Traffic, Transport & Access Impact Assessment2 June 2014
11.1 Background 1 1.2 Study area 2 1.3 Document review 4 1.4 Report structure 4
52.1 Station patronage 5 2.2 Modal splits 5 2.3 Road network 6 2.4 Parking facilities 7 2.5 Public transport 9 2.5.1 Rail 9 2.5.2 Bus 10 2.6 Taxi facilities 12 2.7 Kiss-and-ride facilities 12 2.8 Cyclists facilities 12 2.9 Pedestrian facilities 13
2.9.1 Pedestrian access points 15
2.9.2 Pedestrian analysis 22
2.9.3 Pedestrian movement 24
2.9.4 Wayfinding 25
Proposed railway station upgrade
3.1 Overview 27
3.2 Project scope 27
3.3 Installation of new lifts 28
Construction impact assessment
4.1 Construction proposal 29
4.1.1 Scope 29
4.1.3 Work sites 30
4.1.4 Site 2 (Lift 1) methodology 33
4.1.5 Hours of work 38
4.1.6 Site access and parking 38
4.1.7 Construction vehicle types and volumes 38
4.1.8 Proposed haulage routes 39
4.1.9 Pedestrian management 41 4.2 Impact assessment 43 4.2.1 Traffic 43 4.2.2 Parking 46 4.2.3 Public transport 46 4.2.4 Pedestrians 46 4.2.5 Cyclists 47
4.2.6 Hyde Park events 47
4.3 Cumulative construction impacts 48
4.4 Liaison with stakeholders 48
4.4.1 City of Sydney 48
4.4.2 Roads and Maritime Services 49
4.5 Legislative context 50
4.5.1 Environmental Planning and Assessment Act 1979 (EP&A Act) 50
4.5.2 Roads Act 1993 No 33 50
4.5.3 Major Events Act 2009 No 73 50
4.5.4 Disability Discrimination Act 1992 No 135 50
Operational impact assessment
5.1 Changes to station operation 51
5.1.1 Patronage 51
5.2 Pedestrian impacts 51
5.2.1 2036 Pedestrian assessment 51
5.2.2 Pedestrian amenity 52
6.1 Construction mitigation measures 55
6.1.1 Traffic management 56
6.1.2 Events 56
6.2 Operation mitigation measures 57
List of tables
Page number Table 2.1 Museum Station 2011 weekday entries and exits 5 Table 2.2 On-street parking restrictions and supply 8
Table 2.3 Train services along rail corridor 9
Table 3.1 Lift location and description 28
Table 4.1 Proposed work sites 31
Table 4.2 Pedestrian impact areas 41
Table 5.1 Future predicted patronage at Museum Station 51
List of figures
Figure 1.1 Study area 2
Figure 1.2 Museum Station transport context 3
Figure 2.1 Existing parking situation 9
Figure 2.2 Bus services near Museum Station 11
Figure 2.3 Elizabeth Street bus stop 12
Figure 2.4 Liverpool Street bus stop 12
Figure 2.5 Pedestrian access and volumes at Museum Station 14 Figure 2.6 Castlereagh Street entrance from street level 15 Figure 2.7 Main Liverpool Street entrance from street level 16 Figure 2.8 Main Liverpool Street entrance (Stair 1) from street level 16 Figure 2.9 Main Liverpool Street entrance (Stair 2) from street level (not open, is closed to
public access) 16
Figure 2.10 Main Liverpool Street entrance (north-eastern access) from concourse level 16 Figure 2.11 Liverpool Street entrance opposite Downing Centre from street level 17 Figure 2.12 Liverpool Street entrance south-eastern corner from street level 17 Figure 2.13 Bathurst Street entrance located on the eastern side of Elizabeth Street from street
Figure 2.14 Bathurst Street entrance located on the eastern side of Elizabeth Street from street
Figure 2.15 Hyde Park Square via escalators adjacent to the Telstra building 19 Figure 2.16 Hyde Park Square via stairs adjacent to the Telstra building 19 Figure 2.17 Hyde Park Square via stairs from 227 Elizabeth Street building sliding door
entrance on Bathurst Street 20
Figure 2.18 Hyde Park Square via stairs from 227 Elizabeth Street building sliding door
entrance on Bathurst Street 20
Figure 2.19 Hyde Park Square subway between entries 6, 7, 8 and Museum Station 20 Figure 2.20 Museum Station entrance from Hyde Park Square 20 Figure 2.21 Ticket barriers and access gates at the southern end of the station 21 Figure 2.22 ticket barriers and access gates at the northern end of the station 21 Figure 2.23 Fruin Level of Service Definitions 23 Figure 2.24 Street signage on Castlereagh Street 25 Figure 2.25 Street signage on Liverpool Street 25 Figure 2.26 Link to Museum Station subway entrance from Hyde Park Square 25 Figure 2.27 Concourse level directional signage at southern entry 25 Figure 2.28 Museum Stations signage on sliding door entrance to 227 Elizabeth Street
Figure 4.1 Proposed ground level work site arrangements 31 Figure 4.2 Proposed concourse level work site arrangements 32 Figure 4.3 Proposed platform level work site arrangements 32
Figure 4.4 Phase 1 of Lift 1 construction 33
Figure 4.5 Phase 2 of Lift 1 construction 34
Figure 4.6 Phase 3 of Lift 1 construction 35
Figure 4.7 Phase 4 of Lift 1 construction 36
Figure 4.8 Established site 1 Elizabeth Street cross section 37 Figure 4.9 Proposed construction vehicle haulage routes 40
Figure 4.10 Proposed pedestrian diversions 42
Figure 4.11 Elizabeth Street night time traffic profile for January 44 Figure 4.12 Elizabeth Street night time traffic profile for February 45 Figure 4.13 Elizabeth Street night time traffic profile for March 45 Figure 5.1 Proposed station easy access – ground level 53 Figure 5.2 Proposed station easy access – concourse level 54 Figure 5.3 Proposed station easy access – platform level 54
List of appendices
Appendix A Pedestrian count raw data Appendix B Museum Station drawings Appendix C Pedestrian assessment report Appendix D Construction plant and equipment
Enabling Works Works including temporary or permanent relocation of existing infrastructure or services to enable the Permanent Works to be undertaken
Permanent Works The final permanent works
Principal Transport Projects Division (TPD), Transport for NSW (TfNSW) Services The activities to be undertaken as defined in this document
Services Brief TPD Document 3125777_8, Proposed Variation - Revision of Concept Design Documentation for Museum Station (PSC – 2320), Annexure 1 Services Brief, Ver. 6.0, 05 March 2014
Technical Advisor The Professional Services Contractor as defined in the Contract to undertake the Services
Temporary Works Works including the installation of walkways and erection of hoardings and signage to enable the existing infrastructure to remain operational and the Permanent Works to be undertaken concurrently
BRS Business Requirements Specification CBD Central Business District
CCTV Close circuit television
CTMP Construction Traffic Management Plan DDA Disability Discrimination Act
DSAPT Disability Standards for Accessible Public Transport EP&A Environmental Planning and Assessment Act LOS Level of Service
PPM Pedestrians per minute
REF Review of Environmental Factors ROL Road Occupancy Licence TAP Transport Access Program TCP Traffic Control Plan TfNSW Transport for NSW
TGSI Tactile Ground Surface Indicator TMP Traffic Management Plan TOM Traffic Operations Manager TPD Transport Projects Division TVM Ticket vending machine
Transport for NSW (TfNSW) has commissioned Parsons Brinckerhoff to undertake a Traffic, Transport and Access Impact Assessment for the Museum Station Easy Access Upgrade. This report assesses the existing situation, the proposed upgrades to Museum Station, the impacts during construction and operation, and the measures to ameliorate any impacts.
