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V
THE OPTIONS
1. THE NEED FOR A RANGE OF ALTERNATIVES
1.1 The-Principle Stated
We make no apology for repeating the principle. It
is of utmost importance. The Commonwealth Bureau
of Roads in its 'Report on Roads in Australia' 1975
stated the principle in these terms (46):
"A range of alternative
solutions
are possible to most transport
problems. The following generally
need to be considered:
are possible to most transport
problems. The following generally
need to be considered:
a. Alternative scales of improvement;
b. Alternative rates of improvement;
c. Alternative combinations of modes;
d. Regulatory and licensing alternatives;
e. Land use changes;
f. Combinations of all the above; and
g. No improvements at all.
Seldom is such a range of alternatives
canvassed and this has lead in many
cases to the inefficient use of public
funds."
This prescription has been followed in Melbourne.
A number of road inquiries have been held. They
each have examined a number of options ranging
from spot improvements to freeways. A range of
options is not, however, before the present
Inquiry. It ought to have been.
A number of road inquiries have been held. They
each have examined a number of options ranging
from spot improvements to freeways. A range of
options is not, however, before the present
Inquiry. It ought to have been.
1.2 Submissions to the Inquiry
The submissions to the Inquiry echo this theme.
Mr. James Gray of Canterbury said this (41):
"9. That insufficient
attention
has been given to the possibility
of strengthening the existing road
system within the area (i.e., clear-
ways, sign posts, road widening,
traffic lights etc.)
has been given to the possibility
of strengthening the existing road
system within the area (i.e., clear-
ways, sign posts, road widening,
traffic lights etc.)
10. That little or no consideration
has been given to increasing the
capacity and efficiency of public
transport facilities."
46. Report
on Roads in Australia 1975 CBR page 88,
(Paragraph 6.32).
47. Submission S.K/C 491 James Gray (Berna Street,
Canterbury)
(Paragraph 6.32).
47. Submission S.K/C 491 James Gray (Berna Street,
Canterbury)
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Mr. A.J. French of Earlwood said this (48):
"..Scrap plans for
inner-suburban
freeways. Rather, make more
efficient use of the existing
road system. Inner-city freeways
simply re-locate traffic conges-
tion they do not eliminate or
alleviate the problem. Freeway-
scarred U.S. and European cities
prove the point. (Instead) step
up inter-urban freeway construc-
tion. Only outer-metropolitan and
rural motorways can be effective."
freeways. Rather, make more
efficient use of the existing
road system. Inner-city freeways
simply re-locate traffic conges-
tion they do not eliminate or
alleviate the problem. Freeway-
scarred U.S. and European cities
prove the point. (Instead) step
up inter-urban freeway construc-
tion. Only outer-metropolitan and
rural motorways can be effective."
The Earlwood Branch of the Australian Labor Party
made a submission in these terms (49):
made a submission in these terms (49):
"The solution to the problem
of
transportation of people and
goods through the area lies not
in any one road option but in a
variety of specific solutions
each designed to remedy an
aspect of the overall problem."
transportation of people and
goods through the area lies not
in any one road option but in a
variety of specific solutions
each designed to remedy an
aspect of the overall problem."
The Canterbury Council developed the same theme.
In the highly articulate and persuasive submission
it concluded with these words (50):
In the highly articulate and persuasive submission
it concluded with these words (50):
"Council argues, therefore,
that
there are numerous alternatives
to the transport problems of the
Study Area that can be introduced
at far lower cost and also achieve
greater environmental and social
benefits than the Kyeemagh-Chullora
Road."
there are numerous alternatives
to the transport problems of the
Study Area that can be introduced
at far lower cost and also achieve
greater environmental and social
benefits than the Kyeemagh-Chullora
Road."
The options are lopsided. They are all road
options, although some are more expensive than
others. It was clear from the submissions that the
public demands a balanced consideration of public
transport alternatives, quite apart from low cost
alternatives in the nature of spot improvements.
options, although some are more expensive than
others. It was clear from the submissions that the
public demands a balanced consideration of public
transport alternatives, quite apart from low cost
alternatives in the nature of spot improvements.
48. Submission
S.K/C 090 A.J. French.
49. Submission S.K/C 1288.
50. S.K/C 341 Canterbury Municipal Council, page 46.
49. Submission S.K/C 1288.
50. S.K/C 341 Canterbury Municipal Council, page 46.
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2. THE NATURE OF THE OPTIONS PROPOSED
2.1 Introduction
The options were designed to cater for the following
needs:
- the growth of commuter demand
i.e., persons journeying between
their home and work
- truck traffic, and specifically
container truck traffic from
Port Botany.
The options fell into three broad classes:
- There were road options designed
to accommodate both commuter
traffic and goods traffic
- There were public transport
options which were again designed
to cater for both passenger
traffic and goods traffic
- There were options to use barges
(either up the Cooks River or the
Georges River) to transport
containers to the Western Suburbs.
