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Mascot Town Centre Precinct TMAP

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1 INTRODUCTION

Background

SMEC Australia Pty Ltd (SMEC) in association with Neustein Urban Planning Design, was commissioned by City of Botany Bay Council (Council) in 2011 to prepare a Transport Management and Accessibility Plan (TMAP) for the Mascot Town Centre Precinct, herein referred to as the TMAP Study Area.

The TMAP is funded by Council, with the majority of the funding to be reimbursed to Council, by the NSW Department of Planning and Infrastructure (DoPI), under its Local Environmental Plan (LEP) Acceleration Funding, subject to Council meeting the terms of a Memorandum of Understanding.

The area around the Mascot Railway Station is identified as a targeted growth and activity centre in the State Metropolitan Plan for Sydney 2036 and associated draft Sydney East Sub-regional Strategy.

The draft East Subregional Strategy, which covers Botany Bay, Randwick, Waverley and Woollahra Local Government Areas (LGA), has an employment target of 16,700 new jobs for the period of 2001 to 2031 and a housing target of 6,500 new dwellings for the period of 2004 to 2031 for Botany Bay LGA.

Council’s comprehensive LEP, which is currently under preparation, is proposing significant land use changes in the TMAP Study Area, subject to the findings of integrated land use/transport studies.

As part of the preparation of its comprehensive LEP, Council has completed the Botany Bay Planning Strategy (BBPS) 2031, Local Liveability, Global Connections (SGS Economics and Planning, 2009) and LEP Standards and Urban Design Controls Study for the City of Botany Bay Local Environment Plan (LEP) 2011 (Neustein Urban with David Locke Associates and Taylor Brammer Architects). Both studies established that it was possible to meet the targets by concentrating development in the TMAP Study Area. The Neustein Urban with David Locke Associates and Taylor Brammer Architects (Neustein/DLA) Study found that the housing and employment targets could be satisfied by a recommended increase in Floor Space Ratio (FSR) of up to 3:1 in both employment and new residential areas. The Neustein/DLA Study indicated that an increase in the residential and

employment capacity of the TMAP Study Area would only be possible if traffic and transport issues are resolved. NSW Roads and Maritime Services (RMS) had already indicated to Council that a Transport TMAP was required. The Neustein/DLA Study supported the next step in the LEP and Development Control Plan (DCP) making process to be the preparation of the required TMAP.

Council’s draft comprehensive LEP, contains significant rezoning of the TMAP Study Area.

In response to Section 62 of the Environmental Planning and Assessment Act (Section 62) consultations, TfNSW and RMS have recommended that a TMAP is to be prepared prior to rezoning of the TMAP Study Area.

This TMAP has therefore been prepared as part of an integrated land use and transport assessment, in response to the above TfNSW and RMS Section 62 consultation requests. The TMAP assesses the travel demand, traffic and transport impacts and recommends strategies with funding sources to accommodate or minimise the impacts to achieve the levels of development and amenity, within the TMAP Study Area, over the next 20 years.

Mascot Town Centre Precinct Study Area

The TMAP Study Area is located within City of Botany Bay LGA and is bounded by Gardeners Road, Alexandra Canal, Sydenham-Botany Goods Line and the residential area between Botany Road and O’Riordan Street as shown in Figure 1.1.

The TMAP Study Area contains the Mascot Station Precinct, an area bounded by Gardeners Road, O'Riordan Street, Coward Street and Kent Road, and its surrounding area to the south, east and west.

The TMAP Study Area is located approximately 6.5 kilometres from Sydney CBD and 5.3 kilometres from Port Botany. The study area is adjacent to Sydney Airport. The expansions of Port Botany and Sydney Airport are likely to have significant traffic impacts on traffic conditions in the TMAP Study Area.



Legend

TMAP Study Area

Mascot Station Precinct

Source: UBD and Council’s DCP for the Mascot Station Precinct

Figure 1.1: TMAP Study Area and Mascot Station Precinct



Study Process

By definition, TMAPs generally address local, district and sub-regional transport impacts. A TMAP Agreement is a formal agreement between the development proponent and relevant planning and transport stakeholders on the content, timing and cost of the package of measures and on the funding sources for the implementation of these measures.

The Mascot Town Centre Precinct TMAP involved the following elements:

+ Review extensive land use planning and urban design studies and proposals that have been prepared for the TMAP Study Area;

+ Review existing design controls relevant to the Botany Bay LGA and the TMAP Study Area;

+ Review surrounding TMAPs and significant developments external to the TMAP Study Area, including Green Square;

+ Adoption of an appropriate modelling approach to assess the impacts of the proposed development scenarios. Figure 1.2 illustrates our approach to modelling undertaken for the Mascot Town Centre Precinct TMAP;

+ Recognition and assessment of the impacts of growth of major transport hubs such as Port Botany and Sydney Airport;

+ Determining the land use scenarios that will both achieve the targets set by the State Government and manage transportation, ensuring that future developments align with the existing transport capacity of the TMAP Study Area;

+ Provide management measures that maintain and improve liveability, amenity and safety for all road users within the TMAP Study Area; and

+ Engage stakeholders in the process of developing the TMAP to ensure that the resulting action plans are achievable and the stakeholders are prepared to commit to the implementation of a package of measures to minimise traffic impacts of the future growth.

The TMAP provides recommendations to inform the Development Control Plan (DCP) and LEP for the TMAP Study Area.

CALIBRATED TRINITY MODEL

(2011, 2021, 2031)

UPDATE MASCOT LAND USE AND RERUN TRINITY

(AM, PM)

CREATE MASCOT SUB-AREA MODEL & REFINE ZONES

(2011 AM, PM)

RUN MASCOT SUB-AREA MODEL

(2011, 2021, 2031)

EXTRACT BASE TRIP MATRICES FOR PARAMICS

MODELS(2011, 2021, 2031)

RUN AND ANALYSE

DEVELOPMENT

SCENARIOS(2011, 2021, 2031)

CALIBRATE 2011 BASE MODELS

CODE UP2011 PARAMICSBASE MODELS

IDENITFY LAND USE

ASSUMPTIONS

DEVELOP PARAMICS MODEL OF PREFERRED

TMAP DEVELOPMENT

SCENARIOS

CALIBRATE SUB-AREA MODEL(2011 AM, PM)

CONSTRAINTS AND

OPPORTUNITIES

REVISE LAND USE, MODE SHARE AND

NETWORK

OPTIONS

COLLECT TRAFFIC, SPEED

AND ROAD

INVENTORY DATA

Figure 1.2: Modelling Approach for Mascot Town Centre Precinct TMAP



Strategic Modelling Process

SMEC has recently completed the development and calibration of a strategic model of the Sydney, Newcastle and Wollongong Metropolitan Areas, known as TRINITY. SMEC used TRINITY to provide the strategic modelling component of the Mascot Town Centre Precinct TMAP.