Museum Station is being upgraded for easy access as part of the NSW Government’s Transport Access Program (TAP). The aim of the TAP is to provide a better experience for public transport customers by delivering accessible, modern, secure and integrated transport infrastructure where it is most needed. The following objectives and upgrades are proposed at Museum Station:
improving customer experience
improving accessibility in accordance with the Disability Discrimination Act (DDA) and the Disability Standards for Accessible Public Transport (DSAPT)
improving mode access facilities and integration with the surrounding precinct
where possible, increase station capacity to address identified congestion issues (if any) and to accommodate patronage growth to 2036
upgrade station facilities and equipment to current standard
minimise construction impacts to passengers and station operations improve amenity for transport staff
The study area is shown in Figure 1.1 and encompasses the surrounding adjacent road network to the project site including Elizabeth Street and Castlereagh Street to the west, Bathurst Street to the north, and Liverpool Street to the south. The project site (Museum Station) itself is located in the south-western corner of Hyde Park South. The transport context within the study area surrounding Museum Station is shown in Figure 1.2.
Source: Google Maps
The following documents were reviewed as part of this study:
Museum Station Precinct Easy Access Upgrade, Business Requirements Specification, November
2012, Version 0.1, Transport for NSW.
Compendium of Sydney Rail Travel Statistics 8th Edition v1.1, November 2012, NSW Bureau of
Guide to Traffic and Transport Management for Special Events,Version 3.4, August 2006, Roads and
This report has the following structure:
Chapter 2 describes the existing situation including traffic, transport and access conditions Chapter 3 discusses the proposed Museum Station easy access upgrades
Chapter 4 details the impacts of the proposal during construction Chapter 5 details the impacts of the proposal during operation
Chapter 6 proposes mitigation measures to reduce or remove any project related impacts Chapter 7 provides a conclusion to the study.
2. Existing situation
This section describes the existing station patronage, modal splits, pedestrian access, public transport services, adjacent road network and on-street parking provision.
The ‘2012 Compendium of Sydney Rail Travel Statistics’ was reviewed to determine the typical weekday and weekend patronage at Museum Station. Table 2.1 shows the weekday entry and exit volumes for the station, which ranks 21st in the metropolitan rail network for patronage.
Table 2.1 Museum Station 2011 weekday entries and exits
Time period In Out
02:00 to 06:00 100 100 06:00 to 09:30 710 6,050 09:30 to 15:00 1,950 2,380 15:00 to 18:30 6,020 1,140 18:30 to 02:00 1,670 800 24 hours 10,450 10,450
Source: Transport for NSW
Typically, station exits on a Saturday are 33% of normal weekday volumes whilst station exits on a Sunday are generally 24% of normal weekday volumes.
According to barrier counts conducted in 2011, the busiest hour in the AM peak is between 8.00 am and 9.00 am with 2,966 exits.
For information on the movement of these passengers through the station tunnels and ticket barriers refer to section 2.9.
There is currently limited existing information about modal splits for travel to and from Museum Station. Museum Station is primarily known as a destination station. Due to its CBD location, the majority of users arrive in the AM and depart in the PM, as evidenced in the patronage data provided above in Table 2.1. As Museum is a CBD destination station, the majority of access to and from the station is expected to be by walking. This view is supported by the absence of car parking, kiss-and-ride facilities and bicycle storage facilities for users of the station.
Analysis and observations of the travel patterns indicate that a proportion of station users transfer between rail and bus. These users are likely to arrive by rail at Museum Station from the south and west and travel to the east by bus, and vice versa. Museum Station would be the first CBD rail station accessed by bus services originating from the east. Having said this, the volume of passengers transferring to/from bus at Museum Station is estimated to be reasonably low.
Museum Station is located in Hyde Park South on the north eastern corner of the intersection of Elizabeth Street and Liverpool Street. The northern most entrance to the station is located in Hyde Park opposite Bathurst Street. As a consequence, the key intersections which are potentially impacted by the proposal are Elizabeth Street and Liverpool Street and Elizabeth Street and Bathurst Street. All roads in the area are controlled by City of Sydney.
