BARANGAROO. Integrated Transport Plan

Transcription

1 BARANGAROO Integrated Transport Plan

2 BARANGAROO Integrated Transport Plan DISCLAIMER While every reasonable effort has been made to ensure that this document is correct at the time of printing, the State of NSW, its agents and employees, disclaim any and all liability to any person in respect of anything or the consequences of anything done or omitted to be done in reliance or upon the whole or any part of this document. COPYRIGHT NOTICE In keeping with the NSW Government s commitment to encourage the availability of information, you are welcome to reproduce the material that appears in the Barangaroo Integrated Transport Plan for personal, in house or non commercial use without formal permission or charge. All other rights are reserved. If you wish to reproduce, alter, store or transmit material appearing in the Barangaroo Integrated Transport Plan for any other purpose, request for formal permission should be directed to Planning and Programs Division, Transport for NSW, PO Box K659 Haymarket NSW

3 ACONTENTS 1 ExecuTIve SuMMARY 4 2 INTRODuCTION Background Objectives Context and Way Forward relationship to the nsw Long Term Transport Master Plan 11 3 BARANGAROO TRANSPORT REquIREMENTS The Barangaroo Development land Use and Occupancy Ramp-Up northern CBD Employment site Constraints Mode Share Targets transport Context northern CBD travel growth summary of Modelling approach summary of Transport Requirements transport Integration and Customer Experience 19 4 ACTIONS TO BE IMPLEMENTED transport Connections for Barangaroo Walking Cycling Traffic and Taxi Access Bus Services to Barangaroo Ferry Services light Rail Services network Capacity Improvements Wynyard Station Wynyard Bus Interchange rail Network Capacity Major Events delivery and Service vehicles Coaches Travel Demand Management 37 5 EvaluATION of a POSSIBLE TRANSPORT SquARE Background Definition and Context of Transport Square transport Square conclusion and recommendations 39 6 APPENDIx A: GLOSSARY AND NOTES 41 APPENDIx B: ACTIONS AND RESPONSIBLE PARTIES of BARANGAROO INTEGRATED TRANSPORT PLAN 42 3

4 1Executive Summary Background to this document In August 2011, following the completion of the Barangaroo Review 1 the NSW Government proposed the establishment of a Barangaroo Transport Taskforce chaired by Transport for nsw, including the City of Sydney, Barangaroo Delivery Authority, Lend Lease (the company responsible for developing Barangaroo South), Department of Planning and Infrastructure, Department of Premier and Cabinet, and Infrastructure nsw, to develop an Integrated Transport Plan for Barangaroo. The Barangaroo Transport Taskforce is to report to the Premier and the Minister for Transport. 4 Transport planning for Barangaroo The Barangaroo South development is expected to accommodate approximately half of the forecast 30,000 new jobs in the Northern CBD in the next 10 years. Barangaroo also has unique transport needs due to the site s topography, and its targeted high usage of public transport, walking and cycling (and correspondingly low usage of private vehicles), as required by the Planning approvals. Hence the transport needs for Barangaroo are a key input to the development of short and long term transport solutions for the Northern CBD, most importantly Wynyard rail and bus, supported by other modes including ferry, light rail, walking and cycling. Detailed analysis of forecast transport demand versus existing capacity was undertaken taking into account new initiatives such as Wynyard Walk and North West Rail Link. Lend Lease has advised that based on recently committed leases, a faster take up rate is now expected. Whilst this take up is mostly from tenants seeking to relocate to Barangaroo from within the Northern CBD, underlying employment growth will lead to workers moving into vacated offices elsewhere in the CBD. This Barangaroo Integrated Transport Plan (The Plan) details a range of transport actions that takes into account the faster take up rate proposed by Lend Lease, whilst noting that the overall impact on key transport hubs is dependent on additional trips to the Northern CBD as vacated offices are re-let. The Plan intends to satisfy the first occupancy of Barangaroo currently expected in 2015, as well as longer term initiatives taking into account the ongoing growth across the Northern CBD. The Plan recommends that short term initiatives and detailed planning for longer term initiatives should commence immediately. These activities should complement the development of broader strategies and action plans as part of the NSW Long Term Transport Master Plan.

5 Conclusions and Recommended Actions Walking The opening of Wynyard Walk in 2015 will meet forecast pedestrian access needs between Wynyard and Barangaroo. However, improvements are also required for pedestrians on surface streets, who are walking from Wynyard Bus Interchange, Martin Place, Circular Quay and other locations. The recommended actions are as follows: Construct the Wynyard Walk (already approved and in the tendering phase) Construct the City Walk Bridge and other bridges over Hickson Road, as per planning approvals Perform a comprehensive analysis of pedestrian access requirements and identify associated initiatives Investigate the feasibility of extending the shared Foreshore path beyond Barangaroo via Walsh Bay to Circular Quay. Cycling The target mode share for bicycle commuters is 4%, however there is an opportunity for this target to be exceeded if appropriate safe bike lanes are provided, connecting to regional bike routes. The recommended short term actions are Extend the City of Sydney s bicycle network to provide safe facilities for cyclists travelling to Barangaroo Upgrade the existing bicycle shoulder lanes on Hickson Road. 5

6 Traffic and Taxi Access The low target mode share for private vehicles at 4% for cars and 1% for motorcycles will be facilitated by restricting on-site car parking for office workers. In addition Lend Lease will be implementing a Travel Demand Management Plan to encourage greater use of public and active transport modes. In the short term, traffic counts on Sussex Street will be analysed to identify whether any short term traffic remediation measures are required. For the longer term, a detailed traffic management plan is also required to identify the impacts and any mitigation measures required for Barangaroo traffic including Barangaroo construction traffic, taking into account wider transport initiatives such as Wynyard Bus Interchange and Light Rail. This work will be carried out in conjunction with the NSW Long Term Transport Master Plan. Taxis will provide an important means of access to and from Barangaroo for visitors. The recommended actions are as follows: Locate sufficient taxi ranks in consultation with City of Sydney, BDA and the Taxi Council Collect and analyse traffic counts, and perform a Traffic study for the Barangaroo area by mid 2013, as input to the Traffic Management Plan. Develop a Traffic Management Plan for the Barangaroo construction phase, initial occupation and full occupation. Bus Services Extension of existing Bus services to Barangaroo would provide opportunities for those commuters and visitors who are unable to walk from Wynyard or from other bus routes but are able to transfer between buses. In addition, a shuttle bus service would provide improved connections between the Southern end of the CBD, Darling Harbour, Walsh Bay and Circular Quay. The recommended actions are as follows: Prepare a plan for the extension of existing bus services which currently terminate at Millers Point and at King Street Wharf. Plan a bus turnaround facility in Hickson Road Investigate the viability of a bus service & dedicated bus lane along Hickson Road in lieu of Light Rail. Wynyard Bus Interchange Wynyard Bus Interchange is already experiencing congestion in York Street, creating delays for bus passengers in the AM peak. The opening of the North West Rail Link (NWrl) around 2019 will see many passengers from the North West transfer from bus to rail services, however there will still be growth in demand for bus travel to Wynyard. The recommended actions are as follows: The recommended actions are as follows: Complete the Feasibility study of Wynyard Bus Interchange improvements, considering options including increases in the number of bus stops and bus layovers, increased priority for buses in York and Clarence Streets, reduced general traffic through the interchange area, improved passenger information and amenities Investigate further diversions of bus routes to relieve congestion on York Street, such as via the Cahill Expressway to bus stops on the North East side of the CBD. 6

