Western Transport Initiative (WesTrans) Concept Proposal
Western Transport Initiative(WesTrans) Concept ProposalincludesWestern Education Link Line (WELL)andCommuter “Clipper” BusesA Proposal for Transport IntegrationPrepared by Save Our Rail NSW Inc. – 11 November 2010saveourrail.org.au11 November 2010saveourrail.org.aupage 1 of 20
Western Transport Initiative (WesTrans)ContentsExecutive Summary .3Rationale .3Objectives .3Looking to the future with rail .3Components of the plan .4Introduction.5Rail freight .6Heavy rail passenger services – electric train service.8Heavy rail passenger services – diesel.8Maitland station major interchange .9Western Education Link Line (WELL).10Fuel .10New light rail stations .10Summary of benefits .11Cycleways .14Park-and-ride.16Looking to the future with rail .16Commute by Clipper .17Bus service improvements .17Example 1 .17Example 2 .20Example 3 .20Example 4 .20MapsFigure 1 - Existing heavy rail with proposed new stations.12Figure 2 - Western Education Link Line (WELL) proposed light rail network extension.13Figure 3 - Proposed cycleways and their integration with the WELL.15Figure 4 - Proposed "Clipper" bus routes (Examples 1, 2, and 3) .18Figure 5 - Proposed "Clipper" bus routes (Example 4) .19Document History11 Nov 2010: First release22 Nov 2010: Minor typographic corrections; SOR map annotations adjusted for better B&W printingProposal prepared by Save Our Rail NSW Inc.Joan Dawson – PresidentMarilyn Eade – SecretaryDarrell Harris – Research OfficerMichael Micevski – Technical Officer11 November 2010saveourrail.org.aupage 2 of 20
Executive SummaryRATIONALE The main reason for not using public transport is the trip time taken Convenience is an important factor in attracting patronage to public transport Save Our Rail’s proposal could be a catalyst for investment in infrastructure withinthe Hunter Region. Save Our Rail has long advocated for the formation of a HunterTransport Authority having a key advisory role. Such an authority could play a vital role in implementing and promoting publictransport investment. The authority composition would need to be non-party-political, with suitablyqualified members having relevant transport and planning experience. There wouldneed to be a process to ensure exclusion of political appointments, transport operators,lobby groups, and property developers – public or private. The Hunter Transport Authority would need to have meaningful communityconsultation and be accountable to the community.OBJECTIVES1. To provide public transport to under serviced areas of Newcastle/Lower Hunter2. To provide incentives for public transport choice over car use3. To achieve frequency of service to 10 - 15 minutes4. To ensure convenience of public transport5. To provide freight rail bypass west of Newcastle with benefit to both passenger andfreight services6. To provide options for connection between services – rail, bus, bicycle, ferry. Thiswould include park-and-ride facilities.7. To eliminate delay in public transport use and reduce excessive wait time8. To minimise the need to interchange (a significant inhibitor of public transport use)LOOKING TO THE FUTURE WITH RAILRail is crucial to the future with reduced oil supplies. The Western Transport Initiativecreates a springboard from which future rail extensions could ensue. Once the core of thenetwork is established expansion becomes simpler.11 November 2010saveourrail.org.aupage 3 of 20
Western Transport Initiative (WesTrans)Executive Summary (continued)COMPONENTS OF THE PLAN The Western Transport Initiative (WesTrans) addresses transport deficit in areas tothe west of Hamilton Allows improved frequency of services, e.g. 10-15 minutes Maitland and Morissetlines, 30 minutes Newcastle-Sydney line, hourly Singleton, Dungog and Cessnocklines The Western Education Link Line (WELL) Specific TramTrain service toeducational facilities in the western area, re-using former rail line on existingcorridors from Maud Street (Mater) via Callaghan (University), Birmingham Gardensto Wallsend and then former tram line from Wallsend to Glendale. Provides direct rail link between Glendale TAFE, University campus at Callaghan,Tighes Hill TAFE, high schools (public and private), existing and proposedUniversity facilities near Civic Station, private colleges, TAFE and schools in theNewcastle CBD. Connects commercial centres – Glendale, Wallsend, Hamilton, and