Elizabeth Street is a key north-south corridor which is heavily utilised by buses. Elizabeth Street is generally configured with three lanes in either direction with the kerbside lane operating as a bus lane in both
directions between 6.00 am and 10.00 am and between 3.00 pm and 8.00 pm Monday to Friday. Parking is generally permitted in these lanes outside the operating hours of the bus lanes. Elizabeth Street south of Liverpool Street carries approximately 1,400 vehicles combined in both directions during a weekday AM peak and approximately 1,500 vehicles in the PM peak (Source: Wentworth Avenue Cycleway Project, City of Sydney, September 2010). In addition to this, counts were provided by RMS for Elizabeth Street
southbound, north of Liverpool Street (directly adjacent the site) for a period between 01 January 2014 and 23 March 2014. The data indicates that in the southbound direction Elizabeth Street carries approximately 1,200 vehicles per hour in the weekday AM peak and 1,500 vehicles per hour in the PM peak. Data provided by TfNSW shows that, included in the numbers above, there are currently up to 110 buses per hour in the AM peak and up to 180 buses per hour in the PM peak travelling southbound along Elizabeth Street. Elizabeth Street has a posted speed limit of 50 km/h.
Liverpool Street is a major east-west corridor which connects with Oxford Street to the east and Harbour Street to the west. Liverpool Street is configured with three lanes in either direction east of Elizabeth Street. A bus lane operates in the eastbound direction between Elizabeth Street and College Street between 3.00 pm and 7.00 pm on weekdays, with restricted parking outside of these hours. During the morning peak, a clearway is enforced between 6.00 am and 10.00 am Monday to Friday in the westbound direction and outside of these hours, restricted parking is available. Liverpool Street west of College Street carries approximately 1,600 vehicles combined in both directions during a weekday AM peak and approximately 1,500 vehicles in the PM peak (Source: Wentworth Avenue Cycleway Project, City of Sydney, September 2010). Liverpool Street has a posted speed limit of 50 km/h.
Castlereagh Street is a north-south corridor which operates as a one-way southbound street and is heavily utilised by buses. Castlereagh Street, south of Liverpool Street generally configures with two southbound lanes and parking on either side of the road. Castlereagh Street south of Bathurst Street carries
approximately 400 vehicles during a weekday AM peak and approximately 500 vehicles in the PM peak (Source: Sydney CBD Cycleways Project, RMS, May 2012). Castlereagh Street has a posted speed limit of 50 km/h.
Bathurst Street is a key east-west corridor which operates as a one-way eastbound street with four trafficable lanes between Castlereagh Street and Elizabeth Street, two of which are left turning and two right turning. Bathurst Street commences at Harbour Street to the west and continues to the east where it intersects with Elizabeth Street. Bathurst Street east of Castlereagh Street carries approximately 1,000 vehicles during the weekday AM peak and approximately 1,200 vehicles in the PM peak (Source: Sydney CBD Cycleways Project, RMS, May 2012). Bathurst Street has a posted speed limit of 50 km/h.
College Street is generally two lanes in either direction with a dedicated bi-directional cycleway facility on the western side of the road. Parking is provided on the eastern side of the road between Park Street and Liverpool Street. College Street has a posted speed limit of 50 km/h with a 40 km/h school zone operating during school drop and pick up periods approximately between Stanley Street and William Street. The school zone serves the Sydney Grammar School. College Street north of Liverpool Street carries approximately 1,600 vehicles combined in both directions during a weekday AM peak and approximately 1,900 vehicles in the PM peak (Source: Wentworth Avenue Cycleway Project, City of Sydney, September 2010).
Park Street is generally configured with two lanes in either direction including bus lanes with dedicated cycle and parking lanes on both sides of the road in the section between Elizabeth Street and College Street. Park Street has a posted speed limit of 50 km/h.
There is no commuter parking provided at this station. There are a number of paid parking stations in close vicinity including the Goulburn Street Car Park on the corner of Elizabeth Street and Goulburn Street, and World Square on the corner of Pitt Street and Goulburn Street.
The nearest disabled parking spaces are located on the western side of Castlereagh Street just north of Liverpool Street.
Limited time restricted street parking is permitted on:
Elizabeth Street between Bathurst Street and Liverpool Street Liverpool Street between Elizabeth Street and College Street. Table 2.2 details the parking restrictions and parking supply.
Table 2.2 On-street parking restrictions and supply
Street and Location
Parking restrictions and supply# 1P 10am–3pm Mon–Fri
and 4P 8am–8pm Sat, Sun and Public
Holidays Taxi Zone 8pm–6am 2P 8am–3pm Mon–Fri and 4P 8am–10pm Sat, Sun and Public
1P 8am–3pm Mon–Fri and
4P 8am–10pm Sat, Sun and Public
Holidays No Parking 3pm–7pm Mon–Fri Loading 10am–3pm Mon–Fri 7am–10am Sat and 2P 8pm–10pm Mon–Fri and 4P 10am–10pm Sat, 8am–10pm Sun &
Public Holidays 1P 10am–3pm Mon–Fri and 2P 8pm–10pm Mon–Fri and 4P 8am–10pm Sat, Sun & Public
Elizabeth Street between
Bathurst Street and Liverpool Street (eastern side)
14 - - -
-Elizabeth Street between
Bathurst Street and Liverpool Street (western side)
- - - 9 11
Liverpool Street between
Elizabeth Street and the mid-block crossing (northern side)
- 12 - -
-Castlereagh Street south of
Liverpool Street (eastern side) - - 8 -
Existing on-street parking, bus/taxi zones, no parking and no stopping are shown in Figure 2.1.
Figure 2.1 Existing parking situation
Museum Station is the 21st busiest railway station on the CityRail network by passenger volumes. Museum
Station has two platforms. Platform 1 is located on the western side for northbound trains and services the Inner West and South Lines. Platform 2 is located on the eastern side for southbound trains and services the Bankstown and Airport & East Hills Lines. Table 2.3 outlines the services along these rail corridors.