7 Ferry Services Currently the Western CBD is served by ferry services to King Street Wharf. However a second CBD ferry terminal at Barangaroo will enable growth in ferry patronage and convenient access to the Western CBD for ferry passengers, as well as relieving pressure from Circular Quay. Ferry services need to come from both the east and north, as well as existing western catchments, to ensure viability of this mode. This would also increase the ferry mode share of Barangaroo workers to be between the 4% Northern CBD average and the 8% achieved within close proximity of Circular Quay. TfNSW is currently in the process of reviewing how ferry services should be developed in the long term. In addition TfNSW has commissioned a study to examine the options and requirements for ferry wharves at Barangaroo. The recommended actions are as follows: Complete the Ferry Network review by the end of 2012 Commence detailed planning by early 2013 for a ferry interchange at Barangaroo, including investigation of potential demand for Ferry patronage to Barangaroo by Light Rail Services As part of the development of the Sydney Light Rail Strategic Plan, in December 2011 the Government short listed a number of route options for further assessment including a route from Circular Quay to Barangaroo South via Walsh Bay and Hickson Road. An option via Sussex Street from Haymarket to Barangaroo South was eliminated during this short listing process. A George Street option from Central to Circular Quay was also short listed and is being assessed. If this option is proven to be feasible it will provide access to Barangaroo via a Wynyard light rail stop and then Wynyard Walk. The Sydney Light Rail Strategic Plan will be complete later in The recommended actions are as follows: Complete the Sydney Light Rail strategic Plan to determine the feasibility of light rail in George Street and Hickson Road Set aside a corridor in Hickson Road for possible light rail from Circular Quay Investigate the viability of a bus service & dedicated bus lane along Hickson Road in lieu of Light Rail. 7

8 Wynyard Station In the short term the number of passengers exiting Wynyard Station in the AM peak is expected to grow by 13%, and in the longer term the forecast growth is 26% taking NWRL into account. This significant increase in passengers passing through the station will require upgrades to the stairs/escalators, paid concourse expansion, relocation and expansion of ticket barrier facilities and improvements to the management of platforms to ease congestion in the PM peak. The recommended actions are as follows: Prepare a design and costed implementation plan by the end of 2012 to upgrade Wynyard Station, based upon the concept design currently being prepared by TfNSW Complete investigations of upgrades to the capacity and management of platforms by the end of In addition, the completion of Wynyard Walk in 2015 will require widening of the unpaid corridor around the paid concourse to cater for the anticipated pedestrian flows to and from Wynyard Walk.

9 Rail Capacity Achieving the targeted high usage of public transport will be heavily reliant upon providing adequate rail capacity for commuters to and from Wynyard. The forecasting indicates that the Western line will require additional capacity in the short term (by initial occupancy) equivalent to between one and two trains in the AM and PM peak hours. Potentially this growth in demand can be spread by providing additional services in the shoulder peak periods. In addition, simplification of stopping patterns has the potential to spread the passenger load on trains more evenly, and reduce platform congestion in the PM peak. In the longer term the required increase in capacity on the Western Line is equivalent to four trains per peak hour. This capacity will be required between 2020 and 2024 dependant upon the level of economic growth across the Northern CBD. Note that this is likely to exceed the capability of existing rail systems and may require significant measures such as changes to signalling and train control systems, or an extension of rail lines/capacity. The recommended actions are as follows: Expand rail capacity on the Western Line in the shoulder peak as part of 2013 CityRail timetable changes Commence detailed planning of rail system efficiency upgrades (by the end of 2012) including improvements to signalling and train control systems, platform and passenger management to reduce dwell times Commence detailed planning for the rail capacity extensions (by the end of 2012). Transport Square Interchange The Barangaroo Transport Taskforce is required to evaluate the merits of a possible Transport Square between Wynyard Walk and the proposed ferry wharf site. The conclusion from consultations and investigations is that Transport Square has merit as an interchange between pedestrian and cycle paths, Wynyard Walk and potential ferry, bus and light rail. It will also create a high quality public domain. The recommended actions are: Design Transport Square, taking into account the partial or full closure of Shelley Street, pedestrian amenity and safety, interchange requirements, and landside facilities for the potential ferry wharves Undertake detailed planning of the consequences of closing Shelley Street on traffic in the King Street/ Cockle Bay Wharf area. Future developments As decisions are made regarding future developments subject to planning approval processes, such as Barangaroo Central & Headland Park, additional Transport Plans will be required. 9

10 2Introduction 2.1 Background In August 2011, the NSW Government confirmed its commitment to the development of Barangaroo in Sydney s Northern Central Business District (CBD). The Government commissioned an independent Barangaroo Review to assess the Barangaroo development s compliance with the relevant planning processes. The Review identified the need to address transport demand to the CBD and Wynyard area, regardless of the Barangaroo development. The Review highlighted that for the Sydney CBD to continue to develop, transport issues need to be addressed including commitment to delivery of Wynyard Walk, Bus routes and services, ferries, light rail, Wynyard station upgrade, and CBD rail capacity. Following the completion of the Barangaroo Review 1 the NSW Government proposed the establishment of a Taskforce chaired by Transport for NSW, including Lend Lease, City of Sydney, Barangaroo Delivery Authority and relevant agencies, to develop an Integrated Transport Plan for Barangaroo. The Taskforce is to report to the Premier and the Minister for Transport. 2.2 Objectives The objectives of this Barangaroo Integrated Transport Plan are to provide recommended actions to address forecast transport demand for Barangaroo, in the context of forecast growth in the Northern CBD. The recommended actions are intended to: Address transport issues including commitment to the delivery of Wynyard Walk, Bus routes and services, ferries, light rail, Wynyard Station upgrade, and CBD rail capacity Address existing capacity issues in the Northern CBD relevant to Barangaroo Support the principle of high usage of public transport, walking and cycling to the site and low usage of private vehicles Provide accessibility between Barangaroo, the City Centre and to the other foreshore attractions located between Circular Quay and Darling Harbour. 10

11 2.3 Context and Way Forward This document, the Barangaroo Integrated Transport Plan, considers the short and longer term transport requirements for Barangaroo in the context of the forecast demand for transport in the Northern CBD. This document has been prepared for consideration by the Barangaroo Transport Taskforce. For the purpose of this report, short term is the period soon after Barangaroo South is first occupied by office workers, currently assumed to be in 2015, and longer term is when Barangaroo is fully developed and occupied (2024 or earlier, as discussed in Section 3.2 below). Many of the recommended actions to meet short term transport demands will require further development of project options and assessment of feasibility before decisions can be made regarding implementation. The Barangaroo Transport Taskforce will review this Plan and report to the Premier and the Minister for Transport. 2.4 Relationship to the NSW Long Term Transport Master Plan The significance of the Barangaroo development, together with the forecast growth in transport needs for the Northern CBD will drive the actions recommended in this Plan. These actions will be coordinated with, and provide input and impetus to the development of the broader strategies and action plans as part of the NSW Long Term Master Plan. 11

12 3Barangaroo Transport requirements 3.1 The Barangaroo Development Barangaroo will be the largest single commercial and residential development in Sydney s Central Business District (CBD) over the next 20 years. Figure 1 - The Barangaroo Development Overall employment in the Northern CBD is expected to grow significantly in this period, with about half of this growth accommodated by Barangaroo. Barangaroo will eventually include a hotel plus recreational, cultural and educational facilities that will make it a destination for visitors as well as residents and workers. Access to Barangaroo is constrained by its topography and the physical barriers that exist between the site and the rest of the CBD (as shown in Figure 1). Within this context, and high environmental sustainability objectives, the planning approval for Barangaroo includes significantly higher mode share targets for public transport, and lower mode shares for private vehicles than are presently experienced across the CBD (see 3.5 below). 3.2 Land Use and Occupancy Ramp-Up Barangaroo covers 22 hectares and extends about 1.2 kilometres from north to south. The site will consist of three areas: Headland Park a recreational area Barangaroo Central a mixed-use area that could include cultural and educational activities Barangaroo South the commercial core of the site s office towers, hotel and retail, plus residential. Lend Lease is responsible for developing Barangaroo South through a development agreement with the Barangaroo Delivery Authority. 12

