Better Streets Submission for Walking and Cycling Improvements between South Eveleigh and Waterloo Metro (Henderson Road)

New South WalesCyclewaysSubmission
Written By Better Streets Australia

Jake Coppinger (2026-03-04)

Better Streets strongly supports the proposed concept design for walking and cycling improvements between South Eveleigh and Waterloo Metro.[1][2] Planting new street trees, widening the footpath, and providing a dedicated bus stop platform outside the Waterloo Metro station will greatly benefit the local community, visitors, commuters, and future residents.

The implementation of a separated cycleway along Henderson Road will complete the essential missing link from the existing Henderson Road cycleway to George Street. This link will measurably improve safety and access for people cycling between Erskineville, Waterloo Metro Station, and the George Street Cycleway.

The proposed walking and cycling improvements between South Eveleigh and Waterloo Metro will improve bus prioritisation, improve safety, and provide a critical connection for people riding bikes.

This submission details opportunities for improving the experience and safety of people walking and riding, by:

  • Improving bus reliability to make public transport more convenient
  • Reducing traffic signal delays for people walking and riding
  • Streetscape improvements for the Botany Road shopping street; and
  • Suggestions for walking and cycling prioritisation on SP2 land

Together, these improvements will begin to repair decades of damage caused by a dangerous, high-traffic arterial corridor, and will improve the well-being of the community, economy, and environment.

Better Streets is a national registered charity and Australia’s peak body advocating for safer, healthier, and more sustainable streets.[3] It is made up of a coalition of over 130 member organisations.[4][5][6] It is volunteer-driven, does not receive government funding, and is funded by membership and donations from the public.[7] This submission was informed and reviewed by a number of transport professionals within Better Streets.

Quick position summary

Better Streets is supportive of measures that improve the experience of people walking, cycling, and resting on streets, including widening footpaths, building safe separated cycleways, bus priority measures, planting more trees, and reducing private car parking on public road space to encourage mode shift. We encourage shorter waiting times at signalised intersections for people walking and riding, and support 30km/h speed limits on local streets.[8][9] We oppose measures to increase private vehicle road capacity in built-up areas.

Bus prioritisation

Better Streets supports the bus prioritisation measures on Raglan Street east of Botany Road. Such measures could reduce traffic intrusion into the existing and proposed residential neighbourhoods along Raglan Street and in Waterloo. Improving the on-time running of buses will encourage people to use public transport, and will enable new housing without debilitating vehicle traffic.

We support the footpath extensions and an appropriate floating bus stop treatment as implemented on the newly completed Oxford Street cycleway.

Streetscape improvements should proceed regardless of bus priority improvements

The streetscape improvements should proceed regardless of the bus prioritisation improvements. It would be a huge loss for the community, environment, and Transport for NSW (TfNSW) / City of Sydney (CoS) to not improve the streetscape.

The bus improvements were not included in the Chatswood to Sydenham Metro (EIS Technical Paper 1[10], CoS-commissioned 2021 Cattell Cooper Report[11]: 44, 45, 46 , Get NSW Active 2023-24 description[12], or action C5 of the Waterloo Station Interchange Access Plan[13], so we assume this is an improvement based on considerations of the Road User Space Allocation Policy (RUSAP) as bolstered by the Connecting NSW strategy.[14] Alternative explanations for its inclusion could be that it addresses a regression regarding Condition D12 of the Sydney Metro City & Southwest (C&SW) Conditions of Approval (CoA)[15], frees up temporal capacity at the traffic signal TCS47 (aka. WLO01 or S.ID 54) to permit the project through the TCS approval gauntlet[16], or - could advertently impede project implementation.[a]

Shorter traffic signal cycle times improve bus operations

Improving signal phasing by lowering traffic signal cycle times would significantly reduce delays for people walking and riding bikes. Such changes would also improve bus reliability and shorten trips.

According to the TfNSW study on the broad 2018 Sydney CBD traffic signal cycle time changes, reducing the maximum traffic signal cycle time by 20 seconds had a neutral to positive impact on bus operations[17] and "no measurable impacts on traffic operations".[18]: (A) (vii) 

The study observed "Buses continued to operate normally"[19][20], on most streets they ran faster, and on one street they arrived an average of 3.6 minutes earlier[21][20]: 5  - so much faster bus drivers were apparently unable to drive slowly enough to meet the old timetable. Only one of the streets analysed had slower buses (with less than 50 seconds average delays behind the timetable).

This evidence can help address the recurring concerns about traffic signal timing negatively impacting bus operations, and whether delays could impact commercial operation arrangements.[c]

In any case, from first principles - if buses are provided with a dedicated lane, and no split failures at signals occur in the bus lane (i.e. as long as there isn't a line of 10 buses trying to get through!), more frequent green lights would benefit buses and people walking and riding a bike.

Road space should be reallocated as necessary to ensure buses operate more efficiently. Implementing a dedicated bus lane along the paired one way roads - Harris Street, Regent Street, and Botany Road southbound; Henderson Road, Wyndham Street, Gibbons Street, Regent Street, Cleveland Street, Abercrombie Street, and Wattle Street northbound (known as the Southern Arterial Route) - would increase the people-moving capacity of the road and support the delivery of much needed housing supply of all types.[14][35][36]

Southern Arterial Route

Better Streets does not support extending the Southern Arterial Route[37] paired one-way roads (or increasing private vehicle traffic capacity in this corridor) to Green Square or further south - either as part of the development of the Henderson Road Cycleway or in the future.[38][d][e][f] Each of these roads should be two-way, including the future O'Riordan Street realignment at Green Square station.[g]

The Henderson Road Cycleway directly intersects with the Southern Arterial Route at two intersections. Henderson Road functions as the current terminus of the "Claytons" freeway.[45]

These two intersections have strategic and historical significance - as the proposed terminus in the (rejected) 1987 "Wyndham Street Residents' Alternative"[46]: 102 , the terminus of the Stage 2 works in 1992, and subsequent abandonment of Stage 3 in 1993. Long signal cycle times have been documented at these intersections.[47][48][49]: 8  The implementation of Stage 2 created so much traffic congestion that it led people to support Stage 3 on the grounds that it would abolish the bottleneck at Henderson Road.[39]: 1  The 1993 Citizen's Advocate Report stated "Ideally we need a solution to the problems of Stage 2 which does not involve the evils of Stage 3."[39]: 1 

"It's crazy to bring more traffic into the city" (Margaret Barry, 1988).[50] We trust times have changed since 1993.[e]

Safety

Streetscape improvements will improve safety for people walking and riding bikes

Better Streets does not support outdated and pedestrian-hostile measures such as widened traffic lanes or pedestrian fencing, and opposes the installation of such measures in conjunction with streetscape works for this project. Adding a separated cycleway and widening footpaths will improve the safety of people walking and riding (vulnerable road users). Better Streets notes part of Henderson Road makes up a 2-star AusRAP segment.[51][h]

The opening of Stage 2 of the Southern Arterial route in 1992 turned Henderson Road into an extremely dangerous corridor.[51][52][49] "Mike", who lived on a busy corner of Wyndham ran "a kind of unofficial St John's Ambulance station from his house", coming out to look after the victims lying on the road. He said in 1993 "Since I've lived here I've lost 5 blankets.. and saved two lives.". In December 1992 a car crashed into his house. Mike stated "They are crucifying the people who live here".[39]: 9 

If it is to be redeveloped, SP2 zoned land on the west side of Botany Road (south of Henderson Road) should be utilised for cycling or walking infrastructure to serve new housing, not to add private vehicle lanes or parking outside a metro station.[i]

Better Streets also encourages future consideration of making Railway Parade one-way between Erskineville Road/Swanson Street and Sydney Lane, as Raglan Street east of Botany Road will effectively become a modal filter. This would unlock space for a separated cycleway rather than a shared path, reducing conflicts with pedestrians.

