.;'" it* 'iil ,,,il

,, .l :."

-|-l OJ Tr-.h c) o) f o- tr -l OJ o)s :J c.) v) 5 E 3 o rD ,11-l a - otJr ltr v, ;1''. , '. . 3 o :) r'+ Museum of Applied Arts & Sciences November 2016 Traffic and Transport Assessment 161372UT

Revision Register

11t11t16 For FinalBusiness Case

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Appendix A - Intersection Analysis 34 AppendixB-TimberLane 39 Appendix C - Turning Paths 40 Appendix D - Trip Distribution 41

List of Figures Figure 2.1: Site Location ...... 7 Figure 2.2: Intersection survey locations ...... 9 Figure 2.3: Peak 60-minute traffic volumes at Phillip Street & Church Street ...... 10 Figure 2.4:Peak 60-minute traffic volumes at Phillip Street & Wilde Avenue ...... 10

Figure 2.5: Peak 60-minute traffic volumes at Wilde Avenue & Victoria Road...... 11

Figure 2.6: Peak 60-minute traffic volumes at Phillip Street & George Khattar Lane...... 11 Figure 2.7: Bus routes servicing the New Museum site...... 13 Figure 2.8: Potential alignments through CBD...... 16 Figure 2.9: Example of pedestrian wayfinding signage in CBD ...... 17 Figure 2.10:Walking distance to on- and off-street parking areas...... 18 Figure 2.11: Visitor overlap at the ...... 20 Figure 2.12: Arrival and departure movements from Powerhouse Museum surveys ...... 21 Figure 3.1: Powerhouse Museum staff location by postcode...,...... 23 Figure 3.2: Vehicle movements scaled by expected visitation and mode share...... 30

List of Tables Table 2.1: Peak 60-minute traffic volumes (intersection totals)...... 9 Table 2.2: Criteria for evaluating capacity of an intersection...... 12 Table 2.3: Intersection average and limiting Levels of Service ...... 12 Table 2.4: Bus frequencies for routes servicing the New Museum site...... 14 Table 2.5: Train frequencies to and from Parramatta Station ...... 15 Table 2.6: Visitor and staff travel modes .....20 Table 3.1: Existing and projected mode share for museum visitors ...... 24 Table 3.2: Existing and projected mode share for museum staff ...... 24 Table 3.3: Traffic generation projects for Altitude Meriton development ...... 31 lllll I1 :::::" ::1::T::::::::::::::::-:::::::::::"::i'*: 1'::*:::::::i'l Table 3.5: Critical performance scenarios under worst-case projections (critical approach) 32

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1.0 Introduction 1.1 Background Taylor Thomson Whitting (TTW) has been engaged by the Museum of Applied Arts & Sciences (MAAS) to undertake a transport and traffic assessment to support the Final Business Case for the development of the New Museum in Parramatta. The assessment outlines the transport and traffic impacts likely to occur as a result of the master plan for the New Museum, and assesses the adequacy of public transport in connecting visitors to the site. 1,2 Purpose This report provides an assessment of the anticipated transport and traffic implications of the proposed development, including consideration of the following: o Travel behaviour at the existing Powerhouse Museum . Existing transport conditions at the site of the proposed development; . Traffic generation and impact of the proposed development; o Provision of parking and loading area facilities; and . Current and future intersection operation. This study has been carried out with respect to relevant guidelines and standards, including: . Australian Standards AS2890 . City of Parramatta Development Control Plan 2011 . City of Parramatta Local Environmental Plan 2011 . Roads and Maritime Services' Guide to Traffic Generating Developments (2002) 1.3 References In preparing this report, reference has been made to a number of reports related to the study area, including: . Parramatta 2038: Community Strategic Plan (2015) . Parramatta City Centre Car Parking Strategy (2011) . Parramatta Smart City Masterplan (2015) . CBD to Parramatta Strategic Transport Plan (2015) o Visitor Strategy for Parramatta 201 1-2016 (2010) The Preliminary Business Case, Functional Design Brief, and Design Options for the MAAS Parramatta development also provide sources of information. Finally, this research has been conducted in the context of various master plan and strategic documents for greater Sydney and NSW, including: . A Plan for Growing Sydney (2015) r NSW Long Term Transport Master Plan (2012) . Sydney's Future series (2012-2013) . Parramatta Light Railshortlisted alignments and key junction arrangements (2016)