The model was developed on the TransCAD modelling platform and covers an area of 2.5 million hectares and 21,000 kilometres of road network. It has 2,690 internal travel zones and 25 external zones. TRINITY is GIS-based and incorporates the latest land use and travel data sets available, including:

+ 2006 Census data;

+ 170,000 Household Travel Surveys (HTS) collected by the Bureau of Transport Statistics (BTS);

+ RMS road networks and traffic counts; and

+ BTS Freight Matrices.

TRINIITY has been rigorously calibrated against the data from more than 440 RMS traffic count stations throughout Sydney metropolitan area. The model meets or exceeds the calibration targets required by the RMS.

Our model not only contains journey-to-work trips but a more holistic approach that includes multiple categories of trips including recreation, education and shopping. Incorporating multiple categories allows effective modelling of forecasts for a wider range of land uses.

We have developed 11 modelled periods covering a full 24-hour day to improve accuracy of daily flow forecasts. Our 11 models contain 21 categories of trips for each model period.

Our unique socio-economic approach to trip production allows us to summarise the network impacts of future developments by household income categories. The socio-economic feature provides a model that can effectively assess how economic changes impact the network travel demand.

Micro-Simulation Modelling Process

Q-PARAMICS version 6.7.2 was chosen to undertake the micro-simulation modelling for the TMAP Study Area, since it has the capability to model the transport network including route assignment, parking facilities, pedestrian interaction with traffic and public transport with a potential public transport interchange.

Figure 1.2 summarises the overall modelling approach adopted for the TMAP Study Area. This modelling approach provides a highly detailed model that offers three modelled periods (AM peak, PM peak and off-peak), to improve accuracy of daily forecasts.

TMAP Objectives

Managing Sydney’s future growth sustainably is a key objective of State and Local Government land use planning policies. The TMAP Study Area presents an opportunity to increase the local resident and working population of Sydney within the CBD to Sydney Airport growth corridor, which is served by high frequency public transport services. Reduction in the growth of car-based trips within the TMAP Study Area and management of through-traffic are key issues to address to achieve an outcome of sustainable growth.

The TMAP Study Area is located in close proximity to Sydney Airport and the road network within the TMAP Study Area includes key connections between the airport and Sydney CBD. As a result, there is a significant volume of through-traffic in the TMAP Study Area, which could affect the level of development possible, while maintaining an appropriate level of amenity.

The State Government has established the following modal targets for journey-to-work trips as an average across the Sydney Metropolitan Area:

+ Increase the share of trips made by public transport to and from the Sydney CBD during peak hours to 75% by 2016;

+ Increase the proportion of total journeys to work by public transport in the Sydney Metropolitan to 25% by 2016; and

+ Increase the use of bicycles to 5% by 2016.

The TMAP is intended to provide a basis to meet these targets through the provision of infrastructure and services and to guide the future redevelopment of the TMAP Study Area.

Due to its strategic location and existing infrastructure, the TMAP Study Area would be expected to contribute well above average towards the achievement of the State Government’s land use and transport targets.

Therefore, the key objectives of the TMAP are to:

+ understand the transport issues that will potentially affect the development of the TMAP Study Area under the Botany Bay



LEP 2012 and determine the ultimate levels of development;

+ determine the accessibility of the TMAP Study Area and develop achievable short, medium and long term transport management strategies and mode share targets to maximise future accessibility and its transport and traffic capacity;

+ establish an appropriate traffic modelling tool to assess and determine the capacity and performance of the traffic network to cope with general through-traffic (including Sydney Airport and Port Botany traffic) and development growth within the TMAP Study Area;

+ determine a package of appropriate, feasible and cost-effective measures for public transport infrastructure/servicing, road network/traffic management improvements, bus priority and active transport to support future development and improve identified road network constraints for the TMAP Study Area;

+ identify the nature, implications, timing and opportunities for implementation of the recommended package of measures in terms of priority and staging, ownership and acquisition, potential funding sources and developer contribution mechanisms;

+ develop a car parking strategy, that will set an appropriate balance between car parking demand, travel demand management strategies and behavioural programmes, to encourage higher public and active transport use;

+ Inform the DCP for the TMAP Study Area and provide recommendations for appropriate development density rates; and

+ identify actions, priorities and timeframes for implementation by key stakeholders.

Stakeholder Consultation and Outcomes

The TMAP process comprised a collaborative approach, driven by the Project Steering Committee, providing opportunities for input from key stakeholders throughout the study. The Project Steering Committee included representatives from Council, RMS, DoPI and TfNSW.

Stakeholder consultation carried out during the TMAP process included:

+ Project inception meeting with Council;

+ Five Project Steering Committee meetings;

+ Two Stakeholder Workshops attended by key stakeholders. The first Stakeholder Workshop was attended by Sydney Airport Corporation, Sydney Ports Corporation, RailCorp, Airport Link, ARTC, Rockdale City Council, DoPI, RMS, TfNSW and Council. The second Stakeholder Workshop was attended by landowners within the TMAP Study Area;

+ Consultation with Sydney Airport Corporation to determine plans for development within the airport precinct;

+ Consultation with RMS to determine and clarify road network assumptions for the TMAP;

+ Consultation with TfNSW to determine and clarify public transport assumptions for the TMAP; and

+ Consultation with Olsson and Associates to discuss their work for the Mascot Precinct Design Study and determine the public domain improvements likely to be proposed for the Mascot Station Precinct.

Review of Existing Travel Behaviour

The existing and future demand for travel to and from additional housing and employment development in the TMAP Study Area will be influenced to a large extent by the socio-economic characteristics of the future residents. Socio-economic analysis and review of the travel behaviour are provided in the following subsections.

Socio-Economic Analysis

The community profiles provided in this section are based on Australian Bureau of Statistics (ABS) Census data for Mascot State Suburb (SSC) and the Botany Bay Statistical Local Area (SLA).

Figures 1.3 to 1.9 provide a comparison between characteristics of residents in Botany Bay LGA and the TMAP Study Area for the following categories:

+ Age profile

+ Dwelling structure

+ Weekly income

+ Family structure

+ Car ownership



The change in age structure and employment by occupation between 2001 and 2006 are also presented.

