Cochlear HQ - EA Appendix I - Traffic Report Part 4

8/7/2019 Cochlear HQ - EA Appendix I - Traffic Report Part 4

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Traffic SignalRoundaboutExternal Road NetworkPrimary Internal RoadSecondary Internal RoadMain University AccessSecondary University Access

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G:\Folder_Server Location\Document Name.cdr

UniveIntern

ANDSECURITY

INFORMATION


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3.3 PRINCIPLES AND GUIDELINES

Guidelines for assessment of the road network can be allocated into three main categories:

Road classification (road hierarchy) how will traffic move through the precincts and areroads designed to accommodate with function in mind?

Road capacity are adequate lanes provided on the streets to accommodate traffic withoutsignificant congestion?

Intersection performance are delays at intersections acceptable?

A detailed description of the principles and guidelines against which the road networkperformance will be assessed is provided in Appendix C.

3.4 EXISTING TRAFFIC MOVEMENTS

There are a variety of sources of traffic volume counts utilised in this study:

The Roads and Traffic Authority maintains a database of Annual Average Daily Traffic (AADT)volumes on key roads in the Sydney network;

Ryde City Council undertook automatic vehicle counts on streets within the study area inJune 2004 and March 2005, these were published in the Macquarie Park Corridor TrafficStudy (Cardno, May 2005);

Traffix Pty Ltd undertook intersection traffic volume counts in 2007 as part of the MacquariePark Traffic Study; and

Colston Budd Hunt and Kafas Pty Ltd undertook intersection traffic volume counts in 2003,these were published in the Transport Aspects for the Proposed Macquarie University

Development Plan (CBHK, May 2006).

Traffic volumes from all of the above sources have been utilised in this study. The RTA publishedAADT volumes area provided in Table 3.1 for key arterial roads in the study area. The weekdayaverage daily traffic (WADT) volumes along with the corresponding peak hour traffic volumes areshown in Table 3.2 together with the available measured speeds.

Table 3.1 Annual Average Daily Traffic (AADT) Volumes (vehicles per day)

Years

Location 1993 1996 1999 2002 2005

Epping Road- at Terrys Creek bridge 56691 58142 42931 43974 40718- east of Herring Road 60353 48273 49251 47039- east of wicks Road 92588 81413 75257 76798

Source: Roads and Traffic Authority of New South Wales Traffic Volume Data 2002 and 2005

The intersection turning volumes at critical intersection on the external road networks within thestudy area were recorded in 2007. Intersection counts were undertaken for the current AM peak(7.15am 8.15am) and PM peak (4.30pm 5.30pm) periods. Internal intersections within theUniversity were not re-recorded in 2007, however, comparisons of control intersections were usedto determine traffic growth and estimates of the 2007 traffic volumes on these intersections wasthen estimated. The intersection turning volumes are presented on Figure 3.5.


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Table 3.2 Macquarie Park: Traffic Volumes and Speeds

Road Year

Of Count

ExistingWeekday

AADT

AveragePeak Hour

Flow

85th %tilespeedkm/h

Culloden Road between Epping Road & Waterloo Road 2005 6,169 594 57Culloden Road between Waterloo Road & Talavera Rd 2005 9,688 1,077 60Talavera Road between Culloden Road & Herring Road 2005 9,363 1,075 60Herring Road between Epping Road & Waterloo Road 2004 26,382 2,596 60Source: Macquarie Park Corridor Traffic Study (Cardno, May 2005)

3.5 MID-BLOCK CARRIAGEWAY PERFORMANCE

The existing carriageway traffic volumes and the corresponding carriageway performance alongCulloden Road, Balaclava Road, Herring Road, Epping Road and University Avenue is summarised inTable 3.3 for the AM and PM peak periods.

