Draft Hunter Strategic Regional Integrated Transport Plan Submission
28/02/2025
Transport for NSW
231 Elizabeth Street
Sydney NSW 2000
Draft Hunter Strategic Regional Integrated Transport Plan Submission
To whom it may concern
Thank you for the opportunity to provide input to the Draft Hunter Strategic Regional
Integrated Transport Plan (Draft Plan) and taking the time to consider our submission.
The Clean Energy Association of Newcastle and Surrounds (CLEANaS) supports the overall draft plan. However, we wish to raise concerns and provide feedback on the draft plan.
CLEANaS is the Clean Energy Association of Newcastle and Surrounds, a not-for-profit association formed in 2012 by a group of locals passionate about clean energy.[1] CLEANaS is dedicated to driving the uptake of clean energy so that our region can transition from its current dependency on fossil fuels to a more competitive and sustainable local economy. We achieve this by working with our partners to demonstrate profitable community-led and community-owned clean energy projects; raise the profile of clean energy in the local economy through education and awareness raising; and by improving access to financing mechanisms and affordable technologies so that investment and activity grow. Our initiatives must deliver a win-win for local community investors, local enterprise and, of course, our environment.
Transport Emissions in the Hunter
Utilising Snapshot[2], the estimated emissions for the Transport sector in the Hunter Region for 2022/2023 were 2.8 Mt CO2-e representing 15.2% of the Hunter Region’s GHG emissions. Between 2018/2019 and 2022/2023 transport emissions have decreased by only 6.1% (0.18 Mt CO2-e).
The transport sector is currently the region’s second largest source of CO2 emissions, after the stationary energy sector. In 2021/2022, 97% of these emissions were from road transport[3].
Insufficient emphasis has been placed on reducing emissions in the transport sector for the Hunter Region in the Draft Plan. There are many supporting studies and policy documents that detail the problem and policies, targets, plans and actions on how to address this thorny issue. Below is a synopsis of these that should be reviewed for incorporation into the plan where possible to address this shortfall.
Please note that the majority of this material was derived from the Newcastle Emission Reduction Plan developed in 2023 and presented at the Newcastle Climate Action Summit held in November 2023[4].
NSW Policies and Plans
The Future Transport 2056 Strategy[5], first released in 2018 and updated in 2022, sets the strategic directions for Transport for NSW and provides an integrated vision for passenger and freight transport in NSW[6]. The strategy affirms the Transport for NSW commitment to the NSW Government emissions targets of 50% emissions reduction by 2030 with a plan to achieve net zero emissions from their operations and fleet by 2035. Towards achieving this target, a number of initiatives have been undertaken or are planned. Sydney Metro, Sydney Trains and urban NSW TrainLink services are already powered by100% renewable energy as of July 2021[7]. Transport for NSW has committed to transitioning its bus fleet of approximately 8000 to Zero Emission Buses to be powered by renewable energy, with Greater Sydney buses fully transitioned by 2035. However, over half of the bus fleet residing in outer metropolitan (including Newcastle) and regional regions will not be transitioned until 2040 and 2047 respectively[8] [9]. Note that this initiative should be brought forward, as implementation in 15 and 22 years probably exceeds the lifespan of the current bus fleet in the Hunter region, and replacing end of life diesel buses with diesel buses does not make sense in the current climate crisis. Furthermore, the purchase of new diesel buses as part of any expansion of public transport also does not make sense.
Other planned actions include: prioritising electric ferries in new ferry procurement and refit of the existing fleet, and assessing the feasibility of trialling a hydrogen train on the NSW train network.
However, Transport for NSW is responsible for around 3% of transport emissions in NSW. Without a significant shift to use of public transport, the impact of these changes to reduce emissions will be minimal on the overall transport emissions for NSW.
Mode shifts from road and air to rail
The Office of the Chief Scientist and Engineer stated that movement of passengers and freight transportation to more efficient modes can decrease congestion, costs and emissions[10]. They noted that “as passenger and freight tasks increase due to population growth, a mode shift from road to rail can improve transport network productivity through alleviated congestion and provide further benefits such as cost and time savings, reduced carbon emissions and improved air quality”. For example, for every passenger travelling by rail, instead of by car, saves an additional 50g of CO2-e/km being emitted[11]. Rail freight itself produces 16 times less carbon emissions than road freight per tonne kilometre travelled.
Freight emissions, policies and plans
It should be noted that about 31% of NSW transport emissions come from trucks, aviation and shipping. Transport for NSW stated that “persistent growth in emissions is projected from heavy vehicles and little improvement is forecast in emissions from rail freight, aviation and shipping.“
Last mile freight refers to the final delivery to the consumer or store. NSW Transport intends to pilot freight programs to reduce congestion and emissions, including new options for last-mile freight deliveries, including use of small electric vehicles for last-mile urban deliveries and freight consolidation centre models[12] [13] [14]. Light commercial vehicles and smaller last mile delivery vehicles are the perfect target for electrification, due to their high utilisation rates, kms travelled, and frequent stops[15]. The use of cargo bikes and e-cargo bikes for last mile delivery offers another alternative for low/zero emission transport. In London this has been shown to offer a much cleaner way to deliver freight and services and deliver considerable air pollution savings, contributing to healthier and safer streets and enabling better use of urban space[16]
Shipping FreightInternational shipping freight to and from NSW accounts for 30% of transport freight emissions of approximately 1.4 Mt CO2-e (Centre for Transport Energy and Environment, New South Wales Transport, 2015)[17] [18]. In 2020-21 Newcastle port exported 157.8 million tonnes of product (mostly coal) and imported 4.4 million tonnes of product. Collectively, this represents approximately 85% of NSW’s International Shipping Freight w/w (NSW Total approximately 191 million tonnes)[19]. Therefore the annual transport freight emissions from international shipping at Newcastle Port would be approximately 1.2 Mt CO2-e.
Active Transport Strategy
Walking and bike riding are the most sustainable modes of transport. The NSW Transport Active Transport Strategy[20] [21] draws on the Future Transport Strategy and its vision for walking, bike riding and personal mobility. The Active Transport Strategy has the long term aim of doubling active transport trips in 20 years and supports the NSW Government’s commitment towards net zero by the promotion of sustainable travel behaviour.
The ambitions raised in the Active Transport Strategy include:
Enable 15-minute neighbourhoods
Increase the percentage of short trips made on foot and decrease those made by car by enabling walkable and connected 15-minute neighbourhoods across all six NSW cities and in regional centres across NSW. This is based on Carlos Moreno’s 15-minute concept to reduce urban carbon emissions, reimagining towns not as divided into discrete zones for living, working, and entertainment, but as “mosaics of neighbourhoods in which almost all residents’ needs can be met within 15 minutes of their homes on foot, by bike, or on public transit” [22].
Deliver connected and continuous cycling networks
Through the Strategic Cycleway Corridors program, it will deliver over 100km of safe, connected, and continuous cycling networks linked to local cycle networks by 2028 across the six NSW cities. Planning has commenced for 3 Sydney based networks, with similar exercises planned for Lower Hunter and Greater Newcastle, Central Coast and Illawarra-Shoalhaven cities[23]. These networks will also allow sustainable freight via active transport.
Provide safer and better precincts and main streets
Improved roads, streets and precincts will encourage walking and bike riding by people of all ages and abilities. It is hoped that redesigned streets will contribute to halving fatalities and reducing serious injuries by 30% for pedestrians and cyclists[24].
Promote walking and riding and encourage behaviour change
Only 14.5% of students currently travel to school by active transport. The Active Transport strategy seeks to double the number of children walking or riding to school across all six cities facilitating children’s and young people’s independent mobility by improving safe walking and bike riding options for travel to and from school, with a trial of the Active Travel to School program with 50 schools by 2028.
