Technical Report, Traffic, Transport and Access

Transkript

MARRICKVILLE STATION UPGRADE
TRAFFIC, TRANSPORT AND ACCESS IMPACT ASSESSMENT
FOR
MANIDIS ROBERTS
Gold Coast
Suite 26, 58 Riverwalk Avenue
Robina QLD 4226
P: (07) 5562 5377
W: www.bitziosconsulting.com.au
Brisbane
Level 2, 428 Upper Edward Street
Spring Hill QLD 4000
P: (07) 3831 4442
E: [email protected]
Sydney
Studio 203, 3 Gladstone Street
Newtown NSW 2042
P: (02) 9557 6202
Project No:
Version No:
Issue date:
P1137
004
5 April 2013
Marrickville Station Upgrade
Traffic, Transport and Access Impact Assessment
DOCUMENT CONTROL SHEET
Issue History
Report File Name
Prepared by
Reviewed by
Issued by
Date
Issued to
P1137.001R - Marrickville Station Upgrade
David Yu
Alan Finlay
Alan Finlay
12/12/2012
Geoff Hudson
Manidis Roberts
P1137.002R - Marrickville Station Upgrade TIA.doc
David Yu
Alan Finlay
Alan Finlay
4/1/2013
Geoff Hudson
Manidis Roberts
David Yu
Alan Finlay
Alan Finlay
12/02/2013
M Mahmud
Alan Finlay
Alan Finlay
5/04/2013
Geoff Hudson
Manidis Roberts
Nick Johnson
Manidis Roberts
Copyright in the information and data in this document is the property of Bitzios Consulting. This document and its information and data
is for the use of the authorised recipient and this document may not be used, copied or reproduced in whole or in part for any purpose
other than for which it was supplied by Bitzios Consulting. Bitzios Consulting makes no representation, undertakes no duty and accepts
no responsibility to any third party who may use or rely upon this document or its information and data.
Project No: P1137
Version: 004
Page i
CONTENTS
Page
1.
BACKGROUND .......................................................................................................................................... 1
2.
EXISTING CONDITIONS .............................................................................................................................. 2
2.1
2.2
2.3
2.4
2.5
2.6
3.
TRAINS
BUSES
TAXI
KISS AND RIDE
MOTORCYCLE AND BICYCLE FACILITIES
PARKING
CONSTRUCTION STAGE ............................................................................................................................. 5
3.1
3.2
3.3
3.4
3.5
3.6
4.
PROPOSED TRUCK ROUTES
PROPOSED TRAFFIC DETOURS AND ROAD CLOSURES
ROAD SAFETY ISSUES
PEDESTRIAN AND CYCLIST AMENITY
POTENTIAL DISRUPTION TO PUBLIC TRANSPORT
TEMPORARY LOSS OF PARKING
5
7
8
8
9
9
OPERATION STAGE................................................................................................................................. 10
4.1
4.2
4.3
4.4
4.5
4.6
4.7
5.
2
4
4
4
4
4
TRAFFIC IMPACTS ON EXISTING FACILITIES
PREDICTED CHANGES IN USAGE CHARACTERISTICS
IMPACTS OF THE PROPOSAL ON ROAD USERS AND PEDESTRIANS
PERMANENT LOSS OF PARKING
IDENTIFICATION OF NET CHANGE IN CAR SPACES
CUMULATIVE IMPACTS
10
10
10
11
12
12
13
CONCLUSION ......................................................................................................................................... 14
Tables
Table 2.1:
Figures
Marrickville Station Passengers (2009)
Figure 1.1:
Location of Marrickville Station
Figure 2.1:
Figure 2.2:
Stairs to Platform 1 (as seen from Platform 2)
Exit from Platform 2 to Station Street
Figure3.1:
Figure 3.2:
Figure 3.3:
Figure 3.4:
Truck Route to Rockdale Waste and Recycling Centre
Truck Route from Work Site Storage Area
19m AV Truck Entering /Exiting Station Street
Detour Route when Illawarra Road Section Closed
Figure 4.1:
Figure 4.2:
Lane Connecting Station Street to Leofrene Avenue
Shared Use Pathway at Eastern end of Station Street
Appendices
Appendix A:
Project No: P1137
RailCorp Drawings
Version: 004
Page ii
1.
BACKGROUND
Bitzios Consulting has been engaged by Manidis Roberts to prepare a Traffic, Transport and Access
Impact Assessment for the proposed Marrickville Station Upgrade. The ‘Easy Access’ upgrade of the
station involves provision of lifts and a larger station concourse area, together with improvements to
footpaths and adjacent roadways, as shown in the RailCorp drawings in Appendix A.
The station is located off Illawarra Road and is adjacent to Station Street. There are commercial
businesses along Illawarra Road and extensive residential areas surrounding the commercial areas.
The location of Marrickville Station is shown in Figure 1.1.
Source: Google Maps
Figure 1.1:
Project No: P1137
Location of Marrickville Station
Version: 004
Page 1
2.
EXISTING CONDITIONS
2.1
TRAINS
Marrickville Station is on the Bankstown Line, and is serviced by local trains with a peak period frequency
of four or five trains per hour. In the peak period direction (citybound in the morning , and outbound in the
afternoon), there are some express trains that do not stop at Marrickville. The CityRail barrier count data
for 2009 showed the following passenger volumes:
Table 2.1:
Marrickville Station Passengers (2009)
Time Period
Into station
Out of station
Total
AM Peak
6:00 AM to 9:30 AM
1620
(74%)
570
(26%)
2190
PM Peak
3:00 PM to 6:30 PM
940
(34%)
1840
(66%)
2780
Source: City Rail
The 2011 Journey to Work data from the Bureau of Transport Statistics showed that 30% of the Marrickville
population residing within the boundary of Livingstone Road, Marrickville Road, Victoria Road and Warren
Road (Travel Zones 0382 and 0384) utilised trains as a mode of transport.
The existing station has two platforms:


Platform 1 for citybound (eastbound) trains is accessed by stairs from Illawarra Road only (see Figure
2.1); and
Platform 2 for outbound (westbound) trains is accessed at grade from Station Street only (see Figure
2.2).
Thus the peak passenger flows in the morning peak period are via Illawarra Road and the stairs to Platform
1, while in the afternoon peak period the peak flows are out of Platform 2, via Station Street to Illawarra
Road (using stairs at the western end of Station Street if destined north of the station).
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Figure 2.1:
Stairs to Platform 1 (as seen from Platform 2)
Figure 2.2:
Exit from Platform 2 to Station Street
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Version: 004
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2.2
BUSES
There is an outbound bus stop located on the eastern side of Illawarra Road adjacent to Marrickville
Station. The corresponding inbound stop is on the western side of Illawarra Road, south of Warburton
Street. These bus stops are serviced by routes 423 and L23. The peak hour bus frequencies for these two
routes are as follows:
Route 423
(Kingsgrove and Dulwich Hill to City):

AM Peak: Every 10 minutes

PM Peak: Every 12 minutes
(City to Kingsgrove and Dulwich Hill):


Route L23 (limited stops)
(Kingsgrove and Dulwich Hill to City):


PM Peak: No Services
(City to Kingsgrove and Dulwich Hill):
2.3

AM Peak: No Services

TAXI
There are no formalised taxi zones in the vicinity of Marrickville Station. However, taxis were observed to
use Station Street as the pick-up and drop-off area for commuters.
2.4
KISS AND RIDE
There are no designated Kiss and Ride facilities available at Marrickville Station or in its surrounding areas.
However, there are ‘No Parking’ zones in Station Street that were observed to be used for pick-ups and
drop-offs. These activities only have a minor vehicle/pedestrian conflict.
2.5
MOTORCYCLE AND BICYCLE FACILITIES
There are currently no dedicated storage facilities for bicycles or motorcycles at Marrickville Station.
2.6
PARKING
Marrickville Station does not have a designated car park for commuters. The streets immediately
surrounding the station and shops have period parking restrictions (half hour, one hour and two hour
periods) and there are unrestricted parking spaces in residential streets around 150m from the station.
Project No: P1137
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3.
CONSTRUCTION STAGE
3.1
PROPOSED TRUCK ROUTES
The construction work would require heavy vehicles (up to and including a 19m articulated truck). The
logical route for large vehicles departing the site with waste material would be to travel north along Illawarra
Road, turn right into Marrickville Road, continue along Railway Parade, turn left into Buckley Street, turn
right into Sydenham Road, left into Gleeson Avenue, continue straight along Railway Road, and then turn
right into Princes Highway to go to the Rockdale Waste and Recycling Centre. This route is shown in
Figure 3.1.
Source: Google Maps
Figure 3.1:
Truck Route to Rockdale Waste and Recycling Centre
The rail corridor adjacent to Victoria Road, between the rail freight lines east of Marrickville Station, is
proposed to be used as a storage area for precast elements Trucks would be used to transport these
stored structures to the site at Marrickville Station. The route proposed for these trucks is through Victoria
Road, Myrtle Street, Carrington Road, Warren Road, Illawarra Road, and then Schwebel Street. Refer to
Figure 3.2 for the route map.
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Figure 3.2:
Truck Route from Work Site Storage Area
Due to limited width, and the proposed use of Station Street for site sheds and a work compound, trucks
would be unable to use the entire length of Station Street to enter from the western leg and then exit at the
eastern leg. Therefore, trucks would need to reverse into Station Street and then exit the site in a forward
direction at the same entry point. The turn path test of the largest truck, which is a 19m Articulated Vehicle,
is shown in Figure 3.3. Note the significant incursions into opposing traffic, indicating that traffic control
measures (including on-demand RMS-approved Traffic Controllers) would be required.
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Figure 3.3:
19m AV Truck Entering/Exiting Station Street
We have been advised that there would be on average approximately five trucks accessing the site per
day. However, during track possessions and peak construction periods there would be up to 25 trucks
accessing the site.
3.2
PROPOSED TRAFFIC DETOURS AND ROAD CLOSURES
The section of Station Street adjacent to Platform 2 would be used for site sheds and a work compound.
Pedestrian and cyclist access would be maintained, but motor vehicle traffic would be prohibited (except for
construction vehicles). Cars and taxis would be able to enter Station Street from Schwebel Street but
would then need to execute either U-turns or 3-point turns to return to Schwebel Street. Larger vehicles
(for example delivery trucks servicing shops) would need to reverse into Station Street from Schwebel
Street. Given the small number of shops and businesses in this area, the number of trucks would be very
low.
During track possessions when all rail lines at Marrickville Station would be fully closed, Station Street
would also be closed to vehicle access. The section of Illawarra Road adjacent to the station would likely
be closed during several stages of the construction. These would occur at the following periods:

Stage 1: During the installation of new underground HV cables and removal of poles;

Stage 4: During the removal of the existing stair and portion of wall/fence onto Illawarra Road;

Stage 5: Construction of concourse and stair foundations/piles;

