Redfern & NSW Long Term Transport Master Plan – Exhibition Until 26 Oct

NSW Long Term Transport Master Plan sets the direction for transport planning for the next 20 years, providing a framework for transport policy and investment decisions that respond to key challenges. It is on exhibition until 26 October 2012.

Below REDWatch has extracted key quotes from the report that mention or impact Redfern Station and Arterial Road Corridor. There is much else that impacts generally on Redfern. Here we only have covered places where Redfern gets mentioned in the Draft Masterplan.  The link to the full report is at the foot of this page.

Redfern Station

3.8 Seamless interchanging (pages 67-68)

Action: Modern, integrated and customer-focused interchanges

Opportunities exist to improve the design, management and operation of interchanges to give regular public transport users more comfortable and pleasant journeys, as well as encouraging more people to travel by public transport.

We will take a number of actions to target future investment in interchanges:

• We will upgrade existing Sydney CBD interchanges, build new interchanges and improve the precincts adjacent to these interchanges. Upgrades will be considered for Wynyard, Town Hall, Redfern and Central Stations, as well as Circular Quay. These projects will contribute to the creation of attractive, safe pedestrian friendly urban precincts throughout the CBD (see Chapter Four).
• Our Interchange Strategy will set the direction for improving the management and delivery of interchanges. The Strategy will identify how interchanges are planned, where they are placed, how they are funded and how they are managed and maintained. The Strategy will also consider Park and Ride requirements.
• We will apply consistent design principles and guidelines for the urban design of interchanges. These principles will help create active, vibrant, multipurpose interchange environments that integrate with surrounding areas.
• To improve interchanges in line with customer needs and expectations, we will continue to plan, prioritise and develop business cases for investment in interchanges to close any gap between current and proposed service standards.
• An integrated service delivery operating model will be developed to manage interchanges more effectively, including a model of ownership and maintenance that clearly articulates accountability for end to end management of interchanges. A draft model is illustrated in Figure 3.3.

Easier entry points to the public transport system

Public transport customers use a variety of modes including non-public transport modes as part of an overall trip. For many customers interchanges are an entry point to the public transport system. Improving interchanges to facilitate easier entry into the public transport system plays an important role in transport experience of customers. Figure 3.4 outlines the many functions and characteristics of interchanges, including convenience, amenity, information and access to a range of modes.

The Transport Access Program invests and delivers targeted works at interchanges, stations and wharves. These changes will facilitate easier entry points to the public transport system for customers. In addition to the program, easier entry to the public transport system can be supported by strong urban design around interchanges and the strengthening of walking links and cycling links to interchanges.

Transport Access Program (Page 68)

The Transport Access Program delivers accessible, modern, secure and integrated transport infrastructure where it is needed most. This includes station upgrades, better interchanges, ferry wharf upgrades and commuter car parks. Over the next four years, more than $770 million will be invested in the Transport Access Program.

The Transport Access Program integrates planning and delivery of targeted works aimed at providing:

• Stations that are accessible to the disabled, aged people and parents with prams
• Modern buildings and facilities for all modes that meet the needs of a growing population
• Modern interchanges that support an integrated network and allow seamless transfers between all modes for all customers
• Safety improvements including extra lighting, help points, fences and security measures for car parks and interchanges
• Signage improvements so customers can more easily use public transport and transfer between modes at interchanges
• Other improvements and maintenance such as painting, new fencing and roof replacements.

The first round of funding will see improvements at over 35 locations. The second round of funding will build nine new commuter car parks, providing more than 1,200 additional car spaces at train stations across the Sydney Trains network.

Further planning and design work will identify future projects through evidence-based criteria including current and future patronage, the needs and demographics of customers, whether important services such as hospitals or educational facilities are nearby, and the accessibility of other nearby transport interchanges and facilities.

In the five and ten year periods beyond 2014-15 the Transport Access Program will continue to focus on a combination of major transport infrastructure upgrades and smaller tailored projects. The investments made under the Program will reflect the actions outlined in the Long Term Transport Master Plan, and so decisions will reflect the service standards defined by the Strategic Transit Network and will align with major investment programs such as Sydney’s Rail Future.

[Second Harbour Crossing] (p132)

Action: Second Sydney Harbour rail crossing, new CBD line and new CBD stations

The centrepiece of the modernised rail system will be a new Sydney Harbour crossing and CBD line that will connect Redfern to Chatswood via the CBD. We will soon commence the development of the concept for the second Harbour crossing. The new CBD line and Harbour crossing will improve access and connectivity for the North Shore Line, Epping to Chatswood Rail Line and North West Rail Link, and will improve travel times and capacity through the city from the north and south. It will provide the largest increase in capacity to the Sydney rail network for 80 years. New stations will relieve pressure on Central, Wynyard and Town Hall Stations.

