|
Item 8.7 - Attachment 1 |
Submission to the
inquiry into the utilisation of rail corridors |
ATTACHMENT 1
SUBMISSION TO THE
INQUIRY INTO THE UTILISATION OF RAIL CORRIDORS
Rail
corridors need to be identified and reserved with a view to a long term
commitment to transport infrastructure. This needs to anticipate and integrate
with future jobs and residential density. Rail corridors set out in this
fashion to a 20-50 year forward plan would support the NSW Government’s
Metropolitan Plan for
1. ECONOMIC
DEVELOPMENT
Employment
growth and density in
Development
of centres
· Employment
growth should be concentrated in established centres in proximity to transport
systems. Rail corridors provide local and regional links to employment areas
and are considered critical for economic development. Parramatta’s strategic
employment lands identified in Council’s Economic Development Strategy
2011-2016 are the Parramatta CBD, Westmead, Rydalmere and Camellia.
· The
Parramatta CBD contains the 4th busiest railway station on the
CityRail network. In a hub like Parramatta it will be important to provide for
future growth and integration of multiple modes including pedestrian traffic,
heavy rail, buses, light rail and the East Coast Fast Rail. For a city, the
rail corridor provides a clear sense of entry and arrival.
· The
rail corridor provides public transport access to jobs at Westmead, a world
class bio-medical and bio-technology cluster. Facilities at Westmead are set to
expand, and Council in the future will rezone lands in the centre to encourage
the intensification of commercial and residential development.
· The
rail corridor is one key infrastructure driving the revitalisation of Rydalmere
as it will provide improved access to the University of Western Sydney campus
for western Sydney residents and the new employees envisioned in the proposed
business park. Rydalmere Railway Station provides a number of opportunities and
constraints in respect to development. Various factors would influence future
development, including planning for the proposed Parramatta-Epping Rail Link,
the proposed Rydalmere precinct revitalisation, the expansion of the University
of Western Sydney, and opportunities for the redevelopment of Council-owned
sites in the precinct such as a sites at Brodie Street and the Mary Parade
depot.
· The
rail corridor within industrial lands such as at Camellia/Rosehill provides an
important opportunity for economic development. Development and redevelopment
of industrial lands for employment must look to best adapt existing rail
infrastructure so as to maximise the future transport and land use
opportunities that would come with increased jobs density. Disposal should be a
last resort in such circumstances as the freight corridor in this area is an
invaluable resource.
· The
precinct around Granville Railway Station offers development opportunities on
adjoining lands, particularly on Council-owned lands, being an interchange
carpark site on the south side, and the property at 40 Cowper Street on the
north side.
· Council
has considerable land ownership in the vicinity of Guilford Railway Station
adjoining the Guilford retail precinct northeast of the station. The future
redevelopment of these lands would provide opportunities for the delivery of
railway station infrastructure and local access and connections.
2. PLANNING
Urban
renewal
· Lands
around railway stations should be zoned in relation to the level of service
provided by the station so as to maximise the rail infrastructure and service
investment. For example, lands around city/town centre stations should be zoned
commercial, whilst lands around more suburban stations should be zoned to
provide for increased residential density around a local centre. It is critical
to identify railway stations that form part of the city centre, or those that
serve predominantly residential areas.
· Established
areas must be redeveloped in order to achieve housing growth targets as set out
in the NSW Government’s Metropolitan Plan for Sydney 2036. Council’s draft
Residential Development Strategy (RDS) seeks to concentrate new residential
development in areas that can best support population growth. These areas are
typically located close to public transport, shops, and community facilities,
being in feeder suburbs that support the Parramatta CBD. Lands adjacent to rail
corridors, particularly to railway stations, provide excellent opportunities
for development to meet the intentions of the RDS as well as the NSW
Government’s Metropolitan Plan for Sydney 2036.
· Challenges
however exist in facilitating urban renewal around railway stations, such as
the fragmentation of land and strata title blocks.
Mixed
use
· Mixed
use developments consist of a mix of residential, commercial and other uses.
The viability of the commercial component of mixed use developments is enhanced
if such developments are located within close proximity to transport, such as
railway stations. Rail corridors provide the transport infrastructure and
services necessary to allow for suitable access to commercial premises, thereby
enhancing the ability for businesses to attract customers and being structured
economically.
· Affordable
housing often forms a component of mixed use developments. Locating affordable
housing close to transport provides for a good social outcome, as the transport
systems available in the corridors provide for the requirements of residents.
Locating affordable housing close to transport systems such as those in rail
corridors should therefore be a priority for land use planning.
Policy
· It
is critical to properly coordinate land use policy and planning for precincts
around railway stations that are covered by multiple local government areas.
Different local councils may have differing policies as to how to address land
use planning around stations.
· Infrastructure
plans need to be integrated into the planning system and supported with
funding. The system should enshrine a new whole-of-government approach to the
provision and planning of transport infrastructure which is a fundamental
component to the acceptability of increased densities in both residential and commercial
development.
3. TRANSPORT
Infrastructure
· Lands
adjacent to rail corridors provide opportunities for utilisation and
intensification of public transport infrastructure, thereby improving the
availability of public transport services and encouraging public transport use.
Frequency of services needs to be considered.
· Cycling
network routes could be located parallel to existing rail lines, known as “rail
trails”. This would provide for a cost-effective method to expanding the
cycling network in the Sydney metropolitan area. It is critical that in the
vicinity of railway stations cycling routes are segregated from rail passenger
activity so as to minimise conflicts between cyclists and rail users over the
use of space.
· Bicycle
parking must be located within close proximity to railway station entrances.
The use of secure bicycle lockers should be pursued.
· The
layout of the road network in the precinct surrounding railway stations must be
designed to accommodate road space and kerb space for buses, taxis, kiss &
ride, and bicycle parking. It is critical that a coordinated approach to
addressing this issue is undertaken, as there is currently a range of different
road layouts applied to railway stations in metropolitan Sydney, with local
councils individually deciding how to address this issue.
· The
location of commuter carparks must be carefully considered. It is preferred
that commuter carparking is placed on the outskirts of centres and that key
sites within centres are better utilised for residential or commercial uses
rather than for carparking. Carparks within centres contribute to traffic
congestion and are a wasteful use of valuable, developable land.
· The
rate of parking provision in developments surrounding railway stations should
be based on a consideration of the service of public transport at the railway
station, including bus services. Developments within the catchment of a railway
station with a good level of service should have a reduced parking rate.
· The
precinct surrounding railway stations should be designed to maximise access to
stations from surrounding local areas. The assessment of new developments
within station precincts must consider the provision of good access to station
facilities.
· It
would be beneficial to consider opportunities for the reuse of existing
redundant railway station buildings on platforms and in concourse areas for
various uses including business uses, particularly to serve passengers.
Proposed
rail corridors
· New
rail corridor infrastructure must be fully integrated with surrounding land
uses so as to achieve a good planning outcome.
· It
is critical that the locations of proposed metropolitan rail corridors such as
the Parramatta-Epping Rail Link be preserved, including the surface and
sub-surface areas required for the integration of new rail lines with the
planned Civic Place development at Parramatta, and the interfaces with
Parramatta Railway Station.
· Many
of these points should apply to light rail corridors.
4. AIRSPACE
& UNDERGROUND DEVELOPMENT
· Development
of airspace and underground areas within rail corridors provides opportunities
for the provision of commercial uses to compliment transport operations.
· Above
and below ground developments can potentially provide connectivity across the
rail corridor.