DoI) released the Draft Public Transport Guidelines for
Development. These guidelines fall under the “Meeting our Transport Challenges”
which in turn, fall under the strategic directions of “Melbourne 2030” (the equivalent
of Sydney’s City of Cities Metropolitan Strategy). These guidelines are similar to the
draft State Environmental Planning Policy (SEPP) 66 Integrating Land Use and
Transport released in 2001 by the then Department of Urban Affairs and Planning
(DUAP) in conjunction with the NSW Roads and Traffic Authority and NSW
Ministry of Transport.
Good public transport planning will produce better planning outcomes across
Victoria. Public transport has a significant influence on the way our cities and
regions grow and develop. Land use patterns will also have a significant influence on
how well public transport services can be delivered and utilised.
The major focus of this document is on the public transport planning process that
should be followed when land use developments or strategic planning proposals are
being developed and considered. In addition, these guidelines provide broad design
principles and advice on where to access relevant detailed public transport design
and planning information. (Source: Draft Public Transport Guidelines for Land Use
Development. Victoria Department of Infrastructure 2006)
Under the Planning and Environment Act (Victoria), the Director of Public Transport
(DPT) is a referral authority under section 55 of the Act for major residential, retail,
commercial, office and industrial developments. Therefore, authorities such as local
councils must refer nominated applications to the DPT to help integrate land use and
transport planning. The Public Transport Guidelines for development will assist the
Minister in determining the conditions or refusals on planning permits.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-31
The following types of planning applications must be referred to the DPT for
consideration:
o A residential development of more than 60 dwellings or lots
o A new retail premises of 4,000 or more square metres of leasable floor area
o An increase to the leasable floor area of an existing retail premises which is
20,000 or more square metres leasable floor area
o A commercial or office development of 10,000 or more square metres of
leasable floor area
o An industrial subdivision of 20 or more lots
o A development which closes a road adjoining a public transport stop or
which would use land within a closed road adjoining a public transport stop.
(Source: Department of Infrastructure, Victoria)
In undertaking the referral function, a broad range of matters will need to be
considered. For example:
o The protection of options that will in the long term improve the functioning
of the public transport system
o Avoiding creation of new bottlenecks/system constrictions
o Balancing the needs of all users including pedestrians, cyclists and private
motor vehicle users
o Ensuring that the design of major residential, retail, industrial or commercial
developments incorporate provision and future:
o Public Transport Facilities
o Pedestrian Linkages
o Facilities of non-motorised transport
(Source: Australian Planner, Vol 43, No.3, p7)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-32
Hong Kong Special Administrative Region (HKSAR), China The development of Hong Kong in the past has been dominated by the creation of
“satellite” new towns in the New Territories with the objective of providing jobs and
housing opportunities within the new towns and shifting population away from the
crowded urban areas of Hong Kong Island and Kowloon. Hong Kong has an
extensive highway network connecting the New Territories, Kowloon and Hong
Kong Island, and these highway networks formed the backbone of bus services as the
dominant form of public transport. Apart from the Hong Kong Island Tramway
network and the Kowloon Canton Railway Corporation (KCR) East Rail, transport in
Hong Kong’s before the 1990’s was dominated by road (franchised buses) or water
based (commuter ferries) transport.
By 1979, the Mass Transit Railway (MTR) opened in Hong Kong and was the
answer in relieving overcrowding and demand for transport along the Nathan Road
Corridor and Cross Harbour journeys between Kowloon and Hong Kong Island. The
network has since expanded out beyond the Kowloon area out towards the new
towns in the New Territories. Part of the success in the MTR in influencing land use
is the exclusive rights to property development around the MTR stations to allow the
company (MTR) make a return on investment and development around the stations.
The latest strategic document released by the HKSAR Government is the “Hong
Kong Moving Ahead – A transport strategy for the future” which builds upon the
earlier 1997 “Third Comprehensive Transport Study”. Both these studies recognise
the need for an integrated approach. In order to reduce the need for travel, and
thereby reducing the need for further infrastructure and the impact on the
environment, an approach is required in which land use, transport, and the
environment are considered in an integrated manner in both strategic and sub-
regional strategies. (HKSAR Third Comprehensive Transport Study 1997)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-33
Since the opening of the KCR West Rail in 2003 and more recently, the Ma On Shan
Rail Link in 2004, the HKSAR Government has recognised the value in rail transport
providing a positive influence and impact on land use planning. There is more rail
links being planned (see figure 16) with a view that heavy rail will eventually
become the dominant form of public transport, with the franchised bus routes
becoming “feeder routes” to the railway stations.
Figure 16: Ultimate preferred rail network in Hong Kong SAR (Source: HKSAR, The Second Railway Development Study 2000)
As a result, Hong Kong’s heavy rail network has been seen as an attractive
alternative to road based transport systems, and the potential for better integration
with land use planning. The 2007 “Hong Kong Moving Ahead – A transport strategy
for the future” gives “priority” to railway development is evidence of this occurring.
Integrating transport and land use planning can reduce the public's reliance on road-
based transport, which in turn alleviates the demands put on the transport system and
lessens the impact on the environment. Greater emphasis will be placed on the needs
of pedestrians in transport and land use planning. Initiatives to be pursued include:
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-34
o Siting intensive developments and employment centres within easy
pedestrian reach of rail stations
o Pedestrianising selected roads, and providing grade-separated walkways, to
reduce the number of short motorised trips and the conflict between
pedestrians and vehicles. This will increase mobility, enhance road safety and
improve local air quality
o Encouraging through the planning process non-polluting travel such as
walking and cycling which will reduce the need for motorised travel at the
local level
Despite these initiatives, increases in population and economic activity will place
additional demands on existing and future transport systems, making it vitally
important to provide new systems, and improve existing infrastructure, in a timely
manner. This will be achieved by:
o Regularly reviewing the need, scope and timing for strategic highway
projects to ensure they dovetail with current or future land use and population
parameters
o Devising plans and environmental mitigation measures to cope with an
expected significant increase in cross-boundary traffic
o Giving priority to railway development
(Source: HKSAR Hong Kong Moving Ahead – A transport strategy for the future
2007)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-35
3. Heavy Rail-Land Use Relationship
3.1 Introduction and Heavy Rail Service Planning Principles The relationship between heavy rail and land use is often difficult to define because
its planning and operations are considered in its own “right of way” compared with
light rail and buses which share space with many pedestrian oriented activities. (See
photos 1 and 2)
Photo 1 (left): A Sydney Bus at Epping Station (Source: Author)
Photo 2 (right): CityRail Intercity “V” set arriving at Epping Railway Station (Source: Author)
A bus passenger (photo 1) wishing to go to their place or activity for example would
simply have to alight from the bus at street level and walk to their intended
destination or activity (or reverse), the same could also be applied to light rail, which
also runs at street level, with the added advantage of its own right of way and is less
prone to traffic disruptions. A train passenger (photo 2) on the other hand would
have to alight from the train carriage, travel up the concourse, through the ticket
barrier and then continue to their destination or activity.
These two different transport modes bring together different circumstances when
planning for them in conjunction with land use such as accessibility and operation of
the transport mode (i.e. service scheduling). The rail planning processes adopted by
the Ministry of Transport, RailCorp and TIDC are highly conventional and iterative
(see figure 17, page 37).
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-36
o The analysis of employment, population and land use trends and existing and
future rail operational constraints.
o The prediction of future transport demands
o The development and testing of train plans to accommodate these demands
and meet other defined service objectives
o The development and testing of alternative rail infrastructure, train operation
and rolling stock responses
o The investigation of promising concepts in detail
o The preparation of overall strategies reflecting the finding of these
investigations, and
o The implementation of projects to achieve the desired results
(Source: Long Term Strategic Plan for Rail 2001)
The report also notes that to meet the process, cooperation and liaison between all
Government stakeholders is needed. However, having said that, this still appears to
be “fragmented” due to each agency trying to achieve its “own objectives” (see
section 2.3) and this could be interpreted as cooperation and liaison as existence by
words only and not necessarily action.
The 2005 City of Cities Metropolitan Strategy identifies the North West and South
West Rail Links as part of objective D1 in the strategy, which is to improve transport
between Sydney’s centres. Whilst there is no specific mention of timeframe in the
process, the Metropolitan Strategy recognises the value of heavy rail:
o Improve the level of rail services in Western Sydney
o Support Sydney’s growth in an increasingly global economy; and
o Provide access to jobs in the Macquarie Park to Airport Corridor
(Source: NSW Government City of Cities 2005, p165)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-37
Figure 17: Rail planning cycle process (Source: Long Term Strategic Plan for Rail. 2001)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-38
3.2 Heavy Rail Network Development in Sydney Sydney was very unique in that the rail infrastructure was in places like Richmond,
Penrith, Newcastle and Wollongong well before Sydney’s population expanded into
these areas to now where they are considered part of the “Greater Sydney” region.
Sydney’s rail system was an example and pioneer to the world of what potential of
the rail system and the benefits it brought to society, thanks to Dr. Bradfield’s vision
for a modern urban transit system for Sydney.
