Item 10.2 - Attachment 1

Detailed Report

 

ATTACHMENT 1

 

DETAILED REPORT

 

TRANSPORT SUBMISSION TO INFRASTRUCTURE AUSTRALIA

 

1    Background

In January 2008, the Federal Government established Infrastructure Australia, a statutory advisory council of the Federal Department of Infrastructure, Transport, Regional Development and Local Government. 

 

Infrastructure Australia’s role is to:

·   Conduct audits to determine the adequacy, capacity and condition of nationally significant infrastructure, including transport, water, communications and energy.

·   Develop an Infrastructure Priority List to guide an initial $20 billion of funding.

·   Provide advice to governments, investors and owners of infrastructure on regulatory reforms that can improve the utilisation of our infrastructure networks.

 

On the 31st August 2008, Infrastructure Australia called for submissions following the release of two discussion papers: Australia's Future Infrastructure Requirements and Public Private Partnerships.  This submission responds to the call for projects for evaluation and possible inclusion on the National Infrastructure Priority List.  This Priority List will guide the spending of the Building Australia Fund ($20 billion) and will be considered by the Council of Australian Governments in December 2008.

 

 

2    Council’s proposal in summary

Council’s submission focuses on three transport projects within the Parramatta Local Government Area (LGA) which would benefit the whole of Western Sydney.  The proposed transport infrastructure schemes are as follows:

 

1.   West Metro – This is based on the NSW State Government’s scheme and suggests extending the route as a circular loop to Westmead, the Children’s Hospital and North Parramatta to serve the growing Westmead medical precinct and the planned significant growth of the Parramatta city centre of an additional 30,000 employees.  The Metro also supports the additional 21,000 dwellings planned for areas under Council’s Residential Development Strategy (RDS) across the LGA including 20,000 residents in Parramatta city centre.

 

2.   Carlingford Metro – Proposing to convert the Carlingford branch line to Metro to realise the previous proposal of connecting Parramatta and Epping (to Sydney) by rail.  The Metro also supports the additional 21,000 dwellings planned for RDS areas across the LGA including 20,000 residents in Parramatta city centre and connects the city to Macquarie Park and the global arc.

 

3.   Parramatta Regional Ring Road – One of the recommended actions from the draft Integrated Transport Plan for Parramatta City Centre is the establishment of a regional ring road by improving intersections on the atrial road network around Parramatta.

 

 

3    The case for transport infrastructure improvements in Parramatta and Western Sydney

 

Western Sydney is the third largest regional economy after Sydney and Melbourne, with a Gross Regional Product of $80 billion per annum (Department of Infrastructure, Transport, Regional Development and Local Government April 2008).  Western Sydney is a key element of the national economy, with a population of 1.8 million and approximately 900,000 jobs (Dept of Education, Employment & Workplace Relations June 2008).  Parramatta is Western Sydney’s designated regional city or some say “capital” city with existing employment of 45,000 jobs.  By 2031 the city is planned to grow an additional 30,000 jobs and 20,000 residents as set out in the City Centre Local Environment Plan (Department of Planning/Parramatta City Council 2007).

 

Parramatta city is the second largest CBD of the Sydney Metropolitan Region (SMR) after Sydney city.  The global arc of employment which contains nearly a quarter of all of SMR’s jobs and half of the professional jobs, stretches from Port Botany through Sydney city to Macquarie Park.  Parramatta is located beyond the existing end of the arc with very limited transport links to it, however 25% of the SMR's 'knowledge workers' live in Western Sydney (City of Cities – DoP 2005) and therefore need access to this area.

 

The Department of Planning has set a target of an additional 21,000 dwellings across Parramatta LGA by 2031 and includes 20,000 residents within the city centre.  Council has adopted a Residential Development Strategy (RDS) to manage this planned residential growth based around the catchment of existing centres at public transport nodes where possible.  Council is drafting a new Local Environment Plan (LEP) which sets out the controls for this future development.  There are approximately 20 RDS areas across the LGA of which 13 will proceed under the draft LEP with the remainder deferred.

