...J ...J (J) (J) CALLAN PARK LAND USE PLAN - APPENDICES

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3 ...J...J W (J) (J) «I CALLAN PARK LAND USE PLAN - APPENDICES APPENDIX B: TRAFFIC REPORT

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5 Sydney Harbour Foreshore Authority Callan Park Land Use Plan

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7 Sydney Harbour Foreshore Authority Callan Park Land Use Plan November 2007 Arup Arup Pty Ltd ABN Arup Level Kent Street, Sydney NSW 2000 Tel Fax This report takes into account the particular instructions and requirements of our client. It is not intended for and should not be relied upon by any third party and no responsibility is undertaken to any third party Job number 86789

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9 ARUP Document Verification Page 1 of 1 Job title Document title Job number File reference Document ref Revision Date Filename Callan Park doc Issue 28/11/07 Description Issue Prepared by Checked by Approved by Name John Hanlon Andrew Hulse Andrew Hulse Signature Filename Description Name Prepared by Checked by Approved by Signature Filename Description Name Prepared by Checked by Approved by Signature Filename Description Name Prepared by Checked by Approved by Signature Issue Document Verification with Document 0 J:\ CALLAN PARK MASTERPLAN\CAlLAN PARK TRANSPORT ASSESSMENT DOC Arup

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11 Sydney Harbour Foreshore Authority Contents Page Executive Summary i 1 INTRODUCTION 1 2 REVIEW OF EXISTING CONDITIONS Road Network Public Transport Pedestrian and Bicycle Facilities Parking Parking Demand Traffic Generation 4 3 TRANSPORT ASSESSMENT OF LAND USE PLAN Trip Generation Traffic Generation Public Transport Demand Pedestrian and Bicycle Facilities Parking Demand Vehicular"Access Traffic Impact 7 4 SUMMARY 9 Tables Table 1 Table 2 Table 3 Table 4 Table 5 Table 6 Table 7 MDT Traffic Flows Existing Parking Supply Typical Weekday Parking Occupancy Existing Traffic Generation Proposed Land Use Forecast Peak Hour Traffic Generation Forecast Peak Parking Demand Figures Figure 1 Figure 2 Site Location Callan Park Precincts Appendices Appendix A Parking Controls J:\86789 CALLAN PARK MASTERPLANICALLAN PARK TRANSPORT ASSESSMENT ,OOC A"'p

12 Sydney Harbour Foreshore Authority Executive Summary Arup was commissioned by Sydney Harbour Foreshore Authority (SHFA) to prepare a transport assessment for the The purpose of this transport assessment is to: Develop an understanding of the existing usage patterns on the site generated by the hospital uses and the existing University of Sydney uses. Describe the transport components of the land use plan. Assess the potential University expansion to be introduced onto the site and compare it with the existing situation. Callan Park is convenientiy iocated close to bus and iight rail services. Bus stops are iocated on Balmain Road and Victoria Road, with services to the City and other locations. Liiyfield Light Rail Station is BOOm from the site and the iight raii provides services to Central Station. The Rozelle area is served by a dense although often congested road network. Significant delays occur on the main arterial routes, namely Victoria Road and City West Link, at peak periods. However, Callan Park is a large site with multiple access points to the wider road network, allowing traffic to be distributed. The land use plan includes: retention of the Wharf Road and Park Drive access points signaiisation of the existing Cottage Way intersection with Balmain Road an increase in total parking provision to accommodate the university uses retention of a network of walking paths across the site An assessment of the transport impact of the land use plan revealed: The site would continue to be well-served by walking and cyciing facilities.. The site would be well-served by public transport services and a significant increase in the number of services would not be required because the majority of trips would be in the counterpeak direction. A significant proportion of trips to the site, particularly by university students, would be by noncar modes. Up to one-fifth of students would reside on-site and these students would not contribute to external trips in the peak hours. An additional conirolled pedestrian crossing of Balmain Road would be provided, improving pedestrian accessibility for the wider community. Trip generation of the university component would be relativeiy low in terms of peak hour trips per unit area floor space, primarily due to the dispersed nature of arrival and departure patterns. The increased traffic generation of the site would be relatively low in the context of current traffic flows in the area. The road network would be able to accommodate this traffic increase without a significant impact on road network performance. In summary, based on the traffic forecasts contained in this assessment, the land use plan would result in only a small increase in site traffic generation compared to current generation. The net increase in traffic would be relatively low in the context of current traffic fiows in the area. The wider road network would be able to accommodate this traffic increase without a significant impact on road network performance, although it is recognised that delays would continue to occur, particularly at peak periods. J:\ CALLAN PARK MASTERPLANICALLAN PARK TRANSPORT ASSESSMENT C Pagei Arup

