Updates of Land Use Parking and Traffic Generation Surveys

Transcription

1 Updates of Land Use and Traffic Generation Surveys John Hart RMS Network Optimisation Planning Sydney TDB Workshop 10 th September 2014 Brief History of Surveys In late 70s-80s Traffic Authority of NSW commissioned traffic and parking demand surveys of individual land uses Published as self-contained reports as Land Use Traffic Generation Data and Analysis series Generalised rates incorporated into RTA s Guide to Traffic Generating Developments (1993, new surveys 1995, pdf 2002). Societal changes since: - Car Ownership (higher, motor bikes, bicycles) - Work patterns (longer hours, non centre locations, fbt policies) - Retail patterns (longer hours, weekends, bigger outlets) - Greater affluence - Congestion and environmental issues Hiatus in data collection from , new update programme

2 Land uses covered Office blocks 1981 Restaurants 1995 Smash repairers 1979 Factories 1981 Homes for the aged 1995 Shopping centres 1979 Licensed clubs 1990 Video stores 2009 Bulky goods / hardware 1979 Motels 1990 Bulky goods and retail stores 2009 Seniors housing 1979 Service stations 1990 Convenience stores 2010 Low density residential 1980 Fast food restaurants 1992 Extended hours medical centres 2010 Office blocks 1980 Shopping centres 1992 Child care centres 2011 Shopping centres 1980 Recreational facilities 1992 Drive-through restaurants 2012 Industrial estates 1980 Car sales and spares 1993 High density residential 2012 Business parks 1980 Car accessories and tyres 1993 Gymnasiums 2012 High density residential 1980 Warehouses 1993 Markets 2013 Medium density residential 1980 Road transport terminals 1994 Plant nurseries 2013 Service stations 1980 Hotels 1994 Business parks 2013 Major hospitals 1981 Home units 1994 Private hospitals 2014 Gymnasiums, 2014 Primary/ secondary schools Policy History Policy Shifts and Interpretation of Data - Car parking as a Town Planning vs Traffic Engineering Issue - Contextual application of data vs Standard minimum rates - Use of professional judgment vs Adversarial planning system - Car parking as part of the inter-connected transport system - Constrained parking supply to encourage PT, esp for employees - Travel Demand Management concepts Integrated Land Use and Transport (ILUT Policy 2001 still valid) Metropolitan Policy further attempts underway, likely to have a PT accessibility-related constrained policy base. New Austroads Guide to Traffic Management publications

3 Public Transport Accessibility Model (under development) Samples of Recent Surveys Low Density Housing Low vs Medium vs High Density Housing Major Shopping Centres International Comparisons

4 Low Density Housing Daily Trip Rates Daily Trip Rates Person-based trips Vehicle-based trips Number of trips per dwelling LDR1 LDR2 LDR3 LDR4 LDR5 LDR6 LDR7 LDR8 LDR9 LDR10 LDR11 Beaumont Longueville North Werrington West Westleigh Coffs Lismore Orange Wagga Wollongong Hills Epping Downs Hoxton Harbour Wagga Survey area ID -7- Low Density Housing Weekday Modes of Travel 100.0% 90.0% 80.0% 70.0% 60.0% 50.0% 40.0% 30.0% 20.0% 10.0% Other Walk Bicycle Commercial vehicle Bus Car passenger Car driver 0.0% LDR1 LDR2 LDR3 LDR4 LDR5 LDR6 LDR7 LDR8 LDR9 LDR10 LDR11 Beaumont Hills Longueville North Epping Werrington Downs West Hoxton Westleigh Coffs Harbour Lismore Orange Wagga Wagga Wollongong Survey area ID -8-4

5 Low Density Housing Summary rates Summary Rates Trips across a cordon were counted. No. dwellings in precincts ranged from Internal trips were not counted (local shops, schools, sport these differ by area) nor were inbound external school trips AM peak hour vehicle trip generation rate ranged from 0.59 to 1.32 per dwelling, with an average of 0.84 vehicle trips per dwelling PM peak hour vehicle trip generation rate ranged from 0.54 to 1.39 per dwelling, with an average of 0.90 vehicle trips per dwelling Daily vehicle trip rate ranged from 6.2 to trips per dwelling, with an average of 9.16 Locations with higher vehicle trips rates had corresponding high person trip rates. Residential Trip Generation Rates Vehicle trip generation - Sydney residential Weekday AM peak hour PM peak hour 8 No. of vehicle trips Low Medium High Residential density -9- Sydney locations has higher rates than non-sydney -10-5