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2.2 Local Road Network Phillip Street Phillip Street is the primary east-west link around the site, and one of the main routes through the Parramatta CBD. While other east-west connections are typically restricted to one-way, Phillip Street provides two-way travel along the northern edge of the CBD. The road frontage between the New Museum site and Phillip Street consists of heritage buildings. Timber Lane Timber Lane is an access road running perpendicular to Phillip Street, currently used as entry to the existing car parking areas and other service areas. The recently constructed Altitude Meriton apartment development also uses Timber Lane as the access point for loading and car parking. Georqe Khaftar Lane George Khattar Lane is a minor link road meeting Phillip Street east of Wilde Avenue and passing underneath the Barry Wilde Bridge to service the existing car park. Traffic through this underpass is limited to vehicles below 3.5m in height. The junction with Phillip Street is an unsignalised T-intersection. Wilde Avenue Wilde Avenue is the primary north-south link around the site. In the north it connects to Victoria Road, passing over the Parramatta River adjacent to the proposed development. South of Phillip Street this road becomes Smith Street, and connects to the Parramatta Transport Interchange in the south of the CBD. Church Street Church Street is a significant pedestrian and commercial thoroughfare, as a primary north-south corridor through the Parramatta CBD. Church Street is a major route for vehicles in the north, including many of the bus routes in the area. Victoria Road Victoria Road is a state road connecting the Sydney CBD to Parramatta. Near Wilde Avenue the road provides two lanes of traffic in each direction. Outside Parramatta, it carries an average of 40,000 vehicles per day (RMS, 2016) along three lanes in each direction.

Taylor Thomson Whitting (NSW) Pty Ltd Page 8 of 41 @ 2016 Taylor Thomson Whitting Section 2: Existing Conditions Museum of Applied Arts & Sciences November 2016 Traffic and Transport Assessment 161372 UT

Church Street

1',.

RT L 0 112 178 A Thursday AMPeak(A) o 121 107 B AnTnO 08:15 - 09:15 .ABCD 0 130 121 C ,,-.-e+ L 32 39 /10 37 096 106 D PM Peak (B) T 188 99 156 90 17:15 - l8;15 R0 0 0 0 Tucsday AMPeak(C) 0 0 0 2R 02/08/16 07:15 - 08:15 87 214 132 220 T +-T A 31 91 1 22 42 6s 27L PM Peak (D) I 38 10t 0 ABCD '15:30 - 16;30 c 63 862 D 28 105 1 L TB

1

Church Street

Figure 2.3: Peak 60-minute traffic volumes at Phillip Street & Church Street

Wllde Avenue

)

BT L 206 485 Thursday AM Peak (A) t) 79 3U 2Amn6 08:00 - 09:00 ABCD 218 493 L 54 149 53 150 73 328 PM Peak (B) T 124 101 111 110 17:00 - l8:00 -? 820 37 13 31 Tucsday AM Peak(C) 79 202 78 219 R 0'12108116 08:00 - 09:00 97 79 113 907 .R A 59 178 55 29 57 22 81 L PM Peak (D) B 44 393 25 A8C D '16:45 - 17:45 T c 58 174 28 D 52 399 13 L TR Itrl^il 1 tittil Smlth Slreet