13 Sydney Harbour Foreshore Authority 1 INTRODUCTION Arup was commissioned by Sydney Harbour Foreshore Authority (SHFA) to prepare a transport assessment for the The purpose of this transport assessment is to: develop an understanding of the existing usage patterns on the site generated by the hospital uses and the existing University of Sydney uses describe the transport components of the land use plan assess the potential University expansion to be"introducedonto the site and compare it with the existing situation..'ic. J: CALLAN PARK MASTERPLANICALLAN PARK TRANSPORT ASSESSMENT DOC Page 1 Arup

14 Sydney Harbour Foreshore Authority 2 REVIEW OF EXISTING CONDITIONS 2.1 Road Network The main roads serving the Callan Park area are: Victoria RDad td the northeast (State road) Perry Street - Balmain RDad - Darling Street fdrming the sduthern bdundary Df the site (RegiDnal road) City.West Link td the sduth (State road) Vehicular access td the site is generally restricted td the sduth because Df the presence Df IrDn CDve td the ndrth. The main Callan Park access pdints are: Wharf Road at Perry Street (signals) Park Drive at Balmain RDad opposite Cecily Street (signals) CDttage Way (NSW Ambulance Service) at Balmain RDad Dpposite The BDulevarde (pridrity) GIDver Street Traffic Flows Traffic data for main rdads in the vicinity Df Callan Park are presented in Table 1. Table 1 AADT AADT Traffic Flows 2005 AADT Balmain RDad, West Df Cecily St (Rozelle) 17,759 Victoria- RDad, At Iron Cove Bridge (RDzelle) 78,145 City-West Link RDad, West Of The Crescent (Lilyfield) 54,058 SDurce: RTA, 2006 MDT - Annuai Average Daily Traffic The road netwdrk in the RDzelle area typically Dperates with significant delays due td the intense land use, IDw capacity road network (narrow streets, turn restrictidns, on-street parking etc), proximity to the City, and high level Df thrdugh traffic. VictDria Road and City West Link are majdr urban arteriais Dperating at capacity in the peak directidn, I.e. tdwards the city in AM peak and frdm the city in PM peak. However, delays in the RDzelle area alsd regularly Dccur Dutside traditidnal weekday peak hdurs. 2.2 _Public Transport The Callan Park site is served by bdth bus and light rail Buses A range Df bus routes service the site: Buses td and frdm the City (VictDria RDad only): Bus numbers 500, 501, 504, 506, 507,510,515,518, and 520 from the city StDP Dn VictDria RDad, RDzelle 400m from the eastern bdundary Df the site. Buses td and frdm the City (Balmain RDad): Bus number 440 alsd leaves from Circular Quay in the city and travels via travels aldng Parramatta RDad past the main Sydney University campus, then aldng Balmain RDad. J:\ CALtAN PARK MASTERPLANICALLAN PARK TRANSPORT ASSESSMENT DOC Page 2 A'Up

