TAP-2006-KBR-GN-0360 Transport Access Program Flemington Station and Precinct Upgrade Traffic, Transport & Access Impact Assessment

Prepared for: Kellogg Brown Root Pty Ltd

Prepared by: GTA Consultants (NSW) Pty Ltd ABN 31 131 369 376 Level 6, 15 Help Street CHATSWOOD NSW 2067

29 August 2014

29/08/14

14S1282000

TAP-2006-KBR-GN-0360

Transport Access Program

Flemington Station and Precinct Upgrade

Traffic, Transport & Access Impact Assessment

Rev: C 29/08/14

Client: Kellogg Brown Root Pty Ltd Reference: 14S1282000 GTA Consultants Office: NSW

Quality Record Rev Date Description Prepared By Checked By Verified By

C 29/08/14 Concept Design R Manahan D van den Dool D van den Dool

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5 © GTA Consultants (GTA Consultants (NSW) Pty Ltd) 2014 1. The information contained in this document is confidential and intended solely for the use of the client for the purpose for which it has 130913 v been prepared and no representation is made or is to be implied as

NSW ( being made to any third party. Use or copying of this document in

– whole or in part without the written permission of GTA Consultants constitutes an infringement of copyright. The intellectual property contained in this document remains the property of GTA Consultants. TIA Report Report TIA Table of Contents

Table of Contents

1. Introduction 1 1.1 Background 1 1.2 Project Objectives 1 1.3 Purpose of This Report 2

2. Existing Conditions 3 2.1 Site Context 3 2.2 Existing Station and Interchange Facilities 3 2.3 Passenger Rail Services 4 2.4 Bus Services and Facilities 4 2.5 Taxi Facilities 7 2.6 Kiss and Ride 8 2.7 Parking Facilities 8 2.8 Pedestrian Access and Facilities 10 2.9 Pedestrian Volumes 13 2.10 To/from the west on the south side of The Crescent (757).Road Network 21

3. Proposed Interchange Improvements 25

4. Construction Stage Impacts 28 4.1 Construction Arrangements 28 4.2 Heavy Vehicles 28 4.3 Light Construction Vehicles 28 4.4 Pedestrian Access and Safety 29 4.5 Public Transport Access 29 4.6 Parking Impacts 29 4.7 Traffic Impacts 29 4.8 Recommended Mitigating Measures During Construction 30

5. Operation Stage Impacts 31 5.1 Traffic Impacts 31 5.2 Transport Impacts 31 5.3 Impacts of Pedestrian Crossing Relocation 31 5.4 Customer Access and Amenity 34 5.5 Recommended Mitigating Measures During Operation 34

6. Summary and Conclusions 35

Appendices A: Proposed Concourse and Interchange Plans

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Figures Figure 2.1: Site Location 3 Figure 2.2: Existing Facilities at Flemington Station 4 Figure 2.3: Bus Route 408 Map 5 Figure 2.4: Existing Bus Zone on The Crescent 6 Figure 2.5: Existing Bus Shelter on The Crescent 7 Figure 2.6: Existing Taxi Rank 8 Figure 2.7: Parking Time Restrictions 9 Figure 2.8: Informal Bicycle Parking 10 Figure 2.9: Pedestrian Desire Lines 11 Figure 2.10: Footpath on North Side of The Crescent 12 Figure 2.11: Pedestrian Crossing on The Crescent 12 Figure 2.12: Sydney Markets Footbridge – Pedestrian Flow Profile 14 Figure 2.13: Reference Locations for Weekend Pedestrian Counts 15 Figure 2.14: Surveyed Pedestrian Routes 17 Figure 3.1: Layout and Design of Proposed Improvements 25

Tables Table 2.1: Flemington Station Barrier Counts 2004 – 2012 13 Table 2.2: Flemington Station – Sample Weekend Pedestrian Count 15 Table 2.3: Calculated Two-Way Hourly Weekend Flows from Sample Counts 16 Table 2.4: Station Precinct Pedestrian Counts – Weekday 15-minute volumes 18 Table 2.5: Station Precinct Pedestrian Counts – Weekend 15-minute volumes 19 Table 2.6: Station Precinct Pedestrian Counts – Hourly Totals 20 Table 2.7: Henley Road/The Crescent Intersection Counts 23 Table 2.8: Modelled Existing Intersection Flows 23 Table 2.9: Existing Intersection Operation Peak period 24 Table 5.1: Location Options Considered for The Crescent Pedestrian Crossing 32 Table 5.2: Intersection Operation with Increased Traffic Volumes & Pedestrian Crossing 33

14S1282000 29/08/14 TAP-2006-KBR-GN-0360 – Flemington Station and Precinct Upgrade Rev: C Traffic, Transport & Access Impact Assessment Introduction

1. Introduction

1.1 Background

Transport for NSW, through the Transport Projects Division, is undertaking the Transport Access Program in NSW. The objective of the program is to provide better access to, within and around public transport interchanges, railway stations and surrounding station precincts, along with improvements in the station amenity, as well as incorporating additional staff and customer facilities.

Kellogg Brown Root Pty Ltd (KBR) has been engaged by Transport for NSW to prepare a Reference Design and associated technical documentation for the Flemington Station Precinct Easy Access Upgrade in Homebush West. In turn, KBR engaged GTA Consultants (GTA) as a subconsultant to undertake a Traffic, Transport and Access Impact Assessment (TT&AIA) Study with the view of informing the Reference Design, as well as to provide input into the preparation of a Review of Environmental Factors (REF) for the upgrade project.

The proposed Easy Access Upgrade Project (the ‘Project’) at Flemington Station and the surrounding interchange precinct includes the following features: • Relocation of concourse and stairs/demolition of existing concourse structure. • Provision of lifts. • Improvement of existing pedestrian facilities to provide a more efficient link between interchange facilities. • Realignment of The Crescent to facilitate pedestrian movements. • Provision of new interchange facilities such as kiss and ride and bicycle storage. • Provision of a family accessible toilet in the paid area of the station.

1.2 Project Objectives

The overall objectives of the Reference Design for the Project include: • Improving the customer experience (specifically by provision of canopies, improved interchange facilities and a high standard of urban design). • Improving accessibility and compliance with the Disability Discrimination Act (DDA) and the Disability Standards for Accessible Public Transport (DSAPT). • Improving modal access facilities and integration with surrounding precinct. • Where possible, increasing station capacity to address identified congestion issues (if any) and to accommodate patronage growth to 2036. • Upgrading transport modal interchange facilities and equipment to current standards. • Improving amenity for customers, including general access to the station and precinct facilities. • Facilitating future unmanned station operation through rationalisation of all station systems including security, ticketing and passenger information display. • Reviewing precinct facilities for life expired elements and recommending appropriate action. • Balancing the cost of ownership and maintenance with capital cost. • Providing documentation and data inputs into the TfNSW Review of Environmental Factors (REF) to secure planning approval.

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• Minimising construction stage impacts on passengers and station operations.

Specific design objectives include: • Verifying compliance with functional and operational requirements. • Promoting efficient and effective way-finding. • Minimising impacts to The Crescent road curtilage, in particular on-street parking. • Minimising pedestrian conflict, congestion and crowding points. • Minimising queuing at station and interchange facilities. • Increasing accessibility for commuters with mobility impairment. • Accommodating growth of patronage and changing travel and working patterns. • Improving station functionality, covering improved access to ticketing, platform clearance rates and station control (including congestion and pinch points).