Upgrading Busy CBD interchanges (p 157)

Potential upgrades to existing interchanges and new interchanges offer the opportunity to improve the quality of our customers’ travel experiences, and create attractive centres and precincts for pedestrians.

Town Hall/Mid Town – The redevelopment of Town Hall Station to accommodate more rail passengers is an early-stage concept that would include a bus interchange which may form part of the development of a light rail line on George Street. This work could integrate with the City of Sydney’s proposal to create Town Hall Square.

Circular Quay Station – Bus, rail and ferry passengers all converge on Circular Quay Station. The station will be upgraded to improve wayfinding and layout to enable easier interchanging between ferry, bus, rail and taxi. The upgrade will involve better integration with private water transport providers and an interface with the George Street light rail line.

Wynyard Station – In the long term, Wynyard Station will need a comprehensive and multi- modal upgrade to better accommodate rail and bus passengers interchanging at the station and Barangaroo. The upgrade will link with a Wynyard Precinct Bus Improvement Project that will improve efficiency and bus interchange and layover options. The removal of the toll plaza on the Harbour Bridge will provide an opportunity to consider better uses of the space such as for bus priority and layover.

Central Station – A comprehensive and multi-modal upgrade would encompass and integrate trains, coaches, taxis, buses and light rail. The rail network efficiency program provides opportunity to streamline rail services to Central. The implementation of Sydney’s Rail Future and construction of light rail will enhance the role of the Station and possibly require an upgrade to better integrate with surrounding transport infrastructure. A new light rail interchange may serve new light rail lines. The upgrade would alleviate overcrowding on some platforms and pedestrian congestion in the passenger terminal at peak times. Wayfinding would be improved within and outside the station.

Wynyard precinct bus improvements – Actions to improve bus system operations and reduce delays in the Wynyard precinct in the short term (up to two years), with capacity to meet medium term needs (10 years), include changes in the way York, Druitt and Clarence Streets are managed; changes to bus routing; increased kerbside bus stops; and utilisation of the Sydney Harbour Bridge toll plaza area to provide bus layover and possible bus stops.

Redfern Station – A comprehensive and multi-modal upgrade would address station access and connectivity issues, including access within and to the station, safe and convenient interchange with bus, pedestrian and cycle routes, and accommodating a corridor for expansion of the CBD rail network.

Barangaroo ferry hub – We will design and construct a new ferry hub at Barangaroo. Initial modelling and analysis of requirements indicates that two ferry wharves (four berths) will satisfy forecast patronage at 2021 and beyond. The hub will provide convenient access to the western edge of the CBD for ferry passengers, help to reduce congestion on other modes and relieve pressure on transport infrastructure at Circular Quay.

Growing & Improving CBD Transport (p159)

…

Short Term (p159)

Wynyard Station upgrades

Wynyard Station will be upgraded by undertaking rail efficiency works, including a ticketing gate upgrade to accommodate Wynyard Walk, de-cluttering and better signage. The CityRail timetable will be updated to provide simplified services and more off-peak/shoulder services.

…

Medium term (p159)

Upgrading city interchanges

We will plan for upgrades to develop key city interchanges including Town Hall, Central, Redfern, Wynyard and Circular Quay (see box on page 157).

…

Longer term (p159)

Second Harbour crossing and CBD rail line

In the longer term, Sydney’s Rail Future will bring about a second Harbour crossing and CBD rail line, serving trains from the North West Rail Link through to the converted line to Bankstown and Western Sydney. This initiative is described in the section on Sydney’s Rail Future (4.7.1).

What will be done? (p163)

A number of ways to improve the city centre’s transport future are proposed:

• The commitment to a new rapid transport line through the city, linking with the rest of the rail network as announced in Sydney’s Rail Future. The new rail line could have either an eastern or western alignment.
• A light rail line for George Street, subject to ongoing feasibility work through the Sydney Light Rail Strategic Plan.
• A bus plan for all bus routes to and through the CBD, based on the concept of through, near-side and mid-city service destinations.
• More Metrobus services to reduce city centre bus layover and cater for cross-regional trips.
• Managing competition for limited road space in a smarter way.
• Upgrades to Circular Quay, Wynyard, Town Hall, Central and Redfern Stations.
• A ferry terminal at Barangaroo.
• Using road space gained from the removal of the Sydney Harbour Bridge toll plaza to improve transport operations in the northern city centre.
• Investing in the cycle network.

