Posts Tagged ‘Parking’

Note: For the second time this year, this blog has taken an unannounced hiatus for a number of months due to the pressures of real life. This post was written up at the end of June but never properly finished and thus not posted. It will probably be the final monthly round up, at least for the foreseeable future. This blog will not be ending, posts will still continue. But instead, the focus will be on specific issues or events as they occur with no set frequency of posts. For now, please enjoy the breaking news from 3 months ago…

VIDEO: Urban Taskforce Research- Who Lives in Apartments (31 May 2015)

2 June: $50m cost blowout for NWRL

The budget for constructing the skytrain portion of the North West Rail Link, an elevated viaduct between Bella Vista and Rouse Hill, has blown out from $340m to $390m. Despite the cost blowout, a project spokesperson said that there has been no change to the completion date for the skytrain, while the Transport Minister Andrew Constance stated that variations in cost had been factored into the full $8.3bn budget and that the overall budget remained unchanged.

The skytrain portion of Sydney Metro, shown at the proposed Rouse Hill Station. Click to enlarge. (Source: Transport for NSW.)

The skytrain portion of North West Rail Link, shown at the proposed Rouse Hill Station. Click to enlarge. (Source: Transport for NSW.)

 4 June: Sydney Rapid Transit renamed Sydney Metro

Sydney’s single deck train network will be known as Sydney Metro, replacing the previous name Sydney Rapid Transit. This follows the passage of legislation authorising the privatisation of state owned electricity assets, which passed both chambers of Parliament the previous day.

4 June: NSW Opposition dumps support for light rail because of Infrastructure NSW Report

The new Shadow Transport Minister Ryan Park, who together with the Opposition Leader Luke Foley recently withdrew their support for light rail down George Street, announced that the change of heart on light rail came after reading the 2012 Infrastructure NSW Report that opposed George Street light rail. The alternative bus tunnel option suggested by the report was criticised by Transport for NSW, with Infrastructure NSW later supporting George Street light rail.

A very early proposed map for the CBD BRT would see a tunnel between Wynyard and Town Hall, removing many buses from the surface streets. Click on image for higher resolution. (Source: First Things First, Infrastructure NSW, page 99.)

A very early proposed map for the CBD BRT would see a tunnel between Wynyard and Town Hall, removing many buses from the surface streets. Click to enlarge. (Source: First Things First, Infrastructure NSW, page 99.)

6 June: Transport corridors in Western Sydney to be reserved

Work to reserve transport corridors in Sydney’s West for an Outer Sydney Orbital motorway, Bells Line of Road to Castlereagh Connection, and South West Rail Link extension is moving into the public consultation phase. The NSW Roads Minister Duncay Gay said that work on the 2 roads was not expected to begin for decades; with the SWRL corridor set to be identified by late 2016.

8 June: Olympic Park becomes preferred light rail option

A light rail line connecting Parramatta to Olympic Park has firmed as the favourite option for a new light rail line in Sydney’s West. The line could extend out to Wesmead in the West and Strathfield in the East. It gained favour after a campaign by businesses and developers who touted the possibility for development of the corridor and the potential for value capture from that development to fund the cost of building the new line. However, local councils have labelled the line a white elephant and are calling for the Government to build a line to Epping instead.

11 June: Opal only gates installed at Wynyard Station

New Opal only gates have been installed as part of the Wynyard Station upgrade. Opal only gates have recently been installed at Olympic Park Station. No date has been set for the full phase out of ticket gates that accept magnetic stripe paper ticket.

12 June: SWRL connection to CBD via Granville?

Transport blogger Nick Stylianou suggests that Leppington trains may be connected up to the T2 South Line, travelling to the CBD via Granville. This may happen as soon as the end of this year, with Campbelltown to city services running exclusively on the T2 Airport Line.

12 June: 65 new transport officers

Sydney’s existing 150 transport officers is set to increase to 215, with an additional 65 transport officers to be hired.

