Waitara Public School Green Travel Plan
Prepared for: GHD
16 August 2018
The Transport Planning Partnership
Waitara Public School Green Travel Plan
Client: GHD
Version: Final 03
Date: 16 August 2018
TTPP Reference: 18168
Quality Record
Version Date Prepared by Reviewed by Approved by Signature
Final 09/07/18 Aston Pei Jessica Szeto Ken Hollyoak
Final 02 31/07/18 Aston Pei Jessica Szeto Ken Hollyoak
Final 03 16/08/18 Aston Pei Jessica Szeto Ken Hollyoak
Table of Contents
1 Introduction ...... 1 1.1 Preamble ...... 1 1.2 The Role of Travel Plans ...... 1 1.3 Travel Plan Pyramid ...... 2 1.4 Drivers of the Travel Plan ...... 3 2 Existing Transport Policy Context ...... 6 2.1 Summary of Key Policy Directions...... 6 2.2 Greater Sydney Region Plans: 30-minute City ...... 7 3 Existing Transport Conditions ...... 9 3.1 Rail Services ...... 9 3.2 Bus Services ...... 10 3.3 Existing Pedestrian Infrastructure...... 12 3.4 Existing Cycling Infrastructure ...... 14 3.5 Car Share ...... 14 3.6 Traffic Surveys and Modal Split ...... 16 3.6.1 Rail Patronage ...... 16 3.6.2 Bus Patronage ...... 19 3.6.3 Existing Student Modal Split ...... 22 3.6.4 Existing Staff Modal Split ...... 23 4 Objectives and Targets ...... 25 4.1 Future Student Numbers and Projected Mode Splits ...... 25 4.2 Future Staff Numbers and Projected Mode Splits ...... 25 4.3 Objectives ...... 26 4.4 Mode Share Targets ...... 26 5 Methods of Encouraging Modal Shift ...... 28 5.1 Potential Site-Specific Measures ...... 28 5.1.1 Student Measures ...... 28 5.1.2 Walking ...... 28 5.1.3 Cycling ...... 29 5.1.4 Public Transport ...... 29 5.1.5 Travel Share ...... 29 5.1.6 Off-site Measures ...... 29 5.2 GTP Information ...... 29
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5.3 Information and Communication ...... 30 5.4 Actions ...... 31 6 Management and Monitoring of the Plan ...... 32 6.1 Management ...... 32 6.2 Remedial Actions ...... 32 6.3 Consultation ...... 33 6.4 Conclusion ...... 33
Tables
Table 2.1: Summary of Policy Framework ...... 6 Table 3.1: Population of Walkers to a Railway Station (Weekday Trips) ...... 10 Table 3.2: Population of Walkers to a Bus Stop (Weekday Trips)...... 10 Table 3.3: Summary of Rail Services at Waitara Station ...... 17 Table 3.4: Summary of Bus Frequencies near the Site ...... 19 Table 4.1: Projected Journey to Work Modal Splits ...... 25 Table 4.2: Projected Journey to Work Modal Splits ...... 25 Table 4.3: Projected Journey to Work Modal Splits ...... 27 Table 5.1: Framework Action Table ...... 31
Figures
Figure 1.1: Travel Plan Pyramid ...... 3 Figure 2.1: 30-minute Catchment by Transit ...... 8 Figure 3.1: Existing Rail Network Map ...... 9 Figure 3.2: Existing Bus Network Map ...... 11 Figure 3.3: Walk Route between Waitara Station and Site ...... 12 Figure 3.4: Existing Pedestrian Catchment (30-minute walk) ...... 13 Figure 3.5: Proposed Traffic Calming Measures ...... 14 Figure 3.6: Location of Existing GoGet Vehicles ...... 15 Figure 3.7: T1 North Shore Line Train Patronage (AM Peak) ...... 16 Figure 3.8: Existing Peak Train Capacity (Waitara Station) - To Central ...... 18 Figure 3.9: Existing Peak Train Capacities (Waitara Station) - From Central ...... 18 Figure 3.10: Existing Peak Bus Capacities (Bus Stop 2076190) – To Macquarie ...... 20
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Figure 3.11: Existing Peak Bus Capacities (Bus Stop 2076103) – From Macquarie ...... 21 Figure 3.12: Existing Peak Bus Capacities (Bus Stop 2076190) - To City ...... 21 Figure 3.13: Existing Peak Bus Capacities (Bus Stop 2076103) - From City ...... 22 Figure 3.14: Mode of transport to Waitara Public School ...... 23 Figure 3.15: Proposed Layout Plan ...... 24
APPENDICES
A. EXISTING STAFF TRAVEL SURVEYS B. LAYOUT PLAN C. TRANSPORT ACCESS GUIDE
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1 Introduction
1.1 Preamble
As part of the subject proposal, Waitara Public School is expected to increase from 38 teachers to 42 teachers in Year 2021 to cater for the future projected demand of the school. In addition to this, the capacity of the school will increase from 760 students to up to 1,000 students to cater for future growth of the school.
The Transport Planning Partnership (TTPP) has been appointed to provide a Green Travel Plan (GTP) to assist in the management of travel demand for staff and students as part of the Waitara Public School Expansion project. Ken Hollyoak, a Director of TTPP, has been involved in Green Travel Plans (also known as Workplace Travel plans) for above 25 years.
Whilst working in the UK in the 1990’s, he was responsible for the formalisation of the Derriford Hospital GTP which was the first travel plan to be the subject of planning conditions. This scheme led to him recommending the use of a travel plan at Pfizer’s site at Sandwich which was regarded as the “Gold Standard” of travel plans at that time.
In more recent times, he has been the Travel Plan Co-Ordinator at Harold Park for Mirvac which has resulted in car traffic generation rates being some 50% lower than were predicted in the traffic impact assessment. He has also prepared the GTP for Macquarie University and is currently working on the implementation of the GTP for Australian Catholic University at their Strathfield Campus.
1.2 The Role of Travel Plans
The purpose of a Green Travel Plan (GTP) is to encapsulate a strategy for managing travel demand that embraces the principles of sustainable transport. In its simplest form, this GTP encourages use of transport modes that have a low environmental impact, such as active transport modes – walking, cycling, public transport, and better management of car use.
Active transport presents a number of interrelated benefits including: . improved health benefits
. reduced traffic congestion, noise and air pollution caused by cars
. greater social connections within communities
. cost savings to the economy and individual.
A GTP is a package of coordinated strategies and measures to promote and encourage active/sustainable travel. This GTP aims to influence the way people move to/from the school
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to deliver better environmental outcomes and provide a range of travel choices, whilst also reducing the reliance on private car usage, particularly single occupancy car trips.
The planning of the new development would need to accommodate innovative ideas to better manage the transport demand of the project. It will be necessary to introduce new measures to ensure that trips generated by the future expansion of the school are not solely private car based, particularly single occupancy trips.
