Professional Documents
Culture Documents
City Campus
Development
University of Newcastle
June 2018
Honeysuckle City Campus Development
Honeysuckle Drive and Worth Place, Newcastle
Issue: Ver03/08062018
Reference: P01069
8 June 2018
Estimates have been made of future student and staff numbers to provide for an indicative assessment of the
Concept Master Plan. This assessment shall be refined over time in conjunction with the approval process for each
stage where there is more certainty possible around end users within the campus and the level of services
provided.
Assessment
The subject site sees the amalgamation of three sites. One previously assessed for commercial development on
the corner of Honeysuckle Drive and Worth Place, one being the commuter carparks provided to support the now
redundant Civic Railway Station and the third being part of the heavy rail corridor. Traffic associated with these
uses has been historically included in modelling for the precinct and included in the cumulative impact of traffic on
the local road network, including key intersections. Such modelling was also undertaken for the Revitalisation of
Newcastle, allowing for the forecast 6000 additional residents and 10,000 additional employees (NURS 2012).
As vehicle demands associated with HCCD are primarily related to servicing for the site with some demands for
the pick up and drop off of people as well as for those staff or students requiring accessible parking, the vehicle
traffic generated by the subject site has been determined as being less than that previously allowed for in modelling
for the precinct. The cumulative impact of this has also been taken into consideration with the various road and
intersection upgrades currently proposed or being undertaken in conjunction with the light rail project forecast to
2028. The impact of vehicle traffic on the local road network has therefore been assessed as acceptable.
Servicing of the site, including waste management, will be able to be accommodated along Civic Lane consistent
with other businesses that back onto this access road. Widening of the laneway in conjunction with the
development shall improve access for all users. Other servicing for end users of the site eg cafes will be minimal
and can also be accommodated for on-street, outside of peak hours, consistent with surrounding restaurants and
2.1 Background
Seca Solution Pty Ltd has been commissioned by Ethos Urban on behalf of the University of Newcastle to prepare
a transport impact assessment for the proposed Honeysuckle City Campus Development (HCCD) to be located at
the corner of Honeysuckle Drive and Worth Place, Newcastle. The development is proposed to be staged with a
concept plan and master plan only prepared at this time. The concept plan allows for 7 buildings of which 6 are
proposed for academic use whilst one is to provide student accommodation for up to 400 students and staff.
Overall the subject development will see the consolidation of three sites, one being a site previously the subject of
assessment as a commercial development and allowed for in the Honeysuckle Precinct master plan and
associated traffic study, one being space that formed part of the heavy rail corridor and the third being the
commuter parking area off Worth Place that supported the Civic Railway Station which was made redundant with
the truncation of the heavy rail line.
The master plan for the site allows for an extension to the University’s presence in Newcastle with early stages to
provide for the faculties of Creative Arts and Education as well as an innovation hub and student accommodation.
Later stages are not yet defined but will enable the campus to accommodate future educational demands for the
city. In all the HCCD shall incorporate a mixture of education space, innovation and start up entrepreneurial space,
community engagement space and retail and student support.
The development will provide a showcase for innovation with a 5 Green Star rating, Smart Cities applications and
sustainable travel encouraged to access the site.
• Apply the HCCD Transport Access Strategy to the proposed Concept Master Plan to determine the impact
of the Concept on the road network, including pedestrian facilitites, cycling facilities and public transport
• Consider the impact of this strategy on the parking demands for the HCCD and consider the adequacy of
the proposed parking strategy
• Review the service arrangement for the development; and
• Assess any other transport impacts associated with the Concept Master Plan.
Subject
The concept plan indicates a staged development (four stages) with seven key buildings as shown in Figure 2-2.
The concept masterplan provides the following indicative yield for the site
Building GFA Site Stage Use
Building A1 4,608m2 Site 1 1 Academic
Building A2 10,299 m2 Site 1 2 Academic
Building B 11,828m2 Site 1 1 Student
394 beds Accommodation
Building C 12,217m2 Site 2 3 Academic
Building D 9,415m2 Site 2 4 Academic
Building E 7,158m2 Site 3 4 Academic
Building F 7,049m2 Site 3 4 Academic
Building A1 has been identified as the first phase of the development allowing for academic presence and shall
be located on the corner of Honeysuckle Drive and Worth Place. The student accommodation, nominated as
Building B, for up to 400 beds may follow thereafter.