Figure 2.4: Peak 60-minute traffic volumes at Phillip Street & Wilde Avenue

Taylor Thomson Whitting (NSW) Pty Ltd Page 10 of41 @ 2016 Taylor Thomson Whitting Section 2: Existing Conditions Museum of Applied Arts & Sciences November 2016 Traffic and Transport Assessment 161372UT 2.4 Intersection Operation The adequacy of the capacity of an intersection is judged by whether it can physically and operationally cater for the traffic using it. This considers parameters including the average delay per vehicle and the degree of saturation (DoS), a ratio of flow to capacity. Satisfactory operation of an intersection is considered to continue up to 42 seconds average delay per vehicle. At this Level of Service (LoS), operating speeds are still reasonable and acceptable delays are experienced. The recommended criteria for evaluating capacity of intersections are shown inTable2.2. Tabfe 2.2: Criteria for evaluating capacity of an intersection Source; RMS

Analysis of existing conditions at the surveyed intersections, using SIDRA modelling software, shows that all are operating within acceptable Levels of Service as shown in Table 2.3. Appendix A provides more detailed information on modelling results, including pre- and post-development scenarios.

Table 2.3: lntersection average and limiting Levels of Service

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Table 2.4: Bus frequencies for routes servicing the New Museum site

City Buses every 30 minutes (night service only) Eastwood Buses every 60 minutes HffiffiffiI West Ryde 30€0 minutes 60 minutes i Ryde 30€0 minutes 60 minutes 120 minutes

Bunryood 15-30 minutes 30 minutes

Chatswood 10-15 minutes 20-30 minutes

Epping 15-20 minutes 2040 minutes 50-70 minutes

Epping 15-20 minutes 2040 minutes 50-70 minutes

Oatlands 15-20 minutes 2040 minutes 50-70 minutes

Castle Hill 30-60 minutes (night service only)

Rouse Hill 30 minutes 60 minutes

Rouse Hill 60 minutes Gastle Hill 60 minutes _l:,';:ifl.E#,ffiir,i,. Winston Hills 60 minutes

North Parramatta 60 minutes 120 minutes

Pennant Hills 60 minutes 120 minutes '. Blacktown 30-90 minutes -".r' ,' , . 'inlopJrillei-1,;q'..:.,,1.,*1: 900 Local shuftle 10 minutes

Fairfield 30-60 minutes 60 minutes idt.+.;,':i

Bankstown 20-30 minutes 60 minutes

Bankstown 30 minutes 60 minutes

Gity 10-15 minutes 20 minutes

Macquarie Park 10-15 minutes 20 minutes

Hornsby 10-15 minutes 20 minutes

Hurstville 10-l5 minutes 20 minutes

Sutherland 10-15 minutes 20 minutes

Castle Hill 30-60 minutes 60 minutes Blacktown 20€0 minutes 60 minutes

Gastle Hill 20-60 minutes 60 minutes Rouse Hill 10€0 minutes ,.': I" ",',..;&b;ffiJg9; :.' ,;'+i,'l,,,,r, Rouse Hill 20-30 minutes 60 minutes

Rouse Hill 15-20 minutes .,j'';r, ", r',,"*:;lffi#ffi" "r-::, rti:i,:'.",:.: Rouse Hill 60 minutes

Note: Blue = Sydney Buses roufes; Red = roufes; Green = routes

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is intended to reduce vehicular trips to the CBD, mitigating parking losses from the light rail itself and the City of Parramatta's strategy to move car parking spaces to the city periphery. Figure 2.8: Potential light rail alignments through Parramatta CBD Background image: NSW SIX Maps. Alignment information: Transport for NSW. Graphic: TTW

2.5.2 Active Transport Active transport refers to physical modes of transport such as walking and cycling. These modes are encouraged for improved personal health and reduced environmental impact. The Parramatta CBD is well suited to walking. Local infrastructure typically consists of wide pedestrian footpaths and signalised crossings for safe movement through the city. Walking is encouraged along the riverbanks with dedicated footpaths along much of the river. Connection to the New Museum from other travel modes is simple for pedestrians. The site is located only 600m from Parramatta Station, providing regular train and bus services for the region. Parramatta Wharf ferry services are only 400m from the New Museum, and future Light Rail stops shall be around 200-300m from the site. The city centre provides extensive wayfinding signage for pedestrians. This wayfinding system includes printed pamphlet-style maps distributed at key points across the city, in addition to map-based sign installations found on many street corners. These wayfinding maps are modular and designed to be easily updated, and it is expected that the system would be revised to include the New Museum and other future local developments. A shared pedestrian link and cycleway extends over 8km to the east, providing scenic passage along the Parramatta River. Secure bicycle lockers are available at Parramatta Wharf and Parramatta Station. As there are no dedicated cycleways or lanes available, Sydney Cycleways does not categorise the roads within the CBD as bicycle friendly roads.