Key drivers for the GTP are detailed in Section 1.4.
In order to ensure that the GTP meets its intended objectives, a review of the 2012 GTP against ‘best practice’ guidelines such as the City of Sydney ‘Guide to Travel Plans’ and ‘The Essential Guide to Travel Planning’ prepared by the United Kingdom Department of Transport, has been undertaken.
The key themes applicable to the GTP include: . Site audit and data collection: A desktop audit has been undertaken in order to identify and document the existing issues and opportunities relevant to site and its accessibility particularly by non-car modes. Opportunities to improve amenity, incentivise non-car travel and remove barriers to use of sustainable transport modes are then dealt with under the Site-Specific Measures.
. Audit of Policies: An audit of key policy documents has been undertaken to assist define the direction and purpose of the GTP, aligned with the key targets and objectives from a local and regional perspective.
. Bicycle parking and car parking management: This GTP provides a strategy for management of both bicycle parking and car parking moving forward, and how they interact with travel choices.
. Local alliances: The development of relationships between the Proponent and various stakeholders (such as the Hornsby Shire Council, the Roads and Maritime Services and Transport for New South Wales) will assist the Proponent in delivering improved transport options.
1.3 Travel Plan Pyramid
The GTP will need to be tailored to the school to ensure appropriate measures are in place for the different users (e.g. teachers and parents) to promote a modal shift away from car usage.
The key elements of the GTP are shown in the Travel Plan Pyramid in Figure 1.1.
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Figure 1.1: Travel Plan Pyramid
Promotional •e.g. welcome packs, public transport discounts and Strategy incentives
•location to public transport facilities and Services and provision of services e.g. high speed internet Facilities access to reduce the need for travel off-site
•develop further measures and oversee Travel Plan Coordinator the plan on an ongoing basis to ensure effectivity of the measures
•site design, including Built Environment pedestrian and cycling facilities and parking provision
•proximity to exisitng facilitites, e.g. provision Location of complementary land uses
Figure 1.1 demonstrates that the key foundations to ensure the success of a GTP are:
1. Location – i.e. proximity to existing public transport services and proximity to mixed land uses, e.g. shops and services, such that walking or cycling becomes the natural choice 2. Built Environment – i.e. provision of high quality pedestrian and cycling facilities, end- of-trip facilities and reduced car parking provision to encourage sustainable transport choices.
1.4 Drivers of the Travel Plan
Further to the above, there are a number of social, environmental and economic drivers for developing and implementing a GTP for the school as detailed below.
1.4.1.1 Car Parking
Car parks utilise valuable land resources and impact amenity. If the area continues to grow and there is no modal shift towards non-car transport modes, the car parking demand could increase significantly. As such, the provision of car parking must reflect the site’s proximity to public transport to influence a modal shift to sustainable transport modes. As the site is located within close proximity to high frequency public transport facilities with direct access to the Sydney CBD, there is strong justification to provide reduced car parking compared to the maximum car parking rates as set out in Council’s Development Control Plan.
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Further to this, the cost of building underground parking is significant and therefore, there is strong economic imperative to reduce parking demand through supporting modal shift to sustainable transport modes (Poinsatte and Toor 1999).
1.4.1.2 Environmental Impacts
The transport sector amounts to 13.5% of greenhouse gas emissions (GHG) in Australia (Department of Sustainability, Environment, Water, Population and Communities 2011). Mitigating this impact is a key driver of the GTP. Within Australia, GHG emissions in the transport sector have risen by 30% in the last 20 years with the greatest emissions growth coming from the use of private vehicles (Department of Climate Change and Energy Efficiency, 2011). In comparison, travel modes such as walking and cycling have the lowest emissions while public transportation has far less impact than the private car (Dave 2011).
1.4.1.3 Health Benefits
The use of sustainable transport modes can have wide-ranging health benefits across the population (World Health Organisation, 2009). High levels of car-use and long commuting times are also associated with decreased physical activity and sedentary lifestyle diseases such as obesity, heart disease and type-2 diabetes (Wen et al.2006). Medibank Private (2007) estimates the cost of physical inactivity to the health care system to be $1.5 billion per year. Active transport modes (including public transport) also provide more sustained health benefits because physical activity becomes part of everyday routine. Sustainable transport modes also improve air quality by lowering air pollution and reducing exposure to particulates, sulphates and atmospheric ozone. A Bureau of Transport and Regional Economics (2007) report estimates that between 900 and 2,000 early deaths are caused by motor vehicle pollution in Australia each year. Reducing pollution has both environmental and health benefits.
1.4.1.4 Social Inclusion
Transport has a fundamental role in supporting social equity through providing access to essential amenities, employment opportunities and social and recreational goods (Lucas and Currie, 2011). Greater levels of walking and cycling hold significant benefits in terms of equity and community cohesion (Hart 2008). Car dependency accentuates inequalities of access amongst certain groups who are less likely to drive including the unemployed, persons on low incomes, children and young people, the aged, and persons with disabilities (Sustainable Development Commission, 2011). As such, sustainable transport modes can provide a more affordable alternative to car use.
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1.4.1.5 Staff and Student Attraction
Ease of access has a significant impact on choices of work and living. Negative experiences and costs associated with travel can reduce the competitiveness of a residential, commercial or retail precinct. High quality and efficient transport systems are key to attracting and retaining staff and students. Support for active transport modes is also highly desired by employers and employees, because it improves health and productivity (Colliers International 2011).
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2 Existing Transport Policy Context
2.1 Summary of Key Policy Directions
The review of existing relevant policy clearly illustrates a number of themes that should inform the approach to ongoing management of transport demand, and investment in the transport network. These themes include: . Provision of high quality local transport infrastructure and improved bike paths and networks and improving accessibly and connectivity
. Address car parking issues in key locations, including residential and business districts and encouraging active transport
. Create connected, liveable communities where people can walk, cycle and use public transport to promote healthier, active communities.
A summary of the existing policy framework documents is provided in Table 2.1.