An analysis of the socio-economics of the area indicates the following trends:

+ The majority of residents in TMAP Study Area are generally 20 to 49 years of age.

+ A higher portion of the dwellings in Mascot are separate houses, compared with Botany Bay LGA.

+ There has been a significant increase in residents aged 9 to 29 and 70 to 74 years of age in Botany Bay LGA. The remaining age group portions have decreased between 2001 and 2006.

+ The income of households in the TMAP Study Area is generally higher than the income of the wider Botany Bay LGA.

+ There has been an increase in the number of employees working as labourers and machinery operators in the Botany Bay LGA. The number of professionals has decreased significantly.

+ The majority of households in Botany Bay LGA and the TMAP Study Area own one to two vehicles per dwelling

0%

1%

2%

3%

4%

5%

6%

7%

8%

9%

10%

0-4

40791

41913

15-19

20-24

25-29

30-34

35-39

40-44

45-49

50-54

55-59

60-64

65-69

70-74

75-79

80-84

85 +

% of Population

Age Group

Botany Bay SLA

TMAP Study Area

Source: BTS, 2006

Figure 1.3: Age Profile, TMAP Study Area and Botany Bay SLA, 2006

-200

-150

-100

-50

0

50

100

150

200

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5-9

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40-44

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55-59

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70-74

75-79

80-84

85+

No. People

Age Group

Source: BTS, 2006

Figure 1.4: Change in Age Structure of Botany Bay SLA, 2001 to 2006

Separate house

Medium Density

High Density

OtherNot Stated

0%

10%

20%

30%

40%

50%

60%

70%

80%% OccupiedPrivateDwellings

Botany Bay SLA

TMAP Study Area

Source: BTS, 2006

Figure 1.5: Dwelling Structure, TMAP Study Area and Botany Bay SLA, 2006



0%

2%

4%

6%

8%

10%

12%

14%

16%Botany Bay %

TMAP Study Area %

Source: BTS, 2006

Figure1.6: Distribution of Weekly Income of Residents in TMAP Study Area and Botany Bay SLA, 2006

Managers

Professionals

Technicians and trades workers

Community and personal service workers

Clerical and administrative workers

Sales workers

Machinery operators and drivers

Labourers

Not stated

-600

-500

-400

-300

-200

-100

0

100

200

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No. People

Occupation

Source: BTS, 2006

Figure 1.7: Change in Employment by Occupation, Botany Bay SLA, 2001 to 2006

Couple family with no children

Couple with children under

15

Couple with children over

15

Total couples with children

One parent family with

children under 15

One parent family with children over

15

Total one parent families

Other family

0

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

5,000No. Families

Botany Bay Families

TMAP Study Area Families

Source: BTS, 2006

Figure 1.8: Family Types in TMAP Study Area and Botany Bay SLA, 2006

0%

10%

20%

30%

40%

50%

0 1 2 3 4 Not Stated

% Of Dwellings

Vehicles per Dwelling

Botany Bay SLA

TMAP Study Area

Source: BTS, 2006

Figure 1.9: Car Ownership, TMAP Study Area and Botany Bay SLA, 2006



Review of Existing Travel Behaviour

The NSW Government’s Household Travel Surveys (HTS) provide travel information for households surveyed across the Sydney Greater Metropolitan Area (GMA). These surveys provide information on when, how, why and where the people in the surveyed households travelled on the day of the survey.

Analysis of HTS data for the Sydney GMA indicated that the number of trips generated by each household is closely related to the income of that household.

Households with an income less than $25,000 per annum generate less than 5.8 trips per day. Conversely, households with an income in excess of $150,000 generate more than 14.9 trips per day.

Household income is, therefore, a major trip production variable. A comparison of the income distribution for the TMAP Study Area (Travel Zones 404 and 406), Botany Bay LGA and the Sydney GMA is provided in Table 1.1.

The analysis reveals that:

+ Botany Bay LGA has a higher proportion of households in the lower income categories than the Sydney average; and

+ Conversely, TZ404, which covers most of the TMAP Study Area, has a higher proportion of households in the higher income categories.

Table 1.1: Proportion of Households in Each Income Category

HH Income

Categories

(000's)

TZ404 TZ406Botany

Bay LGA

Sydney

GMA

<$25 9% 14% 14% 11%

$25 to $50 16% 21% 22% 19%

$50 to $75 22% 24% 21% 23%

$75 to $100 20% 19% 18% 19%

$100 to $150 21% 14% 17% 17%

>$150 13% 8% 8% 10%Source: HTS, 2006

Mode Share

The mode share patterns for Botany Bay LGA are presented in Tables 1.2 to 1.4.

These patterns are derived from analysis of 2006 HTS data and are for all trip purposes. They have been broken down into outbound, inbound and internal trip purposes.

Table 1.2: Botany Bay LGA Mode Share for All AM (2-hour, 7 to 9 am) Peak Trip Purposes

Outbound Internal Inbound

PT 19% 7% 7%

Car 77% 51% 92%

Bicycle 0% 2% 0%

Walk 3% 38% 1%

Other 1% 2% 0%

Totals % 100% 100% 100%

Totals Trips 14910 6410 21990

Trip TypeMode

Source: HTS, 2006

Table 1.3: Botany Bay LGA Mode Share for All PM (3-hour, 1500 to 1800) Peak Trip Purposes


PT 5% 3% 9%

Car 87% 73% 80%

Bicycle 0% 0% 0%

Walk 8% 24% 10%

Other 0% 0% 1%

Totals % 100% 100% 100%

Totals Trips 45870 11620 34940

ModeTrip Type

Source: HTS, 2006

Table 1.4: Botany Bay LGA Mode Share for All Daily Trip Purposes


PT 10% 4% 10%

Car 86% 55% 86%

Bicycle 0% 1% 1%

Walk 3% 40% 3%

Other 1% 1% 0%

Totals % 100% 100% 100%

Totals Trips 128350 70640 127280

ModeTrip Type

Source: HTS, 2006



The review of mode share data revealed the following:

+ Up to 40% of internal daily trips within the Botany Bay LGA are walking trips. Walking is also a popular mode during the AM peak;

+ In the PM peak, the percentage of walk trips drops significantly to less than 24%;

+ Public transport is used for less than 10% of the Botany Bay LGA’s daily inbound and outbound trips;

+ Public transport accounts for less than 4% of Botany Bay LGA’s daily internal trips;

+ Use of public transport peaks at 19% on the outbound journeys during the AM peak; and

+ Use of private vehicles peaks at 73% for Botany Bay LGA internal trips during the PM peak.

