Transport Construction Authority Report for Auburn Stabling Project November 2010
Contents 1. Introduction 1 2. Existing Conditions 2 2.1 Site Description 2 2.2 Existing Operations 4 2.3 Existing Road Network Characteristics 4 2.4 Existing Traffic Management Controls 8 2.5 Existing Traffic Volumes and Road Capacity 8 2.6 Existing Intersection Performances 12 2.7 Local Transport and Other Transport Issues 14 3. Proposed Development 18 3.1 General Description 18 4. Traffic Impacts during Construction 20 4.1 Traffic Generation during Construction 20 4.2 Construction Period Road Network and Intersection Performance 24 4.3 Local Transport and Other Transport Issues 26 5. Traffic Impacts during Operation 27 5.1 Traffic Generation Attributed to the Auburn Stabling Project (ASP) 27 5.2 Traffic Generation Attributed to the Auburn Maintenance Centre 28 5.3 Future Total Traffic Generation ASP and AMC 30 5.4 Future Traffic Assignment during Operational Phase 30 5.5 Future Road Network and Intersection Performance 31 6. Conclusions 35 Table Index Table 1 Functional Classification of Roads 4 Table 2 Average Daily Flows 8 Table 3 AM and PM Peak Flows 9 Table 4 Indicative Volume Capacity Ratios 10 Table 5 Environmental Capacity Performance Standards on Residential Streets 11 Table 6 Assessment of Environmental Capacity Performance Standards 11
Table 7 Measures of Effectiveness for Level of Service Definition for Intersections 12 Table 8 Performance Criteria at Intersections 13 Table 9 Existing Intersection Performance 13 Table 10 Affected Bus Service 16 Table 11 Rail Services through Clyde Station and Auburn Station 16 Table 12 Construction Period Traffic Movements 22 Table 13 Environmental Capacity Performance Review Construction 24 Table 14 Construction Period Intersection Performances 25 Table 15 Staffing Requirements 27 Table 16 Total Future Traffic Generation AMC Operation 28 Table 17 Personnel and Shift Configuration during Morning and Evening Peak Periods 29 Table 18 Total Future Traffic Generation AMC Operation 30 Table 19 Total Future Traffic Generation 30 Table 20 Environmental Capacity Performance Review - Operational 32 Table 21 Operational Intersection Performances 32 Figure Index Figure 1 Location Map 3 Figure 2 Figure 3 Figure 4 Looking east along Manchester Road from the intersection with Chisholm Road 5 Looking south along Chisholm Road from the intersection with Manchester Road 6 Looking west along the Private Road, located to the west of Manchester Road 7 Figure 5 Existing Pedestrian Footpaths 15 Figure 6 Construction Traffic Haulage Routes 23 Appendices A Traffic Counts B SIDRA Outputs
1. Introduction Transport Construction Authority (TCA) has commissioned GHD Pty Ltd (GHD) to undertake the Review of Environmental Factors (REF) for the Auburn Stabling Project (ASP). A major component of this is the. The ASP is proposed to be located on RailCorp land, known as the Clyde Marshalling Yards, approximately 20 kilometres west of the Sydney Central Business District and within the Auburn local government area. The ASP site is located to the south-west of the Main West Line rail corridor, with the following four main services: the North Shore and Western line which travels from Berowra via Sydney s north shore to Parramatta and onto Emu Plains and Richmond the South line which travels between the City Circle and Campbelltown via Granville the Blue Mountains line which travels from Central Station through the Blue Mountains to Lithgow the Carlingford line which travels between Clyde and Carlingford. This has been prepared in accordance with the Guide to Traffic Generating Developments (Roads and Traffic Authority 2002) and considers the following issues: Existing Conditions a review of existing road features, traffic volumes, existing intersections performances and public transport. Future Conditions a review of additional traffic generated during construction and from the future operation of the proposed development, the daily traffic profile of the ASP, traffic assignment, assessment of the impact of the construction and future operation of the ASP on the road network and intersection performances in the vicinity of the site. 1
2. Existing Conditions 2.1 Site Description The proposed ASP is situated in the south-western section of an industrial precinct known as Clyde Marshalling Yards. The Clyde Marshalling Yards is an historic term describing a rail operations area dating back to the late 1800s. This area currently incorporates both RailCorp and privately owned industrial land. The Clyde Marshalling Yards is bounded by Parramatta Road to the north, Duck River to the west, Rawson Street to the east and Manchester Road to the south and is split into two sections by the Main West Line rail corridor, which runs east west through the precinct. Land to the west of the proposed ASP is used for industrial and commercial purposes. These businesses are accessed via Manchester Road to the south of the site. Where Manchester Road turns in a northerly direction, it is parallel to the path of Duck River. At this point, Manchester Road becomes a private road owned by RailCorp (referred to as the Private Road). Access to the ASP site is via the Private Road. On the western side of Duck River land use predominantly consists of low density residential dwellings, however a small number of industrial properties are also located along the western bank of Duck River. Land to the south and south-east of the ASP site consists of low density residential dwellings. Approximately 350 metres to the south-east of the site, surrounding Auburn Station, is a commercial and business precinct. The Auburn town centre contains some multi-storey residential dwellings which are generally located above businesses located at street level. A number of community facilities are located in close proximity to the Auburn town centre. These include St John s Primary School, Trinity Catholic College and St Joseph s Public Hospital. Currently there are three existing rail facilities operating within the Clyde Marshalling Yards to the south/south-west of the Main West Line. These facilities are: MainTrain Facility generally situated within the central portion of the site AMC to the north-west of the MainTrain Facility and east of the proposed ASP Manildra to