Table 2.1: Summary of Policy Framework
Policy/Strategy Key Aims/Objectives/Goals
Hornsby Shire Council
Hornsby Shire Council Community Strategy Plan 2018-2028 is the strategic plan for the Hornsby Local Government Area that identifies the community’s main priorities and aspirations for the future and guides the delivery of Council services over the next ten years. The key goals are to create: Hornsby Shire Council Community • a community that is equitable, cohesive, connected, caring, diverse, healthy, safe, Strategy Plan 2018- culturally active, creative and innovative and has a strong sense of belong and 2028 place • a liveable community – socially, environmentally and economically • thriving business and vibrant community • accountable civic leadership that delivers services and assets to support the community and future growth
The Delivery Program 2018-2021 outlines Council’s plans to achieve the community vision by translating the goals and outcomes of the Community Strategy Plan into service delivery and key initiatives. Delivery Program The key initiatives include: 2018-2021 • Developing active transport/bicycle path strategy for commuter and general recreation activities • Investigate options for smart transport, e.g. car sharing, alternative fuel
NSW State Government
New South Wales As part of the masterplan, the Hornsby to Blacktown via Castle Hill bus corridor has been Long Term Transport identified for bus priority investment as part of Sydney’s strategic bus network. As part of Masterplan (NSW this, it is envisaged to increase bus priority measures and investigate Bus Rapid Transit State Government, along priority corridors to maximum service reliability and congestion relief. 2012)
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The Strategy aims to increase the mode share of public transport services and reduce the Future Transport use of single occupant vehicles. The Proposal will look to reduce private vehicle travel and Strategy 2056 aligning with the objectives of the Strategy.
Greater Sydney The Site is ideally located to contribute towards creating a 30-minute city. The proximity of Region Plan: A the site to the Waitara Station means that staff and students can access easily access the Metropolis of Three site via public transport modes. The Site thus aligns with the objects of the Plan in creating Cities – Connecting jobs near public transport, including education precincts, to contribute towards a 30- People minute city.
The Three Pillars of Sydney’s Cycling Future: Sydney’s Cycling • investing in separated cycleways Future, Cycling for • Everyday Transport providing connected bicycle networks to major centres and transport interchanges (NSW State promoting better use of our existing network; and, Government, 2013) • engaging with our partners across government, councils, developers and bicycle users.
2.2 Greater Sydney Region Plans: 30-minute City
As indicated above, the Greater Sydney Commission’s Greater Sydney Region Plan, the key purpose of the plan is to deliver a 30-minute city where jobs, services and quality public transport spaces are in easy reach of people’s home. The North District Plan has been produced so that the Region Plan can be implemented at a district level.
However, a recent study conducted by Deloitte Access Economics found that only 75 of the 313 Sydney neighbourhoods could currently be deemed to have easy access to major job hubs and other key services within half an hour. Based on the findings of the Deloitte study and work undertaken by Arup, a number of key performance criteria have been identified in order to achieve a 30-minute city: . Access to healthcare – hospitals provide an important facility to many people and play a role for employment, education and training facilities. Parking is often limited at hospitals and as such, access via a variety of transport modes are required.
. Access to retail services – access to all forms of retail (supermarkets and specialist stores) is essential to achieve a 30-minute city. There has already been an increase in the number of mixed-use developments within Sydney to create micro-communities, which provide mixed retail services, residential, commercial and community facility uses.
. Access to schools – access to good schools relies on housing affordability, which also shape where teachers live. In particular, many students have good access to local schools, however some have to travel outside their catchment areas for specialist and selective schools. As such, it is important to create strong transport link are required to provide good access to local schools and connect teachers with their place of residents and work.
. Access to further education facilities – public transport links for TAFE and universities are vital as students and teachers often travel out of the local catchment to the educational facility as they are often located in areas with high property prices.
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. Quality of public transport facilities –Whilst Sydney is a liveable city; it is often constrained by transport issues. As such, the provision of good quality, reliable public transport facilities are essential to achieve a 30-minute city.
. Access to jobs – people being able to live close to their jobs is fundamental to delivering a 30-minute city. The current Sydney CBD has the highest concentration of jobs but as found by the Deloitte study, the average one-way commute for those travelling into the CBD from outside the city is 63- minutes. The locations with the best access to jobs currently are located near to railway stations, or close to major employment centres such as the Sydney CBD.
. Access to residents – a way of minimising travel needs is to locate jobs and services close to where residents live.
As an indication, the site’s proximity to surrounding suburbs within a 30-minute commute by transit is shown in Figure 2.1.
Figure 2.1 indicates that the site is located within a 30-minute commute to Waitara by transit. Based on this, the site is considered to be well-serviced by public transport services to adjacent residential suburbs and as such, is considered to align with the key objectives of the Sydney Greater Region Plan by contributing towards the creation of a 30-minute city.
Figure 2.1: 30-minute Catchment by Transit
Source: Route360 (accessed 04/07/18)
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3 Existing Transport Conditions
3.1 Rail Services
Train services are available at Waitara Station located 900m southwest of the site. The T1 North Shore Line operates from this train station with connections to Berowra and Parramatta. Services are provided every 3-12 minutes during morning peak periods, and 4-15 minutes during evening peak periods. A commuter car park with 72 car parking spaces is located at Waitara Station with access via Waitara Avenue.
The existing rail network map is illustrated in Figure 3.1.
Figure 3.1: Existing Rail Network Map
Basemap source: TfNSW Sydney Trains Network Map (accessed 02/07/18) https://transportnsw.info/document/2365/sydney-trains-network-map.pdf
Generally, a development within an 800m radius catchment from a railway station is considered accessible, which is also the premise of the Apartment Design Guide. However, evidence presented by TfNSW Transport Performance and Analytics suggests that these distances are significantly further.
TfNSW Transport Performance and Analytics has been collecting household travel data via the Household Travel Survey. Travel survey information for residents of occupied private dwellings in the Sydney Greater Metropolitan represent the distribution of walking distances from home to public transport stop as part of a multi-mode journey. Weekday household
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travel surveys undertaken in 2014/15 indicate walk trips to train stations extend further than the traditional 800m distance. This is summarised in Table 3.1.
Table 3.1: Population of Walkers to a Railway Station (Weekday Trips)
Walking Distance Population Percentage of Population
Up to 800m 104,773 52%
801m – 1,600m 77,757 39%
1,601m and greater 17,866 9%
Total 200,396 100% Data Source: TfNSW Transport Performance and Analytics Household Travel Surveys 2014/2015
Table 3.1 indicates that 50% of people are walking further than 800m to a train station on a typical weekday. As such, whilst the site is located approximately 900m away from Waitara Station, the site is considered accessible to/from Waitara Station.
3.2 Bus Services
Similar to the above, the Integrated Public Transport Service Planning Guidelines state that bus services influence the travel mode choices of sites within 400 metres (approximately 5 minutes) of a bus stop. However, more recent data collected by TfNSW Transport Performance and Analytics from 2014/15 household travel surveys suggest that walking trips to a bus stop extend further than the traditional 400m distance to a bus stop, as shown in Table 3.2
Table 3.2: Population of Walkers to a Bus Stop (Weekday Trips)
Walking Distance Population Percentage of Population
Up to 400m 155,948 49%
401m to 800m 91,077 28%
801m and greater 73,632 23%
Total 320,657 100% Data Source: TfNSW Transport Performance and Analytics Household Travel Surveys 2014/2015
Five bus stops are located within 400m walking distance of the site on Edgeworth David Avenue and Jubilee Street. Bus Route 575 and 594H operate from these bus stops with connections between Macquarie University to Hornsby and City QVB to Hornsby respectively.
