Bike North
Bicycle User Group
Rail Trail Working Group 		Bike North
PO Box 719
Gladesville 1675 		 
Submission in response to the
Parramatta - Chatswood Rail Link
Environmental Impact Statement
  

Executive Summary

This submission supports the Rail Link and proposes that, as part of the project, there also be simultaneous construction of a high quality off-road cycleway. The cycleway would be within the rail corridor adjacent to the railway tracks along the above ground Carlingford section from Rosehill to Carlingford. The cycleway would be based on the railway maintenance track that would normally be built within the railway corridor. The additional work involves a cap of concrete and the safety fence moved to the other side of the track. It would be a major regional cycleway with major benefits at a small marginal cost. It will increase the value of the railway to the community and significantly improve the environment by enabling safe cycling rather than car dependence for local journeys, and in particular assist in reducing local commuter traffic to the stations a possible side effect of the railway. The principle of this type of cycleway is now well accepted by the RTA and the Department of Transport and included in Bike Plan 2010. If planned and constructed now, as part of the current project, there will be significant savings over any future proposal to retrofit such a facility.

Overview

The Parramatta to Chatswood Rail Link will provide significant benefits to the community in the northern and western regions of Sydney. In addition to satisfying the major aims of increasing the capacity of the railway system, this project provides a "once-only" opportunity to improve the local transport situation for a low extra cost.

Much of the justification for the Rail Link relates to the overall transport and environmental quality policies of the government. While cycling is mentioned in several parts of the EIS it is not considered in the overall planning context. We believe that the EIS is deficient in not considering the value of bicycle transport in the regional and local context as an adjunct to the Rail Link in achieving similar aims. This submission addresses that deficiency.

Bike North is advocating for a series of cycleways along railway lines in Sydney which take advantage of the excellent gradient and efficient space utilization of the maintenance tracks which are constructed along those railway lines. We have called these facilities RailTrails and followed best cycling transport planning principles in our requests.

The value of these facilities has now been recognised by the NSW state government, which has taken up the principle in planning a series of Rail Trails in the current planning document: Bike Plan 2010. Significant lengths of Sydney rail are to become Rail Trail over the next 10 years with five Rail Trail projects being built by 2010. Four of these Rail Trail projects enter the region affected by this EIS. The Rail Trail principle is thus accepted by this government and the precedents have been built. We believe that with the demonstrated commitment to Rail Trails every railway will eventually have an associated cycleway facility.

In the current Bike Plan 2010 all five Rail Trail facilities need to be retrofitted to the existing railway, which is expensive and requires significant compromises to be made in fitting with existing facilities. For the Parramatta to Chatswood Rail Link there is a unique opportunity to design and plan for a Rail Trail to be built from the start of the project.

There will be duplication of the railway tracks on the existing corridor, and no doubt construction of a maintenance road for the line. The required construction machinery and other infrastructure will be present and it will be only a marginal extra cost to "harden" the maintenance road and to place the safety fence between the tracks and the new cycleway rather then between the maintenance road and the edge of the corridor.

This submission explains the benefits of the cycleway, how it is a key part of the proposed development and why it should be built as part of the initial Parramatta to Chatswood Rail Link project.

The Rail Trail Concept

The concept we propose is of a high quality cycleway constructed in accordance with the federal "Austroads Part 14: Bicycles" guidelines that allows fast cycling between any access points. Bicycle NSW can provide detailed advice on planning and building Rail Trails from the point of view of the user cyclist. The photos below illustrate the concept that features:

  • Fast continuous cycling on a Veloway
  • Easy Grades
  • Three metre wide path which can accommodate passing travellers on wheelchairs or tricycles at speed,
  • A minimum of bollards which restrict access to wheelchairs and human powered vehicles
  • Good sight lines and broad curves,
  • A high quality surface which is regularly maintained,
  • Multiple accesses at regular places along the entire length,
  • Adequate lights for night time use and safety,
  • No vegetation impinging on the trail,
  • Links to local residential areas by local marked cycleways,
  • High quality informative signage including destinations and distances.

Integration with the Regional Bike Plan

The EIS refers to several regional transport plans but ignores the cycling infrastructure completely. Bike Plan 2010 indicates that the government will provide cycling facilities on all new major road construction and we believe this should be extended to railway facilities because much of the regional Bike Plan follows Rail Trails (see map below).