Possible projects to enhance interchange amenity in the Sydney City Centre are shown in Figure 4.57.

We will work with stakeholders including the City of Sydney, residents and business to implement transport initiatives.

[REDWatch Note – There is no mention in the forward planning document of any work on a Station in Waterloo as proposed by Council in its response to RWA’s BEP2]

Transport Corridors p86

The six corridors already experiencing high constraint …[include]:

Sydney Airport to the CBD – The corridor linking Sydney Airport to the CBD is one of Sydney’s most important. This corridor is serviced by a Motorway link (Southern Cross Drive/Eastern Distributor), an arterial road network that provides access to Redfern, Central Station and the southern end of the CBD, and the East Hills Rail Line that connects the Airport to Central Station and the City Loop.

Southern Cross Drive currently operates at capacity during the morning peak period with a V/C ratio exceeding one and average speeds of 35 km/h. Due to congestion on the Eastern Distributor, traffic diverts onto the adjacent arterial road network including O’Riordan and Bourke Streets which are also congested. The Airport Rail Line is approaching seated capacity between Green Square and Central.

Increasing activity at Sydney Airport, population and employment growth in the South Sydney and Airport areas (including Green Square) and higher traffic along strategic connections to the South West Growth Area, including the M5, will place increasing pressure on this corridor.

Travel demand between the Airport and the CBD is forecast to grow to 24,000 by 2031 for the morning peak, an equivalent of six lanes of traffic or 25 train loads. Managing this growing demand within and alongside this strategic corridor will be essential to securing Sydney’s future economic growth and success.

Traffic to and from the Airport mixes with through traffic to and from the CBD. A solution for the corridor must address both types of traffic.

Figure 4.9 Sydney Airport to the CBD  constrained corridor

Around Redfern, volume to capacity, 2011 and 2031 ‘do minimum’ scenario

                                                            2011                2031

Car – Southern Cross Drive                  1.04                 1.10     p86

Car – O’Riordan St                                1.11                 1.02     p86

Car – Elizabeth Street                          0.59                 0.69     p86

Rail – Green Square – Central              0.97                 1.60     p86

Rail – Macdonaldtown – Redfern          0.98                 1.31     p88

Trips to the Airport (p119)

Travel demands associated with Sydney Airport continue to grow. At present, around 100,000 trips are made every weekday to and from the Airport. Roughly one third (36 percent) of these trips start in the CBD and inner Sydney, with the next greatest proportion of travellers (13 percent) coming from the North Shore/Northern Beaches. The majority of these travellers must pass along the Airport to CBD corridor to reach the airport.

Activity at Sydney Airport is forecast to double over the next 25 years: from 40 million trips each year to 79 million trips. This means that airport traffic by itself will have a major impact on the corridor, before any other growing demands are taken into account – such as travel from Sydney’s South West to the CBD or an increase in freight bound for Port Botany.

4.5 Providing transport to a growing CBD p115

While Sydney’s CBD is growing, so too is the overall footprint of high volume activity and high density living across Sydney City and the Global Economic Corridor. New growth in areas to the immediate west, north, south and south east of the CBD are creating opportunities to expand cultural, leisure, tourism and economic activity.

The growth into these places is predominantly in the form of infill developments mostly situated within existing transport and other supporting infrastructure. But the expansion of the central Sydney footprint will also create challenges alongside opportunities. Travel demand patterns will grow and change as more people choose to live and work in these areas.

Figure 4.39 shows the forecast population and jobs growth around the central city to 2031. This development includes the intensification of jobs in Randwick (30 percent growth) and the Port Botany precinct (34 percent growth). It also shows the increase in employment based on the urban renewal areas of Barangaroo, Green Square and Redfern-Waterloo.

[REDWatch Note – While this is the only reference to Redfern & Waterloo in the growth section text, Figure 4.39: Precincts with forecast significant population and employment growth between 2011 and 2031 in Central Sydney shows Darlington & West Redfern along with East Chippendale as Growth Precincts. The proposed redevelopment of Redfern and Waterloo Public Housing or Ashmore Estate are not shown as a Growth Precinct on this map which can be seen on page 116 of the Master Plan or in the extract on REDWatch at TNSW Precincts with forecast significant population and employment growth between 2011 and 2031.]

Source: The draft NSW Long Term Transport Master Plan On Exhibition Until 26 October 2012.

Sections referencing Redfern and Waterloo Referenced above can be found in

• Chapter 4: Getting Sydney moving again (16MB pdf)
• Chapter 5: Sustaining growth in Greater Sydney (6MB pdf)

• Chapter 3 Integrating modes to meet customer needs
  
• Chapter 4 Getting Sydney moving again