Route 575 services are provided every 20 minutes Hornsby bound and 15-20 minutes Macquarie University bound in the morning peak period. Route 575 services are provided every 20-30 minutes Hornsby bound and 20 minutes Macquarie University bound in the evening peak period.
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Two Route 594H services are provided City bound and four services Hornsby bound in the morning peak period. Four Route 594H services City bound and two services Hornsby bound are provided in the evening peak period.
The existing bus network map is shown in Figure 3.2.
Figure 3.2: Existing Bus Network Map
Basemap Source: Transdev Region 12 Network Map (accessed 02/07/18)
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3.3 Existing Pedestrian Infrastructure
Well-established pedestrian facilities are provided within the vicinity of the site. Sealed pedestrian paths are provided on either side of Edgeworth David Avenue, which deliver good pedestrian access to the properties along Edgeworth David Avenue including Westfield Hornsby and Waitara Station via Waitara Avenue. Pedestrian footpaths are provided on one side of the road for other surrounding streets to the site.
In addition to this, within the immediate vicinity of the site, signalised pedestrian crossings are provided across Edgeworth David Avenue-Myra Street. A zebra crossing is also provided at the Alexandria Parade-Waitara Avenue intersection. However, that being said, no formal dedicated school crossings are situated at the front accesses of the site on Edgeworth David Avenue and Myra Street.
Notwithstanding the above, the site is located within a 30-minute walk distance to key destinations and attractions in the area, including Westfield Hornsby, child care centres, local café and restaurants and various recreational facilities and parks. Waitara Station is a 12- minute walk from the site as shown in Figure 3.3.
Figure 3.3: Walk Route between Waitara Station and Site
Basemap source: Google Maps Australia (accessed 04/07/18)
The pedestrian catchment within a 30-minute walk distance from the site is graphically shown in Figure 3.4.
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Figure 3.4: Existing Pedestrian Catchment (30-minute walk)
Source: Route360 (accessed 04/07/18)
Further to this, it is understood that future works are being proposed by Hornsby Shire Council on Edgeworth David Avenue, which are subject to approval and funding from Roads and Maritime and include: . The construction of blister islands,
. The provision of on-road cycle paths,
. The reduction of Edgeworth David Avenue to a single lane in both directions.
These proposed works are illustrated in Figure 3.5.
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Figure 3.5: Proposed Traffic Calming Measures
Source: GHD
3.4 Existing Cycling Infrastructure
Limited bicycle routes are provided in the vicinity of the site. As mentioned previously, an on- road cycle route along Edgeworth David Avenue has been proposed by Hornsby Shire Council which would provide a safer cycling environment.
3.5 Car Share
Car sharing is a flexible, cost effective alternative to car ownership and is a convenient and reliable way for staff to use a car when they need one. GoGet is a car share company operated in Australia, with a number of vehicles positioned within the area.
Car share is a concept by which members join a car ownership club, choose a rate plan and pay an annual fee. The fees cover fuel, insurance, maintenance, and cleaning. The vehicles are mostly sedans, but also include SUVs and station wagons. Each vehicle has a home location, referred to as a "pod", either in a parking lot or on a street, typically in a highly-
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populated urban neighbourhood. Members reserve a car by web or telephone and use a key card to access the vehicle.
Notably, the City of Sydney Council has reported that “a single car share vehicle can replace up to 12 private vehicles that would otherwise compete for local parking”. As such, the provision of car sharing facilities or the promotion of using existing car sharing facilities in the vicinity should be able to reduce both the parking demand for the site and the traffic generated by it.
Figure 3.6 shows the location of the existing GoGet vehicles within the immediate vicinity of the site.
Figure 3.6: Location of Existing GoGet Vehicles
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3.6 Traffic Surveys and Modal Split
This section contains a review of historical data of existing occupancy figures on public transport facilities, including light rail, bus and ferry services, and household travel survey information obtained from Transport for NSW’s Open Data website.
3.6.1 Rail Patronage
The Waitara railway station provides good public transport connectivity between Berowra/Hornsby suburbs and the Sydney CBD. The T1 North Shore Line currently services over 35,000 patrons on a typical weekday. As part of the Sydney Metro Northwest between Rouse Hill and Chatswood, train services on the T1 North Shore Line are expected to increase to 20 trains per hour in 2019.
Notwithstanding this, a summary of the existing train loads on the T1 North Shore line, provided on Transport for NSW’s website, is shown in Figure 3.7.
Figure 3.7: T1 North Shore Line Train Patronage (AM Peak)
Source: TfNSW
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Figure 3.7 indicates that the existing T1 North Shore line experiences relatively heavy loadings on approach to Chatswood, with seating capacity generally reached well before this station in the morning peak period. However, train loadings on approach to Hornsby are below the seating capacity (i.e. less than 100% train loadings). This suggest that there is available rail capacity for stations within the vicinity of Waitara/Hornsby suburbs.
Further to this, train patronage surveys collected on Thursday, 23 February 2017 have been obtained to understand the existing rail services, frequencies and capacity of trains servicing the Waitara area. A summary of the existing rail services at Waitara Station is provided in Table 3.3.
Table 3.3: Summary of Rail Services at Waitara Station
AM Period PM Period
7am-8am 8am-9am 4pm-5pm 5pm-6pm
From Hornsby 7 8 11 9
To City 7 7 8 8
Existing rail services at Waitara can currently accommodate up to a total of 896 seated train patrons (people). Based on the train patronage surveys, existing train loads at Waitara Station currently operate within capacity, with similar train loads experienced in both the AM and PM Peaks.
The train patronage surveys provide the following rail capacity classifications: . MANY_SEATS_AVAILABLE
If occupancy on the train is less than 65% of the seating capacity
. FEW_SEATS_AVAILABLE
If occupancy on the bus is more than 65% of the seating capacity
. STANDING_ROOM_ONLY
If occupancy on the bus is more than 105% of the seating capacity of the train
The existing train loadings/capacities at the Waitara Station during the AM and PM peak periods are summarised in Figure 3.8 and Figure 3.9. The following graphs show how many trains currently operate during the peak periods and their associated train capacity classification (e.g. number of trains operating within or exceeding the seating capacity).
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Figure 3.8: Existing Peak Train Capacity (Waitara Station) - To Central
*Note: All surveyed train services had many seats available.
Figure 3.9: Existing Peak Train Capacities (Waitara Station) - From Central
*Note: All surveyed train services had many seats available.
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In this regard, the existing rail facility near the site currently operates within capacity, with spare capacity for any additional train trips generated by the proposed development site (e.g. parents, visitors, staff etc.).