the east of the proposed ASP and the MainTrain Facility. Existing access to the MainTrain Facility by both vehicles and pedestrians is via a level crossing across the existing tracks. This crossing provides vehicular access to the MainTrain site from Manchester Road. Access to the AMC site is via Manchester Road and the Private Road. The level crossing at the Clyde end provides the vehicular connection between the Private Road and the AMC site. Pedestrian access routes around the ASP site are currently limited, and occur at three locations: from the car park, located off Manchester Road to the MainTrain Facility this access is via an existing pedestrian footbridge located adjacent to the existing level crossing and is generally used by MainTrain workers from the AMC car park, located to the north of the ASP site to the AMC this access is via an existing pedestrian overbridge and is used by AMC workers from Clyde Station along the rail corridor to the AMC this access is via an existing pedestrian pathway and provides access across Duck River. 2
The location of the site is shown in Figure 1. Figure 1 Location Map 3
2.2 Existing Operations This section describes the existing operational characteristics and land use traffic generation within the Clyde Marshalling Yards. The RailCorp owned area of the Clyde Marshalling Yards is used as a rail based maintenance facility, with a variety of functions associated with the servicing of existing rail related rolling stock including: construction and engineering of rolling stock components workshops for maintenance of rolling stock workshops for visual presentation of rolling stock, including painting and repair works to carriages storage of rolling stock components and related machinery testing tracks and rail lines for train and carriage interchanges ancillary land uses including administrative office space and car parking. The south-western section of the Clyde Marshalling Yards is primarily accessible via the Private Road. Traffic data collected along the Private Road provides an indication of existing traffic generation of the south-western precinct. This would include some of the traffic associated with the AMC, which has recently become operational. RailCorp has confirmed that the current staffing of the AMC is minimal and only represents the core administration group. Although construction activities have been completed, there are occasionally heavy vehicles accessing the site due to associated minor works. The existing vehicle traffic generation of the south-western section of the Clyde Marshalling Yards accessing via the Private Road was recorded to be 1,074 vehicles per day. Approximately 9.2 percent of the daily vehicle movements (99 vehicles per hour) occur during the morning peak and 8.5 percent (91 vehicles per hour) in the evening peak periods. 2.3 Existing Road Network Characteristics The classification of roads on the existing road network can be used as an indication of the functional role each road plays with respect to the volume of traffic they should appropriately carry. The Roads and Traffic Authority (RTA) has developed a set of road hierarchy classifications (detailed in Table 1) indicating the typical daily and peak hour traffic volumes (expressed in terms of average annual daily traffic (AADT)) serviced by various classes of roads. Table 1 Functional Classification of Roads Type of Road Daily Traffic Volume (vpd) Peak Hour Traffic Volume (vph) Arterial Road >15,000 1,500 5,600 Sub-Arterial Road 5,000 20,000 500 2,000 Collector Road 2,000 10,000 200 1,000 Local Road <2,000 0 200 Notes: vph vehicles per hour; vpd vehicles per day 4
2.3.1 Manchester Road This road functions as a collector road with connection to Chisholm Road and the Private Road (access to Clyde Marshalling Yards) at its western end and access to The Crescent South, Normanby Road and Cumberland Road at its eastern end. Manchester Road, shown in Figure 2, has two wide travel lanes, one in each direction, and sufficient width to accommodate kerbside parking lanes. This is a council maintained road. Figure 2 Looking east along Manchester Road from the intersection with Chisholm Road 2.3.2 Chisholm Road Chisholm Road, also a council maintained road, functions as a collector road with connection to Manchester Road at its northern end and Regents Park industrial area at its southern end. Chisholm Road, shown in Figure 3, has two wide travel lanes, one in each direction, and sufficient width to accommodate kerbside parking lanes. Chisholm Road runs north south and is located south of the ASP site. 5
Figure 3 Looking south along Chisholm Road from the intersection with Manchester Road 2.3.3 Private Road The Private Road, owned by RailCorp, functions as an industrial access road to RailCorp s maintenance facilities within the Clyde Marshalling Yards. The Private Road (shown in Figure 4) connects to Manchester Road and Chisholm Road at its eastern end and Clyde Marshalling Yards at its northern end. This road has a sealed carriageway comprising two wide travel lanes, one in each direction. The Private Road has low traffic volumes and is able to accommodate heavy vehicle traffic. This route is currently being used by heavy vehicles and employee traffic accessing sites within the Clyde Marshalling Yards. Residences with private driveway access are located along the southern side of the road while some industrial businesses are located along the northern side of the road. 6
Figure 4 Looking west along the Private Road, located to the west of Manchester Road 2.3.4 The Crescent The Crescent is a council maintained road. It functions as a collector road with connection to Manchester Road and Cumberland Road at its southern end and at its northern end forms a T-junction with South Parade and Alice Street. The Crescent connects to a short section of South Parade that leads towards the railway bridge onto Rawson Street. This road has two travel lanes, one in each direction, and sufficient width to accommodate kerbside parking lanes. The Crescent Road runs east west and provides the link from Manchester Road to Rawson Street. 2.3.5 Rawson Street Rawson Street is a classified regional road performing a sub-arterial function connecting to Parramatta Road at its northern end and St Hilliers Road and Olympic Drive at its south-eastern end. It has a twolane two-way divided carriageway with kerb and gutter between St Hilliers Road and Northumberland Road. There are two lanes on the eastbound direction for the whole stretch of the road. The westbound direction from Northumberland Road to Macquarie Road is reduced to one lane but widens back to two lanes up to The Crescent. Westbound from The Crescent to Yillowra Street is again reduced to one lane but widens back to two lanes from Yillowra Street all the way to the intersection with Parramatta Road. 2.3.6 Cumberland Road Cumberland Road is a council maintained road. It functions as a trunk collector road with connection to Manchester Road at its northern end and St Johns Road at its southern end. It has two wide travel 7