2.2 The Road Options
The following road options were proposed:
- The Cooks River Option
- The South Western Option
- The Bexley Road Option of whichthere were two sub-options, namely:
- The Bestic Street, Rockdale
alternative- The Bay Street, Rockdale/
Harrow Road alternative.
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These options are depicted on Figure 19. They are
described in some detail in Chapter 5 of the Joint
Study Report (51).
It is convenient to examine the options in the
reverse order. We will begin with the Bexley
options and conclude with an examination of the
Cooks River Option (52).
reverse order. We will begin with the Bexley
options and conclude with an examination of the
Cooks River Option (52).
The Joint Study Report identified a number of hybrid
options (53). They were not received by the public
with any enthusiasm. The public aligned itself
either against all options or behind one of the
major options. The Department of Main Roads and
the Planning and Environment Commission likewise
promoted a particular option. No one really suggested
a combination of various parts of various options.
options (53). They were not received by the public
with any enthusiasm. The public aligned itself
either against all options or behind one of the
major options. The Department of Main Roads and
the Planning and Environment Commission likewise
promoted a particular option. No one really suggested
a combination of various parts of various options.
The Inquiry, for its part, sees no particular merit
in the hybrid options. Its focus, therefore, will
be confined to the major options.
in the hybrid options. Its focus, therefore, will
be confined to the major options.
2.3 The Public Transport Alternatives
This Inquiry has demonstrated a renewed interest by
the public in the exploration of public transport
alternatives to traffic problems.
The resurrection of the Kyeemagh/Chullora County
Road (the Cooks River Option) coincided with the
establishment of Port Botany. In the public mind
there is, inevitably, a link between the Port and
the need for a road. It is characterised by the
public in the many submissions made to the Inquiry
as a ‘container road’.
51. Joint
Study Report, page 10-25.
52. The Cooks River Option incidentally was known
as the Kyeemagh/Chullora County Road in the
original Cumberland Plan.
53. Ibid., Figure 5.1.
52. The Cooks River Option incidentally was known
as the Kyeemagh/Chullora County Road in the
original Cumberland Plan.
53. Ibid., Figure 5.1.
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FIGURE 19.
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Can the containers which would otherwise use this
road be sent to the Western Suburbs by rail? The
view put to the Inquiry has been almost unanimous.
There is a clamour for the movement of containers by
rail which is all but deafening.
road be sent to the Western Suburbs by rail? The
view put to the Inquiry has been almost unanimous.
There is a clamour for the movement of containers by
rail which is all but deafening.
The Inquiry agrees with that view. It has suggested
a scheme. The scheme would involve the use of rail
(rather than road) where containers are destined
for the Western Suburbs (or are coming from the
Western Suburbs) (54).
a scheme. The scheme would involve the use of rail
(rather than road) where containers are destined
for the Western Suburbs (or are coming from the
Western Suburbs) (54).
The desirability and feasibility of upgrading the
rail network to cater for commuter demand is rather
more difficult. We will examine that issue as best
we can on the information we have in a separate
chapter.
rail network to cater for commuter demand is rather
more difficult. We will examine that issue as best
we can on the information we have in a separate
chapter.
2.4 The Use of Barges
A number of submissions suggested barges as a means
of transporting containers to the Western Suburbs.
They would, it was said, be fuel efficient and
environmentally less offensive than trucks. The
following was said by a firm, Marine Spares, of
Marrickville (55):
"The Cooks River runs from
Botany Bay
via Kyeemagh right into Enfield Goods
Yard. The river winds considerably,
but goes through a lot of swamp and
parkland which lends itself to
shortening while dredging.
via Kyeemagh right into Enfield Goods
Yard. The river winds considerably,
but goes through a lot of swamp and
parkland which lends itself to
shortening while dredging.
A barge designed to carry no less
than 20 containers could make the
round trip in approximately 2 hours.."
The matter was referred to the Maritime Services
Board. It is clearly not feasible. The cost would
be enormous. The Board said (56):
Board. It is clearly not feasible. The cost would
be enormous. The Board said (56):
54. See Volume I of this Report 'Containers’
October, 1978 and see page 119 of this Volume.
55. Submission S.K/C 327 Marine Spares, Railway
Parade, Marrickville.
56. Letter to the Inquiry M.S.B., 19/12/79.
October, 1978 and see page 119 of this Volume.
55. Submission S.K/C 327 Marine Spares, Railway
Parade, Marrickville.
56. Letter to the Inquiry M.S.B., 19/12/79.
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"Cooks River services a storm water
channel.. at Georges River Road. The
bottom of the channel is 2.28 metres
above Indian Springs Low Water while
the corresponding level at the Hume
Hihgway (Liverpool Road) crossing is
12.28 m.
Any navigation by barges on the river
as far up stream as a location in the
vicinity of Chullora would necessitate
the construction of a series of 1ock
gates across the river...