"We have done very well out of Bradfield's legacy," says Dr Philip Laird, a transport
expert from the University of Wollongong. "The trouble is that his legacy is so good -
the recent and current generation of policymakers have let far too many
opportunities go." (Source: Sydney Morning Herald 21 P
stP July 2007)
Sydney’s rail network over the years has been built up to be one of the world’s most
advanced and complex, the electrification from the 1920’s and the introduction of
double deck carriages from the 1960’s enabled Sydney to have a rail system that was
envy of the world. The rail network reached into the outer areas of Sydney and
electrification reaching areas such as Newcastle, Lithgow, Richmond, Port Kembla
and Kiama enabled commuters the choice of living in areas not limited to the Sydney
metro and by use of electric rail, journeys to town, work and other centres was
convenient. However, by the late 1990’s organisation restructure and lack of
investment has made rail travel very unattractive. This has been compounded by the
negative media coverage, especially in the wake of the 1999 Glenbrook and 2003
Waterfall accidents.
Long Term Strategic Plan for Rail 2001 and Clearways Project In June 2001, Ron Christie released the long term strategic plan (Christie Report) for
rail that highlighted the (then) current problems facing the network (see figure 18
next page) and recommendations to Government to create a sustainable rail system
in the long term. It recognises that the current network was “rapidly approaching
gridlock” and that major investment of funds and rail projects were needed to ensure
the long term viability of the rail system. These “operational” problems will lead to
difficulty in promoting heavy rail and land use integration. It’s no use having good
land use planning to promote sustainable transport and land use integration if the
current rail system is not performing well, let alone plans to add new lines to
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-39
promote rail usage which aims to have a positive impact and influence on good land
use planning integration.
Figure 18: Trouble spots in the rail network (Source: SMH Thursday 21st August 2003)
An outcome of the long term strategic plan for rail was the creation of the “clearways
project” The clearways project comprises of 15 key projects that will eventually
“separate” the existing CityRail network into 5 distinct “independent clearways” to
minimise “chain reaction” operational problems throughout the network. It is
anticipated that this will lead to better reliability and be able to meet the growth in
patronage, which will then in turn be a “platform” for promoting heavy rail as an
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-40
attractive alternative mode of transport and to realise its potential for better
integration with land use planning.
Metropolitan Rail Expansion Program (MREP) The Metropolitan Rail Expansion Program is a 50 kilometre expansion of the Sydney
Rail Network-the largest since 1930-into the growing areas of the North and the
South West (see figure 1). In the South West, it will extend services from Glenfield
to Leppington (see photo 3) while in the North West, it will build upon the new
Epping to Chatswood Rail Line to provide rail services to established areas like
Castle Hill and growing areas such as Norwest and Rouse Hill (see photo 4). The
MREP program will also provide for an additional CBD Harbour Rail Crossing to
provide additional rail capacity. (Source: NSW Urban Transport Statement 2006).
Photo 3: Proposed location of SWRL stabling facility at Leppington (Source: Author)
Photo 4: Rouse Hill Town Centre Stage 1 (Source: Author)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-41
3.3 Heavy Rail and Land Use Connection A significant potential benefit of rail is its ability to support land use objectives. Rail
transit stations often serve as a catalyst for higher-density, mixed use development,
known as Transit Oriented Development (Litman 2004, p6). Whilst this may give the
impression that rail transit is a “trigger” in influencing land use, it is also true that
land use affects how transport systems are planned. If we look at the context of
heavy rail, a well designed rail interchange for example will attract people to use it
who will then (more than likely) use the rail service. The recently completed
Parramatta Transport Interchange (see photo 5) is an example where its good design
and layout has attracted more people, the transport service stops are well laid out and
its permeability has improved greatly, particular the linkage with Westfield
Parramatta.
Photo 5: Parramatta Transport Interchange (Source: Author)
Rail systems are also perceived to increase land value all along their routes,
compared with freeways, and concentrate commercial development (and compact
housing) around stations. In this way rail systems attract more development, with
nodes of life, commercial activity and jobs clustering around suburban stations (see
photo 6), while freeways disperse development over wide areas usually only
reachable by car (see photo 7). The ability of rail to increase land values is now
being used as a way of paying for new rail systems in European and North American
Cities, by encouraging joint public and private development of the rail system and
associated commercial and residential projects. (Source: Newman and Kenworthy
1992)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-42
The rail link(s) (North West, South West and CBD Harbour Rail Links) have the
potential to lead development across Sydney and support renewal in established
areas. It would improve accessibility from the new Growth Centres to centres
providing jobs and other services within the existing urban area. It would integrate
with the existing rail network and improved bus networks, connecting centres across
the city. (Source: NSW Government City of Cities 2005, p165)
Photo 6 (left): Rail based land use development patterns (Source: Author)
Photo 7 (right): Road based land use development patterns (Source: Author)
Photos 6 and 7 illustrate the difference between road and rail based land use
development impacts. The road based development is low density whereas the rail
based development is high density.
3.4 Alternative Public Transport Modes for the North West and South West Transport Corridors On September 25P
thP 2007 there was a newspaper headline entitled “Costa push to
derail Hills link”. The article highlighted that the NSW treasury wanted the North
West Rail Link “reassessed” in favour “cheaper” bus rapid transitways. Then on 26P
thP
September 2007, was the headline “Rail line will proceed: Watkins” reaffirming the
Government’s position on the North West Rail Link. Politics and costs aside, this
provides an opportunity to examine and analyse the difference between heavy rail
and bus rapid transitways, both of which perform different roles and have different
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-43
relationships and consequences with land use pattern impacts, and this is described
in Table 1 below using a basic “bus” and “rail” comparison.
Bus
Rail
Flexibility. Bus routes can change and
expand when needed. For example, routes
can change if a roadway is closed, or if
destinations or demand changes.
Requires no special facilities. Buses can
use existing roadways, and general traffic
lanes can be converted into a busway.
More suitable for dispersed land use, and
so can serve a greater rider catchment area.
Several routes can converge onto one
busway, reducing the need for transfers.
For example buses that start at several
suburban communities can all use a
busway to a city centre.
Lower capital costs.
Is used by more people who are transit
dependent, so bus service quality
improvements provide greater equity
benefits.
Greater demand. Rail tends to attract more
discretionary riders than buses
Greater comfort, including larger seats
with more legroom, more space per
passenger, and smoother and quieter ride.
More voter support for rail than bus
improvements.
Greater maximum capacity. Rail requires
less space and is more cost effective on
high volume routes.
Greater travel speed and reliability, where
rail transit is grade separated.
More positive land use impacts. Rail tends
to be a catalyst for more accessible
development patterns.
Increased property values near transit
stations.
Less air and noise pollution, particularly
when electric powered. Rail stations tend
to be more pleasant than bus stations, so
rail is more appropriate where many transit
vehicles congregate.
Table 1: Comparison of Bus and Rail Mode (Source: Litman 2004)
Whilst Litman made the point of rather than debating whether or not rail is superior
to bus, it is generally better to consider which is more appropriate in a particular
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-44
situation. If we consider this particular situation of the North West Rail Link corridor
(and the initial reasons for having a heavy rail link), a “bus route” running along the
North West Rail Link Corridor to the City would make it one of Sydney’s longest
bus routes. This option totally goes against the original strategic aims, goals and
objectives of the State Plan and the Metropolitan Strategy.
In addition, the existing bus services running along the North West corridor to the
CBD is at “near capacity” as indicated by Westbus Chief Executive Owen Eckford
where it has added 16 buses to the services it runs along the M2 Motorway into the
city and North Sydney after a steep rise in passenger numbers. The boost was its
latest attempt to meet the needs of 8000 to 10,000 workers travelling by bus to the
office every day from suburbs in the North West. The demand is so great that even
the “bendy” (articulated) bus is not big enough, despite having a capacity of 63
seated passengers. (Source: Sydney Morning Herald, 16 P
thP March 2007)
Despite the 25P
thP September article floating the idea of (by “private investors”)
initially building an underground tollway, with the intention of converting it later to
rail, there is no guarantee that it will happen, it could end up being a normal toll
road, which “guarantees income” like the other toll roads in Sydney which investors
have a stake in. The second scenario, if this underground tollway were to go ahead
and not be converted to heavy rail use, it could end up being like the half built
Dombarton-Maldon Line located south of Sydney, a waste of resources and
taxpayers money (see photo 8).
Photo 8: Half completed Dombarton-Maldon Line (source: NSWrail.net)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-45
The second issue with the bus service replacing the proposed North West Rail Link,
is where are all these “additional” buses (including other CBD inbound buses from
other parts of Sydney) going to be parked for unloading in the AM peak and loading
in the PM peak. It appears (see photo 9) that the existing Wynyard Bus station at
York St (near the Harbour Bridge) is at “near capacity” in the AM peak and that it
would be likely there wouldn’t be any more capacity for extra inbound bus services.
The same could be said for the PM peak, with the buses leaving Sydney CBD.
Should this eventuate, one could question whether there’s any difference at all in
driving, after all buses and cars travel on the “same road”.
