commuter car park program · the proposal is to construct a multi storey car park (mscp) within the...

Commuter Car Park Program Traffic, Transport and Access Impact Assessment

Leppington Station Commuter Car Park

MTMS0TA-FURL-LEP-GN-RPT-140001

6/4/2020

TeamBinder Document Number: 150307-MUL-GN-RPT-00007

TeamBinder Revision: B


Traffic, Transport and Access Impact Assessment

2 MTMS0TA-FURL-LEP-GN-RPT-140001

Document No: MTMS0TA-FURL-LEP-GN-RPT-140001

REVISION D ATE SUITABILITY

CODE

TE AM BINDER DOCUMENT

NUMBER

TB

REVISION

B 6/4/2020 For Stage Approval 150307-MUL-GN-RPT-00007 B

Approval Record

FUNCTION POSITION N AME D ATE

Author Technical Director, Transport Planning

M.STEPHENS 29/03/20

Technical Checker Senior Transport Planner H.CAMCIGIL 29/03/20

Technical Reviewer Senior Transport Planner L.DALWOOD 29/03/20

Coordinator Package Lead T.LODER 31/03/20

Approver MTMS Service Planning Lead A.GARNERO 31/03/20

Amendment Record

D ATE REVISION AMENDMENT DESCRIPTION AUTHOR

29/03/20 B REVISION IN PROGRESS MS

01/10/20 B.1 REVISION IN PROGRESS

01/10/20 A FIRST ISSUE MS




Contents

1 Executive Summary ........................................................................................................................... 6

2 Introduction ........................................................................................................................................ 8

2.1 Overview of Proposal .................................................................................................................... 8 2.2 The Proposed Activity.................................................................................................................... 8 2.3 Purpose of the Assessment .......................................................................................................... 9

3 Description of the Proposal ............................................................................................................ 10

3.1 The Proposal ............................................................................................................................... 10 3.2 Construction Activities ................................................................................................................. 11

3.2.1 Methodology ......................................................................................................................... 11 3.2.2 Plant and Equipment ............................................................................................................ 11 3.2.3 Working Hours ...................................................................................................................... 11 3.2.1 Earthworks ............................................................................................................................ 13 3.2.2 Traffic Access and Vehicle Movements ................................................................................ 13

3.3 Operations and Maintenance ...................................................................................................... 14 3.4 Design Standards ........................................................................................................................ 14

4 Existing Transport Access Arrangements .................................................................................... 15

4.1 Land Use Context ........................................................................................................................ 15 4.2 Rail............................................................................................................................................... 18 4.3 Station Patronage ........................................................................................................................ 20 4.4 Access Mode Share .................................................................................................................... 21 4.5 Walking ........................................................................................................................................ 21 4.6 Cycling ......................................................................................................................................... 21 4.7 Bus............................................................................................................................................... 22 4.8 Kiss and Ride .............................................................................................................................. 26 4.9 Taxi Facilities ............................................................................................................................... 26 4.10 Road Access ............................................................................................................................. 26

4.10.1 Rickard Road ...................................................................................................................... 26 4.10.2 Byron Road ......................................................................................................................... 28 4.10.3 Bringelly Road..................................................................................................................... 28

4.11 Future Road Upgrades .............................................................................................................. 28 4.12 Local Road Upgrades ................................................................................................................ 30 4.13 Park and Ride ............................................................................................................................ 31 4.14 Road Access Performance ........................................................................................................ 33

5 Environmental Impact Assessment ............................................................................................... 34

5.1 Construction Impacts ................................................................................................................... 34 5.1.1 Construction Access ............................................................................................................. 34 5.1.2 Parking .................................................................................................................................. 35 5.1.3 Road Network ....................................................................................................................... 35 5.1.4 Taxi Operations..................................................................................................................... 35 5.1.5 Kiss and Ride Activity ........................................................................................................... 35 5.1.6 Property Impacts ................................................................................................................... 36 5.1.7 Pedestrian Access ................................................................................................................ 36

5.2 Operational Impacts .................................................................................................................... 37 5.2.1 Parking .................................................................................................................................. 37 5.2.2 Traffic Generation ................................................................................................................. 37




5.2.3 Boom Gate Requirements .................................................................................................... 38 5.2.4 Network Performance Impacts ............................................................................................. 38 5.2.5 Cumulative Impacts .............................................................................................................. 39

6 Mitigation Measures ......................................................................................................................... 40

6.1 Construction ................................................................................................................................ 40 6.2 Operation ..................................................................................................................................... 40

7 Summary ........................................................................................................................................... 41

7.1 Design Inputs ............................................................................................................................... 41 7.1.1 Assumptions ......................................................................................................................... 41 7.1.2 Design Standards ................................................................................................................. 41

Appendix A – SIDRA Modelling Outputs .......................................................................................... 42




Glossary

ACRONYM DESCRIPTION

TTAIA Traffic, Transport and Access Impact Assessment

TfNSW Transport for New South Wales

REF Review of Environmental Factors

MSCP Multi-storey commuter Car Park

AGCP At-Grade commuter Car Park

CBD Central Business District

SCATS Sydney Coordinated Adaptive Traffic System

RMS Roads and Maritime Services




1 Executive Summary

Transport for NSW (TfNSW) is undertaking a program to develop commuter car parks at up to 15

locations across Greater Sydney.

The proposed activity is to build a multi-storey commuter car park (MSCP) within the Leppington

Station precinct to increase the parking capacity by up to 1000 spaces.