1.3 Purpose of This Report

This report sets out an assessment of the traffic, transport and access impacts associated with the proposed upgrade works at Flemington Station and the surrounding public transport interchange and precinct, and identifies opportunities for more efficient transport interchange to meet customer requirements. This assessment covers both the construction stage and the operational stage of the project.

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2. Existing Conditions

2.1 Site Context

Flemington Railway Station is located in the suburb of Homebush West (the previous name of which was Flemington). It is in the Strathfield local government area (LGA), approximately 16 kilometres west of the Sydney central business district.

Flemington Railway Station is located between Homebush and Lidcombe Railway Stations on the Sydney Trains T2 Inner West and South Line. It is currently the 75th busiest station within the Sydney Trains network, with about 6,420 passengers recorded entering and exiting the station during an average weekday in 2011.

Flemington Railway Station is bounded by The Crescent to the south, where surrounding land is zoned as mixed use to medium residential, and Sydney Markets (previously Flemington Markets) to the north, where land use is classified as special activities.

To the south of the station and interchange, Henley Road intersects with The Crescent, forming a T-intersection. Both Henley Road and The Crescent are two-way roads (one lane in each direction), with kerbside parking on both sides. Parking time limits range from 30-minutes to one hour.

The roads in the interchange precinct are zoned with 50 km/h speed limits.

Figure 2.1 shows a map of the road network surrounding Flemington Railway Station and precinct (in red circle).

Figure 2.1: Site Location

Basemap Source: Sydway

2.2 Existing Station and Interchange Facilities

Figure 2.2 provides a summary of the existing station and interchange facilities available at Flemington Railway Station, as gathered from the Sydney Trains website.

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Figure 2.2: Existing Facilities at Flemington Station

Source: Sydney Trains (http://www.sydneytrains.info/stations/station_details.htm)

2.3 Passenger Rail Services

Flemington Station, on the T2 Inner West and South Line, provides Campbelltown-bound train services every 10-15 minutes between 6am and 12:45pm, and every 30 minutes between 4am and 6am.

City-bound services are provided every 10-15 minutes between 2pm and 8:40pm and every 30 minutes outside this period.

Services to other major destinations that are not on the T2 line would require transfers at key rail interchanges such as Strathfield, Lidcombe or Granville.

2.4 Bus Services and Facilities

Bus services are provided at a bus zone with capacity for two buses and located adjacent to the existing station entrance on the north side of The Crescent, to the east of the intersection with Henley Road. Service routes include route 408 (Sydney Buses, Burwood-Rookwood). The return journey does not pass directly outside The Crescent, due to the tight left-turn bus manoeuvre required at the Henley Road/The Crescent intersection. Bus Route 408 turns south instead on Hampstead Road from The Crescent, then west on Exeter Road then onto southbound Henley Road.

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Figure 2.3 shows the route map for bus route 408.

Figure 2.3: Bus Route 408 Map

Source: Sydney Buses website.

Nightrider buses also serve Flemington Station Precinct. Routes N60 (Fairfield-Town Hall) and N61 (Carlingford-Town Hall) provide night time services on Fridays, Saturdays, Sundays and public

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holidays. These use a designated bus stop on the south side of The Crescent, east of the Henley Road intersection.

The bus zone on the north side of The Crescent is also used by Star City shuttle buses and shuttle buses operated by Sydney Markets.

A bus shelter with seating is provided at the bus zone on the north side of The Crescent. However, the location and design of the existing bus shelter presents potential security issues, as it provides limited passive surveillance opportunity. The shelter’s walls limits views to/from the surrounding areas.

Figure 2.4 shows an image of the bus zone outside Flemington Railway Station, while Figure 2.5 shows a close-up image of the bus shelter.

Figure 2.4: Existing Bus Zone on The Crescent

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Figure 2.5: Existing Bus Shelter on The Crescent

2.5 Taxi Facilities

A taxi rank with capacity for two taxis is located adjacent to the station entrance on the north side of The Crescent.

The taxi rank is provided with the regulatory “Taxi Zone” signage, as well as a shelter and seating. The shelter however, does not allow adequate space to accommodate people with disabilities and there are no kerb ramps.

Figure 2.6 shows the existing taxi zone and taxi shelter outside Flemington Railway Station.

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Figure 2.6: Existing Taxi Rank

2.6 Kiss and Ride

There is no existing Kiss and Ride facility available at Flemington. However, car drivers have been observed to use the taxi rank as an informal drop-off zone for their passengers, noting that the taxi rank is often unoccupied during weekdays, with limited taxi demand observed.

2.7 Parking Facilities

2.7.1 Vehicle Parking There are no formal commuter car parking facilities are available in the interchange precinct. Time-restricted on-street parking is available on The Crescent and on Henley Road. The restrictions are generally either 30-minutes or 1-hour time limits, with limited spaces on The Crescent for 15-minute parking. Unrestricted parking is available on the streets surrounding the shopping precinct. Further parking is available at the Homebush West Shopping Precinct car park with a 2-hour time limit. Access to the shopping precinct car park is on Henley Road and Exeter Road. Pedestrians have been observed to frequently pass through this car park as a short cut to Flemington Station. Figure 2.7 shows the parking time restrictions in the Flemington Station Precinct.

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Figure 2.7: Parking Time Restrictions

½ P 1 P 2 P Unrestricted

Basemap Source: Google maps

2.7.2 Bicycle Parking There are no formal bicycle parking facilities available in the immediate vicinity of the station. Observations from site visits indicate that customers use the existing fencing outside the station to chain/secure bicycles, as shown in Figure 2.8. Up to 12 bicycles have been observed to be informally parked at the station precinct (chained to the railway fence) during the site investigation (weekday).

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Figure 2.8: Informal Bicycle Parking

2.8 Pedestrian Access and Facilities

2.8.1 Existing Station Access

Existing access to the station is achieved via two locations: • stairway from The Crescent near the bus zone and pedestrian crossing • footbridge linking the station concourse with Sydney Markets.

The footbridge is used by market goers, and previous sample surveys indicate pedestrian volumes of more than 1,000 pedestrians per hour (both directions) during busy weekends.

2.8.2 Disability Access

Flemington Station’s existing facilities do not accommodate disability access requirements.

A large part of the project is to comply with the requirements of the Disability Discrimination Act (DDA, 1992) and the Disability Standards for Accessible Public Transport (DSAPT, 2002), and provide equitable access to the transport interchange.

The proposed improvements are discussed in Section 3.

2.8.3 Pedestrian Desire Lines

Figure 2.9 shows the key pedestrian desire lines accessing Flemington Railway Station and Precinct. These include: • To/from residential and commercial developments in the Centenary Drive area, via The Crescent (north side).

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• To/from Henley Road and retail area, accessed via the pedestrian crossing on the east side of the intersection of Henley Road and The Crescent. • To/from Homebush Boys High School further to the east on The Crescent, via the pedestrian crossing and the footpath on The Crescent (east). • To/from Sydney Markets via the station concourse and footbridge (particularly during weekends).

Figure 2.9: Pedestrian Desire Lines

Basemap Source: Nearmap

Figure 2.10 shows the existing footpath on the north side of The Crescent, west of the station entry. This links with residential and commercial developments to the west, and is heavily used, particularly during weekday peak periods.