lanes, one in each direction, and sufficient width to accommodate kerbside parking lanes. Cumberland Road runs north south and parallel to Chisholm Road on the east side. 2.4 Existing Traffic Management Controls The existing road network near the vicinity of the ASP site comprises the following traffic management features. Stop Control: On the Manchester Road (east) approach to Chisholm Road On the Private Road approach to Chisholm Road. Sign-Posted Speed Limits: 60 km/h along Manchester Road 60 km/h along Chisholm Road 60 km/hr along The Crescent 50 km/h along Cumberland Road 20 km/hr along The Private Road 2.5 Existing Traffic Volumes and Road Capacity A review of existing traffic operating conditions along Manchester Road and Chisholm Road has been undertaken as part of this study. The traffic conditions along the roads in the vicinity of the ASP site were obtained by undertaking automatic traffic counts along Manchester Road and the Private Road and intersection turning counts at Manchester Road / Chisholm Road. The automatic counts were conducted over a period of seven days from 13 19 May 2010 while the intersection count was undertaken for a 2- hour time period during the morning and the evening peak periods on 13 May 2010. To supplement data from the traffic surveys, recent traffic data available from Auburn City Council was also obtained for the following roads: Chisholm Road (April 2010) Cumberland Road (November 2009) The Crescent (November 2009) Rawson Street (June 2009). A summary of the average daily traffic data (from the survey and from Council) is presented in Table 2. The peak hour traffic data is summarised in Table 3. Detailed results of the surveys are attached in Appendix A. Table 2 Location Average Daily Flows Weekday Direction one (vpd) % HV Direction two (vpd) % HV Chisholm Road (south of 2650 NB 6.3 1600 SB 8.7 8
Location Manchester Road) 1 Weekday Direction one (vpd) % HV Direction two (vpd) % HV Manchester Road (east of 2614 EB 10.2 1392 WB 12.4 Chisholm Road) 1 Private Road (west of 540 EB 15.8 534 WB 16.2 Chisholm Road) 1 The Crescent 2 7716 NB 8.0 7671 SB 9.1 Cumberland Road (south of 2722 NB 6.2 3442 SB 4.1 Manchester Road) 2 Rawson Street 2 9333 NB 10.9 7721 SB 15.2 Notes: NB = Northbound; SB = Southbound; EB = Eastbound; WB = Westbound, HV = Heavy Vehicles; vpd = vehicles per day. 1 GHD Survey data 2 Traffic data from Auburn City Council Table 3 AM and PM Peak Flows Location AM PM Direction one % HV Direction two % HV Direction one % HV Direction two % HV Chisholm Road (south of Manchester Road) 1 Manchester Road (east of Chisholm Road) 1 Private Road (west of Chisholm Road) 1 209 NB 9.1 67 SB 19.4 137 NB 8.7 122 SB 10.6 274 EB 6.2 91 WB 20.8 186 EB 11.8 123 WB 8.1 41 EB 17.1 74 WB 8.1 68 EB 11.7 44 WB 18.1 The Crescent 2 812 NB 7.1 775 SB 7.6 549 NB 6.9 618 SB 6.8 Cumberland Road (south of Manchester Road) 2 266 NB 9.0 285 SB 5.2 278 NB 5.3 354 SB 5.4 Rawson Street 2 693 NB 11.7 446 SB 18.3 663 NB 6.3 613 SB 8.5 Notes: NB = Northbound; SB = Southbound; EB = Eastbound; WB = Westbound, HV = Heavy Vehicles. 1 GHD Survey data 2 Traffic data from Auburn City Council 9
2.5.1 Road Capacity The capacity of urban roads is generally determined by the capacity of the intersections. However, typical one-way mid-block lane capacities for a median or inner lane on urban arterial roads under interrupted flow conditions are 900 vehicles per hour per lane (undivided road) 1,000 vehicles per hour per lane (divided road). 1 The capacity falls to 600 vehicles per hour per lane for a kerbside lane with occasional parked vehicles. These capacities at times may increase under ideal conditions to 1,200-1,400 vehicles per hour per lane. Based on this, the mid-block capacities for the roads can be estimated and compared to the existing traffic volumes. Table 4 presents the indicative range of the volume to capacity ratios for the observed peak flows on the adjacent road network. Table 4 Indicative Volume Capacity Ratios Location Indicative Mid-Block Capacity 3 (vph) AM Peak (vph) Volume Capacity Ratio (VCR) PM Peak (vph) Volume Capacity Ratio (VCR) Chisholm Road (south 1800 276 0.153 259 0.144 of Manchester Road) 1 Manchester Road (east of Chisholm Road) 1 2000 365 0.182 309 0.154 Private Road (west of 1800 115 0.064 112 0.062 Chisholm Road) 1 The Crescent 2 2000 1587 0.793 1167 0.583 Cumberland Road (south of Manchester Road) 2 1800 551 0.306 632 0.351 Rawson Street 2 1900 1139 0.599 1276 0.671 Notes: vph = vehicles per hour. 1 GHD Survey data 2 Traffic data from Auburn City Council 3 Indicative values based on road geometry and lower limits of capacity It is evident from Table 4 that the key roads are operating within the corresponding design capacity. 2.5.2 Environmental Capacity Performance Standards The peak hour flow environmental goal for local and collector roads is determined by the functional classification and the physical characteristics of the street. A summary of the environmental performance standards on local residential streets is provided by the Guide to Traffic Generating Developments (RTA, October 2002) and is presented in Table 5. The environmental performance standards indicated below are typically used for residential streets in urban 1 AUSTROADS Guide to Traffic Engineering Practice Part 2: Roadway Capacity (1999), Table 7.1 10