Trip Purpose

The purpose of daily trips within the Botany Bay LGA is summarised in Table 1.5.

These patterns are derived from analysis of 2006 HTS data and are for all trip purposes. They have been broken down into outbound, inbound and internal trip types.

Analysis of the Botany Bay LGA trip purpose data revealed the following:

+ 13% of outbound movements and 4% of inbound movements are home to work;

+ 7% of outbound movements and 2% of inbound movements are home to shopping;

+ 5% of internal movements are shopping to shopping;

+ 8% of outbound movements and 5% of internal trips are home to serve passenger;

+ 7% of inbound movements and 5% of outbound movements are home to social/recreation; and

+ Internal trips are a lot more varied in purpose. Less than 70% of internal trips are covered in the top 20 categories.

Focusing more on the directionality of commuter trips in, out and through the Botany Bay LGA, the data reveals:

+ 72% of daily home to work trips are outbound;

+ 22% of daily home to work trips are inbound; and

+ 6% of daily home to work trips are internal.

Table 1.5: Summary of Top 20 Trip Purposes for Botany Bay LGA Daily Trips

Origin

Purpose

Destination

PurposeIn Out Int

Work Home 18% 6% 3%

Home Work 4% 13% 2%

WR Business WR Business 8% 8% 5%

Serve Pax Home 9% 5% 5%

Home Social/Recrtn 7% 5% 7%

Home Serve Pax 4% 8% 5%

Social/Recrtn Home 4% 8% 6%

Home Shopping 2% 7% 9%

Shopping Home 5% 2% 8%

WR Business Home 6% 2% 1%

Home WR Business 2% 5% 1%

Shopping Shopping 1% 1% 5%

Serve Pax Serve

passenger2% 2% 1%

Home Return to wk 1% 2% 0%

Social/Recrtn Social/Recrtn 1% 1% 2%

Edu/ C'care Home 0% 2% 1%

Personal

BusinessHome 2% 1% 2%

Shopping Go to work 1% 1% 2%

Return to work WR Business 1% 1% 2%

WR Business Work 1% 1% 1%

Other Other 21% 18% 30%

TOTALS % 100% 100% 100%

TOTAL TRIPS 127280 128330 70660 Source: HTS, 2006

Trip Direction

Analysis of the 2011 AM and PM peak sub-area matrices has been undertaken to identify the directionality of movements in/out and through the TMAP Study Area. The results of the analysis are presented in Figures 1.10 and 1.11.

A similar analysis was done for movements through the smaller TMAP Study Area as defined in the PARAMICS modelling conducted for this TMAP. The results are presented in Figures 1.12 and 1.13.



27%36%

15%

22%

Through Inbound Internal Outbound

Source: HTS, 2006

Figure 1.10: Directionality of Movements in, out and through the TMAP Study Area Model in 2011 AM Peak

26%25%

19%

30%


Source: HTS, 2006

Figure 1.11: Directionality of Movements in, out and through the TMAP Study Area Model in 2011 PM Peak

45%

37%

1% 17%


Source: HTS, 2006

Figure 1.12: Directionality of Movements in, out and through the TMAP Study Area PARAMICS model in 2011 AM Peak

47%

18%

1%34%


Source: HTS, 2006

Figure 1.13: Directionality of Movements in, out and through the TMAP Study Area PARAMICS model in 2011 PM Peak



2 STRATEGIC LAND USE AND TRANSPORT PLANNING CONTEXT

Introduction

This section provides a review of the strategic and statutory planning documents relevant to the TMAP Study Area. The review determines the policies, strategic directions and development provisions that will affect the TMAP Study Area and influence land use and transport planning, for the future. The information obtained from this review will be used as the basis for the development of the TMAP.

State and Regional Strategic Policies

The state and regional strategic policies reviewed as part of this TMAP process include:

+ Metropolitan Plan for Sydney 2036 (NSW Government, December 2010)

+ Draft East Sub-regional Strategy (NSW Government, July 2007)

+ NSW 2021 (NSW Government, March 2010)

+ NSW Bike Plan (NSW Government, May 2010)

+ Transport Management and Accessibility Planning Guidelines (NSW Department of Planning and NSW Roads and Traffic Authority)

+ Bus Service Planning Guidelines (Ministry of Transport, 2006)

Metropolitan Plan for Sydney 2036

The Metropolitan Plan for Sydney 2036 (Metropolitan Plan) was released by the NSW Government in December 2010, superseding the Metropolitan Strategy for Sydney 2031 (NSW Department of Planning 2005). The Metropolitan Plan is based on the principles of the 2005 Metropolitan Strategy – City of Cities and the Metropolitan Transport Plan 2010, incorporating the feedback from the first five-yearly review of the Metropolitan Strategy.

The Metropolitan Plan indicates that Sydney’s population is growing faster than estimated in the Metropolitan Strategy, with revised forecasts indicating Sydney’s population growth will be an

additional 1.7 million people between 2006 and 2036, to 6 million people.

To accommodate this growth, 770,000 additional residential dwellings and 760,000 additional jobs would be required by 2036.

Sydney comprises five cities:

+ the harbour cities of Sydney CBD and North Sydney;

+ Parramatta, Sydney’s premier Regional City and second CBD, and

+ Liverpool and Penrith, the Regional Cities of Western Sydney.

The Metropolitan Plan provides strategies that:

+ Concentrate activities in centres, improving access to all services and facilities, reducing dependence on cars;

+ Encourage people to live in or around centres to allow more productive use of infrastructure and make public transport improvements more viable; and

+ These strategies include locating at least 80 percent of new housing within walking distance of existing and planned centres with good public transport and planning for urban renewal in centres where public transport capacity is available or is planned for expansion.

Draft East Subregional Strategy

Subregional Strategies provide a planning tool for councils to implement the NSW Government's Metropolitan Plan for Sydney 2036 and NSW State Plan at the local level.

The draft East Subregional Strategy outlines target developments and land use/transport strategies for the Botany Bay, Randwick, Waverley and Woollahra LGAs.

The East Subregion is located in close proximity to the Sydney CBD, which provides opportunities for the majority of residents to access jobs in the Sydney CBD. However, employment for the subregion is currently relatively self-contained, with approximately 39% of residents working within the subregion due to the local employment opportunities.