 

Westmead is designated as a Specialised Centre, which is defined as having a vital economic and employment role with employment of 13,000 in 2001 (City of Cities - DoP 2005).  In addition, recent work by the Department of Planning (Westmead Precinct Implementation Plan 2006) indicates future potential employment and residential growth.

 

Camellia’s role as an intermodal rail freight terminal is important in handling the predicted shipping container growth of Port Botany by 100% by 2021 from 1.4 million containers.  An estimated 90% of Port Botany’s imports are destined for locations within 40km and Camellia is vital in playing a role as the third largest facility in Sydney (City of Cities – DoP 2005).  Sydney’s intermodal terminals play an important role in ensuring freight is moved by rail rather than road, which can significantly impact on traffic congestion particularly at peak times.

 

University of Western Sydney’s Parramatta campus is an important education facility with over 10,000 students in 2007 (UWS 2007).  The majority of these students commute daily from Western Sydney to this campus.  Public transport is the main mode of transport however a significant number of students travel by car by choice.

 

 

4    Introduction to Metro

The NSW State Government announced Metro Link, including details of the North West Metro and outline plans for West Metro and South Metro in it’s Sydney Link publication (March 2008).  The document describes Metro as a euro-style metro system separate from the existing rail network.  The benefits of public transport systems are well documented and include additional transport capacity, relief to existing transport modes, a reduction in environmental emissions and increased personal health benefits.

 

4.1       West Metro

The NSW State Government proposes that the West Metro connect Parramatta to Sydney via the Inner West.  The scheme is currently subject to a feasibility study funded by both State and Federal Governments.

 

The West Metro has the potential to directly reduce traffic congestion (and flows) on the M4, Parramatta Road and the City West Link.  It is a viable alternative option to the M4 East scheme to address the growing transport demand from Western Sydney to Sydney city.  There are concerns that extending the M4 East will increase traffic flows (and congestion) along the corridor and create serious traffic implications for Inner West suburbs.  This four lane road tunnel scheme has an estimated capacity of 4,400 people/hour (based on 1,800 vehicles/lane with an occupancy rate of 1.2 people/vehicle) compared to Metro’s capacity of 30,000 passengers/hour.  The West Metro offers a far superior ability to deliver transport capacity benefits between Western Sydney and Sydney city.

 

4.2       West Metro Route Alignment & Stations

On 23 June 2008, Council adopted a submission to State Government suggesting a preferred proposed alignment between Parramatta and Sydney city; north of Parramatta Road via Newington, Olympic Park, North Strathfield, Concord, Five Dock and Leichhardt. There is scope to extend the West Metro from Sydney city northwards to either Mosman or Dee Why, depending possible extension options for the Carlingford Metro (See Map 1).  There is also scope to combine the West Metro with NSW State Government’s South Metro proposal (Sydney city to Malabar).

 

The preferred route suggested in Council’s submission is from Newington westward via Granville, Rosehill, Harris Park, Parramatta, Westmead, Children’s Hospital, North Parramatta and back to Parramatta. Table 1 below details the proposed West Metro stations in the Parramatta area (See map 2).

 

The one-way loop route from Parramatta around Westmead and back is referred to as the Metro City Circle. The Carlingford Metro proposals, described below is also planned to utilise the Metro City Circle in an opposite direction and hence provide a two-way service.  See map 2 for a map of the proposed Metro City Circle.

 

The preferred metro route suggested by Council from Newington to Parramatta is via Granville, so as to avoid the need to tunnel under the Shell oil refinery which would raise significant safety and security issues.

 

Table 1 Proposed West Metro stations in the Parramatta area

 

Station

Origins & Destinations

Indirect Benefits

Granville-Clyde

Medium and low density residential area with planned additional dwellings as part of the RDS and additional commercial space.

 

 

Relieves traffic congestion on Parramatta Road Granville.

