Action for Public Transport (N.S.W.) Inc.

Introduction

Action for Public Transport (NSW) Inc. is a transport advocacy group which has been active in Sydney since 1974. We promote the interests of beneficiaries of public transport - passengers and the wider community alike.

This submission relates to the proposals described at https://www.haveyoursay.nsw.gov.au/new-bus-services-western-sydney for new bus services to connect Western Sydney Airport and Aerotropolis with selected destinations around western Sydney.

Discussion

Generally ...

Bringing western Sydney's bus services up to a standard comparable with (say) the south-eastern suburbs is a tall order. But the sheer quantity of marker pins that people have added to the website map shows clearly that many think it is a target to bear in mind. Even though the map's instructions say "Tell us what you think about the bus stops, accessibility or safety of the bus routes", hundreds of the pins refer to areas well away from all of the six proffered bus routes. The pins span a huge area stretching from Bargo to Richmond.

The continual rise in transport demand from new suburbs opening is a warrant for adding new bus services that unfortunately doesn't always happen. However, the decision to expand bus services to/from WSA and Aerotropolis could be a trigger for taking a wider view than just adding routes serving those points.

There is an interesting discussion of connections and frequency in section 5.2.3 (page 307) of the final report from the Independent Public Inquiry into a Long-Term Public Transport Plan for Sydney - see http://aptnsw.org.au/externals/F2_Public_Transport_Inquiry_Final_Report_26May2010_full_report.pdf. It suggests that travel times could on average be shortened without expanding the bus fleet provided people accept the idea that many trips will involve a change of vehicle.

Simply, a network that requires passengers to change can get them to their destination faster than a network with the same total operating cost that does not [page 310]. Page 315 illustrates how this might be applied to inner western, southern and eastern suburbs.

Section 5.2.6 (page 319) discusses the concept of a strategic bus corridor which carries frequent services. A suitable definition of frequent might be at least six evenly-spaced services per hour each way between 7 a.m. and 7 p.m with proportionate reductions at other times. Note they should be evenly-spaced; if three of them bunch together, the average wait time increases sharply.

These strategic bus corridors would connect at a number of interchange nodes. Interchanges would have as a minimum:

• adequate seating space for the expected patronage
• shelter from sun and rain
• timetable information and route maps
• real-time bus running information showing expected arrival time
• signage to make location and purpose clear from main roads - perhaps the blue B logo
• security cameras and help line.

Buses should get priority over general traffic at intersections where the buses aren't on a dedicated bus lane. These services should make clear to all road and airport users that they are a central and vital part of the transport infrastructure, a set of routes that are available to everybody and that are not going away.

Generators: Hospitals, secondary schools, TAFEs etc are often patronage generators that can warrant a stop on a strategic bus corridor.

Staging: bus services should be provided with full facilities at the start of development, to as high a standard as possible, in order to encourage new users who can be guided by habit as development proceeds.

Bus stop spacing: On most routes the intended spacing appears suitable for express bus routes, an order of magnitude round 1 kilometre. Density of stops is much greater in built-up areas however, e.g. around Liverpool-Casula-Green Valley for routes 860 and 825. (Or do these just represent suggested locations where contributors have dropped pins?). These would slow services to the level of a local bus. Furthermore as urban development (land uses of all kinds) increases between the Airport and the route termini, there will be pressure to add more stops thereby reducing speeds further. Perhaps separate local services should be provided which interchange with express full-distance services at appropriate places; as noted above, passengers should be prepared to change vehicles.

Specifics ...

Moore Point urban development (across Georges River from Liverpool - see https://www.smh.com.au/national/nsw/barangaroo-mark-two-mini-city-of-11-000-homes-a-step-closer-to-sydney-suburbs-20240916-p5kb1n.html): routes 825 and 860 should be extended from Liverpool to this development area in due course in order to give direct connections to WSA and Bradfield.

Parramatta and Westmead: these major centres are an obvious omission from planned routes. Separate routes to Parramatta and to Westmead should be provided. A route from Parramatta to WSA / Bradfield might use the T-Way via Stockland Wetherill Park, a centre which definitely needs inclusion. Smithfield is not as focussed.

Guildford, Fairfield, Cabramatta: these major centres between Parramatta and Liverpool might warrant an Airport - Bradfield service to one or more of them

Routes 790 Penrith - Bradfield and 845 Airport - Campbelltown: it would be sensible to combine these routes i.e. through-routing Penrith to Campbelltown. This would make some regional trips easier and eliminate some duplication Airport - Bradfield.

Conclusions

APTNSW thinks that more should be done to increase ridership and make bus travel a central feature of western Sydney.

Recommendations

We recommend that the above points be taken into account when reviewing all the pinned comments. The result should be a bus network that attracts more patronage out of single-occupant cars.