Photo 9: Existing Wynyard York St Bus Terminus in AM peak weekday (Source: Author)
Whilst the South West Rail Link Corridor is “less complex” than the North West
because the area is not “built up” and developed (the concept plan having recently
being approved by the Minister for Planning), there would also be parallels with the
North West should the South West Rail Link be replaced by a bus service. However,
in this circumstance/scenario there are two differences compared with the North
West. Firstly there is an existing rail line at Glenfield (near the proposed South West
Rail Link) which connects to the City via the East Hills line and the South Western
M5 Motorway which offers cashback to privately registered vehicles whereas the M2
Motorway does not. Nonetheless, one would hope that by the time the South West
Rail Link is built, those “new” residents can look forward and early establish their
travel habits by using the new rail link rather than drive and add to the already peak
hour congested M5 Motorway and M5 East Freeway.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-46
Reason for using public transport to travel to work in NW and SW area
18%
6%
14%
5%
13%4%
12%
7%
8%
2%
1% 10%
Parking problems/costs
Don't have car
Cheaper
Car used by someone else
Faster
Arrives closer to destination
Less stressful
Live/work close to public transport
Enjoy time to read/relax
Environmental reasons
Employer assists with publictransport costs
Other specify
Reason for using car instead of public transport to travel to work in NW and SW area
20%
13%
19%5%5%
4%
6%
6%
6%
8%1%
7%Bus/train unavailable/inaccessible
Problems with public transport
Vehicle faster
Provided by company/business
Need vehicle for work
Need vehicle for other trips
Can make trip whenever I like
No timetable/waiting constraints
Arrives closer to destination
More comfortable
Carpooling arrangements
Other specify
Figure 19: Reason for using car instead of Public Transport to work in North West and South West area (Source: NSW Ministry of Transport TDC 2007)
Figure 20: Reason for using Public Transport instead of car to work in North West and South West area (Source: NSW Ministry of Transport TDC 2007)
Figures 19 and 20 show the combined North West and South West Study area of the
reasons why some people use cars and others use public transport to travel to work.
Due to the data being provided as a combined total for both areas, it was not possible
to separate them. Figure 19 had a total response of 197,096 respondents whilst figure
20 had a total of 40,087 respondents. It is interesting to note in figure 20 that 18% of
the respondents (being the largest representative total) have cited parking problems
and costs for not using a car, surprising given these areas are thought to have ample
parking, whilst 13% have cited faster public transport. Appendix A has a full
breakdown of the household and number of cars owned in each of the travel zones.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-47
4. North West Land Use and Transport Corridor Planning Analysis
4.1 Introduction This chapter will focus on analysing the planning process for the North West Rail
Link and undertake a strategic land use and transport analysis of the North West Rail
Link corridor using the Transport Data Centre Household Travel Survey to
understand the travel patterns and demands in this corridor. As mentioned earlier, the
analysis of the North West Rail Link corridor will be limited to the “Stage 1”
(Epping to Hills Centre) and “Stage 2” (Hills Centre to Rouse Hill) of the link only
to establish a picture and understand how this rail link is planned in an existing
environment context. The proposed North West Rail link is shown in Figure 21
below.
Figure 21: North West Rail Link Route Overview (Source: TIDC NWRL Preferred project report by GHD May 2007)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-48
4.2 North West Rail Link Project Description The North West Rail Link (NWRL) is a proposed 22 km passenger heavy rail line
running from Epping to Rouse Hill via Castle Hill. It includes six new stations;
Franklin Road, Castle Hill, Hills Centre, Norwest, Burns Road, and Rouse Hill (with
an interim train stabling facility. As part of the NSW Government Metropolitan Rail
Expansion Program, (MREP), the proposed NWRL will provide links between new
employment and growth areas within Sydney.
The NWRL is proposed to be built in two stages. The first stage between Epping and
Hills Centre is proposed to be operational by 2015, whilst the second stage between
Hills Centre and Rouse Hill is expected to be operational by 2017.
(Source: Transport Infrastructure Development Corporation NWRL Planning Update
No. 3 June 2007)
4.3 Existing Public Transport Services Within the North West Rail Link Corridor as indicated in Figure 21, CityRail runs
train services on the Western and Blue Mountains line (along the bottom left of
Figure 21) and the Northern and Central Coast/Newcastle line (to the right of Figure
21). Parramatta, Blacktown are the nearest rail stations serving travellers in the
NWRL corridor area. Strictly speaking though, in the context of this study, it would
be fair to say that the area around the NWRL Corridor is not served by rail.
The majority of buses serving the study area are run by Hillsbus and Busways
Blacktown. These routes are illustrated in Figure 22 on the next page. The study area
is known as “Contract Region 4” and encompasses the suburbs of Blacktown, Rouse
Hill, Castle Hill, Dural and Parramatta. Strategic bus corridors 3, 6, 5 and 40 run
through the corridor as indicated on Figure 12, page 25.
In the absence of a heavy rail service in the study area, Figure 22 on the next page
indicates a comprehensive bus route network serving and linking many centres in the
North West. However, should travellers wish to travel to other parts of Sydney, a
connection to the rail service at Parramatta, Blacktown or the Richmond Line may be
necessary (especially in off peak and on weekends).
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-49
Figure 22: Contract region 4 (Source: NSW Ministry of Transport)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-50
4.4 North West Transitway In March 2007, the first stage of the North West Transitway (T-way) opened
between Rouse Hill and Parramatta railway station. The second stage between
Blacktown and Parklea is due to open on Saturday 3P
rdP November 2007 (see Figure
23).
Figure 23: North West T-way network (Source: HTUwww.t-way.nsw.gov.au UTH)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-51
The North West T-way is a dedicated daily high frequency service that runs parallel
on a dedicated busway to Old Windsor Road. The Blacktown section runs parallel to
Sunnyholt Road. The T-way routes (and journey time each direction) are as follows:
o T61: Blacktown and Parramatta (35 mins)
o T62: North Kellyville and Parramatta (42 mins)
o T63: Kellyville Ridge and Parramatta (45 mins)
o T64: Rouse Hill and Parramatta (via Beaumont Hills) (60 mins)
o T65: Rouse Hill and Parramatta. (38 mins)
During September on two weekday morning peaks, a passenger count of the
alighting passengers from the T-way heading into Parramatta rail station (Western
Concourse) was conducted at the Parramatta Transport Interchange stand A1 (see
Figure 24). This assumes that all of the passengers counted in the survey who walked
into Parramatta Station will be catching a train to the city. Because of the departing
T-way services at stand B4, it was not possible to conduct a detailed count and
observation of passengers moving from the rail station exits to stand B4. So it is also
assumed, for the purposes of this exercise, that the “same” passengers in the morning
count will also make the return trip in the afternoon peak after catching the rail
service from the City. These counts (Figures 25 and 26) are detailed on the next
page.
Figure 24: Parramatta Transport Interchange (Source: NSW Ministry of Transport)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-52
North West T-way passengers heading into Parramatta Station (Wednedsay 12th September 2007)
87
15
11 12
32
16
21
18
9
18
15
6 7
21
0
5
10
15
20
25
30
35
07:0
2:00
07:2
1:00
07:3
0:00
07:3
5:00
07:4
0:00
08:0
0:00
08:0
7:00
08:0
7:00
08:0
9:00
08:1
0:00
08:2
6:00
08:2
6:00
08:4
0:00
08:4
0:00
08:5
0:00
T65 T62 T65 T64 T63 T65 T62 T63 T61 T64 T65 T61 T64 T62 T62
T way route & arrival time
No.
of p
asse
nger
s
North West T-way passengers heading into Parramatta Station (Thursday 13th September 2007)
5 5
17
8
14
10
18
25
12 12
27
15
22
27
2
2119
15
911
12
0
5
10
15
20
25
30
06:5
9:00
07:0
0:00
07:0
6:00
07:2
2:00
07:2
3:00
07:2
5:00
07:3
3:00
07:3
3:00
07:4
6:00
08:0
2:00
08:0
2:00
08:0
2:00
08:0
4:00
08:1
0:00
08:2
7:00
08:2
7:00
08:2
7:00
08:4
0:00
08:4
5:00
08:4
7:00
08:5
7:00
T65 T63 T65 T61 T65 T62 T63 T64 T65 T61 T62 T63 T65 T64 T61 T65 T62 T63 T64 T65 T62
T way route & arrival time
No.
of p
asse
nger
s
Figure 25: North West T-way passenger count heading into Parramatta Station on Wednesday 12 P
thP September 2007 (Source: Author)
Figure 26: North West T-way passenger count heading into Parramatta Station on Thursday 13 P
thP September 2007 (Source: Author)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-53
Figure 25 indicates the total number of passengers (216 in total) that arrived at
Parramatta Transport Interchange heading into the rail station concourse between
7:00am and 9:00am on Wednesday to alight from the T-way, with a total arrival of
15 services. Figure 26 indicates the total number of passengers (306 in total) that
arrived at Parramatta Transport Interchange heading into the rail station concourse
between 7:00am and 9:00am on Thursday to alight from the T-way, with a total
arrival of 21 services, 7 services more than Wednesday.
Thursday appears to be a busier day than Wednesday with more services and
passengers arriving within the same time period compared with Wednesdays. Both
days indicate that the majority of passengers arrive between 7:30am and 8:30pm. the
route T65 appears to be very popular with passengers judging by the arrivals as well
as having the fastest trip route of all T-way routes at 38 mins. During both days of
the survey, it was also observed that there were 8 cars parked at the Burns Road Park
and Ride (5% usage, see photo 10) and 79 cars parked at Riley Park and Ride (59%
usage)
Photo 10: Park and Ride Facility at Burns Road T-way Station (Source: Author)
As the North West T-way has only been in operation for a few months, this is a good
start and will continue to build up as the New Rouse Hill Town Centre fully opens
soon. The Liverpool to Parramatta Transitway (route T80) in the South West also
had a low patronage in the beginning, but on the day of this survey at Parramatta
station, it was observed that every T80 service that arrived was at “crush capacity”
and the North West T-way also has the potential to achieve similar patterns. The
North West T-way will play a “complimentary” role when the NWRL is completed
and offer the North West a comprehensive and efficient public transport option
which will have a positive influence on future land use planning.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-54
4.5 Planning analysis of the North West Rail Link This chapter will focus on the planning process of North West Rail Link (NWRL)
and how it will integrate with land use planning. The following documents prepared
in planning for the NWRL will be reviewed and analysed in this chapter:
o GHD, November 2006. North West Rail Link Environmental Assessment and
Concept Plan. Prepared for Transport Infrastructure Development
Corporation
o GHD, May 2007. North West Rail Link: Preferred Project Report. Prepared
for Transport Infrastructure Development Corporation
The first report is the initial concept plan and environmental assessment, which is
then put on exhibition for comment whilst the second report is in response to the
submissions and issues raised by stakeholders in the first report.
