Southern Arterial Route

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Southern Arterial Route

New South Wales
One-way pair through Ultimo, Chippendale, Redfern and Waterloo
Southern Arterial Route
1987 EIS proposed Southern Arterial Route (Overpass Turbo map, derived from EIS map)
General information
TypeRoad
Opened1987-1992

The Southern Arterial Route is the proposed and partly implemented arterial road corridor in inner city Sydney, New South Wales, Australia.

Contents

Conceived in the 20th century after a cancelled urban expressway scheme, the arterial corridor was partially implemented in the 1980s-1990s as a high capacity one-way pair through the now high-density suburbs of Ultimo, Chippendale, Redfern and Waterloo.

The current route design as a paired one-way road system was first formally detailed in the 1987 Environmental Impact Statement for the Department of Main Roads Pyrmont - Alexandria traffic management proposal, [1] though there were similar proposals in 1969 and 1983.

The project attracted significant community opposition and remains incomplete, with later proposals either to extend the arterial south or remove it (revert it to two-way operation). Only 2 of 3 stages were completed due to strong community opposition. Stage 1 covered Ultimo to St Paul's Place / Cleveland Street. Stage 2 was originally planned to connect St Paul's Place / Cleveland Street to Bourke Road, Alexandria, [2] however, was only completed to Henderson Road. Stage 3 was cancelled in 1993. [3]

There have been numerous proposals in the decades since (or references to unpublished proposals) to extend the one-way pair further south, [4] [5] [6] [7] or partially revert it to two-way operation. [8] [9] [10] [11] Parallel underground motorways, heavy rail and metro lines have been completed since the original proposal.

Directly adjacent to the arterial route, the Waterloo Metro station opened in 2024, and the Waterloo renewal project will build over 3000 new apartments. [12] By 2030, Green Square to the south of the corridor will be the densest urban area in Australia. [13]

The Sydney Morning Herald has covered the project in detail, with articles covering the project proposals, [14] [15] [16] road opening, [17] [18] [19] [20] [21] residents, [22] [23] [24] [25] [26] [27] council [28] [29] [30] [31] and editorial [32] backlash, views by political figures, [33] on funding announcements [34] [35] [36] or mentions in passing. [37] [38] [39] [40] [41]

Route

The current route is a One-way pair from Pyrmont to Waterloo.

In the southbound direction, this route takes Harris Street, Regent Street, and Botany Road. In the northbound direction, the route takes Henderson Road, Wyndham Street, Gibbons Street, Regent Street, Cleveland Street, Abercrombie Street and Wattle Street.

At Regent Street north of Cleveland Street, the route combines into a two-way road and later splits again.

At Henderson Road, outside the Waterloo metro station, the route combines from a one-way pair into two-way roads at a 'dogleg' intersection.

Origins and early road planning for the corridor (1930s-1970s)

County of Cumberland planning scheme

Prior to plans for the one-way pair, there were plans for a large surface expressway in parallel to the future corridor of the Southern Arterial Route. Plans for a major expressway along this alignment were perhaps first touted from 1938. [42] The County of Cumberland planning scheme, gazetted in 1951, depicted the Southern Expressway as a major expressway running south from Ultimo. [43]

Early investigations underpinning the 1951 Plan were in fact undertaken more than a decade earlier by the then Department of Main Roads. The investigations were detailed in a report entitled "Main Road Development Plan for Sydney Metropolis and County of Cumberland - Part 1 Investigations Relating to the Present and Future Extent and Pattern of the Metropolis" (DMR, 1940). [44] [45]

The Department of Main Roads (DMR) commenced surveys of land use, population densities and traffic flows in 1943. In 1945, it issued a report titled the "County of Cumberland Main Road Development Map". [46] [47] When the Cumberland County Council was formed in 1946, it used some of the data collected by the DMR. [46]

The Cumberland County Council plan did not differ greatly from that produced by DMR. [46] The DMR's road planning "required little alteration" [48] and was "apparently incorporated with little alteration" into the Cumberland County Council's plan in 1948. [49]

Botany Road and Regent Street widening

In 1956, a government gazette approved the widening of Botany Road and Regent Street (Main Road No. 170) between Henderson Road and Cleveland Street. [50]

In 1971 the City of Sydney Planning scheme was gazetted, based on the County of Cumberland planning scheme. This added a road reservation for Botany & Regent Street to be widened to 25.6 metres, allowing the road to be widened from a 4 lane to 6 lane road. [1]

'Proposed Truck Route' plan of 1969

The "Proposed Truck Route" plan of 1969, prepared by Cameron and McNamara, was almost identical to the Arterial/Gateway/Distributor/Link announcements published in the two years prior. This truck plan included a one-way pair from Ultimo to Bourke Road (Green Square), with a dashed line for a new road directly from Gibbons Street at Lawson Street to near Abercrombie Street. [51]

F6 Southern Expressway

By 1970, the City of Sydney Planning Scheme map showed an expressway parallel on the west side of the future Southern Arterial Route corridor. [52] A detailed map for Camperdown, Darlington, Forest Lodge, Glebe and Ultimo included a shaded area for the Southern Expressway - requiring the demolition of wide tracts of buildings. [53]

The 1974 Sydney Area Transportation Study recommended retaining the urban expressways. [54]

The February 1976 UTAC report [55] made several recommendations including that "Construction of the first stage of the North Western Expressway be completed as the replacement route for the present Pyrmont Bridge, but further construction west of Darling Harbour be suspended and suitable links to the existing street network be developed" (4d). These links were described in the Glebe Island Arterial (Anzac Bridge) Environmental Impact Statement, which also stated "separate investigation into the possibility of upgrading the southern approaches to the Glebe Island Arterial by making Harris Street and Wattle Street a one way pair over part of their length is presently in hand and does not form part of this E.I.S.". [56] : 19 

Cancellation of the parallel F6 Southern Expressway corridor

On the 23rd February, 1977 the New South Wales State Labor Government announced it would abandon significant plans for urban expressways in Sydney. [57]

The corridor reservation from the city to Huntley St, Alexandria was eliminated but the corridor from that point to Tempe was retained. [58]

