NIMBYism is alive and well in western Sydney.
Consultants SKM are preparing an Environmental Impact Statement (EIS) for Sydney's proposed north west bus transitways network, and as part of that process, are holding Stakeholders Forums for people interested in the proposal. Action for Public Transport attended one such forum at Castle Hill on 6 February 2002. Of some 50 people in attendance, by far the most well represented and vocal were the residents of Castle Street, which, I gather, is one of the streets being considered for bus access to Castle Hill shopping centre.
The most common complaint from this group was the difficulty they experience in reversing out of their driveways, due to current traffic density. One gathers that their (unstated) fear is that the presence of transitway buses will only aggravate this problem, and that they would prefer that the buses do not use their street.
The other vocal minority (2 persons) was the light rail lobby, citing potential pollution from even the most low-polluting buses, but apparently overlooking the pollution from the obvious alternative - more cars. SKM assured them that the transitway alignments were suitable for future conversion to light rail.
Otherwise, the session was informative. The consultants side-stepped the inevitable political questions like "Will the Liberal Party continue with the concept if it wins government in 2003?".
Now to the detail.
Under discussion are the transitways linking Blacktown with Castle Hill, and Parramatta with Mungarie Park. They intersect at the junction of Old Windsor and Sunnyholt Roads, at a station tentatively named Burns.
The present government was previously committed to completing both transitways by 2006, 4 years earlier than originally announced. The forum was informed that the Burns - Castle Hill leg may not be built till 2010. Travel demand in the region already exceeds the population growth rate. The EIS should be exhibited for public comment by September 2002. SKM would prefer to have submissions from interested parties now, rather than waiting until after the EIS has been exhibited. One-side-of-the-road exclusive bus lanes (I'll call them OSORs) are the preferred layout. Kerbside bus or transit lanes are less favoured for the obvious reason that buses would be delayed by ordinary traffic. The OSORs take up more land and are impossible where development already abuts the existing road.
Westmead Hospital presents an interesting dilemma. The Transitway wants to go underground between existing buildings to provide at-the-door access, but the hospital is objecting on the ground that the tunnel entrance would cause the loss of parking spaces in the car park.
The Parramatta terminus also presents difficulties, as the permanent interchange associated with the Parramatta - Chatswood Railway will probably not be completed when Transitway services commence.
Commuter cyclists have expressed concern that the RTA policy of providing "recreational" (meandering) type cycleways along the Transitway alignment does not satisfy their needs.
The Transitway designers are not in favour of providing parking facilities at Transitway stations for park-and-ride, on the ground that short-distance car journeys would contribute to air pollution. The costs of building and maintaining car parks, and the aesthetics, were not mentioned. They acknowledged that commuter parking in residential streets adjacent to the M2 bus stations is already a problem.
Consultants PPK are preparing a bus operations plan as part of the input to the EIS. The pitfalls of the present "franchise model" of operating buses in western Sydney is recognised. For this particular project, much will have been learnt from the operation of buses on the earlier-completed Liverpool to Parramatta Transitway.
The next stakeholder forums will be held on 5,6,7 & 12 March, at Parramatta, Castle Hill, Lalor Park, and Parramatta respectively.
For further info on these transitways phone 1800-335-742 or visit http://www.t-way.nsw.gov.au/.
9 Feb 2002