15 June: Trial of backdoor boarding on CBD buses

The Government is set to trial boarding of buses via the back door for 2 weeks. The trial will be restricted to Opal card users between 4PM and 7PM at 7 bus stops in the CBD. Marshals will be present to ensure boarding occurs safely. It is hoped that the trial will see lower dwell times for buses by allowing customers to board more quickly.

VIDEO: Seven News Sydney – Trial of back door loading on buses (15/6/2015)

19 June: Reduction in minimum parking requirements

The NSW Government has announced a watered down version of a minimum parking requirement policy that it announced last year. The new policy allows new apartment blocks in areas well serviced by public transport to have fewer off-street parking spots than is currently mandated by local government regulations. The previously announced policy would have eliminated the requirement for off-street parking entirely and has not been adopted. Supporters of the move argue that it will help to keep construction costs down and help with housing affordability. Opponents of the move claim that it will cause cars to spill over into existing streets where parking is already scarce.

23 June: Barangaroo Station confirmed

A Station at Barangaroo has been confirmed in the Sydney Metro City and Southwest. Stations still to be determined are Artarmon, St Leonards/Crows Nest and either Sydney University or Waterloo.

VIDEO: Sydney Metro Barangaroo Station

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VIDEO: Man races a train to the next stop

Tuesday: Parking minimums for new developments scrapped

New developments near transport hubs in and around the inner city will no longer be required to include parking spaces as part of government reforms to planning laws. Including a parking space can add an additional $50,000 or more to the cost of a unit, with the changes designed to allow inner city residents who do not need or want a parking space from being forced to pay for one. Developers can still choose to include parking spaces, should market demand for them exist. Opposition to the plan prevented it from being extended to outer suburban locations, with critics worried that it would result in cars spilling over into streets and using up the limited amount of available on-street parking in the inner city.

Tuesday: Replacement Epping to Chatswood Line bus routes announced

Five indicative bus routes have been identified which will run while the Epping to Chatswood Line is shut down during 2018 and 2019. The line is being upgraded as part of the North West Rail Link and will not operate for 7 months. During this time, additional bus services will operate to connect the T1 Northern Line and T1 North Shore Lines that are currently linked by rail between Epping to Chatswood.

5 bus routes will replace the Epping to Chatswood Rail Link in 2018 and 2019 during the 7 months that it is being upgraded as part of the North West Rail Link. Click to enlarge. (Source: Transport for NSW.)

5 bus routes will replace the Epping to Chatswood Rail Link in 2018 and 2019 during the 7 months that it is being upgraded as part of the North West Rail Link. Click to enlarge. (Source: Transport for NSW.)

Thursday: Registration of Interest for Maldon to Dombarton Line opens

Update: Northern Line added (10:52PM, 28/09/2014)

The NSW Government has called on private sector investors to show their interest in building and operating the 35km Maldon to Dombarton Rail Line. The freight line would connect Port Kembla in Wollongong to the Southern Sydney Freight Line, potentially removing freight trains from the T4 Illawarra Line that currently travel via Sutherland to reach Sydney from Port Kembla. This could mean a completely segregated freight and passenger rail network in metropolitan Sydney outside of the Western Line and Northern Line, much of which consists of 2 pairs of tracks and can better handle disruptions to passenger services caused by broken down freight trains, while also allowing more freight to operate during the busy commuter peak hour during which curfews are in place for freight trains on much of the passenger network.

Construction on the Maldon to Dombarton freight line began in 1983 but was never completed due to an economic downturn and the forecast growth in coal traffic not eventuating.

Saturday: Rail line building plan to be scrapped

Plans to build high rise buildings close to the CBD by utilising the airspace above the rail line between Central and Redfern Stations looks set to be abandoned. The plan has proven to be too risky and too expensive. This made it unlikely that the private sector would be willing to bear the risk of the project, leaving the Government the risk burden. The plan, which would also contain a redevelopment of industrial areas on either side of the rail line near Redfern, had been compared to Barangaroo in size and scale.