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The survey further indicated that 80% of MDC staff drive a private vehicle to the MDC. 80% of movements between the MDC and other locations use private vehicles (personal, taxi, or fleet). Public transport between Ultimo and Castle Hill is limited, but more direct connectivity is provided to Parramatta. Buses 601, T60, T62, and T64 pass within 200m of the MDC, providing access to Parramatta every 30 minutes (see Section 2.5.1). Staff often require vehicles for transporting objects or tools, restricting public transport usage for MDC staff. 2.6 Car Parking As of November 2015, the City of Parramatta specifies that there are around 7,000 public on- and off-street car parking spaces across the city. Council parking facilities in the CBD are charged at $3.50 per hour, or $2.50 per hour in the northern and southern fringes of the CBD. Time restrictions vary broadly between different meters and areas, but all offer free parking on Sundays. The closest parking stations and on-street parking areas around the site are as illustrated in Figure 2.10 below. Major changes to parking before opening of the museum will include changes around Parramatta Stadium, opening of the Macquarie Street car park, construction of the adjacent Meriton apartments, and removal of some on-street spaces for the Light Rail. There is also potential for new parking stations around the city ring roads to replace CBD parking in the future. The Westfield Parramatta shopping centre provides a further 4,500 parking spaces, which are available for use even when not shopping at the centre. Parking is free for up to three hours, and is located approximately 15 minutes'walk from the New Museum. Vehicles requiring accessible parking, with a Mobility Parking Scheme card displayed, are entitled to utilise on-street parking concessions. These concessions allow parking in excess of posted time restrictions and at no cost, however they do not apply in multi-level car parks.

LEGEIID

x cufrbsbqHospitel m lPTlck tcd The Holpilolsil€hflofkSydn€y Chihrf's . : lrJ 2Ptlct t d ttPTlck tcd -n.l0PTlchcLd - |I 2PFnc i[PF]tc

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Figure 2.10: Walking distance to on- and off-street parking areas Background image: Google Maps lnformation source: City of Panamafta (last updated September 2015)

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Table 2.6: Visitor and staff travel modes

rt.,l"l:F;ffitlu',; 27 6.5% 25 11.4% 65 5.3% --]*E.t:g..f 47 11.4% 15 6.8% l 533 43.7% 1 rli, 1i1 101 24.5o/o 2 0.9% ir: RT ,:i ...i:;lt 0 0.0% 13 5.9% 0 0.0% ,:-.'l .',r;. 0 0.0% 1 0.5% 87 7j% = **F*c-,f,Y*, .. ;;r. IFE T: 63 153% 23 10.5o/o 31 2.5o/o 0 0.o% 2 0.90/o 0 0.0%

13 3.1o/o 0 0.o% 't7 1.4o/o

:'=".ffi,,:' 71 17.2o/o B5 38.8% 473 38.7%

91 22.0% 53 24.2% 15 1.2%

Figure 2.11 illustrates the distribution of visitor overlap through a day, based on the arrival time (as recorded) and intended departure time (as indicated by the visitor) recorded during TTW surveys. The peak number of visitors on-site is equivalent to roughly 60% of the total daily visitation, at around midday.