Table 3.3 Existing Mid-block Traffic Volumes & Carriageway LoS

AM Peak Hour PM Peak Hour

Road/Location

LanesEast/North

LoS

South/West

LoS Total

East/North

LoS

South/West

LoS Total

Culloden Road- North of Waterloo Rd 4U 819 A 239 A 1058 290 A 869 A 1159- South of Waterloo Rd 4U 120 A 66 A 186 234 A 253 A 487

- North of Epping Rd 4U 142 A 66 A 208 243 A 251 A 494Balaclava Road- North of Epping Rd 4UC 529 A 31 A 560 212 A 331 A 543Talavera Road- East of Culloden Rd 4U 895 A 137 A 1032 228 A 916 A 1144- West of Christie Rd 4U 1036 A 156 A 1192 335 A 680 A 1015- West of Herring Rd 3U 1044 A 216 A 1260 353 A 719 A 1072- East of Christie Rd 4DC 955 A 436 A 1391 462 A 719 A 1181Herring Road- South of Talavera Rd 4DC 449 A 467 A 916 713 A 389 A 1102- South of Innovation Rd 4DC 588 A 780 A 1368 735 A 748 A 1483- North of Waterloo Rd 4DC 948 A 677 A 1625 792 A 786 A 1578- South of Waterloo Rd 4DC 1611 B 475 A 2086 1023 A 1435 A 2458- North of Epping Rd 4DC 1624 B 442 A 2066 1081 A 1448 A 2529Epping Road- East of Culloden Rd 6DCL 2230 A 749 A 2979 1162 A 1902 A 3064- East of Balaclava Rd 6DCL 2778 A 882 A 3660 1303 A 2222 A 3525- West of Herring Rd 6DCL 2992 A 1172 A 4164 2374 A 3135 A 5509University Avenue- West of Herring Road 4U 167 A 447 A 614 94 A 381 A 475

The mid-block road sections internal to the Station South Precinct area, shown above, functionwith acceptable operating characteristics during both the AM and PM peak periods.


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AM Peak

PM Peak

Su bst a t io n Subs tationLE ASEDP LEASEDP10 747 9 7 107479710 747 9 7 107479710 747 9 7 1074797

TrafSele

Su bst a t io n Subs tationLE ASEDP LEASEDP

000(000)


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3.6 EXISTING INTERSECTION OPERATION

The intersections detailed below were assessed using the SIDRA software package to determinethe Degree of Saturation, Average Delay (in seconds) and Level of Service (Los) at eachintersection. The detailed results of this analysis are provided in Appendix D and summarised inTable 3.4.

Table 3.4 Existing Intersection Analyses

AM Peak PM Peak

IntersectionIntersectionControl Degree of

SaturationDelay

(s)

Levelof

Service

Degree of Saturation

Delay(s)

Levelof

Service

Epping Rd/ Balaclava Rd Traffic Signals 0.898 57.6 E 1.001 56.3 D

Epping Rd/ Herring Rd Traffic Signals 1.109 > 124 F 1.107 142.3 FWaterloo Rd/ Herring Rd Traffic Signals 0.640 40.1 C 1.000 68.7 E

Waterloo Rd/ Culloden Rd Roundabout 0.556 11.6 A 0.272 14.5 B

Talavera Rd/ Culloden Rd Roundabout 0.239 17.4 B 0.056 12.4 A

Talavera Rd/ Christie Rd Traffic Signals 0.699 16.1 B 0.745 15.0 B

Talavera Rd/ Herring Rd Traffic Signals 0.607 21.8 B 1.001 24.0 B

Epping Rd/ Culloden Rd Give Way (E-W) 0.019 9.2 A 0.161 8.4 A

Uni Ave/Western Rd Roundabout 0.047 12.2 A 0.340 12.8 A

Uni Ave/Car Park Roundabout 0.016 13.0 A 0.039 13.5 A

Uni Ave/Eastern Rd Give Way (E-W) 0.023 23.1 B 0.014 15.9 B

Uni Av/Research Park Dr Give Way (E-W) 0.561 26.6 B 0.252 16.1 B

Research Park Dr/Innovation Rd Give Way (E-W) 0.039 9.5 A 0.259 10.3 A

Research Park Dr/Science Rd Roundabout 0.114 11.5 A 0.015 11.8 A

Herring Rd/Innovation Rd Give Way (N-S) 0.057 10.7 A 0.054 12.6 A

Culloden Rd/Gymnasium Rd Give Way (N-S) 0.012 11.6 A 0.018 14.3 A

* Average Delay is provided for whole intersection for signalised intersection,for all other intersections the average delay for the worst approach is provided.