3.6.2 Bus Patronage
3.6.2.1 Edgeworth David Avenue Existing Bus Loads
Bus patronage surveys collected on Thursday, 24 November 2016 (sourced from TfNSW’s open data website) have been obtained to understand the existing bus services, frequencies and capacity within the immediate vicinity of the site.
The bus patronage surveys have been derived from the following three main sources: . PTIPS – Public Transport Information and Prioritisation System
. Opal
. Bus Fleet Capacity
A summary of the existing bus frequencies at the nearest bus stops located on Edgeworth Avenue, at Woonona Avenue, is summarised in Table 3.4.
Table 3.4: Summary of Bus Frequencies near the Site
AM Period PM Period
7am-8am 8am-9am 4pm-5pm 5pm-6pm
Route 575
From Macquarie 2 3 3 3
To Macquarie 4 3 3 3
Route 594H
From Hornsby 0 2 0 0
To City 2 0 1 2
Existing bus services along Edgeworth David Avenue can currently accommodate a total of some 60 bus patrons (people), with the following breakdown: . Seating capacity = 45 people
. Standing capacity = 15 people
Based on the bus patronage surveys, existing bus loads within the immediate vicinity of the site currently operate within capacity, with similar bus loads experienced in both the AM and PM Peaks.
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The bus patronage surveys provide the following bus capacity classifications: . MANY_SEATS_AVAILABLE
If occupancy on the bus is less than 50% of the seating capacity (e.g. less than or equal 22 bus patrons)
. FEW_SEATS_AVAILABLE
If occupancy on the bus is more than 50% of the seating capacity (e.g. more than 22 bus patrons)
. STANDING_ROOM_ONLY
If occupancy on the bus is more than the seating capacity of the bus (e.g. more than 45 bus patrons)
With the above in mind, the existing bus loadings/capacities at the selected bus stops on Edgeworth David Avenue, at Woonona Avenue during the AM and PM peak periods are summarised in Figure 3.10, Figure 3.11, Figure 3.12 and Figure 3.13.
The following graphs show how many buses currently operate during the peak periods and their associated bus capacity classification (e.g. number of buses operating within or exceeding the seating capacity).
Figure 3.10: Existing Peak Bus Capacities (Bus Stop 2076190) – To Macquarie
*Note: All surveyed bus services had many seats available.
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Figure 3.11: Existing Peak Bus Capacities (Bus Stop 2076103) – From Macquarie
*Note: All surveyed bus services had many seats available.
Figure 3.12: Existing Peak Bus Capacities (Bus Stop 2076190) - To City
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Figure 3.13: Existing Peak Bus Capacities (Bus Stop 2076103) - From City
As such, the existing bus facilities within the immediate vicinity of the site currently operate within capacity, with spare capacity for any additional bus trips generated by the proposed development site (e.g. parents, visitors, staff etc.).
3.6.3 Existing Student Modal Split
As part of the Traffic Impact Assessment Report prepared by GHD (dated August 2017), an online questionnaire was distributed by the school for parents to complete. A total of 217 responses were received. One of the key objectives of the data collection was to determine the mode of transport of students at Waitara Public School.
A summary of the existing modal splits to Waitara Public School is provided as follows: . 25% of parents drop-off their children (by car) at the front of the school
. 25% of parents parked their vehicles nearby and walked their children to school
. 36% of children walked to the school (either on their own or accompanied by a parent/guardian)
. 13% of students took the bus to school
. 1% of students cycled to school.
The above data is graphically summarised in Figure 3.14.
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Figure 3.14: Mode of transport to Waitara Public School
Source: GHD
Based on the online survey questionnaire collected by GHD, 50% of students are currently dropped off by car to the school. The remaining 50% of students either cycle, walk or bus to school. Notably, the proportion of trips made by non-car modes (e.g. walking/bus trips) to the school are considerably higher than average non-car mode splits for primary schools. This is most likely attributed to the availability of school buses operated by Transdev that provide transfers from nearby train stations such as Hornsby Station and Wahroonga Station.
3.6.4 Existing Staff Modal Split
Surveys were collected by GHD to determine the model of split of staff trips to the school. A total of 65 responses were received from the questionnaire survey, which presumably includes part-time staff and/or non-educational staff. The results indicate a high dependency on car usage for staff, despite the site’s proximity to high frequency public transport services.
Based on the survey data, the following modal splits were recorded: . 95% of staff travel by car ( = 36 car trips)
. 3% of staff travel walk ( = 1 walking trip)
. 2% of staff travel by public transport ( = 1 public transport trip)
Further to this, the current staff residential postcodes were provided, which found that 59% of staff currently live within a 5km catchment radius from the site and 13% of staff within a 15km
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catchment radius. The remaining 28% of staff live between 30km and 70km away from the site such as Glenorie and Terrigal suburbs. The full survey data is provided in Appendix A for reference.
Notwithstanding this, the existing staff car park off Highlands Avenue provides 12 car parking spaces. Based on this car parking provision and the survey data above, this would mean that 26 staff would either be dropped off by car or park on-street, which is quite high considering that there are only 38 staff.
The existing staff car park (12 parking bays) are proposed to be maintained. As part of the proposed expansion of the school, it is planned to reconfigure the existing parking area to provide 12 additional bays (24 parking bays in total), as displayed in Figure 3.15. The full layout plan provided in Appendix B.
Figure 3.15: Proposed Layout Plan
Source: GHD
As such, the school car park would contain a total of 24 car parking spaces following the completion of the proposed development.
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4 Objectives and Targets
4.1 Future Student Numbers and Projected Mode Splits
The school is expected to increase from 760 students to 1,000 students (i.e. additional 240 student spaces). Based on existing modal split surveys collected at the school, the future projected modal splits (with no green travel measures in place) for the school are shown in Table 4.2.
Table 4.1: Projected Journey to Work Modal Splits
Main method of Travel Existing Student Mode Splits (%) Student Trips
Car 50% 500
Walk 36% 360
Public Transport 2% 20
School Bus 11% 110
Cycle 1% 10
Total 100% 1000
Using the existing modal split figures, 500 out of the 1,000 students would travel by car to the school.
4.2 Future Staff Numbers and Projected Mode Splits
As indicated previously, the school is expected to increase from 38 teachers to 42 teachers (i.e. additional four teaching spaces). Based on existing modal split surveys collected at the school, the future projected modal splits (with no green travel measures in place) for the school are shown in Table 4.2.
Table 4.2: Projected Journey to Work Modal Splits
Main method of Travel Existing Staff Mode Splits (%) Staff Trips
Car 95% 40
Walk 3% 1
Public Transport 2% 1
Total 100% 42
Using the existing modal split figures, 40 out of the 42 staff would travel by car to the school. Based on the future car parking provision of 24 spaces, this would mean that 16 staff would either be dropped off by car or park on-street.