Peak visitation times

E o p 20o o. g. fi rso o ! roo E z 50

""r.-.".-..-..-*S*$ oS o$*$ Time"$ (to"$u$o$-"^""^ nearest 30 minutes)

Figure 2.11: Visitor overlap at the Powerhouse Museum (n = 415 visitors)

Taylor Thomson Whitting (NSW) Pty Ltd Page 2Q of 41 O 2016 Tavlor Thomson Whittino Section 2: Existing Conditions Museum of Applied Arts & Sciences November 2016 Traffic and Transoort Assessment 161372UT 3.0 The Proposed Development 3.1 Scope The proposed development will occupy the site of an existing car park along the Parramatta River. Current plans provided to TTW as of 12 September, 2016, indicate the development shall provide around 30,000m2 of total floor area. MAAS projections forecast a possible 800,000 annual visitors to the New Museum during its opening in 2023 (compared to 470,000 at the existing museum). This could grow to as much as 1 million annually by around 2040. Design occupancy is expected to caterfor a maximum of 6,000 visitorsl. The development is expected to provide the same core opening hours as the Powerhouse Museum, being 1Oam to Spm daily. The museum also caters for a number of events outside the regular operating hours, which can bring around 200 visitors to the site. A standard evening event may operate during the hours of Spm to 9pm. While these operations shall continue, enhanced evening operations at the New Museum are proposed, including weekly evening opening times and the service of food and beverage across the riverfront.

3.2 Travel Mode

3.2.1 Forecast Travel Mode Travel mode data from the completed surveys (see Section 2.4) has been compared to available data from the NSW Household Travel Survey (HTS). For visitors, the existing museum shows higher than average usage of private vehicles. This is likely due to the needs of larger groups such as families with children. This is shown in the average group size of 3.1 persons for private vehicle travellers, compared to 2.5 persons per group overall. Conversely, current staff members tend to utilise public and active transport more than others in the Sydney area, with low usage of private vehicle. Based on existing access options, choice of transport to visit the New Museum is expected to be significantly different from that taken to Ultimo. For example, many residents of Greater Sydney may have direct train routes to the Sydney CBD, but not to Parramatta, and may choose to travel to the new site by vehicle instead. This assumption is supported by data from the 2011112 Household Travel Survey conducted by the Bureau of Statistics. Social and recreationaljourneys to Parramatta were three times more likely to be by private vehicle than those in Sydney (66% and 22Vo respectively), while around half as likely to be via a public transport service (6.7% and 12.3o/o respectively). The New Museum will also benefit upon completion of the , which the existing museum also demonstrates with proximity to the Light Rail. The lack of a light rail connection from the museum to the Transport Interchange will, however, likely see lower utilisation than in Ultimo. For staff, 9% currently travel to the Powerhouse via private vehicle. The majority of these park their vehicle off-street, in discounted parking offered by the Museum. As shown in the Household Travel Survey, there is a 71o/o usage of private vehicle for commutes to Parramatta compared to 27o/o in Sydney. For the New Museum this would correlate to approximately 24o/o private vehicle usage to Parramatta. As illustrated below in Figure 3.1, most staff currently live near the Ultimo site allowing them to walk or use public transport, and may be unable to do so to Parramatta. While it would be expected that there will be a gradual shift in staff locations from east to west, initial demand must be considered, particularly for fulltime staff.

' MAAS Parramatta Functional Design Brief, August 2016

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Table 3.1: Existing and projected mode share for museum visitors