13 Artist s Impression Barangaroo South In order to develop this Plan, TfNSW undertook detailed forecasting of the likely growth in transport demand across the Northern CBD. Sensitivity testing of different assumptions regarding the Barangaroo land-use, occupancy, and rate of take-up by tenants ( ramp-up ) was carried out based on data provided by BDA and Lend Lease. Lend Lease have recently updated the information regarding the likely occupancy of Barangaroo. This has been compared against the forecast scenarios as follows: Latest information provided by Lend Lease The Plan Moderate Growth Scenario The Plan High Growth Scenario Employment Growth in the Northern CBD Not applicable 10,000 new jobs by 2016, Equivalent to 1.3% growth pa 17,000 new jobs by 2016 Workers at Barangaroo by ,000 committed, plus 4,000 proposed 5,500 12,600 Assumptions Committed tenants are relocating within the Northern CBD 1 employee per 20sqm GFA 33,000 visitors per day 1 employee per 15sqm GFA Ramp-up of occupancy Approximately 24,000 workers by 2017 Full occupancy by ,500 in ,500 in ,500 in ,500 in ,000 in 2019 The latest information from Lend Lease indicates that the occupation of Barangaroo may occur faster than previously indicated. However, considering that the initial committed tenants are relocating within the Northern CBD, this rampup will not create additional transport demand. Therefore this information is likely to fall within the range of moderate to high growth scenarios which underpin the actions in this Plan. The actual growth in transport demand will be driven by a number of factors including the state of the national and international economies, and in particular the state of the finance, information technology and creative sectors which provide a high concentration of jobs in the Northern CBD. Moving forward the planning and design activities recommended in this Plan will adopt further analysis of economic conditions, employment growth and transport preferences as further data becomes available. 13

14 3.3 Northern CBD Employment Employment in the Northern CBD 2 is forecast to grow by 1.3% pa to 2016, and 2.2% pa from 2016 to Employment outside Barangaroo in the Northern CBD is forecast to have grown by about the same number as the workforce of Barangaroo by Even though some companies may relocate to Barangaroo from elsewhere in the Northern CBD, there will be an overall increase in employment numbers in the CBD as new tenants move into vacated offices. Total future employment in the CBD is related to population growth of the whole Sydney metropolitan area and to economic growth. Even without Barangaroo, total employment in the CBD would grow economic drivers would result in redevelopment of buildings in other parts of the CBD. The effect of Barangaroo will be to focus that growth on the western side of the Northern CBD during the period 2015 to In addition, Barangaroo may induce development and employment growth in the immediate vicinity around the Barangaroo site, further concentrating the Northern CBD s forecast employment growth on the western side of the CBD. In regard to transport demand and the impacts on mass transit, this induced development, if it occurred, would tend towards the requirements of the high growth scenario for Barangaroo. 3.4 Site Constraints The key site constraints for Barangaroo from a transport perspective are: no existing transport services to the site the nearest bus and rail services are at Wynyard (less than 0.5 km from Barangaroo South, but nearly 1.5 km from Headland Park) and there are limited bus and ferry services at King Street Wharf the site s waterside location, resulting in limited road access a congested road network in the Northern CBD, resulting in competition for road space for the allocation of signal time to buses, pedestrians, cyclists, taxis and traffic accessing the site steep grades between the Northern CBD and the Barangaroo foreshore, resulting in a barrier for some pedestrians, particularly the mobility impaired the Western Distributor/Harbour Bridge approach dissecting the city, resulting in a physical barrier north of Grosvenor Street between Barangaroo and other areas of the Northern CBD. In recognition of the steep grades and challenges facing pedestrians accessing Barangaroo from Wynyard, the NSW Government announced the funding and construction of Wynyard Walk in the September 2011 budget. Wynyard Walk will be a direct DDA compliant pedestrian link including a tunnel from Wynyard station to a bridge over Sussex Street into Barangaroo South. 14

15 Figure 2 - Mode Share Targets 63% 18% 6% 5% 4% 2% 1% 1% Per cent 3.5 Mode Share Targets Following traffic modelling undertaken for the Sydney Harbour Foreshore Authority in , and recognising the site s limited road access, planning approval for Barangaroo South was based on the principle of achieving high usage of public transport, walking and cycling, with the following mode share targets 4 (for commuters in the AM peak). The Plan assumes mode shares in 2011 which are similar to the 2006 Journey to Work data, which then progressively shift towards achievement of the target mode shares by full occupancy. This mode shift translates into increasing demand for public transport including rail, bus and ferry. In terms of Private vehicle (car and motorcycle) trips to Barangaroo, these will be limited from initial occupancy to the 5% target mode share by restrictions on available parking spaces for workers, as well as the promotion of Travel Demand Management Plans and Green Travel Plans by Lend Lease and BDA. The Plan also assumes that at initial occupancy a further 6% of Barangaroo workers will drive to parking facilities elsewhere in the CBD, and then walk to Barangaroo. However based on various factors including the availability of parking outside Barangaroo, the shift in travel patterns could occur faster and bring forward the demand for Public Transport. Although the main task of transporting workers to and from the Northern CBD will continue to be dependent upon rail and bus, it is acknowledged that other modes such as Ferry and Light Rail have the potential to exceed the target mode shares. Investigation of a potential western CBD Ferry terminal at Barangaroo is in progress and a target ferry share of between 4% (similar to the rest of the Northern CBD: ABS Journey to Work 2006) and 8% (as achieved within close proximity of Circular Quay) may be achievable. 15

16 3.6 Transport Context Wynyard is the closest major public transport access point for travel to and from Barangaroo, providing access to mass transit services, both rail and buses. Future transport demand in the Wynyard precinct is likely to increase regardless of the Barangaroo development. Wynyard Station and the surrounding streets are currently congested during peak periods, and the transport demand generated by Barangaroo will be focussed on this important transport node. Meeting the transport needs of Barangaroo is considered within the wider context of Sydney s Northern CBD, as the demand for mass transit services at Wynyard will be generated by both Barangaroo and growth in other nearby precincts of the Northern CBD. This will ensure transport requirements for Barangaroo are developed as part of broader transport options to bring people into the Northern CBD. When fully occupied, Barangaroo is forecast to generate about 22,000 trips in the AM peak 2 hours, and about 25,000 trips in the PM peak 3 hours, based on the moderate growth scenario. Barangaroo will be heavily dependent on two main transport modes to meet the daily task of moving workers to and from the site during peak periods: Rail predominantly via Wynyard Station and utilising Wynyard Walk plus smaller numbers of passengers from the Eastern Suburbs Line via Martin Place or Town Hall stations Buses predominantly via the Wynyard Bus Interchange and George Street utilising Wynyard Walk and surface streets plus passengers from other routes via Town Hall. In addition, other transport modes and services will be important in providing visitor access at all times of the day to all parts of Barangaroo. It is forecast by BDA that 33,000 visitors per day (business and leisure) will arrive at the site. The majority are expected to be travelling off-peak and to come from many directions, not only via Wynyard. 16

17 3.7 Northern CBD travel growth Wynyard Station and the Wynyard Bus Interchange are forecast to experience growing demand from the whole of the Northern CBD (the area north of King Street and west of The Domain), including the growth of Barangaroo. As a consequence of this growth the number of rail passengers exiting Wynyard Station in the AM peak hour is forecast to increase as follows (as shown in Figure 3): Number of passengers ( 000) Figure 3 - Wynyard Station Exits (AM Peak) 23,200 passengers in ,200 passengers in ,300 passengers in ,200 passengers in 2024 with North West Rail Link The number of bus passengers at Wynyard Bus Interchange is also forecast to grow, but at a lower rate. The TfNSW models of future travel predict that rail will attract a greater share of CBD growth than bus. 3.8 Summary of Modelling approach The detailed methodology for modelling is as follows: Analyse Barangaroo Land-use and occupancy ramp-up data (Section 3.2 above), together with current mode share (from Bureau of Transport Statistics BTS) and projected growth towards the target mode share (Section 3.5 above), to estimate Barangaroo trips by mode by year Analyse existing Northern CBD demand by transport mode and forecast growth in trips, (based upon BTS data), taking into account transport initiatives such as additional rail capacity, to develop a forecast of trips for the rest of the Northern CBD by mode by year Add these together to develop an overall picture of forecast demand for the Northern CBD Perform a gap analysis against existing capacity to identify shortfalls and associated recommendations Perform a sensitivity analysis using different input assumptions (Section 3.2 above). 17