Quite obviously such work would
involve considerable costs for the
construction of the locks and the
required pumping machinery...
Apart from the foregoing construction
aspects, it is quite possible that
the level of the underside of some
of the bridges which cross the river
could be an impediment to navigation."
There were other difficulties besides.
A number of other alternatives were also examined
by the Board. The use of the Georges River was
one. It was found not to be feasible. The rail
alternative is clearly preferable. It has been
recommended by this Inquiry to the Government.
by the Board. The use of the Georges River was
one. It was found not to be feasible. The rail
alternative is clearly preferable. It has been
recommended by this Inquiry to the Government.
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VI PUBLIC TRANSPORT
1. A PUBLIC TRANSPORT ALTERNATIVE?
1.1 The Terms of Reference
The Inquiry's Terms of Reference specifically
require a consideration of:
require a consideration of:
"Possible development of
alternative
transport modes in existing corridor
reservations."
transport modes in existing corridor
reservations."
It was the clear obligation of the Inquiry to
examine the desirability of public transport satis-
fying transport needs which may otherwise require
a road.
examine the desirability of public transport satis-
fying transport needs which may otherwise require
a road.
Container transportation has been considered else-
where in this Report (Volume I). We will confine
ourselves, in this chapter, to the capacity of
public transport to solve the traffic problems of
the Study Area, present and future.
where in this Report (Volume I). We will confine
ourselves, in this chapter, to the capacity of
public transport to solve the traffic problems of
the Study Area, present and future.
1.2 The Joint Study Report
The Joint Study Report was adopted by the Inquiry
as a basic source document. It was a document which
was in the course of preparation (by the Department
of Main Roads and the Planning and Environment
Commission) when the Inquiry was announced by the
Government.
With hindsight it is clear that the document had
grave shortcomings. The participation of the State
Rail Authority and the Urban Transit Authority
(previously the Public Transport Commission) was
clearly necessary. The Report, in the result, did
not give a balanced consideration to public transport
alternatives. In a 64 page document less than one
page was devoted to public transport. The following
comment was typical of many made to the Inquiry (57):
grave shortcomings. The participation of the State
Rail Authority and the Urban Transit Authority
(previously the Public Transport Commission) was
clearly necessary. The Report, in the result, did
not give a balanced consideration to public transport
alternatives. In a 64 page document less than one
page was devoted to public transport. The following
comment was typical of many made to the Inquiry (57):
57. Transcript
Riverview Road, Earlwood Community
Action Committee, 25/9/79, page 3.
Action Committee, 25/9/79, page 3.
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"O’CONNELL: More
information should
have been made available regarding
the only obvious alternative namely,
the railways and the upgrading of all
public transport for this area."
have been made available regarding
the only obvious alternative namely,
the railways and the upgrading of all
public transport for this area."
The Cooks River Valley Association made the following
terse comment in the course of its submission: (58)
terse comment in the course of its submission: (58)
"The apparent, but unstated
motive, of
the few brief mentions of public
transport interspersed in the (Joint
Study Report) is to damn it with
faint praise."
the few brief mentions of public
transport interspersed in the (Joint
Study Report) is to damn it with
faint praise."
Public disquiet was expressed so frequently, and
so forcefully, that our attitude had crystallised
well before the conclusion of the public hearings.
It emerges in the following passage: (59)
so forcefully, that our attitude had crystallised
well before the conclusion of the public hearings.
It emerges in the following passage: (59)
"COMMISSIONER: It’s
fair to say that
one of the lessons of this Inquiry, in
terms of the public participation, is
that it is probably desirable that there
should be a joint contribution by the
Public Transport Commission, the
Department of Main Roads and the Planning
and Environment Commission in respect
of any future road inquiry, including
the Warringah Inquiry. That was one
deficiency which many people criticised,
and I think rightly so. "
one of the lessons of this Inquiry, in
terms of the public participation, is
that it is probably desirable that there
should be a joint contribution by the
Public Transport Commission, the
Department of Main Roads and the Planning
and Environment Commission in respect
of any future road inquiry, including
the Warringah Inquiry. That was one
deficiency which many people criticised,
and I think rightly so. "
1.3 The Effect of a New Road on Public Transport Patronage
No attempt was made to evaluate the effect of the
major road proposals on railway patronage.
major road proposals on railway patronage.
The omission was made the more glaring because the
Planning and Environment Commission considered such
competition to be a major factor influencing its
recommendation to oppose the construction of the
South Western Option, and to favour the Cooks River
Option. It said this: (60)
Planning and Environment Commission considered such
competition to be a major factor influencing its
recommendation to oppose the construction of the
South Western Option, and to favour the Cooks River
Option. It said this: (60)
58. Submission
S.K/C 192, page 2.
59. Transcript 19/11/79, Total Environment Centre,
page 43.
60. Submission S.K/C 947 Attachment A, Appendix 7,
pages 2-3.
59. Transcript 19/11/79, Total Environment Centre,
page 43.