Table 2.3 Train services along rail corridor
Rail line Services Frequency of services in the AM peak
Inner West Line Liverpool via Regents Park Every 5–10 minutes
South Line Campbelltown via Granville Every 5–10 minutes
Bankstown Line Lidcombe or Liverpool via Sydenham Every 5–20 minutes
Airport & East Hills Line Macarthur via Airport or Sydenham Every 5–10 minutes
There is a strong presence of bus services surrounding the station on Elizabeth Street and Liverpool Street which are important corridors for the CBD eastern region bus network. Figure 2.2 details the routes which operate on these streets. Two major bus stops are located in short walking distance of the station’s principal entrances, one on Elizabeth Street and the other on Liverpool Street. These two stops serve buses operating between the CBD (Circular Quay) and the eastern and south-eastern Sydney suburbs surrounding
La Perouse, Randwick and Bondi. The M40 continues to the northern suburb of Chatswood.
The bus stop located on the eastern side of Elizabeth Street between Bathurst Street and Liverpool Street, as shown in Figure 2.3, is utilised by the following bus routes; 333, 373, 374, 376, 377, 380, 391, 392, 394, 396, 397, 399, 890, L94, X73, X74, X77, X92, X94, X96 and the M40. The bus zone length provided at this stop is approximately 57 m long.
The bus stop located on the western side of Elizabeth Street between Bathurst Street and Liverpool Street is utilised by the following bus routes; 301, 302, 303, 308, 309, 310, 333, 339, 343, 373, 374, 376, 377, 380, 391, 392, 394, 396, 397, 399, 892, X03, X09, X10, X39, L94 and the M10, M20, M40 and M50. The bus zone length provided at this stop is approximately 50 m long.
The bus stop located on the northern side of Liverpool Street between Elizabeth Street and College Street, as shown in Figure 2.4, is serviced by the following bus routes; 311, 333, 373, 377, 378, 380, 392, 394, 396, 397, 399, 890, L94, X39, X73, X74, X77, X92, X94, X96 and the M40. The bus zone length provided at this stop is approximately 41 m long.
The bus stop located on the southern side of Liverpool Street between Elizabeth Street and College Street is serviced by the following bus routes; 311, 378. The bus zone length provided at this stop is approximately 25 m long.
The bus stop located on the eastern side of Castlereagh Street between Liverpool Street and Goulburn Street, as shown in Figure 2.5, is serviced by the following bus routes, 301, 302, 303, 339, 422, 423, 426, L23, L28 and X03. These buses operate between the CBD (Circular Quay) and the inner south and inner south-western suburbs such as Mascot, Pagewood, Kingsford, Kingsgrove, Kogarah and Dulwich Hill. The bus zone length provided at this stop is approximately 32 m long.
Bus services within this area arrive every few minutes during the peak period, with regular services, limited stop services, express services and Metro buses all operating via Liverpool Street and Elizabeth Street.
Source: NSW Transport Info
Figure 2.3 Elizabeth Street bus stop southbound Figure 2.4 Liverpool Street bus stop eastbound
An 84 m length of taxi zone is located on the eastern side of Elizabeth Street to the immediate north of Museum Station’s main entry on the corner of Elizabeth Street and Liverpool Street. This taxi zone operates between 8.00 pm and 6.00 am. The taxi zone reverts back to restricted parking between 10.00 am and 3.00 pm and operates as a bus lane during the AM and PM peaks.
There is currently no formal provision for a kiss-and-ride facility.
There are no cyclist facilities provided at this station. However there are a number of cycle rings on smart poles along Elizabeth Street. There is a two-way segregated cycleway on the western side of College Street. The cycleway runs along the length of College Street and connects to on-street cycle routes at both the northern and southern ends for trips to CBD north and towards Central Station, East Sydney and South Sydney.
Museum Station has several existing pedestrian access points that are provided at both ground and concourse levels. The access points connect to the station via a network of tunnels which are shown in Figure 2.5. Currently entries 3 and 4 are accessible by escalator with all other entries accessible by stairs. Therefore the station is not currently accessible to mobility impaired passengers (no entrances are currently DDA compliant). The pedestrian volumes are shown in Figure 2.5, which were collected on 16 May and 29 May 2013, and are discussed further in section 2.9.2. Some of the pedestrian access points and tunnels are only open between 6.00 am to 8.00 pm Monday to Friday (Entries 1, 3, 4 and 6). Pedestrian access points are described in further detail below and are presented in Figure 2.6 to Figure 2.22.
The main footpaths connecting to the main Museum Station entrance at ground level are located on the eastern side of Elizabeth Street and the northern side of Liverpool Street. Both of these footpaths are 3.7 m wide. Where bus shelters have been installed the effective width of the footpath as a pedestrian thoroughfare narrows to 1.7 m and 1.8 m.
Pedestrian access points
Entry 1 – Castlereagh Street portal entrance adjacent to the Downing Centre (Mark Foy Building) This entrance provides a subway connection (Tunnel 14) below the Elizabeth Street and Liverpool Street intersection and enters Museum Station at concourse level (via Tunnel 11). This entrance has one set of stairs extending from street level (Castlereagh Street) to the subway itself as shown in Figure 2.6. The distance from the entrance to the station ticket gates is approximately 120 m.
Entry 2 – Main Liverpool Street portal entrance (located on the north-eastern corner of the Elizabeth Street and Liverpool Street intersection)
The main Museum Station entrance (refer to Figure 2.7) is provided on Liverpool Street and includes two sets of staircases which connect with the concourse level within close proximity of the ticket barriers and access gates. One of staircases is positioned to the west (in an east-west direction) and is currently opened to pedestrians (refer to Figure 2.8). The other staircase is positioned to the north-east (in a north-south direction) and is currently closed to pedestrians (refer to Figure 2.9 and Figure 2.10).
Figure 2.7 Main Liverpool Street entrance from street level
Figure 2.8 Main Liverpool Street entrance (Stair 1) from street level
Figure 2.9 Main Liverpool Street entrance (Stair 2) from street level (not open, is closed to public access)
Figure 2.10 Main Liverpool Street entrance (north-eastern access) from concourse level
Entry 3 – Liverpool Street north entrance opposite Downing Centre
This entrance provides both a set of stairs and escalators which lead to a subway that connects at concourse level (Via Tunnel 11) as shown in Figure 2.11. This subway connects with the Castlereagh Street and
Liverpool Street subways. The distance from the entrance to the station ticket gates is approximately 70 m.