15 Sydney Harbour Foreshore Authority Buses to Balmain from Rozelle: Bus numbers 440 and 445 travel aiong Balmain Road Light Rail Lilyfieid Ught rail station is 600m from the southem boundary of the site and can be accessed via walking aiong Grove Street. The Ught rail provides transport to Darling Harbour and Central Railway Station. Travel time to Central is approximately 23 minutes, with a frequency of 15 minute peak/off-peak. 2.3 Pedestrian and Bicycle Facilities The Rozelle area is served by a dense road network which provides for good walking and cycling accessibiiity. Callan Park can be accessed by a number of streets to the east, south and west of the site. There are currently two controlled pedestrian crossing points on Balmain Road between Glover Street and Manning Street. The crossing points are approximately 800m apart, however, contributing to a significant iength of Balmain Road that does not have any controlled crossing. The Bay Run is a popular walking and cycling path around Iron Cove and passes through the northern portion of Cailan Park. 2.4 Parking The existing parking suppiy of the Callan Park site is summarised in Table 2 below. The values shown are approximate only based on a cursory site inspection rather than a detailed inventory survey. Table 2 E' XISfmg Park' mg SUDDIV Land Use Approximate No. of Parking Bays Sydney College of the Arts 186 Rozelle Hospital/NGOs - W of Wharf Road 156 Rozelle Hospital/NGOs - E of Wharf Road 99 The Writers Centre 25 SIDS/Nurses Home 26 NSW Ambulance HQ 195 Total 687 Source: Arup. 16/10/2007 Notes: - Includes some informal parking areas. such as grassed verges. that appear to be commonly used for parking - Excludes Rozelle Child Care Centre The Sydney College of the Arts has a 100 space student car park that can be used for a nominal fee (via an annual parking sticker). There are also a number of small staff/visitor parking areas. In addition to the formalised parking areas within the site as listed in Table 2, significant parking demand is generated by the playing fields along the waterfront. Most parking demand is generated at weekends and is accommodated in a number of formal and informal parking areas. 2.5 Parking Demand The parking occupancy of the entire site was surveyed on a typical weekday (10.30am, Tuesday 16 October 2007) as summarised in Table 3. J:\ CALtAN PARK MASTERPtANlCALtAN PARK TRANSPORT ASSESSMENT DOC Page 3 Arup

16 Sydney Harbour Foreshore Authority Table 3 TIypicaIWeekday Par k',"(i 0 ccupancy Land Use Precinct Parking Occupancy Number Occupied % of Available Sydney College of the Arts % Rozelle HospitallNGOs - W of Wharf Road % Rozelle HospitallNGOs - E of Wharf Road 74 75% The Writers Centre 17 68% SIDSINurses Home 14 54% NSW Ambulance HQ % Total % Source: Arup, 10.30am Based on the results of the parking survey and review of current land use, the peak parking demand for the site, usually in the afternoon around hospital shift changeover time, is estimated to be currently in the order of 600 cars. The demand for parking along the waterfront is quite low on most weekdays. On busy weekends, the demand for parking associated with the playing fields exceeds the available supply, resulting in vehicles being parked inappropriately on ecologically sensitive areas along the waterfront. 2.6 Traffic Generation Traffic surveys to determine the existing weekday AM and PM peak hour traffic generation of the site were undertaken in November 2001 (Source: Transport and Traffic Planning Associates). There have been no major land use changes to the site since 2001 and therefore the data is believed to be representative of current conditions. Table 4 Existing Traffic Generation Location AM Peak Vehicles Per Hour PM Peak In Out Total In Out Total Main Entrance (opposite Cecily Street) Ambulance Entrances'" Wharf Road Glover Street""" Total Notes: Ambulance Entrances were not surveyed in 2001 and the values included in the table are estimates based on current parking demand "'''' Glover Street values may contain some non-callan park traffic The total traffic generation of the site is currently in the order of vph, whilst Balmain Road currently carries 1500 vph. The impact of this current traffic generation is relatively low because it is distributed across four access points with numerous approach/departure routes. J: CALLAN PARK MASTERPLANICALLAN PARK TRANSPORT ASSESSMENT C Page 4 Arup