60. Submission S.K/C 947 Attachment A, Appendix 7,
pages 2-3.
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"Whilst the South-Western may
be
serving a corridor with possibly
greater long-term demand, much of
this can be satisfied by public
transport which runs parallel to
it.. Construction of a road would
tend to accelerate the decline in
patronage of existing rail services."
serving a corridor with possibly
greater long-term demand, much of
this can be satisfied by public
transport which runs parallel to
it.. Construction of a road would
tend to accelerate the decline in
patronage of existing rail services."
This was clearly an important issue which should
have been addressed.
have been addressed.
One reason why it was not addressed emerged in the
course of evidence given by the Public Transport
Commission (61):
course of evidence given by the Public Transport
Commission (61):
"The Commission did not see
that it
had a need to respond in detail to
the Inquiry. In the past all roads
have been constructed without a
great deal of input from the Public
Transport Commission, and it was
only recently that we saw there was
a need for more detailed input into
the Inquiry."
had a need to respond in detail to
the Inquiry. In the past all roads
have been constructed without a
great deal of input from the Public
Transport Commission, and it was
only recently that we saw there was
a need for more detailed input into
the Inquiry."
(emphasis added)
2. SUBMISSIONS TO THE INQUIRY
2.1 The General Nature of Submissions
Undoubtedly the most frequent suggestion made by
members of the public, in submissions to the Inquiry,
was that greater emphasis should be given to the
capacity of public transport to meet the passenger
transport requirements of the Study Area. The
failure of the Joint Study Report to examine this
issue left the public, (and the Inquiry) uninformed
as to the feasibility of public transport as a
substitute for, or as a means of complementing, the
major road proposals. The public's suggestions were
necessarily of a generalised nature.
members of the public, in submissions to the Inquiry,
was that greater emphasis should be given to the
capacity of public transport to meet the passenger
transport requirements of the Study Area. The
failure of the Joint Study Report to examine this
issue left the public, (and the Inquiry) uninformed
as to the feasibility of public transport as a
substitute for, or as a means of complementing, the
major road proposals. The public's suggestions were
necessarily of a generalised nature.
During the public hearings the Inquiry, itself,
sought information on these issues. We sought to be
informed on the possibility of increased useage of
bus transport, the extension of the East Hills
sought information on these issues. We sought to be
informed on the possibility of increased useage of
bus transport, the extension of the East Hills
61.
Transcript PTC, 7/11/79, page 2.
-162-
passenger rail-link to Glenfield and, most important
of all, the suggested upgrading of the Botany
Goods Line so that it could provide a passenger
service to the Airport/Central Industrial Area.
of all, the suggested upgrading of the Botany
Goods Line so that it could provide a passenger
service to the Airport/Central Industrial Area.
Since the Terms of Reference referred to the Central
Industrial Area, and a link between that area and
the Western and South-Western Regions of Sydney,
the Botany Goods Line was viewed by many as a
feasible alternative (both for containers and for
commuter traffic). The Planning and Environment
Commission (whilst conceding that its submission
was 'conceptual only') endeavoured to construct an
argument for the Botany Goods Line as a passenger
service, and to use that argument to justify a
reduction in the width of the Cooks River Option
(which it supported) from six lanes to four.
Industrial Area, and a link between that area and
the Western and South-Western Regions of Sydney,
the Botany Goods Line was viewed by many as a
feasible alternative (both for containers and for
commuter traffic). The Planning and Environment
Commission (whilst conceding that its submission
was 'conceptual only') endeavoured to construct an
argument for the Botany Goods Line as a passenger
service, and to use that argument to justify a
reduction in the width of the Cooks River Option
(which it supported) from six lanes to four.
The Inquiry is not in a position to make a
recommendation concerning the Botany Goods Line.
Far too many problems remain unresolved. We will
refer to some of the problems shortly. Before
doing so, however, we should extract some of the
submissions.
recommendation concerning the Botany Goods Line.
Far too many problems remain unresolved. We will
refer to some of the problems shortly. Before
doing so, however, we should extract some of the
submissions.
2.2 The Botany Bay Sub-Region Community Advisory Committee
The Committee was established by the New South
Wales Government in 1977 to advise on planning and
environmental matters in the Botany Bay Sub-Region.
It said this in its submission (62):
"The majority of the Committee
do not
feel that a road link in the direction
proposed is likely to solve the
transportation problems in the sub-
region. There is a firm commitment
to the idea of maximising the use of
rail, pipeline and public transport
for the movement of goods and people
through the sub-region...The potential
for a heavy rail service to provide
passenger access should also be re-
examined. The electrification of the
Botany Goods Line and its integration
into the suburban passenger rail network
feel that a road link in the direction
proposed is likely to solve the
transportation problems in the sub-
region. There is a firm commitment
to the idea of maximising the use of
rail, pipeline and public transport
for the movement of goods and people
through the sub-region...The potential
for a heavy rail service to provide
passenger access should also be re-
examined. The electrification of the
Botany Goods Line and its integration
into the suburban passenger rail network
62. Submission
S.K/C 1136, pages 3 and 5.