The map shows six Rail Trails that are built, planned or proposed along with other regional cycleways.

Map Id

Rail Trail Name

Status

Date

1

Rosehill to Carlingford Rail Trail

Proposed

2006

2

Beecroft to Hornsby Rail Trail

Proposed

2008

3

Turramurra to Chatswood Rail Trail

Planned

2010

4

Eastwood to Concord West Rail Trail

Under Construction

2004

5

Penrith to CBD Rail Trail

Planned

2010

6

Liverpool to Parramatta Rail Trail

Under Construction

2000

The EIS states that the Parramatta to Chatswood Rail Link should be integrated with the local transport plan but does not consider Bike Plan 2010 which may have been released after much of the EIS was done.

While Bike Plan 2010 has outlined a series of regional cycleways in Sydney, one glaring omission from the plan is the corridor from Hornsby to Parramatta. These are two major economic centres that are not linked at all by cycle routes. The corridor is a difficult one for cyclists because of the long climb to Hornsby. The ridgeline of Pennant Hills Road provides the best link topographically but this is not a safe cycling route.

The gap in the regional plan can be filled in three sections, the first of which is the Rail Trail adjacent to the Rosehill to Carlingford section of the Parramatta to Chatswood Rail Link. The second link follows cycleways proposed by Baulkham Hills Council north from Carlingford along Oakes and Jenkins Road. A link across to Beecroft Station would complete this second part. The final link in the regional cycleway is a further Bike North proposed Rail Trail which reaches from Beecroft to Hornsby.

The importance of the first section along the Parramatta to Chatswood Rail Link is now obvious.

There are several regional cycleways in the vicinity of the Rosehill to Carlingford Rail Trail (see detailed map attached on the following page). These cycleways generally travel east to west without a north to south link. The proposed Carlingford Section Rail Trail would provide that missing north to south link. Important regional cycleways that link to the Rail Trail are:

  • The existing Parramatta Valley Cycleway (PVC) which crosses the railway line at the future new Camelia/Rosehill station. Access must be maintained at this point and also access provided to the start of the Rail Trail.
  • Note that the PVC will link via a new busway to Strathfield (in 2002). It will also will link to the new Duck River Cycleway (in 2007). These links will result in significantly larger usage of the PVC.
  • The existing Parramatta to Eastwood cycleway which currently crosses the rail line at Telopea Station.
  • The proposed Rail Trail should be extended to meet the M2 regional cycleway in the vicinity of Pennant Hills Road or along the Baulkham Hills Shire proposed Jenkins Rd and Oakes Rd cycleways.
  • The proposed Rail Trail will meet the requested Epping to Hornsby Rail Trail via proposed cycleways at Beecroft via Jenkins, Oakes, Eaton and Copeland roads.

Links to local cycleways

Local traffic and transport are important aspects of the proposal and are mentioned in the EIS, but are not listed on page 7-39 under key local design constraints, even though pedestrian access is specifically mentioned.

Even so, there is mention of cycle access in Table 7.2 when discussing key features of Stations. We strongly support construction of new underpasses for cyclists at Dundas, Telopea and Carlingford stations, an overpass at Rydalmere Station, and cycle access to a new rail bridge over Kissing Point Road. We also support the provision of cycle access across the bridge over Lane Cover River (ref: figure 7.17B).

We request that in all these work that Austroads 14 be used to provide the planning guidelines for high quality cycle facilities. Cyclists will wish to use the underpasses/overpasses without dismounting or being delayed by squeeze points or crowds. Therefore the facilities must provide an adequate surface, width and sight lines.

Although the EIS discusses provision of cycle facilities at some stations we request that, in addition to the high quality cycleway along the railway line, that a series of feeder cycleways be created to bring cyclists to the Rail Trail. For the Rail Trail between Rosehill to Carlingford this will ensure that bicycle transport is integrated into the local community at the lowest and most accessible level.

The feeder routes would be marked with destination signs, cycle signs, painted cycle logos on the road and white painted "tramlines" delineating dedicated cycle road space for cyclists.

Specific Benefits of the Cycling and the proposed Rail Trail

Cyclists travelling north from Rosehill must climb from sea level to reach an altitude of about 100m at Carlingford. If that climb is possible over 5 km then the average grade is less than 5% which allows quite weak cyclists to make the trip while strong cyclists can maintain good speeds. The alternate road routes run up and down hills with some very steep sections making the journey very difficult.