North West Rail Link Environmental Assessment and Concept Plan The NWRL is a Part 3A Project under the NSW Environmental Planning and
Assessment (EP&A) Act 1979. Part 3A of the EP&A Act establishes an assessment
and approval regime for development that is declared to be a Part 3A project by
either a State Environmental Planning Policy or Ministerial Order (section 75B).
Section 75B states:
o This Part applies to the carrying out of development that is declared under
this section to be a project to which this Part applies:
o by a State Environmental Planning Policy, or
o by order of the Minister published in the Gazette
(Source: NSW Legislation, EP&A Act 1979)
The project was declared to be a project to which Part 3A applies by an order made
by the Minister on 7 April 2006. Division 3 of Part 3A provides a process for the
environmental assessment and approval of concept plans for projects where the
Minister has authorised or required a proponent to submit a concept plan under
section 75M of the EP&A Act. On 3 July 2006 the Minister authorised TIDC to
prepare this concept plan for the project.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-55
Under s75M(2), a concept plan is to:
o outline the scope of the project and any development options, and
o set out any proposal for the staged implementation of the project, and
o contain any other matter required by the Director General.
(Source: NSW Legislation, EP&A Act 1979)
The concept plan assessment and approval process enables a proponent to obtain
approval for the key parameters of a major, complex project whilst allowing
necessary flexibility to undertake more detailed design and assessment of the specific
components of the project. This would enable matters such as the suitability of a
site/route and environmental issues to be resolved early in the project planning
process.
The concept plan approval process is particularly relevant to large scale, long-term
and complex infrastructure projects (such as the project) for which conceptual
strategic planning work has already been undertaken. A concept plan approval would
ensure better integration of land use and transport planning in the local government
areas affected by the project. Importantly, submission of a concept plan would also
enable further community involvement in the strategic planning phase and in the
refinement of the project.
(Source: GHD, November 2006. North West Rail Link Environmental Assessment
and Concept Plan p 2.8)
The Environmental Assessment and Concept plan goes into a lot of detail addressing
a wide range of social, economic and environmental issues considering a project of
this scale in an existing urban area. The draft Statement of Commitments details 40
points for further consideration in accordance with section 75F(6) of the EP&A Act.
Land Use Impacts and Planning The project has the potential to act as a catalyst for residential and commercial
development, with an increase in land use intensity, in the vicinity of the six new
station sites. In particular, there is the potential for development with a transit
oriented focus in the vicinity of Franklin Road, Burns Road and Rouse Hill Stations.
Burns Road and Rouse Hill Stations are located within new release areas (the
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-56
Balmoral Road Release Area and the Rouse Hill Regional Centre) and the presence
of a station has already been taken into account in the planning and development of
these areas. Existing land uses within the vicinity of the other stations would be able
to take advantage of the increased access that the stations provide. Intensification of
existing land uses around Castle Hill, Hills Centre and Norwest Stations may also
occur. (Source: GHD, November 2006. North West Rail Link Environmental
Assessment and Concept Plan, p viii)
Whilst the project is recognised for having the potential to integrate with land use
planning, the actual process of how to achieve it is not explained in great detail
because the scope of the report is to address the environmental impacts during
construction and to present a concept plan for approval under part 3A of the EP&A
Act. Another issue with the NWRL link is that it’s built in a developed area and land
use rezoning or increased development density changes (i.e. compatible “new” and
existing” developments located in same precinct) will occur as a result of the NWRL
been built. Whilst part 3A “reduces red tape” and allows for a streamlined planning
approval process, it is too focused and concentrated on “getting it approved” by the
Minister for Planning (and not the Minister for Transport as well for example)
without any real opportunity for all the stakeholders to get involved.
Indeed part 3A has not been without its controversies with developers trying to
bypass local authorities to get “direct” approval from the Minister and also the
powers granted to him to “call in” any developments. It appears also, from an
examination of this Environmental Assessment, that an opportunity is missed to
“practice” integrated land use and transport planning, stakeholders merely just
respond to what is presented from an environmental assessment perspective.
North West Rail Link Preferred Project Report The preferred project report is a response from the Transport Infrastructure
Development Corporation to the submissions it has received from the exhibition of
the Environmental Assessment and Concept Plan in accordance with section 75H(6)
of the EP&A Act 1979. Whilst the NWRL has undergone some design modifications
to address some issues raised in the submission, there is still a lack of a “plan
forward” to a process of how to integrated transport and land use planning. This is
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-57
evident with some of the issues raised by stakeholders detailed below with regard to
land use planning and the impacts on land during construction.
Baulkham Hills Shire Council o Opposition to any part of the rail line above ground
o Consideration of a rail station at Samantha Riley Drive
o Development limitations and development potential in the vicinity of
Franklin Road Station
RailCorp o Integration of station precincts with surrounding land uses
Blacktown City Council o Integration of the stabling facility with future surrounding land uses
NSW Ministry of Transport o Integration of any future extension with planning for the North West Growth
Centre
Hornsby Shire Council o Significant land use implications in the vicinity of Franklin Road Station
(consistency with the relevant Development Control Plan and commercial
centres hierarchy to be investigated)
Landcom o Deliver the project faster and stages 1 and 2 concurrently
o Consult with Landcom and other key stakeholders to integrate the design of
Rouse Hill Station
o Commence detailed project approvals for the Rouse Hill Station to coincide
with other development
o Development adjacent to or above the rail tunnel
(Source: Adapted from GHD, May 2007. North West Rail Link: Preferred Project
Report. Table A1)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-58
In addressing each of the concerns, the report directs the reader to the relevant
section where it addresses the issue. In some cases, the actual section does not exist
in the report (e.g. 5.8.5), and there isn’t any evidence of a “concrete proposal” to
seriously address the concerns, only what measures are implemented to address the
“environmental impacts”.
Staged Delivery of NWRL The staged delivery of the NWRL was also a concern raised as it will impact on the
overall land use planning timeframe. Western Sydney Regional Organisation of
Councils (WSROC) notes that because the NWRL is being delivered in two stages
that “A major disadvantage of stopping the construction at the Hills Centre Station
for the first stage is the lost opportunity to connect with the new Rouse Hill Regional
Centre (currently under construction) and the Norwest Business Park which
currently employs some 25,000 people (with Woolworths alone employing 7,000
people) with an anticipated total employment of 35,000 people by 2010” (Source:
WSROC Response to TIDC NWRL Environmental Assessment and Concept Plan,
February 2007).
4.6 Land Use and Transport Analysis The objective of this chapter is to undertake a strategic land use and transport
analysis of the North West Rail Link corridor and present the corridor’s existing and
forecasted travel and land use characteristics. This is carried out by an analysis of the
Household Travel Survey data sets and Small Area and Employment Forecasts
supplied by the NSW Ministry of Transport, Transport Data Centre (TDC). The full
details of the Household Characteristics, Population and Employment Forecast Data
of the North West Rail Link Corridor (together with the South West Rail Link
Corridor) are in Appendix A.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-59
Figure 27: North West Rail Link Study Area (Source: NSW Ministry of Transport TDC 2007)
Figure 27 above represents the entire North West Rail Link corridor and surrounding
areas; the orange line represents the North West Rail Link whilst the blue line
represents the North West Transitway (discussed earlier). Each of the three digit
numbers shown in Figure 27 represent a “travel zone” and hold data such as purpose
and mode of trips within that particular travel zone. The study area falls mainly
within the Baulkham Hills Council area with part of the proposed North West Rail
Link in Hornsby Council area.
In developing the data set analysis, only travel zones “immediate” to the North West
Rail Link were used for this analysis, so not all the zones shown above were used for
this exercise, either because they are not near the North West Rail Link or are
already close to both the existing Western and Northern Lines of the CityRail
network. The suburbs listed in figure 27 are for travel zone data classification
purposes only and does not necessarily match the actual suburb name in the street
directory (e.g. West Pennant Hills (east)).
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-60
The zones selected out of Figure 27 are:
Table 2: Selected Travel Zones for the data analysis: (Source: adapted from data set provided by NSW Ministry of Transport TDC 2007)
Land Use analysis Population and employment forecasts at travel zone level are estimated using
forecasting models that are managed by the TDC. These forecasts are provisional
small area estimates which are normally used as inputs in other modelling processes
such as in Sydney Strategic Travel Model. It should be differentiated from the
official Population Projections produced at a broader geographical level which are
sectioned by the NSW Government. (Source: NSW Ministry of Transport, TDC
2007)
TDC Data Coverage Suburbs (North West Rail Link)
TZ (refer to fig. 27)
Baulkham Hills 454 Baulkham Hills East 621 Baulkham Hills Southwest 455 Baulkham Hills West 622 Beaumont Hills 624 Bella Vista 769 Box Hill 627 Castle Hill 755 Castle Hill North 620 Castle Hill Showground 753 Castle Hill South 756 Castle Hill West 453 Cherrybrook 470 Glenhaven 690 Glenhaven East 691 Glenwood 748 Kellyville 456 Kellyville North 752 Kellyville Ridge 747 Kellyville South 623 Norwest Business Park 754 Rouse Hill 750 Rouse Hill South 751 Rouse Hill West 752 West Pennant Hills (east) 757 West Pennant Hills (west) 452
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-61
North West Study Area Population Forecast
221,977212,764203,465
190,338175,382
161,119
0
50,000
100,000
150,000
200,000
250,000
2006 2011 2016 2021 2026 2031
Year
No.
of j
obs
Population forecast
The land use analysis is based on data from TDC’s Small Area Population and
Employment Forecasts. An analysis of the study area’s population and employment
characteristics was undertaken using the most recent 2006 data to present the
existing situation, and using the forecasted year of 2031 to present the future
situation for the corridor. The 2031 forecast year was selected because over the next
25 years initiatives such as the Sydney Metropolitan Strategy and the North West
Rail Link will have been implemented.