The Department of Main Roads (New South Wales) investigated a number of alternatives to the Southern Expressway following the Wran government cancellation of urban freeway corridors. [1]

Early plans for the arterial (1980s)

A 1981 traffic study by Pak Poy and Kneebone recommended the function of existing arterial routes (Princes Highway, Botany Road and Mitchell Road/McEvoy Street) be reinforced in preference to the development of new freeway systems. [59] [1] : 2  A book titled "Traffic and transport in South Sydney" was also published by the South Sydney Committee of the Australian Assistance Plan in 1981. [60]

In 1983, the Sydney City Council developed a Plan of Action for Environmental Improvements in the South Sydney area, recommending a one-way pair along Botany road and Wyndham Street terminating at Cleveland Street and O'Riordan Street. [61] [1] : 2 

The Sydney City Council's revised strategic plan was published on the 6th of December 1983. The Lord Mayor of the City of Sydney called on the Federal Government to fund (through its export roads grant scheme) the construction of a southern arterial road from "Darling Harbour to the industrial areas of South Sydney and Port Botany. [41]

In 1984, the City of Sydney Council put out a notice of a public meeting to "discuss the proposal to convert Botany Road/Wyndham Street Redfern into a one-way pair" at 7:30pm on May 23rd 1984 at the Redfern Town Hall two days beforehand [28] and on the day. [62]

Australian Roads Federation Proposal (1983)

In 1983 after two years of preparation the "influential" [35] roads construction lobby group Australian Roads Federation proposed a $1.5 billion plan for Sydney's roads, including 155 kilometres of urban freeways and 245 kilometres of improve arterial roads. The proposals were prepared by Sinclair Knight and Partners. The "Development of Harris Street - Botany Road and Wattle Street - Wyndham Street as a surface high capacity one-way pair from Blackwattle Bay to Botany" was one of 6 main features of the proposal. [35] This may be the study referenced in a 1987 newspaper article calling for a southern arterial road. [32]

In 1985, there was provision for a future corridor for a southern arterial road, but no allocation of funds. [37]

Pyrmont-Alexandria traffic management proposal (1980s-1990s)

Southern Arterial Route announcement

The proposal by the DMR of a one-way pair system of Wattle/Abercrombie Streets northbound and Harris/Regent Streets southbound was announced in April 1986. [29] In April it was believed the road would require the resumption of 7 properties with 5 further properties further affected. It was forecast to cost $12 million. Work was expected to begin early in the financial year from mid-1986, wholly funded by the state government. The plan included new roundabouts at present day Euston Road and Sydney Park Road, and at Bridge Road and Wattle Street. It was considered as a bypass of the existing two-lane Princes Highway through Newtown. [14]

A January 1987 article suggests that "in the face of such obtuseness" regarding increased traffic due to the Darling Harbour Project, "it was understandable that local residents commissioned their own "community impact statement" [63] of traffic management by the Department of Main Roads" in Ultimo, Pyrmont and Chippendale from an independent consultant, Mr Jonathan Falk, last year". It also suggested converting the "existing railway lines under Pier Street and Broadway", also known as The Goods Line into a road. [32]

Amid concern in 1987 about traffic congestion caused by cars on George Street, Sydney delaying buses (before a bus lane was installed in July 1997 [64] ), Opposition spokesperson on transport at the time Bruce Baird claimed "Every major traffic study on the area agreed on the solution to the problem" - "A southern arterial road should be built to provide an access road from the western distributor to the southern suburbs, greatly reducing traffic congestion in the area". [16]

City of Sydney Council reaction to the southern road route

On May 26th 1986 the City of Sydney Council discussed the Glebe Island Arterial (Anzac Bridge) and a southern road route. The minutes suggest the council was surprised by the plans and only learned about them via a "recent press release by the Minister for Roads on the proposed southern road route from Pyrmont to the Princes Highway, St. Peters." The council carried a motion including the "Department of Main Roads be requested to brief appropriate Aldermen on the proposed one-way pairing of Botany Road and Wyndham Street" and the "State Government's proposal to construct a southern road route from Ultimo to Green Square, Alexandria". There was also concern an EIS was not being prepared - the council requested "written representations to the Minister for Roads and Minister for Planning and Environment seeking an urgent assurance that an Environmental Impact Statement will be prepared and exhibited in accordance with Part V of the Environmental Planning and Assessment Act". [65]

On the 8th of December 1986, "Mr. Peter Thornton, MacDonald Wagner Pty. Ltd., together with Mr. Peter Melser of M.S.J. Keys Young, Mr. Chris Hallam, Traffic Planner, and Mr. Ross Nettle of the Department of Main Roads, presented a briefing on the proposal by the Department of Main Roads to develop an arterial route between Pyrmont and St. Peters." [66]

Environmental Impact Statement

In February 1987 the Department of Main Roads (New South Wales) released the Environmental Impact Statement (EIS) for the Pyrmont-Alexandria traffic management proposal. [1]

The road's "controversial environmental impact statement was approved by the State Government in mid-1987". [67]

Alternatives to the proposal

The EIS discussed a number of alternatives to the proposed Southern Arterial Route, [1] : 102  including:

  • 'do nothing'
  • the "Botany Road Widening Scheme Option"
  • the "Broadway Rail Tunnel Option"
  • the "High Standard Limited Access Route" option
  • the "Public Transport Option"
  • (alternatives to an open cut at Fig Street)
  • The "Wyndham Street Residents' Alternative"
The High Standard Limited Access Route

This alternative was for a limited access route - but specifically not the Southern Expressway proposal as the land for this corridor was sold after the 1976 government decision. This alternative was studied by Project Planning Associates Pty. Ltd. (1986) on behalf of the Department of Main Roads. It was to involve a "grade separated route along Fig, Wattle, Abercrombie, Holden, Regent, Gibbons, and Wyndham Streets" at an estimated cost of $65.8 million. It was found to "affect" 164 properties and 4 parks. The EIS understands in 1987 that a "high capacity limited access route would cause severe severance effects in the community and in particular would affect the aboriginal housing area in Chippendale as a result of the need to cross the railway on a new alignment". [1] : 107 