Figure 2.11 shows an image of the existing pedestrian crossing on The Crescent, east of the intersection with Henley Road. This is also heavily used during peak periods, particularly during weekday morning peak periods, with school students arriving by train.

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Figure 2.10: Footpath on North Side of The Crescent

Figure 2.11: Pedestrian Crossing on The Crescent

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2.9 Pedestrian Volumes

2.9.1 Train Passengers

Historical barrier count data for Flemington Railway Station has been gathered from information published by the Bureau of Transport Statistics1, covering the years 2004 to 2012, and given in terms of key time periods during the day. The barrier counts for 3.5-hour morning peak between 6:30am and 9:00am, as well as the totals for the day (24 hours), are shown in Table 2.1.

Table 2.1: Flemington Station Barrier Counts 2004 – 2012 6:00am - 9:30am 24 hours Year In Out In + Out In Out In + Out

2004 570 740 1,310 2,240 2,250 4,490

2005 760 690 1,450 2,390 2,390 4,780

2006 870 770 1,640 2,750 2,750 5,500

2007 980 840 1,820 3,100 3,100 6,200

2008 1,130 930 2,060 3,570 3,560 7,130

2009 1,300 760 2,060 3,330 3,320 6,650

2010 1,300 760 2,060 3,330 3,320 6,650

2011 1,250 740 1,990 3,210 3,200 6,410

2012 1,210 710 1,920 2,940 2,960 5,900

Source: Bureau of Transport Statistics

2.9.2 Sydney Markets Pedestrian Demand

The Flemington Station concourse is currently used by pedestrians to access Sydney Markets from The Crescent, via an elevated pedestrian walkway linking the station concourse with the pedestrian network within Sydney Markets, located to the north of the station.

It has been observed that during weekends, a high level of pedestrian demand associated with activity at Sydney Markets passes through Flemington Station. Previous surveys undertaken by Sydney Markets Ltd2 indicate that the Saturday pedestrian flows on the Sydney Markets footbridge builds up during the morning, peaks at around 12:00 noon, and thereafter drops significantly after 2:00pm.

This is shown in Figure 2.12.

1 From the Bureau of Transport Statistics website: http://visual.bts.nsw.gov.au/barrier/. 2 As presented in Flemington Station Concept Design Report – Appendix D: Traffic and Pedestrian Access Report (Figure 7), GHD, 2011.

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Figure 2.12: Sydney Markets Footbridge – Pedestrian Flow Profile

Data source: Sydney Markets Ltd Figure source: Flemington Station Concept Design Report – Appendix D: Traffic and Pedestrian Access Report (Figure 7), GHD, 2011. Sample Pedestrian Counts Site observations also support the survey findings that the market-related pedestrian demand through Flemington Station is generally limited during weekdays.

In order to assess the implications of weekend customer demand at Flemington, a sample pedestrian count was undertaken by GTA Consultants on a Saturday, between 11:00am and 2:00pm, for the volumes of pedestrian movements between three reference points: • Platforms 3 and 4 (Platform, P) • SML Pedestrian Footbridge (Markets, M) • Stairs to/from The Crescent (Street, S)

These are shown in Figure 2.13.

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Figure 2.13: Reference Locations for Weekend Pedestrian Counts M Markets

P Platform S Street

Basemap source: Nearmap

The results of the weekend sample pedestrian counts are shown in Table 2.2.

Table 2.2: Flemington Station – Sample Weekend Pedestrian Count Movements From From Time From Street From Markets From Markets From Street Platform to Platform to to Platform to Platform to Street to Markets Street Markets

11:00 - 11:15 31 9 69 116 32 42

11:15 - 11:30 23 45 39 101 21 36

11:30 - 11:45 32 25 83 79 33 37

11:45 - 12:00 36 49 91 111 28 46

12:00 - 12:15 37 7 62 7 44 26

12:15 - 12:30 39 29 93 140 48 51

12:30 - 12:45 17 16 49 64 31 14

12:45 - 13:00 48 33 130 130 62 65

13:00 - 13:15 36 16 116 54 33 40

13:15 - 13:30 34 20 71 48 22 48

13:30 - 13:45 44 39 104 82 49 53

13:45 - 14:00 35 28 102 64 38 23

3-hour Totals 412 316 1,009 996 441 481

[1] Refer to locations in Figure 2.12. Hourly Weekend Demand Volumes Two-way hourly pedestrian volumes between the different reference locations were calculated from the results of the sample counts shown in Table 2.2. These are provided in Table 2.3.

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Table 2.3: Calculated Two-Way Hourly Weekend Flows from Sample Counts Pedestrian Flows Hour Between Street and Between Platform and Between Markets and Platform Markets Street 11:00 to 12:00 250 689 275 11:15 to 12:15 254 573 271 11:30 to 12:30 254 666 313 11:45 to 12:45 230 617 288 12:00 to 13:00 226 675 341 12:15 to 13:15 234 776 344 12:30 to 13:30 220 662 315 12:45 to 13:45 270 735 372 13:00 to 14:00 252 641 306

The sample counts indicate that the peak hourly volume occurs during the hour from 12:15 to 13:15, with 1,120 pedestrians accessing Sydney Markets (776 to/from the platform and 344 to/from The Crescent stairs). Other Observations During the sample pedestrian counts, it was also observed that a significant number of pedestrians accessing Sydney Markets were carrying folding-type shopping carts, boxes of groceries and/or other bulky packages. This is to be expected at a market. There are significant capacity implications with people moving slower and taking up more space.

2.9.3 Station Precinct Pedestrian Flows

Sample pedestrian surveys were undertaken along key pedestrian desire lines in the station precinct, focused on the pedestrian crossings outside the station entry and on Henley Road. Sample weekday counts were undertaken on Friday 26 June 2014, from 7:15am to 1pm and 3- 6pm. Sample weekend pedestrian counts were undertaken on Saturday 27 June 2014 from 11am to 2pm.

The pedestrian routes covered in the survey were:

The Crescent pedestrian crossing/Station entry 1. From the east to the station on the north side of The Crescent, (same side as station). 2. From the west to the station on the north side of The Crescent, (same side as station). 3. From the east to the station on the south side of The Crescent (across pedestrian crossing). 4. From the west to the station on the south side of The Crescent (across pedestrian crossing). 5. To the east to the station on the north side of The Crescent, (same side as station). 6. To the west to the station on the north side of The Crescent, (same side as station). 7. To the east to the station on the south side of The Crescent (across pedestrian crossing). 8. To the west to the station on the south side of The Crescent (across pedestrian crossing).

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The Crescent / Henley Road intersection 9. To the south on the east side of Henley Road (around the south east corner of the Henley Road/The Crescent intersection). 10. From the south on the east side of Henley Road (around the south east corner of the Henley Road/The Crescent intersection). 11. To the west on the south side of The Crescent (across the Henley Road pedestrian crossing). 12. From the west on the south side of The Crescent (across the Henley Road pedestrian crossing). 13. To the north side of The Crescent from the south west corner of the intersection (no marked crossing). 14. To the south side of The Crescent from the south west corner of the intersection (no marked crossing).

These routes are shown in Figure 2.14.

Figure 2.14: Surveyed Pedestrian Routes

14 2 8 7 5 6 13 12 1 9 4 11 10 3

Basemap source: Google Maps

The results of the station precinct sample pedestrian counts are shown in Table 2.4, Table 2.5 and Table 2.6.