Figure 2.11 Liverpool Street entrance opposite Downing Centre from street level
Entry 4 – Liverpool Street south entrance (located on the south-eastern corner of the Elizabeth Street and Liverpool Street intersection)
This entrance provides a set of escalators which lead to a subway that connects at concourse level (via Tunnel 11) as shown in Figure 2.12. This subway connects with the Castlereagh Street and Liverpool Street subways. The distance from the entrance to the station ticket gates is approximately 70 m.
Source: Transport for NSW
Entry 5 – Bathurst Street entry (located on the eastern side of Elizabeth Street south of Bathurst Street)
This entrance is provided from the eastern side footpath of Elizabeth Street and includes two sets of
staircases that lead to a split subway (two tunnels that lead to the same end location, Tunnels 1 and 2). This subway connects directly to the ticket barriers and access gates at the northern end of the concourse level (refer to Figure 2.13 and Figure 2.14). One of these tunnels extends under Elizabeth Street and connects with Hyde Park Square. The distance from the entrance to the station ticket gates is approximately 40 m. Tunnels 1 and 2 currently do not meet the requirements for DDA compliance in accordance with AS1428.2.
Figure 2.13 Bathurst Street entrance located on the eastern side of Elizabeth Street from street level
Figure 2.14 Bathurst Street entrance located on the eastern side of Elizabeth Street from street level
Entry 6 – Hyde Park Square via escalators adjacent to the Telstra building (located on the south-western side of the Elizabeth and Bathurst Street intersection)
This entrance as shown in Figure 2.15 provides a set of escalators which lead to a subway that connects at concourse level (via Tunnels 1 and 2). This entrance also connects with two other Hyde Park Square entrances (referred to as Entry 7 and Entry 8). The distance from the entrance to the station ticket gates is approximately 100 m.
Figure 2.15 Hyde Park Square via escalators adjacent to the Telstra building
Entry 7 – Hyde Park Square entrance via stairs adjacent to the Telstra Building (located on the south-western side of the Elizabeth and Bathurst Street intersection)
This entrance as shown in Figure 2.16 provides two sets of staircases which lead to a subway that connects at concourse level (via Tunnels 1 and 2). This entrance also connects with two other Hyde Park Square entrances (referred to as Entry 6 and Entry 8). The distance from the entrance to the station ticket gates is approximately 100 m.
Entry 8 – Hyde Park Square via stairs from 227 Elizabeth Street building sliding door entrance on Bathurst Street (located on the north-western side of the Elizabeth and Bathurst Street intersection) This entrance as shown in Figure 2.17 and Figure 2.18 provides two sets of staircases which lead to a subway that connects at concourse level (via Tunnels 1 and 2). This entrance also connects with two other Hyde Park Square entrances (referred to as Entry 6 and Entry 7). The distance from the entrance to the station ticket gates is approximately 100 m.
Figure 2.17 Hyde Park Square via stairs from 227 Elizabeth Street building sliding door entrance on Bathurst Street
Figure 2.18 Hyde Park Square via stairs from 227 Elizabeth Street building sliding door entrance on Bathurst Street
Entries 6, 7 and 8 lead to Museum Station via a subway and staircase under Elizabeth Street and via Tunnels 1 and 2 as shown in Figure 2.19 and Figure 2.20.
Figure 2.19 Hyde Park Square subway between entries 6, 7, 8 and Museum Station
Figure 2.20 Museum Station entrance from Hyde Park Square
Figure 2.21 Ticket barriers and access gates at the southern end of the station
Figure 2.22 ticket barriers and access gates at the northern end of the station
Pedestrian analysis in station spaces involves deriving a Fruin Level of Service (LoS) as a means of defining where problem areas of congestion may occur. The Fruin Level of Service table for corridors and stairs are provided in Figure 2.23.
LoS A is the best level, meaning that the area is operating well below capacity, with a high degree of comfort for passengers. LoS F means that the area is operating above capacity and queuing and delays are likely. An important consideration is the amount of time an area spends at a particular LoS. If capacity is only just exceeded for a short amount of time, any queues are likely to dissipate once the flow of passengers reduces, while a flow that exceeds capacity by a large margin and/or exceeds capacity for a long stretch of time could result in queues that grow, long delays and frustration for passengers. If the queue of passengers has not dissipated by the time the next train arrives, the operation of the station may be compromised. It is this ebb and flow of demand which requires a more considered approach than simply aiming for a particular LoS – as the LoS is influenced by the demandand the time period considered. A train can unload a large volume of
people who may experience considerable congestion, but if the assessment time period is too long, then the congestion can be hidden. For example, a calculation over 15 minutes may yield an excellent LoS result, but if this demand was actually concentrated over a single minute followed by 14 minutes of no demand then the actual congestion experienced may be grossly underestimated.
In order to determine whether the pedestrian infrastructure is operating at an acceptable LoS it is important to understand the activity within that space and the expectations of the pedestrians.
It is the conflicts that arise from a particular LoS which determine its acceptability. A poor Fruin LoS in a corridor may be acceptable if the movement is one way (few movement conflicts) and occurs in the AM peak (does not conflict with user expectations). A lower density in a concourse area with cross flows may result in numerous conflicts as people are unable to pass each other without significant change in speed and
direction – this may be unacceptable.
Relatively poor Levels of Service are frequently encountered in and around stations in the AM peak period. This is not necessarily a problem if these conditions match the expectations of the station users. If the flow is largely in a single direction then movement can occur without discomfort at Los E or even F – in most CBD stations with platforms served by stairs, these stairs operate at a poor LoS immediately after arrival of a train and its alighting passengers. It would be unrealistic to expect these stairs to operate at LoS C in these circumstances, to simply concentrate on achieving LoS C would result in unfeasibly wide stairs which would empty the platform in seconds.