18 Wynyard Walk Artist s Impression 3.9 Summary of Transport Requirements The key transport requirements for the Northern CBD, including Barangaroo, flowing from the above forecasts of travel demand are: The planned new grade separated link, Wynyard Walk, which will accommodate the forecast pedestrian flows between Wynyard and Barangaroo. Integration of Wynyard Walk is required at its eastern end with the Wynyard Station concourse and the Wynyard Bus Interchange, and at its western end with the Transport Square in Barangaroo Taxi and car access to the site from the CBD, the north and the east will need to be managed differently to avoid conflict with bus operations in York and Clarence Streets Extension of existing bus services to Barangaroo will provide opportunities for those commuters and visitors who are unable to walk from Wynyard or from other bus routes but are able to transfer between buses The Wynyard Bus Interchange requires attention to address forecast growth in demand (although at a lower rate than rail) and existing congestion There is an opportunity to connect Barangaroo to the CBD and to the other visitor attractions located between Circular Quay and Darling Harbour. Visitors could access Barangaroo Central and Headland Park via pedestrian and cycle paths and on bus services until such time as light rail may be introduced Current ferry services to King Street wharf have the capacity to meet the mode share target for Barangaroo, however there is the potential for much higher usage of ferries if there are significantly more services. Wharves at Barangaroo would enable more direct services to the area from origins such as Lower North Shore, Manly and Parramatta River, and would provide alternate ferry wharf capacity for the CBD and relief for Circular Quay Wynyard Station will require upgrading to reduce congestion on platforms, on stairs and at ticket barriers, and prevent queuing at the northern barriers to access the Wynyard Walk pedestrian tunnel to Barangaroo Additional rail capacity on the Western line may be required in the short term, in addition to the recent (Oct 2011) introduction of one extra train to the AM and PM peak hours. 18

19 3.10 Transport Integration and Customer Experience It is important that the operations of all the services be fully integrated to meet the needs outlined above. An overarching action will be to ensure that all the individual transport services required for the first occupation of Barangaroo will be designed from the perspective of the customer. An example of such coordination is the introduction of the Opal card integrated ticketing system. Whilst not an action unique to this Barangaroo Integrated Transport Plan, the Opal card roll-out is expected to be fully completed on the existing network by the end of 2014 and will provide ease of transfer between modes. These initiatives will assist with moving people quickly to and from their chosen mode of transport, and also provide a positive experience for the expected 33,000 visitors to the site each day.in terms of Transport integration it is anticipated that the primary interchange function of Transport Square will be for travellers arriving or departing on foot via Wynyard Walk or other pedestrian paths. Transport integration and interchange requirements will be incorporated into the design of Transport Square and potential Barangaroo Ferry, Bus and Light Rail services. Chapter 5 provides further details on Transport Square. Requirements related to meeting future customer needs for those entering and leaving the precinct, such as improved information and integrated timetabling will be incorporated into the specifications for the transport initiatives as part of the proposed planning and design activities. Chatswood Interchange 19

20 4Actions to be Implemented The next section of this report provides recommended actions to meet the transport requirements of Barangaroo in the short term, soon after occupation of Barangaroo South commences, and to investigate options to meet the longer term requirements. Both the short term actions and the longer term options focus on two elements: transport connections for Barangaroo to achieve all-day accessibility: Walking Cycling Ferries Buses Light Rail Traffic and Taxi Access Delivery and Service Vehicles Coaches Travel demand management. network capacity improvements to be applied to the existing transport system to achieve peak period capacity for the Northern CBD with regard to: Trains approaching Wynyard Station Wynyard Station itself Wynyard Bus Interchange. The actions recommended in this section of the report are generally based on the moderate growth scenario of development at Barangaroo, as described in Section 3.2. In addition, the recommendations regarding rail network capacity and Wynyard Station refer to the consequences of the high growth scenario. 20

21 4.1 Transport Connections for Barangaroo This section describes the opportunities to improve direct access to the Barangaroo site. Some of these are primarily related to the peak hour capacity improvements, such as the Wynyard Walk, and others are recommended to provide both peak and off-peak access for workers and visitors. Walking Actions and Objectives ACTION OBJECTIVE 1. Construct the Wynyard Walk by 2015 Provide primary pedestrian connection between Barangaroo and Clarence Street buses, Wynyard Station, Wynyard Bus Interchange, George street including potential light rail and existing bus services, plus CBD business and retail destinations. 2. Construct the City Walk bridge and other bridges over Hickson Road (such as in the vicinity of 189 Kent street), as per planning approval Provide all-day connectivity between Barangaroo and other parts of the CBD Supplement Wynyard Walk in meeting capacity needs of major events 3. Perform a comprehensive analysis of pedestrian access requirements to Barangaroo and identify required initiatives by mid Initiatives to include footpath upgrades and widenings in conjunction with City of Sydney and BDA: Retention of footpath widening in Margaret Street introduced during construction of Wynyard Walk (subject to detailed analysis in accordance with Wynyard Walk project approval) Provide all-day connectivity between Barangaroo and other parts of the CBD: Margaret St and Napoleon St access to Wynyard Bus interchange Gas lane access to Grosvenor St and Circular Quay Argyle St access from Barangaroo Central and Headland Park to Circular Quay Erskine St access to Martin Place station. Upgrade of the Gas Lane and Argyle Street pedestrian routes Napoleon Street Erskine Street 4. Investigate the feasibility of extending the shared Foreshore Path beyond Barangaroo via Walsh Bay to Circular Quay. Provide all-day connectivity for pedestrians and cyclists between Darling Harbour (light rail), King Street Wharf (ferry) through Barangaroo to Walsh Bay and around to Circular Quay (train, ferry and bus) including access to the Harbour Bridge footpath. 21

22 Figure 4 - Wynyard Walk Walking Over 90% of all trips within the CBD are on foot, with the forecast for pedestrian volumes to grow. The provision of suitable pedestrian access to and from Barangaroo for all of the different types of trips made by workers and visitors from across the City Centre is crucial. The main pedestrian connections will be to the main interchange at Wynyard as well as from interchanges at Martin Place, Circular Quay and Town Hall. Foreshore connectivity will be key for visitors to link Darling Harbour through Barangaroo via Walsh Bay to Circular Quay. The main short term initiative will be construction of the Wynyard Walk by Funding has been approved, and the project is at the tendering stage. It will provide a direct gradeseparated link for pedestrians between Wynyard Station and Barangaroo, catering for the forecast 8,500 people per hour in The tunnel component of Wynyard walk will have capacity for 20,000 people per hour, which together with the Wynyard Walk Sussex Street Bridge and the City Walk Bridge will meet the longer term needs of a fully developed Barangaroo. 22

23 Figure 5 - Possible pedestrian and bicycle access Other pedestrian accessibility needs to be considered include: Footpath upgrades for surface pedestrians to walk to Barangaroo from Wynyard station, Wynyard bus interchange, Martin Place station, Circular Quay station, Town Hall, George Street or Elizabeth Street Footpath widening to ensure that major pedestrian paths used by commuters have sufficient width for residents and visitors to walk to or from Barangaroo in a contrapeak direction Pedestrian connectivity between the three areas of Barangaroo (Headland Park, Barangaroo Central and Barangaroo South) and major visitor attractions in the Northern CBD (eg The Rocks, Circular Quay, and eastwest pathways to Martin Place, Macquarie Street, etc). There is a commonality between many of these footpath upgrading opportunities and the City of Sydney s Key Streets report prepared as part of the Harbour Village North project. Pedestrian paths to and from Barangaroo will need to be suitable for people who are mobility impaired. Existing street furniture, signs and other impediments to these people will need to be reviewed in consultation with City of Sydney, and removed if necessary. Some paths may be unsuitable for the mobility impaired, due to steep grades or stairs, and so will require appropriate information and signage. 23