The signalised intersection of Epping Road and Balaclava Road currently operates at Level of Service (LoS) E during the AM peak and LoS D during the PM peak period, with averageintersection delay of 57.6 and 56.3 seconds per vehicle. Furthermore the degree of saturation of 0.898 and 1.001 for the AM and PM peak periods respectively indicates that the intersection isapproaching capacity for the AM peak period and has reached maximum capacity for the PM peakperiod.


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The signalised intersection of Epping Road and Herring Road shows excessive delays and LoS Fduring both AM and PM peak periods. The critical movements are:

during the AM peak periods: Epping Road western approach; and Herring Road southern approach.

during the PM peak periods: Epping Road eastern approach; Herring Road northern approach; and Herring Road southern approach.

The delays to those vehicles turning right into Epping Road are causing added delays to thenorthbound through traffic on Herring Road. The cars turning right have fully saturated thestorage bay at Herring Road (S), with a queue length of 69m.

The signalised intersection of Waterloo Road and Herring Road operates at LoS C during the AMpeak period and LoS E during the PM peak period. The intersection operates with high delays andsignificant queues during the PM peak period.

The intersection of Waterloo Road and Culloden Road operates with good performancecharacteristics during both peak periods.

All intersections along Talavera Road operate with good performance characteristics and wellwithin their capacities with LoS A or B.

The intersection of Epping Road and Culloden Road operates with good performance

characteristics during both peak periods.

All intersections along University Avenue operate with good performance characteristics and wellwithin their capacities with LoS A or B.

The following intersections all operate with good performance characteristics during both peakperiods:

Research Park Drive/Innovation Road; Research Park Drive/Science Road; Herring Road/Innovation Road; and

Culloden Road/Gymnasium Road.

3.7 EXISTING CAR PARKING

Existing off-street car parking facilities are available on the site at Waratah Day Care Centre with175 car spaces. On-street unrestricted parking is available on Herring Road on a small sectionlocated at the eastern side between Waterloo Road and Ivanhoe Place.

The Transport Aspects for the Proposed Macquarie University Development Plan (CHBK, May 2006)presented the results of parking accumulation surveys. The surveys were undertaken between8.00am and 7.00pm on an hourly frequency to assess the current utilisation.


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The surveys revealed that the peak accumulation occurred at 12 noon with 81% indicating thatthere generally is parking available throughout the day. The most heavily used car parks werethose located closest to the academic core - the Western, Centre and Southern car parks, and theleast utilised being the Northern car parks. Table 3.5 details the survey results.

Table 3.5 Off-Street Parking Supply & Occupancy within Macquarie University

Time Northern

Western

Centre

Southern

Eastern

FTRS*

Hotel

GSM

TOTAL

Supply 305 935 1970 175 1150 215 80 230 5060

Occupied (no. of cars)8.00 30 65 250 15 420 15 20 50 8659.00 35 360 925 40 650 65 10 110 219510.00 60 690 1635 105 760 110 10 125 349511.00 75 790 1815 135 730 105 10 130 379012.00 90 880 1920 175 780 130 5 130 411013.00 120 735 1815 135 760 140 5 130 384014.00 115 705 1660 125 750 130 10 120 361515.00 95 760 1615 115 695 110 10 125 352516.00 95 700 1445 105 630 95 10 130 321017.00 90 510 955 50 420 60 10 80 217518.00 65 425 705 25 310 45 15 70 166019.00 60 345 590 15 220 35 20 65 1350Average 78 580 1278 87 594 87 11 105 2819

Peak 120 880 1920 175 780 140 20 130 4110Occupancy %

8.00 9.8% 7.0% 12.7% 8.6% 36.5% 7.0% 25.0% 21.7% 17.1%9.00 11.5% 38.5% 47.0% 22.9% 56.5% 30.2% 12.5% 47.8% 43.4%10.00 19.7% 73.8% 83.0% 60.0% 66.1% 51.2% 12.5% 54.3% 69.1%11.00 24.6% 84.5% 92.1% 77.1% 63.5% 48.8% 12.5% 56.5% 74.9%12.00 29.5% 94.1% 97.5% 100.0% 67.8% 60.5% 6.3% 56.5% 81.2%13.00 39.3% 78.6% 92.1% 77.1% 66.1% 65.1% 6.3% 56.5% 75.9%14.00 37.7% 75.4% 84.3% 71.4% 65.2% 60.5% 12.5% 52.2% 71.4%15.00 31.1% 81.3% 82.0% 65.7% 60.4% 51.2% 12.5% 54.3% 69.7%