Cycling and walking offer many benefits as a mode of transport. They are non polluting, indeed they offer significant benefits as they represent a shift away from car use. In particular, they can reduce air pollution from the use of cars for short journeys because cold engines are the worst sources of air pollution. EPA "Action for Air" has goals to reduce vehicle kilometres travelled, but without alternatives such as cycling or public transport, this is not possible.

As a mode of transport cycling offers private, timely, point to point transport. As such it has tremendous benefits over public transport. Cycle travel times are largely unaffected by traffic or weather conditions and if safety can be improved could offer significant benefits.

If car use can be reduced then local traffic congestion especially around shops, schools and railway stations can be dramatically reduced. This will be a factor especially at Carlingford station where 800 car spaces are proposed in the current project. We believe that this is quite inappropriate and will only encourage car use for short trips. There should be disincentives to commuter parking by restricting the number of spots available and charging for them at a reasonable fee. On the other hand, cycle facilities should be high quality, easily accessible and well promoted.

We suggest that the number of car spaces at Carlingford be reduced dramatically and that the funds thus saved be put to providing the Rail Trail and associated cycle facilities.

If the number of cars on short journeys can be reduced then this also benefits local pedestrians and cyclists by providing a reduced traffic environment.

Walking and cycling improve the fitness and heath of the participant. Fitness and health benefits to the community are returned in improved productivity and reduced health costs. Potential health savings alone will pay for the required infrastructure over the longer term. This has been recognised over some time with Active Australia and similar campaigns.

In addition to the benefits listed above there are community benefits from cycling. Parents and children can cycle together. Cycling is friendly and people can talk as they travel. Cycling reduces the stress involved in commuting by car. Cyclists know they are choosing the best form of transport.

Cycling to the Railway Station

Railway Stations are an obvious destination for commuters using the Rosehill to Carlingford Rail Trail. Given appropriate bicycle parking at stations and safe routes to get to them, then mixed mode commuting can become a major component of daily travel.

Cycling has a significant advantage over walking in that the effective distance that can be travelled is three times further in the same time period, with similar effort. The EIS suggests that the catchment to a station is 10 minutes walk or up to 1km. Cycling at a modest 18km/hr will increase the effective catchment distance to the station by three times the radius, or nine times the area. Nine times as many people can reach the station in ten minutes by bike, compared to walking.

There are also likely to be many more mixed mode commuters who cycle rather than drive. People who start their journey in a car are likely to finish it in the car if possible, i.e. drive to work. But cyclists committed to mixed mode will stop at the station and catch a train. This behaviour significantly increases the effectiveness of the railway for picking up local commuter journeys.

For journeys of around 3km a car may not provide any time benefits when parking time is included. Using cars for these journeys also has a significant dollar and environmental cost when compared to walking or cycling.

Travel blending studies from Adelaide have shown that, with correct encouragement, car trips in a neighbourhood can be reduced by 10% while cycling and walking are increased. A 10% reduction in local traffic can result in a lifting of congestion, increasing the average travel speed by about 10km/hr and reducing travel times by about 25%.

The construction of an integrated cycling network along with the railway will allow these potential benefits to be realised.

Destinations for Rail Trail Users on the proposed Rail Trail

The University of Western Sydney Rydalmere campus is an obvious destination for local commuters. Many students of this institution will need to travel from the north and could take advantage of the Rail Trail. Students are typically looking for cheaper solutions and most are young and physically fit. Given the benefits to UWS we feel that a concerted campaign to promote the Rail Trail would pay dividends to the University.

With the deregulation of school catchments students travel a longer to reach high schools of choice. This means significant interchange of students both up and down the transport corridor. Similar to university students, high school students are usually more than capable of safely cycling up to five kilometres each way to school. With significant physical fitness benefits we believe that schools would be keen to promote this form of transport.

Schools within the catchment area that would benefit from the Rail Trail are:

  • Macarthur Girls High School, Macarthur St, Parramatta
  • Macquarie Boys High School, Kissing Point Rd
  • Marist Brothers High School, Kissing Point Rd
  • James Ruse Agricultural High, Felton St, Carlingford
  • Cumberland High School, Dunmore Ave, Carlingford
  • Carlingford High School, North Rocks Rd, Carlingford

Local primary schools, would benefit from better access by bicycle because in most cases parents would be riding with the children. Most primary schools have a local catchment and would not provide a large number of Rail Trail users.