This alternative was dismissed due to less favourable "community impact, cost and time for construction", as well as "significant disruption to traffic, particularly on major cross streets such as Broadway and Cleveland Street" during construction. [1] : 106 

The Public Transport Option

The Public Transport Option was dismissed as "Diversion of car drivers and passengers to the existing rail network is not considered likely" because "it would require a significant shift in attitude to transport by current and future corridor users" among other stated reasons. The EIS also stated that "neither rail or bus public transport satisfies the objectives of the Proposal as set out in Section 2.1". [1] : 107 

The Wyndham Street Residents' Alternative

The EIS discussed an alternative presented by the residents of Wyndham Street. It states that in terms of projected benefits, the half of the proposal north of St Paul's Place has a higher priority than the southern half. [1] : 112 

This alternative prescribes the "one-way pair to extend to the south only to Henderson Road/Raglan Street, with both Wyndham Street and Botany Road staying two-way roads south of this point". [1] : 112 

Traffic modelling is presented for this alternative, summarised by "These results are significantly worse than the 'no Proposal' results and very significantly worse than those for the Proposal. It is apparent that the Wyndham Street residents' alternative is not a feasible alternative to the Proposal". [1] : 112  The one-way pair currently ends at Henderson Road / Raglan Street, becoming two-way roads south of this point, [68] the same as this proposal.

Reaction to the Environmental Impact Statement

South Sydney residents, angered by the proposed Southern Arterial Route, decided to submit their concerns to the Department of Main Roads on the night of the 5th of March 1987. The residents claimed the proposed route would cause major access issues to schools, community facilities and shopping arcades for people living on either side of the road system. [22]

EIS approval and implementation

On the 23rd of March 1987 the City of Sydney Council sought an urgent briefing on the "proposed Southern Road System", and an extension of time after 3rd April 1987 for the Council's EIS submission. The Save Our Suburbs and UPROAR groups were also invited to address the Council before the briefing. [69]

On the 26th of May 1987 the City of Sydney Council reiterated a request for "an Inquiry into the Southern Road System under the Environmental Planning and Assessment Act", and request that if the proposal proceeds "serious consideration be given to the alternative Scheme for the Redfern/Waterloo Section of the proposal, prepared by Council Officers." [70]

The City of Sydney Council received correspondence from:

In October 1987 the City of Sydney council resolved that "no objection be raised to the road works and traffic management works required for the completion of Stage 1 of the Southern Arterial Route between Pyrmont and Alexandria" was carried. Commissioner Oakes asked the City Engineer to advise council of the consequences if the council did object to the proposal; they "informed the Council that the proposed works were to coincide with the opening of the Glebe Island Arterial Road towards the end of this year and it was considered that the works would improve the movement of traffic by conversion to one-way traffic of streets such as Wattle Street, Harris Street, Regent Street and Abercrombie Street and that the alternative of leaving the streets as two-way traffic movement would lead to further congestion and chaos". [72]

Construction of stages 1 and 2

Stage 1

Stage 1 of the Southern Arterial Route was the section north of Cleveland Street. [73]

Stage 1 of the Southern Arterial opened on the 13th of December 1987. A newspaper on the 12th and 14th of December by the Department of Main Roads described the new traffic arrangements. A was displayed below the notice text. [19] [74]

At noon on July 27 1988, a ramp from Harris St to the Darling Harbour Viaducts opened. A DMR press release stated that "There will be a lighted pedestrian subway under the new connecting ramp." and "Pedestrians in the Ultimo area are now well served by grade separated road crossings and regulated crossings at traffic signals." [18]

Stage 2

On the 16th of March 1987 the NSW State Government announced Sydney is to have a 93-kilometre orbital route linking all major incoming highways, a second Spit Bridge to improve traffic flow, and another harbour crossing by the end of the century. "upgrading of the Southern arterial link" was also included. This plan didn't represent increased road spending, but assumed the current spending of $1 billion a year would continue. Traffic consultants and engineers met on the morning of the 17th of March 1987 at Sydney Town Hall on what the Government should have included in Roads 2000. [34] The Roads 2000 plan included "the Southern Arterial route from Sydney City to Alexandria". [75]

On the 2nd of September 1988 the Department of Main Roads gave notice of a proposal to "fix and/or refix the levels of Main Road No. 170 - Regent Street between Redfern Street, Redfern and Meagher Street, Chippendale. [76]

On the 17th of October 1988 the City of Sydney Council resolved that no objection be raised to the works required for Stage 2 of the Southern Arterial Route (from Cleveland Street, Redfern, to Bourke Road, Alexandria), based on a 17th October 1988 report by the City Engineer. [77]

Estimates in 1988/1989 for the cost of the Southern Arterial Route between Harris Street, Pyrmont and Botany Road, Waterloo was estimated to total $23,470,000 having started in 1986, expected expenditure in 1988/89 was $5,465,000, expenditure to 30/06/88 to be $2,843,000, with completion estimated in 1992. [78]

The Roads & Traffic Authority notice for the South Western (F5) Freeway EIS public exhibition stated the "The Proposal would form an integral link between the Pyrmont-Alexandria (Southern Arterial) Traffic Management Scheme" and the South Western Freeway. [38]

The Southern Arterial Route was mentioned in the City West Regional Environmental Study as a required improvement of the road network improvement in the short to medium term. [79] While stating that "The major arterial road improvement in the area is the Southern Arterial...", the 1990 City West Urban Strategy report stated that "With the high public transport mode split, the arterial road system has capacity to accommodate the level of development proposed." [80]

In a three-page 'informative feature' spread in The Eastern Herald (The Sydney Morning Herald) in May 1991, the Roads & Traffic Authority announced a $1 billion program of works for the next 5 years. [81]

It included that the RTA had undertaken a $39 million scheme for roadworks along the streets of the southern arterial route. [17] It stated that completed works included:

It stated that works yet to be completed included:

It also stated that 13 properties would be wholly or partially required for the work. It claimed "eleven of these properties were in the Cleveland Street / Regent Street section and are generally old commercial buildings in poor repair", that "Four of these buildings are State Rail Authority-owned" and that "None is considered to be of special historical or architectural value". [17]

It was stated on the same page that the "Major road program for Sydney Central-South" included the Southern Arterial as one of 22 capital works projects part of a $1 billion road program over the next 5 years. [15]

A 1992 photo depicts the construction of the Gibbons Street segment from Lawson Street to Cleveland Street. [82]

A March 1992 Draft Plan for a nearby park anticipated that the Southern Arterial Route, due to be completed in 1996, would "alleviate some traffic management problems existing along King Street, Newtown and perhaps reduce some of the pedestrian access problems along City Road". [83]

A March 1992 newspaper article stated that parts of the Southern Arterial through Redfern were part of $1.5 billion of road projects announced by Minister for Public Works and Roads Mr Murray to be completed in 1992. The Prime Minister at the time Paul Keating announced had announced in a recent economic statement introduction of tax-free bonds aimed at encouraging private industry to invest in public road building. The stage of the Southern Arterial through Redfern (the "widening of Cleveland Street and the widening of the bridge over the railway line at St Paul's Place") was anticipated to be opened by the end of March 1992. The next stage - "a new connection between Regent Street and Lawsons Square" - was anticipated to be opened by the end of August 1992. [36]

Over the six week period leading up to the opening, residents and workers endeavoured to stop the introduction of stage two through lobbying, a media campaign and a blockade of Regent Sheet. [84]

Stage 2 of the Southern Arterial Route was opened on June 21st 1992. [26] [84] A newspaper notice by the Roads & Traffic Authority on the 19th and 20th of June stated "the reorganisation will reduce congestion, offer smoother journeys to and from the Central Business District and provide improved conditions for pedestrians, locally." The included map reflects the current state of the road network. [20] [85] Heavy vehicle traffic on Wyndham Street increased after the opening. [84]

Cancellation of Stage 3

In Winter 1993, Marg Barry wrote an article in the Inner Voice publication titled "Southern Arterial Grinds to a Halt". This article describes the "massive" 46.5% drop in funds for transport and communications and the resultant meeting at the RTA. It states within days of budget day "members of the Southern Arterial Stage 3 Environmental Impact Study (EIS) Working Party had letters from the RTA putting the EIS into slow gear on the grounds that: "Until some decisions are taken about the termination point for the M5 East Motorway, we will not be able to assess the possible traffic impacts on the Traffic Study for the Southern Arterial Stage 3 EIS. As a result (it) will take longer than we anticipated, and we will have to delay considering most issues until some time next year."". The article also outlines the state of the EIS documents at the time - at that point the EIS Working Party had received Traffic, Air Quality and Heritage Reports, a Noise Quality Study had been completed, the Social Impact Study was to be concluded and the Landscaping Study was put on hold. It states the "chief conclusion" of the Citizens' Advocate, Hall Greenland, was "If people count, Stage 3 of the Southern Arterial will not be built (and) Stage 2 will be undone or significantly modified". [3]

In Spring 1993, the same publication published an article titled "A Solution in Search of a Problem?". It states the conclusion of the draft Social Impact Assessment of the Southern Arterial Stage 3 route (released in November 1993) was that "Stage 3 seems to be a solution in search of a problem". The article states the report found the costs outweighed the benefits and discerned a fundamental disagreement between residents and traffic planners when it came to impact evaluation, and the consultants were asked to draw the Social Impact Study to a close when the future of Stage 3 became uncertain.

The summary of the report "discusses the need for action if Stage Three does not eventuate due to: a serious traffic problem from congestion at Henderson Road where the one-way pair from Stage 2 switches back to two 2-way roads; a continuing traffic problem for Wyndham Street residents (due mainly to trucks and congestion), or; a continuing traffic problem for the shopping centre (due to speed down the one-way stretch)". One of the three recommendations of the residents workshop which concluded the study was that Botany Road should be reverted to being two-way through the shopping centre. [86]

The City of Sydney hold planning documents for Stage 3, including the plan, EIS, heritage study, air quality assessment. [87]

Later Proposals and Studies (1990s-2020s)

Proposals to extend the Arterial in the 1990s

Funding in the 1997-1998 NSW budget

Partial funding was allocated in the 1997-98 budget to complete the route, named the "BOTANY TO CITY VIA SOUTHERN ARTERIAL - SOUTHERN ARTERIAL ROUTE STAGE 3: ROBEY ST, MASCOT TO HENDERSON RD, WATERLOO". Completion was expected in 1999. It states expenditure to the 30th of June 1997 was $150,000, and budget allocation for 1997/98 was $4,000,000. It states the estimated total cost was $15,000,000. [4]

The Southern Arterial does not appear in the 1998/1999, [88] 1999/2000 [89] or 2000/2001 [90] budget papers, or the RTA Annual Report 2000. [91]

The 1997 Draft Environmental Impact Statement for the Second Sydney Airport assumed the "Southern Arterial to Green Square (Wyndham St/Botany Street as one way pair) including extension of Wyndham Street to O'Riordon Street (2 lanes each way)" would be completed by 2001, and that a "one-way pair between Green Square and Robey Street" along O'Riordan Street and Bourke Road was "under consideration" by the Roads and Traffic Authority. This report assumes "One way pair O'Riordan St southbound, Bourke Rd northbound, between Green Square and Robey St (6 lanes from 4 lanes)" would be completed by 2006. [92]

Proposals to extend the Arterial in the 2000s

Roads Boost for South Sydney program (announced 2003)

On the 24th of January 2003, the Minister for Transport and Minister for Roads Carl Scully MP announced a 10-year road works program. A press release states that in excess of $80 million had been allocated, with the "first priority the extension of the southern arterial route and the upgrade of the Green Square intersection." It states "The southern arterial proposal will help solve this problem by extending the one way pair arrangement of Botany Road being one way southbound and Wyndham Street being one way northbound between Green Square and Henderson Road". [5]