conditions and mainly relates to streets with direct access to residential properties. Trunk collector roads and spine roads with no direct property access can carry higher traffic flows. Table 5 Environmental Capacity Performance Standards on Residential Streets Road Class Maximum Speed (km/h) Peak Hour Volume (vph) Average Daily Traffic (vpd) Local Access way 25 100 maximum 1,000 maximum Local Street 40 200 environmental goal 300 maximum Collector Street 50 300 environmental goal 500 maximum 2,000 environmental goal 3,000 maximum 3,000 environmental goal 5,000 maximum In Table 6, the RTA guidelines have been applied to the existing peak hour flows on the local road network within the study area to determine whether these streets are meeting the environmental capacity. The environmental capacity performance standards outlined in Table 6 do not directly apply to The Crescent and Rawson Street owing to the fact that both roads function as trunk collector and subarterial roads with property access on only one side of the road. As such, Table 6 only provides an assessment for Chisholm Road, Manchester Road and the Private Road. Table 6 Assessment of Environmental Capacity Performance Standards Road Functional Classification Existing AM average peak hour two-way flows Existing PM average peak hour two-way flows Environmental Capacity (two-way flows) Volume compliance Chisholm Road (south of Manchester Road) Manchester Road (east of Chisholm Road) Private Road (west of Chisholm Road) Collector 276 259 500 Yes Collector 365 309 500 Yes Local 115 112 300 Yes The peak hour flows along Chisholm Road and Manchester Road are below the maximum environmental goal for a collector street. The peak hour flows along the Private Road are below the maximum environmental goal for a local residential street. The results in Table 6 indicate that the traffic demands on the road network in the vicinity of the ASP site during the morning and evening peak periods are within an acceptable range with regard to environmental capacity. 11
2.6 Existing Intersection Performances The performance of the existing road network is largely dependent on the operating performance of key intersections, which are critical capacity control points on the road network. The SIDRA Intersection Analysis model has been used to assess the existing peak hour operating performance of the following intersections: Chisholm Road/ Manchester Road/ Private Road Manchester Road/ The Crescent / Normanby Road/ Cumberland Road. The above intersections form part of the main routes that will be utilised to access the site and are likely to be impacted by the traffic generated by the ASP. The Level of Service (or LoS) is the standard used to measure the performance of the intersection operation. This is defined as the qualitative assessment of the quantitative effect of factors such as speed, traffic volume, geometric features, delays and freedom of movement. The level of service concept is applied to intersections through measures of effectiveness, as summarised in Table 7. Table 7 Measures of Effectiveness for Level of Service Definition for Intersections Intersection Control Sign or merge control Traffic Signals Roundabout Measure of Effectiveness Average Delay (sec/vehicle) Delay to critical movements Queue length for critical movements Average Delay (sec/vehicle) Delay to critical movements Degree of Saturation Cycle Length Queue length for critical movements Average Delay (sec/vehicle) Delay to critical movements Degree of Saturation Queue length for critical movements The criteria for evaluating the operational performance of intersections are provided by the Guide to Traffic Generating Developments (RTA 2002). Table 8 presents the equivalent Level of Service thresholds based on the RTA Guide. The boundary values for average vehicle delays for each Level of Service category as used in the SIDRA intersection modelling is also provided. These boundary values are used in the assessment of intersection operational performance. 12
Table 8 Performance Criteria at Intersections Level of Service Average Delay Per Vehicle (AVD), secs/vehicle Traffic Signals, Roundabout Give-Way and Stop Signs RTA Guide SIDRA boundary values A Less than 14 AVD 14.5 Good operation Good operation B 15 to 28 14.5 < AVD 28.5 Good with acceptable delays and spare capacity Acceptable delays and spare capacity C 29 to 42 28.5 < AVD 42.5 Satisfactory Satisfactory but accident study required D 43 to 56 42.5 < AVD 56.5 Operating near capacity E 57 to 70 56.5 < AVD 70.0 At capacity; at signals incidents will cause excessive delays Near capacity and other accident study required At capacity and requires other control mode F Greater than 70 AVD > 70.0 Roundabouts require other control mode The average delay assessed for signalised intersections is over all movements. For roundabouts and priority control intersections (with Stop and Give Way signs or operating under the T-junction rule), the critical criterion for assessment is the movement with the highest delay per vehicle. Average delay is expressed in seconds per vehicle. The existing performance of the subject intersections during the morning and evening peak periods resulting from the SIDRA analysis are presented in Table 9 and movement summary outputs are attached in Appendix B. Table 9 Existing Intersection Performance Intersection Peak Period Average Delay, secs Level of Service Degree of Saturation Comments (a) (b) (c) Chisholm Road/ Manchester Road/ Private Road AM 19.3 B 0.126 Worst movement Through from Manchester Road Approach All movements satisfactory 13