Stage 5: During the lift in of precast planks; and

Stage 5: Removal of hoarding and opening of concourse.
Project No: P1137
Version: 004
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The Average Daily Traffic Volume along Illawarra Road (at Railway Overbridge) from the RMS AADT 2005
database was 1,7510 vehicles. The exact dates and time of closure of Illawarra Road are not specifically
known. However, it is expected that Illawarra Road would only be closed during off peak periods at night.
Marrickville Council and RMS would need to be consulted as to when and how the road would be closed.
Consideration also needs to be given to the bus services operating along Illawarra Road. The latest bus
operating is at approximately at 2:30 AM.
When the section of Illawarra Road adjacent to the station is closed a detour route is required for vehicles
to cross the railway lines. Figure 3.4 shows a potential route for vehicles. It would be necessary to
temporarily relax right turn restrictions at Illawarra Road/Greenbank Street, and at Warren
Road/Livingstone Road, while the detour is in place.
Source: Google Maps
Figure 3.4:
3.3
Detour Route when Illawarra Road Section Closed
ROAD SAFETY ISSUES
During the construction stage, Traffic Controllers would be required to prevent any potential conflicts when
trucks are accessing the site and also when vehicles are affected by any construction work. Traffic
Controllers would also direct pedestrians and train passengers, and address any safety issues regarding
pedestrians in the vicinity of the construction work. Warning signs and other construction-related signage
would need to be placed around the construction area.
3.4
Access to Platform 1 would be maintained at all times, by use of temporary stairs. At some point in the
construction process, the existing stairs connecting Station Street to Illawarra Road (in the vicinity of the
bus shelter) would be removed. This would then require pedestrians to walk via the intersection of Illawarra
Road and Schwebel Street.
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Pedestrian and cyclist access to Platform 2 would be maintained at all times, despite the proposed site
sheds and work compound in Station Street. Pedestrians and cyclists would maintain access via the
eastern lane section of Station Street, connecting to Leofrene Avenue.
3.5
POTENTIAL DISRUPTION TO PUBLIC TRANSPORT
During track possessions at Marrickville Station, there would be a need for rail buses to operate in place of
trains. These rail buses need to follow part of the proposed bus route shown in Figure 3.4 when the section
of Illawarra Road adjacent to Marrickville Station is also closed. Due to the buses operating away from the
station, comprehensive notification procedures would need to be implemented to inform the public of the
transport changes.
It is expected that most of the possessions would occur over weekends and during off peak periods at night
and early morning.
3.6
TEMPORARY LOSS OF PARKING
There would be a loss of all parking spaces along Station Street when it is closed for construction. The full
closure of Station Street would result in a temporary loss of 11 time restricted parking spaces. The street
would be used for site offices, material storage, deliveries and also for waste removal from the site. There
may also be internal work such as underground cabling needed along the street.
There would be no loss of parking spaces when Illawarra Rd is closed because there is no parking on the
bridge overpass. Therefore, the maximum potential loss of parking spaces during the construction stage
would be a total of 11 spaces.
Project No: P1137
Version: 004
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4.
OPERATION STAGE
4.1
TRAFFIC IMPACTS ON EXISTING FACILITIES