The existing Leppington Station services and facilities include:

Rail services for the T2 Inner West and Leppington Line and T5 Cumberland Line and provides

train services between Richmond, Parramatta and the Sydney CBD

20 bicycle parking rails provided at Leppington Station in four undercover parking areas,

accommodating a maximum of 40 bicycles

Bus routes 841, 855, 856 and 858 providing high frequency services in the peak hours to

Narrellan, Liverpool and Oran Park

A taxi rank is provided along the southern frontage of Leppington Station, with capacity for

approximately eight taxis or point-to-point transport service pick-up.

872 formal at-grade commuter parking spaces

The construction and operation of the proposed new MSCP would have the following impacts:

Construction impacts

Construction is expected to commence mid-2020 and be completed in mid-2020. The following

impacts are expected during the construction stage:

Additional parking demand due to construction could be as high as 21 spaces (just over 2% of

current capacity). This peak impact would be for the duration of construction of the MSCP

superstructure, estimated to be a 20-week period

combined impact of deliveries (7-8 trucks per hour) and workforce trips (21 cars per hour). The

combined construction movements represent less that a 5% increase in traffic movements at the

Rickard Street entry to the existing at-grade CCP, during peak periods

possible minor loss of parking spaces in the existing CCP to accommodate increased swept path

requirements of construction vehicles

Operational Impacts

Based on a capacity of 1000 spaces, the CCP would generate:

420 inbound trips during the AM peak hour; and

340 outbound trips during the PM peak Hour

SIDRA Intersection performance analysis, with/without the CCP, revealed that the additional traffic

associated with the new CCP would not have a significant impact on traffic performance of the

following critical intersections:

Rickard Road & Bringelly Road

Rickard Road & CCP Entrance

Rickard Road & Ingleburn Road




Further Work

Further work is required to validate some of the key assumptions used in this analysis:

A survey of car park entries to the existing CCPs in the AM peak period (5.00am–08.00am) is

required to understand vehicle arrival profiles and to confirm when the CCP usually reaches

capacity.

Additional classified intersection counts at the intersections of Rickard Road with Bringelly Road,

the CCP Entrance and Ingleburn Road. The surveys undertaken in December 2019 are not

reflective of annual peak period conditions. These counts should include queue length surveys to

facilitate calibration of the SIDRA models.

Swept path analysis to determine the potential loss of existing parking spaces due to construction

access requirements

Mode access share surveys to support the conclusions in Section 4.4




2 Introduction

2.1 Overview of Proposal

The NSW Government is committed to delivering accessible public transport infrastructure, which is

why more commuter car parks are being provided where they are needed. The delivery of commuter

car parks at key transport interchanges would provide a range of benefits, including:

improving customer access to the public transport network

encouraging mode shift away from private vehicles

reducing congestion on our road network.

Transport for NSW (TfNSW) is undertaking a program to develop commuter car parks at up to 15

locations across Greater Sydney.

The Commuter Car Park Program upgrades contribute towards the NSW Government’s objectives of

increasing public transport patronage by making public transport more accessible to all customers.

2.2 The Proposed Activity

The proposed activity is to build a commuter car park within the Leppington Station precinct to

increase the parking capacity by up to 1000 spaces (Refer Figure 1).

The proposed CCP site is located on vacant land (Lot 2, DP1200957) adjacent to the existing at-

grade commuter car park located on the north side of the station. This site is owned by Office of

Strategic Lands.

Subject to planning approval, construction of the proposed CCP is expected to commence in mid-

2020, and be completed in mid-2020. A detailed description of the Proposal is provided in Section 3 of

this Traffic, Transport and Access Impact Assessment (TTAIA).




Figure 1: Locality Map of the Leppington CCP site

2.3 Purpose of the Assessment

This Traffic and Transport Access Impact Assessment (TTAIA) supports a Review of Environmental

Factors (REF) for the proposed activity that is being prepared by TfNSW, in accordance with the

relevant Clause 228 factors under the Environmental Planning and Assessment Regulation 2000 and

the State Environmental Planning Policy (Infrastructure) 2007 (ISEPP).




3 Description of the Proposal

3.1 The Proposal

The proposal is to construct a Multi Storey Car Park (MSCP) within the Leppington station precinct to

provide an additional 1000 commuter parking spaces.

The site is located on vacant land (Lot 2, DP1200957) adjacent to the existing at-grade commuter

parking facilities. Access to the car park would be through the existing at-grade parking facility.

Subject to further detailed design, the proposal may also include:

Modifications to the western at-grade CCP internal circulation patterns to facilitate access to the

new MSCP; and

Provision of a pedestrian link between the CCP and the northern station entrance.

Subject to planning approval, construction is expected to commence mid-2020, and take be

completed in mid-2021. A detailed description of the Proposal is provided in section 4 of this TTAIA.

Figure 2: Indicative Layout of the Leppington CCP Site




3.2 Construction Activities

3.2.1 Methodology

The construction methodology will be further developed during the detailed design of this MSCP by

the nominated Contractor in consultation with TfNSW.

The indicative construction activities for this MSCP are identified in Table 1. This staging is indicative

and is based on the current concept design and may change once the detailed design methodology is

finalised. The staging is also dependent on the Contractor’s preferred methodology, program and

sequencing of work.