To determine the volume of pedestrians moving throughout the station, site inspections and pedestrian counts were conducted on 16 May and 29 May 2013. The counts were conducted for the AM peak 90 minutes from 7.45 am to 9.15 am. The data was collected at five minute intervals to capture peak flow volumes. The raw data can be found in Appendix A. A summary of the data is provided in Figure 2.5.
The data shows that the busiest platform in the AM peak is the inbound platform (to St James) with total exits from that platform of approximately 2,700 passengers. On the southern side of the station, Tunnel 11 is the most heavily used tunnel with 1,655 exiting and 214 entering passengers. The busiest street level entries are Entry 2 and Entry 4 on the eastern side of Elizabeth Street, adjacent to Liverpool Street.
The station is largely a destination station in the AM peak, with only around 12% of the station throughput boarding a service at Museum. The impact of this boarding demand is reduced because it tends to arrive at the station with a fairly even profile compared to the alighting demand which has very peaked profiles associated with train arrivals.
An assessment was conducted of Museum Station to determine the pedestrian Level of Service which currently exists. The pedestrian assessment report can be found in Appendix C. The results show that currently all areas operate within the LoS C requirement, except at the stairway in Tunnel 9 which operates at a LoS D and both of the stairways in Tunnel 10 which operate at a LoS E. This LoS is considered currently acceptable because:
does not result in passenger conflicts
does not interfere with other station operations or movements
is probably not unexpected by commuters alighting from peak AM services.
In additional to this, some delays and congestion were evident at the gate lines, with maximum queues identified of 11 people per gate. On-site observations identified queuing at the gate line which occasionally stretched back into the adjacent tunnels.
Wayfinding signage is provided in a variety of forms at various locations informing pedestrians of access paths to and from Museum Station including:
ground level street signage at key station entrances on Liverpool Street, Elizabeth Street and Castlereagh Street (refer to Figure 2.24 and Figure 2.25)
directional signs to street locations from the station concourse directing pedestrians to Liverpool Street (south), Liverpool Street (north) and Castlereagh Street (refer Figure 2.27)
ground level signage on sliding door entrance and within Hyde Park Square subway (refer to Figure 2.26 and Figure 2.28).
Figure 2.24 Street signage on Castlereagh Street Figure 2.25 Street signage on Liverpool Street
Figure 2.26 Link to Museum Station subway entrance from Hyde Park Square
Figure 2.27 Concourse level directional signage at southern entry
Figure 2.28 Museum Stations signage on sliding door entrance to 227 Elizabeth Street (Bathurst Street entry)
3. Proposed railway station
The easy access upgrade to Museum Station proposed as part of the TAP includes new ramps, new lifts, a modified ticket window and staff amenities, family accessible toilets, platform works (to provide Level Access) and building modifications. Drawings of the proposed design are included in Appendix B.
The permanent works associated with the project will provide the station with:
improved presentation and accessibility of station entries at the southern end of Hyde Park South two new lifts (Lifts 1 and 2 – 17 persons) connecting concourse level to platform level at the south end a new lift from surface level (Lift 3 – 17 persons) connecting Liverpool/Elizabeth Street entry to concourse level
new stair runs within tunnels 8 and 10 to connect new lift lobbies to platform area new ramps as required
re-grading of southern portion of Platform 1 (approximately 18m) adjusted office and staff amenities
public toilets including family accessible toilets
modifications and upgrades to ticket window, automatic ticket barrier and wide access gate CCTV coverage, containment and cabling
security and access control coverage and containment
modification and expansion of fire and smoke detection system way finding signage
station passenger information induction loops.
Installation of new lifts
Access and pedestrian movement to and from the station, from ground level, concourse level and platform level will be modified with the installation of three new lifts. These lifts are located at the southern end of Museum Station. The objective, capacity and location of each of the three lifts being installed is described in Table 3.1.
Table 3.1 Lift location and description
Lift no Location Description
1 Platform level, south-western end 17 person capacity, provides access between the
platform level and concourse level
2 Platform level, south-eastern end 17 person capacity, provides access between the
platform level and concourse level
3 Concourse level, southern end (adjacent to
existing Liverpool Street portal entrance) 17 person capacity, provides access between theconcourse level and ground level
Figure 3.1 presents the locations of the new lifts at the southern end of the station.
Source: Parsons Brinckerhoff/Group GSA
4. Construction impact
The works as described in section 3 will impact on those areas surrounding the existing Hyde Park Café at the south-western corner of Hyde Park South.
An overview of the proposed construction scope is provided below. 1. Surface level works
Stage 1 by TfNSW:
New step ramp to be cut into the existing floor at the station entrance. Demolition of existing Hyde Park Café building.
New 17 person, double fronted glass ‘through' lift (Lift 3) connecting the Station Entry at Street level to the South Concourse area. Steel lift shaft structure with temporary cladding.
Ground to be graded out from existing kerb adjacent to the demolished café to achieve levelling around the new lift.
New temporary bitumen paving to all demolished areas.
Temporary ramp to access lift doors towards west side of the lift 3 shaft.
New openings to be created within existing station entry building to access the future lift lobby. Stage 2 to be built by others:
Stage 2a) Build new Lift lobby / foyer structure towards east of lift shaft. Install finishes to later design and detail.
Stage 2b) Possible new retail building to replace the existing Hyde Park Café. Stage 3 by TfNSW:
Remove temporary lift shaft cladding. Install permanent lift shaft cladding.
Disable the West side lift entrance and provide permanent lift 3 shaft cladding over. Activate East side lift entrance.
Remove temporary ramp on West side of lift entrance. Provide new paving and planting to later design and detail. Provide services fit-out and signage for new lift lobby. Commission new station entrance.
2. Below ground works:
Existing retail kiosk at concourse level to be demolished to make way for Lift 3 installation.
Two new 17 person ‘through’ lifts (Lift 1 and Lift 2) to be provided, connecting the South Concourse area with the platform level.