17 Sydney Harbour Foreshore Authority 3 TRANSPORT ASSESSMENT OF LAND USE PLAN 3.1 Trip Generation The major components of the proposed future land use as contained in the land use plan are given in Table 5. Table 5 ProDosed Land Use Land Use GFA(m') Assumptions University 100,512 Total of 5000 students (600 residing on-site) and 400 staff + NSW Writer's Centre Ambulance 6,802 No change to existing employeelvisitor numbers NGOs 13,761 No overall change to existing employeelvisitor numbers Nurses precinct 4,335 All nurses work off-site Playing fields - public access Playing fields - university 4 fields 2 fields The main traffic generator of the proposed land use as contained in the land use plan is the university. Trip generation rates of universities can vary considerably from one campus to another, due to such factors as:. proportion of students residing onsite level of undergraduate versus post-graduate students typical teaching hours number of non-teaching staff such as administration, research, catering etc Furthermore, trip generation varies throughout the year due to teaching periods. exam periods and vacation periods. For the purposes of this assessment, a primarily undergraduate style campus has been assumed, with 5000 students and 400 staff. It has been assumed that 600 of these students reside on-site. The assessment is based on a typical teaching period - trip generation in non-teaching periods would generally be lower. In terms of peak hour trips per unit area floor space, universities generate considerably less trips than other land uses such as office, factory and residential. This is mainly because university trip generation is relatively spread out over a typical day, without a distinct concentration of trips during peak hours. The Callan Park site is well-served by public transport as well as being easily accessible by walking and cycling. For the purposes of this assessment, the following non-car mode split assumptions have been made (the remainder of trips are assumed to be by private vehicle either as driver or passenger): Students - 15% live on site, 30% use bus/light rail/walk/cycle University staff and others - 15% use bus/light rail/walk/cycle Ambulance staff and visitors - 15% use bus/light rail/walk/cycle NGO staff and visitors - 20% use busllight rail/walk/cycle Nurses - 20% use bus/light rail/walk/cycle J:\ CALLAN PARK MASTERPLAN\CALLAN PARK TRANSPORT ASSESSMENT DOC Page 5 Arup

18 Sydney Harbour Foreshore Authority 3.2 Traffic Generation Based on the mode split assumptions described in Section 3.1, the forecast traffic generation is presented in Table 6. The vaiues are strategic in nature primarily for the purposes of informing the land use plan process. Table 6 Forecast Peak Hour Traffic Generation Vehicles Per Hour AM Peak' PM Peak In Out Total In Out Total The forecast peak hour traffic generation represents an increase of no more than 30% on current traffic generation. As discussed in Section 3.1 the values presented in Table 6 are for typical teaching periods and the actual values may be lower for a significant proportion of the year. 3.3 Public Transport Demand The land use plan scenario would increase the demand for public transport services. Based on the mode split assumptions described in Section 3.1, the peak hour demand increase may be in the order of: Bus Light Rail additional 100 trips/hour (or 500 trips/day! additional 50 trips/hour (or 250 trips/day) The majority of these additional public transport trips would be by students. The majority of trips made by public transport would be in the counter-peak direction therefore it is unlikeiy that additional services wouid be required to accommodate the increased demand. It is likeiy thatin addition to the existing bus and light rail services, a private shuttle bus wouid operate between the University of Sydney's Darlington and Callan Park campuses. In the long term, the existing Sydney Ferries network could be extended to include a stop at Callan Point. The light rail network could also be extended to include a loop along Balmain Road. 3.4 Pedestrian and Bicycle Facilities Callan Park would continue to be served by a good network of walking and cycling routes. There wouid be multiple entry points from the east, south and west. The Rozelle area is served by a dense road network which provides for good walking and cycling accessibility. The recently updated Leichhardt Bike Plan inciudes Balmain Road as a strategic bike route, Giover Street as a local bike route and the Bay Run as a recreational route. The number of controlled crossing points along Balmain Road would be increased with the provision of signais at Cottage Way (see section 3.6) thus improving pedestrian accessibility for the locai community. The land use pian would not impact on the Bay Run around Iron Cove which passes through the northern portion of Callan Park. 3.5 Parking Demand The forecast parking demand for the main building elements of the land use plan are presented in Table 7. Parking rates are based on traffic generation forecasts in Section 3.2, J:\ CALLAN PARK MASTERPLAN\CALLAN PARK TRANSPORT ASSESSMENT DOC Page 6 A"',

