Item 10.2 - Attachment 1
Parramatta City Council's Submission
Parramatta City Councilís Submission
This is Parramatta City Councilís submission on NSW Governmentís NWRL Project Overview document.† Council has the following comments under the chapter headings used in the Project Overview document:
There are concerns that the project is being assessed from a
solution rather than problem perspective, as the main objective of the project
is to provide a rail link from the
2.†††††††† What and why
The strategic context makes no reference to the Sydney
Metropolitan Plan.† While this plan was
inherited by the State Government from its predecessor, the Plan is still
current and holds value.† The plan
estimates that half the population of
To address this population growth the Plan sets out Sydney
as a compact and connected city with jobs closer to home by locating them in
regional cities, such as Parramatta, which is identified as the second
CBD.† This model improves productivity by
reducing the commute length for individuals and the level of infrastructure
needed to match travel demand.† This in
turn shapes the future
Travel Demand and the Economic Case
The map of potential rail users is mis-leading.† It purports to show potential rail users from
The full picture of travel demand to and from the
The objective of the project is to improve public transport
connectivity to the global arc of employment without reference to other
significant areas of existing and future employment in
An economic analysis of the NWRL is needed to determine the impact
including productivity gains for
There appears to be no evidence to support the claims of
economic productivity gains for
The M2 upgrade will improve car travel from the
The existing bus services from the
It is agreed that the NWRL will reduce bus congestion in
Sydney CBD as bus services from the
Local bus and car travel in the
The commuter car parks that are to be provided on the NWRL are highly likely to be full during the working day.† Holsworthy station, which has nearly 1,200 parking spaces is reportedly frequently full during the day which impacts on the surrounding residential streets.† The lack of available car parking spaces at NWRL stations after the morning peak is likely to impact on the surrounding residential streets and use of the NWRL during the off-peak.
The Norwest and
Train timetables and operations
The statement that there will be direct rail access to the
The impact on the
The full cost and time of delivering the Chatswood-St Leonards amplification, second harbour crossing and Wynyard to Central/Redfern amplification needs to be considered as it is essential in realising the full benefit of the investment in the NWRL.
The discussion of the analysis of an alternative alignment
for the NWRL via
The NWRL data states that 4% (4,840) of the
The NWRL data also states that 20% (24,200) of the
The NWRL via Epping ignores the impact of induced
overcrowding on the
There is no public evidence of any travel demand analysis undertaken which has been used to inform the decision on the preferred NWRL route alignment or any patronage estimates.
3.†††††††† Looking back
This section reviews previous work on the NWRL and does not
consider that the planning of
4.†††††††† Looking forward
There is no early indication of the cost benefit value of the scheme or construction time.
What is the additional cost of extra tunnelling of NWRL to
directly connect to Epping compared to north of
There is no comment on the impact on the future Parramatta Epping Rail Link which is proposed to also connect to the CityRail network at Epping.
There is no comment on the suggestion of a future rail link
between Castle Hill and
5. Maps & Diagrams
The aerial photographs and mapping of the station sites clearly show a lack of existing development, of sufficient density and type, to support a high capacity urban rail line.†
There appears to be significant limited short to medium term opportunities to increase density of land use around the NWRL stations in particular Cherrybook, Castle Hill, Hills Centre and Norwest.† The surrounding land use at most station sites is already mostly developed with low density residential housing which is unlikely to change for decades.
The land value around stations will increase once the line is opened but these small residential lots will make it cost prohibitive to allow redevelopment to occur for several decades even with changes to planning controls.
The land use around the station sites needs to be medium to high density zoning to increase the cost-benefit of the rail line investment.† The choice of at-grade car parking is supported as it allows these sites to be easily replaced in the near future for higher density uses to support the NWRL however this may prove difficult to achieve considering the number of car commuters that will be displaced.
There needs to be careful consideration of the traffic impact including the hours of car park operation upon the surrounding residential areas.
The station catchments shown are overly simplistic as they do not take consider the actual distance from the stations.† The actual catchment will be less than shown and this needs to be correctly considered in patronage estimates.† Many of the existing street layouts lack pedestrian footpaths and direct pedestrian connections between residential streets making pedestrian access unattractive.† This will need to be considered in the patronage prediction calculations unless the pedestrian network within the walking catchment is improved as part of the scheme.
The bus feeder network to serve the surrounding low density residential areas needs to match the level of rail service; therefore 4 buses per hour will be required initially. The bus frequency will need to increase inline with the future increases in rail frequency.† There needs to be careful consideration of whether there can be sufficient penetration of existing residential areas and the impact on local residents as many of the streets were not designed for high frequency bus feeder routes.
Access to the Kellyville T-way park & ride needs to be
re-configured as part of the NWRL as it currently suffers low patronage due to
the restrictive left-in left-out vehicle access from
The train service from Epping to Sydney CBD will
significantly increase and along with it, the commuter car parking problem on
the surrounding residential streets in Epping.†
What measures are proposed, as part of the NWRL to manage the predicted increase
in commuter parking in Epping?† As most
of this commuter car traffic originates north of Epping it is suggested that
additional commuter car parking be provided on the Northern Line between
The Project Overview document provides a broad outline of the proposed North West Rail Line.
There is significant further work required before the proceeding to planning approval.† It is unclear as to the extent of what investigative work is already underway as there is little information in the public domain.
There is a need to:
∑††† Identify and quantify the need for the NWRL based on existing and future travel demand from the North West to metropolitan Sydney and hence preferred alignment and patronage.
∑††† Quantify the cost-benefit of the scheme including the economic impact and productivity gains.
∑††† Consider the impact on the CityRail network in particular North Shore services and the need (cost and timing) for rail line capacity improvements between Chatswood and Central.
∑††† Consider the impact on the surrounding residential areas from increased bus and car traffic to the NWRL stations.
∑††† Consider how to amend the planning controls around the NWRL stations to allow increased densities with a reduction in parking rates to support rail patronage.