Remove heavy and hazardous vehicles from residential streets

Dangerous traffic should not travel adjacent to or interact with residents and people walking and cycling in a dense urban area. Redirecting appropriate heavy and hazardous traffic into underground tunnels would deliver significant safety and amenity benefits. "Realising the benefits of WestConnex and Sydney Gateway ... will be important to reducing heavy vehicle traffic on the Botany Road Corridor".[11]: 29 

Now that WestConnex has been built, heavy or hazardous freight traffic should be diverted to underground tunnels and away from residential areas and vulnerable road users.

Botany Road, Regent Street and Gibbons Street are classified as Dangerous goods corridors[53], necessitating use of Henderson Road - which is adjacent to the proposed Henderson Road cycleway and residential buildings, where people live, walk to school, and work. Heavy vehicles in local streets result in oversized intersections, which encourage fast vehicle movements just outside a metro station and high-rise housing.

The policy to permit hazardous freight traffic to operate near people on residential streets rather than distanced in fire-suppressed tunnels was identified as a problem by the Inner Sydney Regional Transport Group in 1986, by residents in 1993, and re-confirmed by Cattell Cooper consultants in 2021. This is in line with the 1993 RTA finding that "the societal impact of a tunnel incident involving dangerous goods was preferable to a dangerous goods incident on the alternate route which ran past schools and hospitals"[11]: 29 [54], which led to the M5 East tunnel being designed to permit use by vehicles carrying dangerous goods.

"New Zealand and Australia are established world leaders in the use of FFFSs [fixed firefighting systems] road tunnels" (US Federal Highway Administration)[55] Austroads notes "The current specifications adopted for Australasian tunnels are of world class standards, and "In almost all cases, the performance of Australasian tunnels exceeded the performance of international tunnels."[56] "Large bulk quantities of dangerous industrial chemicals moving at high speed with commuter traffic through city streets create the potential for major disaster (Inner Sydney Regional Transport Group, 1986).[57]: 4 

When I put it to her that the Southern Arterial was the preferred truck route rather than South Dowling because you couldn't transport dangerous/noxious goods that way because of the tunnels and what would happen if there was an accident in the tunnels, her reply was: "so it's all right if it happens outside our homes rather than in their tunnels, so it's our problem not theirs. What kind of logic is that?" - Carol, of Wyndham Street (1993).[39]: 8 

Removal of the one-way pair will support road space reallocation to public and active transport

Better Streets supports increasing the road corridor people-moving capacity through the reallocation of road space and provision of public and active transport. This is not a radical view - it is (excellent) TfNSW policy[14] and supported by the Grattan Institute.[35]

We note the proposal does not reallocate any road space for general vehicle traffic travelling westbound on Henderson to northbound on Wyndham. Removal of the one-way pair would offer the opportunity to reconfigure and reduce the private vehicle traffic lanes on Henderson Road.[11]: 44 

We support the long-standing[58][59][60][61][62] and more recently proposed[11][63] conversion of Botany Road north of Raglan Street from one-way to two-way operation.

The Henderson Road cycleway will connect South Eveleigh to Waterloo and beyond, repairing the severance identified before the Alexandria Goods Yards were even developed.[57]: 20, 21  The Botany Road "shopping centre" / "shopping arcades" (or "Waterloo shopping centre" - described as the intersection of Regent/Botany/Raglan/Henderson) has been struggling since 1992[39]: 17 [49]: 3  as predicted.[64] Walkable and bikeable streets are good for business.[65]

Implementing a cycleway along Henderson Road does not appear to, and should not, preclude future traffic-calming, transit or safety improvements on Botany Road.

Traffic signal operation

Traffic signals and signal phases have an impact on the economy and the experience of people walking and cycling. Any plans to improve the environment around Henderson Road should prioritise the Level of Service (LoS) for people walking and cycling.

We encourage TfNSW Network Operations to use the minimum possible cycle time to prioritise the Level of Service for people walking and cycling.

We are unaware of any mechanism for the City of Sydney to influence traffic signal cycle times and to ensure pedestrian and cyclist LoS is prioritised.[18] The effects of this post-installation control are visible in the experience of Green Square[29], an otherwise notable urban infill precinct which may see future comparison with Nordhavn.

For future stages, we urge the traffic modelling and analysis to focus on the LoS for people walking and riding. This is as per TfNSW's mandatory RUSAP, which states temporal allocation should consider pedestrians before cars (and all other modes)[66][j]

Statements such as "Roads and Maritime Services (RMS) [TfNSW predecessor] is responsible for traffic signals and by their operation they generally give priority to motor vehicles over pedestrians" (unanimously approved City of Sydney motion[18]: (A) (iv) ) is of great concern and demonstrates parts of the organisation did not consider people walking as important as people driving.

Sydney Metro Condition of Approval interpretation may contradict RUSAP

Better Streets is concerned a Sydney Metro Condition of Approval contradicts the Road User Space Allocation Policy (RUSAP)[66], constraining improvements at intersections in this 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.[15]

This requirement was interpreted in the Block 1 Report[67] as measuring and preserving the Level of Service metric of vehicles at nearby intersections (including TCS47 and TCS55) at the expense of other modes.

A possible (and greatly concerning) interpretation is that Condition D12 locks in prioritisation of general vehicle traffic (rather than preventing 'traffic intrusion') - against TfNSW's own policy - over all other modes at many intersections in this project. It is unclear whether this condition extends to 12 months after the completion of the Bankstown link conversion.

It would be absurd if this condition provides cover for the "vehicle-focused" "clan" within TfNSW[68] around every C&SW Metro station (and every Metro West station captured by CoA E126 and E124) - especially in the context of abysmal CoA compliance for active[69][70][71] and public transport reparations[72] in major road projects.

Better signal timing would improve temporal allocation of road space

The TfNSW Network (SCATS) Operations team must adopt its own Road User Space Allocation Policy which outlines the allocation of "physical and temporal road user space", and where the priority of people walking and cycling is considered before general traffic. This policy is mandatory[66] though only sometimes followed.[73]

As fewer individual vehicles will need to be accommodated, we expect the bus-only segment at Raglan Street would free up temporal capacity at Botany Road and Henderson Road (TCS 47), with little-to-no concern of split failures of buses. In line with best practice road space reallocation from general vehicle lanes, TfNSW should reallocate any spare temporal capacity to pedestrians and cyclists through reducing cycle times.