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Table 2.4: Station Precinct Pedestrian Counts – Weekday 15-minute volumes Total number of Direction pedestrians using crossing The Crescent Henley Road Henley Road Pedestrian The Crescent To the Station From the Station South East Corner Time Period Crossing (no marked crossing) The Henley North side South Side North Side South Side Away Away Away Towards Towards Towards Crescent Road from from from Station Station Station From East From West From East From West To East To West To East To West Station Station Station 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Friday 7:15–7:30 8 24 21 28 0 12 8 3 16 6 10 19 0 2 60 29

7:30–7:45 7 24 13 33 0 16 7 4 20 2 9 21 3 1 57 30

7:45–8:00 10 61 26 46 0 15 8 9 34 9 8 8 0 1 89 16

8:00–8:15 25 63 31 45 1 8 30 10 35 4 12 12 0 1 116 24

8:15–8:30 16 53 20 36 1 22 45 6 33 9 18 18 2 1 107 36

8:30–8:45 17 43 34 29 1 18 75 25 17 12 16 16 0 0 163 32

8:45–9:00 10 23 22 29 1 32 0 0 23 9 26 26 0 1 51 52

11:00–11:15 2 0 6 12 1 3 25 30 19 37 14 14 0 0 73 28

11:15–11:30 8 6 15 11 1 7 18 9 40 20 24 25 0 0 53 49

11:30–11:45 4 6 12 10 0 5 10 13 20 23 30 22 1 0 45 52

11:45–12:00 1 9 9 21 1 2 5 15 21 20 16 26 0 0 50 42

12:00–12:15 2 5 8 20 2 3 3 8 14 20 35 38 0 0 39 73

12:15–12:30 1 9 6 6 3 1 15 5 25 27 27 43 1 0 32 70

12:30–12:45 1 9 13 17 2 6 20 23 26 30 55 41 0 0 73 96

12:45–13:00 1 6 23 19 0 1 10 15 29 21 22 34 1 0 67 56

15:00–15:15 8 6 8 3 0 1 9 11 17 28 31 15 0 0 31 46

15:15–15:30 25 10 129 13 0 5 11 18 10 28 23 6 0 0 171 29 15:30–15:45 3 8 14 12 5 6 16 24 14 26 25 26 0 0 66 51 15:45–16:00 1 10 10 11 0 17 23 48 17 42 36 29 0 0 92 65 16:00–16:15 3 25 11 8 3 15 31 28 23 24 42 15 1 0 78 57 16:15–16:30 1 17 8 16 0 2 26 19 24 24 26 18 1 0 69 44 16:30–16:45 2 12 7 7 0 5 30 27 17 24 27 13 0 0 71 40 16:45–17:00 4 20 8 10 0 10 30 27 2 15 18 13 0 0 75 31 17:00–17:15 0 23 8 13 2 20 20 16 11 18 30 24 0 0 57 54 17:15–17:30 0 25 14 9 0 9 30 26 6 32 38 20 0 0 79 58 17:30–17:45 1 20 4 11 4 23 25 69 4 40 45 9 0 0 109 54 17:45–18:00 1 18 2 18 2 18 34 28 15 9 34 7 0 1 82 41

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Table 2.5: Station Precinct Pedestrian Counts – Weekend 15-minute volumes Total number of Direction pedestrians using crossing The Crescent Henley Road Henley Road Pedestrian The Crescent To the Station From the Station South East Corner Time Period Crossing (no marked crossing) The Henley North side South Side North Side South Side Away Away Away Towards Towards Towards Crescent Road from from from Station Station Station From East From West From East From West To East To West To East To West Station Station Station 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Saturday 11:00-11:15 1 11 33 28 1 6 32 32 24 26 54 39 0 0 125 93

11:15–11:30 2 16 36 41 0 14 30 28 34 36 50 64 2 0 135 114

11:30–11:45 2 10 23 38 0 5 40 39 50 67 49 24 0 0 140 73

11:45–12:00 2 12 35 34 1 11 41 25 42 44 36 48 1 3 135 84

12:00–12:15 1 20 42 30 5 3 26 32 46 44 66 58 0 0 130 124

12:15–12:30 4 19 44 31 0 1 45 39 45 43 34 51 0 0 159 85

12:30–12:45 2 8 42 35 0 19 24 28 43 57 48 69 0 0 129 117

12:45–13:00 4 11 40 28 1 12 32 21 35 58 65 56 3 0 121 121 13:00–13:15 8 14 18 50 0 10 38 37 72 56 67 52 2 0 143 119 13:15–13:30 10 16 38 32 1 11 30 19 72 33 57 47 1 4 119 104 13:30–13:45 9 16 26 35 2 6 27 24 25 50 52 40 0 1 112 92 13:45–14:00 9 12 23 20 12 5 17 31 43 44 38 34 0 2 91 72

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Table 2.6: Station Precinct Pedestrian Counts – Hourly Totals Total number of Direction pedestrians using crossing The Crescent Henley Road Time Period Henley Road Pedestrian The Crescent To the Station From the Station South East Corner (1 hour Crossing (no marked crossing) intervals) The Henley North side South Side North Side South Side Away Away Away Towards Towards Towards Crescent Road from from from Station Station Station From East From West From East From West To East To West To East To West Station Station Station 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Friday

7:15–8:15 50 172 91 152 1 51 53 26 105 21 39 60 3 5 322 99

7:30–8:30 58 201 90 160 2 61 90 29 122 24 47 59 5 4 369 106

7:45–8:45 68 220 111 156 3 63 158 50 119 34 54 54 2 3 475 108

8:00–9:00 68 182 107 139 4 80 150 41 108 34 72 72 2 3 437 144

11:00–12:00 15 21 42 54 3 17 58 67 100 100 84 87 1 0 221 171

11:15–12:15 15 26 44 62 4 17 36 45 95 83 105 111 1 0 187 216

11:30–12:30 8 29 35 57 6 11 33 41 80 90 108 129 2 0 166 237

11:45–12:45 5 32 36 64 8 12 43 51 86 97 133 148 1 0 194 281

12:00–13:00 5 29 50 62 7 11 48 51 94 98 139 156 2 0 211 295

15:00–16:00 37 34 161 39 5 29 59 101 58 124 115 76 0 0 360 191

15:15–16:15 32 53 164 44 8 43 81 118 64 120 126 76 0 1 407 202 15:30–16:30 8 60 43 47 8 40 96 119 78 116 129 88 0 2 305 217 15:45–16:45 7 64 36 42 3 39 110 122 81 114 131 75 0 2 310 206 16:00–17:00 10 74 34 41 3 32 117 101 66 87 113 59 0 2 293 172 16:15–17:15 7 72 31 46 2 37 106 89 54 81 101 68 0 1 272 169 16:30–17:30 6 80 37 39 2 44 110 96 36 89 113 70 0 0 282 183 16:45–17:45 5 88 34 43 6 62 105 138 23 105 131 66 0 0 320 197 17:00–18:00 2 86 28 51 8 70 109 139 36 99 147 60 1 0 327 207 Saturday