-163-
is one such heavy rail option which
should be considered in a regional
context, and not just in respect of
the Airport."
2.3 The Cooks River Valley Association
The Association has, for many years, been concerned
with the preservation and improvement of the Cooks
River Valley. It took an active interest in the
proceedings. Its president, Mr. Stafford, was
present at almost every session. It said this in
its submission (63):
"The Cooks River Valley
Association
recommends that none of the major
road options be constructed, and
that the Sydenham/Botany rail line
be duplicated and electrified and
provided with stations and bus inter-
changes to be able to carry the bulk
of the passengers and goods between
the Central Industrial Area, Airport
and Port and Southern, South-Western
and Western Regions of Sydney."
recommends that none of the major
road options be constructed, and
that the Sydenham/Botany rail line
be duplicated and electrified and
provided with stations and bus inter-
changes to be able to carry the bulk
of the passengers and goods between
the Central Industrial Area, Airport
and Port and Southern, South-Western
and Western Regions of Sydney."
There were many other submissions to the same effect.
2.4 The Beverly Hills Progress Association
The Association strongly opposed the South-Western
Option. It also expressed concern that future
transport planning should be based upon the integra-
tion of various transport modes (64):
"Beverly Hills progress
Association
recommends that a total planning
concept, which includes all possible
transport alternatives, supersede
the present fragmented process which
virtually ignores alternative modes
for transport such as rail, bus, boat,
barge or any combination of these
options. "
recommends that a total planning
concept, which includes all possible
transport alternatives, supersede
the present fragmented process which
virtually ignores alternative modes
for transport such as rail, bus, boat,
barge or any combination of these
options. "
63. Submission
S.K/C 192, page 15.
64. Transcript 22/10/79, page 90.
64. Transcript 22/10/79, page 90.
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2.5 The National Roads and Motorists’ Association (NRMA)
Support for a full investigation of the upgrading
of the Botany Goods Line to accommodate passenger
traffic was provided from a source which may be
thought unlikely by some, the NRMA. The Association
recommended the construction of the Cooks River Route
(to freeway standard). It added this recommendation (65):
"A study to investigate the
effect
that upgrading the rail link between
Marrickville and Botany would have
on the movement of the workforce and
freight within the Botany and Mascot
Area."
that upgrading the rail link between
Marrickville and Botany would have
on the movement of the workforce and
freight within the Botany and Mascot
Area."
2.6 Submissions from the Local Councils
Almost every local council advocated either the
investigation of a public transport alternative, or
the implementation of that alternative. Some were
opposed to all major road options, and recommended
public transport in its place. The Canterbury
Municipal Council had this to say (66):
"Canterbury Council supports
the
development of rail transport to Port
Botany for both freight and passenger
services as positive alternatives to
the road transport (options) ... and
exhorts the State Government to develop
a rail preferred policy for Port Botany.
Canterbury Council recommends that bus
services be extended and integrated
with rail in the region affected by
the road proposals."
development of rail transport to Port
Botany for both freight and passenger
services as positive alternatives to
the road transport (options) ... and
exhorts the State Government to develop
a rail preferred policy for Port Botany.
Canterbury Council recommends that bus
services be extended and integrated
with rail in the region affected by
the road proposals."
The Council makes this concession (67):
"Passenger rail services to
Port
Botany are less easy to justify."
Botany are less easy to justify."
Council then argues (68):
65. Submission
S.K/C 684, page 6.
66. Submission S.K/C 341, page 1.
67. ibid., page 44.
68. ibid.
66. Submission S.K/C 341, page 1.
67. ibid., page 44.
68. ibid.
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"Such a proposition should be costed
and evaluated as the broad community
benefits of such a rail line would
be considerable.
In the short term the best
prospects
for an increased use of public
transport are an extension of bus
services to the region and the
development of a much better rail-
bus interchange system at all stations
strategically located to serve the
major employment centres... Council
concludes that rail movement of goods
and passengers should be extended in
the region and believes a greater use
of public transport in all its forms
can alleviate many of the existing
transport problems of the region."
for an increased use of public
transport are an extension of bus
services to the region and the
development of a much better rail-
bus interchange system at all stations
strategically located to serve the
major employment centres... Council
concludes that rail movement of goods
and passengers should be extended in
the region and believes a greater use
of public transport in all its forms
can alleviate many of the existing
transport problems of the region."
The director of Forward Town Planning for the
South Sydney Council expressed the view of
Council in these words (69):
South Sydney Council expressed the view of
Council in these words (69):
"ORR: Given the
circumstances that
apply today, Council feels that the
money available would be better spent
on improving the existing rail system."
apply today, Council feels that the
money available would be better spent
on improving the existing rail system."