TfNSW does not publish minimum possible traffic cycle times - or as-run cycle times. The gap between minimum and actual cycle times are a quantitative indicator of the government's prioritisation of active/public transport versus general vehicle traffic.

In contrast with physical road space reallocation, traffic signal cycle times are a trivially revertible, zero-cost, continuous variable - rather than quite literally set-in-concrete discrete step function of physical capacity (the curb!). If SCATS is capable, this could be changed slowly rather than as an immediate step function. Such adjustments are well known to software engineers as "progressive rollouts" as a technique to avoid disruption. Such changes, like physical changes, dial up and down road capacity and therefore demand[k] (and is a proven measure to improve pedestrian safety at intersections[76] to get back on track for Vision Zero).

By design, SCATS 'predicts and provides' temporal road space to accommodate as much unconstrained private vehicle traffic as it can[18] up to the cycle time limit (in the absence of demand pricing and ambitious road user charging reform[77][78][79]). The RUSAP review noted "...temporal considerations of road space allocation are rarely discussed in the road space allocation conversation."[73]: 21  - all this damning review could do was point a finger at the topic: it wasn't even able to level criticism at signal timing due to the lack of transparency. This would be like stating 'public authorities are rarely discussed in the power structure conversation' in a history of New York - an oversight (and understatement) so damning it's effectively admitting blindness (without even touching on the concerning possibility state control could re-route through TCS approvals[16] in the post Traffic Committee delegation era[80][81][82][83]).

If SCATS cannot "support the NSW Government's "movement and place" policy" or RUSAP there should be "a review of the Sydney Coordinated Adaptive Traffic System to support the NSW Government's "movement and place" policy in relation to improvements or alternatives to better serve pedestrians." (unanimously approved CoS motion by Philip Thalis, Australian Institute of Architects 2024 Gold Medallist [18]: (B) (iii) ) SCATS customers are surely watching if it can rise to the challenge. If it can implement NSW Government Policy - we are awaiting evidence.[32]

Better Streets (and other groups) continue to advocate for traffic signal operation transparency and open signal phasing data to monitor this progress.

East-west private vehicle capacity

Pitt St & McEvoy Street should not be opened for private vehicle traffic

Better Streets supports the proposed bus-priority works to prevent private vehicle traffic intrusion into residential areas, and supports the continued closure for private vehicles at Pitt Street & McEvoy Street to similar effect.[d]

The original proposal to open McEvoy to Pitt Street for private vehicles[84]: 873 (PDF 59), 905 (91)  was a major issue raised by residents.[85] Better Streets is aware of community concern this proposal represents an opportunity for this intersection to be re-evaluated.[86][a]

After hearing community feedback[87] (and "in a community win"[88]) the Department of Planning and Environment "decided to extend Pitt Street but keep it closed to traffic at McEvoy Street, to make it safer and easier for local residents to walk and cycle."[87][89][90][91] Keeping Pitt Street South closed for private vehicles and allowing flexibility to achieve tall building design outcomes are "key features of the latest plan for Waterloo South following community feedback."[87]

A2MP must not be justified by bus priority works

Better Streets rejects any future suggestions that east-west bus priority works on Raglan Street would necessitate works to increase private vehicle capacity at McEvoy Street & Botany Road[92]: 13  or complete the Alexandria to Moore Park (A2MP) Project.[93][94] A2MP construction would require the "bulldozing" of homes and businesses from Alexandria to Waterloo.[95]

The A2MP project is currently "In progress" according to the TfNSW website.[96] "The effects of the [A2MP] upgrade on the Botany Road corridor upstream in the north-south direction are currently unknown."[53] "TfNSW has not provided a timeframe for the compulsory acquisition process or road widening, and alignment works." (September, 2025)[97]

The Infrastructure Opportunities Plan - released 6 days ago - includes $18 million for "Improvment (sic) work at McEvoy Street and Botany Road", with "planning and design underway" for completion this year.[92][98] Increasing capacity for dangerous freight traffic towards dense Waterloo neighbourhoods and Henderson Road is bad policy and suggests "vehicle-focused" "very powerful vested interests".[68] Those funds could have gone to reopening a (flat) Glebe Island Bridge[99] - once again, this is 'freeways by stealth'.[100] The dedicated left-turn bay from McEvoy Street into Botany Road should be reallocated to footpaths and parklands.[53]

Such destruction would squarely fall on the legacy of WestConnex Network Integration works[101], the "vehicle-focused" "clan" within Transport for NSW[68][d] and the long and horrifying history of proposed resumption, demolition and widening of the arterial route along the McEvoy Street corridor from Sydney Park Road to Moore Park (1951[103] (1945/1948[104][105][106]), 1958[107], 1961-1969[108], 1967-1968[109][110][111], 1971[112], 1980[113][114], 1981[115][46]: 2 , 1987[46]: 112 , 1998[116], 2007[61], 2017[117], 2023[94]) - and not due to a short bus-only street or a ~2m wide cycleway.

"The DMR has a long memory and has at last talked the government around to the plans it has always had its heart set on" (Stephen Harris, Senior Lecturer in Town Planning, UNSW, 1986).[40][e] "All the pieces are sitting in someone's desk. It is time they came out."[100]