3.2.2 Plant and Equipment

The plant and equipment likely to be used during construction includes:

Tower and mobile cranes;

Water trucks, street sweepers, road saws, rollers, concrete saws, trench compactors, concrete

trucks, semi-trailers and spoil trucks (truck and dog);

Welding equipment, air compressors, generators, concrete vibrators, concrete pumps, jack

hammer;

Excavators (8-30 tonne); and

Elevated work platforms.

3.2.3 Working Hours

Most works required for this MSCP would be undertaken during standard NSW Environment

Protection Authority (EPA) construction hours, as follows:

7am to 6pm Monday to Friday

8am to 1pm Saturdays

no work on Sundays or public holidays.

Certain works may need to occur outside standard hours to minimise disruption to customers,

pedestrians, road users and nearby sensitive receivers.

Approval from TfNSW would be required for any out of hours work and the affected community would

be notified as outlined in TfNSW’s Construction Noise and Vibration Strategy (TfNSW, 2019), refer to

Section 6.3 for further details.




Table 1: Indicative Construction Staging for Key Activities

Stage Activities Duration (Weeks)

Maximum Daily Deliveries (Trucks)

Maximum Daily Workforce

Site preparation secure site boundary with temporary fencing and hoarding

provide traffic and pedestrian controls in the vicinity of the proposal site in accordance with Council requirements

undertake survey to identify site boundary and mark out existing services and proposed foundations of car park

clear site of any existing vegetation not being retained, and demolish obsolete kerbs and pavements

establish site office, amenities and plant/material storage areas

establish other environmental controls, such as erosion and sediment controls

2 32 18

Utilities infrastructure

locate and excavate storm water drainage and undertake storm water relocation works

provide necessary services to various points within the car park footprint

1 32 24

Foundations

prepare site for construction of foundations

construct piles and ensure adequate embedment into appropriate bedrock is achieved

construct footing beams and pile caps over new piles

form and pour ground floor slab

5 40 35

Superstructure

construct suspended levels, including stairs, walls and columns one level at a time

construct block work on each level

make good of at grade car park where existing surface has been disturbed for installation of services or construction of new foundations

install new lifts

install electrical, hydraulic and mechanical services infrastructure

20 60 80

Architectural features/ finishes

install protective screens around building perimeter

install vehicular crash barriers

install balustrades

install new cladding

landscape area at ground level

painting of car park concrete elements

marking of car park lines, directional arrows etc and installation of way finding signage

construct new footpaths, kerbs and accesses within the proposal site to link adjacent infrastructure

4 32 45




3.2.1 Earthworks

Excavations and earthworks at the CCP site would be minimal as works would be undertaken on a

relatively flat and vacant lot. The site may be regraded in some areas with minor levelling to allow for

column placement and foundations.

Excavations and earthworks would generally be required for footings and foundations for the car park,

lift shaft, drainage/stormwater works, and trenching activities for service adjustments and relocations.

Excavated material would be reused onsite where possible or disposed of in accordance with relevant

legislative requirements.

3.2.2 Traffic Access and Vehicle Movements

The proposed CCP site has good construction access through the northern car park access road and

its give-way controlled intersection with Rickard Road. This intersection accommodates all

movements to/from the north and south.




3.3 Operations and Maintenance

It is assumed that the CCP would operate 24/7 with access security provided by Opal Card operated

boom-gates located at the entry and exit located on the eastern side of the CCP building.

The operation and maintenance of the proposed commuter car park and associated works is subject

to further discussions with Sydney Trains, TfNSW and Camden Council. The car park structure

constructed under this Proposal would be maintained by Sydney Trains.

3.4 Design Standards

The MSCP would be designed in accordance with the following standards and guidelines:

TfNSW Wayfinding Planning Guide, Car Parks, Dec 2018

TfNSW Commuter Car Parks Urban Design Guidelines

TAP Urban Design Plan Guidelines

Disability Standards for Accessible Public Transport 2002 (issued under the Commonwealth

Disability Discrimination Act 1992)

Building Code of Australia

relevant Australian Standards

Asset Standards Authority standards

Crime Prevention Through Environmental Design (CPTED) principles

Council standards, where relevant.




4 Existing Transport Access Arrangements

The Leppington suburb is located within the Liverpool Council and Camden Council local government

authority (LGA), approximately 38 kilometres south-west of Sydney’s CBD. Leppington is a major land

release area in the South West Priority Growth Area of Sydney and consists of peri-urban residential

areas, small scale agriculture and Leppington Station.

The Leppington Interchange Precinct (LIP) consists of a train station and a bus interchange with four connecting bus routes, providing access to Leppington and the surrounding suburbs. The precinct provides people with the opportunity to access and transfer between transport modes including train, bus, bicycle and private vehicle. It is located on the western side of Rickard Road and is currently isolated from residential or employment land uses. It is bounded by the suburbs of Austral to the north, Denham Court to the east, Catherine Field to the

south and Rossmore to the west. An existing at-grade commuter car park is located on the northern

and southern sides of the existing Leppington Station. The layout of the existing LIP is presented in

Figure 3.

4.1 Land Use Context

Leppington and Austral and Leppington North are major land release areas in the South West Growth

Area. Stage 1 of the Leppington Precinct was finalised in 2015, with the release of land for 2,500 new

homes. Draft plans for Austral and Leppington North Precinct was finalised in 2013 which is expected

to deliver an additional 17,350 new homes.

Both precincts also include the provision of local amenities including schools, community centres,

improved access to Leppington Station, upgrades to major roads as well as new playing fields and

recreational land.

