University of Wollongong Innovation Campus Masterplan

Transcription

1 University of Wollongong Innovation Campus University of Wollongong Innovation Campus Masterplan Traffic and Transport Assessment

2 Traffic and Transport Assessment Prepared for University of Wollongong Innovation Campus Prepared by AECOM Australia Pty Ltd Level 21, 420 George Street, Sydney NSW 2000, PO Box Q410, QVB Post Office NSW 1230, Australia T F ABN AECOM in Australia and New Zealand is certified to the latest version of ISO9001 and ISO AECOM Australia Pty Ltd (AECOM). All rights reserved. AECOM has prepared this document for the sole use of the Client and for a specific purpose, each as expressly stated in the document. No other party should rely on this document without the prior written consent of AECOM. AECOM undertakes no duty, nor accepts any responsibility, to any third party who may rely upon or use this document. This document has been prepared based on the Client s description of its requirements and AECOM s experience, having regard to assumptions that AECOM can reasonably be expected to make in accordance with sound professional principles. AECOM may also have relied upon information provided by the Client and other third parties to prepare this document, some of which may not have been verified. Subject to the above conditions, this document may be transmitted, reproduced or disseminated only in its entirety. AECOM makes no representations or warranties about the accuracy, reliability, completeness or suitability for any particular purpose of the data. By using the data you agree that AECOM is under no liability for any loss or damage (including consequential damage) that you may suffer from use of the data. Further, you agree to continually indemnify AECOM and their officers and employees against any loss, cost, expense, damage and liability of any kind (including consequential damage) arising directly or indirectly from or related to any claim relating to your use of the data or any product made from the data. Base data under license to Land and Property Management Authority (2011).

3 Quality Information Document Ref Date Prepared by Reviewed by Seamus Christley Erika Garbayo Revision History Revision Revision Date Details Name Position Authorised Signature A 10-Nov-2011 Draft for review Andy Yung Principal Transport Planner B 07-Mar-2012 Final Andy Yung Principal Transport Planner

4 Table of Contents Executive Summary i 1.0 Background Purpose and Changes to Transport Assessment Scope Report Framework Existing Conditions Site Description Public Transport Rail Services Wollongong Shuttle Bus Pedestrian and Cycle Facilities Local Road Network Squires Way Ajax Avenue Montague Street Cowper Street Background Traffic Growth Innovation Campus Masterplan Proposed Development Transport Impact Assessment Access Scenarios Public Transport and Alternative Transport Improvements Public Transport Pedestrian and Cycle Road Network Assessment Trip Distribution Trip Generation Modelling Results Recommendation Conclusions and Next Steps Conclusions Public Transport Pedestrian and Cycle Facilities Road Network Next Steps 18 Appendix A Paramics Modelling Appendix B Intersection Turning Movements A B

5 i Executive Summary This Traffic and Transport Assessment provides a review of the masterplan for the University of Wollongong s (UoW) Innovation Campus to incorporate Innovation Campus growth and actual traffic / transport factors since the original assessment (2002). The assessment considers the transport impacts associated with further development of the campus to 2016, on intersection performance, public transport and alternative transport modes, such as cycling and pedestrian connectivity. Currently, the Innovation Campus has a GFA of 56,591m 2. This is anticipated to grow to 70,591m 2 by This increase is due to a growth in research office, commercial, and education buildings. Based on this increase in GFA, and standard trip rates from the RMS s Guide to Traffic Generating Developments (2002), a total of 1,021 trips are anticipated to be generated from the site in the 2016 AM peak, with 998 trips in the 2016 PM peak. Analysis indicates that trip generation rates used in modelling the campus impact on the road network are potentially inflated, as existing trips generated from current land uses are lower than the RMS guidelines would suggest. Despite this, the higher trip rates have been used for all analysis as a worst case scenario. The impact of this increase in trips has been modelled on the surrounding road network using both microsimulation (Paramics) and static intersection assessment (SIDRA) for two access scenarios. The two road network scenarios investigated were: - Option 1 existing surrounding road network, with access to the Innovation Campus via Squires Way and Cowper Street only; and - Option 2 existing surrounding road network, with access to the Innovation Campus via Squires Way, Cowper Street and Montague Street (via Puckey Ave). Initial microsimulation results were superseded by the use of SIDRA, which indicated: - Under Option 1, of the four intersections assessed all recorded a LoS worse than LoS C in both AM and PM peaks, with the exception of Squires Way Elliotts Road, which operates at LoS D in the AM peak. Long queues on the northern leg of the intersection of Squires Way Access to Innovation Campus were also observed. It is noted, that while not included within the SIDRA assessment, under Option 1 the intersection of Bourke Street Kembla Street approaches capacity. - Under Option 2, no intersection recorded a LoS worse than LoS C in AM and PM peaks, with the exception of Squires Way Elliotts Road, which operates at LoS D in the AM peak. The intersection of Bourke Street Kembla Street operates within capacity under Option 2. Pedestrian and cycle facilities are proposed to be upgraded as a result of the campus expansion. End of trip bike facilities, such as lockers, showers and bike racks, will continue to be installed on site to increase the incentive for users to cycle to the site, reducing the need to travel by private vehicle. Cycling infrastructure linking surrounding suburbs to the campus will also be developed in future years, with north south linkages already provided on Squires way (east side of the carriageway) and soon to be formalised on Montague Street (west side of the carriageway where path has been constructed but requires signage and linemarking). Under Option 1, safe connection to the cycle way on Squires Way is provided through the existing signalised crossing. Under Option 2, connections are provided to both the Squires Way and Montague Street cycle routes, with the upgrade of the Montague Street and Puckey Avenue intersection including the installation of pedestrian facilities. Initially, a pedestrian refuge is proposed to be provided on the northern side of Montague Street. At a later stage in the campus expansion, the intersection of Montague Street and Puckey Avenue may need to be signalised with pedestrian crossings provided on each approach. Increasing provision for cycling and pedestrian mobility will support the existing active transport services supporting the campus, such as the Route 55 free shuttle bus and close proximity of North Wollongong and Fairy Meadow train stations. Based on the analysis undertaken, it is recommended that access Option 2 be pursued for the next stage of the campus expansion. Benefits of this option to the campus and local road network include, but are not limited to: - Reduced queuing on Squires Way and greater efficiency at intersections in the vicinity of the campus including the intersection of Bourke Street Kembla Street which is approaching capacity; and - Enhanced pedestrian and cyclist facilities on Montague Street.