19 Sydney Harbour Foreshore Authority the current level of parking demand and applicable Leichhardt Council guidelines (Leichhardt DCP - Part A, April 2003). Table 7 Forecast Peak Park' me Demand Land Use Parking Rate Possible Number of Notes Bays Required University 1.2 bays per 1,210 (186 ceuld Based en existing College of the 100m' GFA possibly be retained Arts parking rate from Kirkbride campus) Ambulance 2.0 bays per 160 (retention of Based on existing parking demand 100m' GFA existing) NGOs 1.5 bays per 80 (new bays in NGO Based on Leichhardt Council's 100m' GFA precinct) minimum parking rate If parking was provided at the rate shown in Table 7 was supplied, this would represent approximately double the number of parking bays than is currently provided at the site. The land use plan contains up to six playing fields. Two of the fields would be primarily for university use. It is unlikely that peak parking demand for the playing fields would coincide with the peak parking demand from the university teaching operations. Therefore, the demand for playing field parking could be accommodated within the university parking supply described in Table 7. The four public playing fields would generally need to be self-sufficient in terms of accommodating parking demand. The peak parking demand is forecast to be in the order of 300 vehicles, although demand can vary considerably, and this would occur a number of times throughout a typical weekend competition day. Parking demand on weekdays and weeknights associated with training activities is likely to be substantially less than parking demand on competition weekends. Formal parking areas would be provided near the playing fields to minimise impact on ecologically sensitive areas along the waterfront. More detailed discussion regarding parking controls can be found in Appendix A. 3.6 Vehicular Access The land use plan has three main vehicular access points: Wharf Road at Perry Street (existing signals) Park Drive at Balmain Road opposite Cecily Street (existing signals) Cottage Way at Balmain Road opposite The Boulevarde (proposed signals) The proposed Cottage Way intersection at Balmain Road would essentially be signalisation of the existing Ambulance HQ driveway. Based on the forecast traffic generation and current traffic flows on Balmain Road, the three signalised intersections would provide adequate capacity to accommodate peak traffic flows generated by the site. Many of the existing internal roads on the site are circuitous and narrow. The future internal road network could involve a combination of retention of some existing roads and construction of new roads. 3.7 Traffic Impact As stated in Section 3.2, the land use pian land use may result in a traffic increase of approximately only 100 vehicles per hour (vph) at peak periods. This traffic would be J:\ CALLAN PARK MASTERPLAN\CALLAN PARK TRANSPORT ASSESSMENT DOC Page 7 A"',

20 Sydney Harbour Foreshore Authority spread out across a number of roads, such as Balmain Road, Perry Street, Victoria Road and City West Link and therefore the overall impact would be relatively minor. The performance of a road network in an urban area is generally a function of the performance of key intersections. The most critical intersection in the vicinity of the site is the Victoria Road I Darling Street intersection, which operates at capacity with significant delays. Traffic accessing the site from this direction would continue to be subject to significant delays at Victoria Road. The City West Link intersections generally operate at capacity, with short green time given to cross streets such as James Street, Norton Street, Balmain Road and Catherine Street. Callan Park traffic would continue to be subject to deiays in entering or crossing City West Link. The land use plan wouid resuit in only a small increase in site traffic generation compared to current generation. The net increase in traffic would therefore be reiatively low in the context of current traffic flows in the area. The wider road network would be able to accommodate this traffic increase without a significant impact on road network performance, although it is recognised that delays would continue to occur, particulariy at peak periods. J:\86789 CALLAN PARK MASTERPLANICALLAN PARK TRANSPORT ASSESSMENT C Page 8 Arup