Funding in the 2003 RTA Annual Report

In the Major works appendix of the 2003 RTA Annual Report, funding for the Southern Arterial Route is documented. It is listed as "Botany to City Via Southern Arterial Southern Arterial at Green Square". "Announced completion" is listed as 2005, estimated total cost is $10,000,000, 2002-2003 expenditure is listed as $155,000 and expenditure to the 30th of June 2003 is listed as $450,000. [93]

2003 Study (Botany Road and Wyndham Street Southern Arterial Route Corridor Improvement Study)

On the 11th of April 2005, the City of Sydney Council discussed the Zetland Area Traffic study. Report papers for this meeting make reference to an earlier study of this corridor. The report discussion includes that "A previous study titled Botany Road and Wyndham Street Southern Arterial Route Corridor Improvement Study January 2003 by Masson Wilson Twiney examined the option of creating a 'one-way pair' route between Botany Road and Wyndham Street by extending the existing one-way system south of Henderson Road to the Green Square intersection". The minutes state this 2003 study found the corridor would have more capacity as a one-way system than a two-way system. The minutes state "This Zetland Area Traffic Study has confirmed that the ‘one-way pair’ proposal would increase the capacity of the corridor, but that the effects would be relatively localised, in that the road works identified as being required throughout the remainder of the road network would remain unchanged irrespective of whether or not a one-way or two-way system was adopted along the Botany Road and Wyndham Street route. It should be noted that the ‘traffic management plan – preferred option’ (Option 1 circulated separately to this report) retains two-way operation along both Botany Road and Wyndham Street". [6]

A unanimously carried resolution in the minutes for this meeting indicate an explicit acknowledgement by the City of Sydney council that mode shift to public transport will be required to accommodate peak trip volumes. Item 14 part 2 C acknowledges that "...parts of the road network will have less traffic carrying capacity than required to accommodate expected peak period traffic volumes according to the analysis undertaken in the study...", however that "further improvements in modal split away from private vehicles and towards public transport will be required to accommodate the demand for trips if the exemptions above are supported". [94]

Further context of the City of Sydney position on the one-way pair at this time is detailed in the 11th of November 2004 council item regarding the Green Square Town Centre Draft Masterplan and Local Environmental Plan and Related Matters. Under "External State Arterial Road (RTA) upgrade requirements", a 'Medium Term' Recommendation includes "Capacity improvements (including a recommended option for one-way pair) along the Botany Road and Wyndham Street corridor to the Green Square Intersection". [7]

Paragraph 136 states "Council may not necessarily support some of the state road works that these studies have recommended in order to accommodate increased vehicular trips. The ‘oneway pair’ option for Botany and Wyndham Roads is one such example. Whilst the traffic modelling indicates that one-way pairing will ultimately be required, the urban design and amenity impacts of such an option conflict with Council's objectives for the area.". [95]

Redfern tunnel proposals (2004)

In cabinet papers, dated October 2004 and seen by the Sydney Morning Herald on the 29th of November 2004, [96] six tunnel options were presented as part of plans for redevelopment of Redfern: [97]

This corridor, while underground rather than an elevated expressway, would have been similar to the "High Standard Limited Access Route" alignment presented in the 1987 EIS.

An alternative Pedestrian separation structure was considered at a lower cost than road tunnels. [97]

Funding in 2004-2006 RTA Annual Reports and State Budgets

The arterial appears in the 2004 RTA Annual Report under "APPENDIX 01 // MAJOR WORKS (AS PER 2003 BUDGET PAPER No.4)". Listed as "Botany to City via Southern Arterial, Southern Arterial and Green Square", announced completion is listed as NA, estimated total cost is listed as NA, 2003-2004 expenditure is listed as $237,000 and expenditure to June 2004 is listed as $687,000. [98]

In the 2005 RTA Annual Report, the "Southern Arterial and Green Square (planning)" project appears. Annual completion date is listed as NA, estimated total cost is listed as NA, 2004-2005 expenditure is listed as $14,000 and Previous Year's expenditure is listed as $687,000. [99]

The "Integrated transport network" section of the "Infrastructure Statement 2005-06" includes (under chapter 2 Policies, 2.1 Planning, METROPOLITAN STRATEGY) the following discussion of the Arterial: "Improving existing transport networks through initiatives such as the planning for the Southern Arterial and Green Square road networks and the Westlink M7 and Cross City Tunnel, both of which are nearing completion,...". It states these improvements are included as "Significant infrastructure related initiatives influenced by the Metropolitan Strategy". [100]

The project doesn't appear in the 2006 RTA Annual Report. [101]

Green Square Road Hierarchy and Traffic Study (RTA, unknown date)

The April 2010 "Planning Proposal: transport Report for Proposed Town Core Sites within the Green Square Town Centre" by Colston Budd Hunt & Kafes Pty Ltd, on behalf of "Green Square consortium and Landcom" references a one-way pair study. This report states (2.19) that "The RTA has investigated a plan to convert Botany Road and Wyndham Street north of Green Square into a one-way pair in order to extend the Southern Arterial route from Raglan Street/Henderson Street in Redfern southwards to Green Square. O’Riordan Street would then form the continuation of this route southwards to the airport. This proposal was investigated in the “Green Square Road Hierarchy and Traffic Study”. The RTA has decided not to proceed with the plan and has prepared an alternative detailed scheme to upgrade the intersections of Bourke Street with Botany Road, O’Riordan Street and Wyndham Street, in order to provide additional capacity and a configuration that would be compatible with the proposed development of the town centre. [102]

The City of Sydney Planning Policy Sub-Committee stated in 2007 that the "The arterial network is under the care and control of the RTA which has future plans to complete the Southern Arterial route". [103]

Proposals to remove the Arterial in the 2000s

Redfern Pedestrian Cycling and Traffic Calming Resolution (2007)

The City of Sydney Council resolved on 7 May 2007 as part of the Redfern Redfern Pedestrian Cycling and Traffic Calming (PCTC) Plan (formerly Local Area Traffic Management Plan) to support to returning the Regent/Gibbons/Wyndham/Botany and Elizabeth/Chalmers one-way streets to two-way traffic flow. The council also gave support to develop a strategy to implement these changes in consultation with the Redfern-Waterloo Authority, the Roads and Traffic Authority and the community. [8]