Population
Figure 28: North West Study Area Population Forecast (Source: NSW Ministry of Transport TDC 2007)
The land use analysis revealed that the study area accommodates a population of
161,119 people in the year 2006, forecasted to grow to 221,977 in the year 2031. The
study area’s majority of existing population are located in Baulkham Hills, Castle
Hill and West Pennant Hills. The bulk of the study area’s future population growth is
accommodated in Kellyville, Rouse Hill and Glenhaven; these areas are near the
future North West Growth Centre and are an indicator of population shifting further
out. (Source: NSW Ministry of Transport, TDC 2007)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-62
North West Study Area Employment Forecast
99,57597,58994,07390,019
78,680
61,776
0
20,000
40,000
60,000
80,000
100,000
120,000
2006 2011 2016 2021 2026 2031
Year
No.
of j
obs
Employment Forecast
Employment
Figure 29: North West Study Area Employment Forecast (Source: NSW Ministry of Transport
TDC 2007)
The land use analysis revealed that the study area accommodates an employment
forecast of 61,776 jobs in the year 2006, forecasted to grow to 99,575 jobs in the
year 2031. There is a notable “sharp growth” between 2006 and 2016. The majority
of the employment growth is accommodated in the Norwest Business Park with
around 35,000 jobs in the year 2031, more than double the 2006 forecast of around
16,000 jobs. Rouse Hill is the next suburb in the study area with the biggest jobs
growth, with 8,000 jobs forecast for the year 2031, up from 1,388 from the year
2006. (Source: NSW Ministry of Transport, TDC 2007). These results indicate that
the North West Rail Link’s two stations of Rouse Hill and Norwest Business Park
will be a major trip generator for people working in the area.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-63
Total trips into and out of NWRL corridor by purpose
0
5,000
10,000
15,000
20,000
25,000
30,000
35,000
40,000
45,000
50,000
Weekdays out Weekdays in Weekends out Weekends in
Trip purpose
No.
of t
rips
Commute
Education/chilcare
Home
Other
Personal business
Serve passenger
Shopping
Social/recreation
Work related business
Total trips into and out of NWRL Corridor by mode
0
10,000
20,000
30,000
40,000
50,000
60,000
70,000
80,000
Weekdays out Weekdays in Weekends out Weekends in
Tr i p M ode
Bus-government
Bus-pr ivat e
Ot her
Train
Vehicle Driver
Vehicle Passenger
Walk
Transport Analysis
Figure 30: Total no. of trips into and out of NWRL Corridor by mode (Source: NSW Ministry of Transport TDC 2007)
Figure 31: Total no. of trips into and out of NWRL Corridor by purpose (Source: NSW Ministry of Transport TDC 2007)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-64
Total trips into and out between NWRL and other parts of Sydney
0
10,000
20,000
30,000
40,000
50,000
60,000
Weekdays out Weekdays in Weekends out Weekends in
Other parts of Sydney
No.
of t
rips
Eastern Suburbs
Forest District
Greater Western Sydney
Hills District
Inner West
North Shore (Low er)
North Shore (Upper)
North Western
Northern Beaches
Other (outside Sydney)
South Eastern Sydney
South Western Sydney
Southern Sydney
St George Area
Sydney CBD
Figure 32: Total no. of trips between NWRL Corridor and other parts of Sydney (Source: NSW Ministry of Transport TDC 2007)
Figures 30 to 32 show the total trips into and out of the NWRL corridor by mode
purpose and between the NWRL corridors and other parts of Sydney. Whilst figure
30 “confirms” the private vehicle as the dominant form of transport into and out of
the area, this unsustainable trend could continue if the NWRL were not to be built.
The high number of trips into and out of the NWRL corridor for “home” purpose
indicates that trips into and out of the area is primarily for commuting purposes. If
the land uses mix changes, this trend will also change. The most surprising thing
figure 32 reveals is that a high number of trips is between the NWRL corridor and
Greater Western Sydney. This is a possible indicator that people are working in jobs
primarily in Greater Western Sydney rather than the traditional Sydney CBD. An
implication for the NWRL is whether this will balance and spread the trips to other
parts of Sydney, particularly for work commuting.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-65
4.7 Future Influences on the Corridor
Burns Road and Balmoral Road future release area The Balmoral Road Release Area is located in the Baulkham Hills LGA in the
vicinity of Balmoral Road and Burns Road. It was originally identified as an urban
release area under the State Government’s Urban Development Program in 1998.
The Balmoral Road Local Environmental Plan was gazetted on 13 April 2006. This
plan rezoned rural land to allow development of the release area. The release area,
which has an area of approximately 500 hectares, adjoins the suburbs of Kellyville,
Bella Vista and Castle Hill.
It is proposed to accommodate approximately 15,000 people and 6,000 dwellings.
Other proposed land uses include a transit interchange/transitway stop in the vicinity
of the proposed Burns Road Station, commercial and employment development,
public services and facilities such as open space and schools.
The part of the land release area that is partially affected by the project has been
identified and zoned as land for railway purposes by the Balmoral Road Local
Environmental Plan.
(Source: GHD, November 2006. North West Rail Link Environmental Assessment
and Concept Plan, p3.24-3.25)
Other significant impacts on the NWRL will be the future development of the North
West Growth Centre and the Rouse Hill Town Centre full opening next year. These
changes, because of the NWRL link corridor, will produce a highly transit oriented
development along the North West Corridor. One possible interim impact in the area
may be the future third lane addition of the M2 motorway. As it is likely that this
will occur before the opening of the NWRL, this could be a factor in people’s travel
mode choice preference as the extra capacity could possibly encourage more car
drivers.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-66
5. South West Land Use and Transport Corridor Planning Analysis
5.1 Introduction This chapter will focus on analysing the planning process for the South West Rail
Link and undertake a strategic land use and transport analysis of the South West Rail
Link corridor using the Transport Data Centre Household Travel Survey to
understand the travel patterns and demands in this corridor. The proposed South
West Rail link is shown in figure 33 below.
Figure 33: South West Rail Link Route Overview (Source: TIDC SWRL Environmental Assessment and Concept Plan by PB May 2007)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-67
5.2 South West Rail Link Project Description The South West Rail Link (SWRL) is a proposed 13 kilometre twin track passenger
rail line from Glenfield to Leppington via Edmondson Park (South West Growth
Centre, refer to Figure 34). It includes two new stations at Edmondson Park and
Leppington, an upgrade to Glenfield Station and a new train stabling (train parking)
facility west of Leppington.
(Source: Transport Infrastructure Development Corporation SWRL Planning Update
No. 3 May 2007)
Figure 34: South West Growth Centre Structure Plan. (Source: NSW Department of Planning 2005. Managing Sydney’s Growth Centres)
5.3 Existing Public Transport Services Within the South West Rail Link Corridor as indicated in Figure 33, CityRail runs
train services to Campbelltown via Granville and East Hills Line. Glenfield and
Macquarie Fields are the nearest rail stations serving travellers in the SWRL corridor
area. The majority of buses serving the study area are run by Busabout and Interline;
these routes are illustrated in figure 34 on the next page. The study area is known as
“Contract Region 2” and encompasses the suburbs of Liverpool, Glenfield,
Ingleburn, Bringelly and Hoxton Park. Strategic bus corridor 31 runs near the SWRL
corridor as indicated on Figure 12, page 25.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-68
Figure 35: Contract region 2 (Source: NSW Ministry of Transport)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-69
5.4 Planning analysis of the South West Rail Link This chapter will focus on the planning process of South West Rail Link (SWRL)
and how it will integrate with land use planning. The following documents prepared
in planning for the SWRL will be reviewed and analysed in this chapter:
o Parsons Brinckerhoff, November 2006. South West Rail Link. Concept Plan
and Environmental Assessment. For Transport Infrastructure Development
Corporation
o Parsons Brinckerhoff, May 2007. South West Rail Link Concept Plan and
Environmental Assessment. Submissions Report For Transport Infrastructure
Development Corporation
The first report is the initial concept plan and environmental assessment, which is
then put out onto exhibition for comment whilst the second report is in response to
the submissions and issues raised by stakeholders in the first report.
South West Rail Link Concept Plan and Environmental Assessment The NSW Minister for Transport and the voting shareholders of TIDC have granted
consent under Section 18(1) of the Transport Administration Act 1988 for TIDC to
undertake preparatory work required for the Metropolitan Rail Expansion Program
(MREP), which includes the SWRL.
Part 3A of the Environmental Planning and Assessment Act 1979 establishes an
assessment and approval regime for major infrastructure projects. It applies to
development that is declared to be a Part 3A project by either a state environmental
planning policy or a Ministerial Order published in the Government Gazette (under
Section 75B of the Act). The SWRL was declared to be a project to which Part 3A
applies by an order made by the Minister on 9 April 2006 pursuant to Section 75B.