6 Major Shopping Centres Seasonally Adjusted Demand Adjusted Accumulation Veh/100sqm THURSDAY Accumulation -% Capacity SATURDAY Accumulation -% Capacity SC1 Roselands SC2 Burwood SC3 Liverpool SC4 Penrith SC5 Prairiewood SC6 Rouse Hill SC7 Warriewood SC8 Mittagong SC9 Shellharbou r Typical vehicle occupancy = 1.45 over the day on Thursday, 1.75 on Saturday PT use ranged from 6 to 33%, typically 10% on Thursday; 2 to 22%, typically 11% on Saturday -11- Major Shopping Centres Seasonally Adjusted Demand (per 100 sq.m GLFA) Sqm GFLA Thursday Friday Saturday Sunday 0-20, , , , , SC10 Tuggerah Average peak hour trip generation rate is ~ 1 vehicle per space weekdays, around 1.2 on Saturdays Size of centre carparks ranges from 1,080 (Warriewood) 2,030 (Prairiewood) - 3, (Penrith) 6

7 Demand (not Requirements ) OB1 Nth Sydney OB2 Chatswood OB3 SOP 0B4 Hurstville OB5 Macq Park OB6 Parramatta OB7 Liverpool OB8 Norwest OB9 Newcastle OB10 Wollongong Average Maximum Demand Maximum Demand/ 100m 2 GFA On-site Demand On-site Demand /100m 2 GFA Maximum parking demand rates ranged from 0.47 to 4.22 cars/ 100m 2 GFA, average of 2.4 parked cars/ 100m 2 GFA with an average underlying car driver mode share of 63% Average Rates Peak Demand Average Rate Total demand 1 space/41m 2 GFA or 2.44 spaces/100m 2 GFA On-site demand 1 space/83m 2 or 1.21 spaces/100m 2 GFA Maximum parking demand rates ranged from 0.47 to 4.22 cars/ 100m 2 GFA, average of 2.4 parked cars/ 100m 2 GFA with an average underlying car driver mode share of 63%

8 Average Trip Rates Period Average Person Trip Rate Average Vehicle Trip Rate AM peak hour 2.16 person trips/100m 2 GFA 1.55 vehicle trips/100m 2 GFA PM peak hour 1.73 person trips/100m 2 GFA 1.15 vehicle trips/100m 2 GFA Daily person trips/100m 2 GFA vehicle trips/100m 2 GFA Typical Accumulation Pattern (Hurstville) 70 Car Supply (66 car spaces + no cycle parking) Accumulation (7am 6.30pm) Peak Demand = 44 parking spaces or 67% Number of Vehicles :00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 Time

9 Typical Person Accumulation Pattern (Hurstville) 90 Person Accumulation (7am 6.30pm) Number of Persons Peak Demand = 78 persons :00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 Time Bicycle Supply and Demand OB1 Nth Sydney OB2 Chatswood OB3 SOP 0B4 Hurstville OB5 Macq Park OB6 Parramatta OB7 Liverpool OB8 Norwest OB9 Newcastle OB10 Wollongong Cycle Provision / employee 0% 2% 6% 0% 0% 11% 0% 0% 4% 0% Cycle demand / employee 0% 0% 0% % 0% 0% 0.2% 0%

10 International Comparisons of Data Relatively little difference between Aust and NZ for many land uses - Residential NZ 8.37 vs NSW 9.16 vs UK 5.8 vs USA Retail car parking rates comparable NZ vs NSW - Retail trip generation much higher in NZ, US better aligned - NZ data particularly suited to regional and suburban areas Many smaller scale land uses of particular interest to NSW local government are contained in the database. Trend is to develop national guidance (eg Austroads) to which the TDB database approach is well aligned. Data Availability and Policy Direction Make-up and responsibilities of transport agencies in NSW currently being re-cast Policy direction likely to reside within Transport for NSW rather than Roads and Maritime Services (new RTA) Metropolitan Policy being re-attempted Guide to Traffic Generating Development being re-drafted In interim, summary parking and traffic generation data to be placed on web-site of RMS, also available through TDB In the future, user pays may be introduced to recoup costs of data collection and maintenance, potential for out-sourcing