The planned development at Austral and Leppington North is the most significant near Leppington

Station. Nearby precincts which are also a part of the South West Priority Growth Area, include East

Leppington, Catherine Fields and Oran Park.

Land use options for the future Leppington Town Centre are under consultation, however initial layout

plans were released in September 2012, which is shown in Figure 4.




Figure 3: Layout of the Leppington Station Interchange Precinct




Figure 4: Leppington Town Centre Indicative Layout (CBM, Sep 2012)




4.2 Rail

Leppington Station is serviced by the T2 Inner West and Leppington Line and T5 Cumberland Line

and provides train services between Richmond, Parramatta and the Sydney CBD.

Leppington Station has dual island platforms with four tracks and is the terminus of the South West

Rail link which serves the south-western Sydney suburb of Leppington.

Opal poles are provided at the station entrance on the concourse level.

The number of AM peak hour inbound services departing Leppington Station to the City, Inner West

and Richmond are presented in Table 2. A service departs on average every 5-6 minutes between

6am and 7am.

Table 2: AM Peak Hour Inbound Services

Hour Commencing

T2 Services to Inner West and City

T5 Services to Richmond

Total Average Service Interval (min:sec)

5am 4 - 4 15:00

6am 9 2 11 5:27

7am 9 2 11 5:27

8am 6 2 8 7:30

AM Peak Total 28 6 34

Source: TfNSW Timetable, Valid to 05 Jan 2020




Figure 5: Sydney Rail Network




4.3 Station Patronage

A review of Leppington Opal data, for the four months ending August 2019, recorded an average of

2,040 entries during the morning weekday peak period (5am to 9am). This four-hour period accounted

for 73% (2,040) of all daily station entries. The AM peak hour was recorded in the hour commencing

7am and represents 42% of the AM peak period.

Table 3: Leppington Station Entries (May-Aug 2019)

Hour Commencing

Average Station Entries

AM Peak Demand Profile (%)

Daily Demand Profile (%)

5am 233 11% 8%

6am 651 32% 23%

7am 859 42% 31%

8am 297 15% 11%

AM Peak Total 2,040 100% 73%

Daily Total 2,807 100%

Source: Opal Data

Given the station location is at the terminus of the T2 and T5 lines, all customers arriving at the station

in the morning peak, are travelling towards the City, Parramatta or Richmond.

Land use around the Leppington station is under development. There are currently no major trip

generators or attractors within 800m of the site. This will change over time as the Leppington release

area is developed. However, a consequence of the current land use is that the station demand

patterns are very tidal in nature, mostly inbound in the AM peak towards the Sydney CBD and then

outbound in the PM peak on the return journey to Leppington (Refer Figure 6).

Figure 6: 2019 Station Entry and Exit Profiles




4.4 Access Mode Share

Another consequence of the current land use context is that the access mode share is mostly park

and ride. This is a consequence of:

the distances between feeder residential catchments and the station being greater than 800m;

poor active transport links between the station and the existing residential catchments within 5km

of the station. These will improve over time as the town centre is developed; and

the extent of bus services connecting the station to the larger residential catchments.

4.5 Walking

Pedestrian access to the concourse of Leppington Station is provided via footpaths to the north and

south of the station. From the concourse, four sets of stairs (two for each island platform) located in

the paid area provide access to the platform level. Two lifts, one per island platform, are also available

in the paid area.

Footpaths are provided on both sides of the internal road network located within the station and

provide direct access to the station and the at-grade interchange, taxis and bike parking.

Pedestrian crossings are provided which link the two commuter car parks to the station. Pedestrian

crossings are also provided within the carparks, used to access each group of parking spaces.

Footpaths are provided on the western side of Rickard Road, with a short 100m section on the

eastern side over the railway bridge. There are no pedestrian crossings facilities on Rickard Road

near Leppington Station.

Overall, the pedestrian connectivity to the station is poor - this is due to the area being largely

undeveloped. Pedestrian infrastructure has been implemented to service the immediate vicinity of the

site, however, it is expected that once the area becomes more developed that pedestrian connectivity

to the station will be improved.

4.6 Cycling

There are limited bicycle routes providing connections to Leppington Station. The bicycle network

within 800m of Leppington Station consists of cycle lanes and shared path facilities along Bringelly

Road including 155 metres of on-road cycle lanes along Rickard Road, at Leppington Station.

There are 20 bicycle parking rails provided at Leppington Station in four undercover parking areas,

accommodating a maximum of 40 bicycles.

The area is largely undeveloped and as such cycle connectivity to the wider network and surrounding

suburbs is poor. It is expected that once the area becomes more developed that cycle connectivity to

the station will be improved and make active transport trips within 5km of the station a viable alternate

to park and ride.




4.7 Bus

The following four bus routes currently operate through the Leppington Station:

Bus Route 841 – Narellan to Leppington (Stand B)

Bus Route 855 – Austral to Liverpool (Stand B)

Bus Route 856 - Bringelly to Liverpool (Stand A & B)

Bus Route 858 – Oran Park to Leppington (Stand A)

Figure 8 to Figure 10 show the existing bus route maps for the four bus routes currently serving

Leppington Station.

Leppington Station bus stop is located on the south side of the station close to the station entry. The

bus stop has seating, shelter, flag, timetable, rubbish bin and tactile facilities. Both Stand A and Stand

B have space for up to two buses each. Layover space is available on the southern side of the

interchange for up to 4 buses.

The number of buses arriving and departing the Leppington Station during weekdays is provided in

Table 4 and the Leppington Bus interchange is shown in Figure 7.