21 Sydney Harbour Foreshore Authority 4 SUMMARY This report has described the existing usage patterns on the Callan Park site and the existing transport network serving the area. Callan Park is conveniently located ciose to bus and light rail services. Bus stops are located on Balmain Road and Victoria Road, with services to the City and other locations. Lilyfield Lig~t Rail Station is 800m from the site and the Hght rail provides services to Central Station. The Rozelle area is served by a dense aithough often congested road network. Significant delays occur on the main arterial routes, namely Victoria Road and City West Link, at peak periods. However, Callan Park is a large site with muitiple access points to the wider road network, allowing traffic to be distributed. The land use plan includes: retention of the Wharf Road and Park Drive access points signalisation of the existing Cottage Way intersection with Balmain Road opposite The Boulevarde an increase in total parking provision to accommodate the university uses retention of a network of walking paths across the site An assessment of the transport impact of the land use plan revealed: The site would continue to be well-served by walking and cycling facilities. The site would be well-served by public transport services and a significant increase in the number of services would not be required because the majority of trips would be in the counter-peak direction. A significant proportion of trips to the site, particularly by university students, would be by non-car modes. Up to one-fifth of students would reside on-site and these students would not contribute to external trips in the peak hours. An additional controlled pedestrian crossing of Balmain Road would be provided, improving pedestrian accessibility for the wider community. Trip generation of the university component would be relatively low in terms of peak hour trips per unit area floor space, primarily due to the dispersed nature of arrival and departure patterns. The increased traffic generation of the site would be relatively low in the context of current traffic flows in the area. The road network would be able to accommodate this traffic increase without a significant impact on road network performance. In summary, based on the traffic forecasts contained in this assessment, the master plan would result in only a small increase in site traffic generation compared to current generation. The net increase in traffic would be relatively low in the context of current traffic flows in the area. The wider road network would be able to accommodate this traffic increase without a significant impact on road network performance, although It is recognised that delays would continue to occur, particularly at peak periods. J:\86789 ~ CALLAN PARK MASTERPLAN\CALLAN PARK TRANSPORT ASSESSMENT DOC Page 9 Arup

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23 Appendix A Parking Controls

24 Sydney Harbour Foreshore Authority Section 3.5 of the this report discusses parking demand for the main areas of the site. The following tabie further discusses parking in relation to eight precincts of the site (refer to Figure 2) and Leichhardt Council's OCP The OCP contains minimum and maximum parking rates. Council states that, where possible, minimum rates shouid be adopted to (OCP Section 8.0): Increase the choice ofavailable transport and reducing dependence on cars. To make cycling a viable transport altemative. To restrain employee off-street parking provisions to discourage car travel. To improve the design and quality ofthe urban environment. Precinct Proposed Parking Rate 1. Waterfront Precinct Leichhardt DCP 2006 does not contain a parking rate for piaying fields. Parking rates for piaying fields are generally calculated from first principles for each particular location. It is estimated that the peak parking demand for the 3 formal ovals could be in the order of 300 vehicles 2. Kirkbride Curtilage Precinct Retain current parking rate of 1.2 bays per 100m' GFA 3. Parkland Campus Precinct Provide parking at a similar rate to Precinct 2, I.e. 1.2 bays per 100m' GFA 4. NGO Precinct Provide parking at 1.5 bays per 100m' GFA, which is the minimum rate specified for "Commercial Premises" in the Leichhardt DCP 5. Church SUGlover St Precinct Provide parking at lower rate than Precincts 2 and 3, I.e. 1.0 bays per 100m' GFA, to reflect the lower trip generation olthe precinct 6. Wharf Road Precinct Provide parking at 1.5 bays per 100m' GFA, which is the minimum rate specified for "Commercial Premises" in the Leichhardt DCP. The rate for this precinct is higher than for Precincts 2 and 3 due to the higher density of development 7. NSW Ambulance Service Precinct Retain current parking rate of 2.0 bays per 100m' GFA, which is within the Leichhardt DCP range for "Commercial Premises" of Nurses Precinct Retain current parking rate of 0.5 bays per 100m' GFA J: CALLAN PARK MASTERPLANICALLAN PARK TRANSPORT ASSESSMENT DOC Page A1 A~p

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