11:00–12:00 7 49 127 141 2 36 143 124 150 173 189 175 3 3 535 364 11:15–12:15 7 58 136 143 6 33 137 124 172 191 201 194 3 3 540 395 11:30–12:30 9 61 144 133 6 20 152 135 183 198 185 181 1 3 564 366 11:45–12:45 9 59 163 130 6 34 136 124 176 188 184 226 1 3 553 410 12:00–13:00 11 58 168 124 6 35 127 120 169 202 213 234 3 0 539 447 12:15–13:15 18 52 144 144 1 42 139 125 195 214 214 228 5 0 552 442 12:30–13:30 24 49 138 145 2 52 124 105 222 204 237 224 6 4 512 461 12:45–13:45 31 57 122 145 4 39 127 101 204 197 241 195 6 5 495 436 13:00–14:00 36 58 105 137 15 32 112 111 212 183 214 173 3 7 465 387

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The key observations from the station precinct pedestrian counts include: • Up to 475 pedestrians use the crossing on The Crescent during the peak weekday hour (7:45–8:45am) • More than 550 pedestrians use the same crossing during the peak weekend hour (12:15–1:15pm) • A lower number use the crossing on Henley Road. The weekday peak was between 12– 1pm (295 pedestrians) while the weekend peak was from 12:30–1:30pm (461 pedestrians) • Over the seven-hour weekday survey period, a total of 2,055 pedestrians were recorded using the crossing on The Crescent. About 49 percent, or 1,009 pedestrians were heading to/from the direction of Henley Road (west). About 51 percent, or 1,046, were headed to/from the east. • Over the three-hour weekend survey period, a total of 1,539 pedestrians were recorded using the crossing on The Crescent. About 49 percent, or 757 pedestrians were heading to/from the direction of Henley Road (west). About 51 percent, or 782 were headed to/from the east. • A lower volume of pedestrians were observed to be using the Henley Road pedestrian crossing. A total of 1,255 pedestrians was recorded crossing during the seven-hour weekday survey period, while 1,198 were counted during the three-hour weekend survey period.

Pedestrian desire lines to/from the station entry vary depending on time period of the day. Peak desire lines by time period are:

Weekday AM period (7:15–9am): • To/from the west on the north side of The Crescent (station side) (414 pedestrians) • To/from the east on the south side of The Crescent (340 pedestrians).

Weekday mid-day period (11am–2pm): • To/from the west on the south side of The Crescent (234) • To/from the east on the south side of The Crescent (198).

Weekday PM period (3–6pm): • To/from the east on the south side of The Crescent (508) • To/from the west on the south side of The Crescent (472).

Saturday mid-day period (11am–2pm): • To/from the east on the south side of The Crescent (782)

2.10 To/from the west on the south side of The Crescent (757).Road Network

The road network surrounding Flemington Station and Precinct are focused on the south side of the railway line. To the north of the railway line and the station lies Sydney Markets, which is linked to Flemington Station by a pedestrian footbridge.

The key roads surrounding the station include The Crescent, Henley Road, Hornsey Road and Hampstead Road.

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The Crescent is a local road aligned in an east-west orientation parallel to and running adjacent to the railway line. It is zoned with 50 km/h speed limits, and links the suburb of Homebush West with Homebush. Outside Flemington Station, land uses along The Crescent include retail and light commercial. Time-restricted kerbside parking is provided along The Crescent between Hornsey Road and Hampstead Road.

Hornsey Road, Henley Road and Hampstead Road are all oriented in a general north-south direction, each running parallel to the others. They link The Crescent with Arthur Street, which provides access to the wider subregion, linking with Centenary Drive (Route A3) and Strathfield.

All three are local roads administered by Strathfield Municipal Council. All are posted with 50 km/h speed limits. A school zone is also designated along Hornsey Road.

The intersection of Henley Road and Arthur Street is signalised, while the intersections of Hornsey Road and Hampstead Road with Arthur Street are priority-controlled. As such, Henley Road functions as the key traffic access route to Flemington Station from Arthur Street.

The intersection of Henley Road and Hampstead Road with The Crescent are priority controlled, while the intersection of Hornsey Road and The Crescent is roundabout-controlled.

There is limited traffic count information available for these local roads. However, a traffic study for a proposed development in Homebush West undertaken in January 2011 indicate the following surveyed traffic volumes at key locations: • The Crescent west of Bridge Road, Homebush: • 373 vehicles (two-way) on a weekday, 6–7pm • 372 vehicles (two-way) on a Saturday, 8–9am • 480 vehicles (two-way) on a Saturday, 12–1pm. • Henley Road at Arthur Street: • 282 vehicles (two-way) on a weekday, 6–7pm • 204 vehicles (two-way) on a Saturday, 8–9am • 239 vehicles (two-way) on a Saturday, 12–1pm.

2.10.1 Intersection Operation

Traffic count surveys were undertaken at the intersection of Henley Road and The Crescent to supplement the desktop research. These intersection turning movement counts were undertaken 7–9am and 4:30–6pm on Tuesday 3 June 2014, and 12:30–2pm on Saturday 21 June 2014.

The results of the vehicle counts are as shown in Table 2.7.

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Table 2.7: Henley Road/The Crescent Intersection Counts Movement Henley Road The Crescent The Crescent Time period Total flow South approach East approach West approach Left Right Left Through Through Right AM period 7:00-7:15 0 3 3 3 7 0 16 7:15-7:30 1 12 8 8 18 3 50 7:30-7:45 3 10 19 10 18 5 65 7:45-8:00 1 12 11 8 16 1 49 8:00-8:15 1 9 14 7 15 4 50 8:15-8:30 4 11 10 14 27 2 68 8:30-8:45 4 13 24 24 26 3 94 8:45-9:00 6 8 16 25 28 5 88 PM period 16:30-16:45 4 12 26 19 25 6 92 16:45-17:00 2 25 25 20 17 4 93 17:00-17:15 5 20 17 22 23 3 90 17:15-17:30 1 16 22 20 10 6 75 17:30-17:45 5 21 24 23 21 1 95 17:45-18:00 4 10 23 26 22 9 94 Weekend 12:30-12:45 34 30 48 20 42 17 191 12:45-13:00 15 33 41 35 56 12 192 13:00-13:15 19 26 47 37 54 22 205 13:15-13:30 25 34 50 25 45 12 191 13:30-13:45 13 26 50 31 36 17 173 13:45-14:00 17 32 34 34 34 14 165

The results of the traffic count surveys were modelled to assess existing levels of intersection operation at the Henley Road/The Crescent intersection, through the use of SIDRA Intersection. Peak hour volumes were calculated from the surveys. These are shown in Table 2.8.

Table 2.8: Modelled Existing Intersection Flows Movement Henley Road The Crescent The Crescent Peak period Total flow South approach East approach West approach Left Right Left Through Through Right AM Peak 15 41 64 70 96 14 300 8:00-9:00 PM Peak 15 67 86 91 76 19 354 17:00-18:00 Weekend Peak 93 123 186 117 197 63 779 12:30-13:30

A total of 578 pedestrians using the pedestrian crossing on The Crescent was assumed in the modelling. This was based on previous pedestrian surveys, with a slight adjustment to account for variability.

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Table 2.9 shows the resulting SIDRA Intersection modelling parameters representing the existing intersection operation.

Table 2.9: Existing Intersection Operation Peak period Degree of Average Delay 95 percentile Level of Service Saturation (sec) Queue (m) Weekday AM 0.20 8 A 2 Weekday PM 0.26 9 A 4 Saturday 0.44 12 A 14

From Table 2.9, it can be seen that the intersection currently operates at Level of Service A for all three peak periods assessed.