The East Subregional Strategy has an employment capacity target of 25,000 additional jobs between 2001 and 2031, including 16,700 jobs within the Botany LGA with 18,300 jobs for Sydney Airport and Environs, (of which 14,300 are in the East Subregion).



The dwelling target for Botany Bay LGA between 2004 and 2031 is 6,500 new dwellings.

There are four concentrations of employment lands identified for the East Subregion, including the Mascot Industrial Area (freight, logistics and office/business park land uses), which is located to the north and north east of Sydney Airport to Gardeners Road and forms part of the Sydney Airport and Environs Specialised Centre. Most of this area is zoned for airport-related business and it accommodates a considerable amount of activity generated by Sydney Airport.

The TMAP Study Area has recently experienced significant increase in activity with the development of office and office/warehouse land uses as well as development applications for new dwellings. This development trend will continue with the rezoning of land between Coward Street and Gardeners Road, west of Bourke Street, from airport-related industrial use to a mixed use development and commercial Business Park, west of Kent Road. The TMAP Study Area also forms part of the Sydney Airport and Environs Specialised Centre.

The key transport strategies outlined in the East Subregional Strategy to accommodate the forecast additional development include:

+ Implementation of Strategic Bus Corridors 21 and 29;

+ Encouraging the transport of freight by rail; and

+ Increasing opportunities for walking and cycling.

Travel in the East Subregion

On an average weekday, residents of the East Subregion make almost 1.1 million trips, at a rate of four trips per day per person, which is slightly above the Sydney average. Over 63% of these trips start and finish within the East Subregion.

In summary, the travel patterns within the East Subregion for an average weekday include:

+ 57% of trips by private vehicle;

+ 14.6% of trip by public transport;

+ 26% by walking or cycling;

+ 56% of school children travel to school by private vehicle (compared with a Sydney average of 50%);

+ 20% of school children travel to school by public transport;

+ 20% of school children travel to school by walking or cycling;

+ Average distance travelled per person per day is 23.5 kilometres and average Vehicle Kilometres Travelled (VKT) per person per day is 11.6 kilometres is lower than Sydney averages due to the proximity to Sydney CBD;

+ 45.5% of the jobs in East Subregion are taken by residents of the East Subregion and nearly 40% of all workers in the East Subregion live and work within the subregion;

+ Average commuting trip distance of 8.8 kilometres is almost half the Sydney average, while the average commuting trip duration of 29 minutes is similar to the Sydney average; and

+ Section 1 of this report provides an analysis of travel patterns within the Botany Bay LGA.

Improving East–West Links

The East Subregion has strong public transport corridors which connect people to the Sydney CBD in the north of the subregion, with the Eastern Suburbs Rail Line and the Oxford Street corridor providing good east-west public transport links. However, in the south of the subregion, improved east-west public transport links have been identified in the Subregional Strategy to provide better connections for growth areas including Sydney Airport, TMAP Study Area and centres in the adjoining Sydney City Subregion, such as Green Square.

With increased growth at Port Botany, improved east-west freight links (road and rail) between Port Botany and western Sydney are required.

State Plan 2021

In September 2011 the State Government released the State Plan 2021 (State Plan), ten-year plan to make NSW number one.

It is to guide Government policy and decision making and, in conjunction with the NSW budget, deliver on economic and community priorities.

The State Plan is to drive an agenda with five strategies to:

+ Restore economic growth;

+ Return quality health, transport, education, police, justice and community services, putting customer service at the heart of service design;



+ Build infrastructure that drives our economy and improves people’s lives;

+ Strengthen our local environments, devolve decision making and return planning powers to the community; and

+ Restore accountability and transparency to Government and give the community a say in decisions affecting their lives.

The State Plan has set out immediate priorities, with actions to guide the NSW Government resource allocation in conjunction with the NSW budget, which includes:

+ 32 goals and 186 targets;

+ Priority actions to support the achievement of each target;

+ An annual community and business leaders’ forum to discuss progress and identify new initiatives;

+ Consultation with the community to identify local priorities and develop local and regional action plans; and

+ Verification of data prior to the release of an annual performance report, by independent experts.

The transport strategies of the State Plan are to:

+ Reduce travel times;

+ Grow patronage on public transport by making it a more attractive choice;

+ Improve customer experience with transport services; and

+ Improve road safety.

The State Plan outlines that an integrated transport system is required to ensure different transport modes work together and the interests of the travelling public are put first.

TfNSW is to deliver strategic infrastructure projects and better coordinate different transport modes to provide clean, reliable, safe, efficient and integrated transport services.

Public Transport

The State Plan has the need to increase the mode share of commuter trips made by public transport for the following journeys:

+ To and from Sydney CBD during peak hours to 80 % by 2016;

+ To and from Parramatta CBD during peak hours to 50 % by 2016;

+ To and from Newcastle CBD during peak hours to 20 % by 2016;

+ To and from Wollongong CBD during peak hours to 15 % by 2016;

+ To and from Liverpool CBD during peak hours to 20 % by 2016;

+ To and from Penrith CBD during peak hours to 25 % by 2016; and

+ Increase the proportion of total journeys to work by public transport in the Sydney Metropolitan Region to 28 % by 2016.

Active Transport

The State Plan 2021 specifies a target to more than double the mode share of bicycle trips made in the Greater Sydney region, at a local and district level and increase the mode share of walking trips made in the Greater Sydney region, at a local and district level, to 25% by 2016.

Road Network

The State Plan has a target to improve the efficiency of Sydney’s road network during the peak periods, by easing transport congestion and reducing travel times by cars, buses or trucks.

The proposed actions include:

+ Provide real-time information to motorists through the delivery of key initiatives including the use of variable message signs on motorways (M5, F3, M2, M4 and M7) to provide up-to-date travel time information and a free Live Traffic NSW mobile application;

+ Deliver road infrastructure to:

- relieve congestion;

- improve safety;

- enhance and expand capacity on road corridors;

+ Improve detection, response and management of incidents by monitoring and managing the NSW road network 24-hours a day, using state-of-the-art technology including a state-wide network of CCTV cameras and keeping road users informed of travel conditions; and

+ Clear up incidents more quickly by establishing a Motorway Breakdown Response team.