Newcastle CBD. Freight line bypass of Newcastle – preference, Morisset to Thornton. Cycleways with protective fencing alongside rail lines. Commuter “Clipper” buses – limited stops buses e.g. Minmi to Charlestown viaJohn Hunter Hospital (with interchange connection to University/Newcastle). Clippers could similarly serve the following areas: Belmont/Swansea, Glendale,Barnsley/West Wallsend. Electric and Hunter Line timetable adjustments so that TramTrains between existingservices could provide better frequency. Re-introduce passenger services on Cessnock line. Possibility for future Toronto Rail service return and possible service to Wangi Wangiusing former coal line. Park-and-ride facilities at key locations on rail lines – Cockle Creek, GlendaleStation, Frederick Street/Main Road Glendale, Link Road (Wallsend), Minmi Road,Sandgate, Kotara Station. Park-and-ride facilities at key locations linked to Clipper bus routes, placed tointercept traffic and reduce congestion on major roads, e.g. Swansea, Blacksmiths,Marks Point, Bennetts Green.11 November 2010saveourrail.org.aupage 4 of 20
IntroductionSave Our Rail (SOR) is a community based group working to improve, not remove, heavyrail connection from the areas that regard Newcastle as their regional capital.Save Our Rail previously produced a proposal for the integration of inner city Newcastle.This aimed to retain the valuable heavy rail link to the regions while solving the disconnectbetween Honeysuckle and Hunter Street.Save Our Rail’s Western Transport Initiative (WesTrans) complements the original proposalto more fully encompass suburban and regional transport needs. This latest proposal builds onthe existing heavy rail backbone that SOR believes must be retained.From the many options available, Save Our Rail chose the one which: addresses the needs of the greatest number of people services the greatest number of destinations provides the greatest regional development opportunities gives attention to the parts of greater Newcastle in which public transport is mostinadequate has the greatest opportunity for transport expansion into the futurePublic transport has a very low take-up in Newcastle and the Lower Hunter; however modeshare of train travel to work has been maintained over the past three decades.The choice of bus transport for journeys to work to Newcastle CBD has fallen over the years1981 to 2006, despite its greater availability.1 Also bus patronage to new employment areashas not grown significantly.In areas where rail provision is adequate, its mode share exceeds NSW Governmenttargets of 20% journeys to work to Newcastle CBD.2 The provision of additional railtransport is therefore indicated. (see graph on next page)Bus Journey to Work to Newcastle CBD14%12% 10%8%6%4%1981 – 13.8 %1996 – 7.1 %2001 – 6.1 %2006 – 4.9 %2%0%198112199620012006Data for 1981, 1996, 2001 obtained from KBR 2003. Data for 2006 calculated from Urbis Newcastle CBD Strategy for HDC 2009 p15.KBR, Newcastle Options Planning Study, Oct 2003, page 5-3, Table 5.1 - Journeys to work to Central Newcastle11 November 2010saveourrail.org.aupage 5 of 20
Western Transport Initiative (WesTrans)Public transport mode share for journeys to work to "Central Newcastle"(by point of origin)GosfordWyongBusMaitlandTrainWest. Lk. Macq. (est)OriginGosfordWyongMaitlandWest. Lk. Macq. (estimate*)Lake Macq.CessnockOtherN'cle remainderN'cle CentralPort StephensLake Macq.CessnockOtherN'cle remainderN'cle CentralBus (%)0.00.00.05.65.62.43.28.45.33.0Train (%)30.024.321.215.04.03.63.21.31.10.8* Western Lake Maq. estimate by Save Our RailPort Stephens0%5%10%15%20%25%30%The use of cars for the daily commute in this region is disproportionate, and the result islooming traffic chaos. Major trunk roads into Newcastle are at capacity; the volume of trafficis causing bottlenecks at choke points on both Maitland Road (New England Highway) and atthe Five Islands Bridge / Toronto Road. There are delays at major intersections and carparking availability is cause for concern in Newcastle, John Hunter Hospital, University ofNewcastle (Callaghan), Mater Hospital (Waratah).Worldwide it is demonstrated that rail has the greatest capacity to attract patronage awayfrom private motor vehicle use. Two surveys undertaken in this region reinforce this pattern.Proportion of commuters whohad access to a private motorvehicle but still chose to travelby train or bus : 56% vs. 0%60 %40 %20 %0%Tr ainBus2005 Newcastle Tax Officesurvey by Leanne McKenzie.Proportion of commuters whohad access to a private motorvehicle but still chose to travelby train or bus : 53% vs. 0%60 %40 %20 %0%Tr ainBus2010 Waratah Stn / Route 226 busstops Platt St survey by D. Harris.One of the main reasons people give for not using public transport is the time taken totravel to the required destination.This indicates a need for increased frequency of service to encourage public transport use.It is important to minimise the need to interchange (a significant inhibitor of public transportuse). Imposing an unnecessary forced interchange loses patronage immediately, but alsopersists. Possible patronage increases cannot be regained, therefore future patronage targetswill be difficult to achieve.RAIL FREIGHTThe need to provide a western freight bypass line has long been identified. This would allowfreight to be transported away from suburban Newcastle and Lake Macquarie. It would freeup track time for passenger services to allow improved frequency.Various routes have been suggested. Government agencies (e.g. Department of Planning,Premier’s Department) have investigated sites for an intermodal freight hub, including one11 November 2010saveourrail.org.aupage 6 of 20
near Buchanan and another near west Wallsend. Many factors will need to be examined todetermine the most appropriate option.Route optionsFour possible routes have been proposed by various organisations:1. Morisset to Thornton (SOR preferred)This basically follows the F3 (Expressway) easement. Save Our Rail prefers this routebecause it maximises the availability of track which is free from freight movements.2. Morisset to Maitland via Kurri Kurri (SOR second preference)This follows the old Maitland rail line, and could incorporate a freight depot nearBuchanan or near West Wallsend.3. Fassifern to Hexham (Hunter Business Chamber preferred)This would go via Killingworth, Stockrington linked by tunnel (new) to old J&ABrown coal line to Hexham.4. Maitland via Kurri Kurri to Cockle Creek (Hunter Environment Lobby)One of the major determining factors would be access to a future intermodal freight hub(location to be determined).All these proposed routes would be principally designed to take freight, though they wouldhave spare capacity to transport passengers, especially during peak times.The two SOR options would provide the greatest travel time savings (potentially in excess of30 minutes each way) between Hunter Valley and locations south of Morisset.SOR preferred freight and passenger services are between Hunter Valley and Wyong viaMaitland. Sydney and Central Coast travellers on the proposed freight bypass line wouldchange at Wyong instead of Hamilton.4Routes shown:211. SOR preferred(orange)343212. SOR second preference(pink)4323. Hunter Business Chamber(aqua)124. Hunter Environment Lobby(green)111 November 2010saveourrail.org.aupage 7 of 20
Western Transport Initiative (WesTrans)HEAVY RAIL PASSENGER SERVICES – ELECTRIC TRAIN SERVICESydney, Central Coast, western Lake Macquarie, NewcastleIt is proposed to run a half-hour limited stop express electric passenger service direct betweenSydney and Newcastle.Servicing the smaller intermediate stations such as Dora Creek, Booragul, Teralba, a feederelectric train service would run from Wyong to Newcastle. This would be based on a sevenminute interchange at Wyong.Because the feeder service would be a slower “all stops” service, the result at Newcastle,when combined with the express trains, would be a frequency of approximate 15 minutes.New stations GlendaleIn this proposal, the major station built in the heavyrail network would be Glendale. The proposalincludes the building of a “full station”, fully staffedwith passenger facilities. Combined with the stationwould be Pennant Street Road Bridge with allassociated works. We note Glendale currently has abus-to-bus interchange. Northcott Drive, KotaraBasic station with ramp access, no lifts. Tickhole WestPossible basic station with Park-and-Ride.DEFINITIONS:“Basic station” refers to afour car platform, shelterand seats, unstaffed, basicinformation,emergencyintercom, no toilets.