(Source: Parsons Brinckerhoff, November 2006. South West Rail Link Concept Plan
and Environmental Assessment p30)
Compared with the NWRL, the SWRL planning process is assisted by the Growth
Centres Commission which co-ordinates the land releases and the provision of
infrastructure, this ensures that when people move in, there will be infrastructure
ready. The commission works closely with the relevant Local Council to prepare
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-70
detailed plans for land use. With this process in mind, the provision of the SWRL
will allow certainty in planning for precincts around it. A new State Environmental
Planning Policy (SEPP) Sydney Region Growth Centre 2006 was gazetted in July
2006 which sets out the statutory plans and processes that will apply in the North
West and South West Growth Centres. Central to the SEPP is the coordination of
sustainable land release for urban development within each growth centre.
Land Use Impacts and Planning As the SWRL is a new rail link to be built in a future developing area, the main issue
with the land use impacts (currently) is the reservation and acquisition of land from
private owners. When the SWRL is built, the following land use changes around the
two proposed stations are expected to occur:
Edmondson Park
o a town centre, comprising 25,000 square metres of retail floor space,
including two supermarkets
o 7,333 dwellings
o highway retail uses along part of the southern side of Camden Valley Way
o six local villages, including two villages on Camden Valley Way, that will
include local
o retail uses (e.g. convenience stores and cafes), high density residential
development, schools, community facilities and neighbourhood parks
o four schools, comprising a high school in the town centre and primary
schools at three of the local villages
o a hierarchy of public open space, including conservation areas (154 hectares),
riparian parks, district parks and neighbourhood active and passive recreation
areas.
(Source: Parsons Brinckerhoff, November 2006. South West Rail Link Concept Plan
and Environmental Assessment p105)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-71
Leppington
The South West Growth Centre Structure Plan divides the Leppington local area into
three development precincts: Leppington North, Leppington and East Leppington.
The proposed Leppington Station is located in the Leppington North precinct. The
SWRL corridor also crosses into the northern edge of the Leppington precinct west
of the Station. The Leppington precinct was not among the first precincts identified
for development by the Growth Centres Commission. Planning for the Leppington
precinct has not progressed beyond the level of detail contained in the South West
Structure Plan.
(Source: Parsons Brinckerhoff, November 2006. South West Rail Link Concept Plan
and Environmental Assessment p108)
South West Rail Link Concept Plan and Environmental Assessment Submissions Report The submissions report is a response from the Transport Infrastructure Development
Corporation to the submissions it has received from the exhibition of the Concept
Plan and Environmental Assessment in accordance with section 75H(6) of the EP&A
Act 1979.
The report notes that many of the issues raised matters of detail that cannot be fully
addressed at the Concept Plan level. These issues have been noted and would be
addressed as part of further design development and environmental assessment
planned for the next stage. The main issues were
o property impacts (from valuation/acquisition process)
o Existing parking at Glenfield station
o Land use impacts, during construction and future
o Operation of the rail link in the future
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-72
5.5 Land Use and Transport Analysis The objective of this chapter is to undertake a strategic land use and transport
analysis of the South West Rail Link corridor and present the corridor’s existing and
forecasted travel and land use characteristics. This is carried out by an analysis of the
Household Travel Survey data sets and Small Area and Employment Forecasts
supplied by the NSW Ministry of Transport, Transport Data Centre (TDC). The full
details of the Household Characteristics, Population and Employment Forecast Data
of the South West Rail Link Corridor (together with the North West Rail Link
Corridor) are in Appendix A.
Figure 36: South West Rail Link Study Area (Source: NSW Ministry of Transport TDC 2007)
Figure 36 above represents the entire South West Rail Link corridor and surrounding
areas; the orange line represents the South West Rail Link (indicative). Each of the
three digit numbers shown in Figure 36 represent a “travel zone” and hold data such
as purpose and mode of trips within that particular travel zone. The study area falls
mainly within the Liverpool Council area with part of the proposed South West Rail
Link in Campbelltown Council area.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-73
South West Study Area Population Forecast
41,336
53,253
69,80977,270
88,87399,315
0
20,000
40,000
60,000
80,000
100,000
120,000
2006 2011 2016 2021 2026 2031
Year
Popu
latio
n
population forecast
Table 3: Selected Travel Zones for the data analysis: (Source: adapted from data set provided by NSW Ministry of Transport TDC 2007)
Table 3 above lists the selected travel zones for the analysis
Land Use analysis
Figure 37: South West Study Area Population Forecast (Source: NSW Ministry of Transport
TDC 2007)
The land use analysis revealed that the study area accommodates a population of
41,336 people in the year 2006, forecasted to grow to 99,315 in the year 2031. The
majority of the existing population is in Hoxton Park with 16,475 people in 2006, but
forecast to grow only to 21,092 by the year 2031. By contrast the bulk of the study
area’s future population growth is accommodated in Edmondson Park and
Leppington, their population is expected to grow from 2,016 in 2006 to 15,026 in
2031 and 747 in 2006 to 9,123 in 2031 respectively. (Source: NSW Ministry of
Transport, TDC 2007)
TDC Data Coverage Suburbs (South West Rail Link)
TZ (refer to fig. 36)
Austral 671 Edmondson Park 366 Hoxton Park 365 Hoxton West 583 Ingleburn 379 Leppington 666 Macquarie Links 601 Prestons 670 Varroville 599
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-74
South West Study Area Employment Forecast
27,36324,196
21,65020,467
18,37615,991
-
5,000
10,000
15,000
20,000
25,000
30,000
2006 2011 2016 2021 2026 2031
Year
No.
of j
obs
Employment Forecast
Total trips into and out of SWRL corridor by mode
0
10,000
20,000
30,000
40,000
50,000
60,000
Weekdays out Weekdays in Weekends out Weekends in
Trip mode
No.
of t
rips
Bus-government
Bus-private
Other
Train
Vehicle Driver
Vehicle Passenger
Walk
Figure 38: South West Study Area Employment Forecast (Source: NSW Ministry of Transport TDC 2007)
The land use analysis revealed that the study area accommodates an employment
forecast of 15,991 jobs in the year 2006, forecasted to grow to 27,363 jobs in the
year 2031. There is a notable “sharp growth” between 2006 and 2016. The majority
existing and future (minimal) of the employment growth is accommodated in the
suburbs of Hoxton Park, Ingleburn and Prestons. (Source: NSW Ministry of
Transport, TDC 2007). These results indicate that the South West Rail Link’s two
stations of Edmondson Park and Leppington will be focus of residential home trips.
Transport Analysis
Figure 39: Total no. of trips into and out of SWRL Corridor by mode (Source: NSW Ministry of Transport TDC 2007)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-75
Total trips into and out of SWRL corridor by purpose
0
5,000
10,000
15,000
20,000
25,000
30,000
35,000
Weekdays out Weekdays in Weekends out Weekends in
Trip purpose
No. o
f trip
s
CommuteEducation/chilcareHomeOtherPersonal businessServe passengerShoppingSocial/recreationWork related business
Trips into and out between SWRL Corridor and other parts of Sydney
0
10,000
20,000
30,000
40,000
50,000
60,000
Weekdays out Weekdays in Weekends out Weekends in
Other parts of Sydney
No.
of t
rips
Eastern SuburbsForest DistrictGreater Western SydneyHills District Inner WestNorth Shore (Lower)North Shore (Upper)North WesternNorthern BeachesOther (outside Sydney)South Eastern SydneySouth Western SydneySouthern Sydney St George AreaSydney CBD
Figure 40: Total no. of trips into and out of SWRL Corridor by purpose (Source: NSW Ministry of Transport TDC 2007)
Figure 41: Total no. of trips between SWRL Corridor and other parts of Sydney (Source: NSW Ministry of Transport TDC 2007)
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-76
Figures 39 to 41 show the total trips into and out of the SWRL corridor by mode
purpose and between the SWRL corridors and other parts of Sydney. Whilst figure
39 also (like the NWRL) indicates that private vehicle as the dominant form of
transport into and out of the area, however on weekdays in, there is a high proportion
of trips heading into the study area being undertaken by the train . The high number
of trips into and out of the SWRL corridor for “home” purpose indicates that trips
into and out of the area is primarily for commuting purposes. If the land uses mix
changes, this trend will also change. Figure 41 reveals that a high number of trips are
between the SWRL corridor and South Western Sydney. This makes trips into and
out of the area still “within” the context of Western Sydney if we look at it from a
whole of Sydney perspective, cross commuting trips to other parts of Sydney very
minimal. This is a possible indicator that people are working and living within the
South Western Sydney Region. A “challenge” for the SWRL is whether this will
encourage more commuting to other parts of Sydney, or indeed, the future jobs
forecast attract people from other parts of Sydney.
5.6 Future Influences on the Corridor Whilst the future plans for the South West Growth Centre are well in various stages
of planning, ready to accommodate the future jobs and populations, the SWRL
corridor has the potential to influence other projects, such as the future extension of
the actual link, and be a platform for more detailed precinct planning in the South
West Growth Centre. The SWRL will provide an opportunity for to achieve an
optimum development of mixed land uses and also enhance the area’s long term
success and hopefully assist with the continual planning system improvement and be
an example of where good cooperation exists between all levels of Government and
stakeholders.