In addition, the State Plan has a road safety target to use internationally recognised



measures of road safety performance, to achieve the following target:

+ Develop and implement the NSW Road Safety Strategy 2011-2020, which will build on existing effective programs including the Road Toll Response Package;

+ Improve the safety of roads by carrying out road development, upgrading, maintenance and safety works, such as safety barriers and works on local roads to address crash risks;

+ Conduct highway safety reviews to inform safety works and upgrade identified black spots;

+ Fast track the roll out of additional flashing lights to alert drivers to school zones;

+ Introduce a Safer Drivers course for learner drivers, with the curriculum developed by a board of road safety experts;

+ Identify dangerous or confusing sections of road through the Safer Roads website;

+ Work with the Commonwealth and vehicle manufacturers to improve vehicle safety; and

+ Cut congestion and introduce safe, simpler speed zones to save lives.

New South Wales Bike Plan

The NSW Bike Plan (NSW Government, May 2010) supersedes Action for Bikes 2010 (NSW Government, 1999) and builds on the Metropolitan Transport Plan’s $158 million commitment to improve urban cycle networks.

The NSW Bike Plan outlines strategies for increasing the share of short trips by bike in Greater Sydney to 5% for all purposes by 2016 and double to share of travel to work by bike across all of NSW between 2006 and 2016. In central Sydney, the NSW Bike Plan supports the implementation of an inner Sydney strategic cycle network to link with surrounding LGAs.

The NSW Bike Plan outlines proposed and priority metropolitan links for the Metro Sydney Bike Network. Of the proposed links for the network, the link between Sydney CBD and Sydney Airport is relevant to the TMAP Study Area. Additionally, the Botany Bay to Maroubra priority metropolitan link is relevant to the TMAP Study Area.

Integrated Land Use and Transport Policy

The State Government’s overall policy of integrating land use and transport is by focusing activities centres and corridors in the best way to influence peoples’ choices about where they live, work and the mode of travel to services and activities.

The aim of integrating land use and transport is to ensure that urban structures, built form, land use locations, development designs, subdivision and street layouts achieve the following planning objectives:

+ Improving access to housing, jobs and services by walking, cycling and public transport;

+ Increasing the choice of available transport and reducing dependence on private vehicle;

+ Reducing travel demand including the number of trips generated by development and the distances travelled, particularly by private vehicle

+ Supporting the efficient and viable operation of public transport services; and

+ Providing for the efficient movement of freight.

The intent of integrating transport and land use is addressed through Direction 17 under Section 117 Ministerial Directions, to Councils, on the content of LEPs.

The directive outlines that a draft LEP shall locate zones for urban developments, with the aims, objectives and principles of improving transport choice and concentrating activity centres under the policy of The Right Place for Business and Services – Planning Policy (Department of Urban Affairs and Planning, 2001).

These policies are being following by Council for the draft LEP for the TMAP Study Area.

Strategic Bus Corridors

The 2004 Review of Bus Services in New South Wales (the 'Unsworth Report'), identified a new network of 43 strategic bus corridors (SBC) to be improved to provide fast, frequent and direct services to Sydney's major centres, railway stations, hospitals, education facilities and other activity centres.

Since 2006, sections of SBCs have been improved with the construction of bus priority



measures including the Liverpool to Parramatta and Parramatta to Rouse Hill Transitways, bus lanes and priority treatments at congested intersections and road sections.

The bus priority measures included dedicated bus lanes on the approaches to congested intersections, bus bypass lanes, bus priority traffic signals, bus only links and additional bus lanes, transit lanes and clearways.

The priority measures are to improve reliability and reduce travel time, with a target average bus speed of at least 25 km/h.

The bus network is to be supported with improved passenger facilities at bus stops such as shelters, information, signage, lighting, and improved walking access to bus stops, and interchanges.

The TMAP Study Area is located within Sydney Metropolitan Contract Region 9 and sections of SBC 21 between Miranda and Sydney CBD and SBC 29 between Bondi Junction and Burwood are within the TMAP Study Area.

The Draft Sydney East Subregion Strategy recommends implementation SBC 21 and 29, to encourage public transport use and accommodate the expected traffic growth from additional development.

Possible bus priority measures along sections of SBC 21 within the TMAP Study Area have been considered in the TMAP process and in the recommendations of the road network upgrades.

Local Policies and Plans

The following local planning policies were reviewed as part of this TMAP process:

+ Botany Local Environmental Plan 1995 (City of Botany Bay Council, 4 November 2010)

+ City of Botany Bay Section 94 Contributions Plan 2005-2010 (City of Botany Bay Council, 10 January 2006)

+ Mascot Station Precinct Section 94 Contributions Plan (May 2004)

+ Mascot Station Precinct Development Control Plan (City of Botany Bay Council, June 2004)

+ Off-Street Parking Development Control Plan (City of Botany Bay Council, 28 September 1993)

+ Development Control Plan Number 33 – Industrial Development (City of Botany Bay Council, February 2003)

+ Development Control Plan Number 35 – Multi Unit Housing and Residential Flat Buildings (City of Botany Bay Council, March 2004, amended August 2004)

+ Development Control Plan Number 38 – Houses and Ancillary Structures (City of Botany Bay Council, March 2004)

+ John Street, Mascot Design Guidelines (Olsson and Associates Architects, September 2009)

+ Botany Bay Planning Strategy 2031, Local Liveability, Global Connections (SGS Economics and Planning, 2009) and associated working papers;

+ Botany Bay Strategic Planning Study: Future Demand and Supply of Housing (SGS Economics and Planning, May 2008);

+ Botany Bay Strategic Planning Study: Future Demand and Supply of Employment Land (SGS Economics and Planning, May 2008);

+ Botany Bay Strategic Planning Study: Planning Options Discussion Paper (SGS Economics and Planning, May 2008); and

+ LEP Standards and Urban Design Controls Study for the City of Botany Bay LEP 2011 (Neustein Urban, September 2010).

Botany Local Environmental Plan 1995

The Botany LEP 1995 specifies the land use zonings for the TMAP Study Area. The zonings are shown in Figure 2.1.

The land use zonings include special land uses at the airport, industrial land uses, mixed use and commercial land use and road widening schemes along O’Riordan Road, Bourke Road, as well as a County Road reservation along Bourke Street.



TMAP Study Area

Figure 2.1: LEP 1995 Zoning2

2 Source: LEP 1995



The 1995 LEP zoning indicates that the TMAP Study Area primarily consists of industrial special (airport related) and industrial special (airport related restricted) indicated by the light and dark purple in Figure 2.1.

The area bounded by Kent Road, Gardeners Road, Coward Street and O’Riordan Street, is zoned for mixed land uses (commercial / residential). The area west of Bourke Road indicated by blue shading is zoned for mixed (commercial / warehouse) land uses. The area east of Bourke Road indicated by red shading is zoned for residential /commercial land uses.