The proposed upgrade of Marrickville Station would provide better disabled accessibility, and modern and
more secure integrated transport infrastructure. This could potentially increase the number of commuters
using the station, although train frequency and speed probably have the greatest influence. The traffic
associated with the increase in commuters could also increase, which might create some congestion issues
along Illawarra Road and other minor roads in the vicinity of the station.
4.2
PREDICTED CHANGES IN USAGE CHARACTERISTICS
There would be one lift provided on each of the platforms. These lifts would allow for disabled mobility,
which does not currently exist. The lift from Platform 2 would also make it easier for citybound passengers
approaching from the south east, to avoid the use of stairs to access the overbridge and Platform 1.
Likewise, arriving passengers on Platform 1 would be able to use its lift to access the overhead concourse
and then the lift to Platform 2 and Station Street.
4.3
IMPACTS OF THE PROPOSAL ON ROAD USERS AND PEDESTRIANS
In general, pedestrian access to the station would be similar in terms of length of walk, but it would be more
convenient to transfer from one platform to another. Those wishing to avoid stairs (or the uphill grade in
Illawarra Road south) would be able to use the lifts.
The level of the concourse would be higher than the Illawarra Road footpath, requiring a short flight of
steps. A ramp, with a 180 degree turn, would also be provided off Illawarra Road, immediately south of the
main station entrance. The main station entrance would be aligned with the existing mid-block pedestrian
traffic signals on Illawarra Road.
There would be a dedicated Kiss and Ride zone (two spaces) on the western side of Station Street
(adjacent to Illawarra Road), and the proposed one-way system (clockwise) in Station Street would remove
any head-on traffic conflicts. There would also be two (2) accessible parking spaces and one taxi bay in
the same section of Station Street. All of these spaces would allow left-seated passengers to exit to the
kerb and then use the footpath to connect to the stairs or lift near Platform 2.
The proposed 10km/h Shared Zone in Station Street in the immediate vicinity of the station entrance would
enhance pedestrian safety by affording priority to pedestrians. It is recommended that the Shared Zone be
extended into the narrow lane as far as Leofrene Avenue. Refer to Figure 4.1 for the current lane
arrangement.
Project No: P1137
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Figure 4.1:
4.4
Lane Connecting Station Street to Leofrene Avenue
Pedestrian amenity would be enhanced by the proposed station upgrade and the 10 km/h Shared Zone in
Station Street. There should be no negative impact on cyclist amenity with the Kiss and Ride zone on the
western side of Station Street, adjacent to Illawarra Road. This location would not conflict with the shared
use pathway (see Figure 4.2) that runs on the southern side of the railway line, east to Riverdale Avenue
and Victoria Road.
It is proposed to provide five (5) bicycle parking racks on the western side of Station Street.
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Figure 4.2:
4.5
Shared Use Pathway at Eastern end of Station Street
PERMANENT LOSS OF PARKING
The upgrade of the station would provide a Shared Zone area that would result in the loss of approximately
six one hour parking spaces along Station Street. This loss of parking spaces is to allow the one way
system to work without any conflicting safety issues in the Shared Zone area. There would be partial
replacement parking spaces in the form of accessible parking spaces and Kiss and Ride spaces, as
described below.
4.6
IDENTIFICATION OF NET CHANGE IN CAR SPACES