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3. Proposed Interchange Improvements

Figure 3.1 illustrates the proposed changes and improvements at Flemington Railway Station and Interchange Precinct, as part of the Project. A larger scale version is provided in Appendix A.

Figure 3.1: Layout and Design of Proposed Improvements

8 8 3

10 3 6 7 9 5 6

3 1 4 3

2

NORTH

Source: Designinc

The key improvements relating to traffic, transport and access that are included in the project (numbers are as shown in Figure 3.1) are: 1. Provision of a new and expanded station concourse located to the west of the existing one, relocation of the stairways linking with The Crescent and the platforms. 2. Provision of a new accessible, wider and more direct footbridge linking the proposed station concourse with the portion of the existing footbridge within the Sydney Markets property. 3. Provision of new passenger lifts at Platform 1&2, Platform 3&4 and on The Crescent. 4. Demolition of the existing station concourse and portion of the footbridge linking with Sydney Markets. 5. Provision of an accessible drop-off space on The Crescent adjacent to the proposed lift. 6. Relocation of the existing taxi rank from east of the intersection to the west of the proposed accessible drop-off space. 7. Provision of a kiss-and-ride space west of the proposed taxi rank. 8. Relocation of the existing pedestrian crossing on The Crescent to be closer to the Henley Road/The Crescent intersection. 9. Relocation of the bus zone to the west, to be nearer the proposed stairway landing area. 10. Provision of bicycle parking facilities.

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Station Concourse The project involves the provision of an expanded station concourse to the west of the existing location. The concourse would be linked to the platforms and to the interchange on The Crescent with new stairs and passenger lifts, and to Sydney Markets with a new footbridge link (within the Sydney Trains property). The station concourse would not be staffed, but would be provided with passenger information and ticketing facilities. Sydney Markets Footbridge The proposed concourse will be linked with the portion of the existing footbridge within the Sydney Markets property via a proposed accessible footbridge.

The footbridge would be widened from the existing 2m to 2.8m, to allow more space for pedestrians. The proposed improvement aims to create more efficient management of pedestrian flow by decreasing the distance and time taken to cross the railway station. Passenger Lifts Three (3) new passenger lifts would be provided, linking the proposed concourse with Platform 1&2, Platform 3&4 and the transport interchange on The Crescent.

The lifts linking with Platform 3&4 and the interchange on The Crescent are likely to be more heavily used, compared with the lift linking with Platform 1&2. Based on observations of likely customer requirements, it is anticipated that the Platform 3&4 and The Crescent interchange lifts would need to be the larger 27-person capacity lifts. Demolition of Existing Concourse With the completion of the proposed new concourse, the redundant (existing) station concourse would be demolished. Accessible Drop-off An accessible drop-off/pick-up space is proposed, to enhance accessibility of the station and transport interchange. This is proposed to be located at the nearest available kerbside space relative to the lift location. Taxi Rank The relocation of the stairway landing on the transport interchange side of the station would require the relocation of the taxi rank, in order to provide efficient access. This is proposed to be located at the rear of the proposed accessible drop-off space.

The capacity of the existing taxi rank, i.e. space for two taxis, is proposed to be maintained. Kiss-and-Ride A kiss-and-ride space at the rear of the taxi rank on the north side of The Crescent is proposed to be provided, in order to improve interchange functionality. Relocation of Pedestrian Crossing The existing pedestrian crossing on the east side of The Crescent/Henley Road intersection is proposed to be moved to the east in order to be located closer to the stairway landing.

The new pedestrian crossing would be located such that the rear of a bus or large vehicle turning right from Henley Road to The Crescent should not straddle across the existing pedestrian crossing

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on Henley Road when it needs to stop to allow pedestrians to cross The Crescent at the new crossing. Bus Zone The existing bus zone, with a capacity for two buses, is proposed to be relocated closer to the stairway landing, i.e. moved west. The proposed bus zone would retain the two-bus capacity, with requires a bus zone length of 35 metres, as per Sydney Buses guidelines. Bicycle Parking New bicycle parking facilities are proposed to be provided underneath the proposed stairways linking with The Crescent. Other Transport Facilities Also proposed as part of the Flemington Station upgrade are new toilet facilities, the installation of the Opal System and improved passenger information systems.

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4. Construction Stage Impacts

4.1 Construction Arrangements

The construction of the proposed Flemington Railway Station and Precinct Upgrade would require a mixture of heavy vehicles to carry equipment and materials, as well as light vehicles to be used by construction staff to access the site and carry tolls and light equipment.

Construction activities would be undertaken in a manner that would limit possessions (ie. closures of the railway line), and in general the station and interchange would continue to operate.

4.2 Heavy Vehicles

4.2.1 Heavy Vehicle Access Routes

Heavy vehicle access to the site would likely be from Arthur Street (to the south of the precinct), which links with the wider regional road network. The intersection of Arthur Street and Henley Road is signalised, and allows right turn movements from westbound Arthur Street into Henley Road. From the west, access to the site could be made via Hornsey Road. However, there are school zones on Hornsey Road, with schools located nearby.

The turning movements / swept paths of access intersections to the station site would likely limit heavy vehicle usage to 12.5 metre rigid trucks. It is likely that 19 metre heavy vehicles (e.g. truck- and-dog trailer) or longer would have difficulty accessing the station site from the south.

Alternatively, delivery of larger construction components by accessing the site from the Sydney Markets site, or rail should be considered.

4.2.2 Heavy Vehicle Volumes

Detailed information regarding construction activities and the resulting heavy vehicle volumes are not known at this stage.

A more detailed assessment of heavy vehicle construction traffic would need to be undertaken during the detailed design or prior to the construction stage.

4.3 Light Construction Vehicles

The volumes of light construction vehicles are not known at this stage. However, it is unlikely that there will be additional parking available for construction staff adjacent to the site, either off- street or on-street.

Unrestricted kerbside spaces on Hornsey Road adjacent to The Crescent could potentially allow parking of construction staff light vehicles. Detailed impacts would need to be determined during the detailed design stage.

An alternative would be to consider discussions with Sydney Markets Limited to enable construction staff vehicles to be parked within the Sydney Markets site, with access to the construction site via the existing or the new footbridge. It is noted that there would be limited construction activities during weekends, while traffic movements on the Sydney Markets site are limited during weekdays (compared with weekends).

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4.4 Pedestrian Access and Safety

Construction activities relating to the station may require closure of pedestrian facilities for limited time periods. These could include sections such as the north side footpath on The Crescent (west of the intersection with Henley Road), the existing pedestrian crossing on The Crescent, and areas on the station platforms.

To mitigate the impacts such closures would have on pedestrian access, safe and convenient alternative access routes would need to be provided.

Where appropriate, the deployment of traffic controllers to safely lead pedestrians (as well as vehicles) through changed traffic conditions and prevent conflicts with construction vehicles (e.g. trucks) that are trying to access the site would be beneficial.

Signage will be required around the construction area to control and alert people of the change in conditions in the area. This includes warning signs, speed signs, road works signage and cones marking pedestrian/vehicle paths.

4.5 Public Transport Access

The following impacts on public transport access and operations could be expected during construction of the project: • Potential bus rerouting (temporary) during demolition of the existing pedestrian crossing and the construction of the new pedestrian crossing on The Crescent. • Potential bus customer access restrictions during demolition of the existing stairs on The Crescent. • Temporary relocation of the Night Bus stop. • Potential track possession.