The TMAP Study Area contains two listed heritage items: a sandstone Embankment, at Alexandra Canal and Ricketty Street Bridge, over Alexandra Canal.

The LEP also includes road widening scheme along sections of O’Riordan Street and Bourke Street (refer to Council’s Draft LEP 2012 for details of the widening scheme).

Botany Bicycle Plan 1996

Council’s Botany Bicycle Plan 1996 was prepared to guide the provision of bicycle facilities in the LGA. The plan recommends improved cycle paths, predominately along a number of arterial and sub-arterial roads in the LGA, including the following cycle paths:

+ Anzac Parade to Wentworth Avenue;

+ Foreshore Road;

+ Wentworth Avenue;

+ Sir Joseph Banks Park to Wentworth Avenue;

+ Sutherland Street;

+ Coward Street;

+ Airport (east) and (west);

+ Page Street and Heffron Road;

+ The Wentworth Avenue to Beauchamp Road; and

+ The Southern Cross Drive.

Since the Bike Plan was adopted, Council has progressively been implementing a number of these routes.

Within the TMAP Study Area, the road inventory carried out as part of the TMAP preparation has identified that there are missing links that would need to be improved as redevelopment proceeds.

Council has advised that these missing links would be considered for improvements as the TMAP recommendations are implemented.

Mascot Station Precinct Development Control Plan

This Development Control Plan (DCP) guides the redevelopment of Mascot Station Precinct, which is bounded by Gardeners Road, O’Riordan Street, Coward Street and Kent Road and is centred on Mascot Railway Station.

This plan was adopted by Council on 19 December 2001 and came into force in July 2002. It was amended in June 2004.

The vision for the redevelopment within the Precinct is to:

+ establish a sustainable and economically viable redevelopment area;

+ establish a balanced land use precinct with a mixed of residential and employment land uses;

+ contribute to a sustainable vibrant community by ensuring that economic, social, environmental and urban design issues are comprehensively considered in the development process;

+ promote the integration of the precinct with adjoining precincts within the Botany Bay LGA;

+ create a safe, attractive and pleasant working and living environment through the implementation of urban design principles in private developments and the public domain; and

+ promote high quality urban design within the built form, landscaping and the public domain.

From a transport perspective, the Mascot Station Precinct DCP provides guidelines for the road network, including footpaths, cycleways and off-street parking. This DCP will be replaced by Council’s comprehensive DCP currently under preparation.

Table 2.1 summarises road network guidelines for key roads within the Mascot Station Precinct.



Table 2.1: Summary of Road Network Guidelines

Street Key Characteristics

Boundary Streets (Gardeners Road, Kent Road, O’Riordan Street, Coward Street)

+ Maintain existing road reserve

+ 1.2-metre footpaths

+ Limit accesses

Bourke Street + 25-metre road reserve

+ Two-way separated by median

+ 2-metre footpaths

Church Avenue + 24-metre road reserve

+ Two-way with four lanes (inclusive of kerbside parking lanes on both sides)

+ 3-metre shared path on northern side and 1.2-metre footpath on southern side

John Street + 20-metre road reserve (east of Bourke Street)

+ Two-way with four lanes (inclusive of kerbside parking lanes on both sides)

+ 1.2-metre footpaths both sides

Off-Street Parking Development Control Plan

This DCP was adopted by Council on 22 September 1993 and came into force on 28 September 1993.

Table 2.3 summarises the off-street parking provisions specified by the off-street parking DCP for Botany Bay LGA for a selection of land uses relevant to the TMAP Study Area.

This DCP will be replaced by Council’s new comprehensive DCP currently under preparation.

Table 2.3: Summary of Off-Street Parking Provisions, Botany Bay LGA

Development Type Parking Provision Rate

Residential – Dwelling Houses

+ One space per dwelling.

Residential – Multi-Unit Dwelling

+ One space per small or medium dwelling; or two spaces per large dwelling; and

+ One space for every five dwellings for visitor parking, with a minimum of two spaces for any development exceeding five dwellings.

Housing for Aged and Disabled Persons Self-contained dwellings -

+ Two spaces per three dwellings, plus

+ One space per five dwellings for visitors.

Hostel, Nursing and Convalescent Home

+ One space per ten beds, plus

+ One space per two employees, plus

+ One space per ambulance bay

Boarding Houses and Houses Let in Lodging and Hostels

+ One space per ten boarders

+ One space for manager's flat; and

+ One space per two employees.

Hotels (predominantly used for accommodation

+ One space per one bedroom, plus

+ One space per two employees, plus

+ One space for resident manager

Motels + One space per one motel bedroom unit

+ One space for resident manager, plus

+ One space per two employees

Retail + One space per 40 m2 of Gross Leasable Floor Area (GLFA)




Offices + One space per 40 m2 of GFA

Convenience Stores + One space per 20 m2 of GFA and

+ Loading Bay, plus additional spaces for those convenience stores involving the sale of petrol

Professional Consulting Rooms

+ Three spaces per consulting room

Factories/Warehouses

+ Office component: One space per 40 m2 GFA

+ Factory Component: One space per 80 m2 of manufacturing or storage space

+ Multi-Unit Development: In addition to the above requirements, multi-unit factory complexes require: One visitor parking space per unit; plus

+ One truck parking. bay per six units

Hotels (Predominant use not being accommodation)

+ One space per 5 m2 net floor area licensed,' plus

+ One space per 7 m2 floor area of beer garden

+ One space per two bedrooms (guests or staff), plus

+ One space for manager's flat, plus

+ One space per four persons for entertainment areas.

Restaurants

+ Less than 50 m2 of dining area: One space per 50 m2 of dining area

Gymnasiums and Fitness Centres

+ One space per 25 m2 of GFA

Child Care Centres

+ One space per two staff, plus

+ One space for residence (if any), plus


+ Pick up/set down area as required – minimum two spaces

Schools (Primary and Secondary)

+ One per two staff, plus

+ Pick up/set down area, plus

+ Bus bay(s) as required by Council

DCP 33, Industrial Development

This DCP applies to industrial development for land zoned Business General 3(a) and all development in Industrial General 4(a), Mixed Industrial 4(b), Industrial Special 4(c1) and Industrial Special 4(c2) zones within the LGA.

The Mascot Industrial Precinct defined in this DCP is bounded by Gardeners Road, Kent Road, Coward Street and O’Riordan Street. This DCP does not cover the Mascot Station Precinct.