Botany Road, Gibbons, Regent and Wyndham Streets north of Henderson Road are classified as State Roads and are the responsibility of the NSW Government, administered by Transport for NSW (previously by the Roads and Traffic Authority). [8]

The City of Sydney Council stated they would write to the new Minister for Roads seeking action on converting the Regent Street/Botany Road and Wyndham Street / Gibbons Street one-way pair to two-way operations. [8]

Corridor Action Plan for Botany Road between the CBD and the Green Square Urban Renewal Area (2009)

A stakeholder meeting between the City of Sydney, Transport for NSW (then NSW Transport and Infrastructure), the Roads and Traffic Authority, Landcom, the Redfern-Waterloo Authority, the Department of Planning and RailCorp was held in August 2009. The aim of the meeting was to progress a detailed Corridor Action Plan for Botany Road between the CBD and the Green Square Urban Renewal Area. The City of Sydney raised the two-way proposal as an issue to be addressed in this action plan. A consultant was engaged for this study to consider the Regent Street/Botany Road and Wyndham Street/Gibbons Street one-way pair. [8]


Proposals to extend the Arterial in the 2010s

Mascot to Eveleigh Road Network Plan (RMS, June 2018)

The "Mascot to Eveleigh Road Network Plan" (RNP) is discussed in the April 2021 "Botany Road Corridor - Transport and Traffic" report. This report states the RNP "connects the strategic aspirations of Future Transport 2056 with the practical requirements of road network users". It states one "opportunity" discussed in the RNP is "Consider the opportunity for an extension of the one-way pair". [9]

Traffic and Transport Context Report (Jacobs, June 2018)

This report is summarised and discussed in the 2021 Botany Road Corridor Urban Design Study. This 2021 study states the 2018 report discusses either extending or removing the one-way pair. The advantage identified for extending the one-way pair is "Possible opportunities for additional mid-block crossing opportunities", however several disadvantages are identified. There are no disadvantages identified in the June 2018 report to removing the one-way pair. [10]

Proposals to extend the Arterial in the 2020s

Simulation of extending one-way pair (VLC, May 2024)

A May 2024 article by VLC discusses a simulation of extending the one-way pair. It states "The aim of this test is to see if these changes could enable an overhaul of signal timings and intersection configuration to significantly improve walkability and add public green space without undue loss of function for car and commercial vehicle drivers". It include a possible further investigation could include "O’Riordan St tunnel to remove even more surface traffic to improve pedestrian accessibility". [104]

Future Transport 2056: South East Sydney Transport Strategy (TfNSW, 2020)

The Future Transport 2056: South East Sydney Transport Strategy included that "Extension of the Botany Road / Wyndham Street one- way pair to Mascot (via O’Riordan Street / Botany Road)" is part of the "Transport Network Assumptions". [105]

Proposals to remove the Arterial in the 2020s

Botany Road Corridor - Transport and Traffic (Cattell Cooper, April 2021)

The April 2021 Cattell Cooper report "Botany Road Corridor – Transport and Traffic" states "The removal of the one-way pair offers opportunities for Regent Street that have the potential to increase its place function, moving it from a vibrant street to a ‘place for people’ and reducing the need for future compromise." [9]

Botany Road Corridor Urban Design Study (TZG for City of Sydney, March 2021)

The Botany Road Corridor Urban Design Study study recommends that the one-way pair is removed to improve amenity and safety for pedestrians, cyclists, residents and bus users, and converted to two-way traffic.

This study references the previous two reports: "High level options to remove the one way pairs and reconfigure two-way pairs have been previously developed by Jacobs in their 2018 Report. Cattell Cooper with the City of Sydney have developed these options in more detail, to inform the Urban Design study." [10]

Future Transport 2056: Tech Central Camperdown-Ultimo Place-based Transport Strategy (Transport for NSW, November 2021)

Strategic direction 1 of this strategy is "Creating walkable streets and places". Under "Priorities for investigation" 1.6 ("Better connections from Haymarket to Eveleigh, Redfern and Waterloo"), an investigation priority is "c) Reconfiguration of the one-way pairs through Redfern to create a people friendly public transport spine along Regent Street and a traffic bypass on Wyndham Street". Under "Strategic Direction 2: Enhancing access by cycling and public transport within and beyond Tech Central's boundaries", priority "2.8 - An efficient and equitable allocation of road space and capacity" includes "...to review current road space allocation, road network priority and road network operations throughout Tech Central, including:...h) The conversion of one-way pairs to two-way operations on roads that support rapid bus lines and to support lower traffic speeds and volumes in locations with high place function such as Regent Street/Botany Road in Redfern and Harris Street in Ultimo." Regent Street, Botany Road and Harris Street all make up the Southern Arterial Route one-way pair. [11] This strategy was released in November 2021. [106]

Criticism and Community Response

Across multiple stages of the scheme there was strong opposition to implementation of the road from local residents groups and the City of Sydney council, with considerable coverage from the The Sydney Morning Herald.

Criticism in 1986

In May 1986, the ALP alderman Margaret Barry on City of Sydney Council accused the State Government of building 'freeways by stealth' [31]

On Sunday the 1st of June 1986, 150 people expressed "outright opposition" at a public meeting of the South Sydney Australian Assistance Plan. Laurie Brereton announced the plans on April 28th 1986. It was resolved at the meeting to call on the Minister for Environment and Planning, Bob Carr, to order a public inquiry and release an environmental impact statement on the read development. [23]

A mid-1986 article in the Inner Voice magazine ("Residents Oppose Southern Arterial Paired roads") detailed public opposition. It states "some 100 South Sydney residents at a public meeting in early June declared their outright opposition to the NSW Government's $12 million Southern Arterial to link Pyrmont with St. Peters". Concerns included that the proposal would "increase the volume, size and speed of traffic, thus increasing traffic hazards, but also increasing noise and air pollution". It also refers to the proposal as the 'Paired One-Way Road System' and calls for an EIS to be prepared. [73]