Notes

  1. ↑ 1.0 1.1 Extract of text from poster located at Cope & Raglan Street, above a REDWatch poster (viewed 2026-03-03). No author is stated on this poster.
    WARNING: Proposed new local traffic restrictions
    Council proposes to BAN ALL CARS from this section of Raglan Street
    All 4 existing traffic lanes would be removed, leaving only a cycleway and 2 bus-only lanes
     Walking and cycling improvements are all achievable without cutting local car access from this key East-West link to Alexandria/Erskineville from Redfern/Waterloo
    "Consultation" details are on City of Sydney's website
  2. ↑ Along with - apparently - commercial considerations in the age of SCATS Cit-e SPaT. At this rate, cars will be getting signal timing data before humans.[22] Signal timing data should be published "so that the data is available to anyone who is interested"[23]: 7  - this is public government data owned, created by, and about NSW. It's not challenging for TfNSW to publish the output of something like $RegionList = 'EPP','SIL'; foreach ($i in $RegionList) { & "C:\Program Files (x86)\SCATS\History Viewer\ScatsHistoryViewer.exe" -console -offline -region $i -from "20260101" -tpf "07:00:00" -tpt "23:00:00" -sites "all" -s -out "C:\Users\USERNAME\folder\statistics.csv" -append }[24][25]: 66 [26]: "There is nothing particularly tricky happening here" (WA Main Roads[27]). In the words of the Utah DOT in the Q&A after showcasing use of scatshistoryviewer.exe, "Our revenue in government is how much the public trusts us. We try to be as transparent as we can and if there's any data that’s not personal, we give it to the public."[28][25] Public trust in NSW signal operation is not good.[29][30][31][32] The CoS 30/45 second max wait time targets[33] cannot be evaluated (and likely will not be achieved) without open signal phasing data.
  3. ↑ Additionally, one sensitivity of open traffic signal timing data[b] is the perceived risk of private bus operators initiating legal action in the case of missed on time running targets.[34]
  4. ↑ 4.0 4.1 4.2 The recent characterisation by an ex-NSW Transport Minister of a "vehicle-focused" "clan" in TfNSW (ABC[68]) is greatly concerning.[102] We hope implementation of a bus-only street and cycleway would not become a reason to increase additional capacity for general traffic on other streets.
  5. ↑ 5.0 5.1 5.2 The Citizen's Advocate for the proposed Stage 3 of the Southern Arterial Route claimed in 1993 that "some RTA personnel" have confidence that "not enough people care enough for there to be any danger of their plans not being realised."[39]: 6 
  6. ↑ "The DMR has a long memory" (Stephen Harris, Senior Lecturer in Town Planning, University of NSW, 1986).[40]
  7. ↑ The Green Square Over Station Development is also known by "Site 1"[41] / "Transport Place"[42] / RTA Tower[43]: 11 , and 2A Bourke Road (SP2 zoned) will be used for the realignment.[44][43]
  8. ↑ NSW is working towards the national target of 80% of all road travel in the state being taken on State Roads rated 3 or more stars by 2030.[51]
  9. ↑ This SP2 road reservation may also require resumption of parts of the properties of 60, 128, 130, 132, 134-136, 144, 158, 168, 170, 172-184, and 186-202 Botany Road (non-exhaustive list of Sydney LEP 2012 lots intersecting with Botany Road SP2 zoning)
  10. ↑ LoS for people walking and riding was not discussed in Block 1-4 reports for Sydney Metro C&SW Traffic and Interchange Monitoring. It only included SIDRA simulation outputs, typically LoS E at TCS47 for example (see "Sydney Metro Conditions of Approval in relation to these signals" section)
  11. ↑ Seeking causality is important[74] and it appears this relationship has been intentionally misstated in the recent past by our state transport agency - in the service of increasing inner-city road capacity amid claims of George Street-inflicted chaos: "The reduction in demand within the city centre would be negated by the reduction in capacity"[75]: 72 