Finance reporter Alan Kohler wrote yesterday about how he believes clearways, the removal of on-street parking from major roads to improve traffic flow, are needed outside of peak hour as congestion problems now last well outside of peak hour; particularly so on weekends. In many cases a 4 lane road dedicates 2 lanes to parking, which restricts the maximum capacity by 50%. Rather than building expensive new roads, Mr Kohler opines that a better option would be to unlock this existing capacity.

Mr Kohler is right about one thing, this is definitely a much cheaper way of improving road capacity than building new roads. Sydney’s WestConnex and Melbourne’s East-West Link alone are reported to cost $11.5bn and $18bn each, with State and Commonwealth Governments contributing a combined $9.3bn to the road projects so far. But removing on-street parking will only dramatically improve traffic flows if parking is the major bottleneck. In many cases, removing on-street parking can just see it replaced by intersections and bus stops as the bottleneck.

Removing on-street parking removes one bottleneck, but often only sees it replaced with other bottlenecks. Bondi Road, nominated as a possible all day clearway by the NSW Government, shows how bus stops without bus bays and intersections without turning lanes can cause through traffic to get stuck behind buses and other cars when clearways are introduced. Click to enlarge. (Source: Google Maps, modified by author.)

Removing on-street parking removes one bottleneck, but often only sees it replaced with other bottlenecks. Bondi Road, nominated as a possible all day clearway by the NSW Government, shows how bus stops without bus bays and intersections without turning lanes can cause through traffic to get stuck behind buses and other cars when clearways are introduced. Click to enlarge. (Source: Google Maps, modified by author.)

A major road without additional turning lanes at intersections can see delays as through traffic is delayed by cars waiting to turn. However, because parking is not allowed near intersections, this effectively creates turning lanes. Thus, through traffic does not get stuck behind cars waiting to turn. This isn’t particularly problematic during peak hour as most traffic is through traffic headed towards a few major centres . However, outside of peak hour and on weekends in particular trips tend to be dispersed and this encourages more turning movements rather than through traffic. The effect of this is to enhance the benefit of clearways during peak hour but diminish it outside of it.

The absence of bus bays can also cause through traffic to get stuck behind buses picking up or dropping off passengers at bus stops. With on-street parking, bus zones act as de facto bus bays, allowing buses to pull in and allow through traffic to continue undisrupted. However, unlike turning lanes, this is a bigger problem during peak hour when buses are more frequent.

(There are alternatives to improving traffic flows. Putting aside additional investments in public transport to encourage car users out of their cars and into public transport or even considering bus lanes rather than clearways, the best way to allocate scarce resources is to put a price on it – in this case by pricing both driving and parking. Alan Davies has written on road pricing here and here, while Paul Barter explains how better pricing of parking can cut congestion.)

Extending clearways by removing on-street parking can improve traffic flows, but not all of the time. Care needs to be taken to ensure that doing so will actually improve traffic flows and not just replace one bottleneck with another. The best possible outcome is that these are considered on a case by case basis to improve traffic flows where it is possible rather than where it is not. The worst possible outcome would be that this does little to improve actual traffic flows but instead gives the impression that it will, encouraging extra road users into their cars and thus worsening traffic congestion.

VIDEO: TBM1 Elizabeth assembly and start of tunnelling, Transport for NSW

Monday: NWRL tunneling begins 4 months ahead of schedule

The first of 4 tunnel boring machines (TBM) began work on the 15km twin tunnels that will form the core of the 23km North West Rail Link. Tunneling was expected to begin by the end of this year. The current TBM, along with a second when it is ready, are beginning from Bella Vista and will cut a pair of 9km tunnels through to Cherrybrook, where a second pair of TBMs will cut another pair of 6km tunnels to Epping.