Figure 7: Leppington Bus Interchange

Table 4: Leppington Station Bus Services

Time Route 841 Route 855 Route 856 Route 858

To Narellan

From Narellan

To Liverpool

From Liverpool

To Liverpool

From Liverpool

To Oran Park

From Oran Park

Before 6am - 2 - - 1 - 2 3

6am-9am 4 11 2 1 2 - 7 6

9am-4pm 8 9 3 1 2 2 14 14

4pm- 7pm 12 6 - 2 2 2 6 5

After 7pm 6 5 - 1 - - 4 4

Total 30 33 5 5 7 4 33 32

Source: TfNSW




Figure 8: Bus Route 841, TfNSW




Figure 9: Bus Routes 855 and 856, TfNSW




Figure 10: Bus Route 858, TfNSW




4.8 Kiss and Ride

A formal kiss and ride area is provided at Leppington Station in the northern car park. The length of

the kiss and ride area is approximately 65m in length, with capacity for about 10 cars. A separate

accessible kiss and ride area is provided along the northern frontage of the station.

4.9 Taxi Facilities

A taxi rank is provided along the southern frontage of Leppington Station, with capacity for

approximately eight taxis or point-to-point transport pick-ups.

4.10 Road Access

The existing road network in the vicinity of Leppington Station includes Rickard Road, Byron Road

and Bringelly Road. Figure 11 below shows the existing road network hierarchy adjacent to the

Station.

4.10.1 Rickard Road

Rickard Road provides the main access point to the existing at-grade CCP. It provides a north-south

local road link between the Leppington Station Precinct and the nearest State Road network

connection at Bringelly Road. The road provides one traffic lane in each direction and has several

turning lanes for access into the station precinct, none of which are signal controlled. Near Leppington

Station, the road is dual carriageway.

Average weekday hourly demand profiles for Rickard Road are presented in Figure 12.

Footpaths are provided in the vicinity of Leppington Station, but these do not provide any meaningful

access opportunities to the surrounding residential or employment catchments. On-road bicycle lanes

are provided in the road shoulders between the station precinct roads (some 155m). The posted

speed limit is 60 kilometres per hour.




Figure 11: Road Network Hierarchy

Figure 12: Rickard Road Average Weekday Hourly Demand Profile, 2-Way (Dec, 2019)




4.10.2 Byron Road

Byron Road is a local road running east off Rickard Road, south of the rail corridor. No right turn is

permitted from Byron Road to Rickard Road, thereby restricting access to Leppington Station. It does

provide some redundancy for outbounds movements leaving the station to travel south. The road

provides one traffic lane in each direction. The road does not have pedestrian facilities or cycling

facilities. The posted speed limit is 50 kilometres per hour.

4.10.3 Bringelly Road

Bringelly Road is a State Road running in an east–west direction and is located to the north of

Leppington Station, intersecting with Rickard Road. TfNSW has completed the first stage of the

Bringelly Road upgrade between Camden Valley Way and King Street. This upgrade is stage one of

the broader $509 million Bringelly Road upgrade. The upgrade provides improved access to the

Leppington town centre, the M5 and M7 motorways, and helps to better meet the future transport

needs of the South West Growth Area. This upgrade widened the road to a six-lane divided road with

a central median, bus priority lanes and cycle facilities. Bringelly Road has two bus zones to the east

of the intersection with Rickard Road. The posted speed limit is 60 kilometres per hour.

4.11 Future Road Upgrades

The following road network upgrades may impact access to the Leppington precinct (refer Figure 13):

Outer Sydney Orbital. TfNSW is currently investigating the suitability of a corridor for the Outer

Sydney Orbital, a multi-modal transport corridor to connect the existing and planned road and rail

networks north and south of Sydney, as part of the economic development of Western Sydney. It

is envisioned that the Outer Sydney Orbital would provide improved north-south regional

connectivity, a significant reduction in vehicle travel times and travel distance between Western

Sydney centres such as Penrith and Parramatta. At this stage, the project remains within the

corridor preservation stage with no timeline for construction outlined.

Bringelly Road Upgrade. The second Stage of the Bringelly Road upgrade project is due for

completion in 2020. This will upgrade the 4.3km section between King Street and the Northern

Road. This will widen the road from 2-lanes to a 4-lane divided road with a central median, which

would allow for widening to six lanes, when required.

Rickard Road. Rickard Road between Bringelly Road, Leppington and Oran Park Drive,

Catherine Fields is proposed to be upgraded. Upgrade of the northern section from Bringelly

Road to Heath Road is being reviewed by Camden Council. TfNSW is investigating construction

of a new southern link from Heath Road Springfield Road. The proposed upgrades aim to improve

the connectivity to the South West Priority Growth Area. The upgrade will include a corridor of

34.9 metres with dedicated bus lanes in each direction and active transport facilities to encourage

walking and cycling.

Byron Road Upgrade. It is understood that Byron Road would be upgraded to two lanes in each

direction, including infrastructure upgrades (kerb, gutters etc.). However, at this stage, the road

upgrade works have not yet been confirmed.




Figure 13: Road Network Upgrades (TfNSW)




4.12 Local Road Upgrades

The Austral & Leppington North Precincts Indicative Layout Plan (ILP) broadly identifies the location

of key elements including Town Centre location, block and street structure, land uses, open spaces

and location of public transport interchanges. Liverpool and Camden Councils will work to deliver the

plan for the precincts.