Like its sister campus, NeW Space, HCCD intends to provide specialised parking only, allowing for accessible
parking, bicycle facilities, pick up/ drop off zones and loading area. It does not plan to provide general parking but
rather supports the strategies that underpin the Revitalisation of Newcastle by promoting active travel and public
transport use over single vehicle travel.
Policy Context
The key policy framework that drives the revitalisation of Newcastle is the Newcastle Urban Renewal Strategy
2012 (NURS) which was subsequently revised in 2014. Underpinned by a range of state, regional and local
planning instruments if forms the underlying plan for the city’s future. It outlines the key initiatives and guidelines
and has inter-related components which can be broadly categorised in three sections as:
1 place-based
2 economic
3 transport-related.
• A planning framework that promotes activity, development and well-located land uses
• A place-making approach to the future development of the city
• Physical improvements to the city’s key public domain spaces
• A series of economic initiatives that will support urban renewal
• A strategy to promote transport, access and connectivity to and within the city centre
The guiding principles as they relate to the Transport and Access requirements for HCCD are:
Transport, access and connectivity
• Maximise accessibility and convenience of public transport to and within the city centre, and prioritise a
range of transport modes to reduce private vehicle use.
• Promote connections and way-finding between precincts and to the waterfront, and encourage pedestrian
activity throughout the city centre.
• Support infrastructure and public domain improvements to attract people to the city centre.
Housing mix and affordability
• Encourage a range of housing types for a variety of markets, including student and seniors housing.
The key transport-related initiatives as they relate to HCCD are:
• support for integrated public transport in the city centre and promoting a mode shift
• creating a connected pedestrian and cyclist network
• managing the impact of carparking
• Improve the amenity of the streets through activation, giving pedestrians priority. Footpath widening to
accommodate activity zones in selected locations will also improve safety simply by providing more space
for people.
• Promotion of flexibility with respect to carparking requirements, especially in view of site constraints,
development feasibility and the presence of Council owned carparking.
The Local Planning Strategy is a comprehensive land use strategy to guide the future growth and development
of Newcastle. Of relevance for HCCD are the elements of a Connected City and the need for Vibrant and
Activated Public Spaces.
The Newcastle Transport Strategy aligns with the ‘connected city’ strategic direction and sets out Council’s actions
to contribute to achievement of the community vision of a city in which transport networks are well connected and
convenient, and walking, cycling and public transport are viable options for the majority of residents’ trips.
Policy Commitments of relevance to HCCD are:
• Council supports the NSW Government’s target of 20% mode share to public transport for commuter trips
to and from the Newcastle city centre in the peak periods by 2016. (P6)
• Council supports the NSW Government’s mode share target to walking of 25% of local and district trips
(P13)
• Council supports a mode share target of 5% to cycling for trips less than 10km, and doubling of the mode
share to cycling for the journey to work, from 2006 to 2016. (P14)
• The use of motorbikes is supported as an alternative to single occupant cars, but not as an alternative to
more sustainable modes such as walking, cycling and public transport. (P24)
The success of these policies relies on their being embraced by all facets of government, stakeholder, developers
and the community as they provide the framework for a cohesive, vibrant and exciting future for the city.
HCCD
In supporting and applying these policies the intent is for HCCD to only provide a small number of specialised
parking spaces with no general parking. This is based on the following premise:
1. The opportunity to live and study within a city campus includes an expectation by students that there shall
be quality transport opportunities to support this. Such transport opportunities are not expected to include
the need for students to own vehicles and to park (possibly with associated cost). Living in Newcastle
sees opportunities for students to work within the city and immediate surrounds, further reinforcing the
opportunity to have a city-centric lifestyle which is not reliant on private vehicle ownership to be able to
“get around”.
2. There is a large number of the cohort and staff who shall live within the Active Travel Zone (ATZ) and
therefore shall be able to walk, cycle and use light rail or alternate public transport to commute to the site.
3. For those staff and students who do not live within the ATZ the provision of parking creates the expectation
that they shall drive. This is contradictory to State and local Government strategies which encourage a
mode shift from private vehicle use in favour of active travel including public transport, park and ride and
car sharing options.
NURS identifies a capacity for up to 6,000 additional dwellings by 2036 in the Newcastle CBD with the ongoing
development of the city campus providing a driver for the increased number of students living in the city centre,
which in turn will contribute to demand for retail shops and services, and activated public spaces. Further, students
can create a stable and reliable customer base for existing business, drive growth in the leisure and entertainment
sectors, while also providing a labour pool for other businesses.