NSW Transport will trial behaviour change interventions such as Green Travel Plans which “explore practical ways to implement sustainable commuting solutions into workplaces by using behavioural insights, workplace initiatives, incentives and interventions.”
Hunter Region Policies and PlansHunter Regional Plan 2041
The Hunter Regional Plan 2041[25] is a 20-year land use plan focusing on the next 5 years for the Hunter Region[26] which supports net zero emissions as a guiding principle for all planning decisions with a shift to a net zero economy. One of the plan’s objectives is to “reach net zero and increase resilience and sustainable infrastructure”. To achieve this objective a number of strategies are identified to be implemented through local strategic planning. These include:
The Hunter Regional Plan 2041, as part of its objective of inter-connected and globally-focused Hunter without car dependent communities, supports the concept of the 15-minute neighbourhoods. This aims to reduce car dependency and reduce GHG emissions for new communities and in retrofitting existing residential areas. The plan proposes a number of Active Transport strategies supporting 15-minute neighbourhoods to be implemented through local strategic planning which include:
Other Transport strategies supporting 15-minute neighbourhoods include:
The Hunter Regional Plan 2041 also supports the 30-minute strategic centres concept. The plan notes that “key corridors between strategic centres should be the focus of high frequency public transport services such as light rail or bus rapid transit.”
Transport strategies detailed in the plan to be implemented through local strategic planning supporting this concept include:
Supporting the NSW Government’s Six Cities vision the 90-minute region concept will connect the Hunter to the other cities, with fast rail essential to this vision. Supporting this, the plan included the strategy that:
Transport for NSW
231 Elizabeth Street
Sydney NSW 2000
Draft Hunter Strategic Regional Integrated Transport Plan Submission
To whom it may concern
Thank you for the opportunity to provide input to the Draft Hunter Strategic Regional
Integrated Transport Plan (Draft Plan) and taking the time to consider our submission.
The Clean Energy Association of Newcastle and Surrounds (CLEANaS) supports the overall draft plan. However, we wish to raise concerns and provide feedback on the draft plan.
CLEANaS is the Clean Energy Association of Newcastle and Surrounds, a not-for-profit association formed in 2012 by a group of locals passionate about clean energy.[1] CLEANaS is dedicated to driving the uptake of clean energy so that our region can transition from its current dependency on fossil fuels to a more competitive and sustainable local economy. We achieve this by working with our partners to demonstrate profitable community-led and community-owned clean energy projects; raise the profile of clean energy in the local economy through education and awareness raising; and by improving access to financing mechanisms and affordable technologies so that investment and activity grow. Our initiatives must deliver a win-win for local community investors, local enterprise and, of course, our environment.
Transport Emissions in the Hunter
Utilising Snapshot[2], the estimated emissions for the Transport sector in the Hunter Region for 2022/2023 were 2.8 Mt CO2-e representing 15.2% of the Hunter Region’s GHG emissions. Between 2018/2019 and 2022/2023 transport emissions have decreased by only 6.1% (0.18 Mt CO2-e).
The transport sector is currently the region’s second largest source of CO2 emissions, after the stationary energy sector. In 2021/2022, 97% of these emissions were from road transport[3].
Insufficient emphasis has been placed on reducing emissions in the transport sector for the Hunter Region in the Draft Plan. There are many supporting studies and policy documents that detail the problem and policies, targets, plans and actions on how to address this thorny issue. Below is a synopsis of these that should be reviewed for incorporation into the plan where possible to address this shortfall.
Please note that the majority of this material was derived from the Newcastle Emission Reduction Plan developed in 2023 and presented at the Newcastle Climate Action Summit held in November 2023[4].
NSW Policies and Plans
The Future Transport 2056 Strategy[5], first released in 2018 and updated in 2022, sets the strategic directions for Transport for NSW and provides an integrated vision for passenger and freight transport in NSW[6]. The strategy affirms the Transport for NSW commitment to the NSW Government emissions targets of 50% emissions reduction by 2030 with a plan to achieve net zero emissions from their operations and fleet by 2035. Towards achieving this target, a number of initiatives have been undertaken or are planned. Sydney Metro, Sydney Trains and urban NSW TrainLink services are already powered by100% renewable energy as of July 2021[7]. Transport for NSW has committed to transitioning its bus fleet of approximately 8000 to Zero Emission Buses to be powered by renewable energy, with Greater Sydney buses fully transitioned by 2035. However, over half of the bus fleet residing in outer metropolitan (including Newcastle) and regional regions will not be transitioned until 2040 and 2047 respectively[8] [9]. Note that this initiative should be brought forward, as implementation in 15 and 22 years probably exceeds the lifespan of the current bus fleet in the Hunter region, and replacing end of life diesel buses with diesel buses does not make sense in the current climate crisis. Furthermore, the purchase of new diesel buses as part of any expansion of public transport also does not make sense.
Other planned actions include: prioritising electric ferries in new ferry procurement and refit of the existing fleet, and assessing the feasibility of trialling a hydrogen train on the NSW train network.
However, Transport for NSW is responsible for around 3% of transport emissions in NSW. Without a significant shift to use of public transport, the impact of these changes to reduce emissions will be minimal on the overall transport emissions for NSW.
Mode shifts from road and air to rail
The Office of the Chief Scientist and Engineer stated that movement of passengers and freight transportation to more efficient modes can decrease congestion, costs and emissions[10]. They noted that “as passenger and freight tasks increase due to population growth, a mode shift from road to rail can improve transport network productivity through alleviated congestion and provide further benefits such as cost and time savings, reduced carbon emissions and improved air quality”. For example, for every passenger travelling by rail, instead of by car, saves an additional 50g of CO2-e/km being emitted[11]. Rail freight itself produces 16 times less carbon emissions than road freight per tonne kilometre travelled.
Freight emissions, policies and plans
It should be noted that about 31% of NSW transport emissions come from trucks, aviation and shipping. Transport for NSW stated that “persistent growth in emissions is projected from heavy vehicles and little improvement is forecast in emissions from rail freight, aviation and shipping.“
Last mile freight refers to the final delivery to the consumer or store. NSW Transport intends to pilot freight programs to reduce congestion and emissions, including new options for last-mile freight deliveries, including use of small electric vehicles for last-mile urban deliveries and freight consolidation centre models[12] [13] [14]. Light commercial vehicles and smaller last mile delivery vehicles are the perfect target for electrification, due to their high utilisation rates, kms travelled, and frequent stops[15]. The use of cargo bikes and e-cargo bikes for last mile delivery offers another alternative for low/zero emission transport. In London this has been shown to offer a much cleaner way to deliver freight and services and deliver considerable air pollution savings, contributing to healthier and safer streets and enabling better use of urban space[16]
Shipping FreightInternational shipping freight to and from NSW accounts for 30% of transport freight emissions of approximately 1.4 Mt CO2-e (Centre for Transport Energy and Environment, New South Wales Transport, 2015)[17] [18]. In 2020-21 Newcastle port exported 157.8 million tonnes of product (mostly coal) and imported 4.4 million tonnes of product. Collectively, this represents approximately 85% of NSW’s International Shipping Freight w/w (NSW Total approximately 191 million tonnes)[19]. Therefore the annual transport freight emissions from international shipping at Newcastle Port would be approximately 1.2 Mt CO2-e.
Active Transport Strategy
Walking and bike riding are the most sustainable modes of transport. The NSW Transport Active Transport Strategy[20] [21] draws on the Future Transport Strategy and its vision for walking, bike riding and personal mobility. The Active Transport Strategy has the long term aim of doubling active transport trips in 20 years and supports the NSW Government’s commitment towards net zero by the promotion of sustainable travel behaviour.