6 1 1.0 Background 1.1 Purpose and Changes to Transport Assessment Scope AECOM was engaged by the University of Wollongong (UoW) to undertake a transport assessment (TA) for the Innovation Campus proposed masterplan review. The original assessment (2002) was based on the analysis years of 2016 and 2026 and was to cater for the anticipated network impacts associated with partial and full development of the Innovation Campus. The network assessment was initially proposed to be undertaken using the micro-simulation modelling software, Paramics and it was agreed that modelling would be carried out that reflected only the proposed options testing (discussed in Section 4.1) for 2016 and It was also agreed with the Roads and Maritime Services (RMS) that a base model would not be constructed due to variability in traffic conditions on Squires Way. At a subsequent meeting on 21 September 2011 with the RMS and Wollongong City Council (WCC), the scope of the transport assessment was altered to incorporate SIDRA analysis in lieu of the initial microsimulation modelling. In addition, it was requested that the TA for the Masterplan Review (this document), which is triggered at 45,000m 2, will only focus on development to the 2016 forecast year. Subsequent traffic assessments will consider further development of the Innovation Campus and incorporate the confirmed status of proposed future network upgrades, such as the Ajax Avenue extension, and consider input from other agencies, such as WCC and the RMS, on potential future road network upgrades and linkages. As such, the analysis year of 2026 has not been assessed in this TA. Therefore, the revised scope of the TA is to assess the potential impacts of the proposed development of the Innovation Campus to approximately 70-75,000m 2 1 by The impacts assessment will focus on public transport, alternative transport modes and the intersection performance of the local area road network, specifically the intersections of: - Squires Way Innovation Campus; - Squires Way Elliotts Road; - Montague Street Puckeys Avenue; and - Ajax Avenue Flinders Street. 1.2 Report Framework This report has been structured as follows: - Section 2 of this report provides a brief overview of the existing site conditions such as location of the site, existing public transport and pedestrian and cycle links; - Section 3 documents the Innovation Campus masterplan used in the analysis; - Section 4 provides details of the network analysis undertaken to assess the proposed Innovation Campus expansion; and - Finally, Section 5 of this report provides a summary and identifies next steps. 1 Refer to Section for detailed analysis of trip generation rates based on exact GFA estimates

7 2 2.0 Existing Conditions 2.1 Site Description The Innovation Campus is located to the north of Central Wollongong, approximately 2km from the CBD and approximately 1.5kms to the east of the UoW Main Campus. The site is bounded by Squires Way to the east, Elliotts Road to the north and Montague Street to the west. Access to the site is currently provided from Squires Way and Cowper Street. The Innovation Campus and its surrounding area can be seen in Figure 2.1. Figure 2.1 Site Context UoW Innovation Campus Elliotts Road Cowper Street Montague Street UoW Wollongong Campus Squires Way Source: AECOM; 2011 and LPMA; 2011

8 3 2.2 Public Transport Rail Services The Innovation Campus is situated between North Wollongong Railway Station to the south and Fairy Meadow Railway Station to the north. Both stations are serviced by the South Coast Line which runs between Central (Sydney) and Bomaderry (Nowra) or Port Kembla. Details of the rail service frequency at North Wollongong and Fairy Meadow Railway Stations are summarised in Table 2.1. During the weekday AM peak, in the northbound direction (towards Sydney) there is a train approximately every 15 minutes and in the southbound direction (towards Bomaderry) there is a train approximately every 20 minutes. The Wollongong Shuttle Bus provides a frequent bus service to both North Wollongong Railway Station and Fairy Meadow Railway Station. Table 2.1: Existing Rail Services and Frequencies for North Wollongong Station Route Services to and from North Wollongong Station AM peak (7-9am) PM peak (4-6pm) Central to Bomaderry or Port Kembla Bomaderry or Port Kembla to Central Services to and from Fairy Meadow Station Central to Bomaderry or Port Kembla Bomaderry or Port Kembla to Central Source: City Rail, 2011 Off peak (10am-3pm) Wollongong Shuttle Bus A free shuttle bus (Route 55) operates in Wollongong, seven days a week around the Wollongong City. It is a high frequency service from Wollongong Station to UoW travelling both directions via the Princes Highway and Cliff Road. The service operates on a loop that connects the Innovation Campus with the UoW Main Campus, Wollongong Hospital, Wollongong Railway Station, the City Centre, North Wollongong, Fairy Meadow Railway Station and the TAFE Campus at North Wollongong as shown in Figure 2.2. The service operates between 7am and 10pm, Monday to Friday running every 10 minutes during the peak hours and every 20 minutes during the off peak. On the weekends the service operates every 20 minutes between 8am and 6pm. Innovation Campus is served by two bus stops, one at the main entrance off Squires Way, and the other at the intersection of Squires Way / Elliot Rd. The shuttle bus also provides access to key bus interchanges within the area. The high connectivity provided to students and staff accessing the site through public transport is expected to result in a lower vehicle trip rate than other equivalent sites.