 

Allows the closure of Clyde CityRail station which 500m from Granville CityRail station. This increases the capacity and reliability, and reduces the journey times for the Western, Blue Mountains and South Lines. The primary function of Clyde station is interchange with the Carlingford branch line which is eliminated if the Carlingford line is converted to Metro

Harris Park

Medium & low density residential area with additional residential development permissible under existing planning controls.  Local neighbourhood centre (shopping and small businesses).  500m to Parramatta city centre/Parramatta CityRail station.

Allows the closure of Harris Park CityRail station which increases capacity and reliability, and reduces the journey times of the Western, Blue Mountains and Cumberland Lines.

Parramatta

Sydney’s 2nd CBD. Significant national city as “capital” of Western Sydney with third largest economy (GRP) after Sydney and Melbourne.  Supports planned growth of additional 30,000 jobs and 20,000 residents by 2031.

Significant interchange public transport hub to local and regional bus services, country and inter-state coach services, metropolitan rail network, intercity and country rail services.

Increases the capacity and reliability, and reduces the journey times for local bus services and the Western, Cumberland and Blue Mountains Lines with similar impact on local bus services.

 

Westmead

Nationally important medical precinct.  Medium and low density residential area.  Planning work by DoP indicates significant additional jobs and residents.  Interchange with the Western, Cumberland and Blue Mountains rail lines and North-West T-Way network.

Increases the capacity and reliability, and reduces the journey times for local bus services and the Western, Cumberland and Blue Mountains rail lines with similar impact on North West T-way bus services.

 

Children’s Hospital

Serves the northern half of precinct described above.

Addresses the existing issue of Westmead CityRail station being 800m from the Children’s Hospital and poor connected with a half hourly bus service.

North Parramatta

 

North half of Parramatta city centre described above,  in addition Parramatta Stadium, Riverside Theatres and key dining district.  High and medium density residential area with additional dwellings possible as part of the RDS. Interchange with northern and north-eastern bus services.  Significant development potential of Church Street (north)

Reduces the demand on Parramatta metro station and bus services at the Transport Interchange by providing an alternative interchange opportunity. Overcomes the poor connection to the rest of city centre which is isolated by Victoria Road and Parramatta River.

 

 

4.3       Carlingford Metro

It is suggested that the Carlingford rail line be converted to metro, based on the previous Parramatta Rail Link (PRL) proposal to connect Parramatta to Epping (See Map 1).  This significantly improves transport connections to Epping, Macquarie Park, North Sydney and Sydney.  Converting the line to metro also secures the long term future of the significant existing infrastructure investment.

 

4.4       Carlingford Metro Route Alignment & Stations

It is proposed that Carlingford Metro utilise the existing Carlingford Line with an eastern extension to Epping and southern extension from Rydalmere to Rosehill-Camellia, Parramatta and the Metro City Circle via Westmead.  Table 2 below details the proposed metro stations in the Parramatta area.

 

A significant benefit of replacing the Carlingford Line with Metro is that the passenger use of the line south of Camellia would become redundant.  This results in a significant reduction in traffic delays and congestion on Parramatta Road Granville due to the decreased use (52 times daily) of the level crossing. The freight use of the line from Clyde to Shell and Patrick will be maintained.  In addition, the primary function of Clyde station, without the Carlingford Line is removed allowing this station to be closed.  This would increase the capacity and reliability and reduce the journey times on the Western Main Line.  Clyde would be served by the West Metro as described earlier and represents a significant increase in public transport.

 

There is scope to extend the Carlingford Metro from Epping to either Sydney or Dee Why.  The alignment between Epping and North Sydney is suggested to be via Macquarie Park, North Ryde, Lane Cove, St Leonards-Crows Nest and North Sydney.  Extending the Carlingford Metro relieves public transport on the Lower North Shore, in particular buses bound for Sydney city and the North Shore rail services.  The route extension is based on alignment options considered for the original Parramatta Rail Link.

 

If the North West Metro is constructed, it will create a capacity issue at Epping for passengers to Macquarie Park.  The North West Metro will have a capacity of 30,000 passengers/hour, but the heavy rail line to Chatswood via Macquarie Park will only have a capacity of 4,000 passengers/hour.  The Carlingford Metro will address this capacity shortfall by providing a Metro link to Macquarie Park.