“Full station” can havelonger than four carplatforms, shelter and seats,fully staffed, with passengerfacilities including toilets,full passenger information,rampsand(wherenecessary) lifts.HEAVY RAIL PASSENGER SERVICES – DIESELMaitland and Hunter Valley Hourly limited stop services, Singleton to NewcastleIncreased services from Singleton to Scone as well (at least doubling present service)Hourly limited stops service throughout the day from Dungog to Newcastle. Thiswould be using the existing Hunter cars and/or Endeavour cars.Maitland to Newcastle 15 minute frequencyTramTrains Maitland (or Oakhampton) to Newcastle, all stops service.New StationsDungog Line: Oakhampton, basic station (possibly with limited staff). To avoid conflict withfreight trains it will include a four car turn back for terminating passenger services.Bolwarra, basic station11 November 2010saveourrail.org.aupage 8 of 20
Hunter Valley Line Farley/Rutherford (re-build) basic stationMaitland Line Maud Street (Mater Hospital) basic station Clyde Street (Tighes Hill TAFE) basic stationNewcastle Line Harbourlink Station (Hunter Street Mall) basic stationMAITLAND STATION MAJOR INTERCHANGEProposed service frequencies: Scone – Newcastle: every 1½ hours Scone – Wyong (key connection service) times to be determined Singleton – Newcastle: 1 hourly Dungog – Newcastle: 1 hourly Dungog – Wyong – to be determined Cessnock – Newcastle: 1 hourly Cessnock – Maitland: ½ hour light rail shuttle Oakhampton – Newcastle: 15 minutes (or better) combined heavy rail/light rail Maitland – Wyong (western Freight bypass): 1 hourly (scheduled to meet CentralCoast / Sydney services)The Singleton and Dungog services to Newcastle will be running on the line approximately 3minutes apart because they will be designed to cater for the arrival times at key locations suchas Callaghan, TAFE. (Arrival times crucial. Students lecture times would dictate arrivaltimes. These need to be co-ordinated.)The lower frequency services such as from Hunter Valley to Newcastle, Scone 1½ hour,Cessnock and Dungog 1 hour, will be matched to key destination arrival times (e.g. forUniversity, the lecture times are common no matter where the train originates) and shouldinclude some evening return services.Combining the all stops and limited stops, there would be a 15 minute frequency.Heavy rail rolling stock would be used for the limited stops services. The reason for this isthat the Maitland area stations are far enough apart to permit high-speed travel; Hunter carscan run at 140 km/h if the track is available. The all stops services have stations closertogether and the TramTrain is more suitable for this purpose.11 November 2010saveourrail.org.aupage 9 of 20
Western Transport Initiative (WesTrans)Western Education Link Line (WELL) Proposed new light rail line (TramTrain) combination of single and double tracksectionsCycleway and light rail running parallel, separated by suitable safety fence withmultiple, safe pedestrian and cycle crossing points at key locations.Proposal is to commence at or near Glendale (operational constraints may require thatCockle Creek is the location)From Glendale the line could re-use the original tram line easement to WallsendIf Glendale is not feasible the line could re-use the former Speers Point Tram Lineuntil intersection with the Wallsend tram line (near Frederick Street, Glendale)The line would follow the former heavy rail line from Wallsend via BirminghamGardens, Callaghan (University) to Maud Street (Mater Hospital).FUELTramTrains could use gas or diesel/hybrids, electric with battery (determining an appropriatefuel would form part of costing and cost-benefit analysis).Introducing a new fuel could cause substantial infrastructure costs.It is not proposed to provide new electric power cabling on WesTrans or Hunter Valley lines.NEW LIGHT RAIL STATIONSAll following stations are basic stations: 3Frederick St / Main Road [area mapon right], major Park-and-Ridefacility, (Cameron Park estate andEdgeworth growth area, connects tothe main east west Cycleway andintersects proposed new “clipper”routes & regular bus service routes.Glendale TAFE“Hilltop” Station – MacquarieCollege, Uniting Church aged carehome, and proposed housingdevelopmentGretle
Western Transport Initiative (WesTrans) 11 November 2010 saveourrail.org.au page 4 of 20 Executive Summary (continued) COMPONENTS OF THE PLAN The Western Transport Initiative (WesTrans) addresses transport deficit in areas to the west of Hamilton Allows improved frequency of services, e.g. 10-15 minutes Maitland and Morisset
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