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Redfern & NSW Long Term Transport Master Plan

The NSW Government has now finalised its Long Term Transport Masterplan. Little has changed from the draft, a Redfern Station upgrade is still only a medium term priority in the following terms: “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”

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. 

Below REDWatch has extracted key quotes from the final masterplan 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 Masterplan.  The link to the full report is at the foot of this page.

Redfern Station

3.8 Seamless interchanging (pages 67-68)

Action: Deliver modern, integrated and customer-focused interchanges

Improving the design, management and operation of interchanges will give regular public transport users more comfortable and pleasant journeys, and will encourage more people to travel by public transport.

Actions to target future investment in interchanges include:

  • We will upgrade existing Sydney CBD interchanges, build new interchanges and improve the precincts adjacent to them. Upgrades will be considered for Wynyard, Town Hall, Redfern, Central and Circular Quay Stations. These projects will contribute to the creation of attractive, safe pedestrian friendly urban precincts throughout the CBD (see Chapter Four).
  • Our Interchange Strategy will improve 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 to help create active, vibrant, multipurpose interchange environments that integrate with surrounding areas.
  • 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 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.

Action: Design and build modern interchanges that add value to local communities

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 is important to the 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.

Action Design and build modern interchanges that add value to local communities

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 is important to the 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.

Transport Access Program (Page 66)

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 park and ride facilities. Over 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 people with a disability, older 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
  • Upgrades of wharves that provides access to people with disability, older people and parents with prams.
  • 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 park and ride facilities, providing more than 1,200 additional car spaces at train stations across the Sydney and NSW Trains networks.

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 10 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. 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.

The Transport Access Program invests and delivers targeted works at interchanges, stations and wharves. These changes will facilitate easier entry 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.

[Second Harbour Crossing] (p129)

Long term Action: Build a 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 have commenced detailed planning 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 (p163)

Potential upgrades to existing interchanges and new interchanges will improve customer experience 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 – Circular Quay 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 Wynyard precinct bus improvements that will improve efficiency, bus interchange and layover options.

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. The upgrade will alleviate overcrowding on some platforms and pedestrian congestion in the passenger terminal at peak times. Wayfinding will 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). The upgrades will also include changes in the way York, Druitt and Clarence Streets are managed; changes to bus routing; increased kerbside bus stops; and investigating utilisation of the Sydney Harbour Bridge toll plaza area to provide bus priority, 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 – A new ferry hub will be designed and constructed for 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.

4.9.2 Growing and improving CBD transport networks (p165 -167)

Medium term Action: Upgrade city interchanges at Town Hall, Central, Redfern, Wynyard and Circular Quay

We will plan for upgrades to develop key city interchanges including Town Hall, Central, Redfern, Wynyard and Circular Quay (see box on page 163).

Longer term Action: Build second Sydney Harbour rail crossing, new CBD line and new CBD stations

In the longer term, Sydney’s Rail Future plans for 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).

Consultation Responses p394

A Key Issue Raised: Rail network is at capacity – in particular city stations and on high volume lines

How the Long Term Transport Master Plan responds: Actions to implement five stages of Sydney’s Rail Future, including a Second Harbour rail crossing in the long term, and network efficiencies in the short term.

Actions supporting the upgrade of busy city interchanges including Town Hall, Wynyard, Central, Circular Quay and Redfern Stations.

[REDWatch Note – There is no mention of any work on a Station in Waterloo as proposed by Council in its response to RWA’s BEP2. The BEP2 areas including the conservation area now appear as expected growth Precincts see map TNSW MP Inner Sydney Growth Precincts between 2011 and 2031.]

Transport Corridors

4.2.1 Our most constrained strategic corridors p84

The six corridors already experiencing high constraint are:

Sydney Airport to the CBD – The corridor linking Sydney Airport to the CBD 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 Circle.

Southern Cross Drive currently operates at capacity during the morning peak period with a V/C ratio exceeding 1.0 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 Centre, 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 more than 25 train loads of seated passengers.

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 4.8 Sydney Airport to the CBD, volume to capacity, 2011 and 2031 ‘do nothing’ scenario

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

                                                            2011                2031

Car – Southern Cross Drive                  1.04                 1.12     p84

Car – O’Riordan St                                1.11                 1.20     p84

Car – Elizabeth Street                          0.59                 0.69     p84

Rail – Green Square – Central              0.97                 1.58     p84

Rail – Macdonaldtown – Redfern          0.98                 1.47     p86

Trips to the Airport (p117)

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 36 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 South West Sydney to the CBD or an increase in freight bound for Port Botany.

Action: Address pinch points and congestion in the Port Botany and Sydney Airport precinct p203-4

An efficient road network around Port Botany and Sydney Airport will minimise congestion and make better use of existing investments. We will relieve pinch points and better manage road space in the precinct, delivering a targeted package of works that includes: …

  • Implementing one-way pairs road operation on Bourke Road and O’Riordan Street to manage increased traffic, with complementary measures including the removal of parking, provision of bus priority, enhanced pedestrian movements and examination of an alternative cycleway. This action: Provides greater through capacity for Bourke Road and O’Riordan Street
  • Removes contra-flow turning conflicts on the existing arterial roads, improving route safety
  • Enhances the through capacity for freight movement along the two road corridors
  • Provides for a dedicated bus-lane on each road to link Green Square and the Mascot precinct supporting a future possible project to provide bus priority along the O’Riordan Street corridor                

4.5 Providing transport to a growing CBD p113

While Sydney’s CBD is growing, so too is 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 in these places is predominantly situated within reach of existing transport and other supporting infrastructure. But the expansion of the inner Sydney footprint will also create challenges alongside opportunities. Travel demand will grow and travel patterns will change as more people choose to live and work in these areas.

Figure 4.39 shows the precincts in inner Sydney with significant forecasted population and jobs growth between 2011 and 2031. This development includes the intensification of jobs in Randwick and the increase of employment in 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 inner Sydney” shows Darlington & West Redfern along with East Chippendale as Growth Precincts. The proposed redevelopment of Redfern and Waterloo Public Housing and Ashmore Estate are now shown as a Growth Precinct on this map which can be seen on page 114 of the Master Plan or in the extract on REDWatch at TNSW MP Inner Sydney Growth Precincts between 2011 and 2031.]

Source: NSW Long Term Transport Master Plan.

The full Master Plan can be downloaded from Final Master Plan - All chapters (large document) – This file is 43MB PDF.

Sections mainly referencing Redfern and Waterloo Referenced above can be found in

From the following link you can a similar analysis of the Draft Redfern & NSW Long Term Transport Master Plan – Exhibition Until 26 Oct