The ambitions raised in the Active Transport Strategy include:
Enable 15-minute neighbourhoods
Increase the percentage of short trips made on foot and decrease those made by car by enabling walkable and connected 15-minute neighbourhoods across all six NSW cities and in regional centres across NSW. This is based on Carlos Moreno’s 15-minute concept to reduce urban carbon emissions, reimagining towns not as divided into discrete zones for living, working, and entertainment, but as “mosaics of neighbourhoods in which almost all residents’ needs can be met within 15 minutes of their homes on foot, by bike, or on public transit” [22].
Deliver connected and continuous cycling networks
Through the Strategic Cycleway Corridors program, it will deliver over 100km of safe, connected, and continuous cycling networks linked to local cycle networks by 2028 across the six NSW cities. Planning has commenced for 3 Sydney based networks, with similar exercises planned for Lower Hunter and Greater Newcastle, Central Coast and Illawarra-Shoalhaven cities[23]. These networks will also allow sustainable freight via active transport.
Provide safer and better precincts and main streets
Improved roads, streets and precincts will encourage walking and bike riding by people of all ages and abilities. It is hoped that redesigned streets will contribute to halving fatalities and reducing serious injuries by 30% for pedestrians and cyclists[24].
Promote walking and riding and encourage behaviour change
Only 14.5% of students currently travel to school by active transport. The Active Transport strategy seeks to double the number of children walking or riding to school across all six cities facilitating children’s and young people’s independent mobility by improving safe walking and bike riding options for travel to and from school, with a trial of the Active Travel to School program with 50 schools by 2028.
NSW Transport will trial behaviour change interventions such as Green Travel Plans which “explore practical ways to implement sustainable commuting solutions into workplaces by using behavioural insights, workplace initiatives, incentives and interventions.”
Hunter Region Policies and PlansHunter Regional Plan 2041
The Hunter Regional Plan 2041[25] is a 20-year land use plan focusing on the next 5 years for the Hunter Region[26] which supports net zero emissions as a guiding principle for all planning decisions with a shift to a net zero economy. One of the plan’s objectives is to “reach net zero and increase resilience and sustainable infrastructure”. To achieve this objective a number of strategies are identified to be implemented through local strategic planning. These include:
- identify opportunities to increase active transport choices
- establish minimum electric vehicle parking requirements in new development
- consider opportunities to deliver micro-mobility transport infrastructure in areas of the region where topography, distance or climate makes walking and cycling challenging.
- support the rollout of electric vehicle charging infrastructure by identifying potential sites for charging stations, including council-owned land, and how these locations can be activated as places.
The Hunter Regional Plan 2041, as part of its objective of inter-connected and globally-focused Hunter without car dependent communities, supports the concept of the 15-minute neighbourhoods. This aims to reduce car dependency and reduce GHG emissions for new communities and in retrofitting existing residential areas. The plan proposes a number of Active Transport strategies supporting 15-minute neighbourhoods to be implemented through local strategic planning which include:
- connect existing coastal walkways and cycleways to enhance the user experience and link coastal towns and villages
- integrate walking and cycling networks into the design of new communities
- prioritise walking and cycling in areas around schools, health services, aged care facilities, sporting, cultural and recreational facilities
- spatially identify key activity destinations and key transit corridors and consider strategies to integrate land use and transport planning
- aligning active transport strategies (within and across LGA boundaries) with future growth areas and local infrastructure contribution plans to ensure development supports movement through walking and cycling
- councils to consider minimum bicycle parking standards to reflect the aspirations of 15-minute neighbourhoods
Other Transport strategies supporting 15-minute neighbourhoods include:
- consider transport initiatives to complement increased diversity of land uses and housing typologies in neighbourhoods
- consider maximum parking limits in neighbourhoods and centres well served by walking, cycling and public transport and consider opportunities for park and ride, carpooling, car sharing and other initiatives that can help to reduce car dependency.
The Hunter Regional Plan 2041 also supports the 30-minute strategic centres concept. The plan notes that “key corridors between strategic centres should be the focus of high frequency public transport services such as light rail or bus rapid transit.”
Transport strategies detailed in the plan to be implemented through local strategic planning supporting this concept include:
- spatially identify key activity destinations and key transit corridors and consider strategies to integrate land use and transport planning in collaboration with Transport for NSW
- places maximise sustainable transport opportunities, including active and public transport that supports compact urban area
- ease of use and connection across the network, including mobility, accessibility, parking and how people get to and from transport
- inclusive and accessible systems for people of all ages and abilities.
Supporting the NSW Government’s Six Cities vision the 90-minute region concept will connect the Hunter to the other cities, with fast rail essential to this vision. Supporting this, the plan included the strategy that:
- Local strategic planning will ensure land is protected to enable the long-term fast rail vision by preventing incompatible development occurring near alignments once corridors are identified.
Figure 6. Potential Faster Rail improvements Central Coast and Newcastle rail line (TfNSW, 2018b)
NSW Fast Rail Strategy will form the blueprint for the future fast rail network including the fast rail corridor from Newcastle to Sydney.
Hunter Joint Organisation Strategic Plan 2032
The Hunter Joint Organisation (JO) is a collaborative body that brings together the ten Councils in the Hunter region (including City of Newcastle) to “provide a united and local voice for our communities”. The Hunter JO acts as a hub for local intergovernmental collaboration with statutory mandates to identify and advocate for key regional strategic priorities and to build collaborations around these priorities with other levels of government, industry and community[27].
The Hunter Joint Organisation Strategic Plan 2032 is the Hunter JO’s Statement of Strategic Regional Priorities sets out a vision for the region and provides an overview of the strategic actions required to deliver that vision. To identify the highest regional priorities the plan draws from the Community Strategic Plans of Member Councils, regional-level plans and other state strategic documents.
In preparing the Strategic Plan, Hunter JO identified priorities and potential areas for collaboration. These included:
The Hunter Region’s long-term priorities and aspirations together with the strategies that detail how to get there were elucidated in the Strategic Plan. Ones related to Transport and emission reduction include:
Draft Hunter Regional Transport Plan 2041.The car is the dominant form of transport within the Hunter accounting for around 91% of commuter trips, of which 90% are within the Hunter resulting in congestion on the road network during peak periods[28]. Furthermore, past developments of car-dependent urban growth has resulted in dispersed settlement patterns that are hard to service with public transport and where active transport is impractical. The plan notes that the effective integration of transport planning and land use can result in revitalised growth areas and centres and increased public and active transport within the region, with a shifting of behaviour from private car use (which is ultimately unsustainable) contributing to increased sustainable travel.
The Hunter Regional Plan 2041 supports the principle of 15-minute neighbourhoods which encourages more sustainable and efficient forms of transport, where most of residents’ daily needs can be reached within 15 minutes by public transport, walking or cycling rather than taking the car.
To support and improve local connectivity within regional centres, the plan seeks to improve public transport journey times, frequencies, and service catchments to make public transport a more viable option within the Hunter. and seeks to expand the active transport network within regional centres (encouraging walking and cycling for short trips), including integration of first and last mile active travel connections. For example, NSW Transport is working with Newcastle and Lake Macquarie councils to develop a connected cycleway network.
To help achieve such aims, two pivotal NSW Government road use policies prioritise active and public transport over cars. The Providing for Walking and Cycling in Transport Projects Policy requires that every transport project funded by Transport for NSW include provision for walking and cycling, and the Road User Space Allocation Policy requires all roads (except motorways) in the allocation of road user space to consider all road users in order of: walking, cycling, public transport ahead of cars[29] [30].
Towards the target of a net-zero transport system by 2050, to help improve sustainability across the Hunter, the plan presents the following objectives:
Increase the number of trips made by walking, cycling and public transport across the Hunter
NSW Transport are working with local Hunter councils to close gaps in active transport networks, with funding from the Walking and Cycling Program[31]. They will also support new and existing neighbourhoods with improved walking and cycling networks.