24 Cycling Actions and Objectives ACTION OBJECTIVE 5. Extend the City of Sydney s bicycle network including: Provide a separated cycleway on Napoleon Street (subject to detailed design and traffic assessment) Investigate connectivity from City of Sydney Bicycle Network to Barangaroo To connect to the existing Kent Street bike path for cyclists approaching from the west, south or east, and from the north via the Harbour Bridge bicycle path To provide separated cycleways wherever feasible Investigate options to widen the path connecting Pyrmont Bridge to King/Sussex Street 6. Upgrade the existing bicycle shoulder lanes on Hickson Road or replace with a separated bicycle path (to be compatible with corridor for future light rail) To connect to Darling Harbour and Walsh Bay, as an alternative to the foreshore path Cycling In conjunction with recent initiatives by the City of Sydney, there are opportunities to provide for many workers and visitors to arrive at Barangaroo by bicycle. The target mode share is 4% of workers by bicycle (initially about 100 in 2015, rising to about 900 by 2024) and there is the potential for this number to be exceeded if appropriate safe bike lanes are provided, connecting to regional bike routes. The City of Sydney has constructed separated cycleways in Kent Street and the western part of King Street which will form linkages to the regional bike routes for Barangaroo cyclists, but other connections will be needed, including connections to the foreshore path proposed for the length of Barangaroo. Two of the actions recommended above for walking are equally recommended for cyclists: Construction of the City Walk bridge (to give a second option for bicycle access to Barangaroo South from Napoleon and Kent Streets) and the potential to extend the Barangaroo Foreshore Path between Darling Harbour and Circular Quay A separated cycleway in Napoleon Street would give regional access to Barangaroo via the Kent Street cycleway, but the feasibility of introducing such a cycleway into the signalised intersection of Napoleon/Kent/Margaret Street will require investigation, given the increasing traffic demands on that intersection. In the longer term, with increasing numbers of cyclists and pedestrians accessing Barangaroo, it will be necessary to monitor potential conflicts with motor vehicles at intersections in the vicinity of Barangaroo and Wynyard. 24

25 Traffic & Taxi Actions and Objectives ACTION OBJECTIVE 7. Locate taxi zones and develop a management strategy in consultation with CoS, BDA and Taxi Council, including: in Globe Street near the proposed hotel and on the western side of Hickson Road (size to be determined in consultation with CoS, BDA and Taxi Council) To provide for the expected high usage of taxis by visitors and office workers, especially in PM peak To minimise the need for taxis to circulate Temporary taxi zones (eg 3pm-8pm) 8. Develop a Traffic Management Plan and enforcement system to: reduce (but not prevent) traffic usage of York and Clarence Streets to access Barangaroo in the peak hour To maintain bus priority To provide clearly understood access routes to/from Barangaroo To reduce conflicts and ensure safety provide way-finding for alternative routes ensure preferred access routes are utilised (with minimal rat-running) manage conflicts between traffic and pedestrians, cyclists and buses. manage Barangaroo delivery and service vehicles manage coaches at Barangaroo accommodate the needs of construction traffic until completion of whole of Barangaroo integrate the traffic management of Barangaroo with traffic management of King Street Wharf Gather up to date traffic counts for Sussex Street in May 2012, and analyse these traffic counts to identify any required short term remediation measures, such as changes in signal phasing, or extensions to turning bays Perform a traffic study for the Barangaroo area by mid 2013, taking into account new bicycle lanes, proposed changes to expedite Bus flow at Wynyard, and lane changes as a result of Wynyard Walk 25

26 Figure 6: Possible taxis ranks and taxi access Traffic and Taxi Access In the short term, the key issues for traffic and taxi access to and from Barangaroo are: Accommodation of extra traffic on local streets around Barangaroo generated by office and retail workers and visitors in line with the 4% mode share for private vehicles. In addition there will be service vehicles and continuing construction traffic until the development of Barangaroo is complete Provision of taxi ranks of sufficient capacity both within Barangaroo South and on Hickson Road. If not provided, taxis would form informal ranks in no stopping zones, as seen on Kent Street outside the Westpac Building. Circulation of taxis in the area creates additional traffic and should be avoided by provision of adequate taxi rank capacity Provision of taxi ranks for visitors to Headland Park and Barangaroo Central Manage increasing numbers of taxis. Taxi demand based on the mode split target of 1% is estimated to be about 200 taxis per peak period for office/retail workers, plus demand by visitors. Taxi ranks of sufficient capacity will be needed on Globe Street within the site and on Hickson Road Traffic Management of Sussex Street to carry extra Barangaroo traffic to/from Victoria Road, the west, southwest and south via Western Distributor/Harris Street and to the east via the Cross City Tunnel Traffic Management of Barangaroo traffic approaching from the Harbour Bridge to reduce conflict with the York Street-Margaret Street bus priority area Traffic Management of the Harbour Street-Western Distributor-Shelley Street approach to Barangaroo from the south and from the Airport and Eastern Suburbs via the Cross City Tunnel 26

27 Figure 7: Possible traffic access Traffic Management of eastwest traffic routes in the CBD to minimise the impact Barangaroo traffic and taxis could have on bus priority and pedestrian amenity, taking into account bus and pedestrian priority in York and Margaret Streets, traffic in Harbour Street from the Airport and Eastern Suburbs, and traffic access via the Cross City Tunnel Management of the supply and demand for all-day parking, to progressively achieve the target mode share by public transport rather than by car. In the longer term, the amount of commuter traffic generated by Barangaroo is expected to be about 700 vehicles in the peak periods, based on the target 4% mode share and the proposed provision of parking, plus a further 200 taxi trips. This is consistent with the forecast of about 380 vehicles in the AM peak hour, as described in the TMAP Supplementary (Aug 2010). In addition, there will be traffic generated by visitors using short stay parking. 27

28 Bus Services Actions and Objectives ACTION OBJECTIVE 9. Plan the longer term CBD bus network as part of the NSW Long Term Transport Master Plan To meet short/medium/longer term bus requirements of Barangaroo and to take account of North West Rail, possible light rail in CBD, and possible bus rapid transit from Northern Beaches. 10. Prepare a plan and designs by mid 2013 to extend existing bus routes to new bus stops, and turn back facility in Hickson Road. Potentially extend bus routes 339, 431 and 433 which currently terminate nearby at Millers Point and bus routes 412 and 413 which currently terminate nearby at King Street Wharf. Provide equitable access between Barangaroo and the rail, light rail and bus networks Enable bus services to be extended from Millers Point and King Street Wharf to a common terminus in Hickson Road Determine appropriate layover location (if any). 11. Investigate by mid 2013 the viability of a bus service & dedicated bus lane along Hickson Road in lieu of Light Rail. Connectivity to the foreshore attractions located between Circular Quay and Darling Harbour Integration with the existing light rail line at Haymarket Integration with the existing bus network and with the extended bus services listed above Connectivity to the Southern CBD/Haymarket area Provide for visitors, commuters and off-peak business travellers Bus Services to Barangaroo Based on existing bus routes, Barangaroo workers and visitors travelling by Bus would mostly walk from Wynyard Bus Interchange, Town Hall, George Street or Elizabeth Street, depending on the origin of their trip. A few existing services terminate closer to Barangaroo, at Millers Point and at King Street Wharf. One aim of such services would be to provide opportunities for those commuters and visitors who are unable to walk from Wynyard or from other bus routes but are able to transfer between buses (for example, about 2,300 Barangaroo workers are forecast to commute by bus by 2024, and a proportion of those will want to transfer to a bus that terminates close to Barangaroo). There are opportunities to extend some bus services to terminate at Barangaroo, and the potential to introduce a bus service along Hickson Road to link the three parts of Barangaroo with the other foreshore attractions between Darling Harbour and Circular Quay, and to Haymarket to the South. 28

29 Figure 8: Bus route extensions - options under consideration HEADLAND PARK BARANGAROO CENTRAL CIRCULAR QUAY BARANGAROO SOUTH WYNYARD MARTIN PLACE ST JAMES TOWN HALL The extension of some existing bus services and the potential introduction of a bus shuttle service would meet short term requirements of Barangaroo by providing access to the site from the ferries and eastern suburb buses (at Circular Quay) and light rail (at Haymarket). The provision of these services would not detract from the need to address issues at Wynyard Bus Interchange (Section 4.2.2). Any decision to introduce more bus services in the longer term would be largely dependent on the CBD wide bus network which will be updated as a result of significant changes such as: Introduction of North West Rail Link and resultant decrease in buses from the North West Potential introduction of Light Rail in the CBD (particularly George Street). At this stage, it is too early to ascertain the future CBD bus network in the longer term. However there are options for increasing the capacity of bus services into the CBD, to meet a greater share of the mass transit task. This would require investigating the feasibility of options such as through running and not laying over. In addition the introduction of Opal eticketing is likely to encourage passengers to transfer between buses to reach their destination. 29