Tunneling is likely to take about 2 years, with station and tunnel fit outs to take an additional 2 years, and a final year to bring the line to operational rediness in time for a 2019 opening.

4 tunnel boring machines like these will be used on the NWRL. Click to enlarge. (Source: Transport for NSW)

4 tunnel boring machines like these will be used on the NWRL. Click to enlarge. (Source: Transport for NSW.)

Monday: Sydney Trains cancel cleaning contract midway through

An agreement with Transfield to manage cleaning services for Sydney Trains has been cancelled 2 years into the 4 year contract. The cleaning will still be contracted out, but the management of the private contractors has been brought in house within Sydney Trains.

Thursday: Opal bus rollout two thirds done

Opal readers have been enabled on buses in Sydney’s Inner West as well as in the lower Hunter region. This brings the number of Opal enabled buses up to 3,290. There are 5,000 buses in NSW that are on track to be Opal enabled by the end of the year.

850,000 Opal cards have been issued, a large increase on the 500,000 Opal cards that had been issued at the start of August.

Friday: Granville parking and bus interchange upgrade complete

Granville Station’s bus interchange upgrade has been completed, along with an increase in 40 car spaces for commuter parking. Construction on an additional 20 car parking spaces is also planned to commence soon.

Saturday: SWRL completed, will open in early 2015

The South West Rail Link has been completed a year ahead of schedule and $300m under budget. The line was originally announced in 2005, with a $688m budget and an expected opening date of 2012. However, by the time it had been scheduled to be completed in 2012, the budget had blown out to $2.1bn and the opening date pushed back to 2016.

The line will be opened early next year, with January being rumoured as the planned date. The new line’s timetables and operating patterns will be worked out between now and when it is opened.

Map of the SWRL. Click to enlarge. (Source: Glenfield Transport Interchange Review of Environmental Factors, page 2)

Map of the SWRL. Click to enlarge. (Source: Glenfield Transport Interchange Review of Environmental Factors, page 2)

VIDEO: South West Rail Link complete, Seven News (14 September 2014)

Tuesday: Opal Man cost $100,000 to design

The NSW Government paid $100,000 to design Opal Man, according to documents obtained by Shadow Transport Minister Penny Sharpe. This has been followed by a multimillion dollar advertising campaign, including $2.3m to develop TV ads and a further $4.7m in buying spots on the media. In addition, $2.9m is being spent on information and sales staff at stations.

Wednesday: Randwick Council signs agreement with NSW Government over light rail

Hundreds of parking spaces are to be retained or replaced in Kensington and Kingsford along Anzac Parade when light rail is built along that road as part of a Development Agreement between Randwick Council and Transport for NSW. The agreement, which follows a lengthy and politically disputed period of many months, will return 100-120 parking spots on Anzac Parade during off-peak hours. Previous plans were to have turned Anzac Parade into a 24 hour clearway with no parking. The agreement will also see the sale of land near the Kingsford interchange to Randwick Council, which the council plans to turn into a car park to offset the loss of parking spaces from the construction of the Kingsford interchange over the existing parking lot adjacent to South’s Juniors.

The revised Randwick light rail interchange features 3 times as much green space as originally proposed, but this is still half as much as is currently there. Click to enlarge. (Source: CSELR Submissions Report, p. 6-65)

The revised Randwick light rail interchange features 3 times as much green space as originally proposed, but this is still half as much as is currently there. Click to enlarge. (Source: CSELR Submissions Report, p. 6-65)

The agreement also requires Transport for NSW to consider alternative options for the Randwick interchange planned at High Cross Park, though stops short of requiring Transport for NSW to modify it should no alternative be found to be feasible. It also requires an independent arborist to be consulted if the removal of any trees is disputed.