Loss of three one hour parking spaces on the western side of Station Street (north of Schwebel
Street);

Loss of three one hour parking spaces on the southern side of Station Street (opposite station
entrance to Platform 2);

Provision of two accessible parking spaces, two Kiss and Ride spaces, and one Taxi Zone, along the
western side of Station Street. (as replacement for the loss of three one hour spaces in this section of
the street)
Therefore, there would be a net loss of six (6) one hour parking spaces, partially offset by a gain of two
accessible spaces and two Kiss and Ride spaces. These, plus the proposed Taxi Zone, are an appropriate
allocation of kerbside space in the vicinity of a busy railway station.
In the absence of information to the contrary, we have assumed that the five (5) existing one hour spaces
on the eastern side of Station Street would remain.
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4.7
CUMULATIVE IMPACTS
There is a mixed use development under construction adjacent to Marrickville station at 359 Illawarra Road.
This development would have approximately 100 residents utilising the railway station as a mode of
transport to travel to work.
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5.
CONCLUSION
The Traffic, Transport and Access Impact Assessment for the proposed Marrickville Station Upgrade has
shown the following:

There would be manageable disruption to traffic, parking and public transport services during the
construction stage of the project.

Suitable heavy vehicle routes exist for the transport of construction materials and waste, subject to
adequate supervision by Traffic Controllers in the immediate vicinity of the work site.

Suitable alternative routes have been identified during periods when Illawarra Road would require
closure for critical construction stages, including periods that coincide with track possessions and Rail
Bus operation.

Once operational, the upgraded Marrickville Station would provide superior access and convenience
for users through the provision of lifts on platforms 1 and 2, and dedicated Kiss and Ride spaces, Taxi
Zone and accessible parking spaces in Station Street.

A 10km/h Shared Zone would be provided in Station Street for pedestrian safety and for easier
pedestrian accessibility.

There would be a permanent loss of six one hour parking spaces but this would be partially offset by
the Kiss and Ride, Taxi Zone and accessible spaces provided on the western side of Station Street.
Project No: P1137
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Page 14

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