30 Ferry Services Actions and Objectives ACTION OBJECTIVE 12. Continue existing ferry services in the short term to King Street Wharf similar to current Parramatta River and Darling Harbour/Balmain East services: approx every 15 minutes in peak and 30 minutes in off-peak. 13. Complete the Ferry Network Review by the end of 2013 with options such as: More regular headways to King Street Wharf in the interim Provide for initial 4% of Barangaroo commuters plus visitors to other parts of Northern CBD Improve ferry services for Barangaroo commuters and visitors Provide for potentially higher mode share of Barangaroo workers Consider potential for ferry services from the north and east to serve future Barangaroo Wharves 14. Commence detailed planning by early 2013 for a ferry interchange at Barangaroo. The detailed planning should include forecasting of the potential Ferry patronage at initial occupancy in Prepare for direct services to Barangaroo South, to replace King Street Wharf. Ensure that the Barangaroo development provides facilities for a new ferry terminal Ferry Services The benefits of locating a potential second ferry hub at Barangaroo will include efficient access to Barangaroo and the Western CBD for ferry passengers (including visitors), relief of travel demand and associated congestion from rail and bus, as well as the availability of alternate ferry terminal capacity for the Northern CBD. These benefits will be documented at a high level in the current Ferry Options study. For 2015, when Barangaroo is first occupied, the forecast number of ferry passengers to King Street Wharf to gain access to Barangaroo and other parts of the Northern CBD is about 700 in the AM peak. The existing Parramatta River and Darling Harbour/Balmain East ferry services to King Street Wharf (15 in the AM peak and 16 in the PM peak) have the capacity to carry this forecast number of ferry commuters. With more frequent services and with wharves at Barangaroo it would be reasonable to expect the ferry mode share of Barangaroo workers to be between the Northern CBD average of 4% and the 8% experienced in the office zone immediately adjacent to Circular Quay (Source ABS Journey to Work 2006). Such a mode share would translate to between 700 and 1400 ferry commuters to Barangaroo in the 2024 AM peak period, plus visitors. The current Ferry Network Review will consider services into Barangaroo from the east and north, as well as the existing western catchments. In the meantime, TfNSW has approved commercial deregulated services to operate in peak periods between Rose Bay- Milsons Point- Darling Harbour and Manly-Milsons Point-Darling Harbour. 30

31 Light Rail Actions and Objectives ACTION OBJECTIVE 15. Complete the Sydney Light Rail Strategic Plan by end 2012 Determine feasibility and timing of possible light rail in George Street and Hickson Road 16. Set aside corridor in Hickson Road for possible light rail from Circular Quay, with a future stop at Transport Square (process underway between BDA,LL, RMS and TfNSW light rail team) Retain option for future light rail to Barangaroo Light Rail Services When Barangaroo is first occupied, it is not expected that there will be any completed extension of light rail into the CBD. The extension of the existing line from Lilyfield to Dulwich Hill will be operational and bringing more passengers into the CBD. Those Light Rail passengers heading to Barangaroo will either alight at Pyrmont and walk across Pyrmont Bridge (as currently practised by many light rail commuters to the mid- CBD area), or alight at Haymarket and transfer to bus to Wynyard, or alight at Central and transfer to train to Wynyard. In December 2011, as part of the development of the Sydney Light Rail Strategic Plan, the Government short listed a number of route options for further assessment including a route from Circular Quay to Barangaroo South via Walsh Bay and Hickson Road (see Figure 9). 31

32 Figure 9: Future Light Rail - options under consideration 32 An option via Sussex Street from Haymarket to Barangaroo South was eliminated during this short listing process. A George Street option from Central to Circular Quay was also short listed and is being assessed. If proven to be feasible, the George Street option is likely to precede the Hickson Road option but would also serve Barangaroo as commuters would disembark at a Wynyard light rail stop and proceed to Barangaroo on foot via Wynyard Walk. As the Sydney Light Rail Strategic Plan will not be complete until later in 2012, this Integrated Transport Plan does not pre-empt the results of this assessment and the Government s final position. However, Transport for NSW will continue to work closely with Barangaroo Delivery Authority, Lend Lease and City of Sydney to futureproof a future light rail corridor on Hickson Road. The bus service recommended above in Action 10 could serve as a substitute for light rail from Circular Quay to Barangaroo in the short term. Subject to the findings of the Sydney Light Rail Strategic Plan, during construction of any light rail in the CBD, either in George Street or from Circular Quay to Barangaroo, there would be relocation of many existing bus routes. This could include relocation of the bus services serving Barangaroo recommended in Section 3.2 above.

33 Network Actions and Objectives ACTION OBJECTIVE 17. Prepare a design and costed implementation plan for Wynyard Station upgrade (by the end of 2012) with options to: Increase station concourse capacity to meet both short term and longer term growth in rail passengers provide additional stair capacity from platforms 3 and 4 relocate, upgrade and increase the number of ticket barrier facilities provide more space between stairs and barriers provide an efficient interface between Wynyard Walk and the ticket barriers widen the corridor from Wynyard Walk around the concourse Improve signage. 18. Investigate upgrading the capacity and management of platforms (by the end of 2012) with options such as: Increase platform capacity to meet forecast growth in rail passengers and to support the introduction of additional rail capacity. Provide more space for passengers Optimise the efficiency of platform usage Improve signage and passenger information 4.2 Network Capacity Improvements Wynyard Station As stated above in Section 3.7, the AM peak hour number of passengers exiting Wynyard Station (all platforms) is forecast to increase as shown: 23,200 passengers in ,200 passengers in ,300 passengers in ,200 passengers in 2024 with North West Rail Link The forecast increase in passengers exiting each platform in the AM peak will require measures to upgrade the capacity and management of stairs, paid concourse area and ticket barriers. The forecast increase in passengers waiting for trains in the PM peak will require measures to upgrade the management of platforms. In addition, the Wynyard station concourse accommodates a high number of non-rail pedestrians between the Kent Street tunnel and George Street. This movement is expected to increase with the development of Barangaroo and the completion of Wynyard Walk in 2015, and will require measures to widen the unpaid corridor around the paid concourse. A concept design to upgrade the Wynyard Station concourse to meet these requirements is under preparation by TfNSW, as the basis for further development. This concept design takes into account the interface to Wynyard Walk, and associated excavation works, movement of the Station Manager s office, and purchase of existing retail and tavern facilities. With the forecast growth in rail passengers including those generated by the Barangaroo development, there are benefits in upgrading the concourse in the short term to improve passenger flows and also to align with the construction of Wynyard Walk. The concept design is being developed to also meet the requirements of the high growth scenario and longer term growth. 33