Public transport advocacy group EcoTransit has put forward a public transport alternative to the M4 East component of the WestConnex. A new train station on the Eastern end of the M4, next to a large car park in Olympic Park, with trains into Central Station, along with a light rail network, would provide sufficient relief so as to avoid the need for building the M4 East, according to a video it released called “WestConnex — Greiner’s folly Part 3”  (part two of this series have been covered previously on this blog, part one can be viewed here). It also claims to be able to do so at a much cheaper cost of $2.2bn, compared to $8bn for the M4 East.

The video is included below and worth watching. You can also subscribe to the EcoTransit YouTube channel to receive updates when new videos are uploaded.

VIDEO: WestConnex — Greiner’s folly Part 3, EcoTransit

The new train station, named Pippita Station by EcoTransit, would be above the M4 along the existing Olympic Park Line and adjacent to an existing car park currently exists for sporting events with what appears to be (using a back of the envelope estimate) 1,000 to 2,000 car spaces, These spaces tend to be used in the evening and weekends, and remain mostly empty during work hours when commuters making their journey to and from work would need a parking space. There are also enough free slots on the Main West Line tracks between Lidcombe and Central, as well as the Sydney Terminal platforms at Central Station, for a train every 15 minutes into Sydney Terminal.

But the reality is not so simple, and this may not necessarily prove to be the magic bullet solution it initially appears to be.

It’s worth remembering that there are currently park and ride facilities across the Sydney Trains network, and if these car drivers are not using them at the moment, it is questionable what difference adding an extra park and ride facility would provide (particularly considering that it would require a second transfer at Central for those continuing further into the CBD or elsewhere). That’s not to say it wouldn’t be of any benefit, and if this can be achieved as a cheap bolt on addition to the network then it should be seriously considered.

The main problem with solutions like this are that is assumes a CBD centric view of transport in Sydney, and that the only congestion problem is in the AM and PM peaks during the week. It should be remembered that only 13% of workers commute to the CBD each day, and 77% of those do so by public or active transport. Most car traffic is not destined for the CBD, and most non-CBD travelers get to their destination by car. Improving CBD transport links is unlikely to entice such people away from their cars.

Another example is when the video shows footage of Parramatta Road at 11:30AM on a weekday, pointing out that there is little to no congestion and arguing that Parramatta Road is only congested during peak hour. Yet had that footage been taken on a Saturday, it would have shown congestion on par with weekday peak hour traffic. The reason for this is only partly the lack of weekend public transport. It’s also the dispersed nature of weekend journeys (where many people are visiting friends, going shopping, or heading to a sporting event) when compared to weekday ones (where many people are going to work or study in the CBD or a major centre). Cars are much better at transporting people for the former, while public transport is much better for transporting people for the latter.

It should also be remembered that a road project like WestConnex can recover a large proportion of its capital and operating costs from user tolls, and can thus be built and operated with only a small tax payer contribution. Meanwhile, public transport projects recover none of their capital costs, and only around a quarter of their operating costs from user fares, and thus require a much larger proportion of their cost to be government contribution. Nor do the costings for light rail used in the video appear to be in line with recent light rail projects. For example, the proposed Parramatta Road light rail project is about 15km in length (using a conservative estimate) and costs $975m, or $65m/km. Meanwhile, the CBD and South East light rail project about to commence construction is 12km in length and costs $1.6bn, or $133m/km. So the $2.2bn total cost could actually be double that, around $4.4bn. Compare this to the current proposed state government contribution to WestConnex of $1.8bn (which was itself obtained by selling an asset whose value increased on the assumption that WestConnex would be completed), and it soon becomes clear why the government bean counters prefer road projects to public transport ones.

Artists impression of Parramatta Road light rail. Click to enlarge. (Source: EcoTransit)

Artists impression of Parramatta Road light rail. Click to enlarge. (Source: EcoTransit)

Finally, neither the “Pippita Express”, nor the light rail network, would provide capacity for road freight transport. Even more so than passenger movements, freight movements are highly dispersed and therefore not suited to rail transport (unless it is from one city to another). Therefore, most freight transport happens on road within Sydney. There would be some benefit from fewer cars on the road, but it would likely only be beneficial around the edges.