NSW Transport intends to support efficient and sustainable transport methods for the whole journey such as Mobility as a Service, On-Demand shared services, and micro-mobility options such as electric bikes, scooters and shared e-bike solutions. Micro-mobility offers potential alternatives for first and last mile travel between homes and key destinations such as public transport hubs and in areas where topography, distance or climate makes walking and cycling challenging.
Transition to lower emission technologies to improve health and amenity
To enable the transition to lower emission technologies, NSW Transport will incorporate EV fast chargers into transport projects and assets, work with local councils in the Hunter to transition their fleets to lower emissions technologies, and support innovation that supports transition to lower emission technologies in the Hunter.
Greater Newcastle Policies and PlansGreater Newcastle Metropolitan Plan 2036
The Greater Newcastle Metropolitan Plan 2036[32] aligns with the Hunter Regional Plan and details strategies and actions to drive sustainable growth across Greater Newcastle city, providing a guide for local planning across the 5 Greater Newcastle councils. A key outcome of this plan is to “Improve connections to jobs, services and recreation”.
Greater Newcastle consists of dispersed strategic centres, some of which are specialised / destination centres for work services and recreation, with options for different transport modes (cars, trains, buses, cycling, walking) available in most centres. This presents an opportunity to integrate land use policies with transport planning to enable a transport system that favours walking, cycling and public transport. To help enable this strategy Transport for NSW plans to work with Greater Newcastle councils to:
Greater Newcastle Future Transport Plan
The Greater Newcastle Future Transport Plan[33] supports the implementation of the Future Transport Strategy 2056 within the Greater Newcastle area and provides the overarching strategic transport vision and network that will guide future transport planning for Greater Newcastle.
Key objectives identified in the Greater Newcastle Future Transport Plan include the proposed faster rail connections between Sydney and Newcastle, the development of an integrated public transport network hierarchy, investigating extensions to the light rail, and further development of active transport networks.
To help enable these objectives the plan identified a number of initiatives “intended to be investigated for potential commitment or implementation within the next 20 years”. No initiatives supporting these objectives were committed (i.e. have committed funding, in planning or in delivery). These initiatives “for investigation” include:
The Sydney-Central Coast-Newcastle Faster Rail improvement initiative is a program of fleet and targeted fixed infrastructure improvements (for example, new deviations to eliminate curvatures and flatten grades) which could include a new rail crossing of the Hawkesbury River.
The Bus Head-start initiative involves the early introduction of bus services on road networks that are designed for buses to serve housing release areas and connect them to key destinations in Greater Newcastle[34].
A place strategy or plan is a strategic plan for a precinct which establishes a vision for how a precinct will look in the future, and provides a high level plan with actions which detail how that vision will be achieved[35]. It seeks to identify the ideal outcome for an area that takes into consideration environmental constraints, infrastructure needs, economic or social requirements and local community values[36].
Greater Newcastle Place Plans initiative involves the planning and delivery of an integrated transport network to improve access to/from/within key precincts within Greater Newcastle by all modes, and includes the development of an active transport network including identification of bicycle parking and initiatives for behaviour change to support more sustainable travel options.
For example, the City of Newcastle is developing a Broadmeadow Place Strategy for the proposed Broadmeadow precinct with the following outcomes for Active and Public Transport identified in the Hunter Regional Plan 2041:
Cycling improvements initiative involves the Investment in the Greater Newcastle Regional Bicycle Network (a connected cycleway network for Greater Newcastle) in collaboration with local councils.
Newcastle Ferry Network extension initiative involves the extension of ferry services between Stockton and Queens Wharf to Wickham which will facilitate interchange with heavy rail services.
Transport use and opportunities for change
This Greater Newcastle Future Transport Plan noted that the majority of people (84%) travel in Greater Newcastle by private vehicle (see Figure 7), with use of public transport very low compared to other cities. They found that only 3% of people used public transport during the week. This compares poorly to Greater Sydney where 12.8% use public transport on an average weekday (Note that this is down from pre-pandemic levels of 16%-23%)[37] [38] [39]. Public transport use dropped to only 1% on weekends. Active Transport fared better with 12-14% of people walking or cycling.
Hunter Joint Organisation Strategic Plan 2032
The Hunter Joint Organisation (JO) is a collaborative body that brings together the ten Councils in the Hunter region (including City of Newcastle) to “provide a united and local voice for our communities”. The Hunter JO acts as a hub for local intergovernmental collaboration with statutory mandates to identify and advocate for key regional strategic priorities and to build collaborations around these priorities with other levels of government, industry and community[27].
The Hunter Joint Organisation Strategic Plan 2032 is the Hunter JO’s Statement of Strategic Regional Priorities sets out a vision for the region and provides an overview of the strategic actions required to deliver that vision. To identify the highest regional priorities the plan draws from the Community Strategic Plans of Member Councils, regional-level plans and other state strategic documents.
In preparing the Strategic Plan, Hunter JO identified priorities and potential areas for collaboration. These included:
- Sustainability – net zero targets
- Light rail expansion
- Richmond Vale rail trail / cycleways
- Cycling Networks
- Transport Infrastructure and Connectivity
- Light Rail Expansion
- Public transport links to the airport and key services (health, education, jobs, recreation and strategic centres)
- Sustainability – Net zero targets
- Climate Change Action
- Regional approach to EV infrastructure
- Regional coordination to placement of charging stations and links to tourism
- Enabling infrastructure
The Hunter Region’s long-term priorities and aspirations together with the strategies that detail how to get there were elucidated in the Strategic Plan. Ones related to Transport and emission reduction include:
- Robust integrated transport solution - Identify and facilitate regional approaches for active transport outcomes that deliver connectivity, health, liveability and economic benefits; and Private and public transport solutions operate on a net zero basis.
- Region built around sustainable transport outcomes - Embed the direction of net-zero in all our connectivity strategies to provide a pathway and level of confidence to investors and community to support the transition to more sustainable transport outcomes.
- Supporting our region to be on the path to net zero emissions and paving the way with smart innovative solutions that increase liveability - Provide support and identify opportunities on regional collaboration around Electric Vehicles and Support regional collaboration around clean energy and future energy initiatives and industries
- Council capacity building and policy support for climate change action, resilience and disaster preparedness - Provide guidance and support packages to embed Climate Change action, resilience and disaster preparedness into Councils Integrated Planning and Reporting (IP&R) framework.
- Drive regional best practice in climate action - lead the way in regional best practice and work with all levels of government to drive policy and strategy on climate change; and Engage and provide thought leadership in local, national and global climate change and resilience networks.
Draft Hunter Regional Transport Plan 2041.The car is the dominant form of transport within the Hunter accounting for around 91% of commuter trips, of which 90% are within the Hunter resulting in congestion on the road network during peak periods[28]. Furthermore, past developments of car-dependent urban growth has resulted in dispersed settlement patterns that are hard to service with public transport and where active transport is impractical. The plan notes that the effective integration of transport planning and land use can result in revitalised growth areas and centres and increased public and active transport within the region, with a shifting of behaviour from private car use (which is ultimately unsustainable) contributing to increased sustainable travel.
The Hunter Regional Plan 2041 supports the principle of 15-minute neighbourhoods which encourages more sustainable and efficient forms of transport, where most of residents’ daily needs can be reached within 15 minutes by public transport, walking or cycling rather than taking the car.
To support and improve local connectivity within regional centres, the plan seeks to improve public transport journey times, frequencies, and service catchments to make public transport a more viable option within the Hunter. and seeks to expand the active transport network within regional centres (encouraging walking and cycling for short trips), including integration of first and last mile active travel connections. For example, NSW Transport is working with Newcastle and Lake Macquarie councils to develop a connected cycleway network.