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4.3 Objectives
The following objectives have been identified in order to achieve the vision of the GTP.
Objective 1: Facilitate a shift towards more sustainable transport modes
. Improve access, safety, amenity and convenience of sustainable transport modes for travel to and from the site
. Provide incentives for sustainable travel and establish a culture of active and public transport use.
. Continue to encourage non-car based modes by limiting the convenience of car access to the site.
Objectives 2: Make the site a great place to live, work and visit
. Improve access and mobility and enhance the sense of place.
. Reduce the need to travel by co-locating of complementary land uses.
4.4 Mode Share Targets
As indicated previously, the aim of the GTP is to encourage modal shift away from cars by implementing measures that influence the travel patterns of staff. To ensure that the GTP is having the desired effect, the implementation of the GTP would be regularly monitored. The success of the GTP is measured by setting modal share targets and identifying the measures and actions that have the greatest impact.
The results of the existing staff and student modal splits indicate that car driver mode share is 95% and 50% at the school respectively. Noting that a modal shift of between 3-5% would be considered to be a significant achievement (as stated by the experts in the LEC), it is considered that the mode share target for staff car drivers should be 90% and student trips by car should be 45%, which represents around a 5% modal shift.
On this basis, the proposed development would need to influence a modal shift for about two staff to achieve a modal shift of 5%.
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Table 4.3: Projected Journey to Work Modal Splits
Main method of Staff Trips Student Trips Travel
Existing Modal Split Proposed Modal Split Existing Modal Split Proposed Modal Split (38 staff) (42 staff) (750 students) (1,000 students)
Car 95% (36 staff) 90% (38 staff) 50% (375 students) 45% (450 students)
Walk 3% (1 staff) 3% (1 staff) 36% (270 students) 36% (360 students)
Public Transport 2% (1 staff) 7% (3 staff) 14% (105 students) 19% (190 students)
Total 100% 100% 100% 100%
However, that being said, a 90% proportion of staff travelling by car is considered quite high as the site is located within close proximity to public transport facilities. However, a 5% modal shift is considered a significant achievement for staff trips at educational facilities, such as this one.
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5 Methods of Encouraging Modal Shift
To achieve the objectives of the GTP, measures will be put in place to influence the travel patterns to/from the site, with a view to encouraging modal shift away from cars.
5.1 Potential Site-Specific Measures
The school will consider the following measures to encourage more sustainable travel use.
5.1.1 Student Measures
Measures to encourage more sustainable travel use for student trips would be targeted towards parents/caretakers at the school as K-6 students clearly are not old enough to drive.
A school newsletter will be distributed to all parents to encourage walking and active travel to school. In addition to this, a small committee of interested people, including students and parents, will be established to represent the school to promote initiatives for safe, greener and more active travel. A number of teachers will be appointed to attend/organise the committee meetings with the students and parents and represent the school to promote active travel.
5.1.2 Walking
Staff employed at the site will be encouraged to walk by implementing a ‘10,000 steps per day initiative’. This involves the provision of high quality pedestrian facilities, including pedestrian paths to/from key public transport hubs and bus stops. Staff members who have achieved the 10,000-step goal over a set period could be rewarded.
In addition to this, a workplace walking group would be established, where all staff would be invited, particularly those who live locally, to walk together to get to the school. Information regarding the workplace walking group would be sent via email, posted on noticeboards and/or on the school website to promote participation and encourage staff who live locally to walk to work.
If successful, this could form the basis of a walking bus. A Walking School Bus™, which is a community and parent based initiative, is a group of primary school children who walk to and from school along a safe and enjoyable set route, accompanied by a minimum of two parent driver/supervisors per ‘bus'. In this way the teachers could be the accompanying adults.
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5.1.3 Cycling
Provision of high quality cycling infrastructure with end-of-trip facilities will be provided to encourage people to arrive by bicycle. Further to this, all staff will be encouraged to travel to the site by bike through word of mouth and bicycle maps and routes posted on all noticeboards, newsletters, websites etc, to promote awareness.
5.1.4 Public Transport
Public transport noticeboards will be provided to make staff, students, visitors parents more aware of the alternative transport options available. The format of the noticeboards will be based upon the travel access guide. In addition to this, the school will consider the provision of Opal Cards with a monthly allowance to facilitate travel for staff.
5.1.5 Travel Share
There are some existing car sharing facilities within the vicinity of the site. To reduce car ownership and single occupancy car trips, it is recommended that the school consider the provision of GoGet membership to staff to utilise existing and/or future car sharing facilities near the site. This will enable staff who travel by active travel to undertake emergency car trips if necessary.
In addition to this, a carpooling forum will be developed to encourage staff to travel in groups. The forum would provide a platform for people travelling on the same route to find each other and form groups. The forum will be posted on the staff website, noticeboards and in newsletters.
5.1.6 Off-site Measures
The school will consult with Council with a view to implementing several off-site measures to improve the transport connections to and from the site including: . Investigations with Council to accommodate the bus and cycle facilities within the proposed development and/or upgrade or provide pedestrian facilities.
. Improved signage and way finding from key public transport hubs, to improve the walking and cycling experience. Signage would include wayfinding for cyclists to direct them to the best and safest route to the school.
. Investigations with Council to facilitate additional car sharing facilities.
5.2 GTP Information
The information provided within the GTP will be provided to staff and parents in the form of a package of easy to understand travel information known as a Travel Access Guide (TAG).
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This will be included in the information pack provided to staff on day one during their induction.
TAGs provide customised travel information for people travelling to and from a particular site using sustainable forms of transport – walking, cycling and public transport. It provides a simple quick visual look at a location making it easy to see the relationship of site to train stations, light rail stations, bus stops and walking and cycling routes.
Such TAGs encourage the use of non-vehicle mode transport and can reduce associated greenhouse gas emissions and traffic congestion while improving health through active transport choices.
They can take many forms from a map printed on the back of business cards or brochures. Best practice suggests that the information should be as concise, simple and site centred as possible and where possible provided on a single side/sheet. If instructions are too complex, people are likely to ignore them.
This TAG should be available for pick up at various locations at the site such as, at front entrances, school website and noticeboards for visitors and parents.
A draft TAG has been prepared for the site and is provided in Appendix C.
5.3 Information and Communication
Several opportunities exist to provide staff with information about nearby transport options. Connecting staff with information would help to facilitate journey planning and increase their awareness of convenient and inexpensive transport options which support change in travel behaviour.
Transport NSW info . Bus, train and ferry routes, timetables and journey planning are provided by Transport for New South Wales through their Transport Info website: http://www.transportnsw.info/
Hornsby Shire Council Cycleways Hornsby Shire Council provides a number of services and a range of information to encourage people of all levels of experience to travel by bicycle. http://www.hornsby.nsw.gov.au/lifestyle/sports-and-recreation/biking/road-cycling
Similarly, such phone apps as Trip View display Sydney public transport timetable data and shows a summary view showing current and subsequent services, as well as a full timetable viewer. This timetable data is stored on the phone, so it can be used offline.