 

Table 2 Proposed Carlingford Metro stations in the Parramatta area

 

Station

Origins & Destinations

Indirect Benefits

Parramatta

See table 2 above

Westmead

See table 2 above

Children’s Hospital

See table 2 above

North Parramatta

See table 2 above

Rosehill-Camellia

Rosehill Gardens Events Centre (horse racing, conference and exhibition centre).  Low density residential area separated by James Ruse Drive (6 lane strategic road). Potential station for Park & Ride.

Allows Rosehill and Camellia CityRail stations to be replaced by one metro station.

 

Potential traffic congestion relief to James Ruse Drive in particular the intersection with Grand Avenue bridge.

UWS Rydalmere

University of Western Sydney – rapidly expanding education facility currently developing a Masterplan.  Industrial land uses and low density residential with potential for increased density in the future.

Improved journey times and reliability for buses services between Rydalmere and Parramatta which currently suffers overcrowding due to student numbers.

Dundas

Low density residential area with additional dwellings planned as part of the RDS. Neighbourhood shopping centre.

 

Telopea

High, medium and low density residential area with additional dwellings planned as part of the RDS.  Neighbourhood shopping centre.

Significant amount of Department of Housing dwellings with the potential to improve socio-economics.

Carlingford

High, medium and low density residential area with additional dwellings planned as part of the RDS.  This is in addition to those planned in Baulkham Hills LGA. Large local business and retial centre.  Interchange to bus services to north.

Improved journey times and reliability for buses services between Carlingford and Parramatta.

Epping

High, medium and low density residential area with additional high density planned as part of the RDS. Significant local business and retail centre. Significant bus interchange,

Northern Line rail services and planned North West Metro. Potential station for Park & Ride.

Improved journey times and reliability for bus services between Epping and Parramatta.

North Ryde

Macquarie Hospital and medium and low density housing. Potential station for Park & Ride.

 

Lane Cove

Local centre with high and medium density housing.  Interchange to Northern and Sydney bus services.

Improved journey times and reliability for buses services to/from Sydney city.

St Leonards-Crows Nest

Royal North Shore Hospital, high density housing.  Interchange to North Shore Line, also Northern Line once Chatswood Rail Link opens. 

Improved journey times and reliability for buses services to/from Sydney city. Increases capacity and reliability, and reduces the journey times for North Shore Line.

 

North Sydney

Significant CBD with high density residential.  Significant public transport interchange.

Improved journey times and reliability for bus services to/from Sydney city. Increases capacity and reliability, and reduces the journey times for North Shore and Northern Lines.

 

 

4.5       Depot facilities for West Metro and Carlingford Metro

The West Metro could be served by a depot on existing railway land at Clyde or at Homebush/North Strathfield.  The depot for the Carlingford Metro could be located on industrial land at Camilla.

 

 

5    Proposed Regional Ring Road

One of the key actions from Council’s draft Integrated Transport Plan for Parramatta City Centre is a proposed regional ring road. This was discussed with Councillors at the Workshop on the Integrated Transport Plan on 5 May 2008.  The aim is to provide additional road capacity on the arterial road network at the heart of Western Sydney, through intersections improvements to:

·    Improve traffic around the heart of Western Sydney, including the strategic regional routes of northwest–east, northeast-south and east-west

·    Improve access to Parramatta city centre as the focus of Western Sydney’s economy

·    Encourage non-Parramatta city centre destination traffic to avoid it, to allow the city centre to breathe and grow

·    Encourage non-Westmead precinct destination traffic to avoid it, to allow this precinct to breathe and grow

 

5.1       Description of the proposal

The idea of a Parramatta Ring Road was first mooted by the NSW Department of Main Roads in the 1970s.  The first section of the “Parramatta Ring Road”, between Pennant Hills Road and Windsor Road was opened in 1979.   By the time the last section opened in the late 1980s, as part of the Cumberland Highway, the name and idea of a Parramatta Ring Road had been dropped. 