11.4o/o 13.1o/o 39.7o/o 39.0% 22.3o/o 65.6% 45.0o/o 27.6% 9.2o/o 25.9o/o

22.0o/o 59.3% 26.7o/o 1.2%

17.2% 7.5o/o 3.7% 38.7%

6.5o/o 4.8o/o 2.9o/o 5.3o/o

15.3o/o 2.5o/o

o.o% 15.3o/o 6.1o/o* 1.OVo* 7j%

0.0% 0.0%

* Household Travel Suruey "Othe/' category- Social/recreational joumeys

Table 3.2: Existing and projected mode share for museum staff

7.go/o 23.5o/o 63.7o/o 8.7o/o 27.0o/o 71.2% 0.9o/o 3.6% 7.5o/o

24.2o/o 18.2o/o 4.5o/o

38.8% 32.7% 18.2%

11.4o/o 16.7o/o 5.3o/o

1Q.5o/o

0.5% 16.9o/o 5.3o/o* 0.8%*

5.9%

* Household Travel Suruey'Othef'category- Commute joumeys

3.2.2 Travel Plans The proposed travel mode distributions are based on existing mode share at the Powerhouse Museum, which could be modified with the introduction of a Travel Plan. Travel Plans are a package of measures designed to reduce car trips and encourage the use of sustainable transport. These include traveltargets, initial data, and measures to achieve the target. Under Section 3.6.1 of the Parramatta DCP, a development with greater than 5,000m2 of gross floor space or 50 employees, and within 800m of a railway station or 40Om of a bus stop, must prepare a Travel Plan.

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The current proposal for Option A (dated 13e September,2016) provides 20 parking spaces for MAAS fleet vehicles, with no allocation for visitor parking. Proposals for Option B (dated 19u October, 2016) provide 224 basement parking spaces for use by both staff and visitors. To ensure that parking remains available for visitors and is not used solely by staff, limited allocation would be provided for staff spaces (say 40) in this option. Given the extensive public transport accessibility to the site (see Section 2.5), both parking options are deemed to be manageable. As discussed during meetings between TTW and the City of Parramatta, the broader future strategy for Parramatta intends.to reduce car parking within the CBD to improve congestion. Existing CBD parking may be replaced with car parking stations around the city periphery, from which visitors may travel via bus, light rail, or walking to their destination.

f n accordance with the Parramatta DCP, at least 1-2o/o of on-site parking spaces should be accessible parking spaces. Design and management of these spaces must comply with 452890.6: Off-street parking for people with disabilities.

3.3.4 Car Park Access Two main access points are available for on-site car parking: from George Khattar Lane or from Timber Lane. As detailed in the Draft Flood Report for the New Museum OTW, 2016), access via George Khattar Lane would be below the 10O-year flood level. The report states that such a design may face difficulties in Council approval, mainly in regards to the open entry point. lf it were to be approved, suitable mitigation measures would be required at a George Khattar Lane entrance to the car park. These may include automated flood gates, with internal emergency access to a floor above the flood level. Consideration should also be given to any effects that lack of car park access may have on museum operation. The alternative entry point via Timber Lane would provide a ramp to a basement car park from around the loading dock area. From a flood design perspective, it would be preferable to have the entry via this ramp from above the appropriate flood level. However, use of this entry presents high traffic volumes and heavy vehicles. A loading dock entry point would be reached via Timber Lane, the same access point used by the adjacent Altitude Meriton apartments. This development provides 669 parking spaces for mixed residential (533 spaces) and retail (136 spaces) usage. This number of spaces is slightly larger than in the existing parking areas (approx. 540 spaces), however will now also see vehicles using Timber Lane for both entry and exit. The current car park uses Timber Lane for entry only. The future traffic impact as assessed in Section 3.6 includes further details relating to Timber Lane. Both options satisfy Section 4.3.3.5 of the DCP, by providing access from a lane or minor street rather than primary street fronts or streets with major pedestrian activity. Exit via the existing site egress point on Wilde Avenue is limited to left turn only, requiring excessive travel for southbound vehicles, while both proposals allow short access to the Phillip Street / Wilde Avenue intersection for greater connectivity. Current plans for the museum dated 13 September, 2016, indicate a stairway over the potential car park entry, to connect pedestrians on Wilde Avenue to the riverside. Regardless of car park access this area should be afforded high accessibility to ensure usage of the New Museum and future Parramatta River developments. Riverfront access would also satisfy Section 3.6.3 of the DCP, by providing pedestrian and cycle links on a site adjacent to a waterway. A Plan For Growing Sydney further highlights the potential of this area and the importance of pedestrian connectivity.