This is not to say that the proposals put forward are bad. In fact, the “Pippita Express” is quite innovative and, as mentioned, should be investigated further. So should the extensions to the light rail network proposed in this video. Public transport improvements like these are far more efficient than roads at transporting people to the CBD and other major centres. And if this does help to create an integrated network of heavy rail, light rail, and buses that allow a greater level of mobility between other parts of Sydney, then it might begin to compete with cars in transporting people around for those previously described dispersed journeys. But until then, and for other reasons mentioned, the proposed rail projects are likely to be supplementary to, rather than in replacement of, WestConnex.

Video: WestConnex: Greiner’s folly, Part 2: South-west: the problem & the solutions, EcoTransit

This post was inspired by the recent EcoTransit video posted above. In it, the claim is made that 90% of trips into the CBD from the South West are by public transport, while 90% of trips to South Sydney and the UNSW/Prince of Wales Hospital area are by car. No source was provided for these figures, although a 2008 government report entitled Employment and Commuting in Sydney’s Centres, 1996 – 2006 does provide data for Sydney as a whole and is the basis of this post.

Notes: Car journeys include both drivers and passengers. The majority of the balance of journeys were made by public transport, with walking and cycling generally not exceeding 5%-10%. All figures refer to journeys to work only and come from 2006 census data.

The data splits Sydney up into:

  • 33 major “centres” (714,496 jobs or 37.1% of Sydney’s total)
  • “no fixed address” (78,077 jobs or 4.1% of Sydney’s total)
  • “unknown” (110,342 jobs or 5.7% of Sydney’s total)
  • “remainder” (1,020,985 jobs or 53.1% of Sydney’s total)

As a general rule of thumb, the centres tend to have both a higher employment density plus a lower share of journeys to work made by car, and these two are negatively correlated (i.e. if one is higher, the other tends to be lower). At the top of the list is the Sydney CBD, with an employment density of 546.4 jobs/Ha and share of journeys by car of 19.5%. This compares to the figures for the non-centre areas of Sydney (“remainder”), with an employment density of 0.8 jobs/Ha and share of journeys by car of 85.2%.

2013-06-18 Job density vs journeys to work by car - table

Click to enlarge. (Source: Employment and Commuting in Sydney’s Centres, 1996 – 2006, Bureau of Transport Statistics, pages 2, 10)

There are some shortcomings of these data:

  • They are relatively old (7 years). This means, for example, they pre-date the 2009 opening of the Epping to Chatswood Rail Link.
  • They only include journeys to work (as this is the question asked on the census). Journeys to schools, universities, TAFE, etc are not included, even though they tend to occur at similar times as the morning commute, nor are journeys for recreation, shopping, etc.
  • They don’t indicate what level of parking restrictions (for both on and off-street parking) have been put in place. Limiting the amount of available parking (particularly free and abundant parking) leads to a significant decrease in driving to work. The case of limited parking vs increased employment densities is a bit of a chicken and egg argument over which causes the other. It’s assumed here that they go hand in hand, and therefore employment density can be used as a proxy for parking limits.
  • They don’t show which specific mode of transport was used (e.g. driver vs passenger or train vs bus vs walk). These figures are available in the original source document, but have been aggregated for simplicity.

Looking at the data in a more visual form, patterns become quickly evident. Here the mode share of trips by car is shown on the y-axis, the employment density is on the x-axis, and the size of each bubble indicates the size of each centre by employment. Bubbles are colour coded by centre type the same way as in the table above.