To help achieve such aims, two pivotal NSW Government road use policies prioritise active and public transport over cars. The Providing for Walking and Cycling in Transport Projects Policy requires that every transport project funded by Transport for NSW include provision for walking and cycling, and the Road User Space Allocation Policy requires all roads (except motorways) in the allocation of road user space to consider all road users in order of: walking, cycling, public transport ahead of cars[29] [30].
Towards the target of a net-zero transport system by 2050, to help improve sustainability across the Hunter, the plan presents the following objectives:
Increase the number of trips made by walking, cycling and public transport across the Hunter
NSW Transport are working with local Hunter councils to close gaps in active transport networks, with funding from the Walking and Cycling Program[31]. They will also support new and existing neighbourhoods with improved walking and cycling networks.
NSW Transport intends to support efficient and sustainable transport methods for the whole journey such as Mobility as a Service, On-Demand shared services, and micro-mobility options such as electric bikes, scooters and shared e-bike solutions. Micro-mobility offers potential alternatives for first and last mile travel between homes and key destinations such as public transport hubs and in areas where topography, distance or climate makes walking and cycling challenging.
Transition to lower emission technologies to improve health and amenity
To enable the transition to lower emission technologies, NSW Transport will incorporate EV fast chargers into transport projects and assets, work with local councils in the Hunter to transition their fleets to lower emissions technologies, and support innovation that supports transition to lower emission technologies in the Hunter.
Greater Newcastle Policies and PlansGreater Newcastle Metropolitan Plan 2036
The Greater Newcastle Metropolitan Plan 2036[32] aligns with the Hunter Regional Plan and details strategies and actions to drive sustainable growth across Greater Newcastle city, providing a guide for local planning across the 5 Greater Newcastle councils. A key outcome of this plan is to “Improve connections to jobs, services and recreation”.
Greater Newcastle consists of dispersed strategic centres, some of which are specialised / destination centres for work services and recreation, with options for different transport modes (cars, trains, buses, cycling, walking) available in most centres. This presents an opportunity to integrate land use policies with transport planning to enable a transport system that favours walking, cycling and public transport. To help enable this strategy Transport for NSW plans to work with Greater Newcastle councils to:
- improve public transport services between Newcastle City Centre, Broadmeadow, John Hunter Hospital, Callaghan, Cardiff, Charlestown and Kotara
- provide early and effective public transport services and active transport infrastructure in priority housing release areas that is well-connected to key destinations and public open space
- identify improvements to active transport networks, and provide unobstructed well-connected pedestrian paths and a network of off-road separated cycleways to key destinations, including schools, employment hubs, shops and services.
Greater Newcastle Future Transport Plan
The Greater Newcastle Future Transport Plan[33] supports the implementation of the Future Transport Strategy 2056 within the Greater Newcastle area and provides the overarching strategic transport vision and network that will guide future transport planning for Greater Newcastle.
Key objectives identified in the Greater Newcastle Future Transport Plan include the proposed faster rail connections between Sydney and Newcastle, the development of an integrated public transport network hierarchy, investigating extensions to the light rail, and further development of active transport networks.
To help enable these objectives the plan identified a number of initiatives “intended to be investigated for potential commitment or implementation within the next 20 years”. No initiatives supporting these objectives were committed (i.e. have committed funding, in planning or in delivery). These initiatives “for investigation” include:
The Sydney-Central Coast-Newcastle Faster Rail improvement initiative is a program of fleet and targeted fixed infrastructure improvements (for example, new deviations to eliminate curvatures and flatten grades) which could include a new rail crossing of the Hawkesbury River.
The Bus Head-start initiative involves the early introduction of bus services on road networks that are designed for buses to serve housing release areas and connect them to key destinations in Greater Newcastle[34].
A place strategy or plan is a strategic plan for a precinct which establishes a vision for how a precinct will look in the future, and provides a high level plan with actions which detail how that vision will be achieved[35]. It seeks to identify the ideal outcome for an area that takes into consideration environmental constraints, infrastructure needs, economic or social requirements and local community values[36].
Greater Newcastle Place Plans initiative involves the planning and delivery of an integrated transport network to improve access to/from/within key precincts within Greater Newcastle by all modes, and includes the development of an active transport network including identification of bicycle parking and initiatives for behaviour change to support more sustainable travel options.
For example, the City of Newcastle is developing a Broadmeadow Place Strategy for the proposed Broadmeadow precinct with the following outcomes for Active and Public Transport identified in the Hunter Regional Plan 2041:
- Improve walking and cycling connections across Styx Creek, the rail line and Griffiths, Lambton and Turton roads.
- Improve public transport, including potential light rail connections.
- Create accessible spaces for all members of the community.
- Protect and secure land for transport upgrades, including potential light rail and fast rail.
Cycling improvements initiative involves the Investment in the Greater Newcastle Regional Bicycle Network (a connected cycleway network for Greater Newcastle) in collaboration with local councils.
Newcastle Ferry Network extension initiative involves the extension of ferry services between Stockton and Queens Wharf to Wickham which will facilitate interchange with heavy rail services.
Transport use and opportunities for change
This Greater Newcastle Future Transport Plan noted that the majority of people (84%) travel in Greater Newcastle by private vehicle (see Figure 7), with use of public transport very low compared to other cities. They found that only 3% of people used public transport during the week. This compares poorly to Greater Sydney where 12.8% use public transport on an average weekday (Note that this is down from pre-pandemic levels of 16%-23%)[37] [38] [39]. Public transport use dropped to only 1% on weekends. Active Transport fared better with 12-14% of people walking or cycling.
Figure 7. Mode of travel in Greater Newcastle (TfNSW, 2018c).
The plan identified a number of opportunities where public and active transport could be used rather than by car:
The Greater Newcastle Future Transport Plan set a modest target of 25% of total trips to be made by public and active transport by 2056 (only 8% increase over 28 years).
Newcastle Climate Action Plan
The themes and objectives of the Newcastle Climate Action Plan[40] include the Zero Emissions Transport theme supported by the objective “Supporting the transition to clean, efficient, emissions-free transport” across the City of Newcastle. Transport emission related actions supporting this objective are:
The theme associated with Community Emission Reduction in the Climate Action Plan is not surprisingly “Towards a Net Zero Emissions City”, with the supportive objective of “To create a resilient city that reduces its share of emissions to ensure a cleaner and more sustainable future”. Transport emission related actions in the Climate action plan supporting this objective are included under “Supporting an Electric Transport Future” and include:
As the first Australasian port to join the International EcoPorts network, the Port of Newcastle has committed to integrating sustainable practices, including its transition to a fully electric vehicle fleet [41].
Although not mentioned under emission reduction, under the theme Liveable Newcastle, and the priority of “Safe, active and linked movement across the city”, the following Council objectives could reduce transport emissions within the city:
Active Transport and Newcastle
With approximately 78% of weekday trips in Newcastle by private car, with an average trip of less than 8 km [42], and as the vast majority of trips made by bicycle are under 10km [43] , there is a great opportunity for cycling to replace private cars for average trips within the Newcastle LGA.
Institute for Sensible Transport conducted a study[44] to identify hotspots for both high latent demand for cycling and high concentrations of short car trips in four NSW cities using census data. The study report emphasised the importance of this, as a new cycling trip that replaces a trip formally done by car is more ‘valuable’ from a benefits perspective, in terms of its positive impact on congestion, emissions, physical activity and transport affordability than a trip coming from another mode .
The study found that Newcastle was a standout city, with a strong correlation between areas of car dependency for short trips and a propensity for bicycle use compared to the other NSW cities studied. In particular there was strong clustering around the inner Newcastle area as shown in Figure 13. The study report noted that such identified areas are ideal for investment in bicycle infrastructure as they are likely to see higher modes shift away from cars to more energy efficient transport modes compared to other areas.