Intersection Peak Period Average Delay, secs Level of Service Degree of Saturation Comments (a) (b) (c) PM 16.2 B 0.071 Worst movement Through from Manchester Road Approach All movements satisfactory The Crescent /Manchester, Cumberland/ Normanby (roundabout) AM 14.4 A 0.375 Worst movement RT from Manchester Road Approach All movements satisfactory PM 16.6 B 0.143 Worst movement RT from Normandy Road Approach All movements satisfactory Notes: a) The average delay for sign controlled intersections is selected from the movement with the highest average delay. The average delay for roundabouts is selected from the movement on the approach with the highest average delay. b) The level of service for sign controlled intersections is based on the highest average delay per vehicle for the most critical movement during peak conditions. The level of service for roundabouts is based on the highest average delay per vehicle for the most critical movement. c) The Degree of Saturation is defined as the ratio of the arrival flow (demand) to the capacity of each approach. As summarised in Table 9, the intersections of Manchester Road / Chisholm Road and The Crescent / Manchester Road / Cumberland Road currently operate at a satisfactory level of service during morning and evening critical peak periods. 2.7 Local Transport and Other Transport Issues 2.7.1 Pedestrian and Cyclists Fairly low pedestrian activity was observed on the road network surrounding the ASP site. A footpath is provided along the southern side of Manchester Road, between Cumberland Road and Chisholm Road, which facilitates movement for pedestrians. There is also a pedestrian footpath from Clyde Station to the AMC (and ASP site). There are no cyclist facilities provided in the vicinity of the Clyde Marshalling Yards. The main desire line for pedestrian movement in the vicinity of the site is eastbound and westbound along Manchester Road, between the residential suburbs and the train station and town centre. Existing pedestrian facilities provide adequate linkages to the surrounding area and town centre. 14
Figure 5 shows the existing pedestrian desire lines. Figure 5 Existing Pedestrian Footpaths Legend Pedestrian footpath 15
2.7.2 Bus Services A bus service, provided by bus company Veolia, runs along Chisholm Road and Mona Street. The bus service provided is Route 908 that operates between Bankstown and Merrylands via Auburn. The operation of Route 908 is outlined in Table 10. Table 10 Affected Bus Service Route No. Route Description Weekday operation hours Weekday peak service frequency Weekday offpeak service frequency Weekend operation hours Weekend service frequency 908 Bankstown Auburn Merrylands 6.30am 6.30pm 30 mins 1 hour 7:45am 5.30pm 1 hour Levels of Services Only one bus route runs close to the study area. The route operates with a moderate level of service, with the frequency during the morning and evening peak periods of 30 minutes for the services to and from Bankstown. During weekends and the weekday off-peak, the frequency of the bus services declines, to a 1-hour frequency. The bus service provided can be used by workers to travel to and from the ASP site. It is unlikely the bus service would be impacted by additional traffic generation during the construction or future operational stages of the ASP site. 2.7.3 Rail Services The Main West Line is located to the north of the proposed ASP site. Auburn Station is located approximately 1.5 kilometres from the Clyde Marshalling Yards, along South Parade. Clyde Station is located 500 metres from the ASP site to the north-west, with a pedestrian footpath providing access from Clyde Station to the AMC. The operation of the Main West Line is outlined in Table 11. Table 11 Rail Services through Clyde Station and Auburn Station Route Description Weekday peak service frequency Weekday off-peak service frequency Weekend service frequency Western Line 15 mins 30 mins 30 mins Carlingford Line 30 mins 60 mins 60 mins South Line 10 mins 15 mins 30 mins Levels of Services The above information demonstrates that the Western Line operates with a moderate level of service, with the frequency during the morning and evening peak periods of 15 minutes for the services between Penrith and Hornsby. During weekends and weekday off-peak, the frequency of the rail services 16
declines, to a 30-minute frequency. The Carlingford Line operates with a 30 minutes frequency for peak period and 1 hour frequency for off-peak and weekends. The South Line operates with a good level of service, with a frequency of 10 minutes for services during the weekday peak period and 15 minutes during the weekday off-peak period. On weekends, the South Line operates on a 30-minute frequency. 17
3. Proposed Development 3.1 General Description The following sections describe the key features of the ASP. stabling facility capable of holding up to 16 eight-car suburban train sets, in the following arrangement: five terminating tracks along the western edge of the stabling yard which would be accessed from the Auburn Junction six through tracks which can be accessed from either the Auburn or Clyde Junctions five terminating tracks along the eastern edge of the stabling yard which would be accessed from the Clyde Junction walkways constructed between stabling tracks to provide access for personnel to the stabled trains one full length elevated walkway in the centre of the facility located at a level that provides door level access to two stabled trains connections from the existing network to the stabling facility in the vicinity of Auburn and Clyde Stations, involving track work, overhead wiring and signalling primary administration, amenities and storage building which would provide office space, storage facilities and staff amenities secondary amenities and storage building which would provide unisex toilet, storage and first aid facilities a new sectioning hut may be required to assist with powering the stabling facility new staff car park adjacent to the primary administration, amenities and storage building, with provision for approximately 40 vehicles changed access to the MainTrain site, involving the construction of a new overbridge to provide pedestrian and vehicular access across the proposed ASP tracks road works associated with connecting the ASP into the existing street network on the Private Road and at Manchester Road at the location of the new MainTrain access drainage works across the site with a stormwater drainage system noise attenuation structures (e.g. noise walls) two dry detention basins to supplement the site drainage and to mitigate against potential flooding remediation works on the site involving a cap and containment strategy. The works outlined below comprise the traffic and transport related components of the ASP. At-grade walkways through stabling area A series of at-grade walkways would be constructed throughout the stabling yard between the parallel tracks. The proposed walkways would provide cleaning personnel access to the stabled trains, with access available from both sides of each train. At the centre of the stabling yard (likely to be between 18