The Rockdale Council (70) took the view that both
public transport facilities (utilising the Botany
Goods Line) and a road (the South-Western Option)
were necessary to cope with the traffic problems
of the Study Area.
public transport facilities (utilising the Botany
Goods Line) and a road (the South-Western Option)
were necessary to cope with the traffic problems
of the Study Area.
3. THE UPGRADING OF THE BOTANY GOODS LINE
3.1 The Eastern Suburbs Railway as a Bench Mark of
the Increased Attractiveness of Public Transport
Those who thought that the transport needs of the
Study Area could be met by increased public transport
services, frequently cited the success of the
Eastern Suburbs Railway (E.S.R.) as supporting that
contention. The E.S.R. was opened on 23rd June,
1979. It had operated some three months by the
time the Inquiry commenced public hearings. It
Study Area could be met by increased public transport
services, frequently cited the success of the
Eastern Suburbs Railway (E.S.R.) as supporting that
contention. The E.S.R. was opened on 23rd June,
1979. It had operated some three months by the
time the Inquiry commenced public hearings. It
69. Transcript
South Sydney Council 17/10/79,
page 157.
70. Submission S.K/C 343.
page 157.
70. Submission S.K/C 343.
-165-
had not, at that time, been integrated with the
Illawarra Line. Being the first major extension
to the suburban passenger network for many years,
designed with modern station facilities, and
operated exclusively with the new double-deck
carriages, the claim was made that the level of
patronage served as a bench-mark from which the
Inquiry could infer a latent public demand for
modern public transport services.
Illawarra Line. Being the first major extension
to the suburban passenger network for many years,
designed with modern station facilities, and
operated exclusively with the new double-deck
carriages, the claim was made that the level of
patronage served as a bench-mark from which the
Inquiry could infer a latent public demand for
modern public transport services.
The following extract from the transcript is but
one example of a widely held view (71):
one example of a widely held view (71):
"CRONAN: If there (was)
ever any doubt
about the viability of rail as a
transport system for the future needs
of Sydney, I ask you to consider the
success of the Eastern Suburbs Railway..
The fact that initially it was undersold,
and it has proved such an outstanding
success, confirms our views (of) the role
that rail can play in moving passengers
through the area... Modern adequate rail
and bus services will be used by people.
The Eastern Suburbs Railway is clearly
evidence of that."
about the viability of rail as a
transport system for the future needs
of Sydney, I ask you to consider the
success of the Eastern Suburbs Railway..
The fact that initially it was undersold,
and it has proved such an outstanding
success, confirms our views (of) the role
that rail can play in moving passengers
through the area... Modern adequate rail
and bus services will be used by people.
The Eastern Suburbs Railway is clearly
evidence of that."
The Action for Public Transport Committee said this (72):
"MEWTON: The success of
the Eastern
Suburbs Railway, which is carrying 25
to 30 percent more passengers than
expected, has demonstrated that far
(more) efficient public transport,
even if it involved bus/rail inter-
changes, will be accepted by the
public."
Suburbs Railway, which is carrying 25
to 30 percent more passengers than
expected, has demonstrated that far
(more) efficient public transport,
even if it involved bus/rail inter-
changes, will be accepted by the
public."
The public's perception of the success of the
Eastern Suburbs Railway was derived, in part from
media publicity. It was also echoed by the Public
Transport Commission itself (73):
Eastern Suburbs Railway was derived, in part from
media publicity. It was also echoed by the Public
Transport Commission itself (73):
71. Transcript
15/10/79, page 6, Earlwood Branch
of the Australian Labor Party.
72. Transcript 17/10/79, page 70. Action for
Public Transport.
73. 1979 Annexure Report, page 9, dated the 8th
January, 1980.
of the Australian Labor Party.
72. Transcript 17/10/79, page 70. Action for
Public Transport.
73. 1979 Annexure Report, page 9, dated the 8th
January, 1980.
-167-
"The results of patronage on
the E.S.R.
have far exceeded the Commission’s
expectations. Compared with an estimate
figure of 252,000 per week patronage,
the actual number of passengers using
the system is 40% higher than the pre-
opening estimate. "
have far exceeded the Commission’s
expectations. Compared with an estimate
figure of 252,000 per week patronage,
the actual number of passengers using
the system is 40% higher than the pre-
opening estimate. "
Can the basic premise, that the Eastern Suburbs
Railway is a financial success, be drawn? If it
can, is there an analogy between the Eastern
Suburbs Railway and the Botany Goods Line? We
sought further information from the Rail Authority.
Their response, however, was in these terms (74):
Railway is a financial success, be drawn? If it
can, is there an analogy between the Eastern
Suburbs Railway and the Botany Goods Line? We
sought further information from the Rail Authority.
Their response, however, was in these terms (74):
"The Public Transport
Commission does
not normally segregate the costs of any
of its individual passenger services,
and at this time (8th January, 1980)
no operating costs specific to the
Eastern Suburbs Railway are available."
not normally segregate the costs of any
of its individual passenger services,
and at this time (8th January, 1980)
no operating costs specific to the
Eastern Suburbs Railway are available."