The objectives of the DCP, for the Mascot Industrial Precinct are to:

+ encourage and provide for development that has an affinity or need to be near Sydney Airport.

+ ensure that the scale, design, material of construction and nature of the development contributes positively to the visual amenity and the gateway function of the area.

+ allow for the provision of an open space and pedestrian corridor along the foreshore of Alexandra Canal.

+ ensure development adjacent to Alexandra Canal facilitates improved access visual amenity and quality of landscape in the area.

+ widen a number of roads within the Precinct to allow for improved traffic access.

This DCP specifies that development shall:

+ improve the appearance of buildings, particularly along the roads which serve a gateway function to Sydney Airport and the Sydney CBD;

+ comply with Sydney Airport’s regulations in regard to safety, lighting and height of buildings; and



+ Not adversely affect the operation or duplication of the Sydenham Botany Goods Railway Line.

+ Redevelopment of property must take into consideration any road widening requirements.

This DCP specifies that development along Alexandra Canal will incorporate the following:

+ No buildings, structures, car parking, storage or vehicle manoeuvring areas are permitted within a ten-metre area adjoining the canal and six metres along the tributaries;

+ The façade of buildings facing the setback should consist of windows, staff amenities and provide passive surveillance of the setback area;

+ A right of carriageway shall be created along the canal and at the end of Coward Street to provide public pedestrian access to Alexandra Canal foreshore for the purpose of permanent pedestrian or cycle access, stormwater easement requirements and/or access for essential maintenance; and

+ Two access points are to be provided to Alexandra Canal at Ricketty Street and at Coward Street.

Parking provision within the Mascot Industrial Precinct is in accordance with Council’s Off-Street Parking DCP (City of Botany Bay Council, September 1993).

This DCP requires large developments to integrate with public transport services where possible, including provision of shuttle bus services between the development and Mascot Station.

This DCP will be replaced by Council’s new comprehensive DCP currently under preparation.

DCP 35, Multi Unit Housing and Residential Flat Buildings

This DCP applies to multi-unit housing and residential flat development in Residential 2(b) zones within the LGA. The principles and desired future character specified by this DCP also apply to conversions/redevelopment of non-residential building sites in Residential 2(a) zones to multi unit housing and residential flat buildings.

There are two small areas within the TMAP Study Area that are zoned Residential 2(b) under the Botany LEP 1995, on the south-east portion

of the study area, bounded by O’Riordan Street, the study boundary and Baxter Road. Under the proposed land use zoning (Neustein, September 2010) there is no land zoned Residential 2(b). However, Council’s Draft LEP does propose an R2 low density residential zone in the south-east corner of the TMAP Study Area. This DCP will be replaced by Council’s new comprehensive DCP currently under preparation.

DCP 38, Houses and Ancillary Structures

This DCP applies to houses, semi-detached houses and terraces. This DCP will be replaced by Council’s new comprehensive DCP currently under preparation.

John Street, Mascot Design Guidelines

John Street intersects Bourke Street at the entrance of Mascot Station, which is the focus of the Mascot Town Centre. It provides a key pedestrian link between Mascot Station and O’Riordan Street. The purpose of this study is to provide guidelines that shape the built form and public domain of John Street while it is widened and land along the street is developed.

The objectives identified for John Street are to:

+ provide excellent pedestrian amenity at the public/private domain interface at ground level;

+ provide well-defined, continuous edges to streets and squares;

+ provide consistent development of sites and equity between sites;

+ reinforce Mascot Station as the focus of the town centre;

+ reduce the perceived scale of towers and contribute to pedestrian amenity;

+ emphasise corners, construct well-articulated buildings and minimise blank side walls to buildings;

+ create highly articulated facades with a range of window and balcony types facing the public domain;

+ create communal courtyards with consistent levels; and

+ create a landscaped component in the communal courtyards.

From a transport perspective, the recommendations for John Street development include:



+ Provision of continuous, ground level active uses;

+ Implementation of awnings above ground level active uses; and

+ Locate car parking at least one level below ground level.

Botany Bay Planning Strategy 2031, Local Livability, Global Connections

This study was based on the following working papers prepared by SGS Economics and Planning in May 2008:

+ Botany Bay Strategic Planning Study: Future Demand and Supply of Housing;

+ Botany Bay Strategic Planning Study: Future Demand and Supply of Employment Land; and

+ Botany Bay Strategic Planning Study: Planning Options Discussion Paper

The study identified that the employment and housing targets for the Botany Bay LGA can be achieved with redevelopment of a number of existing development precincts including the TMAP Study Area.

LEP Standards and Urban Design Controls Study for the City of Botany Bay LEP 2011

Council with Planning Reform Funding, commissioned Neustein Urban to develop the LEP Standards and Urban Design Controls Study for the City of Botany Bay LEP 2011 (September 2010) to inform the City of Botany Bay’s LEP 2011.

The purpose of this study was to translate the recommendations of the BBPS 2031 into LEP standards (FSRs, height and zoning) and urban design controls for five study areas within the Botany Bay LGA.

The five study areas were identified by Council for increased employment and residential developments to meet the targets of the NSW Government.

This study identified the TMAP Study Area to accommodate a significant proportion of these dwelling and employment targets, since it characterised by large sites located in close proximity to Mascot Station, providing enhanced opportunity for residential and business development. Additionally, aircraft noise constraints have been revised to allow additional residential development for the study area.

Development capacities recommended for the TMAP Study Area include 4,950 new dwellings and up to 21,484 additional jobs by 2031, with FSRs of up to 3:1. The five study areas are:

+ Mascot Station Precinct, Sydney Airport and surrounds;

+ Mascot/Rosebery and Eastlakes;

+ Botany and Banksmeadow;

+ Pagewood; and

+ Eastern LGA centres.

Details of the study findings and the recommended lands use development options are provided in Section 4.

Transport Management and Accessibility Plan Guidelines

The TMAP guidelines specify that a TMAP include:

+ A comprehensive assessment of the transport impacts (addressing both the movement of people and goods) of a major site development or re-development proposal; and

+ The identification of a package of appropriate transport measures (including infrastructure, services and demand management initiatives) for the proposed development, which will help to manage the demand for travel to and from the development, and in particular, reduce the demand for travel by private car and commercial vehicle.

TMAPs generally address local, district and sub-regional transport impacts and may include recurrent services as well as capital works. They are not Section 94 Contribution Plans.

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