tracks 8 and 9 which are both through tracks), an elevated walkway would be constructed to provide door level access to the trains stabled on these tracks. Staff Car parking A new staff car park is to be constructed adjacent to the primary administration, amenities and storage building. This car park would be located directly adjacent to the AMC car park and would have space for approximately 40 vehicles. Roadworks A new access road would be provided from the Private Road near Duck River. This access would provide access to the primary building located within the ASP site. A new access point from Manchester Road would be required to provide access to the MainTrain Facility via a new overbridge. The new access is required as the existing access is via a level crossing which would not be able to operate during the operation of the stabling yard due to the frequency of services accessing the site. The new overbridge would be located at the western end of the existing MainTrain car park, approximately 200 metres east of Chisholm Road. The overbridge is to be positioned where the existing tracks are located within a cutting, to minimise the extent of earthworks and substructure required. The bridge would have a span of approximately 20 metres, located approximately six metres above the tracks to provide the required clearance for the new OHW lines. The road approaches would consist of three metre high embankment structures; however the intersection of the new access with Manchester Road would be constructed at the current level. The construction of the new overbridge would require the existing MainTrain car park to be modified, with the temporary loss of 32 car spaces during construction. Should replacement parking spaces be required to meet the parking demand at this site, an alternative location to offset the temporary loss of parking would be investigated prior to construction. The existing level crossing would remain in use for service maintenance and emergency access only. Lockable gates would be installed at the level crossing to prevent everyday use of this crossing. The ASP would not alter the existing MainTrain car park access, with the existing access to continue to provide access to the car park. 19
4. Traffic Impacts during Construction During the construction period, traffic movements would predominantly be related to the arrival and departure of construction workers and the delivery of material and equipment. The construction of the ASP would require approximately 22,400 truck movements. Construction workers movements are estimated at 190 per day. The following sections provide an assessment of the impact of the constructions works on the intersections of Manchester Road / Chisholm Road / Private Road and that of The Crescent / Manchester Road / Cumberland Road. 4.1 Traffic Generation during Construction 4.1.1 Construction Program The construction program for the ASP is divided into four distinct phases of work as follows: Enabling works: involves the adjustment of any existing services within the ASP site that have the potential to affect the reliability of the main rail corridor. Main works: involves earthworks, construction of stabling facilities including the amenities building and overbridge, laying of track work and installation of signalling, power supply and other systems. Commissioning: involves the testing of all infrastructure and equipment prior to the ASP becoming operational for the stabling of trains. Demobilisation and rehabilitation of construction areas: involves the removal of all portable offices and amenities and removal of temporary service utility connections. Landscaping may also be undertaken as part of this final stage of the ASP. 4.1.2 Proposed Work Hours The construction period is likely to occur over a 24-month duration. The working hours proposed for the construction period would be as follows: Monday to Friday (7:00am 6:00pm) Saturday (8:00am 1:00pm) Sunday and public holidays (no work). There is potential for some out of hours construction (excluding any works undertaken during possession periods) in order to minimise the impacts on surrounding land uses. All works would be undertaken in line with the TCA Construction Noise Strategy. Night works would be required to be undertaken during a number of possession periods to connect the overhead wiring for the ASP into the existing CityRail network. Track and signalling connections would be completed as part of the Lidcombe to Granville Corridor Upgrade Program (LGCUP). These works would potentially occur for 24 hours a day during the scheduled possession periods. These possession periods form part of the RailCorp possession regime and would occur regardless of the ASP. 20
4.1.3 Construction Staging The construction timeframe is anticipated to commence late 2011 with a target completion date of end 2013. The indicative construction timeframe is as follows: Remediation works to take place from late 2011 to early 2013 Construction of the ASP with local signalling programmed to be carried out from late 2011 until late 2013 Full integration of the signalling with the main network by 2017. 4.1.4 Heavy Vehicle Generation The total number of truck movements is estimated to be approximately 22,400 over the duration of the construction phase, based on single body truck movements. These movements include 8,600 truck movements associated with the importation of material for earthworks. These 8,600 movements for earthworks would occur over approximately a one year period (260 regular working days plus 50 Saturdays) with peak movements of approximately 30 movements per day, or 3 per hour. The other truck movements (13,800) are associated with the deliveries of construction components and materials expected to occur over the two-year duration of the construction. These movements translate to approximately 24 truck movements (during the construction peak period) per day or approximately 3 truck movements per hour during the peak hour. To provide a worst-case assessment of the busiest phase of construction, it has been assumed that a maximum of 54 truck movements per day or 6 truck movements per hour would be required. The majority of truck movements would occur during daylight construction hours. Some deliveries and removal of equipment (such as large cranes) at the site may require trucks to be used outside normal construction hours in accordance with RTA requirements. 