Rosehill Gardens Racecourse, Rosehill, is used for trade shows, fairs and recreation in addition to the well-known horse racing activities. We believe that this venue could take advantage of cycling as a means of transport, with it’s location at the convergence of several regional cycleways.

There are several local shopping centres in the area that could benefit from the Rail Trail. In addition to local feeder routes, parking is important for these cyclists.

Users of the proposed Rail Trail

The facility would be a community resource and shared between many classes of users. RTA figures indicate that 55% of car journeys are less than 5km in length. If only a few percent of these journeys were converted to cycling then significant improvements could be made to transport and the environment. Victorian Research has shown that when cycleways are built then cyclists appear to use them. Thus the induced traffic effect is similar to motor cars but much more desirable. Users would include:

  • Cyclists on local travel (say 3km or less)
  • Cyclists on longer distance commutes (over 3km and up to 30km)
  • Child cyclists travelling to school or local journeys (often accompanied by parents)
  • Children travelling to sporting venues (generally on weekends)
  • Family groups (just cycling for recreation)

The Rail Trail with high quality design would attract a great number of users in addition to the cyclist on the traditional upright bicycle frame. Types of transport would include:

  • Recumbent bicycles (which are rapidly growing in popularity)
  • Recumbent tricycles (which have wider track up to 80cm wide)
  • Wheelchairs
  • Motorised wheelchairs and motorised buggies.
  • Pedestrians
  • Joggers
  • Roller Bladers
  • Skateboarders
  • Dog walking (on leads). There must be signposting that prohibit unleashed dogs on cycleways because they can cause accidents.

One important aspect of bicycle use is that is it an equitable type of transport. The cost is well within most budgets. Use of the cycleway is free and available to everyone irrespective of social status or background and, in many cases, disability.

Access to the Rail Trail

To ensure high level of use of the facility, access should be provided along the entire length of the facility from local roads, parks and easements. There must be excellent access provided at all railway stations and strategic intermediate points by use of ramps or facilities. All access points should be wheelchair accessible.

Lane ways between houses and properties at certain points should be used to gain access to the Rail Trail. These facilities would be useful along Marshall Road at Telopea.

Access at certain points for maintenance trucks or emergency vehicles should also be provided.

Specific Comments along the Route

The section that we propose for a Rail Trail is an above ground duplication of the line along the existing rail corridor. There are five stations and six bridges that will need special treatment as well as section of embankments and cuttings.

The Grand Avenue Bridge is the crossing point of the existing Parramatta Valley cycleway which is currently well use. Access for this cycleway across the new bridge is important as well as access to the Rail Trail.

The bridge across the Parramatta River is not to be upgraded in the project but we believe it already has a maintenance track along side. This may need further assessment. If it is not suitable for a cycleway then minor extensions may have to be made on the side of this bridge.

The next bridge is over the Railway at Victoria Road. It is highly recommended for the Rail Trail to travel under this major roadway adjacent to the railway track. Some part of the embankment or abutment may need to be used.

For the bridge at Dundas station over Kissing Point Road the EIS is already planning for widening this new bridge and incorporating a cycle and pedestrian link. It is important to have this addition to an appropriate standard.

At the Adderton Road overbridge there will need to be some assessment of the best route for the Rail Trail. It may be possible to modify the abutments or at worst to bring the Rail Trail off the Railway corridor and on to the road briefly to pass this squeeze point. Again it would be far preferable to continue on the rail corridor under the bridge.

The final bridge is at Pennant Hills Road where the railway has already gone underground. The EIS has already proposed a wide underpass for cyclists and pedestrians and care must be taken to ensure that the facility is of good quality in width and site lines for cyclists to use. At this point there must be access to Pennant Hills Road on both side by means or ramps so that cyclists can enter and leave the Rail Trail and travel north or south as desired.

The station treatments need to be sensitive to the needs of cyclists in access off and on the Rail Trail, movement past the station areas which will generally have a lot of traffic and appropriate parking facilities for mixed mode and end-of-journey. All parking should follow the guidelines in Austroads Part 14: Bicycles chapter 10.

The Rosehill station is at the Grand Avenue Bridge and it has already been mentioned that access is required to the Rail Trail going north and south with links to Grand Avenue and the Parramatta Valley Cycleway. In 2002 this bridge will carry the Parramatta to Strathfield Bus Transitway which will provide upgraded cycle facilities and an increase in bicycle use.