References

  1. ↑ "Have your say on walking and cycling improvements between South Eveleigh and Waterloo Metro". City of Sydney. Archived from the original on 2026-03-02. Retrieved 2026-03-03.
  2. ↑ "Concept design – South Eveleigh to Waterloo Metro walking and cycling improvements" (PDF). City of Sydney Council. Archived (PDF) from the original on 2026-03-02.
  3. ↑ "Better Streets Australia". Better Streets.
  4. ↑ "Better Streets Board for 2025–26". Better Streets. 2025-11-25.
  5. ↑ "Coalition partners". Better Streets.
  6. ↑ "Coalition Members". Better Streets.
  7. ↑ "Membership". Better Streets.
  8. ↑ "Better Streets Safe Speeds position paper". Better Streets.
  9. ↑ "POSITION PAPER - Safe Speeds" (PDF). Better Streets. February 2026.
  10. ↑ A new on-road cycle route would be provided along Raglan Street and Henderson Street, between George Street to the east and the shared path through the Vice Chancellors Oval to the west. This would provide direct access past the station entrance, connecting existing cycle route facilities to the east and west of the station.
    Jacobs (May 2016). "CHATSWOOD TO SYDENHAM ENVIRONMENTAL IMPACT STATEMENT - TECHNICAL PAPER 1: TRAFFIC AND TRANSPORT" (PDF). Sydney Metro. p. 210. Archived (PDF) from the original on 2025-07-25.
  11. ↑ 11.0 11.1 11.2 11.3 11.4 Cattell Cooper (April 2021). "Botany Road Corridor - Transport and Traffic" (PDF). City of Sydney. Archived (PDF) from the original on 2025-10-29.
  12. ↑ "Get NSW Active 2023-24 Project List - Tranches 1 & 2" (PDF). Transport for NSW. p. 2. Archived (PDF) from the original on 2025-12-09. Henderson Rd and Raglan St cycleway - Separated Bike Path Design - $580,000 (Funding Amount) - A separated cycleway link between Henderson Rd cycleway and George St cycleway at Waterloo Metro station.
  13. ↑ "Investigate extending the cycling connection on Henderson Road to the George Street cycleway" - Timing (start to finish) 2021-2030
    "Interchange Access Plan" (PDF). Sydney Metro. July 2021. p. 50. Archived (PDF) from the original on 2024-06-30. Retrieved 2026-03-03.
  14. ↑ 14.0 14.1 14.2 We will rebalance road investment, from providing additional capacity for general traffic (such as through road widening), to reallocating of existing road space for public transport and active transport alternatives. More space for buses can lead to fewer vehicles moving more people.
     The reallocation of road space will be required for high quality, frequent, turn-up-and-go bus services which can support the delivery of more diverse, ‘missing middle’ housing in areas closer to existing infrastructure, services and jobs.
    Transport for NSW (October 2025). "Connecting NSW Strategy - Priorities for Transport" (PDF). New South Wales Government. p. 27. Archived (PDF) from the original on 2025-11-01. Retrieved 2026-03-03.
  15. ↑ 15.0 15.1 "Sydney Metro City & Southwest Chatswood to Sydenham Conditions of Approval" (PDF). NSW Government. p. 32. Archived (PDF) from the original on 2025-09-24.
  16. ↑ 16.0 16.1 "Installation of Traffic Control Signals (ILC-ITS-TP0-003)" (PDF). Transport for NSW. March 2015. Archived (PDF) from the original on 2025-09-12.
  17. ↑ Jake Coppinger (2025-09-24). "Green Lights More Often: The Secret 2018 Study of Sydney's Traffic Signals". jakecoppinger.com.
  18. ↑ 18.0 18.1 18.2 18.3 18.4 Philip Thalis (2018-09-17). "Pedestrian Signals (Item 12.4, S129265)". City of Sydney. Archived from the original on 2019-06-18.
  19. ↑ Transport for NSW. ""Improved pedestrian accessibility in the CBD", Briefing: Minister for Transport and Infrastructure, Minister for Roads, Maritime and Freight, FOR INFORMATION" (PDF). files.jakecoppinger.com. p. 7.
  20. ↑ 20.0 20.1 Transport for NSW. "25T-1151 - ITEM 3 - Info for Release - Presentation" (PDF). files.jakecoppinger.com.
  21. ↑ Transport for NSW. "Doc B - Bus Travel times" (PDF). files.jakecoppinger.com. p. 273.
  22. ↑ Roy Brown (SCATS Director Technology and Product, Transport for NSW) (2025-10-15). "2025-10-15: SCATS traffic signal extracts from panel discussion at Highways AU". Jake Coppinger.
  23. ↑ Rajnath Bissessar; Masoud Ramezani. "Signal Phase and Timing (SPaT) Data Policy Considerations" (PDF). ITS Canada. Archived (PDF) from the original on 2025-08-12.
  24. ↑ "Real-Time Traffic Signal System Performance Measurement Phase II: Data And Functionality Enhancement, Large Scale Deployment, Connected And Autonomous Vehicles Integration" (PDF). NJDOT Technology Transfer. NJDOT Research Showcase: NJDOT Bureau of Research, Innovation & Information Transfer. p. 23. Archived (PDF) from the original on 2025-10-16.
  25. ↑ 25.0 25.1 "Everything You've Ever Wanted To Know About ATSPMs: Harnessing The Power Of Automated Signal Performance Metrics For Your Agency" (PDF). The Eastern Transportation Coalition. 2022-11-09. Archived (PDF) from the original on 2025-09-24.
  26. ↑ Peter J. Jin, Ph.D.; Tianya Zhang; Thomas M. Brennan JR., Ph.D., P.E.; Mohammad Jalayer, Ph.D. (May 2022). REAL-TIME TRAFFIC SIGNAL SYSTEM PERFORMANCE MEASUREMENT PHASE II: DATA AND FUNCTIONALITY ENHANCEMENT, LARGE SCALE DEPLOYMENT, CONNECTED AND AUTONOMOUS VEHICLES INTEGRATION FINAL REPORT VOLUME II (PDF) (Report). New Jersey Department of Transportation (NJDOT) and Federal Highway Administration (FHWA). pp. 58, 59, 60, 61. Archived (PDF) from the original on 2025-03-22.
  27. ↑ Jake Coppinger; Tegan Mitchell (President of WalkSydney); Sara Stace (President of Better Streets) (2025-08-04). "Request for Public Access of SCATS Signal Phasing Data across one weekday for all NSW signals" (PDF). walksydney.org. Letter to Josh Murray, Howard Collins. p. 3.
  28. ↑ "Everything You've Ever Wanted to Know About ATSPMs: Harnessing the Power of Automated Signal Performance Metrics for Your Agency – November 9, 2022 (Question and Answer Summary)" (PDF). The Eastern Transportation Coalition. 2022-11-09. Archived (PDF) from the original on 2025-09-24.
  29. ↑ 29.0 29.1 "Green Square signals fail active transport". Bicycle NSW. 2024-07-05.
  30. ↑ ...Following decades of road rules and policies that put cars at the centre of urban life, cities across the globe have spent much of the past 20 years attempting to give pedestrians a greater influence on the street....
    ...The push for improved walking spaces came to a head in 2023 when Sydney software engineer Jake Coppinger began crowdsourcing a survey of the worst pedestrian wait times at local intersections...
    Anthony Segaert (2025-01-31). "The change to our traffic lights that could make you happier". The Sydney Morning Herald. Archived from the original on 2025-12-26.
  31. ↑ "I hope having public data will give advocates an opportunity to help make Sydney a better place to walk and cycle," Mr Coppinger said.
    ..."I think signal timing data should be as public as a public train network timetable," Mr Coppinger said...
    Declan Bowring (2023-09-25). "Better Intersections website gathers data on long pedestrian wait times in Sydney". ABC News. Archived from the original on 2025-11-24.
  32. ↑ 32.0 32.1 Yvonne (2025-09-20). "Why won't Transport for NSW share SCATS Traffic Signal Phasing Data?". WalkSydney.
  33. ↑ Principle A2: ... We will advocate for improving pedestrian priority at signals including: a maximum wait time of 45 seconds and a target of 30 second at all signals...
    'A City for Walking' Strategy and Action Plan – Continuing the Vision (PDF) (Report). City of Sydney. 2024-07-05. p. 21. Archived (PDF) from the original on 2024-07-09. Retrieved 2026-03-03.
  34. ↑ TransportCamp. Sydney. 2025.
  35. ↑ 35.0 35.1 ...Congestion is best managed in our cities using other policies, such as road-user charging, and the effective provision of public transport, which also becomes cheaper at higher densities.