In 1986 residents and businesses in Pyrmont, Ultimo and Chippendale commissioned an independent report [63] assessing the impact of traffic proposals by the DMR in these suburbs. This report found the traffic management proposal for Ultimo, Pyrmont, Chippendale, and the associated DMR proposals were inadequate because no broad alternatives or the role of public transport were considered. The report recommended the DMR not proceed with the traffic management scheme as planned. Council Aldermen Michael Mobbs and Bill Hunt called on the Minister for Roads Laurie Brereton to abandon his plans for the southern road system, announced in April. [29] This study criticised (as the NRMA had also done) the Government's alternative plans for one-way traffic on Harris, Regent, Wattle and Abercrombie streets as short-term solutions to a much larger problem. The study says there were cheaper alternatives to the Glebe Island arterial road and that money committed to it "could be better utilised in developing a Southern Arterial route which has been proposed in no less than seven separate studies", [32] though a separate article states it criticism of the "traffic management proposal for Ultimo, Pyrmont, Chippendale, and the associated DMR proposals" because the proposal was "only a low-cost scheme and short-term with few if any benefits" and a "lack of longer-term planning and need for a southern arterial corridor." [39]

Other critical articles in the Inner Voice journal include "Roads 2000" in June/July 1986. [51] [107]

Criticism in 1987

In 1987 there were fears of "traffic chaos" due to the Darling Harbour redevelopment. A July 5th article states that Jonathan Falk, author of the independent report commissioned by residents, [63] criticised the Darling Harbour Authority for only focusing on short-term solutions, and that there would be "tremendous traffic snarls" due to a lack of long-term planning. [39]

The NRMA's deputy chief engineer criticised the southern arterial for being a short-term solution, but called for major new roads: "the Government's plans for one-way traffic on Harris, Abercrombie, Regent and Wattle streets represented an improvement, but were only a short-term solution, calling for a "major bypass route for north–south traffic to go through Darling Harbour on the western side. Residents of Pyrmont and Ultimo formed an action group named UPROAR - Ultimo-Pyrmont Residents Opposed to Arbitrary Redevelopment. [39]

Director of NSW Traffic Authority Harry Camkin wrote an article on January 16th to claim the "tremendous traffic snarls" foreshadowed by Jonathan Falk would like be in the absence of effective planning, of which one mention was "...traffic improvements on Harris/Wattle and the Botany/Wyndham streets corridor are planned...". [40]

On the 19th of January 1987, Alderman Michael Mobbs wrote to the Sydney Morning Herald to criticise a January 16 letter by Mr H. Camkin as "an inadequate response to informed public criticism". This letter states the "Traffic Authority does not answer criticism of the Government's failure to accept those recommendations seen by its traffic consultants as fundamental to the success of the Darling Harbour Project", including, along with limiting car parking at Darling Harbour, "to build a southern arterial beside the rail line along the Darling Harbour site to keep regional traffic out of Haymarket, Pyrmont and Ultimo's narrow streets and separate it from the heavy Parramatta Road traffic." [30]

On the 17th of July 1987, a group of 60 demonstrators opposed to the proposed southern arterial traffic link blocked traffic in Redfern for an hour. The South Sydney residents marched to the middle of Regent Street at 1pm with banners and placards. The demonstrators were members of Save Our Suburbs (SOS). One demonstrator, Rev Harry Smart, said "We have tried all other methods to make ourselves heard - letters, phone calls - but it did not work and so now we must do this." Some drivers shouted abuse at the demonstrators and police asking the demonstrators to clear the road, were delayed by the protest. No arrests were made. [25]

Criticism in 1988

A 1988 newspaper article was titled "Road Plan Will Divide Redfern". The Save Our Suburbs spokesperson Chris Peken was quoted as saying "They're putting freeway conditions through the middle of a densely populated community". A community member Lisa Clement claimed that "Residents in the area already have cracks in their walls because of continual heavy traffic". A "local activist" Margaret Barry is quoted stating that "It's crazy to bring more traffic into the city," and that "We should be upgrading public transport systems instead and using rail systems for freight". The article also states "The Aboriginal Legal Centre will be demolished to make way for the freeway", that "Residents in this area [Chippendale] will be isolated" and that "Businesses in this area [within the one-way pair south of Cleveland Street] will be badly affected". Chris Peken stated "It's disastrous for the small businesses trapped in between". [21]

During an election highlight on transport in 1988, the Sydney Morning Herald posed questions to local candidates. The response of Clover Moore on the Southern Arterial Route, then campaigning as an Independent for Bligh, was:

The southern arterial route from Darling Harbour to the south-west, opposed by the elected City Council, is a "Claytons" freeway, cutting a swathe though Pyrmont, Ultimo and Redfern and Waterloo, and causing major environmental problems and destroying historic buildings. [33]

Other critical articles in the Inner Voice journal include "SOS on SOUTHERN ARTERIAL" in December 1988 [108] [107]

Criticism in 1989

The South Sydney Community Transport Committee of the South Sydney Community Aid Co-Op was continuously involved in the Save Our Suburbs (S.O.S) campaign to prevent the development of the twin-roads proposal from Pyrmont to Alexandria. [109]

This involvement included considerable local effort in tabulating statistics of road usage, presentation of submissions and direct action in the form of protests and transport stoppages. [109] The City of Sydney Archives hold the records of the South Sydney Community Aid group. [110]

Criticism in 1992

In May 1992, a newspaper article was titled "Road 'will cut Redfern in two'". The South Sydney Transport Group (SSTG) claimed Regent Street will become a "virtual freeway". Jack Carnegie, the convenor of the SSTG, said the new system would increase traffic in an area already burdened by vehicles and smog, and that "It will cut a swathe through Redfern — the community will be cut in two". He also stated Waterloo was also one of the poorest suburbs in Sydney had a large number of elderly residents, many of them public housing tenants, whose lives would be endangered by increased pollution and traffic. Transport planners at the council said that, while the changes were a fait accompli, the council would push for a pedestrian mall and "slow traffic zone" near Redfern station to mitigate its impact. A spokesperson for the RTA claimed that "upgraded traffic signals and new pedestrian crossings would actually make the area safer". The article states that plans for the southern arterial road were initiated during the reign of Laurie Brereton, the Federal MP for Kingsford Smith at the time of the article. [67]