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-77
6. Evaluation and Conclusion In conclusion, this thesis has examined and analysed:
o The planning process of projected North West Rail Link in an “existing built
up urban area” context.
o The planning process of projected South West Rail Link in a “future
developing growth centre” area context.
o The role that “heavy rail” transport mode plays in integrated land use and
transport relationship.
o Whether the North West and South West Rail Links are the answer to address
the imbalance between public transport and private car usage?
o The consequences of land use planning in North West and South West
Sydney if the two rail links were not to be built.
The North West and South West Rail links are an opportunity to promote heavy rail
in being an influence on future land use patterns rather than just be a “rail system”.
The North West Rail Link planning process was challenging as it had to fit in an
“existing” built environment, whereas the South West Rail Link, one could argue, we
are starting a new challenge on a new piece of paper. The continued use of the car is
not sustainable, but having the new rail links provides “choice”. The progression of
Draft State Environmental Planning Policy 66: Integrated Land Use and Transport
should be reviewed as a result of these two rail links, and perhaps use as a case study
for “best practice”.
There is still a need for improvement in clarifying the roles of each level of
Government and stakeholders in the planning process. Indeed it would be better if
Sydney had followed other examples in other states or countries to practice good
integrated transport and land use planning. Each individual Government department
and stakeholders focusing on “achieving” its own objectives, the common goal of
making Sydney a better place to live becomes lost and it affects everyone, and then
one would ask: “Is Sydney Australia’s Global City?”
Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page A-78
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Calvin Cheng 3103753 Public Transport and Land Use Planning in North West and South West Sydney Page C-1
Appendix A
Household Characteristics, Population and Employment Forecast Data provided by Transport Data Centre, NSW Ministry of Transport.
North West, South West Rail link corridor Household characteristics by House hold Travel zoneHousehold zone Household Travel zone Household Population Usual Vehicle Extra vehicleNW_rail_link Westmead 3,514 9,385 4,459 639NW_rail_link Schofields 1,081 3,308 1,579 293NW_rail_link Marayong 7,303 23,158 10,165 1,672NW_rail_link Seven Hills 1,732 5,335 2,211 558NW_rail_link Blacktown Hospital 1,961 4,506 2,269 530NW_rail_link Blacktown 1,884 4,267 2,123 219NW_rail_link Kings Langley 2,522 8,190 5,035 693NW_rail_link Lalor Park 4,635 11,825 6,375 2,005NW_rail_link Toongabbie 3,160 8,465 4,937 872NW_rail_link Wentworthville 3,800 10,911 5,799 1,026NW_rail_link Winston Hills 4,912 14,252 8,941 1,428NW_rail_link Winston Hills East 2,160 5,423 3,504 305NW_rail_link Westmead - Westmead Hospital 2,683 6,967 2,447 486NW_rail_link Northmead 1,200 2,873 2,050 152NW_rail_link Carlingford 4,007 12,253 7,868 728NW_rail_link West Pennant Hills (west) 2,700 8,912 5,368 418NW_rail_link Castle Hill West 2,568 6,827 4,285 904NW_rail_link Baulkham Hills 2,074 5,557 3,555 137NW_rail_link Baulkham Hills Southwest 2,751 9,011 5,072 930NW_rail_link Kellyville 2,119 6,731 4,192 344NW_rail_link Kenthurst 1,625 5,273 3,935 97NW_rail_link Cherrybrook 2,669 9,374 5,652 546NW_rail_link Thornleigh 3,620 10,014 5,638 871NW_rail_link Cheltenham 1,837 5,438 3,611 485NW_rail_link Beecroft 4,324 13,117 7,777 1,487NW_rail_link Epping West 3,849 11,104 6,319 1,210NW_rail_link Vineyard North 1,037 3,505 2,421 246NW_rail_link Vineyard 1,390 2,988 2,615 280NW_rail_link Rouse Hill West 1,348 4,282 2,638 285NW_rail_link Quakers Hill 2,741 8,896 4,367 428NW_rail_link Parklea 1,559 4,720 2,751 400NW_rail_link North Rocks 1,357 4,349 2,868 173NW_rail_link Castle Hill North 1,807 5,794 3,965 75NW_rail_link Baulkham Hills East 2,669 7,955 5,151 510
NW_rail_link Baulkham Hills West 1,723 5,432 3,414 912NW_rail_link Kellyville South 964 2,764 1,711 111NW_rail_link Beaumont Hills 941 3,391 2,208 537NW_rail_link Annagrove 561 1,863 1,891 0NW_rail_link Box Hill 386 989 791 58NW_rail_link Glenhaven 2,299 7,861 4,924 521NW_rail_link Glenhaven East 2,466 9,076 5,035 746NW_rail_link Schofields South 1,411 4,608 2,313 100NW_rail_link Schofields East 687 1,608 1,260 282NW_rail_link Kellyville Ridge 804 2,928 1,827 100NW_rail_link Glenwood 1,442 4,136 2,321 264NW_rail_link Rouse Hill 1,043 3,743 2,251 230NW_rail_link Rouse Hill South 610 1,603 1,482 77NW_rail_link Kellyville North 538 1,485 1,342 0NW_rail_link Castle Hill Showground 848 3,211 2,690 0NW_rail_link Norwest Business Park 672 2,496 1,472 249NW_rail_link Castle Hill 865 2,432 1,766 51NW_rail_link Castle Hill South 1,085 2,497 1,437 255NW_rail_link West Pennant Hills (east) 2,095 8,199 4,685 972NW_rail_link Dural 823 2,524 1,527 205NW_rail_link Bella Vista 2,038 7,653 4,734 264NW_rail_link Riverstone South 1,843 4,751 2,113 745NW_rail_link Riverstone 1,622 5,213 2,628 219NW_rail_link Riverstone North 683 2,358 1,881 92NW_rail_link Riverstone East 998 3,391 3,176 332NW_rail_link Epping - Boronia Park 567 1,237 795 122NW_rail_link Epping 887 1,758 798 26NW_rail_link Epping East 1,335 2,936 1,238 135NW_rail_link Pendle Hill 878 2,627 1,286 207SW_rail_link Hoxton Park 2,231 6,699 3,734 333SW_rail_link Edmondson Park 798 2,934 2,079 181SW_rail_link Ingleburn 1,191 2,864 1,167 244SW_rail_link Hoxton West 1,124 3,668 2,614 181SW_rail_link Leppington 753 1,459 897 320SW_rail_link Prestons 1,283 4,074 2,311 828SW_rail_link Austral 1,578 5,219 3,260 0Total 132,666 396,656 232,996 31,327
Reason for using Car instead of public transport for travel to work in North West and South West area
Reason for Car Weekday Weekend
Bus/train unavailable/inaccessible 39,548 11,760
Problems with public transport 25,487 4,641
Vehicle faster 38,292 10,902
Provided by company/business 9,510 1,499
Need vehicle for work 9,648 3,588
Need vehicle for other trips 8,292 1,539
Can make trip whenever I like 11,221 2,722
No timetable/waiting constraints 12,032 2,454
Arrives closer to destination 11,663 1,887
More comfortable 16,338 3,529
Carpooling arrangements 1,594 595
Other specify 13,471 4,434
Total Response 197,096 49,549Total People To Work 86,667 25,385
Reason for using Public transport for travel to work in North West and South West area
Reason for Public transport Weekday Weekend
Parking problems/costs 8,415 410
Don't have car 2,953 413
Cheaper 6,896 0
Car used by someone else 2,265 135
Faster 6,316 0
Arrives closer to destination 1,928 0
Less stressful 5,965 410
Live/work close to public transport 3,408 0
Enjoy time to read/relax 3,727 0
Environmental reasons 1,155 0
Employer assists with public transport costs 376 0
Other specify 4,684 0
Total Response 48,087 1,368Total People To Work 20,784 958
* One person can chose more than one response.