9 4 Figure 2.2 Wollongong Shuttle Bus Route Map Source: Transport Info ( com.au), 2011

10 5 2.3 Pedestrian and Cycle Facilities Currently pedestrian footpaths are located on Squires Way and Montague Street. The eastern side of Squires Way has a dedicated pedestrian and cyclist path, separated from the road by a grass verge. Pedestrians are able to access the footpath via the Innovation Campus access intersection with Squires Way. There are currently no other pedestrian crossings on Squires Way. There is a pedestrian footpath of the eastern side of Montague Street and the Accommodation Precinct can be accessed from Montague Street via a pedestrian footbridge. Cyclists commuting to the campus are able to use the shared path on the eastern side of Squires Way which runs for its whole length and will soon be able to use a shared path on Montague Street, see Figure 2.3. According to the Wollongong City Bicycle Plan a cycleway is proposed on Elliotts Road, which would connect the existing cycle ways on Montague Street and Squires Way with each other and with Fairy Meadow Railway Station. Figure 2.3 Pedestrian and Cycle Map Source: Wollongong City Council Development Control Plan, 2009; p84

11 6 2.4 Local Road Network The main roads adjacent to the campus are Squires Way and Montague Street, with the former providing the current main access to the Innovation Campus Squires Way Squires Way runs in a north-south direction, intersecting with George Hanley Drive and Virginia Street at its southern end and Elliotts Road at its northern end. It is a two-way road with one lane in each direction. The southern section of Squires Way, south of the bridge has a posted speed limit of 60km/h and the northern section between the bridge and Elliotts Road has a posted speed limit of 70km/h. Squires Way provides access to the main entry of the Innovation Campus Ajax Avenue Montague Street Montague Street runs parallel to Squires Way, to the east of the Innovation Campus. It is a two-way road with one lane in each direction and has a posted speed limit of 50km/h. Montague Street becomes Ajax Avenue at approximately 150m from the intersection with the Princes Highway. There is currently a causeway (across Fairy Meadow Creek), linking Innovation Campus to Montague Street along the Puckey Avenue alignment. This causeway is only used for construction traffic, pedestrians and cyclists. It is closed in non-peak times and in the event of wet weather. Montague Street provides direct access to Fairy Meadow Railway Station Cowper Street Cowper Street is a two-way road extending southwards from Elliotts Road. It has a 50km/h speed limit and currently provides access to the northern section of the campus. 2.5 Background Traffic Growth AECOM engaged Gabites Porter to undertake TRACKS modelling for 2011, 2021 and 2036 in order to determine suitable background growth rates for the areas surrounding the Innovation Campus. The TRACKS modelling was based on latest land use assumptions. In order to calculate the background growth rates on Squires Way and other parallel collector roads Princes Highway and Ajax Avenue Montague Street, the following approach was implemented: - Traffic volumes from the TRACKS model (refined in the vicinity of the campus) were provided for development access Options 1 and 2 as described in Section 4.2; - Campus-generated traffic was removed in both options across the three key roads in the local area: Squires Way, Princes Highway and Ajax Avenue; and - Associated growth rates for the time periods and were calculated for each option. According to the TRACKS modelling, there is negligible traffic growth (up to 0.4% p.a. in the northbound direction only) between 2011 and AECOM, on approval from the RMS, has applied these growth rates to the road network in the vicinity of the Innovation Campus to determine the future year traffic scenarios in 2016.

12 7 3.0 Innovation Campus Masterplan 3.1 Proposed Development The proposed masterplan for the Innovation Campus can be seen in Figure 3.1. Table 3.1 provides a summary of the estimated gross floor area (GFA) growth to The Innovation Campus currently has built GFA of 56,591m 2. This is anticipated to grow to approximately 70-75,000m 2 by This increase is due to a growth in research office, commercial, and education buildings. Trip generation associated with this increase in GFA is covered in Section 4.2. It is noted that this TA is focused on the campus development up to 2016 Further development beyond 70-75,000m 2 (i.e. beyond 2016) will require additional traffic assessment with input from WCC and RTA which will include an updated area WOLSH model which includes the Ajax Avenue link (WCC have advised that they will undertake this model prior to 2016 with input from UoW and RTA). Table 3.1: Proposed GFA modifications Land Use GFA (m 2 ) Childcare (Heritage) - 1,000 Student Accommodation 19,196 19,196 Research Office 9,002 16,002 Commercial 17,371 21,371 Education 6,217 8,217 Hotel Motel - - Science Centre 4,010 4,010 Retail Function Room Total 56,591 70,591 Source: University of Wollongong, 2011