- Commuting trips occur primarily in AM and PM peaks where public or active transport could be used.
- Over half of trips made were less than 5km. These shorter journeys could be undertaken by walking or cycling.
- Most trips are for discretionary purposes such as shopping, social and recreation which are generally shorter and within the region. Such trips could utilise more sustainable forms of travel.
- Broadmeadow and Newcastle city centre
- Charlestown and Newcastle city centre
- Kotara and Charlestown/Broadmeadow
- Newcastle port and Newcastle city centre (TfNSW, 2018c).
The Greater Newcastle Future Transport Plan set a modest target of 25% of total trips to be made by public and active transport by 2056 (only 8% increase over 28 years).
Newcastle Climate Action Plan
The themes and objectives of the Newcastle Climate Action Plan[40] include the Zero Emissions Transport theme supported by the objective “Supporting the transition to clean, efficient, emissions-free transport” across the City of Newcastle. Transport emission related actions supporting this objective are:
- Support cycling through provision of adequate cycle lanes, bike parking and end-of-ride facilities.
- Provide publicly accessible electric vehicle charging infrastructure at key locations throughout the city, powered by onsite renewables where possible.
- Procure electric vehicles for all passenger fleet replacements where options are available and identify opportunities to accelerate removal of fossil-fuel based vehicles from operations.
- Transition all Council light trucks to electric options where available and monitor and trial improvements.
- Transition all Council heavy trucks including waste collection vehicles to electric options where available and monitor and trial improvements in technology.
- Encourage sustainable transport options for all staff travel and offset emissions where options are not available.
The theme associated with Community Emission Reduction in the Climate Action Plan is not surprisingly “Towards a Net Zero Emissions City”, with the supportive objective of “To create a resilient city that reduces its share of emissions to ensure a cleaner and more sustainable future”. Transport emission related actions in the Climate action plan supporting this objective are included under “Supporting an Electric Transport Future” and include:
- Work with the NSW State Government, electricity network operator (Ausgrid), technology providers, neighbouring Councils and electricity retailers to provide suitable charging solutions for electric vehicle owners (both off street and on street parking).
- Work with the NSW State Government, councils and other stakeholders to encourage and incentivise the uptake of electric vehicles and zero-emission transport.
- Actively work with Newcastle Transport, Fleet and Freight operators to reduce transport emissions (including advocating for electric buses, ferries, taxis and delivery trucks in the City).
As the first Australasian port to join the International EcoPorts network, the Port of Newcastle has committed to integrating sustainable practices, including its transition to a fully electric vehicle fleet [41].
Although not mentioned under emission reduction, under the theme Liveable Newcastle, and the priority of “Safe, active and linked movement across the city”, the following Council objectives could reduce transport emissions within the city:
- Connected cycleways and pedestrian networks - Provide safe and connected networks, making active movement a convenient, accessible way of getting around.
- Effective public transport - Support the implementation of regional transport strategies and plans and public transport network improvements to allow easy movement across the city.
Active Transport and Newcastle
With approximately 78% of weekday trips in Newcastle by private car, with an average trip of less than 8 km [42], and as the vast majority of trips made by bicycle are under 10km [43] , there is a great opportunity for cycling to replace private cars for average trips within the Newcastle LGA.
Institute for Sensible Transport conducted a study[44] to identify hotspots for both high latent demand for cycling and high concentrations of short car trips in four NSW cities using census data. The study report emphasised the importance of this, as a new cycling trip that replaces a trip formally done by car is more ‘valuable’ from a benefits perspective, in terms of its positive impact on congestion, emissions, physical activity and transport affordability than a trip coming from another mode .
The study found that Newcastle was a standout city, with a strong correlation between areas of car dependency for short trips and a propensity for bicycle use compared to the other NSW cities studied. In particular there was strong clustering around the inner Newcastle area as shown in Figure 13. The study report noted that such identified areas are ideal for investment in bicycle infrastructure as they are likely to see higher modes shift away from cars to more energy efficient transport modes compared to other areas.
In 2020 the City of Newcastle conducted a survey[45] to understand the cycling experience in Newcastle LGA. Separating respondents into cohorts of frequent cyclists and infrequent cyclists they found that the top factors that would encourage cyclists to ride more included:
They also found the majority of cycling collisions reported by respondents over 2 years were with motor vehicles (56% frequent, 72% infrequent riders).
The survey also looked at cyclists’ perception of cycling in Newcastle LGA. They found that only a minority of respondents thought that the Newcastle LGA is a cycle-friendly area (26% frequent, 20.5% infrequent riders). Very few respondents thought that there was insufficient bike parking in the public domain (18% frequent, 14.5% infrequent riders). Furthermore, the majority respondents thought that Cycle routes were not well connected (72% frequent, 65% infrequent riders) and Vehicle Drivers were not courteous towards cyclists (65% frequent, 57% infrequent riders).
Newcastle Cycling Plan
The Newcastle cycling plan, titled On our bikes: A plan for safe and connected cycling in the Newcastle LGA [46], has a goal that
“By 2030, City of Newcastle will have a safe, connected cycling network of principal routes and low stress streets. Riding and walking will be the natural choices for short trips, for all members of our community.“
The Cycling Plan noted that not enough progress has been made translating strategic goals for more active and sustainable transport use into action on the ground such as articulated in the Cycling Plan’s predecessor, Newcastle Cycling Strategy and Action Plan 2012[47].
Although very little mention is made in the Cycling Plan to cycling’s role in emission reduction, some objectives in the plan align with the Climate Plan objective to Support the transition to clean, efficient, emissions-free transport across the City of Newcastle.
The Cycling Plan is structured around four key themes and their objectives:
The Cycling Plan set targets that by 2030 Newcastle will:
Transport Oriented DevelopmentNSW Government planning reforms for Transport Oriented Development (TOD) will increase the capacity for more mid-rise housing and mixed-use development within 400 metres of stations over the next 15 years delivering much needed housing around transport hubs.
This includes the locations of Newcastle Interchange, Hamilton, Kotara, Cardiff, Cockle-Creek, Booragul, Teralba and Morisset stations[49].
The NSW Government will establish inclusionary zoning around these locations to deliver affordable housing close to jobs, recreation, amenities, and services.
We welcome these reforms as TODs will decrease the need for cars and increase patronage of public transport and active transport use which will lead to better health outcomes and reduced GHG emissions. The option to pursue TOD along the Hunter Line is also appreciated.
However, the NSW Government stated that a paltry mandatory minimum 2% affordable housing contribution will apply for all new developments in these areas. This is in no way sufficient in addressing the housing crisis affecting low-income residents in our community.
Residents of affordable housing are also more likely to utilise public and active transport.
The City of Newcastle Local Strategic Planning Statement includes a goal of providing at least 30% affordable housing within all new Catalyst Areas. This applies to the Broadmeadow precinct. Furthermore, the City of Newcastle Housing Policy includes an overall affordable housing target of 15% to work towards, across the city that is monitored using benchmarks for affordable housing, housing diversity and homelessness.
Given a target of affordable and social housing of 30%, such as within the City of Newcastle, the mix may be 15% affordable or 15% social housing or it may be 5% to 25%. These different housing mix scenarios will require different strategic planning considerations including requirements for social infrastructure for each location. These different housing mix scenarios will require different strategic planning considerations including requirements for social infrastructure for each location. All land to be developed for housing at the Transport Hubs must prioritise the delivery of a public benefit, not the delivery of profit.
Utilise Maitland to Cessnock Rail LineThrough the Draft Plan mention is made of the expected large increase in population and the lack of effective public transport along the corridor that the disused Maitland to Cessnock rail line.