The EIS shows parking on both sides of Rydalmere station but a Rail Trail could bypass this probably on the western side where there is less parking. The EIS already includes a new pedestrian and cycle underpass and this must also be linked to the Rail Trail at this point.

Dundas Station is adjacent to the Kissing Point Road bridge. Along with the increase in size of the station the bridge will be widened, however provision needs to be made for that Rail Trail to pass along the entire station length and continue to the south. The EIS already includes a new pedestrian and cycle underpass and this must also be linked to the Rail Trail at this point.

Telopea Station is to be upgraded and EIS already includes a new pedestrian and cycle underpass. As in the other stations this path must be linked to the Rail Trail so intending travellers can proceed north or south.

Carlingford station is to be rebuilt completely underground. The surface area is to be landscaped to provide attractive concourse for pedestrians. This would be an excellent place to provide all weather bike parking in a secure environment. The EIS includes a pedestrian and cycle underpass under Pennant Hills Road which seems to use the current road bridge. If it is this facility then it would certainly be wide straight enough for the purposes of the Rail Trail. Links to Pennant Hills Road are covered above.

At Carlingford station we believe the provision of 800 commuter car spaces is inappropriate and some of the funds should be diverted to expenses associated with the more environmentally responsible Rail Trail as proposed here.

It is preferable to locate the Rail Trail entirely on the rail corridor, but some sections may seem difficult to accommodate. For example in some places the maintenance road may travel up and over an embankment rather than stay in a cutting or swap sides. These situations would need to be individually assessed but engineering suggestions from the Western Australian Department of Transport Veloway project indicates that a Rail Trail can be built successfully in almost every case. The Rail Trail can be built on lightweight steel structures on the sides of embankments or cuttings. It can be built over car parks or obstacles again on lightweight steel structures. The only limit is the imagination of the design staff.

If it is required to cross from one side of the railway track to the other then this should be done in a safe and appropriate fashion using existing or specially constructed over bridges. Another alternative is to put an underpass in any embankments for local access to cross the lines for pedestrians and cyclists. This should be a key part of any new embankments and must be planned from inception of the project.

Bike North would be interested to accompany any parties doing site surveys of the route from the point of view of planning the details of the Rail Trail and suggesting alternatives on any problem areas. It is essential that cyclist input be given at the earliest planning stages to ensure the facility will be suitable for the purpose.

Innovative whole of government approach

The project affects four separate local councils: Parramatta, Baulkham Hills, Hornsby and Ryde. All of them have bicycle plans which should be integrated into the Rail Trail proposal.

The project is unusual in that it is in line with the stated goals and objectives of many government departments including:

  • Department of Urban Affairs and Planning
  • Environment Protection Authority
  • Sustainable Energy Development Authority
  • Department of Transport and Action for Transport 2010
  • State Rail Authority
  • Rail Access Corporation
  • Roads and Traffic Authority and Action for Bikes, Bike Plan 2010
  • Department of Health
  • Department of
  • Sport and Recreation

In addition the proposal allows for the government to adopt a forward looking approach to produce a "best quality" facility which can be a benchmark for future developments. in cycle transport planning. The project would:

  • Be innovative by taking advantage of a ground up approach to integrated cycle planning
  • Be best practice by following Australian and overseas examples
  • Show leadership by encouraging appropriate transport patterns.

Conclusion

In conclusion we wish to restate that this is a unique opportunity to build a Rail Trail facility. It will be well used by the community and it supports stated government, health, transport and environments policies. It is soundly based in ecologically sustainable development principles and is at a low marginal cost compared to a retro-fit option.

Bike North would be happy to be involved in any further discussions about this proposal, and in particular consultation on the detailed design and construction of the Parramatta to Chatswood Rail Link Rail Trail.

Contact Details

This submission was prepared by Pam Kendrick, Col Kendrick and Doug Stewart on behalf of Bike North. For more information about Bike North and RailTrails please consult the following web pages:

http://galifrey.triode.net.au/BikeNorth
http://galifrey.triode.net.au/RailTrail

Please contact Doug Stewart at Bike North
Phone: 9887 1478,
Email: speedwell74@yahoo.com
Postal mail: PO Box 719, Gladesville 1675)