Adequate information and signage would need to be provided to customers prior to any significant changes to existing operations.

4.6 Parking Impacts

During both the construction and operation stages of the project, there would be a decrease of approximately eight (8) 1P kerbside parking spaces on the section of The Crescent (north side) west of the Henley Road intersection, due to the provision of the accessible drop-off space, the new taxi rank and the kiss-and-ride space. However, this decrease would be offset by a potential increase of approximately two (2) kerbside parking spaces on the north side of The Crescent east of the proposed bus zone.

4.7 Traffic Impacts

Construction activities on The Crescent would likely require temporary closure of portions of The Crescent. Detailed construction staging information and the consequent traffic rerouting plans are not yet available.

Any proposed traffic rerouting would need to be communicated to the community in advance of the proposed works.

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4.8 Recommended Mitigating Measures During Construction

The impacts of construction-stage activities relating to the Flemington Station and Precinct Upgrade would likely be mitigated with the following measures: • Limiting heavy vehicle construction access between Arthur Street and the site to Henley Road and Hornsey Road. Alternatively, investigate opportunities for using the Sydney Markets site to the north as heavy vehicle construction access route. • Construction staff traffic generation, likely to be light vehicles, would require parking during construction hours. For construction staff not carrying heavy tools or equipment, accessing the station site by train would reduce requirements for car parking. Alternatively, opportunities for using an area within Sydney Markets for construction staff parking could also be considered in discussion with Sydney Markets Ltd. • Pedestrian paths that would be required to be closed off should be properly hoarded and provided with safe and convenient alternative crossing points. • Changes to traffic routes need to be communicated in advance. • A Construction Traffic Management Plan would need to be prepared once more details about construction activities and staging are more defined.

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5. Operation Stage Impacts

5.1 Traffic Impacts

The following traffic impacts are likely to be generated by the operation of the project: • A different traffic access manoeuvre to use the kiss-and-ride space. Although no designated kiss-and-ride facility currently exists, it has been observed that customers being dropped off or picked-up use either the taxi rank on the north side of The Crescent, or the night bus stop on the south side. With the proposed designated kiss- and-ride space, a formal facility would be provided, albeit requiring access via Hornsey Road. • The project would create a similar impact with regard to access to the taxi rank on The Crescent, with the relocation of the taxi rank further to the west. Taxi access would need to be from the west via Hornsey Road. However, egress could be achieved to directly be via Henley Road. • There would be no significant change in existing bus operational access arrangements. • There would be a net loss of approximately six (6) kerbside parking spaces due to the rearrangement of facilities on The Crescent.

5.2 Transport Impacts

The proposed improvements would generate the following transport impacts: • The provision of a designated kiss-and-ride space, as well as a designated accessible drop-off/pick-up space would contribute towards more equitable access to the railway station and precinct. • The relocation of the existing bus zone and the provision of an improved bus shelter would provide a higher level of security for bus customers. • The provision of formal bicycle parking facilities would provide cyclist-customers with more secure facilities to leave their bicycles at the station precinct. • The relocation of the pedestrian crossing on The Crescent closer to the Henley Road intersection would result in shorter walking distances for more than 1,000 pedestrians during a typical weekday, and more than 750 pedestrians during a typical 3-hour weekend peak3 without significantly impacting on intersection operation. (This is further discussed below). • The relocated pedestrian crossing and bus zone offers the opportunity to create additional kerbside parking spaces on the north side of the Crescent east of the bus zone.

5.3 Impacts of Pedestrian Crossing Relocation

The existing pedestrian crossing on The Crescent is proposed to be relocated to the west, closer to the Henley Road/The Crescent intersection as part of the project. This is principally due to the new location of the main station entry with the new concourse, which would shift westward to about where the alignment of Henley Road intersects with The Crescent.

3 Numbers based on pedestrian counts, as shown in Table 2.4 Table 2.5 and Table 2.6.

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Location Options Considered During the design development, a number of crossing location options have been considered. The advantages and disadvantages of each is discussed in Table 5.1.

Table 5.1: Location Options Considered for The Crescent Pedestrian Crossing Pedestrian Crossing Advantages Disadvantages Implications Location Option

Existing (no change) • No additional works • Requires bus zone to • Keeping crossing where it required to relocate remain as existing and is now raises potential crossing. increase walk distances safety risks with for rail-bus interchange. pedestrians heading • A significant number of to/from Henley Road. customer (those heading towards Henley Road) would need to walk and loop back. Relocate to the west; east • Provides shorter walk • There would be limited • This option presents the of the Henley Road distances for a significant storage space for vehicles optimal location for a intersection volume of customers heading east as they give pedestrian crossing at the heading to/from the way to pedestrians on the precinct, and provides the direction of Henley Road. crossing. most benefits to majority • Does not negatively of customers without impact on walk distances negatively impacting on of customers heading the requirements of other to/from the east. customers. • Traffic impacts of relocating the pedestrian crossing under this option results in acceptable intersection operation levels, as discussed below. Relocate to the east; east • Will provide an additional • Option would not meet • Having two crossings of the existing bus zone, crossing facility in the warrants for marked would tend to divide the with additional crossing precinct. pedestrian crossings, as pedestrian demand west of the Henley Road per Roads and Maritime volumes, which would intersection Services guidelines indicate that neither one is warranted. Provide new crossing west • Allows a shorter walk • There is minimal pedestrian • Majority of the customers of Henley Road intersection distance for pedestrians desire along this line. would likely use the lifts intending to use the lift. • This option does not compared with the stairs address the requirements at Flemington Station. of pedestrians heading to/from the east. • This will potentially increase the risk of pedestrians crossing outside the marked crossing and thus safety.

Based on the assessment summarised in Table 5.1, the preferred location for the pedestrian crossing is on the east side of the Henley Road/The Crescent intersection closer to the proposed new stairway location for the station. This option provides the highest benefits for customers in the station precinct while meeting warrants for the installation of marked pedestrian crossings.

In order to manage risks of pedestrians crossing The Crescent away from the marked crossing, a pedestrian barrier on the north side of The Crescent is proposed to be installed.

The impacts of the relocated pedestrian crossing on The Crescent on intersection operation are discussed below.

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Traffic Operation Impacts The impacts of relocation of the pedestrian crossing was assessed using SIDRA Intersection, through assumed growth factors for traffic and pedestrian flows. It is noted that the use of the intersection model has its own limitations. In the modelling, it has been assumed that motorists follow a set of agreed road rules, in particular giving way to pedestrians on the crossing prior to entering the intersection.

The modelling also assumed the following priority of flows at the Henley Road / The Crescent intersection: • Pedestrians using crossing • Through traffic on The Crescent • Turning traffic on The Crescent • Traffic on Henley Road.

SIDRA Intersection models were run for a number of scenarios of increased traffic volumes through the intersection (compared with existing), as well as increased pedestrian flows. Table 5.2 provides a summary of the results of these scenario runs.