2013-06-18 Job density vs journeys to work by car - graph

Click to enlarge. (Source: Employment and Commuting in Sydney’s Centres, 1996 – 2006, Bureau of Transport Statistics, pages 2, 10)

The link between employment density and driving to work is quite clear – the higher the employment density, the less likely workers are to drive to work. The correlation is strongest up to an employment density of around 150. Above this, higher employment densities do not seen to result in lower car usage, with the Sydney CBD (the large blue bubble on the far right), being a bit of an outlier. However, that is based on a fairly small sample size of 4 centres, whereas there are 29 centres under the 150 jobs/Ha threshold.

Proximity to the Sydney CBD also seems to result in lower car mode shares, evident by the non-CBD Sydney Central centres and the City Education/Health Precinct (the 3 blue and one green bubble on the bottom left) all having a lower car mode share than other centres with similar employment densities. Removing these 4 centres gives a much cleaner correlation, where going above the 150 jobs/Ha threshold still reduces car mode share, but at a lower rate.

Education precincts also have lower car mode shares. The City and Randwick Education/Health Precincts (the two green bubbles in the bottom left) both have lower car mode shares than other centres with similar employment densities. This is more pronounced for the former, given its proximity to the CBD, but can still be clearly seen for the latter.

Business parks, on the other hand, tend to have higher car mode shares. Norwest Business Park and Macquarie Park (the 2 red bubbles at the top), both have much higher car mode shares than other centres with similar employment densities. Olympic Park and Rhodes also have higher car mode shares than similar centres. This may suggest that it is their lack of good rail connections that encourage their workers to drive. The former 2 had no rail connections in 2006, while the latter 2 had only limited rail connections.

But support for this in the data is mixed, given that North Sydney and Chatswood (the two red bubbles on the right) both enjoy excellent rail connections, but still display a greater tendency for its workers to drive. In the case of North Sydney (the red bubble on the right), it has a much higher employment density than Surry Hills/Kings Cross (the lowest blue bubble on the left) does (369 jobs/Ha and 137 jobs/Ha respectively). Yet both have similar car mode shares (39.4% and 37.9% respectively) and are both in close proximity to the CBD. In addition, the Randwick Education/Health Precinct (the green bubble second from the bottom) has no rail connection and achieves a similar car mode share to St Leonards/Crows Nest (the red bubble third from the right) which does have a rail connection. This is despite the former having a lower employment density to the latter (70 jobs/Ha and 107 jobs/Ha respectively).

This suggests that the type of public transport available does not impact its mode share significantly. Instead, it’s the quality of that transport, things like speed and frequency, that determine its use. So somewhere like Rhodes, which has relatively infrequent and slow trains on the Northern Line, is not as well services as the Randwick Education/Health Precinct, with its frequent express buses that come in from Central and the CBD via bus only lanes.

Summary

Higher employment densities are correlated with lower car use in journeys to work, particularly for densities up to 150 jobs/Ha. Proximity of employment to the CBD enhances this correlation. Meanwhile, workers at universities are less likely to drive, while workers at business parks are more likely to drive. The availability of frequent and fast public transport encourages a modal shift to public transport, the mere existence of a rail connection does not.

Further Reading

Paul Mees’ 2010 book Transport for Suburbia discusses the issue of population density and whether a high population density is required to achieve high public transport usage. He argues that it is not, and that a low density city can still achieve high public transport usage.

Post Script: Paul Mees sadly passed away earlier this week on Wednesday, before this post was published, but after the above paragraph was written. He was a public transport advocate, heading the Melbourne based Public Transport Users Association for a decade, as well as an academic at both Melbourne University and RMIT.

Chris Loader at Charting Transport looked into this further for cities from various countries, then in more detail on Australian cities, and finally into great detail on just Sydney. Two maps looking at employment density and public transport use in Sydney most relevant to this from the final link are included below.

An earlier post on the WestConnex looked at whether it should link up to the CBD, and what sort of trips car travel is best suited to compared to what sort of trips public transport is best suited to.

Jobs density in Sydney. Click to enlarge. (Source: Charting Transport)

Public transport mode share by destination. Click to enlarge. (Source: Charting Transport)