    Brendan Coates; Joey Moloney; Matthew Bowes (November 2025). "More Homes, Better Cities: Letting more people live where they want" (PDF). Grattan Institute. p. 34. Archived (PDF) from the original on 2026-03-01.
  36. ↑ Initiatives like transit lanes, bus priority lanes, and bus rapid transit can make buses faster and more reliable, and so entice onto public transport many people who would otherwise drive. Such measures can restrict road space and risk worsening traffic for remaining cars, but they usually allow a higher total number of people to travel.
    "Building more homes where infrastructure costs less" (PDF). NSW Productivity Commission. August 2023. p. 28. Retrieved 2026-03-03. |archive-url=https://web.archive.org/web/20260214114101/https://www.productivity.nsw.gov.au/sites/default/files/2023-08/202308_NSW-Productivity-Commission_Building-more-homes-where-infrastructure-costs-less_accessible-v2.pdf
  37. ↑ Jake Coppinger (2026-02-04). "Have you heard of the Southern Arterial Route?". jakecoppinger.com.
  38. ↑ "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"
    SGS Economics and Planning (August 2020). "Future Transport 2056: South East Sydney Transport Strategy" (PDF). Transport for NSW. p. 29. Archived (PDF) from the original on 2025-11-08. Retrieved 2026-03-03.
  39. ↑ 39.0 39.1 39.2 39.3 39.4 39.5 Hall Greenland (1993-06-30). "Citizen's Response to the proposed Stage 3 of the Southern Arterial (Citizen's Advocate Report)" (PDF).; "3.2.3 Commercial transport (freight) Botany west transport study summary report on community". City of Sydney Archives.
  40. ↑ 40.0 40.1 Stephen Harris (1986-08-17). Stop Them Resurrecting Askin's Freeways - Background Issues and Concerns (Report). Inner Sydney Regional Transport Group. p. ii.; Stephen Harris (1986-08-17). Notes from Address. Inner Sydney Regional Transport Group Public Meeting.
  41. ↑ Frank Sartor (2006-12-22). "South Sydney Local Environmental Plan 1998 (Amendment No 17) - Green Square Town Centre" (PDF). City of Sydney. p. 14. Archived (PDF) from the original on 2024-06-26.
  42. ↑ City of Sydney; McGregor Coxall (2013-03-25). "Town Centre Public Domain Strategy" (PDF). p. 57. Archived (PDF) from the original on 2024-04-05.
  43. ↑ 43.0 43.1 "DEVELOPMENT APPLICATION: 1 O'RIORDAN STREET ALEXANDRIA" (PDF). City of Sydney. 2009-11-17. pp. 1, 7, 10, 11, 13, 20, 28, 29. Archived from the original (PDF) on 2019-04-04.
  44. ↑ Additionally the Planning Proposal will zone the site at 2A Bourke Road, Zone SP2 Road, as this lot is required for the realignment of O’Riordan Street, regional traffic management and will facilitate redevelopment of the Green Square Railway Station site at 312-318 Botany Road. The lot is identified in the Land Acquisitions Map.
    "Planning Proposal: Green Square Town Centre LEP 2010" (PDF). City of Sydney Council. March 2012. pp. 23, 81. Archived (PDF) from the original on 2026-01-14.
  45. ↑ "The southern arterial route from Darling Harbour to the south-west, opposed by the elected City Council, is a "Claytons" freeway, cutting a swathe through Pyrmont, Ultimo and Redfern and Waterloo, and causing major environmental problems and destroying historic buildings."
    Clover Moore (1988-03-03). "What the candidates said - Election Highlight: Transport". The Sydney Morning Herald. p. 11. Archived from the original on 2025-12-12.
  46. ↑ 46.0 46.1 46.2 MacDonald Wagner (February 1987). Pyrmont-Alexandria Traffic Management Proposal - Environmental Impact Statement. Macdonald Wagner for Department of Main Roads. ISBN 0730545490.
  47. ↑ Jake Coppinger (2024-08-22). "Why Did the Chicken Catch the Metro? Because It Was Faster Than Crossing the Road…". jakecoppinger.com.
  48. ↑ Because of the twin pair arterial roads and the station location, to get to ATP pedestrians will need to cross three streets (Raglan or Henderson, Botany Road and Wyndham Street). On a 120-second cycle, it will take up to 6 minutes waiting to “cross the road”. This is not a pedestrian friendly precinct for many who will live or arrive at the Metro Quarter.
    Geoffrey Turnbull (REDWatch). "RE: Submission on Waterloo Metro Quarter State Significant Precinct Planning Controls and State Significant Development Applications SSD 18_9393". Letter to The Department of Planning. p. 6. Archived from the original on 2026-03-03.
  49. ↑ 49.0 49.1 49.2 The intersection of Regent St and Henderson Rd with the dog leg turn into Gibbons St is considered to be a nightmare intersection both for pedestrians crossing, and traffic conflicting. (pg. 2)
    Altogether fifteen people made comments concerned with the Henderson Rd intersection. Eight people in favour of the road in agreement with the road mentioned it as a problem to be solved and another five people opposed to Stage 3 commented on the dangers or the delays at this crossroads. Several more commented on the issue of east west traffic conflict with the Southern Arterial. (pg. 8)
    Stage two has created problems (heading): Two commented that traffic has increased in Raglan St - "too much traffic, noise, pollution and speeding, especially trucks from Henderson Rd and Botany Rd - someone is going to get killed soon" (pg. 10)
    The Public Practice (1993). Southern Arterial Stage 3 EIS Summary of Public Comments (PDF).; "3.2.3 Commercial transport (freight) Botany west transport study summary report on community". City of Sydney Archives.
  50. ↑ Catherine Lumby (1988-09-15). "Road Plan Will Divide Redfern". The Eastern Herald (The Sydney Morning Herald). p. 3. Archived from the original on 2025-10-26.; "Road Plan Will Divide Redfern" (OCR Text). Archived from the original on 2025-10-26.
  51. ↑ 51.0 51.1 51.2 "NSW AusRAP map (Road Name '0000170-BOTANY RD' Section 2)". Transport for NSW. 2016-11-03. Retrieved 2026-03-03.
  52. ↑ Waterloo was also one of the poorest suburbs in Sydney and had a large number of elderly residents, many of them public housing tenants, whose lives would be endangered by increased pollution and traffic, he [Jack Carnegie] said.
    Steven Long (1992-05-28). "Road 'will cut Redfern in two'". The Eastern Herald (The Sydney Morning Herald). Archived from the original on 2025-10-26.; "Road 'will cut Redfern in two'" (OCR Text). Archived from the original on 2025-10-26.
  53. ↑ 53.0 53.1 53.2 "Transport, Heritage, Environment and Planning Committee - Post Exhibition - Planning Proposal - Botany Road Precinct - Sydney Local Environmental Plan 2012 and Sydney Development Control Plan 2012 Amendment" (PDF). City of Sydney Council. June 20, 2022. p. 140 (PDF pg. 7).
  54. ↑ Riskcorp (November 1993). Review of Dangerous Goods Transportation Through Tunnels for the Proposed M5 East Motorway (Report).
  55. ↑ Ernst, Steve L.; Bergeson, William; Harelson, Steve; Williams, Dan; Bilson, Matt (2018-09-01). "Tunnel Fire Protection Using Fixed Firefighting Systems: Advanced Practices from Australia and New Zealand". United States Federal Highway Administration.
  56. ↑ Bruce Dandie (2019-06-13). Dangerous Goods in Tunnels: Literature Review (Report). Austroads. p. 19. ISBN 978-1-925671-87-2.
  57. ↑ 57.0 57.1 "The proposal to create a one-way pair system will divide South Sydney: ... the proposed Department of Housing development on Alexandria Goods Yards will be isolated from all services and the rest of the community." (pg. 20,21)
    Deborah Carbon (May 1986). Submission to the 'Roads 2000' Task Force Inquiry (Report). PO Box A.555 Sydney South 2000: Inner Sydney Regional Transport Group.
  58. ↑ Redfern Waterloo Authority (February 2006). "Draft Redfern-Waterloo Built Environment Plan (Stage One)". REDWatch. Archived from the original on 2025-04-05.
  59. ↑ "Redfern Waterloo Authority Draft Employment and Enterprise Plan Submission by the City of Sydney" (PDF). City of Sydney. 2006-03-20. p. 6.
  60. ↑ Trevor Davies (December 2006). "The divisions over Regent Street changes: Council and RWA support it, RTA is against it". South Sydney Herald. Archived from the original on 2025-04-28.