16.00 31.1% 74.9% 73.4% 60.0% 54.8% 44.2% 12.5% 56.5% 63.4%17.00 29.5% 54.5% 48.5% 28.6% 36.5% 27.9% 12.5% 34.8% 43.0%18.00 21.3% 45.5% 35.8% 14.3% 27.0% 20.9% 18.8% 30.4% 32.8%19.00 19.7% 36.9% 29.9% 8.6% 19.1% 16.3% 25.0% 28.3% 26.7%Average 25.4% 62.1% 64.8% 49.5% 51.6% 40.3% 14.1% 45.8% 55.7%Peak 39.3% 94.1% 97.5% 100.0% 67.8% 65.1% 25.0% 56.5% 81.2%

*FTRS - Film, TV & Radio SchoolSource: Transport Aspects for Proposed Macquarie University Development Plan, CHBK (May 2006)


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3.8 EXISTING PUBLIC TRANSPORT

In the past Macquarie University has traditionally been a car-dependent site. Over recent years anetwork of bus services has evolved to provide an alternative transport mode to access thecampus. The on-going expansion of the CityRail network by way of the Epping to Chatswood RailLink, will for the first time offer a direct rail link to the University and greatly improve publictransport access to the campus.

3.8.1 Bus

Exi st ing Bus Serv ices

Buses are currently the primary mode of public transport servicing the surrounding areas with over890 bus services operating on weekdays across 25 bus routes in the Macquarie Park corridor. TheUniversity is located on the northern cusp of Contract Region 7, within which the State TransitAuthority operates services (refer to Figure 3.6). Shorelink and Hillsbus also operate bus servicesto Macquarie University from locations outside of Region 7 such as Blacktown, Castle Hill, Gordonand Lindfield. The bus routes serving the Macquarie University area are shown in Figure 3.8 and asummary of bus services is provided in Table 3.6.

Figure 3.6 Sydney Metropolitan Bus Contract Regions (2005)

Source: http://www.transport.nsw.gov.au/busreform/Sydney-Regions-2005.jpg


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Bus route numbers

292293549

Drawing Title:


Bus RouMacquarie Par

Su b s tat i o n SubstationLE A S EDP LEA SEDP10747 97 107479710747 97 107479710747 97 1074797

Su b s tat i o n SubstationLE AS EDP LEA SEDP

296544611630140288289290292

294295545550560565611630750

459506507518560565

295550

292545

560565

292294295459

506545550560565

140290291292293294545

459508

289288

459508

290291293140

140288292544545550

611630295294296750

544550545

549

290291292

288289507518

292293549

140288290291295296289611630750


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Exi st ing Bus Inf rast ruct ure

Bus interchange facilities are located within the University and at the nearby Macquarie ShoppingCentre. The interchange within the University uses University Avenue as a westbound corridor forbuses and Macquarie Drive as an eastbound bus corridor. Terminating buses use Macquarie Drive as

a layover area before commencing their next route service.

Currently, bus stops are located along Macquarie Drive (northern side) and University Avenue(southern side). Two bus shelters are currently provided at the bus stops on Macquarie Drive andUniversity Avenue.

The Macquarie Shopping Centre bus interchange provides dedicated stances for 9 buses to stopand an additional 3 spaces for buses to layover, accessed via Herring Road north of WaterlooRoad.

The locations of bus stops, seats, shelters and timetables within the Macquarie Park corridor(outside of the University) are shown in Figure 3.8.


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Bus Stops:Shelter (includes seat)TimetableSeat Only (no shelter)

T3 LaneT2 LaneLocation of Bus Priority

Figure Name He

Drawing Title:

Bus In frastruMacquarie Park


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STSST

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ST STS

ST

ST

STST

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STX

STST

Su b s tat i o n SubstationLE AS EDP LEA SEDP

STX

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Cochlear HQ - EA Appendix I - Traffic Report Part 4

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