13 8 Figure 3.1 Innovation Campus Masterplan Source: GBB Architects; 2012

14 9 4.0 Transport Impact Assessment 4.1 Access Scenarios In order to satisfactorily cater for the increase in travel demands on the surrounding road network in 2016, two access scenarios were assessed, namely: - Option 1 existing surrounding road network, access to the Innovation Campus via Squires Way and Cowper Street; - Option 2 existing surrounding road network, access to the Innovation Campus via Squires Way, Cowper Street and Montague Street (via Puckey Avenue). 4.2 Public Transport and Alternative Transport Improvements Public Transport As noted in Section 2.2, public transport services are provided to and from the site with the Route 55 free shuttle bus. In addition the site s proximity to Fairy Meadow and North Wollongong train stations provides access for individuals travelling from outside the shuttle bus route. These existing services are anticipated to adequately cater for the increase in demand Pedestrian and Cycle Pedestrian and cycle facilities are anticipated to be expanded with the campus development. Additional end of trip bike facilities, such as lockers, showers and bike racks, will be provided on site to increase the incentive for users to undertake bike trips. Cycling infrastructure linking surrounding suburbs to the campus will also be developed in future years. The Wollongong Development Control Plan (DCP) comments on the installation of a bicycle path on the western side of Montague Street. The potential therefore exists to provide a direct linkage to the cycle network through the Puckey Avenue bridge. Under Option 1, safe connection to the cycle way on Squires Way is provided through the existing signalised crossing at the Campus entry. Under Option 2, connections are provided to both the Squires Way and Montague Street cycle routes, with the upgrade of the Montague Street and Puckey Avenue intersection including the installation of pedestrian facilities. Initially, a pedestrian refuge is proposed to be provided on the northern side of Montague Street. At a later stage in the campus expansion, the intersection of Montague Street and Puckey Avenue will be signalised with pedestrian crossings provided on each approach. 4.3 Road Network Assessment Trip Distribution In the Option 1 AM peak, 85 per cent of the generated Innovation Campus traffic has been distributed to the main access at the intersection of Squires Way Innovation Campus Access. The remaining 15 per cent is distributed via Cowper Street to the north of the campus. For the Option 2 AM peak, 50 per cent of traffic utilises the main access, 18 per cent enters via Cowper Street and the remaining 32 per cent has been allocated to the proposed access via Puckey Avenue. This redistribution is based on anticipated traffic patterns derived from the TRACKS model. In the Option 1 PM peak, 78 per cent of traffic exits the campus via the intersection of Squires Way Innovation Campus, while the remaining 22 per cent exits via Cowper Street. Within the PM peak analysis for Option 2, 41 per cent of traffic departs the campus at the intersection of Squires Way Innovation Campus and 44 per cent via Puckey Avenue. The proposed Cowper Street accounts for the remaining 15 per cent. Again, this redistribution is based on anticipated traffic patterns derived from the TRACKS model.

15 Trip Generation Trip generation for the expansion to 2016 was determined primarily through the use of the RMS s Guide to Traffic Generating Developments (2002). Table 4.1 demonstrates the trip generation for the proposed land uses in Based on these guidelines a total figure of 1,021 trips is anticipated to be generated from the site in the 2016 AM peak, with 998 trips in the 2016 PM peak. Currently, the Innovation Campus has a built GFA of approximately 56,600m 2. The guidelines used to calculate the trip rates were applied to the existing GFA and yielded a trip generation of 687 and 684 trips in the 2011 AM and PM peaks respectively. A comparison against existing 2011 traffic counts was undertaken to consider specific characteristic of the university. The traffic counts identified an AM and PM peak hour trip generation of approximately 220 trips and 270 trips respectively, approximately 30 to 40 per cent of the theoretical calculations. Based on this comparison, it is unlikely that trip generation for the site will reach the theoretical trip generation as summarised in Table 4.1, in part due to the travel characteristics of students, research staff, residential students and academics, who travel outside of the typical AM and PM peaks. For example, most students residing in student accommodation travel by bus and not private vehicle to the main campus due to parking restrictions. Nevertheless, in order to assess a worst case scenario, the theoretical trip generation was used in all modelling. Table 4.1: Land Use and Trip Generation Land Use GFA (m2) Trip Rate Trip Generation (2016) AM PM AM PM Childcare (Heritage) - 1, (GFA) (GFA) Student Accommodation 19,196 19, (dwelling) 0.24 (dwelling) Research Office 9,002 16, (GFA) (GFA) Commercial 17,371 21, (GFA) 0.02 (GFA) Education 6,217 8, (GFA) (GFA) Hotel Motel (unit) 0.4 (unit) - - Science Centre 4,010 4, Retail (GFA) 0.05 (GFA) Function Room (GFA) (GFA) Total 56,591 70, , Source: AECOM; 2011, RMS Guide to Traffic Generating Developments; 2002, Institute of Transport Engineers Trip Generation, UoW Traffic and Transport Study; 2002, ic Car parking Strategy, 2008

16 Modelling Results The capacity of an urban road network is controlled by the throughput of traffic at intersections within that network. Average delay is commonly used to assess the actual performance of intersections, with Level of Service (LoS) used as an index. A summary of the LoS index is shown in Table 4.2. Table 4.2: Level of service criteria for intersections Level of Service Average Delay Vehicle (secs veh) Traffic Signals Roundabout Give Way Stop Signs A Less than 14.5 Good operation Good operation B 14.5 to 28.5 Good with acceptable delays and spare capacity Acceptable delays and spare capacity C 28.5 to 42.5 Satisfactory D 42.5 to 55 Operating near capacity Satisfactory, but accident study required Near capacity and accident study required E 55 to 70.5 F >70.5 At capacity; at signals incidents will cause excessive delays Roundabouts require other control mode At capacity; requires other control mode At capacity; requires other control mode Source: Guide to Traffic Generating Developments, RMS 2002 LoS D is generally accepted by the NSW RMS as a design constraint. It should also be noted that capacity constraint can be used as a demand management technique and that over-provision of capacity can encourage more car use. Delay is defined as the time difference between the theoretical travel time for a vehicle to travel from an upstream intersection through a specified intersection at the signpost speed, and the average travel time recorded by the simulation. It should be noted that simulation programs such as Paramics use a different paradigm to gather vehicle delay than the intersection modelling packages such as SIDRA. As noted in Section 1.1, the RMS requested a change in intersection analysis software from a microsimulation based approach to static intersection based assessment. SIDRA 5.1 was adopted to model anticipated changes caused as a result of the proposed development. There are four main intersections that are impacted by the proposed masterplan for the Innovation Campus, namely: - Squires Way Innovation Campus; - Princes Highway Ajax Avenue; - Squires Way Elliotts Road; and - Montague Street Puckeys Avenue. Paramics results are provided in Appendix A for information. Under proposed Option 1, there are no network modifications to existing accesses to the Campus. As such the intersection of Montague Street Puckeys Avenue is not relevant for analysis in Option 1.