4.1.5 Light Vehicle Traffic Generation It is estimated that approximately 95 construction personnel would be on site daily. Based on the worstcase assumption of a car driver rate of 100 per cent (i.e. each employee driving a car), traffic generation in the order of 190 light vehicle movements per day is expected and the workforce traffic movements are likely to be distributed based on a 100/0 split between arrivals and departures during the morning peak period and the reverse during the evening peak period. Based on the above assumptions, the traffic generation during the weekday construction morning peak period is estimated to be 95 light vehicle movements inbound and zero outbound while in the evening peak period, it is estimated to be the reverse at zero light vehicle movements inbound and 95 light vehicle movements outbound. 4.1.6 Total Construction Period Traffic Generation A summary of the traffic movements during the construction period is shown in Table 12. 21
Table 12 Activity Construction Period Traffic Movements Daily traffic movements (vtpd) AM and PM Peak construction traffic movements (vtph) Light Vehicles 190 95 Heavy Vehicles 54 6 Total 244 101 Notes: vtpd = vehicle trips per day 4.1.7 Traffic Assignment during Construction The existing directional traffic flows along the local traffic network surrounding the site forms the basis for the assumptions on the likely traffic movements during construction. For the purpose of this assessment, the future assignment of traffic generated by the proposed development has been predicted on the basis of the current directional split of traffic at the intersection of Manchester Road and Chisholm Road. The flows were observed as follows: Morning Peak 51 per cent or 48 light vehicles and 2 heavy vehicles approach the ASP site via Manchester Road (east of Chisholm Road) 49 per cent or 47 light vehicles and 1 heavy vehicle approach the ASP site via Chisholm Road (south of Manchester Road) 100 per cent of vehicles approach/ depart the ASP site via the Private Road (west of Manchester Road) 67 per cent or 2 heavy vehicles depart the Private Road via Manchester Road (east of Chisholm Road) 33 per cent or 1 heavy vehicle departs the Private Road via Chisholm Road (south of Manchester Road). Evening Peak 67 per cent or 2 heavy vehicles approach the ASP site via Manchester Road (east of Chisholm Road) 33 per cent or 1 heavy vehicle approaches the ASP site via Chisholm Road (south of Manchester Road) 100 per cent of vehicles approach/ depart the ASP site via the Private Road (west of Manchester Road) 44 per cent or 41 light vehicles and 2 heavy vehicles depart the Private Road via Manchester Road (east of Chisholm Road) 56 per cent or 54 light vehicles and 1 heavy vehicle depart the Private Road via Chisholm Road (south of Manchester Road). The likely haulage route is shown in Figure 6. 22
Figure 6 Construction Traffic Haulage Routes 23
It is also noted that the RTA has designated routes for B-Doubles. The estimated number of truck movements assumes single body trucks would be deployed. The truck numbers would be reduced significantly if larger trucks or B-Doubles were deployed but the traffic assignment for the truck movements would have to conform to the RTA designated routes for B-Doubles. Truck movements to the arterial road network would travel along Manchester Road, The Crescent and across the rail corridor, right into Rawson Street, left into St Hilliers Road, where both Parramatta Road and the M4 Motorway can be accessed to travel to either the east or west. 4.2 Construction Period Road Network and Intersection Performance 4.2.1 Environmental Capacity Performance Standards The RTA guidelines described in Section 2.5.1 have been applied to the construction period peak hour flows on the road network surrounding the site to determine whether each street would meet its environmental capacity. The environmental capacity performance of the road network in the vicinity of the site under construction period conditions is shown in Table 13. Table 13 Environmental Capacity Performance Review Construction Road Functional Classification Proposed AM average peak hour two-way flows Proposed PM average peak hour two-way flows Environmental Capacity (two-way) flows) Volume compliance Chisholm Road (south of Manchester Road) Manchester Road (east of Chisholm Road) Private Road (west of Chisholm Road) Collector 325 315 500 Yes Collector 417 354 500 Yes Local 216 213 300 Yes The results indicate that the construction period traffic demands on the road network in the vicinity of the ASP site during the peak hours is within an acceptable range with regards to environmental capacity. 4.2.2 Intersection Performance The main traffic impact concerns the effect of the additional vehicles on the operational performance of key intersections. The SIDRA model has been used to assess the operational performance of the intersections of Chisholm Road / Manchester Road and The Crescent / Manchester Road / Cumberland Road. 24
Table 14 Construction Period Intersection Performances Intersection Peak Period Average Delay (secs) Level of Service (LOS) Comments Chisholm Road/ Manchester Road/ Private Road AM 18.3 B Worst movement Through from Manchester Road Approach All movements satisfactory PM 17.2 B Worst movement Through from Manchester Road Approach All movements satisfactory The Crescent / Manchester Road / Cumberland Road / Normanby (roundabout) AM 14.7 B Worst movement RT from Manchester Road Approach All movements satisfactory PM 16.7 B Worst movement RT from Normandy Road Approach All movements satisfactory Notes: a) The average delay for sign controlled intersections is selected from the movement with the highest average delay. The average delay for roundabouts is selected from the movement on the approach with the highest average delay. b) The level of service for sign controlled intersections is based on the highest average delay per vehicle for the most critical movement during peak conditions. The level of service for roundabouts is based on the highest average delay per vehicle for the most critical movement. The average delay per vehicle for the worst movement has decreased compared to the existing mainly due to the increase in traffic volume (more vehicle sharing the delay time, hence lower average). The results of the SIDRA analysis indicate that the subject intersections would operate satisfactorily under the projected construction traffic demand, with a minor increase in delay in some of the movements during the morning and evening peak periods compared to the existing situation. The results revealed both the intersection of Chisholm Road / Manchester Road / Private Road and the roundabout of The Crescent / Manchester Road / Cumberland Road / Normanby Road operate at Level of Service B for both the morning and evening peak periods. 25