Connecting staff via social media may provide a platform to informally pilot new programs or create travel-buddy networks and communication.
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The above web links and any social media platforms may be included within the GTP/TAG.
5.4 Actions
A summary of the key strategy and framework action table is shown in Table 5.1. It should be noted that this framework action table will be updated as required. However, it is stressed that the availability of the suggested strategies is a key factor in influencing travel patterns.
Table 5.1: Framework Action Table
Strategy Action Targeted Audience Timeline Responsibility
Managing Car Use
Car Sharing Consider providing car Staff Prior School School sharing membership to Expansion reduce car occupancy
Car Pooling Establish a car pooling Staff When all staff Travel Plan system to reduce single car are employed Coordinator occupancy and promote social interaction
Promoting Public Transport
Bus/train Consider providing Opal Staff When all staff Travel Plan Card with monthly are employed Coordinator allowance to encourage public transport use
Promoting Cycling and Walking
Provision of End-of- Provide bicycle parking, Staff and Parents Prior School School Trip Facilities showers, lockers and Expansion change rooms
Other
Green Travel Plan Provide staff with the Green Staff and Parents Staff Travel Plan Travel Plan to encourage induction/Prior Coordinator active travel School Expansion
Transport Access Provide staff with a TAG on Staff and Parents Staff Travel Plan Guide day one of induction and induction/Prior Coordinator post the TAG on School noticeboards, front Expansion entrances, the School’s online website, etc.
Ongoing Review Ongoing review of the GTP - Ongoing Travel Plan to introduce additional Coordinator measures as required
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6 Management and Monitoring of the Plan
6.1 Management
There is no standard methodology for the implementation and management of a GTP. However, the GTP will be monitored to ensure that it is achieving the desired benefits. The mode share targets set out in Section 4.3 are used in this regard to ensure there is an overall goal in the management of the GTP.
The monitoring of the GTP would require travel surveys to be undertaken with a focus to establish travel patterns including mode share of trips to and from the Site.
The implementation of the GTP will need a formal Travel Plan Co-ordinator (TPC), who will have responsibility for developing, implementing and monitoring the GTP. The TPC will be an appointed staff member of the school or an independent expert.
It will also be necessary to provide feedback to staff and parents to ensure that they can see the benefits of sustainable transport.
Indeed, there are several keys to the development and implementation of a successful GTP. These include: . Communications – Good communications are an essential part of the GTP. It will be necessary to explain the reason for adopting the plan, promote the benefits available and provide information about the alternatives to driving alone.
. Commitment – GTPs involve changing established habits or providing the impetus for people in new developments to choose a travel mode other than private car use. To achieve co-operation, it is essential to promote positively the wider objectives and benefits of the plan. This commitment includes the provision of the necessary resources to implement the plan, beginning with the introduction of the 'carrots' or incentives for changing travel modes upon occupation.
. Consensus – It will be necessary to obtain broad support for the introduction of the plan from the staff.
Once the plan has been adopted, it is essential to maintain interest in the scheme. Each new initiative in the plan will need to be publicised and marketing of the project as a whole will be important.
6.2 Remedial Actions
A continuous review will take place to identify remedial actions should the modal share targets not be achieved. However, the following measures are proposed both as discrete
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measures (e.g. car share) and those being proposed as part of the proposed expansion of the school: . Increased cycle parking
. Increased / improved changing facilities /lockers
. Increase in shuttle bus frequency (if required)
. Increase use of car share (e.g. GoGet for staff).
Alternatively, the TPC could work with council to see how the measures might be aligned with those identified in councils Active Travel study.
6.3 Consultation
The results of the Green Travel Plan will be communicated with Council, staff, parents and to the wider community via the school website and/or newsletters.
As such, it is recommended that a summary letter is produced presenting the results of the survey within one month of the undertaking of the travel surveys (say 3-months post- expansion). The letter/report may be also appended to the GTP and submitted to Council for comment. Subsequent surveys would be undertaken after 1, 3 and 5 years.
Communication to staff and the wider community may be carried out in a similar form by public display of the GTP on the school website. Alternatively, a news article on the matter could be included on the website.
6.4 Conclusion
It is recommended that travel surveys be undertaken 3-months post-expansion of the school with this draft GTP updated accordingly to suit the site’s existing modal splits and findings of the travel surveys, including opportunities and constraints to influence a modal shift away from car usage. Subsequent surveys should be undertaken after 1, 3 and 5 years.
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Appendix A
Existing Staff Travel Surveys
18168_r01v03_GTP_180816 Appendix A Staff Residential Postcodes 2062 2082 2081 2065 2082 2769 2065 2082 2066 2082 2069 2083 2072 2083 2074 2083 STAFF TRANSPORT TO SCHOOL 2074 2083 2074 2087 2076 2093 2076 2097 Car Walk Public Transport 2076 2103 2076 2118 2077 2120 2 1 2077 2120 2077 2120 2077 2120 2077 2120 2077 2121 2077 2126 2077 2153 2077 2153 62 2077 2157 2077 2159 2077 2207 2079 2250 2079 2250 2079 2250 2080 2250 2081 2251 2081 2260
Appendix B
Layout Plan
18168_r01v03_GTP_180816 Appendix B EDGEWORTH DAVID AVENUE NOTES:
1. PAVEMENT AREAS ARE INDICATIVE ONLY
LEGEND: E E E E E W SW E NEW CONCRETE PAVED AREA (BROOM FINISH) NEW CONCRETE BAND PAVED AREA E E E (EXPOSED AGGREGATE FINISH)
E E NEW BRICK PAVED AREA TO LANDSCAPE/ARCH W W E W W W W W W W W W W
W S S W SPECIFICATION
SW EXISTING TURPENTINE FOREST NEW ASPHALT PAVEMENT
PROPOSEDW BUILDING EXISTING PAVEMENT/LANDSCAPE TO BE RETAINED
FFL 183.90 FFL 186.50 U LANDSCAPING TO ARCHITECT SPECIFICATION EXISTING BUILDING SW PROPOSED RESIN BOUND GRAVEL TO W LANDSCAPING TO ARCHITECT SPECIFICATION PROPOSED RUBBER SOFTFALL SURFACE TO PROPOSED BIKE PARKING LANDSCAPE ARCHITECT SPECIFICATION
BIKE PARKING
W W PROPOSED ARTIFICIAL TURF TO
(20 nos.)