17 Option 1 Access Scenario Squires Way Innovation Campus Access The SIDRA intersection layout and AM and PM peak results for the intersection of Squires Way Innovation Campus can be found in Figure 4.1 and Table 4.3. In the AM peak, the intersection as a whole operates at a level of service (LoS) of B with an average delay of 15.8 seconds. The degree of saturation does not exceed on any approach. The longest average delay is attributed to vehicles exiting the campus, who experience an overall delay of 47.4 seconds (LoS D). In the PM peak, the intersection operates with a satisfactory overall performance LoS C and corresponding average delay of 30.8 seconds. The Innovation Campus access again experiences the longest average delay per vehicle at 66.9 seconds (LoS E). Despite having the longest queue of any approach vehicles on Squires Way (S leg) are anticipated to experience the shortest average delay at 22.6 seconds. Long queues in the northbound direction on Squires Way are forecast with a 95 th percentile back of queue of approximately 430m. Figure 4.1 Intersection Layout for Squires Way Innovation Campus Source: AECOM; 2011 Table 4.3: 2016 Squires Way Innovation Access (Option 1) Approach Veh h LoS DoS 95% Back of Queue Av Delay (s) AM Peak Squires Way (S leg) 703 A Squires Way (N leg) 1,231 A Access to Innovation Campus (W leg) 260 D Total 2,194 B PM Peak Squires Way (S leg) 1,243 B Squires Way (N leg) 473 A Access to Innovation Campus (W leg) 520 E Total 2,236 C Source: AECOM; 2011

18 13 Princes Highway Ajax Avenue The intersection of the Princes Highway Ajax Avenue, whilst included in analysis for Option 1, is relatively unaffected, with Innovation Campus traffic originating from the Princes Highway travelling with the major northsouth movement to and from the Bourke Street intersection. The intersection layout and performance statistics for the 2016 AM and PM peak periods can be seen in Figure 4.2 and Table 4.4. Figure 4.2 Intersection Layout for Princes Highway Ajax Avenue Source: AECOM; 2011 Table 4.4: 2016 Princes Highway Ajax Avenue (Option 1) Approach Veh h LoS DoS 95% Back of Queue Av Delay (s) AM Peak Princes Hwy (S leg) 1,416 B Ajax Ave (E leg) 362 D Princes Hwy (N leg) 2,242 B Total 4,020 B PM Peak Princes Hwy (S leg) 1,815 A Ajax Ave (E leg) 315 C Princes Hwy (N leg) 1,484 B Total 3,614 B Source: AECOM; 2011 During the 2016 AM peak hour, the intersection operates at an overall LoS of B with an average delay of 24.3 seconds. Ajax Avenue experiences the longest average delay (44.5 seconds) due to the large amount of green time given to the Princes Highway. Ajax Avenue records the lowest degree of saturation at In the 2016 PM peak hour, the intersection also operates with a LoS of B. Improvements were recorded across all variables due to the 400 fewer vehicles passing through the intersection allowing for a more optimal allocation of road space and phase timings.

19 14 Squires Way Elliotts Road Performance statistics for the intersection of Squires Way Elliotts Road for the 2016 AM and PM peak periods can be seen in Figure 4.3 and Table 4.5. During the AM peak, the intersection operates at a LoS of D with a degree of saturation of In the PM peak the overall performance of the intersection improves to LoS C with a degree of saturation of This is in fact the measurement of the left turn lane on Elliotts Road (W). The next highest degree of saturation is Squires Way (S) with Figure 4.3 Intersection Layout for Squires Way Elliotts Road Source: AECOM; 2011 Table 4.5: 2016 Squires Way Elliotts Road (Option 1) Approach Veh h LoS DoS 95% Back of Queue Av Delay (s) AM Peak Squires Way (S leg) 471 C Elliotts Road (E leg) 3 C Squires Way (N leg) 1,109 F Elliotts Road (W leg) 417 C Total 2,000 D PM Peak Squires Way (S leg) 1,244 C Elliotts Road (E leg) 3 D Squires Way (N leg) 419 B Elliotts Road (W leg) 384 C 1.000* Total 2,050 C 1.000* * = caused by left turn slip lane overflow and not overcapacity at intersection. Elliotts Road (W) through movement degree of saturation is Source: AECOM; 2011

20 Option 2 Access Scenario Squires Way Innovation Campus Access The SIDRA AM and PM peak results for the intersection of Squires Way Innovation Campus are summarised in Table 4.6. The intersection layout remains identical to Option 1 as shown in Figure 4.1. In the 2016 AM peak, the intersection operates with a LoS of B with an average delay of 15.1 seconds. The degree of saturation does not exceed on any approach. The longest average delay is attributed to vehicles exiting the campus who experience an overall delay of 46.7 seconds (LoS D). In the PM peak, the intersection operates with a satisfactory overall LoS B and corresponding average delay of 19.4 seconds. The Innovation Campus access again experiences the longest average delay per vehicle at 56.9 seconds (LoS E). Despite having the longest queue of any approach vehicles on Squires Way (S leg) are anticipated to experience the shortest average delay at 15.9 seconds. The 95 th percentile queue for the Squires Way southern leg is approximately 100m shorter than Option 1. This provides greater contingency and allows for future flexibility. Table 4.6: 2016 Squires Way Innovation Access (Option 2) Approach Veh h LoS DoS 95% Back of Queue Av Delay (s) AM Peak Squires Way (S leg) 553 A Squires Way (N leg) 1,227 A Access to Innovation Campus (W leg) 206 D Total 1,986 A PM Peak Squires Way (S leg) 1,195 B Squires Way (N leg) 468 A Access to Innovation Campus (W leg) 272 E Total 1,935 B Source: AECOM; 2011 Princes Highway Ajax Avenue The performance statistics for the Princes Highway Ajax Avenue intersection can be seen in Table 4.7. The intersection layout remains the same as Option 1 as shown in Figure 4.2. In the AM peak, the intersection operates at overall LoS B with an average delay of 25.5 seconds. This is approximately one second greater delay than Option 1 due to the increased traffic accessing and egressing the university via Ajax Avenue. Ajax Avenue experiences the longest average delay at 44.2 seconds. This corresponds to LoS D. In the PM peak, the intersection operates with LoS B with an average delay of 22.4 seconds and a degree of saturation of Table 4.7: 2016 Princes Highway Ajax Avenue (Option 2) Approach Veh h LoS DoS 95% Back of Queue Av Delay (s) AM Peak Princes Hwy (S leg) 1,384 B Ajax Ave (E leg) 392 D Princes Hwy (N leg) 2,174 B Total 3,950 B PM Peak Princes Hwy (S leg) 1,861 B Ajax Ave (E leg) 406 C Princes Hwy (N leg) 1,575 B Total 3,919 B Source: AECOM; 2011