The Transport Access Strategy that was developed for NeW Space analysed the residential patterns of the existing
Law and Business Faculty cohort to determine where future participants of the campus would live over time. This
analysis determined that 66% of future students attending the city campus would live in the suburbs surrounding
the city. This recognises the desire of future students to live in Newcastle and surrounds because they are studying
in the city.
This area, identified as the Active Transport Zone (ATZ), is centred on HCCD and the City CBD with a 2 kilometre
radius for walking and an eight kilometre radius for cycling which also includes public transport opportunities. The
equivalent of these students would continue this pattern by choosing to locate within a similar proximity to HCCD.
• Walking 54%
• Cycling 7%
• Public Transport 39%
It is recognised that future students will want to live in the Newcastle CBD and surrounds because they are studying
in the city. The desirability of the Newcastle CBD to be a lifestyle study/living/work choice is a large driver behind
the Revitalising Newcastle strategy. Based on the enrolment data of existing students, 66% of future students
attending HCCD would live in the ATZ and of these 82% will live within 2 kilometres of the HCCD development
and be able to walk to the campus.
To support this the HCCD development will provide specialised parking allowing accessible spaces, bicycle
parking, pick up and drop off zones and loading and service areas.
HCCD and the new City of Newcastle
To enable effective transportation of staff and students HCCD embraces the key guidelines and initiatives of
Revitalising Newcastle:
Development of a Travel Demand Management Strategy for HCCD through the extension of
(Space/GFA m2)
Public Transport
Active Transport
Accommodation
Parking Context
Parking Ratio
Measures
Student
On-street/
HCCD – University of Newcastle 12434 √ 1:497 √ √ 5
Public carparks
Limited/
Dr Chau Chak Wing Building UTS Sydney 15488 √ 1:500 √ √
Public carparks
Metered/
The Swanston Academic Building -RMIT 34350 √ nil √ √ 5
Public carparks
Carpark in
Mirvac School of Sustainable Development – 1
√ √ √ surrounding
Bond University space 6
campus
1 On-street/
Waterfront Building – University of Tasmania 5350 √ √ √ 5
space Public carparks
• RMS Guide to Traffic Generating Developments, Version 2.2 Dated October 2002;
• RMS TDT 2013/04 “Update Traffic surveys August 2013”.
• Newcastle City Council Development Control Plan 2012
• Australian / New Zealand Standard – Parking Facilities Part 1 : off-street car parking (AS2890.1:2004);
forecast total daily and peak hour trips likely to be Section 5 Transportation Analysis
generated by the proposed development including 5.1 Traffic Generation
vehicle, public transport, pedestrian and bicycle 5.2.1 Mode split
trips, together with cumulative impacts of existing,
proposed and approved developments in the area
and any transport / traffic upgrade
address the impacts of the proposed development Section 3 Existing Situation
on the operation of existing and future transport 3.4.2 Roadworks
networks, including the public transport capacity 3.5.7 Road Network Operation
and its ability to accommodate the forecast Section 5 Transportation Analysis
number of trips to and from the development 5.4 Traffic Impact Assessment
including surrounding footpaths and cycleways 5.6 Pedestrian Movements
5.7 Cycling Movements
5.9 Public Transport
provide an assessment of the existing and future Section 3 Existing Situation
performance of key intersections providing 3.4.2 Roadworks
access to the site, supported by appropriate 3.5.7 Road Network Operation
modelling and analysis to the satisfaction of RMS Section 5 Transportation Analysis
and TfNSW. Traffic modelling is to be undertaken 5.4 Traffic Impact Assessment
using, but not limited to, SIDRA network modelling
for current and future years
outline measures to mitigate impacts of the Section 6 Measure to promote Active Travel choices
proposed development on the operation of
existing and future traffic, public transport,
pedestrian and bicycle networks, including any
required upgrades
detail proposed car and bicycle parking rates for Section 5 Transportation Analysis
students, staff and visitors, including 5.5 Parking Analysis
consideration of the availability of public transport
and the requirements of the relevant parking
codes
include details of likely servicing requirements Section 5 Transportation Analysis
5.3 Site Servicing
the proposed access arrangements, including car 3.4.1 Road Hierarchy
and bus pick-up/drop-off facilities, and measures 4.3 Site Servicing
to mitigate any associated traffic impacts and
impacts on public transport, pedestrian and
bicycle networks
detail measures to be implemented to encourage HCCD Transport Access Strategy and
users of the development to make sustainable Section 6 Measure to promote Active Travel choices
travel choices, including walking, cycling, public
The main road through the locality is Honeysuckle Drive that runs along the northern boundary of the site with an
east to west orientation. It provides a single lane of travel in each direction separated by a wide grassed median.