  61. ↑ 61.0 61.1 The arterial network is under the care and control of the RTA which has future plans to complete the Southern Arterial route. This should improve north-south traffic capacity in the Redfern West Precinct.
     The RTA also has future plans to widen McEvoy-Lachlan Street which should improve the east-west traffic capacity for the Redfern East Precinct and the developing Green Square area. However the timing of these road upgrade projects is uncertain.
    (RECOMMENDATION F): the Chief Executive Officer write to the RTA seeking to return Regent, Gibbons and Chalmers Streets to two-way traffic flow and ask the RTA to consider the various state road issues raised by residents.
     "REDFERN EAST AND REDFERN WEST LOCAL AREA TRAFFIC MANAGEMENT SCHEME REVIEWS (PLANNING POLICY SUB-COMMITTEE)" (PDF). City of Sydney. 2007-04-30. p. 4. Archived (PDF) from the original on 2025-10-30.
  62. ↑ Elizabeth Rush, Senior Transport Planner; Andrew Thomas, Acting Director City Strategy and Design (2010-06-16). "Information Relevant To Item 9.2 - Newtown Erskineville Camperdown and Darlington Pedestrian Cycling Traffic Calming Plan at the Planning Development and Transport Committee" (PDF). Letter to Lord Mayor and Councillors. City of Sydney. p. 2. Archived (PDF) from the original on 2019-04-05. Retrieved 2026-03-03.
  63. ↑ Tonkin Zulaikha Greer Architects (March 23, 2021). "Botany Road Corridor Urban Design Study". Zulaikha Greer Architects (for City of Sydney). Archived from the original on 2022-03-27. Retrieved 2026-03-03.
  64. ↑ "Route opposed (News in brief)". The Eastern Herald (The Sydney Morning Herald). 1987-03-12. p. 3. Archived from the original on 2025-10-26.; "Route opposed (News in brief)" (OCR Text). Archived from the original on 2025-10-26.
  65. ↑ AECOM; Committee for Sydney (November 2024). Walkable and bikeable streets are good for business (PDF) (Report). Committee for Sydney. Archived (PDF) from the original on 2025-12-17.
  66. ↑ 66.0 66.1 66.2 ...This policy sets out the mandatory principles and requirements Transport staff must follow when allocating physical and temporal road user space safely and equitably to support the movement of people and goods and place objectives...
    ...Transport must: ... allocate road user space based on the network vision and road functions, considering all road users in order of: 1. walking, 2. cycling ... 6. general traffic...
     ...Transport must: ... adhere to these principles ahead of any guidance that seeks to 'protect or maintain private vehicle level of service...
     Transport for NSW (July 2024). "Road User Space Allocation Policy" (PDF). Archived (PDF) from the original on 2024-07-25.
  67. ↑ "Block 1 Report - Sydney Metro C&SW - Traffic and Interchange Monitoring" (PDF). AECOM. August 11, 2023. p. 28. Archived (PDF) from the original on 2025-09-24.
  68. ↑ 68.0 68.1 68.2 68.3 Aston Brown; Declan Bowring (2026-02-09). "Cyclists slam 'nightmare' shared path at new Sydney Fish Market". ABC News.
  69. ↑ Jake Coppinger (2024-09-09). "Another broken WestConnex promise: secret Sydney Park Junction design changes". jakecoppinger.com.
  70. ↑ Jake Coppinger (2024-11-26). "Sydney Park Junction: TfNSW Won't Commit to Original Scope Despite Ministerial Intervention". jakecoppinger.com.
  71. ↑ "Not enough funding for Sydney Park Junction – Addendum REF to cut scope". jakecoppinger.com. 2025-05-27.
  72. ↑ Jacob Saulwick (2019-04-15). "'Clearly in breach': WestConnex public transport conditions not met". The Sydney Morning Herald. Archived from the original on 2025-03-07.
  73. ↑ 73.0 73.1 Transport for NSW (December 2023). "Road User Space Allocation Policy Implementation Review Report" (PDF). Archived (PDF) from the original on 2025-09-11.
  74. ↑ David M. Levinson (2026-02-19). "Seeking causality in transport research". Transportation Research Today. doi:10.1016/j.trt.2026.100001.
  75. ↑ Mark Russell; Henrik Malker (11 November 2014). "Sydney City Centre Capacity Improvement Plan Review of Environmental Factors Volume 2 – Appendices" (PDF). Transport for NSW. ISBN 978-1-925217-60-5. Archived from the original (PDF) on 2015-03-20.
  76. ↑ Josef Whitfield (2025). Pedestrian Wait-Time Reduction: A Vast Improvement to the Pedestrian Experience on a Shoestring Budget. Transport Planning and Modelling (TPM) Conference. Transport for Greater Manchester (TfGM). Archived from the original on 2025-09-25.
  77. ↑ Terrill, M.; Moran, G.; Ha, J. (October 2019). Why it's time for congestion charging: Better ways to manage busy urban roads (PDF) (Report). Grattan Institute. ISBN 978-0-9876359-6-9. Archived (PDF) from the original on 2025-03-21.
  78. ↑ Marion Terrill; James Ha (2019-10-14). "Why congestion charging is fairer than you might think". The Grattan Institute. doi:10.64628/AA.wrjuh7nxm. Archived from the original on 2025-04-30.
  79. ↑ Transurban (2026-02-19). "1H26 Results" (PDF). p. 11. Archived (PDF) from the original on 2026-02-20.
  80. ↑ "The problem with Local Traffic Committees". Bicycle NSW. 2023-09-14. Archived from the original on 2026-03-03.
  81. ↑ "Big changes for local transport planning". Bicycle NSW. 2025-08-23. Archived from the original on 2026-03-03. Retrieved 2026-03-03.
  82. ↑ "The Authorisation & Delegation Instrument - (ii) What has changed?" (PDF). Transport for NSW. August 2025. Archived (PDF) from the original on 2026-03-03.
  83. ↑ Navreet Virdi (October 2025). "Transport Modelling Guidelines". Transport for NSW. p. 187. Archived from the original on 2025-11-21.
  84. ↑ NSW Government Department of Planning Industry & Environment (April 2020). "Planning Proposal Report – Waterloo Estate (South) – Land and Housing Corporation (Attachment B2)" (PDF). Archived (PDF) from the original on 2026-03-03.
  85. ↑ Geoffrey Turnbull (June 2022). "REDWatch Submission on Planning Proposal Waterloo Estate (South) PP-2021-3265 (SUB-1701)" (PDF). p. 16 (PDF pg. 375). Archived (PDF) from the original on 2025-04-15.
  86. ↑ Text of sign advertising 2026-03-05 community meeting:
    If motor vehicles cannot use Raglan St as proposed above, traffic will be diverted to Wellington St, requiring a re-evaluation of whether Pitt St should be opened to McEvoy St. Council and the Consortium have been invited to discuss this and other bike, bus, pedestrian and traffic issues with the community.
    REDWatch (n.d.). Planning Roads, Cycleways and People Movement in Waterloo (title of A4 sign). Cope & Raglan Street.
  87. ↑ 87.0 87.1 87.2 "Community feedback shapes future of Waterloo South". Department of Planning and Environment. 2022-08-05. Archived from the original on 2026-03-03.
  88. ↑ Geoff Turnbull (2022-08-02). "Waterloo Estate will be developed". The South Sydney Herald. Archived from the original on 2024-10-30.
  89. ↑ NSW Department of Planning, Industry and Environment (January 2022). "Waterloo South planning proposal - Summary of community information sessions". redwatch.org. Archived from the original on 2026-02-08.
  90. ↑ "Streets and traffic flow - Waterloo south". 2023-05-04. Archived from the original on 2026-03-03. Retrieved 2026-03-03.
  91. ↑ In direct response to public submissions where concerns were raised around the proposed opening of the Pitt Street extension to McEvoy Street, Bitzios Consulting was re-engaged to prepare an addendum updated transport assessment. This assessment investigated the impacts that would likely result on the traffic network within the precinct if the proposed Pitt Street extension did not allow vehicular movements on to or from McEvoy Street.
    The work found that alternative access and egress routes are available and not opening Pitt Street would be appropriate. This change was supported by Transport for NSW.
    "Waterloo South Post Exhibition Report & Proposal Amendments Guide". n.d. Archived from the original on 2026-01-18. Retrieved 2026-03-03.