21 16 Squires Way Elliotts Road Performance statistics for the intersection of Squires Way Elliotts Road for the 2016 AM and PM peak periods are presented in Table 4.8. In the AM peak, the intersection operates at LoS D with a degree of saturation of The overall average delay at the intersection is 56.1 seconds. Given the high trip generation used (as discussed in Section 4.2.3), it is highly likely that the intersection will perform in a more optimal manner than that indicated by the SIDRA results. In the PM peak, the overall performance of the intersection is LoS D with a degree of saturation of and an average delay per vehicle of 55.1 seconds. As was noted in Option 1, this is the degree of saturation measurement for the left turn lane on Elliotts Road (W leg). The next highest degree of saturation is Squires Way (S leg) with Table 4.8: 2016 Squires Way Elliotts Road (Option 2) Approach Veh h LoS DoS 95% Back of Queue Av Delay (s) AM Peak Squires Way (S leg) 440 C Elliotts Road (E leg) 3 D Squires Way (N leg) 1,167 F Elliotts Road (W leg) 371 C Total 1,981 D PM Peak Squires Way (S leg) 1,182 F Elliotts Road (E leg) 3 D Squires Way (N leg) 414 B Elliotts Road (W leg) 388 C 1.000* Total 1,987 D 1.000* * = caused by left turn slip lane overflow and not overcapacity at intersection. Elliotts Road (W) through movement degree of saturation is Source: AECOM; 2011

22 17 Montague Street Puckey Avenue The intersection layout and performance statistics for the intersection of Montague Street Puckey Avenue in the 2016 AM and PM peak periods can be seen in Figure 4.4 and Table 4.9. In both AM and PM peak periods, the intersection operates with average delays per vehicle of 2.5 and 3.1 seconds respectively. Queuing is minimal in both periods with the degree of saturation not exceeding across either AM or PM peak periods. Figure 4.4 Intersection Layout for Montague Street Puckey Avenue Source: AECOM; 2011 Table 4.9: 2016 Montague Street Puckey Avenue (Option 2) Approach Veh h LoS DoS 95% Back of Queue Av Delay (s) AM Peak Montague St (S leg) 460 A Puckey Ave (E leg) 61 A Montague St (N leg) 432 A Total 953 N A PM Peak Montague St (S leg) 340 A Puckey Ave (E leg) 255 A Montague St (N leg) 297 A Total 892 N A Source: AECOM; Recommendation Option 2 provides the most efficient distribution of generated Innovation Campus traffic in The additional access to the site via Montague Street ensures that Innovation Campus traffic is removed from Squires Way, resulting in reduced northbound queuing on this approach. Whilst not analysed in SIDRA modelling, earlier Paramics analysis indicated that Option 2 results in significantly less congestion at the intersection of Bourke Street Corrimal Street.

23 Conclusions and Next Steps 5.1 Conclusions The further expansion of the Innovation Campus will see an increase in GFA up to 2016 to a total of 70-75,000m 2 GFA. The resultant increase in trips on the local road network would be better accommodated using the proposed Option 2 access arrangements which provides an additional access to the campus via the intersection of Montague Street Puckey Avenue. The following provides a summary of the three main elements of the TA study: public transport, pedestrians and cyclists, and intersection assessment Public Transport The campus is well serviced by public transport with the free Route 55 shuttle bus and it is closely located to both North Wollongong and Fairy Meadow train stations. It is not anticipated that additional public transport facilities will be required as part of the Stage 1 expansion Pedestrian and Cycle Facilities Currently, the Campus has a shared path cycleway running down the eastern side of Squires Way, with the WCC DCP (2009) proposing a shared path cycleway for the western side of Montague Street. The Puckey Avenue bridge for the preferred Option 2 access arrangement will provide a direct link to this new cycleway as well as providing an additional access for pedestrians via a pedestrian refuge on the northern side of the intersection Road Network The overall local road network performs better under the access arrangement proposed in Option 2, which proposes another campus access from Montague Street, via Puckey Avenue. Squires Way experiences reduced northbound queuing in the PM peak and the intersection of Bourke Street Corrimal Street performs with a lower average delay. This is due to a higher proportion of university traffic using Montague Street to access the campus. 5.2 Next Steps This assessment has focused on the Innovation Campus masterplan expansion, with development increasing the site s GFA to approximately 70-75,000m 2. Further development beyond 75,000m 2 GFA will require an additional transport assessment, which will incorporate the WCC proposed Ajax Avenue extension.