 

The proposed regional ring road utilises existing arterial roads: James Ruse Drive, M4 motorway and Cumberland Highway (see Map 3).  To achieve the scheme, the road needs to be recognised as a regional ring road through road numbering or naming.

 

It is proposed that the intersections on the regional ring road are upgraded to reduce delays, travel times and congestion.  Improvement schemes include the grade separation of key intersections and additional access ramps to move towards the ultimate goal of interrupted traffic flow.

 

5.2       Existing traffic issues on the regional ring road

The list below describes the existing traffic issues which negatively impact on traffic movement around Parramatta and Western Sydney.  These are in addition to the traffic signalised intersections which by their very nature create delays.

 

·    High proportion of traffic travels between Woodville Road and James Ruse Drive via Parramatta Road in Granville, as there is no access to the M4.  The traffic volume on Parramatta Road in Granville is over 62,000 vehicles per day. This road suffers additional delays due to the frequently used rail level crossing.  It is used 52 times a day by the Carlingford Line and 27 times by the freight trains.  The Carlingford Metro scheme described above would significantly reduce traffic delays.

·    Significant volumes of non-destination traffic travel across Parramatta city centre between the Great Western Highway and Cumberland Highway via Pitt St/O’Connell St and Church Street.  This route skirts Parramatta city centre, severely impacting on the city’s planned physical and economic growth.  The route was State Route 55 until the late 1980s, but it appears that travel behaviour patterns did not change significantly when it was moved to the James Ruse Drive. The traffic volume on O’Connell St in Parramatta is over 28,000 vehicles per day.

·    Significant volumes of non-destination traffic travel across Parramatta city centre between James Ruse Drive and Great Western Highway Street via Hassall Street and Parkes Road.  This is a short cut route between two strategic roads and skirts Parramatta city centre, severely impacting on the city’s planned economic growth. The traffic volume on Parkes Road in Parramatta is over 29,000 vehicles per day.

·    A significant proportion of traffic, particularly at peak times travels through Westmead/Wentworthville between Old Windsor Road and the M4/Great Western Highway to avoid the Cumberland Highway.  This severely limits the future planned economic growth of the Westmead precinct.

·    A proportion of non-destination traffic in general travel across the Parramatta city centre, rather than around it. Council plans to implement a city ring road system to address this and support the proposed regional ring road.

 

The proposed intersection improvements to cover the issues described above are detailed in Table 3 below and shown on Map 3.

 

Table 3 Proposed intersection improvements on the regional ring road

 

Location

Description and benefit

A - James Ruse Dr intersection at Victoria Rd

Entry and exit ramps from James Ruse Dr to Victoria Rd (western side) to improve access to Parramatta city centre and reduce traffic congestion on James Ruse Dr at the intersection with Hassall St which offers alternative access to Parramatta.

B - James Ruse Dr intersection with Hassall St & Grand Ave

 

Flyover bridge for James Ruse Dr to grade separate the intersection.  This will reduce delays on James Ruse Dr which is part of the strategic road network and a key access point to Parramatta and Camellia

 

C - Grand Ave

Widen rail overbridge to increase right turn capacity from James Ruse Dr to Grand Ave.  This heavy truck movement severely restricts the intersection capacity. Grand Ave is the key access road to Camellia a nationally important industrial area including the Shell oil refinery and Patrick’s intermodal rail freight terminal which serves Port Botany

D - M4 intersection at James Ruse Dr

Entry and exit ramp from M4 (western side) to James Ruse Dr southbound to reduce traffic congestion on Parramatta Rd Granville.  Traffic on Parramatta Rd, in particular the industrial areas of Auburn can not access the M4 westbound and uses Parramatta Rd Granville which suffers significant congestion all day.  Parramatta Rd is an important east-west strategic road link in Western Sydney.