Port Melbourne and St Kilda railway lines were converted to light rail in 1987. The resulting tram lines are highly used by residents, workers and tourists, linking Melbourne with the St Kilda restaurant and tourist precinct and with Port Melbourne businesses. Furthermore, the replacement of the lines allowed for the development of parallel shared pathways for cyclists and pedestrians which are also very popular.
The development of light rail along the former Maitland to Cessnock Rail Line would help address the burgeoning problem of a rapidly increasing population and sub-optimal public transport facilities in this area and could be a drawcard for tourists to this area. It would also be prudent to develop a parallel shared pathway for cyclists and pedestrians to help promote the use of active transport in this area.
Richmond Vale Rail TrailRichmond Vale Rail Trail (RVRT) is a planned multi-purpose, shared pathway, 40km long (with all connections), typically comprising a 3m wide sealed pavement. The Newcastle LGA section will run from Shortland to Tarro and from Hexham to Lenaghan (Pambalong Nature Reserve), with Fletcher and Minmi connections. The Lake Macquarie and Cessnock LGA section will run from Stockrington to Kurri Kurri. The historic RVRT will form the backbone to the proposed 100+km Shiraz to Shore cycle trail (S2S). However, there is no mention of the RVRT in the draft plan.
Whereas the Draft Plan mentions the potential for tourism growth and sustainability for the S2S, the benefits to the region of economic growth and development, active transport benefits, connectivity of precincts, and recreational possibilities are missing.
The S2S (latest iteration) does not include the RVRT link from Minmi to Shortland (via Hexham and Tarro). This key link provides an essential connection between communities, a much safer off-road link for cyclists than the New England Highway and Hexham Straight, and enables access to the world renown Hunter Wetlands National Park.
The RVRT, together with its benefits should be included in the draft plan in association with the S2S.
Thank you for considering our submission,
Sincerely,
Alec Roberts
CLEANaS Chair on behalf of CLEANaS
REFERENCES
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[19] Bureau of Infrastructure and Transport Research Economics (BITRE). (2023b). Australian Sea Freight 2020-21. Retrieved 14 October 2023, from https://www.bitre.gov.au/publications/2023/australian-sea-freight-2020-21
[20] © State of New South Wales (Transport for NSW) [2022].
[21] TfNSW. (2022b). Active Transport Strategy. Retrieved 09 March 2023, from https://www.future.transport.nsw.gov.au/future-transport-plans/active-transport-strategy
[22] O'Sullivan, F., & Bliss, L. (2020). The 15-Minute City—No Cars Required—Is Urban Planning’s New Utopia. Retrieved 07 April 2023, from https://www.bloomberg.com/news/features/2020-11-12/paris-s-15-minute-city-could-be-coming-to-an-urban-area-near-you
[23] TfNSW) (2023a). Strategic cycleway corridors for Greater Sydney. Retrieved 07 April 2023, from https://www.transport.nsw.gov.au/operations/walking-and-bike-riding/strategic-cycleway-corridors
[24] Bicycle NSW. (2023). The first NSW active transport strategy. Retrieved 07 April 2023, from https://bicyclensw.org.au/the-first-nsw-active-transport-strategy/
[25] 2022 Department of Planning and Environment.
[26] DP&E. (2022a). Hunter Regional Plan 2041. Retrieved 09 April 2023, from https://www.planning.nsw.gov.au/Plans-for-your-area/Regional-Plans/Hunter/Hunter-regional-plan-2041
[27] Hunter Joint Org (Hunter JO). (2022). Hunter JO Strategic Plan 2032 Statement of Strategic Regional Priorities. Retrieved 20 April 2023, from https://www.hunterjo.com.au/hunter-jo-strategy/
[28] TfNSW. (2022c). Draft Hunter Regional Transport Plan 2041. Retrieved 09 March 2023, from https://www.future.transport.nsw.gov.au/future-transport-plans/draft-hunter-regional-transport-plan
[29] Staples, R. (2021a). Road User Space Allocation Policy. Retrieved 13 April 2023, from http://www.transport.nsw.gov.au/system/files/media/documents/2021/road-user-space-allocation-policy.pdf
[30] Staples, R. (2021b). Providing for Walking and Cycling in Transport Projects Policy. Retrieved 13 April 2023, from http://www.transport.nsw.gov.au/system/files/media/documents/2021/providing-for-walking-and-cycling-in-transport-projects-policy.pdf
[31] © Transport for NSW.
[32] Department of Planning and Environment (DP&E). (2018). Greater Newcastle Metropolitan Plan 2036. Retrieved 14 April 2023, from https://www.planning.nsw.gov.au/Plans-for-your-area/Greater-Newcastle-metropolitan-planning/Resources
[33] TfNSW. (2018c). Greater Newcastle Future Transport Plan. Retrieved 09 March 2023, from https://www.future.transport.nsw.gov.au/future-transport-plans/greater-newcastle-future-transport-plan
[34] TfNSW. (2022d). Hunter Regional Transport Plan Initiatives - Lower Hunter Sub Region. Retrieved 10 April 2023, from https://www.future.transport.nsw.gov.au/documents/hunter-regional-transport-plan-lower-hunter-electorate-initiatives
[35] McLaren, A., & Van Veen, J. (2022). North Parramatta Place Strategy Community Visioning Workshops. Retrieved 10 April 2023, from https://www.planning.nsw.gov.au/-/media/Files/DPE/Strategy-documents/Plans-for-your-area/Planning-for-local-communities/Parramatta-CBD/North-Parramatta-Place-Strategy-Community-Visioning-Workshops-202212.pdf?la=en
[36] Port Stephens Council. (n.d.). Fullerton Cove Place Strategy. Retrieved 10 April 2023, from https://www.portstephens.nsw.gov.au/development/strategies-and-planning-guides/fullerton-cove-place-strategy
[37] idcommunity. (2021). Australia Method of Travel to Work. Retrieved 18 April 2023, from https://profile.id.com.au/Australia/travel-to-work?BMID=260
[38] Loader, C. (2022). Update on Australian transport trends (December 2022). Charting Transport: Looking at Transport through graphs and maps. Retrieved 18 April 2023, from https://chartingtransport.com/2022/12/31/update-on-Australian-transport-trends-december-2022/
[39] NSW EPA. (2021). NSW State of Environment: Transport 2021. Retrieved 16 April 2023, from https://www.soe.epa.nsw.gov.au/all-themes/human-settlement/transport-2021
[40] CoN. (2021a). Newcastle Climate Action Plan 2021-2025. Retrieved 17 April 2023, from https://newcastle.nsw.gov.au/living/environment/climate-action
[41] TfNSW. (2021b). Future Transport Technology Roadmap 2021–2024. Retrieved 09 March 2023, from https://www.transport.nsw.gov.au/projects/strategy/technology-roadmap
[42] CoN. (2021c). On our bikes: A plan for safe and connected cycling in the Newcastle LGA. Retrieved 23 April 2023, from https://newcastle.nsw.gov.au/getmedia/19c3e8a0-e5b5-4c87-b8d6-4dc2ac12c567/On-our-bikes-Cycling-Plan-2021-2030#:~:text=We%20are%20dedicated%20to%20building,people%20to%20ride%2C%20more%20often.
[43] City of Newcastle (CoN). (2012). Newcastle Cycling Strategy and Action Plan 2012. Retrieved 24 April 2023, from https://bicycleinfrastructuremanuals.com/wp-content/uploads/2019/02/Newcastle-Cycling-Strategy-and-Action-Plan_Australia-Newcastle.pdf
[44] Institute for Sensible Transport. (2019). Understanding the spatial relationship between cycling propensity and car dependence. Retrieved 23 April 2023, from https://opendata.transport.nsw.gov.au/dataset/cycling-propensity
[45] CoN. (2020). Newcastle Cycling Strategy and Action Plan Consultation Report. Retrieved 23 April 2023, from https://newcastle.nsw.gov.au/have-your-say/projects-archive/draft-cycling-plan-on-our-bikes
[46] CoN. (2021c). On our bikes: A plan for safe and connected cycling in the Newcastle LGA. Retrieved 23 April 2023, from https://newcastle.nsw.gov.au/getmedia/19c3e8a0-e5b5-4c87-b8d6-4dc2ac12c567/On-our-bikes-Cycling-Plan-2021-2030#:~:text=We%20are%20dedicated%20to%20building,people%20to%20ride%2C%20more%20often.