The master planned Leppington Town Centre encompasses a non-residential core with civic,

community, retail and commercial uses, with a variety of mixed use and residential typologies on the

periphery of the Town Centre boundary. The Town Centre will incorporate open spaces and active

transport links within the creek line.

The ILP identifies a planned Town Centre amongst the civic precinct to the north of Leppington

Station, confined by Bringelly Road and Rickard Road. The ILP also proposes a network of north-

south and east-west pedestrian links through streets and public plazas. A second road crossing the

rail corridor is planned which will improve permeability and connectivity within the precinct, particularly

for low-impact transport users such as pedestrians and cyclists. This new road crossing will also

intersect with the main CCP access to Rickard Road.

Figure 14: Leppington Indicative Layout Plan




4.13 Park and Ride

Leppington station provides 872 formal at-grade commuter parking spaces. The existing at grade

CCP facilities are located on the north and south sides of the station as summarised in Table 5

Table 5: Existing Commuter Car Park Facilities

Commuter Car Park Regular Spaces Restricted MobilitySpaces Total

Northern CCP 653 14 667

Southern CCP 201 4 205

Total 854 18 872

Source: Leppington Station Access Improvement Options, AECOM (Dec. 2018)

The current CCP facilities are significantly over-subscribed, which has led to parking overspill into

adjacent roads and illegal parking practices within the precinct. Most of the formal parking facilities

within the precinct are typically full by 8am. Parking surveys undertaken in 2018 revealed that

demand exceeded capacity by as much as 37% (320 spaces) 1.

A recent site visit, in December 2019, revealed:

100-120 vehicles parked along Byron Road;

5-10 illegally parked cars along the eastern kerb of Rickard Road overpass and its approaches;

50-70 cars parked along the southern unsealed section of Rickard Road up to 500m from the

station; and

15-20 cars illegally parked along the eastern side of Rickard Road up to 250m from the station

This suggests that overflow parking demand (170-220 spaces) exceeded capacity on that day by at

least 23% and that commuters are willing to risk fines to park at the station. Anecdotal evidence

suggests that the reasons for these parking behaviours may include the:

additional commute time involved in transfers to other stations if unsuccessful in finding a space

at Leppington;

lack of alternate parking capacity at adjacent stations (e.g. Edmondson Park); and

lack of information on real-time parking availability at other stations

Number plate surveys, undertaken in 2018, reveal that from a sample of 1,189 vehicles using the at-

grade commuter car parks:

81% originated from 29 local suburbs (Refer Figure 15)

The weighted average travel distance for 81% of trips was 9.7km

25% of users originated north of the station

75% of users originated south of the station

1 Leppington Station, Access Improvements Options Analysis, AECOM, Dec 2018




Figure 15: Leppington Park Number Plate Survey Findings




4.14 Road Access Performance

The performance of key intersections providing access to Leppington has been assessed using

SIDRA Network 8.0. Intersection performance is measured in terms of the following:

Degree of Saturation (DoS): The ratio of arrival (demand) flow rate to capacity during a given flow

period. Acceptable intersection performance requires DoS < 1.0.

Level of Service (LoS): An index of the operational performance of traffic for a given intersection

during a given flow period. Acceptable intersection performance requires a minimum of LOS D.

Delay: The delay experienced by a vehicle traversing a signalised intersection

The results are presented in Table 6, and they indicate that the performance of the existing

intersections is acceptable (LOS C, or better, in both peaks).

Table 6: Existing Intersection Performance

AM PM

Intersection Type Delay (sec)

Level of Service

Degree of Saturation

Delay (sec)

Level of Service


Rickard Road & Bringelly Road2

TCS 36.4 C 0.66 39.3 C 0.63

Rickard Road & CCP Entrance3

Give-way 10.3 A 0.28 8.5 A 0.36


Roundabout 8.6 A 0.37 7.5 A 0.44

The models of these intersections require further detailed calibration and validation with manual traffic

counts, phase timing and queue length surveys. These results are to be considered indicative only.

Further detailed analysis should be undertaken to fully understand the existing performance and

potential impact of the proposal.

2 Based on SCATS Counts for August 2019

3 Based on Traffic surveys undertaken in December 2019




5 Environmental Impact Assessment

5.1 Construction Impacts

5.1.1 Construction Access

The location of the site compound and site access arrangements is subject to detailed design but is

likely to include facilities on both the western side of the site and inside the existing at grade car park

(refer Figure 16 below).

Figure 16: Proposed CCP Construction Footprint

Construction is proposed to include the closure of a portion of the existing at-grade car park and

changes to the circulation arrangements in the existing car park. There would be a dedicated

construction access through the at-grade car park from Rickard Road, comprising two lanes.

Construction traffic management would be in place through the installation of concrete barriers to

separate the access by the construction vehicles whilst maintaining continued access for commuter

car parking circulation.




5.1.2 Parking

The proposed site for the proposed MSCP is located on vacant land adjacent to existing at-grade

facilities. Construction is not expected to have major impacts on the existing parking capacity, as

offset parking arrangements will be put in place prior to construction commencing.

The activities associated with construction of the proposed MSCP superstructure are expected to

require a maximum daily workforce of up to 80 workers per day.

Despite the Leppington station having convenient access to the T5 and T2 rail lines, it is expected

that some percentage of the workforce may choose to travel to the site daily, by car. This will place

increased demand on the existing parking facilities and temporarily exacerbate the current overflow

parking issues at the site.