E - M4 intersection at Church St

Exit and entry ramp from M4 (eastern side) to Church St to reduce traffic congestion on Parramatta Rd Granville.  Traffic between Woodville Rd and James Ruse Dr can not access the M4 and uses Parramatta Rd Granville which suffers significant congestion all day.  Woodville Rd-James Ruse Dr is an important north-south strategic road link in Western Sydney

F - Cumberland Highway (Hart Drive) at Great Western Highway

Underpass for Cumberland Highway at Great Western Highway to reduce delays on both Cumberland Highway (as described above) and Great Western Highway - a strategic road to Western Sydney

G - Cumberland Highway (Hart Dr) to Old Windsor Rd

Underpass for Cumberland Highway to grade separate intersection with Old Windsor Rd would significant reduce traffic congestion on both the Cumberland Highway (as described above) and Old Windsor Rd – a strategic road to the North West Sydney.  Significantly reduce traffic accidents – one of the State’s worst accident blackspots.

H - Cumberland Highway (Briens Rd) intersections with Kliens Rd and Redbank Rd

Underpass for Briens Rd at intersections with Kliens Rd and Redbank Rd to reduce traffic signal controlled intersections (decrease journey times & congestion) and reduce impact of rat-run traffic through adjacent residential areas.  The Cumberland Highway is a strategic north-south road for Western Sydney linking the Hume Highway with F3 (Pacific Highway) as alternative to M7 which is 10km further west and tolled.

 

 

5.3       Beneficiaries of the regional ring road

In general, the proposed scheme reduces journey times, delays and traffic congestion on the regional ring road itself and the arterial roads that feed and are feed from it.

 

Western Sydney - The traffic flows on strategic roads across and around the Western Sydney region, centred on Parramatta, are improved including the movement of significant volumes of road freight.

 

Parramatta city centre - It allows the city centre to grow by the planned additional 30,000 jobs and 20,000 residents by 2031, which increases the economic potential of the region.  It also allows recommended actions in the draft City Centre Integrated Transport Plan to be implemented, including the proposed city ring road to improve the flow of traffic flow around the city.  This bounds the proposed pedestrian and cycle amenity zone.  This is a 40kph city centre zone with improved infrastructure for pedestrians and cyclists to increase their amenity, supporting the planned growth of the city.

 

Camellia - This industrial area contains two nationally important pieces of infrastructure; the Shell oil refinery, which supplies 40-50% (2006) of New South Wales’s fuel, equating to 4 million tonnes per year and Patrick’s intermodal rail freight terminal, with a capacity of 80,000 TEU per year (twenty-foot equivalent shipping containers), which serves Port Botany (Port Freight Logistics Plan – Sydney Port 2008).

 

University of Western Sydney – There are 10,000 students who study at the Parramatta campus, with a significant number of students travelling by car due to limited direct public transport connections and lifestyle choice.  There are 1,500 car parking spaces and these are intensively used by students throughout the day.

 

Bus services - Relocating traffic to the regional ring road from the radial roads to Parramatta city centre reduces traffic flows and thus reduces bus journey times.  This is particularly important for the nine strategic bus corridors that lead to Parramatta, for which not all have bus priority measures.

 

Westmead - Relocating traffic to the regional ring road from the Westmead precinct reduces traffic flows and allows the future economic growth of the precinct to be realised, further contributing to the economy of Western Sydney.

 

Environmental - The environmental benefits of the scheme include reduced vehicle emissions, by increasing road vehicle efficiency as a result of reducing traffic delays (congestion).

 

 

6    Conclusion

Council seeks a balance of infrastructure improvement proposals for Western Sydney and Parramatta between the road and public transport networks.  The West Metro proposal provides significant capacity improvements between Parramatta and Sydney city, while the Carlingford Metro provides a vital connection through the middle of the global arc of employment from Western Sydney. The regional ring road improves traffic movement in and around Western Sydney, with Parramatta city centre at it’s heart.

 

These three key projects are worthy of consideration by Infrastructure Australia as viable projects on the National Infrastructure Priority List as they support the economic growth of Western Sydney as the third largest (GRP) contributor to the national economy.

 

David Gray

Senior Project Officer - Transport Planning

5 October 2008