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3.5 Other Access

3.5.1 Bus Parking Area Parking in the vicinity for eight buses is indicated as a requirement for the museum, and must not interfere with local traffic flow. An on-site parking and dropoff area for school buses and coaches will be created adjacent to the loading dock area (as per Option 2 plans by FKM Architects, 12109116), with space for three buses. As outlined in Section 2.3.4, otf- site parking for excess bus vehicles should be available around the city. Access to the on-site bus parking area will be via Timber Lane, allowing shared usage of freight vehicle turning areas. This may facilitate a separated entrance for larger groups, intended to improve visitor experience for individual guests at the main entrance. As these guests will be in the vicinity of the loading dock, appropriate management procedures should be in place to ensure safety of all visitors and staff in the area, particularly young school children. This parking area will also require inclusion of turning space for manoeuvring the vehicles. Preliminary swept path analysis of current design plans indicates that the proposed turning space is sufficient. The bus parking area will be required to be empty if 19.5m articulated vehicles are to enter the toading dock area. This analysis is illustrated in Appendix D. A minimum overhead clearance of 4.5m must be provided for the bus parking area.

3.5.2 Emergency Vehicle Access Emergency vehicle access shall also be possible via Timber Lane when required. Bariatric ambulance vehicles are smaller than heavy rigid vehicles, for which the loading dock turning area has been deemed adequate. These vehicles willtherefore be able to manoeuvre within the loading dock and bus parking area if required. Access via George Khattar Lane will be available for vehicles with a clearance of less than 3.5m, however this area may not be accessible during periods of flooding. A qualified emergency consultant should be engaged during the development process to ensure sufficient access for any required vehicles, including large firefighting trucks.

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Vehicle movements - scaled

s Staff arrivals r Visitor arrivals r Visitor departures r Staff departures

6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:0014:00 15:00 16:00 17:00 18:00 19:00 20:00 Tlme (to nearest hour)

Figure 3.2: Vehicle movements scaled by expected visitation and mode share

3.6.3 Intersection Modelling Assumptions This section of the report assumes regional mode share and traffic conditions remain similar to existing conditions, while introducing expected worst-case vehicular demand from the new development. This worst-case scenario assumes that all vehicle trips generated by the museum pass through the surveyed intersections. The post-development analysis of these intersections does not consider: . Changes to traffic signal phasing; . Background traffic growth (expected to be mitigated by transport strategies); or r Changes to infrastructure due to Light Rail (mode share changes are considered). As calculated in Section 3.6.2, an estimated 240 vehicle trips may bp generated by the museum during its busiest hour of the day in a peak period. Table 2.1 demonstrates that the surveyed intersections experience peak 60-minute volumes ranging from 700 vehicles to almost 3,000 vehicles. For the purposes of a worst-case scenario analysis, modelling has assumed that museum and city peak periods occur at the same time. In reality, museum peak visitation typically occurs during weekends and in the middle of the day. General peak traffic volumes in Panamatta occur during the week, in morning and evening commuter periods. Appendix D illustrates the route distributions used in the post-development intersection modelling. The distributions assume that most vehicles will attempt to park on-site (or to find parking nearby), with an even split of vehicles from the north and south. During the morning peak period, all additional vehicle trips are assumed to approach the museum, while the afternoon peak period assumes allvehicles are leaving the area.

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Table 3.4: Critical performance scenarios under worst-case projections (intersection totals)

" lntersection LOS values are not applicable for sign controlled intersections due to zero delays associated with major road lanes

Table 3.5: Critical performance scenarios under worst-case projections (critical approach)

* Approach LOS yalues are not applicable for the major road at a sign controlled intersection due to zero delays assoclafed with major road lanes

Taylor Thomson Whitting (NSW) Pty Ltd Page 32 of41 O 2016 Taylor Thomson Whitting Section 3: The Proposed Development Museum of Applied A'ts & Sciences No\rember 2016 Trafic and TmnsDort Assffint 161372 UT Appendix A- Intersectlon Analysls SIDRA Analysis