On the 11th of June 1992, The Eastern Herald published a letter titled "Southern Arterial must be stopped" (dated May 31) by a local resident named M. Moffat (living on Buckland Street, Alexandria). This letter claimed the arterial is based on road plans developed 30 years ago and "resurrected (not initiated) by L. Brereton". [27]

On the June 16th 1992, a newspaper article titled "Residents aim to block new road" stated that residents were considering a legal challenge to stop stage two of the Southern Arterial Road System, alleging that the environmental study for the project is out of date. The coordinator of South Sydney Community Aid Jack Carne, stated "Direct action against the Southern Arterial Road System is planned". The article states "In 1987, residents blockaded Regent Street in a protest against stage one of the road." The Mayor of the City of South Sydney said the "council had been opposed to the RTA plans in the beginning but had resolved to work with them to get the best deal for the residents". Requests the council made to the RTA were "providing a pedestrian zone to Redfern station, a tunnel under Lawson Square and a right-hand turn from Regent Street into Cleveland Street. He said "All we got was the pedestrian zone," and "We are still pushing for the rest." He also raised concerns that children were running across Wyndham Street to Alexandria Park. Local resident Vanessa Grimley (who had lived on Wyndham Street for eight years), said she has seen one of her neighbour's children knocked over by a car and that "Making Wyndham Street one-way will make the traffic faster." The diagram of the Proposed Southern Arterial in this article still depicted two-way traffic south of Henderson Road. [24] Local residents followed through on their direct action and stood in front of cars on the opening Sunday. [26]

An article on June 25th 1992 Sydney Morning Herald article covers backlash to the opening of Stage 2 of the southern arterial road through Redfern ("Row erupts as southern road opens"). This article states the EIS was "completed amid controversy in 1987", and that opponents state "there has already been a marked increase in the volume and speed of traffic through Redfern since last Sunday". The South Sydney Transport Group convenor Jack Carnegie said the State Government and the RTA should never have considered placing the road through an area already choked with smog, with a large number of elderly residents, and with one of the lowest car ownership rates in Sydney. An RTA spokesman denied that extra traffic generated by the third runway, the harbour tunnel and an influx of thousands of new inner-city residents under the city west strategy would have "any significant impact" on the southern arterial. [26]

Critical articles in the Inner Voice journal include "Traffic Chaos in Redfern" in Winter 1992. [111] [107]

Criticism in 1993

Critical articles in the Inner Voice journal in 1993 include "Southern Arterial Grinds to a Halt" in Winter 1993 [3] and "A Solution in Search of a Problem?" in Spring 1993. [86] [107]

In 1993 The Reverend F.T. Turvey, a retired minister of the Uniting Church and Chairman of the Environmental Sub-committee of the South Sydney Community Aid Co-Op [112] : 7 , condemned the inhumanity of the Southern Arterial traffic system increasing the volume and speed of traffic through Redfern and Alexandria. [112] : 49  He wrote that road transport systems are a major cause of suffering imposed on local residents and visitors to South Sydney.

Current Status and Future

There is no current public Transport for NSW position on the extension or removal of the Southern Arterial Route (reversal to two-way operation).

In the 20th June 2022 City of Sydney Council meeting, the council carried a motion to support the removal of the one-way pair of Regent Street and Gibbons Street and reinforce the high street character of Regent Street, however acknowledges TfNSW is the public authority responsible for managing the state roads. It states A key recommendation is the removal of the Gibbons Street / Regent Street one-way pair operation and the reinstatement of two-way traffic flow. It states TfNSW's submission notes "the conversion of the existing one way pairs would require a separate detailed investigation to determine the feasibility and implications for the existing and future transport network". [113]

The planning documents for the Sydney Gateway Project state that as a result of its construction "O’Riordan Street and Botany Road will carry around 30% less traffic in 2026". [114] [115]

A letter detailing a transport impact assessment for a nearby development states that "Sydney Gateway Road Project would result in a reduction in daily traffic by 30%-31% on O’Riordan Street and 26%-28% on Botany Road", and that this would justify the reallocation of signal timing. [116]

The Future Transport 2056 transport strategy included that "Extension of the Botany Road / Wyndham Street one- way pair to Mascot (via O’Riordan Street / Botany Road)" is part of the "Transport Network Assumptions". [105]

Sydney Metro - Waterloo Station Transport Impact Assessment

While the Sydney Metro - Waterloo Station Transport Impact Assessment did not make any recommendation to remove or extend the one-way pair, it includes discussion of the transport modelling and signalling requirements for the one-way pair. It stated "these modelling results are sensitive to signal settings and cycle times. SIDRA has optimised the phasing to produce the least vehicle delay with a cycle time of 130 seconds for both signalised intersections. In reality shorter cycle times would result in improved pedestrian performance but increased delay for vehicles". [117]

Sydney Metro City & Southwest: Chatswood to Sydenham Conditions of Approval

As the Waterloo metro station, Sydney sits adjacent to the Southern Arterial Route, some of the intersections are captured by Condition of Approval D12 of the Sydney Metro City & Southwest project.

Condition D12 states:

D12: Traffic on local roads around each station must be monitored 12 months before the CSSI commences operation and for a period of no less than 12 months after commencement of operation. If monitoring indicates unacceptable traffic intrusion on local roads/streets as a result of operation of the CSSI beyond those that could reasonably be predicted in the EIS and/or Interchange Access Plan(s) in Condition E92, appropriate traffic management measures to mitigate the monitored impacts must be implemented following consultation with the Sydney Coordination Office and Relevant Road Authorities. [118]

This requirement was interpreted in the Block 1 Report as measuring and preserving the vehicle Level of Service metric at nearby intersections. Relevant intersections for the Southern Arterial Route are Botany Road at Henderson Road/Raglan Street and Botany Road at Buckland/Wellington Streets. [119]

References

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