LANDSCAPE ARCHITECT SPECIFICATION
SW
SW SW
SW
SW SW SW SW
SW SW
SW SW
SW SW
SW
BIKE PARKING SW C LIMIT OF WORK
G E
S G
G U
G G E G G (40 nos.) G EXISTING SPECIAL PROGRAMS SITE BOUNDARY U U U U PROPOSEDU CONCRETEU PAVEMENT BANDINGU U U BUILDING
EXPOSED AGGREGATE FINISH U EXISTING COLA NEW RETAINING WALL
W U
W
W REFER LANDSCAPE DRGS FOR DETAILS
E
SW E
E C
W G
S E
U HERITAGE
U COURTYARD
SW W G ENTRY/
MYRA STREET EXIT BIKE PARKING ASSEMBLY AREA W COLA
W (40 nos.)
C S LINE OF BUILDING ABOVE U
SW U
U U
U U
SW SW
W W SW
W W
S
U
U EXISTING PLAY SPACE
U U
W W SW
S EXISTING LIBRARY
G PROPOSED BRICK PAVING AREA U REFER LANDSCAPE DRG FOR DETAILS
E SW E SW PROPOSED CONCRETE PAVEMENT(BROOM FINISH) PLAZA TURF AREA REFER LANDSCAPE DRGS FOR DETAILS EXISTING
SOCCER FIELD SW S EXISTING
E BASKETBALL
SW
COURT U
S
S
S
S
S S S S DN DN U
C E
U
U E
G U U
W C EXISTING EXISTING GAZEBO E E TOILET BLOCK W C U E C E C E W
C
W U U E W C PLAY 11 TURF AREA
AREA EXISTING PICNIC AREA WE REINFORCED CONCRETE INSITU PROPOSED U RETAINING WALL CIRCLE OF WG WG WG
10 FRIENDSHIP U 5 6 7 8 9 12 BIKE PARKING(24 nos.) EXISTING EXISTING CARPARK HANDBALL COURTS NEW SURFACE TO TIE IN FLUSH WITH EXISTING. REFER TO TYPICAL JOINT NATURE PLAY AREA BETWEEN EXISTING AND NEW PROPOSED NEW ASPHALT SURFACE, REFER TO PAVEMENT LAYER WORKS DETAIL ON ASPHALT PAVEMENT DETAIL ON DRAWING DRAWING 21-26108-WA-SD-CI-1025 21-26108-WA-SD-CI-1025 PAVEMENTHERB GARDEN PLAN SCALE 1:250
1 2 3 4 STORAGE AREA
DRAWING COLOUR CODED - PRINT ALL COPIES IN COLOUR PRELIMINARY N DO NOT SCALE Drawn M.RANGWALA Designer G.DE SWARDT Client NSW DEPARTMENT OF EDUCATION D ADDITIONAL PARKING OPTION MR MD* BM* 06.07.18 Drafting Design Project Check A.MACLEAN* Check A.RAHMAN* WAITARA PUBLIC SCHOOL REDEVELOPMENT C SCHEME DESIGN FOR APPROVAL MR MD* BM* 24.11.17 Conditions of Use. Title This document may only be used by Approved CIVIL B SCHEME DESIGN FOR APPROVAL MR MD* BM* 20.10.17 GHD's client (and any other person who (Project Director) 0 2.5 5 7.5 10 12.5m Level 15, 133 Castlereagh Street, Sydney NSW 2000 Australia GHD has agreed can use this document) Date PAVEMENT PLAN for the purpose for which it was prepared A ISSUED FOR SCHEMATIC DESIGN MR PM* MD* 21.09.17 T 61 2 9239 7100 F 61 2 9239 7199 This Drawing must not be Original Size and must not be used by any other Job Project SCALE 1:250 AT ORIGINAL SIZE E [email protected] W www.ghd.com Scale 1.250 used for Construction unless Drawing No: Rev: No Revision Note: * indicates signatures on original issue of drawing or last revision of drawing Drawn Manager Director Date person or for any other purpose. signed as Approved A1 21-26108-WA-SD-CI-1020 D
GHD STANDARD A1 ATTRIBUTE BLOCK CAD File No.: GHD_G_0045_T Updated: 08-07-03 Version: 1.1 Plot Date: 6 July 2018 - 10:17 AM Plotted by: Mai Le Cad File No: G:\21\26108\7. Waitara PS\00 Common\CADD\Drawings\01 Drawings Waitara\21-26108-WA-DA-CI-1020.dwg
Appendix C
Transport Access Guide
18168_r01v03_GTP_180816 Appendix C Hornsby North Wahroonga
575
8091
9091 9099
594H Waitara Public School
Wahroonga
Wahroonga Jubilee St before Edgeworth David Ave Waitara Public School, Edgeworth David Ave
8020
8029 Waitara Station Transport
5min Access Guide
Use active transport and get your daily physical activity while you travel 10min Normanhurst Wahroonga Getting Here Bus
Start walking today to achieve Bus stops located on Edgeworth David Ave and Jubilee Street are within a goal of 10,000 steps per day! Train 3 minute walk from the school. These bus stops are serviced by frequent public bus services connecting to Hornsby and Turramurra Station, Macquarie University, CBD and more. Waitara Station (950m away) Walk Route Description Service Line T1 North Shore, Northern and Western Line 594H Hornsby – City QVB When crossing the road, it is important to cross at the lights and use pedestrian crossings. Distance 10 minute walk away 575 Hornsby – Macquarie University via Turramurra Average Frequency Every 10-15 minutes To access the bus stops on Jubilee St or Waitara Train Station cross the streets at the Journey Time 3 mins to Hornsby Station Special School Services lights on the Edgeworth David Av – Myra St 20 mins to Chatswood Station intersection. Additional school services are available in the mornings and afternoons periods before and after school. School services will stop at the Waitara Public School, Edgeworth David Ave bus stop immediately in front of the school. Each route has one service per day, with key times listed Hornsby Station (1.4km away) Morning School Services Service Line T1 North Shore, Northern Cross Safely and Western Line Route Travels from Departs Arrives Distance 17 minute walk away 8029 Duffy Av before Sinclair Av, 7:55 8:55 Average Frequency Every 5 minutes Thornleigh Journey Time 22 mins to Chatswood 8091 Hornsby Station 8:45 9:00 15 mins to Epping 36 mins to Central 8020 Wahroonga Station 8:58 9:12 Adult Opal card holders get a $2 discount for every transfer between train, ferry, Afternoon School Services bus or light rail as part of one journey
Route Travels to Departs Arrives Public Transport Information For detailed route maps, departure and 9091 Hornsby Station 15:15 15:33 arrival times and service information, please contact Transport Info on 131 500 or visit 9099 Hornsby Station 15:15 15:33 transportnsw.info
The Transport Planning Partnership Suite 402 Level 4, 22 Atchison Street St Leonards NSW 2065
P.O. Box 237 St Leonards NSW 1590
02 8437 7800
www.ttpp.net.au