New lift lobbies off the existing pedestrian tunnels at concourse and platform levels to provide adequate accessible circulation space.
Two of the existing platform access stairs to be demolished and replaced by new stairs within Tunnel 7 and Tunnel 9 to connect new lift lobbies to platform area.
New Family Accessible Toilet to be provided adjacent to the existing public amenities.
Existing public amenities to be modified to provide an ambulant accessible cubicle each within the male and female amenities.
Refurbishment of male and female toilets.
New cleaner’s store within vestibule for female amenities.
New accessible staff amenities (one unisex accessible toilet and shower facility and one unisex toilet facility) and locker area to replace existing facilities.
Existing booking office to be reconfigured to provide one accessible height booking office window and desk, one cash counting desk and one hot desk for station staff.
Hearing augmentation loops to be provided at the new booking office window.
Existing automatic ticket barriers to be relocated to provide more circulation space at top of the stairs leading to platforms. Existing Station Passenger information (SPI) and public phone to be moved to new location away from the booking office windows.
Existing Closed Circuit Television (CCTV) racks to be moved to a new CCTV room to make way for Lift 2 lobby at concourse level. Existing mezzanine above the CCTV room to be cut back to switch room wall.
Installation of new Tactile Ground Surface Indicators (TGSI) at top and bottom of all stairs within South Concourse and the platform areas.
Installation of new TGSIs at the platform coping area.
Lighting and CCTV upgrade to all pedestrian tunnels in the South Concourse area.
Existing security gate near existing cleaner’s store to be on fire trip release. New roller shutter at top of Stair 2 to be on fire trip release.
The total duration for construction of the works is approximately 12 months. Construction is anticipated to commence in January 2015. However, early work would be required to relocate utilities in the footpath. This work, which would generally take place at night, would start towards the end of 2014.
There are a number of work sites identified for this assessment, located at both ground level and within the station and pedestrian underpasses. All work sites would be separated from the surrounding area with fencing or hoardings to protect the public. The proposed work sites, their function and timing are provided in Table 4.1 whilst diagrams showing the locations of the work sites are provided in Figures 4.1 and 4.2. The location of the work sites would impact on parking, traffic and pedestrians which are discussed in
Table 4.1 Proposed work sites
Site ID Work site location Activities affecting access Site timing
1 Within the south western
corner of Hyde Park South including Hyde Park café
Install Lifts 2 and 3; reconstruct Hyde Park Café and main entrance building. House the site office and spoil and construction material storage. The site has access to/from Elizabeth Street
Full time for 12 months
2 Lift 1 Elizabeth Street
works To relocate utilities in the footpath, install piles andexcavate shaft for Lift 1. The site affects Elizabeth Street.
Full time for 6 months
3 Tunnel 9 To break out wall for Lift 1 lobby and install
Realign tunnel floor for accessible ramp.
During rail possession tunnel closure
4 Tunnel 7 To break out wall for Lift 2 lobby and install
internal bracing During rail possessiontunnel closure
5 Existing concourse station
facilities – shop, toilets and station rooms
To install Lift 3 and make adjustments to station
rooms and toilets. Full time
6 Tunnel 10 Removal of existing staircase, excavation,
construction of new tunnel floor and staircase. During rail possessiontunnel closure
7 Tunnel 8 Removal of existing staircase, excavation,
construction of new tunnel floor and staircase. During rail possessiontunnel closure
Figure 4.2 Proposed concourse level work site arrangements
Site 2 (Lift 1) methodology
The proposed Lift 1 is located underneath the southbound lanes of Elizabeth Street and therefore requires careful planning to minimise disruption to traffic. The following methodology is planned for this site.
Phase 1 involves the relocation and protection of utilities in the footpath along the eastern side of Elizabeth Street. The existing Telstra line will be relocated into the roadway (lane two), outside of the area of
construction. This work will require the closure of the footpath, the bus lane and lane two southbound. This work would be undertaken as night works from 11.00 pm to 5.00 am Monday to Thursday and take place over two weeks.
Source: Robert Bird Group
Phase 2 involves piling of the shaft edge to provide temporary retention of the shaft during excavation. Some of these piles are located within the bus lane and construction would require closure of the bus lane and footpath with lanes two and three southbound remaining open. This work would take place on weekends (outside of the bus lane hours when parking is normally allowed in the bus lane) and is proposed during reduced traffic periods.
Source: Robert Bird Group
Phase 3 is to construct a bridging slab and rear wall to allow excavation of the lift shaft under the bus lane. Whilst these items are constructed the bus lane and footpath will need to be closed with lanes two and three southbound remaining open. This work would take place on weekends (outside of the bus lane hours when parking is normally allowed in the bus lane) and is proposed during reduced traffic periods.
Source: Robert Bird Group
Phase 4 is in place during the main construction period for Lift 1 and will be a full time arrangement over a period of approximately 4-5 months. This stage involves placement of an F-Type barrier to separate traffic from the site, (Refer to Figure 4.8 for the rearrangement of the traffic lanes proposed during this stage) and placement of an overhead protection gantry over the footpath, maintaining a 1.8 m wide footpath. The rearranged lanes are proposed as a 3.2 m bus lane, 3.1 m for lane two and 2.8 m for lane three. Qualified traffic controllers will manage all vehicular access to the site as well as pedestrian movements on the footpath adjacent the site access.
Source: Robert Bird Group
Figure 4.8 Established site 1 Elizabeth Street cross section
Plant and equipment
A full list of equipment, machinery and tools and the timing and staging of their use is provided within Appendix D. The potential plant and equipment relevant for the traffic and transport assessment and accessing the site are listed as follows:
Excavator Small truck Small bulldozer Piling rig Bobcat Crane Cherry picker Concrete agitator Concrete pumping truck Hydraulic crane
Vibratory roller and other earth compacting equipment Generator and pneumatic tools.
Hours of work
Standard work hours for TfNSW projects are Monday to Friday 7.00 am to 6.00 pm and Saturday 8.00 am to 1.00 pm. Weekend rail possessions are 24 hours per day starting from 9.00 pm on Friday. Weeklong rail possessions are 24 hours per day.