34 Wynyard Bus Interchange Actions and Objectives ACTION OBJECTIVE 19.Complete the Feasibility Study of Wynyard Bus Interchange improvements by mid 2013, in consultation with stakeholders with short term options such as: Improve management of bus operations Increase number of bus stops and bus layover spaces Increase priority for buses in York and Clarence Streets Reduce existing delays to buses and bus passengers Improve service reliability Accommodate short term bus growth Accommodate changes following opening of North West Rail Link Reduce congestion and conflicts with general traffic Reduce general traffic through the bus interchange area Improve passenger information and passenger amenities. 20. Investigate options for bus route diversion to relieve York Street, such as to via the Cahill Expressway to the North East CBD by mid Reduce delays to buses and bus passengers Wynyard Bus Interchange The number of buses in the AM peak approaching the Wynyard Bus Interchange in York Street already exceeds the capacity of the existing kerbside and the capacity of the existing traffic management system, resulting in existing peak hour congestion and delays to bus passengers. Whilst the forecast growth in bus passengers is lower than the growth in rail passengers, and there is expected to be a reduction in the number of buses on opening of the NWRL around 2019, the existing congestion problems together with the forecast growth in demand for bus travel justify actions to improve the capacity of Wynyard Bus Interchange. This will be especially so if the high growth scenario occurs. Recent congestion management initiatives have included the diversion of some Harbour Bridge bus routes away from York Street by using Grosvenor Street, and there is the potential to divert more routes such as via the Cahill Expressway to the North East side of the CBD. It is unlikely that more services could be diverted to Grosvenor Street due to capacity constraints. Also, a number of initial changes to traffic management are being implemented to reduce congestion in York and Clarence Streets. However, the diversion of buses and the initial changes to traffic management are not expected to fully overcome the need to address the current capacity issues. Preliminary investigations indicate there is potential for a Wynyard bus management plan to substantially change the use of York and Clarence Streets to provide additional capacity for buses and to reduce delays to buses and bus passengers. It could also improve passenger information and bus stop amenity. A feasibility study is currently under preparation by TfNSW. It would meet both the short term and longer term transport demands forecast for Barangaroo. The feasibility study needs further development and will require consultation with many stakeholders. 34

35 Rail network Actions and Objectives ACTION OBJECTIVE 21. Expand rail capacity on the Western Line in the shoulder peak as part of 2013 CityRail timetable changes. Manage forecast growth in demand by providing additional capacity outside the AM and PM peak hours. 22. Commence detailed planning of rail system efficiency and capacity upgrades to meet short term and longer term demand on the Western Line(by the end of 2012): signal and train control systems platform and passenger management to reduce dwell times Increase Western Line capacity in the short term by one train per hour in the AM and PM peaks Increase the Western Line capacity by a further three trains per peak hour to meet longer term growth Determine how to bring forward the introduction of extra trains, in the event of the high growth scenario Reduce dwell time and time between trains Prepare for operation of NWRL around Rail Network Capacity The forecasts to 2024 of rail passengers arriving at Wynyard Station, with the growth in jobs in the Northern CBD, including Barangaroo, indicate that additional capacity will be needed on the Western Line approaching Platform 4 in the AM peak and departing Platform 3 in the PM peak. The AM peak hour demand on the Western line arriving at Wynyard is forecast to increase from 20,940 passengers in 2011 to 22,770 in 2015, and at the high end of the forecasts 27,000 by 2024 (with NWRL in operation). The short term growth in demand is likely to require additional capacity in the AM and PM peak hours equivalent to one train per hour more than the current 2012 timetable (if moderate growth ) or two trains per hour (if high growth ). Note that this additional train capacity on the Western Line is additional to the current timetable introduced in October/November 2011 which increased the peak services to 20 trains in the busiest AM hour and 19 trains in the busiest PM hour. In the short term there are also opportunities to address the requirement for additional capacity by: Extension of the peak hour train frequency into the shoulder period either side of the peak, and Simplification of the stopping patterns of trains, to achieve more uniform passenger loads per train and reduce platform congestion in the PM peak. In the longer term the required increase in capacity on the Western Line is equivalent to four trains per peak hour (AM and PM) more than the current 2012 timetable. This capacity will be required soon after Barangaroo is fully occupied, by 2024 with a moderate growth scenario or 2020 with a high growth scenario. Note that this level of growth will have significant impacts on existing rail systems and may require significant measures such as improvements to signalling and train control systems, and longer term increases in rail capacity which are planned as part of the Government s new rail plan Sydney s Rail Future. 35

36 Major Events Actions and Objectives ACTION OBJECTIVE 23. Implement a Travel demand management plan to reduce peak hour demand, by means such as: Work Place Travel Plans for large employers within the development Limits on the number of all-day parking spaces available on-site at each stage of occupation. To encourage workers to use public transport, walking or cycling to go to work To achieve the mode share targets in the short term To reduce peak commuter demand to the site To spread demand into the shoulder peaks. 4.3 Major Events Barangaroo Central and Headland Park will be key locations for major events, for example, Australia Day and New Year s Eve celebrations. Such events will generate a large number of people into these precincts for short periods. Transport management for these events will be similar to current arrangements for major events in the CBD, with the message to the public being catch public transport to Wynyard station, Circular Quay, or Martin Place station and walk. Depending on the expected crowd size it may be necessary to also promote Town Hall and Martin Place stations combined with walk links. Headland Park is within walking distance of both Wynyard and Circular Quay (via Argyle Street). For larger events, certain road closures will be necessary to facilitate large pedestrian flows and vehicle access to Headland Park would be restricted to taxis, drivers with disabilities and pre-approved coaches. Barangaroo Central is within walking distance of Wynyard Walk and the proposed City Walk Bridge. Multiple high quality pedestrian connections are likely to be needed across Sussex Street/Hickson Road. During major events at Barangaroo Central, most people will use these connections to access Wynyard Station and the centre of the CBD. It will be necessary to have multiple high-capacity links that can handle bi-directional flow, such as the City Walk bridge to/from Napoleon- Margaret Street in addition to Wynyard Walk. Special event parking will also apply during major events around Barangaroo to facilitate pedestrian access as well as restrict car use, consistent with transport management of other special events in the CBD. 4.4 Delivery and Service vehicles Barangaroo South and Central will contain retail, catering and hospitality facilities which are dependent on delivery and service vehicles. Like the rest of the CBD, a significant proportion of weekday traffic to Barangaroo from 6am-6pm could be delivery and service related vehicles. However, there is an opportunity for Barangaroo to be different from the rest of the CBD, with controls on delivery and service times, in order to reduce the number of commercial vehicles during peak periods and during times of pedestrian activity. Loading bays on site and within buildings would be preferred rather than on street. Limited allocation of loading zones with time of day allocation could be applied to also manage demand of delivery and service vehicles. It will be important to keep loading activities away from busy pedestrian area such as Transport Square. The traffic management plan recommended above (Action 8) would include consideration of these options for coaches. 36

37 4.5 Coaches Barangaroo is expected to attract up to 33,000 visitors a day. A proportion of these visitors will be leisure and educational visitors as well as tourists. A number of expected activities at Barangaroo will attract coaches for tourist, leisure and educational visit purposes including: The new hotel at Barangaroo South Educational and cultural facilities at Barangaroo Central Tourists visiting Barangaroo especially Headland Park; and Entertainment events throughout the whole site such as open air concerts. Coach parking could be provided in the following ways: Coach parking adjacent to the highest use facilities for visitors, that is, the hotel, major cultural facilities, and Headland Park Provide bus layover spaces at the proposed Hickson Road bus terminus for public buses, and separate layover spaces for private coaches Allocation of kerbside space to meet the needs of coaches, including time of day allocation to meet peak demand for each mode; and The existing King Street coach layover facility has capacity for 55 vehicles. It is currently well utilised. However, it could supplement coach parking for visitors to Barangaroo South. The traffic management plan recommended above (Action 8) would include consideration of these options for coaches. 4.6 Travel Demand Management As with any major trip generating development in metropolitan Sydney, TfNSW expects employers and landowners to implement travel demand management to reduce car dependency and increase use of public transport, walking and cycling by residents and workers. This is particularly important given the transport constraints and challenges of the Barangaroo site. Travel Demand Management Plans and Green Travel Plans are a key means of implementing travel demand. Such Travel Plans are designed to encourage workers and residents to use public transport, walking and cycling in preference to private car use through measures such as timetable and public transport maps, improved signage, provision of end of trip cycling facilities such as showers and lockers. In addition, Travel Plans can include telecommuting, peak spreading and car share programs. These Travel Plans can be formally requested via a Condition of Approval through the Development Assessment process. As discussed in Section 3.5 (Mode Share Targets), it is understood that the provision of all-day parking on-site at Barangaroo will be limited to 4% of the number of workers at every stage of development, to encourage early achievement of the mode share targets, which will also be encouraged by the promotion of Travel Demand Management Plans incorporating Green Travel Plans. 37