Based on a peak workforce of 80, and if 40% of workers choose to travel to the site daily by car, with

a car occupancy rate of 1.5 workers per vehicle, the increased demand for parking would be 21

spaces (just over 2% of current capacity). This peak impact would be for the duration of construction

of the MSCP superstructure, estimated to be a 20-week period. Mitigation measures would be in

place during construction to ensure that construction worker parking does not impact on commuter

car parking spaces in the area.

Alternative temporary construction parking arrangements are being considered to accommodate this

increase in parking demand. This is likely to comprise construction worker parking being available in

the site compound.

5.1.3 Road Network

Construction traffic would enter/exit the station precinct at Rickard Road, which has turn facilities

provided in all directions to the north and south. The proposed MSCP site is located at the western

end of the existing northern at-grade car park. Access between the proposed MSCP site and Rickard

Road would be via the east-west access road feeding the existing at-grade parking facilities.

Deliveries to/from the site would peak at 60 trucks per day, during the concrete pours, and would be

spread evenly throughout the day (7-8 trucks per hour). This peak impact would be for the duration of

construction of the MSCP superstructure.

Due to the low traffic volumes on Rickard Road, which currently peak at around 620 vehicles per hour

(2-way), the existing give-way controlled intersection with Rickard Road, should perform at acceptable

levels of service, under the combined impact of deliveries (7-8 trucks per hour) and workforce trips

(21 cars per hour). The combined construction movements represent less that a 5% increase in

intersection traffic during peak periods.

5.1.4 Taxi Operations

Construction of the MSCP is unlikely to impact on Taxi operations as taxi facilities are remote from the

construction site and construction access routes.

5.1.5 Kiss and Ride Activity

Construction of the MSCP is unlikely to impact on Kiss and Ride operations as these facilities are

remote from the construction site and construction access routes.




5.1.6 Property Impacts

The proposed MSCP site is located on vacant land owned by Office of Strategic Lands which is part

of the Department of Planning, Industry and Environment. TfNSW would arrange for an agreement for

land transfer between government authorities to utilise this land.

5.1.7 Pedestrian Access

Construction of the MSCP may impact on pedestrian access within the existing at-grade car park due

to an increase in vehicle traffic within the car park (up at 60 trucks per day). However, these impacts

would be spread evenly throughout the day (7-8 trucks per hour) and would mainly occur outside

peak pedestrian arrival and departure times. The existing zebra crossing facilities provide pedestrian

with priority at conflict points. A Construction Traffic & Pedestrian Management Plan will need to be

prepared to assess the impact and recommend ameliorative measures, such as raised threshold

crossings, to ensure the safety of pedestrians during construction.




5.2 Operational Impacts

5.2.1 Parking

The proposed MSCP would increase commuter car parking capacity by approximately 1000 spaces

(114%). This is expected to reduce informal overflow parking issues throughout the precinct.

5.2.2 Traffic Generation

The additional spaces would initially offset the current overflow parking demands. Current overflow

parking demands are between 200 to 300 spaces. These are existing trips and would not represent

additional trips. However, the large increase in spaces could release short-term suppressed demand

for park and ride. For the purposes of the assessment, we have assumed the worse-case scenario

that the new CCP facilities generates 1000 additional trips to the site during the AM peak (5am to

9am) and 1000 additional trips from the site in the PM peak (3pm to 7pm).

The review of 2019 Opal Data for the Leppington site, revealed:

AM peak hour for station entries is 7am to 8am. The AM peak hour accounts for 42% of the 4-

hour AM peak period

PM peak hour for station exits is 6pm to 7pm. The PM peak hour accounts for 34% of the 4-hour

PM peak period

Based on a capacity of 1000 spaces, the CCP would generate:

420 inbound trips during the AM peak hour; and

340 outbound trips during the PM peak Hour

Based on 2018 number plate surveys of existing commuter car park users at Leppington, from a

sample of 1,189 users, the distribution of AM and PM peak hour trips along Rickard Road would be:

25% north

75% south




5.2.3 Boom Gate Requirements

An estimate of boom gate requirements was undertaken based on 15-min peak within the AM and PM

peak hours identified in the previous section. Boom gate facilities provide an opportunity to

discourage long-term parking and ensure spaces are available for commuters catching public

transport.

A peak flow factor of 0.95 was applied to the peak hour. The 15-min peak equated to 26% of the peak

hour. In this instance the peak 15-min demand flows are:

111 inbound trips during the AM 15-min peak; and

89 outbound trips during the PM 15-min peak.

Boom gate service rates were estimated to be 4 vehicles per minute. This estimate was based on a

first principles estimate of 15 seconds per vehicle based on:

Boom gate opening and closing time of 5 seconds

Opal pass validation of 5 seconds

Car deceleration and acceleration time of 5 seconds

Based on a boom gate service rate of 4 vehicles per minute per gate, the peak 15-min demands for

the CCP requires two entry boom gates and two exit boom gates in order to service all arrivals and

departures in the peak periods.

5.2.4 Network Performance Impacts

The comparison of network performance with and without the MSCP is presented in Table 7. All

intersections would continue to operate at an acceptable LOS C, or better, with the additional traffic

associated with the CCP.

