While we are doing fantasy transit maps, here is my indicative sketch of an Inner Sydney Transit Grid (i.e. these are new high-frequency transit lines, likely some mix of tram/LRT or arterial Bus Rapid Transit with mostly dedicated lanes, assuming the already existing Sydney Trains and planned LRT and Metro [Red] lines remain, plus something on Parramatta Road [Green]). These are, of course, doodles, I haven’t done any modeling of them yet, and they would certainly replace existing bus routes in places.
The problem I am trying to solve is that the network is too radial in orientation, and even simple lateral movements are difficult on public transport. A clearly defined, not circuitous, high-frequency system that serves Sydney outside the CBD (without having to transfer in the CBD) seems useful. The lines are designed to connect existing and planned stations conveniently, so the routes are run on-street from station to station.
The concept is to provide ring routes to complement the existing and under construction radial train lines
Starting along the Pacific there are 6 major lines (Ocean to River):
- Bondi – Fish Market (via Paddington ) [Pine Green]
- Bronte – Glebe (via Moore Park) [Pink]
- Coogee – White Bay (via UNSW, University of Sydney) [Purple] [The Busful of Knowledge]
- Maroubra – Balmain (via the Canal Zone) [Orange]
- Little Bay – Drummoyne / Abbotsford (via the Airport* and Ashfield) [Brown]
- Brighton Le-Sands – Mortlake (via Campsie and Burwood) [Silver]
There is also an interior branching route
- Annandale – Alexandria [Avocado Green, Maroon]
There are some “new” thin radial lines shown, which track old tram lines, in particular around the University of Sydney and Newtown. And there are some new shuttle lines in Technology Park (and presumably on the Darlington side as well) (running along the rail lines) to better connect workers to the nearby stations, which are actually relatively far away given the large numbers of workers.
With most of these there is challenge finding right-of-way. I would take it from existing streets (these lines are mostly at-grade) so transit has priority. This assumes that transit service would carry more people than a laneful of cars, which likely will hold if the transit is designed to be effective. This is easier to do where there is on-street parking, harder where there is not.
* The Brown Line as shown, this assumes a rail line sharing tracks with existing rail service in airport tunnel. I am not certain the technical feasibility of this, otherwise it circumnavigates the airport somehow.