Certain information was provided concerning ticket
sales and revenue. It furnished no basis, however,
upon which we could draw any inference in respect
of the Botany Goods Line.
sales and revenue. It furnished no basis, however,
upon which we could draw any inference in respect
of the Botany Goods Line.
We expressed our difficulty in these terms (75):
"COMMISSIONER: The
information is very
interesting and nicely compiled. However
I still don’t know what it takes in terms
of passengers to make a line operationally
feasible. I get various pieces of
information, such as the returns by the
Eastern Suburbs Railway, but no real
appreciation of what the costs of the
Eastern Suburbs Railway are during the
same period. There is an indication of
the capital costs of the Eastern Suburbs
Railway of $168 million, and then the
revenue month by month, or period by
period.. but it stops short of anything
which would give one an appreciation, of
just how well or badly it’s doing...I'd
also be interested to know whether the
people who comprise the traffic which
is using the Eastern Suburbs Railway are
people who would ordinarily have gone by
interesting and nicely compiled. However
I still don’t know what it takes in terms
of passengers to make a line operationally
feasible. I get various pieces of
information, such as the returns by the
Eastern Suburbs Railway, but no real
appreciation of what the costs of the
Eastern Suburbs Railway are during the
same period. There is an indication of
the capital costs of the Eastern Suburbs
Railway of $168 million, and then the
revenue month by month, or period by
period.. but it stops short of anything
which would give one an appreciation, of
just how well or badly it’s doing...I'd
also be interested to know whether the
people who comprise the traffic which
is using the Eastern Suburbs Railway are
people who would ordinarily have gone by
74. Letter
from the Public Transport Commission
of New South Wales to the Inquiry.
75. Transcript 21/1/80, pages 7-8. Public
Transport Commission of New South Wales.
of New South Wales to the Inquiry.
75. Transcript 21/1/80, pages 7-8. Public
Transport Commission of New South Wales.
-168-
the success of the Eastern Suburbs
Railway has been matched by a reduc-
tion in bus traffic...They seem to me
to be important matters if one is to
have any appreciation at all of how
well or badly its doing, and what the
likely effect of a similar service if
extended to Botany, might be.”
The final evidence on this subject was as follows (76):
"FENNELL: (As to the
question of) the
returns on the Eastern Suburbs Railway
in comparison with other tracks or similar
tracks.. Unfortunately the PTC.. just
doesn't show it. There is no way we
can tell whether we - well quite
obviously were getting better returns,
but whether we're making more money
on that, we've got no way of telling.
returns on the Eastern Suburbs Railway
in comparison with other tracks or similar
tracks.. Unfortunately the PTC.. just
doesn't show it. There is no way we
can tell whether we - well quite
obviously were getting better returns,
but whether we're making more money
on that, we've got no way of telling.
COMMISSIONER: I’m really no further
advanced in my quest for some sort of
basis upon which I could say that the
contemplated traffic, if such a line
(the Botany passenger line) were to be
built, is all that's needed, or is short
of the mark by 10,000 or 20,000 or 100,000
(passengers)...Exactly what would happen
if one were to build such a passenger
line, whether it would make a profit,
whether it would add to the deficit,
or whether it would substantially add
to the deficit, I simply don't know."
3.2 Difficulties in the Concept of the Botany Goods Line
Had we taken the view that one of the options
should be built, and that because of commuter
demand (specifically to the Central Industrial
Area), we would have been forced to confront the issue
whether the need we saw could be satisfied by a
public transport service along the Botany Goods Line.
We did not take that view. We have not recommended the
construction of a road. If there is a need for a
road, it is created by trucks and their accessi-
bility demands, and not the clamour of commuters
journeying to work. Therefore, a passenger
service by public transport does not arise as an
alternative.
should be built, and that because of commuter
demand (specifically to the Central Industrial
Area), we would have been forced to confront the issue
whether the need we saw could be satisfied by a
public transport service along the Botany Goods Line.
We did not take that view. We have not recommended the
construction of a road. If there is a need for a
road, it is created by trucks and their accessi-
bility demands, and not the clamour of commuters
journeying to work. Therefore, a passenger
service by public transport does not arise as an
alternative.
76. Transcript
29/1/80, page 15. Public Transport
Commission of New South Wales.
Commission of New South Wales.
-169-
If it were to arise, the land-use implications
would have to be considered in precisely the same
way as they must be considered when a road is
contemplated. Is it a good thing to make access-
ibility in and out of the Botany Region, by means
of the rail-link, better? Is there a market (such
as that created by the Airport) which must be
serviced, and which can be conveniently served
by rail?