Table 5.2: Intersection Operation with Increased Traffic Volumes & Pedestrian Crossing Degree of Average Delay 95 percentile Operation Peak period Level of Service Saturation (sec) Queue (m) Existing traffic and pedestrian 0.20 8 A 2 flows – Weekday AM Existing traffic and pedestrian 0.26 9 A 4 flows – Weekday PM Existing traffic and pedestrian 0.44 12 A 14 flows – Weekend Weekday: Double the traffic flows, existing pedestrian 0.53 14 A 12 volumes [2] Weekend: +10% traffic, 0.54 15 B 20 +10% pedestrian flows Weekend: +20% traffic, 0.70 22 B 31 +20% pedestrian flows

[2] This scenario used a worst-case analysis of doubling weekday flows for demonstration purposes. The most likely increase allowing for an appropriate rate of traffic growth is in the order of 20 percent, or an average of 1 percent per year over 20 years.

From Table 5.2, it can be seen that the intersection currently operates at Level of Service A even if weekday traffic is doubled. Level of service assuming additional weekend traffic and pedestrian volumes would still be at acceptable levels (LOS B).

It is expected that queues would form when pedestrians are using the crossing and traffic is required to give way. From Table 5.2, the “Weekend + 20%” scenario indicates that the 95th percentile queue during the weekend peak would be in the order of 31 metres (about 4 or 5 cars). The intersection degree of saturation indicates that there is still spare capacity for the intersection to operate at acceptable levels.

While these parameters describe the average performance of the intersection over the peak hour, it is likely that limited periods of more intense traffic queues would be experienced, for example immediately after a train arrives and passengers disembark to walk towards the crossing. However, the duration of this intense peak is likely to be limited, and would not be different from typical traffic operations experienced at railway station precincts throughout metropolitan Sydney.

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5.4 Customer Access and Amenity

One of the key objectives of the project is to enhance the accessibility of Flemington Railway Station and Precinct, and a significant positive impact of the project is to improve existing access arrangements in the study area.

The key impacts on customer access include: • Improved and more legible station access stairways. • More evenly distributed access to the station platforms (more central loading), compared with the current end-loading. • The re-orientation of the platform stairs vis-à-vis the stairs to The Crescent provides for a more direct pedestrian route between the interchange and the platforms, minimising change in travel directions that characterises the current arrangement. • The provision of lifts and the DDA-compliant access on the pedestrian footbridge to Sydney markets (up to the Sydney Trains property boundary) would contribute towards for customer amenity. This would also assist in customers carrying bulky or heavy packages relating to purchases at Sydney Markets. Although outside the scope of this Project, it is understood that Sydney Markets Ltd is also considering provision of a similar DDA-compliant path to their property. • The relocation of the existing pedestrian crossing on The Crescent would provide a more direct route for customers accessing the station, particularly those to/from the direction of Henley Road. The relocated crossing also allows for a more compact transport interchange without significantly impacting on traffic operations.

5.5 Recommended Mitigating Measures During Operation

The proposed improvements as part of the project would enhance access and movements to/from the station and interchange, and general movements within the station precinct.

In order to address potential pedestrian safety issues in the precinct, it is recommended that consideration be given to designating the section of The Crescent between Hornsey Road and Hampstead Road, and the section of Henley Road from Exeter Street to the station precinct as a 40 km/h High Pedestrian Activity Area (HPAA). This recommendation would need to be discussed with Strathfield Municipal Council’s Traffic Committee.

The intersection assessment and scenarios tested also indicate that the degree of saturation of the Henley Road/The Crescent intersection would be lower when the traffic movement priority is given to Henley Road traffic4. This would need to be further considered once the new interchange is operational.

4 Note however, that even with priority given to The Crescent, the intersection still operates within acceptable levels of service, as indicated in Section 5.3.

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6. Summary and Conclusions

The proposed upgrade of Flemington Station and Precinct involves the following key transport, traffic and access-related components: • Provision of a new and expanded station concourse located to the west of the existing one, relocation of the stairways linking with The Crescent and the platforms. • Provision of a new and expanded station concourse located to the west of the existing one, relocation of the stairways linking with The Crescent and the platforms. • Provision of a new accessible, wider and more direct footbridge linking the proposed station concourse with the portion of the existing footbridge within the Sydney Markets property. • Provision of new passenger lifts at Platform 1&2, Platform 3&4 and on The Crescent. • With the new concourse, demolition of the existing station concourse and portion of the footbridge linking with Sydney Markets. • Provision of an accessible drop-off space on The Crescent adjacent to the proposed lift. • Relocation of the existing taxi rank from east of the intersection to the west of the proposed accessible drop-off space. • Provision of a kiss-and-ride space west of the proposed taxi rank. • Relocation of the existing pedestrian crossing on The Crescent to be closer to the intersection. • Relocation of the bus zone to the west, to be nearer the proposed stairway landing area. • Provision of bicycle parking facilities.

The following key construction-stage impacts are likely to be generated: • Increased construction vehicle traffic volumes, both light and heavy vehicles, within the station precinct, in particular Henley Road, Hornsey Road and The Crescent. • Increased demand for all-day parking for construction staff • Potential changes to pedestrian access routes.

It is recommended that a Construction Traffic Management Plan be prepared when more detailed information about construction activities and staging are known. It is also recommended that opportunities for using an area within Sydney Markets as construction access and/or parking area be investigated and/or discussed with Sydney Markets Ltd.

The operation stage impacts of the project include: • Improved pedestrian access to, from and within the station and interchange precinct, facilitated by the provision of new passenger lifts, interchange facilities, wider pedestrian circulation area on the concourse, and more direct access to Sydney Markets. • Potential increased vehicle manoeuvres to access interchange facilities, in particular the accessible drop-off/pick-up space and the kiss-and-ride space. However, this is offset by a more direct egress route from the station precinct.

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Appendix A Appendix A

Proposed Concourse and Interchange Plans

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and the information shown thereon for any other purpose. This is protected by copyright. You may not reproduce any reproduce not may You copyright. by protected is This purpose. other any for thereon shown information the and This drawing and the information contained thereon have been created solely for a particular purpose and client. and purpose particular a for solely created been have thereon contained information the and drawing This drawing of this use the from arising liability, no accept and warranty no provide Consultants it's and NSW for Transport to damages pay to have may you do, you If NSW. for Transport of permission written the without form any in of it prosecuted. be may you or NSW for Transport

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Melbourne Canberra Townsville

A Level 25, 55 Collins Street A Unit 4, Level 1, Sparta Building, 55 Woolley Street A Level 1, 25 Sturt Street PO Box 24055 PO Box 62 PO Box 1064 MELBOURNE VIC 3000 DICKSON ACT 2602 TOWNSVILLE QLD 4810 P +613 9851 9600 P +612 6243 4826 P +617 4722 2765 F +613 9851 9610 F +612 6243 4848 F +617 4722 2761 E [email protected] E [email protected] E [email protected]

Sydney Adelaide

A Level 6, 15 Help Street A Suite 4, Level 1, 136 The Parade CHATSWOOD NSW 2067 PO Box 3421 PO Box 5254 NORWOOD SA 5067 WEST CHATSWOOD NSW 1515 P +618 8334 3600 P +612 8448 1800 F +618 8334 3610 F +612 8448 1810 E [email protected] E [email protected]

Brisbane Gold Coast

A Level 4, 283 Elizabeth Street A Level 9, Corporate Centre 2 BRISBANE QLD 4000 Box 37 GPO Box 115 1 Corporate Court BRISBANE QLD 4001 BUNDALL QLD 4217 P +617 3113 5000 P +617 5510 4800 F +617 3113 5010 F +617 5510 4814 E [email protected] E [email protected]

www.gta.com.au