Employment and Population forecast for North West and South West area by Travel zone
emp2006 emp2011 emp2016 emp2021 emp2026 emp2031 erp2006 erp2011 erp2016 erp2021 erp2026 erp2031331 Westmead Holroyd (C) 2,887 2,886 2,861 2,859 2,829 2,787 10,566 10,898 10,936 11,023 11,099 11,153365 Hoxton Park Liverpool (C) 2,808 2,948 3,036 3,130 3,199 3,255 16,475 19,090 21,896 21,651 21,390 21,092366 Edmondson Park Liverpool (C) 398 537 1,167 1,291 1,408 1,520 2,016 5,852 13,075 13,237 14,121 15,026379 Ingleburn Campbelltown (C) 7,326 7,659 7,979 8,270 8,532 9,788 4,236 4,327 4,748 5,202 5,631 6,026404 Schofields Blacktown (C) - North 197 212 226 238 248 256 2,685 3,220 5,582 8,849 8,948 8,879405 Marayong Blacktown (C) - North 7,785 7,516 7,795 7,589 7,465 7,968 24,919 25,145 25,461 26,108 26,703 27,215419 Seven Hills Blacktown (C) - South-East 881 953 1,016 1,072 1,113 1,149 3,539 3,670 3,737 3,870 3,993 4,099420 Blacktown Hospital Blacktown (C) - South-East 9,088 9,128 9,214 9,279 9,262 9,229 4,501 4,953 5,540 6,361 7,145 7,878421 Blacktown Blacktown (C) - South-East 7,331 7,343 7,410 7,407 7,318 7,209 9,075 9,977 10,783 11,957 13,073 14,109422 Kings Langley Blacktown (C) - North 3,499 3,744 3,976 4,175 4,316 4,431 13,200 13,098 12,829 12,629 12,422 12,194423 Lalor Park Blacktown (C) - South-East 1,214 1,304 1,387 1,459 1,514 1,560 15,301 15,047 14,792 14,648 14,488 14,295424 Seven Hills North Blacktown (C) - South-East 10,308 10,432 10,814 11,026 11,107 11,098 614 642 659 690 719 744425 Toongabbie Parramatta (C) 732 718 691 674 655 634 6,702 6,671 6,685 6,730 6,769 6,793426 Wentworthville Parramatta (C) 1,702 1,617 1,520 1,449 1,377 1,308 9,162 9,321 9,435 9,590 9,735 9,859427 Winston Hills Parramatta (C) 992 951 898 861 822 782 11,575 11,649 11,773 11,953 12,134 12,300428 Winston Hills East Parramatta (C) 328 328 321 317 310 303 4,840 4,845 4,927 5,030 5,129 5,217429 Westmead - Westmead Hospital Parramatta (C) 14,397 15,071 15,602 16,302 16,916 17,558 7,198 8,542 9,301 10,104 10,929 11,762450 Northmead Baulkham Hills (A) 1,036 1,084 1,117 1,146 1,160 1,167 6,471 7,573 8,981 10,844 12,649 14,381451 Carlingford Baulkham Hills (A) 2,605 2,768 2,897 3,010 3,082 3,130 12,706 12,884 13,213 13,767 14,290 14,764452 West Pennant Hills (west) Baulkham Hills (A) 2,565 2,713 2,827 2,930 2,994 3,034 9,647 9,901 9,963 10,139 10,302 10,440453 Castle Hill West Baulkham Hills (A) 4,201 4,425 4,589 4,704 4,739 4,722 7,477 7,339 7,308 7,347 7,376 7,387454 Baulkham Hills Baulkham Hills (A) 2,635 2,805 2,945 3,069 3,150 3,205 7,987 8,822 9,473 10,381 11,258 12,095455 Baulkham Hills Southwest Baulkham Hills (A) 3,490 3,689 3,822 3,933 3,986 3,997 7,884 7,728 7,664 7,666 7,659 7,633456 Kellyville Baulkham Hills (A) 1,570 1,637 1,694 1,749 1,782 1,801 17,261 19,603 19,511 19,209 18,899 18,549457 Kenthurst Baulkham Hills (A) 2,063 2,176 2,261 2,337 2,385 2,413 5,346 5,230 5,124 5,046 4,966 4,881470 Cherrybrook Hornsby (A) 1,892 1,983 2,055 2,119 2,156 2,173 12,385 12,164 11,989 11,847 11,703 11,544471 Thornleigh Hornsby (A) 5,126 5,473 5,745 5,977 6,122 6,213 10,940 11,191 11,404 11,514 11,615 11,692472 Cheltenham Hornsby (A) 1,166 1,211 1,252 1,293 1,323 1,344 4,373 4,426 4,482 4,505 4,523 4,530473 Beecroft Hornsby (A) 3,546 3,739 3,892 4,039 4,140 4,211 13,361 13,195 13,063 12,949 12,837 12,712474 Epping West Hornsby (A) 2,604 2,624 2,611 2,596 2,559 2,514 12,260 12,139 11,995 11,864 11,723 11,560583 Hoxton West Liverpool (C) 501 545 576 605 626 643 6,593 7,317 7,497 7,419 7,336 7,241599 Varroville Campbelltown (C) 163 184 200 215 229 242 163 186 214 244 273 301601 Macquarie Links Campbelltown (C) 578 650 703 755 801 846 2,172 5,632 9,754 9,617 9,477 9,323609 Vineyard North Hawkesbury (C) 485 526 553 575 590 598 827 811 797 1,154 2,943 4,662610 Vineyard Blacktown (C) - North 1,826 1,908 1,977 2,030 2,056 2,069 669 1,041 2,823 5,599 5,493 5,382611 Rouse Hill West Blacktown (C) - North 158 172 183 194 202 210 472 473 715 1,701 4,108 4,847
Employment Forecast Population ForecastTravel zone
codeTravel zone Name Statistical Local Area
612 Quakers Hill Blacktown (C) - North 1,371 1,469 1,555 1,629 1,681 1,725 13,293 13,309 13,761 14,537 15,653 16,774613 Parklea Blacktown (C) - North 365 402 437 469 496 520 7,308 8,521 8,672 8,732 8,878 9,067619 North Rocks Baulkham Hills (A) 3,858 4,007 4,058 4,091 4,072 4,017 5,408 5,315 5,321 5,387 5,444 5,486620 Castle Hill North Baulkham Hills (A) 2,466 2,667 2,818 2,948 3,037 3,093 5,762 5,709 5,750 5,863 5,967 6,053621 Baulkham Hills East Baulkham Hills (A) 1,590 1,647 1,695 1,740 1,767 1,782 8,336 8,175 8,116 8,128 8,130 8,112622 Baulkham Hills West Baulkham Hills (A) 1,023 1,079 1,120 1,159 1,186 1,207 7,701 7,551 7,496 7,506 7,507 7,490623 Kellyville South Baulkham Hills (A) 421 629 1,339 1,848 1,854 1,857 3,083 6,115 13,503 19,565 19,198 18,793624 Beaumont Hills Baulkham Hills (A) 214 223 231 239 245 250 5,512 5,803 6,486 7,344 7,580 7,456625 Annagrove Baulkham Hills (A) 250 255 259 263 265 266 651 635 1,821 4,022 4,755 4,651627 Box Hill Baulkham Hills (A) 57 62 66 169 671 1,470 445 442 620 1,684 6,749 14,995666 Leppington Camden (A) 298 529 851 1,066 2,374 3,375 747 748 739 2,783 5,947 9,123670 Prestons Liverpool (C) 3,130 4,460 5,034 5,356 5,436 5,385 6,448 7,613 8,465 8,446 8,419 8,376671 Austral Liverpool (C) 790 864 921 963 1,591 2,308 2,488 2,487 3,422 8,671 16,279 22,806690 Glenhaven Baulkham Hills (A) 1,394 1,446 1,493 1,537 1,564 1,578 8,873 8,725 8,743 8,860 8,964 9,043691 Glenhaven East Hornsby (A) 1,786 1,879 1,952 2,020 2,066 2,098 10,657 11,021 10,926 10,868 10,835 10,816743 Schofields South Blacktown (C) - North 160 173 283 591 1,296 1,998 1,134 1,117 2,431 6,178 12,743 19,592746 Schofields East Blacktown (C) - North 136 439 1,039 1,239 1,538 1,935 974 4,631 10,214 12,228 15,881 19,706747 Kellyville Ridge Blacktown (C) - North 569 787 902 916 927 937 5,489 8,287 9,644 9,520 9,434 9,344748 Glenwood Blacktown (C) - North 988 1,067 1,139 1,204 1,255 1,302 10,118 10,404 10,181 9,999 9,806 9,597750 Rouse Hill Baulkham Hills (A) 926 977 1,017 1,050 1,068 1,076 6,301 6,321 6,565 6,918 7,044 7,030751 Rouse Hill South Baulkham Hills (A) 303 2,209 4,213 5,816 6,717 7,116 2,123 4,553 7,211 7,574 7,603 7,431752 Kellyville North Baulkham Hills (A) 68 73 77 80 83 84 237 232 985 2,379 2,846 2,784753 Castle Hill Showground Baulkham Hills (A) 6,853 7,683 8,280 8,674 9,007 9,379 725 836 870 905 939 970754 Norwest Business Park Baulkham Hills (A) 16,884 28,417 34,559 34,444 35,239 35,060 3,338 5,052 5,976 6,564 6,548 6,516755 Castle Hill Baulkham Hills (A) 2,882 3,171 3,379 3,538 3,623 3,656 766 1,115 1,337 1,626 1,907 2,175756 Castle Hill South Baulkham Hills (A) 2,341 2,498 2,631 2,750 2,830 2,888 1,613 2,342 2,687 3,142 3,582 4,001757 West Pennant Hills (east) Baulkham Hills (A) 3,843 4,056 4,281 4,509 4,691 4,839 8,971 8,825 8,842 8,957 9,059 9,141761 Dural Hornsby (A) 1,022 1,077 1,113 1,140 1,151 1,151 1,267 1,255 1,248 1,241 1,235 1,228769 Bella Vista Baulkham Hills (A) 656 685 710 734 749 759 7,954 7,845 7,778 7,774 7,762 7,733824 Riverstone South Blacktown (C) - North 646 691 730 763 789 811 2,723 2,791 3,227 3,828 3,845 3,815825 Riverstone Blacktown (C) - North 391 425 459 490 517 542 2,638 2,716 3,193 3,833 3,780 3,720826 Riverstone North Blacktown (C) - North 35 37 40 43 46 48 89 133 362 808 1,347 1,508827 Riverstone East Blacktown (C) - North 96 98 101 103 103 103 236 241 448 1,275 3,291 3,915828 Epping - Boronia Park Parramatta (C) 959 998 1,029 1,058 1,077 1,094 1,274 1,435 1,447 1,466 1,483 1,498829 Epping Hornsby (A) 348 368 386 402 414 423 648 650 659 665 670 674830 Epping East Hornsby (A) 2,271 2,359 2,420 2,475 2,504 2,517 1,369 1,375 1,391 1,404 1,415 1,424845 Pendle Hill Parramatta (C) 1,165 1,123 1,067 1,025 978 930 2,365 2,378 2,397 2,427 2,457 2,484
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