We had no reliable cost estimate for the Botany
Goods Line. A figure of $10 million to extend the
line as far as the Airport (but not to Botany) was
mentioned in the Joint Study Report. It was
apparently derived from a study undertaken some
years ago by consultants to the Major Airport Needs
of Sydney Study (MANS). What precisely that service
entailed we cannot say. Figures for the Botany
Goods Line ranged from $10 million to $25 million,
and beyond. We had no economic analysis whatever.
Goods Line. A figure of $10 million to extend the
line as far as the Airport (but not to Botany) was
mentioned in the Joint Study Report. It was
apparently derived from a study undertaken some
years ago by consultants to the Major Airport Needs
of Sydney Study (MANS). What precisely that service
entailed we cannot say. Figures for the Botany
Goods Line ranged from $10 million to $25 million,
and beyond. We had no economic analysis whatever.
Our problems did not end there. The Public
Transport Commission at the very outset said it
was opposed to the extension of its network along
the Botany Goods Line. Its policy is one of
upgrading the existing network rather than
contemplating any extension.
Transport Commission at the very outset said it
was opposed to the extension of its network along
the Botany Goods Line. Its policy is one of
upgrading the existing network rather than
contemplating any extension.
There are problems of a technical nature. A
connection must be made between the Botany Goods
Line and other passenger services (the Illawarra
Line and/or the Bankstown line etc). Resumptions
would be necessary. The connection would be
expensive. Further, the Central Industrial Area
itself is spread out. It is difficult to effec-
tively service the area with one railway line. A
series of buses feeding existing railway lines may
be rather more effective.
connection must be made between the Botany Goods
Line and other passenger services (the Illawarra
Line and/or the Bankstown line etc). Resumptions
would be necessary. The connection would be
expensive. Further, the Central Industrial Area
itself is spread out. It is difficult to effec-
tively service the area with one railway line. A
series of buses feeding existing railway lines may
be rather more effective.
-170-
The Airport is a concentrated source of patronage
which may lend itself to public transport. Yet
there are problems in servicing that demand. First,
the Domestic Airport Terminal is geographically
separate from the International Terminal. Without
the cumbersome addition of busing, it is difficult
to service both. Secondly, the Airport is very
close to the heart of Sydney. Unlike many interna-
tional airports (where public transport has a role)
it is not on the periphery of Sydney. The cost of
a taxi to the Airport is generally thought prohibi-
tive in England or France. Its use is commonplace
in Sydney. Thirdly, aircraft passengers often have
baggage. Transferring baggage in and out of public
transport is difficult. Baggage is a substantial
deterrent to the use of rail where the Airport is
so near the city, and can be cheaply reached by car.
which may lend itself to public transport. Yet
there are problems in servicing that demand. First,
the Domestic Airport Terminal is geographically
separate from the International Terminal. Without
the cumbersome addition of busing, it is difficult
to service both. Secondly, the Airport is very
close to the heart of Sydney. Unlike many interna-
tional airports (where public transport has a role)
it is not on the periphery of Sydney. The cost of
a taxi to the Airport is generally thought prohibi-
tive in England or France. Its use is commonplace
in Sydney. Thirdly, aircraft passengers often have
baggage. Transferring baggage in and out of public
transport is difficult. Baggage is a substantial
deterrent to the use of rail where the Airport is
so near the city, and can be cheaply reached by car.
The Planning and Environment Commission placed various
figures before us concerning the possible catchment
area for a passenger service to Botany. The figures
totalled almost 12,000 potential passengers. Because
we had no information concerning the break-even point
for a rail facility, we had no way of knowing
whether 12,000 passengers would be enough to make
a profit, or whether one would need 60,000 or
100,000 or what one would need. The information
which would be necessary to make a judgement was
simply not forthcoming.
figures before us concerning the possible catchment
area for a passenger service to Botany. The figures
totalled almost 12,000 potential passengers. Because
we had no information concerning the break-even point
for a rail facility, we had no way of knowing
whether 12,000 passengers would be enough to make
a profit, or whether one would need 60,000 or
100,000 or what one would need. The information
which would be necessary to make a judgement was
simply not forthcoming.
We are in a position to make a positive recommendation
urging the use of rail for containers. We are not
in a position to make any worthwhile recommendation
concerning the extension of a passenger service along
the Botany Goods Line. One recommendation we made in
respect of containers (that there should be duplica-
tion of the Botany Goods Line) is compatible with
the conversion of that line to a passenger service,
should it be thought desirable in the future.
urging the use of rail for containers. We are not
in a position to make any worthwhile recommendation
concerning the extension of a passenger service along
the Botany Goods Line. One recommendation we made in
respect of containers (that there should be duplica-
tion of the Botany Goods Line) is compatible with
the conversion of that line to a passenger service,
should it be thought desirable in the future.
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4. RECOMMENDATION
The Inquiry make the following recommendation:
THE BOTANY GOODS LINE
It was suggested that the Botany Goods Line should
be used for a passenger rail service.
be used for a passenger rail service.
RECOMMENDATION: The Inquiry is not in a
position to recommend
the use of the goods line
as a passenger service.
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