[47] City of Newcastle (CoN). (2012). Newcastle Cycling Strategy and Action Plan 2012. Retrieved 24 April 2023, from https://bicycleinfrastructuremanuals.com/wp-content/uploads/2019/02/Newcastle-Cycling-Strategy-and-Action-Plan_Australia-Newcastle.pdf
[48] ABS. (2021). Australian Bureau of Statistics 2021 Census of Population and Housing. Newcastle 2021 Census Community Profiles.Australian Bureau of Statistics. Retrieved 24 April 2023, from https://www.abs.gov.au/census/find-census-data/community-profiles/2021/LGA15900
[49] Department of Planning, Housing and Infrastructure (2023) Transport Oriented Development Program. https://www.planning.nsw.gov.au/policy-and-legislation/housing/transport-oriented-development-program
- More physically separated on-road lanes (77% frequent, 59% infrequent riders)
- More off-road paths (75% frequent, 68% infrequent riders)
- More considerate, courteous behaviour by drivers (48% frequent, 30% infrequent riders)
They also found the majority of cycling collisions reported by respondents over 2 years were with motor vehicles (56% frequent, 72% infrequent riders).
The survey also looked at cyclists’ perception of cycling in Newcastle LGA. They found that only a minority of respondents thought that the Newcastle LGA is a cycle-friendly area (26% frequent, 20.5% infrequent riders). Very few respondents thought that there was insufficient bike parking in the public domain (18% frequent, 14.5% infrequent riders). Furthermore, the majority respondents thought that Cycle routes were not well connected (72% frequent, 65% infrequent riders) and Vehicle Drivers were not courteous towards cyclists (65% frequent, 57% infrequent riders).
Newcastle Cycling Plan
The Newcastle cycling plan, titled On our bikes: A plan for safe and connected cycling in the Newcastle LGA [46], has a goal that
“By 2030, City of Newcastle will have a safe, connected cycling network of principal routes and low stress streets. Riding and walking will be the natural choices for short trips, for all members of our community.“
The Cycling Plan noted that not enough progress has been made translating strategic goals for more active and sustainable transport use into action on the ground such as articulated in the Cycling Plan’s predecessor, Newcastle Cycling Strategy and Action Plan 2012[47].
Although very little mention is made in the Cycling Plan to cycling’s role in emission reduction, some objectives in the plan align with the Climate Plan objective to Support the transition to clean, efficient, emissions-free transport across the City of Newcastle.
The Cycling Plan is structured around four key themes and their objectives:
- Improve safety and comfort - Design and implement new cycle routes that are separated from motorised traffic or achieve a low speed, low traffic volume environment, and where possible, allow dedicated space for both cyclists and pedestrians.
- Connect and improve the network - Establish a bike network that provides safe, convenient connections between our centres, key attractors and homes.
- Support people to ride - Understand and address the challenges and enablers of more riding in Newcastle, in particular by the network of safe routes will be supported by clear wayfinding and convenient parking and facilities.
- Facilitate active transport in centres - Prioritise space for walking and riding in our City Centre, local and neighbourhood centres so as to encourage mode shift to walking and cycling for short trips. (CoN, 2021c).
The Cycling Plan set targets that by 2030 Newcastle will:
- Increase the proportion of residents who ride a bike in a typical week from 16% to 30%
- Double the mode share for journeys to work to 4% (1.6% in 2021 (ABS, 2021)[48].
Transport Oriented DevelopmentNSW Government planning reforms for Transport Oriented Development (TOD) will increase the capacity for more mid-rise housing and mixed-use development within 400 metres of stations over the next 15 years delivering much needed housing around transport hubs.
This includes the locations of Newcastle Interchange, Hamilton, Kotara, Cardiff, Cockle-Creek, Booragul, Teralba and Morisset stations[49].
The NSW Government will establish inclusionary zoning around these locations to deliver affordable housing close to jobs, recreation, amenities, and services.
We welcome these reforms as TODs will decrease the need for cars and increase patronage of public transport and active transport use which will lead to better health outcomes and reduced GHG emissions. The option to pursue TOD along the Hunter Line is also appreciated.
However, the NSW Government stated that a paltry mandatory minimum 2% affordable housing contribution will apply for all new developments in these areas. This is in no way sufficient in addressing the housing crisis affecting low-income residents in our community.
Residents of affordable housing are also more likely to utilise public and active transport.
The City of Newcastle Local Strategic Planning Statement includes a goal of providing at least 30% affordable housing within all new Catalyst Areas. This applies to the Broadmeadow precinct. Furthermore, the City of Newcastle Housing Policy includes an overall affordable housing target of 15% to work towards, across the city that is monitored using benchmarks for affordable housing, housing diversity and homelessness.
Given a target of affordable and social housing of 30%, such as within the City of Newcastle, the mix may be 15% affordable or 15% social housing or it may be 5% to 25%. These different housing mix scenarios will require different strategic planning considerations including requirements for social infrastructure for each location. These different housing mix scenarios will require different strategic planning considerations including requirements for social infrastructure for each location. All land to be developed for housing at the Transport Hubs must prioritise the delivery of a public benefit, not the delivery of profit.
Utilise Maitland to Cessnock Rail LineThrough the Draft Plan mention is made of the expected large increase in population and the lack of effective public transport along the corridor that the disused Maitland to Cessnock rail line.
Port Melbourne and St Kilda railway lines were converted to light rail in 1987. The resulting tram lines are highly used by residents, workers and tourists, linking Melbourne with the St Kilda restaurant and tourist precinct and with Port Melbourne businesses. Furthermore, the replacement of the lines allowed for the development of parallel shared pathways for cyclists and pedestrians which are also very popular.
The development of light rail along the former Maitland to Cessnock Rail Line would help address the burgeoning problem of a rapidly increasing population and sub-optimal public transport facilities in this area and could be a drawcard for tourists to this area. It would also be prudent to develop a parallel shared pathway for cyclists and pedestrians to help promote the use of active transport in this area.
Richmond Vale Rail TrailRichmond Vale Rail Trail (RVRT) is a planned multi-purpose, shared pathway, 40km long (with all connections), typically comprising a 3m wide sealed pavement. The Newcastle LGA section will run from Shortland to Tarro and from Hexham to Lenaghan (Pambalong Nature Reserve), with Fletcher and Minmi connections. The Lake Macquarie and Cessnock LGA section will run from Stockrington to Kurri Kurri. The historic RVRT will form the backbone to the proposed 100+km Shiraz to Shore cycle trail (S2S). However, there is no mention of the RVRT in the draft plan.
Whereas the Draft Plan mentions the potential for tourism growth and sustainability for the S2S, the benefits to the region of economic growth and development, active transport benefits, connectivity of precincts, and recreational possibilities are missing.
The S2S (latest iteration) does not include the RVRT link from Minmi to Shortland (via Hexham and Tarro). This key link provides an essential connection between communities, a much safer off-road link for cyclists than the New England Highway and Hexham Straight, and enables access to the world renown Hunter Wetlands National Park.
The RVRT, together with its benefits should be included in the draft plan in association with the S2S.
Thank you for considering our submission,
Sincerely,
Alec Roberts
CLEANaS Chair on behalf of CLEANaS
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