DoS: Degrea ot saht,/atlon Dd.y: Avedgc vehlcle deldy (secon&) LoS.' Level of Servke (levels A b n Tay'orThomson \Mritting (NSW Pty Ltd Page 34 ol 41 @ 2016 Taylor Thomson Wiitting Appendix Museum of Applied Arts & Sciences November 2016 Traffc and Transport Assessment 161372 UT

Thursday PM 0.397 21.6 E 0.358 24.1 B - 0.039 + 2.5 No change

Tuesday PM 0.346 B 0.433 22.5 B + 0.087 + 2.3 No change

Ihurday PM u.ooa 22.4 B o.721 23.8 b + 0.054 + 1-4 No change

Tuesday PM 0.579 20.2 B 0.763 22.4 B + 0.184 + 2.2 No change sriJ.zo :.rls.ll.:i , ji,: 9.ry$$. :'1,s"qp9:.,1 i:.-1r.J-4*,1,i ,;i--ej , ?n ti:

Thursday PM 0.690 24.8 o 0.710 28.5 + 0.020 + 3.7 B4C

Tuesday PM o.541 22.5 E 0.787 28.3 B + 0.246 + 6.0 No change

tM-: _ii-:.+' ;-'dtfr",,i ri,:?!3-: *te; j: :':1 .::]€ ii: :*,l9. .'..9";9Qt, .,1;.:ztii ffi ifffiit.{':i;Fet :, l :, t Thu6day PM 0.256 19.8 B o.271 18.9 d + 0.015 - 0.9 No change

Tuesday PM 0.211 18.7 B 17.0 B + 0.066 '1.7 No change Bl j i-rii=g?yiAM' '-,i,ggn _, ' :* ilq'. r o,bss 21'l' *blso -1i. , 1?s :6',

Thursday PM 0.690 22.5 B o.72'l 24.1 B + 0.031 + 1.6 No change

Tuesday PM 0.579 20.5 B o.747 22.9 B + 0.208 + 2.4 No change

Taylor Thomson Whitting (NSU0 Pty Ltd Page 36 of 41 @ 2016 Taylor Thomson Vvhiltjng Appendix Museum ofApplied Arts & Sciences Nov€rnb€rm16 Trafrc and Transoort Assesgment 16't372ur

NA: lnl€,ts€ction LOS and Mahr Road App@acn LOS values a E Not Applicable for tv,o-way sign @ntrol since he avenge dalay is not a good LOS measure due to Eto delays assc€iabd with major rcad lane6-

TaylorThomson Whifling (NS\ /) Pty Ltd Page 38 ot41 @ 2016 Taylor Thomson Whitling Appendix Museum of Applied Arts & Sciences November 2016 Traffic and Transport Assessment 161372UT

Appendix C - Turning Paths Loading Dock & Bus Parking Area Turning Paths

Taylor Thomson Whitting (NSW) Pty Ltd Page 40 of41 O 2016 Taylor Thomson Whitting Appendix PRELIIIINARY

MUSEUM OF APPLIEDARTS toN 2 E & SCIENCES. PARRAMATTA ICLE TURNING PATHS ARTICULATED SEMI TPOO2 P1 PRELIIIINARY

TURNING PATHS HEAVY RIGID VEHICLE E i-J fl[1

PRELIIIINARY

OFAPPLIEDARTS IOPTION2 u SCIENCES, PARMI\'ATTA IVEHICLE TURNING PATHS 161372 TP006 Pl PRELIMINARY E

TPOO8 P1 PRELIMINARY IB AM Pcak Distributions VICTORIAROAD NOT TO SCALE 0+ <-0 Tnlic vdumes may not dd @nely 645-l 60 6 belween lntersdions due to whicles /'- parking a- otott-sted

PRINT lN COLOUR: This g@phlc is 'hur4.ded.

CHURCH flMBER SIREET Lr',NE

12 59 59 040It )t00 o-, 17 40+

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17 Traffc g6n€fat6d by Mofiton dov€loFnefit Trylor gensrated Th-omson 40 Traffic by Nen, Museum whlflho