The proposal would require some works to occur outside the standard working hours. For example it is proposed to conduct works in Elizabeth Street at night time and works within the station pedestrian tunnels during rail possessions. There are likely to also be works conducted during the weekend day and night. Approval from TfNSW for any out of hour’s works would be required and the affected community would be advised. Out of hours works would be conducted in accordance with TfNSW’s Rail Infrastructure Noise Guideline 2013. Any works that will impact station and rail operations or potentially block station access with no alternative route will be confined to rail possession periods.
Site access and parking
Vehicular access is proposed to the site from Elizabeth Street as shown in Figure 4.1. This would take place across a footpath with high pedestrian volumes and a heavily utilised bus stop nearby. Therefore vehicular access across the footpath would require traffic control to manage the movement of pedestrians during vehicular movements.
Larger construction vehicles which do not require direct site access will be accommodated by the provision of a work zone located on Elizabeth Street as shown in Figure 4.1. This work zone would operate between the hours of 10.00 am to 3.00 pm and would replace approximately 50 m of existing parking (eight parking spaces). The work zone is likely to be required for 12 months.
Vehicles utilising this work zone would comprise of semi-trailers delivering major components and concrete trucks for major pours. Major components would be lifted by crane from the road into the site. The footpath would be temporarily closed to pedestrians during the lifting period (no longer than five minutes at a time). Accredited Traffic Controllers will also be deployed at these times to manage not only pedestrian traffic but also passing vehicular traffic during the actual lifting activity. Concrete would be delivered to the site via agitator trucks accessing from Elizabeth Street. No on-street activity would occur during the AM and PM peak periods.
Consultation with the City of Sydney regarding temporary work zones and the temporary removal of on-street parking would be required. For further details about permits and road occupancy licences refer to
A maximum of approximately 40 construction staff would be located on the work site at any one time. To reduce impact on the area surrounding the site it is not proposed to provide for construction staff parking. Construction staff will be expected to make their own way to the site and if choosing to drive, can utilise the nearby parking stations.
Construction vehicle types and volumes
Construction vehicles will require access to the site for the following: removal of debris and spoil
importation of fill
delivery of lift and ventilation components.
It is expected that spoil excavated for the top down construction of lift shafts will be contaminated (general solid waste) and will need to be removed from the site. Clean material would be imported to the site for use as fill. The removal of debris and spoil will be by small dump truck (10 tonne class).
Delivery of the majority of materials and machinery would be by utility, hiab trucks or small tippers. However major components may require semi-trailer access. Concrete deliveries will be by standard concrete agitator trucks. A full list of plant and equipment at the construction site is provided in Appendix D.
The total vehicle volumes for work could be as high as 25 vehicles per day, with an average of 12 to
20 vehicles per day. Assuming standard working hours this equates to an average of about two vehicles per hour. Potentially a maximum of five vehicles per hour could access the site during peak activity periods. The number of vehicles accessing the work site is not expected to exceed more than five vehicles per hour at any time.
Scheduling of construction vehicles
Construction vehicles accessing Site 1 via Elizabeth Street would generally access at any time that work occurs. This would include work undertaken within the standard working hours as well as any work planned during the night and weekend. Consideration for events would need to be made.
Construction vehicles accessing the site via the on-street work zone parking area would be limited to hours outside of the bus lane hours (6.00 am and 10.00 am and 3.00 pm to 8.00 pm Monday–Friday). This works zone would be used primarily for material deliveries to Site 2.
Provision for over-dimensioned vehicles
No over-dimensioned vehicles are expected for this project.
Proposed haulage routes
For work site 1 arrival routes would be southbound only along Elizabeth Street in to the site. Departure would be southbound via Elizabeth Street and either continuing along Elizabeth Street or turning in to Liverpool Street.
As identified in Table 4.1 work will be undertaken within the pedestrian tunnels and concourse of the station, as well as on the Elizabeth Street footpath.
The following work areas would affect pedestrian access, a summary of which is provided in Table 4.2: The Elizabeth Street footpath would need to be closed on weekends during January 2015. Diversions are available through Hyde Park South and via the western side of Elizabeth Street for pedestrians requiring accessible access. These diversion routes are shown in Figure 4.10.
Support structures will be constructed within tunnels 7 and 9 which will be designed to allow pedestrian thoroughfare once the station is opened. The supports within the tunnel would encroach into the tunnels by up to 300 mm.
Tunnels 7, 8, 9 and 10 may be closed at some stage during construction. These closures would take place alternately and during rail possessions only.
During construction of the new Lift lobby / foyer structure towards east of Lift 3 a temporary accessible ramp to Lift 3 would be provided on the west side of the station building. This would allow DDA compliant access to Lift 3 during Stages 2a and 2b of the works (as indicated in Section 4.1.1). Table 4.2 Pedestrian impact areas
Impact area Timing Proposal
Site 1 – construction of eastern Lift 3 foyer and new retail in Hyde Park Café area
Full time for approximately 12 months
during Stages 2a and 2b Temporary DDA compliant rampaccess to Lift 3
Site 2 – closure of eastern side
footpath of Elizabeth Street Limited number of weekends Pedestrians diverted via Hyde ParkSouth and west side of Elizabeth Street
Site 2 – narrowing of eastern side
footpath of Elizabeth Street Full time for approximately 12 months Locally narrowed sectionapproximately 1.8 m wide
Site 3 - narrowing of tunnel 9 Full time for approximately 12 months Locally narrowed section
approximately 2.0 m wide
Site 4 - narrowing of tunnel 7 Full time for approximately 12 months Locally narrowed section
approximately 2.0 m wide
Site 3 - closure of tunnel 9 Rail possessions Pedestrians diverted to tunnel 10
Site 4 – closure of tunnel 7 Rail possessions Pedestrians diverted to tunnel 8
Site 6 – closure of tunnel 10 Rail possessions Pedestrians diverted to tunnel 9