Table 7: Future Intersection Performance With & Without the MSCP

AM PM

Intersection Scenario Delay (sec)

Level of Service


Delay

(sec)

Level of Service


Rickard Road & Bringelly Road4

Without 36.4 C 0.66 39.3 C 0.63

With CCP 37.1 C 0.81 41.8 C 0.79

Rickard Road & CCP Entrance5

Without 10.3 A 0.28 8.5 A 0.36

With CCP 18.2 A 0.44 15.3 A 0.76


Without 8.6 A 0.37 7.5 A 0.44

With CCP 11.7 A 0.67 9.2 A 0.56

4 Based on SCATS Counts for August 2019

5 Based on Traffic surveys undertaken in December 2019




5.2.5 Cumulative Impacts

The proposed MSCP generates a finite number of trips per day, as outlined in the Section 5.2.2

assessment. The deterrents associated with illegal overflow parking, discourages demand increases.

Draft plans for the Austral and Leppington North precincts are expected to deliver some 17,359 new

homes in the coming years. Both precincts also include the provision of local amenities including

schools, community centres, improved access to Leppington Station, upgrades to major roads as well

as new playing fields and recreational land. This new development will accommodate up to 50,000

new residents and will have a significant impact on the background traffic growth in the precinct.

Whilst the proposed MSCP would encourage use of the rail system in the short-term, and reduce

traffic impacts across the wider network, in the long-term, as the town centre develops, it may

discourage:

precinct access mode shift to bus services, as the increased population and employment

densities around the precinct support improved bus services; and

precinct access mode shift to active transport for trips under 5km, as the development of the town

centre establishes strong active transport networks.

It is understood that Council is developing an access strategy for the new Town Centre. When the

analysis and modelling for this strategy is available, the cumulative impacts of the CCP proposal on

the future Town Centre can be assessed.




6 Mitigation Measures

6.1 Construction

Some recommended mitigation measures to be considered to reduce the impacts of the activity

during construction include:

provision of at-grade workforce parking area is to be provided inside the site compound;

any additional construction worker parking (in excess of what would fit in the construction

compound) is not to impact on the existing commuter parking in the surrounding area;

site-offices and storage contained on the western and southern sides of the MSCP construction

site, away from the at-grade facilities;

temporary relocation of the existing rail boundary fencing to the south, to provide an 8m wide

construction access along the southern side of the MSCP site with access the site office, storage

and workforce parking areas;

development of a Construction Traffic & Pedestrian Management Plan (CTPMP);

developing procedures for preparing and implementing Traffic Control Plans (TCPs);

developing procedures for preparing and implementing Pedestrian Management Plans (PMPs);

and

developing delivery scheduling outside peak periods

6.2 Operation

Some recommended mitigation measures to be considered to reduce the impacts of the activity

during operations include:

construction of the MSCP in a manner that facilitates future removal and/or conversion to

alternate land use more appropriate to the future town centre context;

revisions to road hierarchy to improve pedestrian & cycle access to the station and thereby

reduce demand for park and ride facilities in the future;

Opal pass controlled boom-gate entry/exit to discourage non-commuter parking; and

weather protection for pedestrian links between the CCP and Station entry to improve CCP

customer experience;

potential signalisation of the CCP access road at Rickard Road to improve the capacity of the

intersection should future intersection performance modelling show a drop in intersection

performance associated with town centre development in the near future. This would be

considered and undertaken by Council if required.




7 Summary

7.1 Design Inputs

7.1.1 Assumptions

The following assumptions have been made in this TTAIA:

Given the station location is at the terminus of the T2 and T5 lines, all customers arriving at the

station in the morning peak, are travelling towards the City, Parramatta or Richmond

Park and ride is the major access mode as a consequence of the adjacent land use

The intersection performance of Rickard Road and Bringelly Road was based on SCATS count

data collected in August 2019

The intersection performance of Rickard Road and the CCP entrance was based on classified

counts collected in December 2019

The traffic modelling analysis was undertaken using SIDRA Network 8.0. The SIDRA models

were not calibrated, due to the absence of queue length survey data at the time of report

preparation

That construction worker parking will be provided so there are no impacts to commuter car

parking

Construction parking demands are based on a work-force of 80, 40% of workers choosing to

travel to the site daily by car, with a car occupancy rate of 1.5 workers per vehicle

Deliveries to/from the site would peak at 60 trucks per day, during the concrete pours, and are to

be spread evenly throughout the day (7-8 trucks per hour)

Due to the low traffic volumes on Rickard Road, which currently peak at around 620 vehicles per

hour (2-way), the existing give-way controlled intersection with Rickard Road, should perform at

acceptable levels of service, under the combined impact of deliveries (7-8 trucks per hour) and

workforce trips (21 cars per hour).

AM peak hour for station entries is 7am to 8am. The AM peak hour accounts for 42% of the 4-

hour AM peak period. PM peak hour for station exits is 6pm to 7pm. The PM peak hour accounts

for 34% of the 4-hour PM peak period

The potential origin of CCP users is based on number plate surveys, undertaken in 2018, of a

sample of 1,189 CCP users

7.1.2 Design Standards

The Proposal would be designed in accordance with the following standards and guidelines:

Transport for NSW Wayfinding Planning Guide, Car Parks, December 2018

Transport for NSW Commuter Car Parks Urban Design Guidelines

Transport Access Program (TAP) Urban Design Plan Guidelines

Disability Standards for Accessible Public Transport 2002, issued under the Disability

Discrimination Act 1992 (Cwth)

Building Code of Australia

Relevant Australian Standards

Asset Standards Authority Standards

Crime Prevention Through Environmental Design (CPTED) principles

Local Government standards, where relevant.




Appendix A – SIDRA Modelling Outputs

commuter car park program · the proposal is to construct a multi storey car park (mscp) within the...

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