24 Appendix A Paramics Modelling

25 A-1 Appendix A Paramics Modelling Results Paramics models were constructed in the initial stages of the masterplan analysis. Whilst these results have now been superseded with the introduction of SIDRA analysis a summary incorporating level of service and average delay are provided below. Option In the AM peak all intersections operate with an overall level of service (LoS) of C or above. Whilst no base model was constructed Option 1 was calibrated against queue length surveys on Squires Way at the request of the RMS. The Calibration and Validation Report (Appendix B) provides in detail information as to this process. In the PM peak the intersection with the lowest overall performance level is Bourke Street Squires Way at LoS E. All other intersections are anticipated to operate at a level of service (LoS) of C or better. A full list of all turning movements for the 2016 Option 1 AM and PM peak can be found in Appendix C. Table A1: 2016 AM Peak (Option 1) Intersection Approach Average Delay Level of Service Princes Highway Elliotts Road Seconds LoS A LoS B LoS C LoS D LoS E LoS F Princes Highway (N leg) 15.3 Elliotts Road (E leg) 16.7 Princes Highway (S leg) 7.6 Overall 12.3 Squires Way Elliotts Road Seconds LoS A LoS B LoS C LoS D LoS E LoS F Squires Way (N leg) 18.4 Elliotts Road (E leg) N A Squires Way (S leg) 34.4 Elliotts Road (W leg) 29.2 Overall 25.0 Squires Way University Central Access Seconds LoS A LoS B LoS C LoS D LoS E LoS F Squires Way (N leg) 15 Squires Way (S leg) 4.3 University Access (W leg) 41.2 Overall 14.3 Bourke Street Squires Way Seconds LoS A LoS B LoS C LoS D LoS E LoS F Squires Way (N leg) 32.9 Bourke Street (E leg) 34.2 Squires Way (S leg) 11.2 Bourke Street (W leg) 49.7 Overall 33.0 Princes Highway Bourke Street Seconds LoS A LoS B LoS C LoS D LoS E LoS F Princess Hwy (N leg) 9.7 Bourke Street (E leg) 27.1

26 A-2 Intersection Approach Average Delay Princess Hwy (S leg) 9.5 Level of Service Overall 12.8 Princes Highway Ajax Avenue Seconds LoS A LoS B LoS C LoS D LoS E LoS F Princess Hwy (N leg) 10.0 Ajax Avenue (E leg) 56.0 Princess Hwy (S leg) 12.7 Overall 15.0 Source: AECOM; 2011 Table A2: 2016 PM Peak (Option 1) Intersection Approach Average Delay Level of Service Princes Highway Elliotts Road Seconds LoS A LoS B LoS C LoS D LoS E LoS F Princes Highway (N leg) 26.0 Elliotts Road (E leg) 23.2 Princes Highway (S leg) 8.5 Overall 16.7 Squires Way Elliotts Road Seconds LoS A LoS B LoS C LoS D LoS E LoS F Squires Way (N leg) 16.0 Elliotts Road (E leg) Squires Way (S leg) 23.0 N A Elliotts Road (W leg) 57.7 Overall 28.9 Squires Way University Central Access Seconds LoS A LoS B LoS C LoS D LoS E LoS F Squires Way (N leg) 7.1 Squires Way (S leg) 40.2 University Access (W leg) 28.2 Overall 30.4 Bourke Street Squires Way Seconds LoS A LoS B LoS C LoS D LoS E LoS F Squires Way (N leg) 31.6 Bourke Street (E leg) 77.6 Squires Way (S leg) 43.0 Bourke Street (W leg) Overall 66.4 Princes Highway Bourke Street Seconds LoS A LoS B LoS C LoS D LoS E LoS F Princess Hwy (N leg) 13.5 Bourke Street (E leg) 29.1 Princess Hwy (S leg) 43.2

27 A-3 Average Intersection Approach Delay Overall 27.4 Level of Service Princes Highway Ajax Avenue Seconds LoS A LoS B LoS C LoS D LoS E LoS F Princess Hwy (N leg) 18.1 Ajax Avenue (E leg) 30.0 Princess Hwy (S leg) 14.6 Overall 17.3 Source: AECOM; 2011 Option In the AM peak all intersections operate with a level of service (LoS) of B or better. In the PM peak the intersection with the lowest overall performance level is Bourke Street Squires Way at LoS E. All other intersections are anticipated to operate at a level of service (LoS) of C or above. A full list of all turning movements for the 2016 Option 2 AM and PM Peak can be found in Appendix C. Table A3: 2016 AM Peak (Option 2) Intersection Approach Average Delay Level of Service Princes Highway Elliotts Road Seconds LoS A LoS B LoS C LoS D LoS E LoS F Princes Highway (N leg) 13.4 Elliotts Road (E leg) 16.7 Princes Highway (S leg) 5.8 Overall 10.8 Squires Way Elliotts Road Seconds LoS A LoS B LoS C LoS D LoS E LoS F Squires Way (N leg) 17.2 Elliotts Road (E leg) Squires Way (S leg) 39.2 Elliotts Road (W leg) 25.9 Overall 24.8 Squires Way University Central Access Seconds LoS A LoS B LoS C LoS D LoS E LoS F Squires Way (N leg) 17.7 Squires Way (S leg) 5.0 University Access (W leg) 31.3 Overall 15.1 Bourke Street Squires Way Seconds LoS A LoS B LoS C LoS D LoS E LoS F Squires Way (N leg) 28.1 Bourke Street (E leg) 32.1 Squires Way (S leg) 11.0 Bourke Street (W leg) 26.4 Overall 23.3 N A