  92. ↑ 92.0 92.1 Transport for NSW is delivering intersection upgrades at McEvoy Street and Botany Road in Waterloo to support 10,000 dwellings, with planning and design underway and completion expected in 2026. The project is funded through the Accelerated Infrastructure Fund Round 3 – Tranche 2, with a total cost of $18 million.
    Infrastructure Opportunities Plan - Greater Sydney (PDF) (Report). NSW Department of Planning, Housing and Infrastructure. 2026-02-26. Archived (PDF) from the original on 2026-02-26.
  93. ↑ David M Levinson (2018-11-12). "The Alexandria – Moore Park Disconnector". WalkSydney.
  94. ↑ 94.0 94.1 Transport for NSW (2023-01-31). "Alexandria to Moore Park Project". Archived from the original on 2025-10-14. Retrieved 2026-03-03.
  95. ↑ Nigel Gladstone (2017-11-08). "Alexandria Roads a 'cancerous mess'". The Daily Telegraph. Archived from the original on 2026-03-03.
  96. ↑ "Project finder (filter by Alexandria to Moore Park Project)". Transport for NSW. Archived from the original on 2026-03-02. Retrieved 2026-03-03.
  97. ↑ Ava Tan, Connor Hoang (2025-09-24). "224-234 Young Street, Waterloo Transport Impact Assessment". ason group.
  98. ↑ Member for Heffron, Ron Hoenig (2023): "These improvements at McEvoy Street and Botany Road will help to ease traffic gridlock that is already taking a toll on Waterloo and Alexandria as a result of WestConnex." "We need to future-proof this intersection in order to get more housing supply where it makes sense."
    Chris Minns; Paul Scully (2023-07-23). "NSW Government investing $40.9 million to fast-track critical infrastructure in high growth communities" (Press release). NSW Government. Archived from the original on 2026-01-17.
  99. ↑ "Reopen the Glebe Island Bridge". Kobi Shetty. Archived from the original on 2026-01-22.
  100. ↑ 100.0 100.1 "Glebe Island Bridge... there is concern about the impact of the new bridge."
    "Alderman Margaret Barry said there was no question that the Department of Main Roads had picked up again the freeway plans of the Askin Government which were abandoned by the Wran Government in 1976."
    "They're not being called freeways and they are not being built in one strip," Alderman Barry said. "We are getting different names. We have the Eastern Distributor, the Glebe Island Arterial, the Western Distributor, the Harbour tunnel and the paired routes of the Southern Road from Pyrmont to the Princes Highway at St Peters. It's going up in little bits almost entirely on the routes proposed by the Askin Government or a few streets removed. It is freeways by stealth."
     Alderman Ross Bonthorne (Lib) said Sydney's road plans were a jigsaw. "It's a new highway game, better than Trivial Pursuit," he said. "All the pieces are sitting in someone's desk. It is time they came out."
    Michael Grealy (1986-05-22). "'Freeways by stealth' charge". Sydney Morning Herald. p. 4. Archived from the original on 2025-10-26.; "'Freeways by stealth' charge" (OCR Text). The Sydney Morning Herald. 1986-05-22. Archived from the original on 2025-10-26.
  101. ↑ Audit Office of New South Wales (2021-06-17). "NSW Auditor-General's Report to Parliament - WestConnex: changes since 2014 - Appendix two – Network integration works" (PDF). p. 6. Archived (PDF) from the original on 2024-08-06. Audit Office of New South Wales (2021-06-17). "WestConnex: changes since 2014". p. 39. (PDF page 6) Alexandria to Moore Park - Stage 1 - To address increased traffic flows from St Peters Interchange to the east (and vice versa) for M8 generated traffic until M4/M5 link opens. - E40 b) iii)
  102. ↑ Matt O'Sullivan (2025-10-27). "Public servants reveal reluctance to speak up at scandal-hit transport agency". The Sydney Morning Herald. Archived from the original on 2025-11-13.
  103. ↑ Cumberland County Council (1951). "County of Cumberland planning scheme ... a representation of the ... ordinance 27 June 1951 [cartographic material] / compiled by Cumberland County Council". State Library of New South Wales.
  104. ↑ Few practitioners in Sydney would be aware that the early investigations underpinning the 1951 Plan were in fact undertaken more than a decade earlier by the then Department of Main Roads.
    Philip Brogan (Maunsell Australia); Brian Watters (RTA) (2002). "Developer Contributions and the Containment of Urban Expansion in Sydney" (PDF). p. 6. Archived (PDF) from the original on 2023-03-10.
  105. ↑ Prior to this bodies such as the Department of Main Roads had already given consideration to issues affecting the development of the regional area. For example, that Department's 1945 report - 'The County of Cumberland Main Road Development Plan' - was apparently incorporated with little alteration into the Cumberland County Council's plan in 1948.
    Hon. Justice Michael Barker President, WA State Administrative Tribunal (2007-05-04). How Planning and Environmental Law Has Shaped Our Cities (PDF). 2007 Planning Institute of Australia National Congress. p. 8. Archived (PDF) from the original on 2025-04-06.
  106. ↑ The results of these investigations were detailed in the Department's comprehensive report, issued in 1945 and entitled "The County of Cumberland Main Road Development Plan"...
    ...The Metropolitan Plan of the Cumberland County Council was not greatly different in general extent and with reference to general land use, from the outline plans prepared by the Department. Consequently, the Department's road planning required little alteration before being incorporated in the Council's plan.
    Department of Main Roads NSW (1976). "The Roadmakers - A History of Main Roads in New South Wales" (PDF). p. 204 (PDF pg. 223). ISBN 0 7240 0439 4. Archived from the original (PDF) on 2024-04-26.
  107. ↑ "City of Sydney Planning Scheme, 1958". City of Sydney Archives. 1958-12-15.
  108. ↑ "Waterloo Park. Proposed Acquisition of portion by Dept of Main Roads for widening of McEvoy Evoy [sic] St, 14th August 1961 and 25th June 1969". City of Sydney Archives. 1961–1969.
  109. ↑ "Government plan: Plan of realignment in accordance with the provisions of the Main Roads Act 1924". City of Sydney Archives. 1967–1968.
  110. ↑ "Government plan: Proposed widening of part of McEvoy St - Sheet 1 of 2 - Waterloo [Land bound by Elizabeth St, Kensington Ln, McEvoy St, Kensington St, McEvoy St, Morshead St & Hunter St] [M-CRS99]". City of Sydney Archives. 1967–1968.
  111. ↑ "Government plan: Plan of realignment in accordance with the provisions of the Main Roads Act 1924 as amended in connection with the proposed widening of McEvoy St - Waterloo [Land bound by McEvoy St, Moorehead St & Young St] [M-CRS99]". City of Sydney Archives. 1967–1968.
  112. ↑ "Government plan: Plan of realignment in accordance with the provisions of the Main Roads Act 1924". City of Sydney Archives. 1970–1971.
  113. ↑ "Government plan: Proposed widening of part of McEvoy St - Alexandria [Land bound by Bowden St, Fountain St, McEvoy St & Stokes Ave] [M-CRS99]". City of Sydney. 1972–1974.
  114. ↑ "Notification of Approval of Governor to Plan of a Proposal for Realignment under Division I of Part Vb of the Main Roads Act, 1924, at Waterloo in the Municipality of South Sydney". Government Gazette of the State of New South Wales. National Library of Australia. 1980-10-31. p. 5675.
  115. ↑ Pak-Poy & Kneebone (1981). South Sydney Municipal traffic study: final report. City of Sydney Archives.
  116. ↑ "SOUTH SYDNEY LOCAL ENVIRONMENTAL PLAN 1998 (AS AMENDED)" (PDF). City of Sydney. February 1998. Archived (PDF) from the original on 2026-03-03.
  117. ↑ "Alexandria to Moore Park Connectivity Upgrade, community update June 2017" (PDF). Roads and Maritime Services. June 2017. Archived from the original (PDF) on 2017-06-24.
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