38 5EvaluATION of Transport Square 5.1 Background The Barangaroo Transport Executive Steering Committee was required to evaluate the merits of a possible Transport Square between Wynyard Walk and the proposed ferry terminal. Lend Lease presented their draft plan for Transport Square to the Barangaroo Transport Taskforce. TfNSW has undertaken a review of this plan from a Transport perspective, including further modelling of likely pedestrian flows. 5.2 Definition and Context of Transport Square Transport Square is located at the southern boundary of the Barangaroo development and is defined as the space between the proposed new ferry terminal at Barangaroo South and the Wynyard Walk bridge. It has also been referred to previously as Transport Place or Margaret Street West boulevard TfNSW anticipate significant accessibility benefits will be achieved as a result of Wynyard Walk providing a safe and efficient pedestrian link from Barangaroo South and its potential second city ferry hub to the Wynyard transport interchange, as well as George Street buses, potential George St light rail and Northern CBD destinations. TfNSW believe that whilst the primary interchange at Transport Square will be travellers arriving or continuing on foot, using Wynyard Walk or other pedestrian paths, the design of Transport Square does also need to consider requirements for interchange between potential ferry, bus and light rail services. Transport Square is approximately 220m in length and links Wynyard Station via Wynyard Walk to the southern end of Barangaroo, the King Street Wharf precinct as well as future potential transport infrastructure including ferry wharves, light rail and metro rail. The figure (figure 10 - page 40) outlines the Transport Square (in green shading) comprising of 4 key zones: Napoleon Plaza (at the eastern end) Shelley Square (significant interchange zone with Wynyard Walk bridge, future potential interchanges with light rail or bus) Margaret Street West Boulevard Wharf Plaza (western end location of proposed ferry terminal and important interchange zone). 38

39 Transport Square Actions and Objectives ACTION OBJECTIVE 24. Design Transport Square to consider agreed requirements relating to: Closure of Shelley Street To provide a high quality and usable pedestrian experience To enable design and construction of Wynyard Walk bridge to be integrated Capacity of the space to accommodate pedestrian movements Pedestrian amenity and safety Operations and maintenance Public domain and Design excellence Interchange between potential ferry, bus and light rail services. 25. Undertake detailed traffic planning of the consequences of closing Shelley Street on traffic in the King Street/Cockle Bay Wharf area (part of the Wynyard Walk Traffic Management Plan). 26. Undertake detailed pedestrian modelling in support of the development of the above requirements. To consider the traffic impacts of the closure of Shelley Street and to propose mitigation To ensure the detailed design and placement of items avoids pedestrian movement conflicts Consider potential conflict of cyclist and pedestrian movements on City Walk Bridge 27. Plan ferry wharf landside facilities for future ferry services to Barangaroo including structures for ticketing, gates and a taxi rank (See action 24 above) To safeguard space for the future Barangaroo Ferry Terminal and landside facilities 28. Future proof the locations for a potential bus stop/ light rail (on Hickson Road) and potential future metro station and provide future access to Barangaroo and interface with Transport Square To future proof for future public transport modes to service Barangaroo. 5.3 Transport Square conclusion and recommendations Representatives of key stakeholders have already been involved in developing concepts and assessing the merits for Transport Square. Through this process, it has been concluded that Transport Square has merit as a key interchange and public domain, with the following benefits: Provide adequate space for the circulation of pedestrians accessing Barangaroo and Wynyard Walk, and interchanging between future proposed transport modes ferry, bus, taxis, cycling and light rail Provide an interchange for walking routes from Wynyard, Kent and Margaret Streets Create a high quality public domain outcome that provides a user experience that is legible, comfortable, safe and highly accessible. 39

40 This assessment considered future predicted flows through Transport Square and considered that planning and design of Transport Square must enable movements across Transport Square during peak periods of up to: 13,000-15,000 pedestrians to/from Wynyard Walk 3,500-4,000 bus passengers walking from Margaret Street above ground assuming a 4% mode share for Barangaroo workers, about 1,400 ferry commuters arriving at the Barangaroo Ferry Wharf in the AM peak in 2024 (800 of whom will have non-barangaroo destinations), plus visitors. The closure of Shelley Street is being considered in the context of the design of the Wynyard Walk bridge and its impacts on local traffic movements. The recommended actions support the development of the Transport Square Interchange at Barangaroo (see Figure 10). In order to meet the short term growth requirements the actions identified above should commence immediately with TfNSW leading this work, in consultation with key stakeholders. Figure 10: Transport Square for discussion 40

41 6Appendix A: GLOSSARY Notes ABS: BDA: Australian Bureau of Statistics Barangaroo Delivery Authority 1. Meredith Sussex and Shelley Penn, Barangaroo Review, August northern CBD is the area north of King Street and west of The Domain. CoS: City of Sydney DDA: disability Discrimination Act GFA: gross Floor Area NWRL: north West Rail Link 3. Masson Wilson Twiney, East Darling Harbour Concept Plan, Sydney Harbour Foreshore Authority, Sept lend Lease (prepared by Arup),Barangaroo South Concept Plan Amendment (Mod 4) Transport Management and Access Plan Supplementary Report,August 2010 RMS: roads and Maritime Services 41

42 6Appendix B: Actions and Responsible Parties of Barangaroo INTEGRATED Transport Plan Table A - Short term actions to meet initial occupation ACTION Perform a comprehensive analysis of pedestrian access requirements to Barangaroo and identify required initiatives including footpath upgrades and widening. Investigate the feasibility of extending the shared Foreshore Path beyond Barangaroo via Walsh Bay to Circular Quay. Upgrade the existing bicycle shoulder lanes on Hickson Road or replace with a separated bicycle path (to be compatible with corridor for future light rail) Locate taxi ranks Responsible party TfNSW, City of Sydney and BDA City of Sydney BDA BDA Prepare a plan and designs to extend existing bus routes TfNSW Continue existing ferry services in the short term to King Street Wharf TfNSW Investigate options for bus route diversion to relieve York Street TfNSW Investigate the feasibility of Western Line operational changes TfNSW Implement a Travel Demand Management plan Lend Lease Design Transport Square Undertake detailed traffic planning of the consequences of closing Shelley Street on traffic in the King Street/Cockle Bay Wharf area (part of the Wynyard Walk Traffic Management Plan). Lend Lease, BDA, City of Sydney, TfNSW TfNSW 42

43 Table B Medium-Long term actions to support full occupation ACTION Construct the Wynyard Walk Responsible party TfNSW Construct the City Walk bridge Lend Lease Develop a Traffic Management Plan and enforcement system TfNSW Collect and analyse traffic counts, and perform a traffic study for the Barangaroo area by mid 2013 RMS & TfNSW Investigate the viability of a bus service & dedicated bus lane along Hickson Road in lieu of Light Rail TfNSW Perform planning by early 2013 for a ferry interchange at Barangaroo, including investigation of potential demand for Ferry patronage to Barangaroo by 2015 TfNSW Complete the Feasibility Study of Wynyard Bus Interchange improvements, in consultation with stakeholders TfNSW Undertake detailed pedestrian modelling in support of the development of the above requirements TfNSW Plan ferry wharf landside facilities for future ferry services to Barangaroo BDA/Lend Lease Construct other bridges over Hickson Road as per planning approval BDA Extend the City of Sydney s bicycle network City of Sydney Plan the longer term CBD bus network as part of the NSW Long Term Transport Master Plan TfNSW Complete the Ferry Network Review TfNSW Complete the Sydney Light Rail Strategic Plan TfNSW Set aside corridor in Hickson Road for possible light rail from Circular Quay, with a future stop at Transport Square BDA Prepare a design and costed implementation plan for Wynyard Station upgrade TfNSW Investigate upgrading the capacity and management of platforms at Wynyard TfNSW Commence detailed planning of rail system efficiency and capacity upgrades to meet short term and longer term demand on the Western Line TfNSW Plan ferry wharf landside facilities for future ferry services to Barangaroo BDA/Lend Lease Future proof the locations for a potential bus stop/light rail (on Hickson Road) and potential future metro station and provide future access to Barangaroo and interface with Transport Square BDA 43

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