28 A-4 Intersection Approach Average Delay Level of Service Princes Highway Bourke Street Seconds LoS A LoS B LoS C LoS D LoS E LoS F Princess Hwy (N leg) 10.2 Bourke Street (E leg) 26.6 Princess Hwy (S leg) 16.0 Overall 14.6 Princes Highway Ajax Avenue Seconds LoS A LoS B LoS C LoS D LoS E LoS F Princess Hwy (N leg) 9.4 Ajax Avenue (E leg) Princess Hwy (S leg) 21.8 Overall 22.2 Source: AECOM; 2011 Table A4: 2016 PM Peak (Option 2) Intersection Approach Average Delay Level of Service Princes Highway Elliotts Road Seconds LoS A LoS B LoS C LoS D LoS E LoS F Princes Highway (N leg) 23.5 Elliotts Road (E leg) 23.6 Princes Highway (S leg) 9.6 Overall 16.5 Squires Way Elliotts Road Seconds LoS A LoS B LoS C LoS D LoS E LoS F Squires Way (N leg) 19.3 Elliotts Road (E leg) N A Squires Way (S leg) 33.3 Elliotts Road (W leg) 48.6 Overall 33.6 Squires Way University Central Access Seconds LoS A LoS B LoS C LoS D LoS E LoS F Squires Way (N leg) 5.8 Squires Way (S leg) 15.2 University Access (W leg) 32.0 Overall 16.7 Bourke Street Squires Way Seconds LoS A LoS B LoS C LoS D LoS E LoS F Squires Way (N leg) 70.5 Bourke Street (E leg) 70.1 Squires Way (S leg) 40.1 Bourke Street (W leg) Overall 65.7

29 A-5 Intersection Approach Average Delay Level of Service Princes Highway Bourke Street Seconds LoS A LoS B LoS C LoS D LoS E LoS F Princess Hwy (N leg) 11.1 Bourke Street (E leg) 31.1 Princess Hwy (S leg) 12.9 Overall 17.0 Princes Highway Ajax Avenue Seconds LoS A LoS B LoS C LoS D LoS E LoS F Princess Hwy (N leg) 20.0 Ajax Avenue (E leg) 28.5 Princess Hwy (S leg) 14.5 Overall 17.8 Source: AECOM; 2011

30 Appendix B Intersection Turning Movements

31 Option AM Peak Mod Avg Observed GEH Abs Diff % Diff GEH Check 8:00:00 AM 8:00:00 AM 8:00:00 AM 8:00:00 AM 8:00:00 AM 8:00:00 AM Junction Approach Arm MovementNode A Node B Node C Lookup Count Princess Hwy / Ajax Ave Princess Hwy to Ajax Avenue Left _32_ % Princess Hwy / Ajax Ave Princess Hwy to Princess Hwy Straight _32_ % Princess Hwy / Ajax Ave Ajax Avenue to Princess Hwy Right _32_ % Princess Hwy / Ajax Ave Ajax Avenue to Princess Hwy Left _32_ % Princess Hwy / Ajax Ave Princess Hwy to Princess Hwy Straight _32_ % Princess Hwy / Ajax Ave Princess Hwy to Ajax Avenue Right _32_ % Princess Hwy / Bourke St Princess Hwy to Bourke Street Left _61_ % Princess Hwy / Bourke St Princess Hwy to Princess Hwy Straight _61_ % Princess Hwy / Bourke St Bourke Street to Princess Hwy Right _61_ % Princess Hwy / Bourke St Bourke Street to Princess Hwy Left _61_ % Princess Hwy / Bourke St Princess Hwy to Princess Hwy Straight _61_ % Princess Hwy / Bourke St Princess Hwy to Bourke Street Right _61_ % Bourke St / Squires Way Squires Way to Bourke Street Left _70_ % Bourke St / Squires Way Squires Way to Squires Way Straight _70_ % Bourke St / Squires Way Squires Way to Bourke Street Right _70_ % Bourke St / Squires Way Bourke Street to Squires Way Right _70_ % Bourke St / Squires Way Bourke Street to Squires Way Left _70_ % Bourke St / Squires Way Bourke Street to Bourke Street Straight _70_ % Bourke St / Squires Way Squires Way to Squires Way Straight _70_ % Bourke St / Squires Way Squires Way to Bourke Street Left _70_ % Bourke St / Squires Way Bourke Street to Squires Way Left _70_ % Bourke St / Squires Way Bourke Street to Bourke Street Straight _70_ % Bourke St / Squires Way Bourke Street to Squires Way Right _70_ % Squires Way / Central Access Squires Way to Squires Way Straight _24_ % Squires Way / Central Access Squires Way to Sth Access Right _24_ % Squires Way / Central Access Squires Way to Squires Way Straight _24_ % Squires Way / Central Access Squires Way to Sth Access Left _24_ % Squires Way / Central Access Sth Access to Squires Way Left _24_ % Squires Way / Central Access Sth Access to Squires Way Right _24_ % Squires Way / Elliots Way Squires Way to Elliots Way Left _12_13 0 Squires Way / Elliots Way Squires Way to Squires Way Straight _12_ % Squires Way / Elliots Way Squires Way to Elliots Way Right _12_ % Squires Way / Elliots Way Elliots Way to Squires Way Right _12_14 0 Squires Way / Elliots Way Elliots Way to Squires Way Left _12_16 0 Squires Way / Elliots Way Elliots Way to Elliots Way Straight _12_18 0 Squires Way / Elliots Way Squires Way to Squires Way Straight _12_ % Squires Way / Elliots Way Squires Way to Elliots Way Right _12_13 0 Squires Way / Elliots Way Squires Way to Elliots Way Left _12_ % Squires Way / Elliots Way Elliots Way to Squires Way Left _12_ % Squires Way / Elliots Way Elliots Way to Elliots Way Straight _12_13 0 Squires Way / Elliots Way Elliots Way to Squires Way Right _12_ % Princess Hwy / Elliots Way Princess Hwy to Elliots Way Left _1_ % Princess Hwy / Elliots Way Princess Hwy to Princess Hwy Straight _1_ % Princess Hwy / Elliots Way Elliots Way to Princess Hwy Right _1_ % Princess Hwy / Elliots Way Elliots Way to Princess Hwy Left _1_ % Princess Hwy / Elliots Way Princess Hwy to Princess Hwy Straight _1_ % Princess Hwy / Elliots Way Princess Hwy to Elliots Way Right _1_ %