4.3 Local Transport and Other Transport Issues 4.3.1 Pedestrian and Cyclists The increase in vehicle movements generated by the construction at the ASP site is not likely to impact pedestrians and cyclists in the vicinity of the site due to the low number of additional vehicles generated. The pedestrian access to Clyde Station would be retained and would not be impacted by the proposed development. There are no designated cycle paths in the vicinity of the ASP site but cyclists could potentially use the existing footpath along Manchester Road, albeit very minimal. The additional number of vehicles to be generated by the ASP is also not likely to impact on cyclists. The construction of the proposed overbridge would not adversely impact the users of the existing pedestrian footbridge from the MainTrain car park to the MainTrain Facility. The existing pedestrian footbridge would be retained throughout the construction of the proposed overbridge to ensure pedestrians retain their access to the MainTrain Facilty. 4.3.2 Public Transport Bus services in the vicinity of the site would not be adversely affected by the construction at the site. The proposed development would retain satisfactory access to Manchester Road and Chisholm Road which link the site to the bus and rail services. Train services to on the Main West Line can be used by workers to travel to and from the ASP site. The rail service would not be impacted by the construction or future operation of the ASP. 4.3.3 Construction Parking A temporary parking area would be designated on the ASP site to accommodate construction staff parking and heavy vehicle parking. The location of the temporary parking area is likely to be within the construction site to the west of the proposed overbridge, although this would be confirmed developed during detailed design. The construction of the new MainTrain overbridge would involve the temporary removal of 32 parking spaces within the existing MainTrain car park. The need to offset the loss of parking, and an alternative location, would be investigated prior to construction as part of the Traffic Management Plan. The construction of the overbridge would not impact upon the existing access to the MainTrain car park. 26
5. Traffic Impacts during Operation The projected traffic generation during operation would be determined mainly by the number of employees and the associated car usage rate and the number of heavy vehicles likely to access the ASP site. Information on the future number of employees was derived from information provided by RailCorp and may be considered preliminary. The number of heavy vehicles likely to access the site is anticipated to be low. 5.1 Traffic Generation Attributed to the Auburn Stabling Project (ASP) 5.1.1 Future Light Vehicle Traffic Generation of the Site Table 15 identifies the personnel required on site during operation. Table 15 Staffing Requirements Staff Groups Total Quantity Maximum at one time Timing of Maximum Train crew Drivers 35-40 16 3am to 5am 9pm to 12 midnight Guards 25-30 16 3am to 5am 9pm to 12 midnight Depot manager and personal assistant to the depot manager 2 2 Day shift Operations standards managers 1 1 Day/night shift rotation Administrative staff 1 1 Day shift Presentation services Shift manager 1 1 Various Supervisor 3 1 All year round Cleaners 22 13 9pm to 5.30am (7 days) Operations (yard control) Operations control 5 1 All year round Security Guard 2 2 24 hour presence Train technicians Technician 2 1 24 hour presence 27
Asset maintenance Maintenance staff Roving crews would respond to service calls and the maintenance schedule. Table 15 provides an indication of maximum number of staff present at the facility at any one time during operation. Although shift configuration is unknown, it is assumed that there would be a maximum of 52 personnel on-site at one time and they would arrive and depart at different times during a typical weekday. In assessing a worst-case scenario, it has been assumed that the shift changeover period would occur during the morning and evening peak periods. The future peak hour employee traffic generation during the weekday peak period is assumed to be a maximum of 52 light vehicle movements inbound and 52 light vehicle movements outbound during the morning peak and evening peak. 5.1.2 Future Heavy Vehicle Traffic Generation of the Site - ASP It is expected that truck movements during operation would be minimal. At most, it would be two trucks per day. 5.1.3 Total Traffic Generation from the ASP The daily peak hour traffic generation of the ASP is set out in Table 16. The maximum traffic generation due to the operation of the AMC is in the order of: 104 light vehicle movements per hour during morning peak period, comprising 104 employee trips (52 in and 52 out) and 2 heavy vehicle movements (1 in and 1 out) 104 light vehicle movements per hour during evening peak period, comprising 104 employee trips (52 in and 52 out) and 2 heavy vehicle movements (1 in and 1 out). Table 16 Total Future Traffic Generation AMC Operation Component Morning Peak (vtph) Evening Peak (vtph) Employee Traffic 104 104 Heavy Vehicle Traffic 2 2 Total 106 106 Notes: vtph vehicle trips per hour 5.2 Traffic Generation Attributed to the Auburn Maintenance Centre Construction of the AMC has recently been completed and operations are still in the initial stages. RailCorp has advised that only core administrative staff and personnel are currently attending the site and hence, the traffic counts undertaken for this study would not yet include the maximum expected traffic generation numbers for staff movements. 28