The pavement width (7 metres each side) permits parking along both sides of the road for the majority of its length
with a marked cycling lane adjacent to the parking lane. The termination of parking on the approach to intersections
Honeysuckle Drive connects to the regional road network at Hannell Street (Stewart Avenue) to the west of the
site at a signalised T-intersection. Honeysuckle Drive operates under a speed limit of 50km/hr.
Parking is available along Honeysuckle Drive and is generally controlled through parking meters. There are also
taxi drop off area, loading zones and bus stops to provide for the various commercial users and restaurants along
the foreshore.
There are wide footpaths provided along both sides of the road as well as street lights. Hunter Development
Corporation is the road authority for any new works on or adjacent to this road.
Photo 1 View to west showing Honeysuckle Drive along the site frontage left of photo.
Hunter Street
To the south of the site is Hunter Street, a local road running parallel to Honeysuckle Drive and providing access
to various retail and commercial spaces throughout the CBD. Historically Hunter Street has operated with two
lanes of travel in each direction with widening to accommodate kerb side parking. It has footpaths along both sides,
reflecting the pedestrian demands associated with the city centre.
Main intersections along Hunter Street are signalised allowing generally for all turning movements and pedestrian
phases. Hunter Street in this location operates under a speed limit of 50km/hr.
Wright Lane
Wright Lane runs parallel to Honeysuckle Drive providing access to the lots to the north and south within the subject
site. It has a width of approximately 6.5metres wide with no parking to either site allowing for two-way movements
between Settlement Lane and its western end. It provides an area with 90-degree parking at its eastern end
designated as Private Parking and operates as one way east to west. To the south of Settlement Lane the
commuter carpark immediately adjoining the road edge. Wright Lane currently terminates at the western end with
no access provided to Worth Place due to roadworks associated with the construction of the light rail and changes
to the road network.
Photo 2 Wright Lane looking east of the site showing one way travel and intersection with Settlement Lane.
Worth Place
Worth Place has recently been upgraded and extended to connect with Hunter Street to the south. This roadway
shall allow for the light rail to travel along part of its length, between the heavy rail corridor and Hunter Street.
It offers a single lane of travel in each direction and no parking is permitted along its length. It has quality pedestrian
pathways being constructed as part of the local upgrades and has street lighting.
Civic Lane provides one-way access to the rear of various commercial and mixed-use developments fronting
Hunter Street, running in an east-west orientation. The lane is accessed off Hunter Street via the former Civic
Station drop off / pick up area with egress onto Worth Place. Historically, egress from Civic Lane has allowed for
left turn onto Worth Place as well as access to a carpark on Steel Street, to the rear of TAFE NSW.
Time limited 2P parking is available along the southern side of the laneway together with several loading zones.
The access and operation of Civic Lane has been reviewed by Council in conjunction with its Civic Station Public
Domain Works which allow for improved public access between Hunter Street and the foreshore for pedestrians
and cyclists as well as open space in the vicinity of what was Civic Railway Station. It is understood that access to
Civic Lane shall remain through a shared zone allowing for left turn movements off Hunter Street. Access to Worth
Place shall most likely be restricted to left turn out due to the light rail with Civic Lane continuing to operate as a
one-way roadway east to west.
3.4.2 Roadworks
Road works associated with the light rail construction are currently occurring throughout Newcastle including along
Hunter Street and Worth Place in the general vicinity of the subject site. Ten intersections associated with the
Figure 3-2 Intersections identified for upgrades in conjunction with light rail project
This project is being completed by Transport for NSW and as part of the project work, a Technical Working Paper
and SEE has been prepared by GHD that has assessed the impact of the light rail on the road network.
The report has modelled the current operations, future 2018 with light rail and future 2028 with light rail, allowing
for background growth. A summary of the results of this modelling is shown below in Figures 3.3.
• 1,082 split 671 eastbound (62%) in the morning peak between 7:45am and 8:45am; and
• 1,118 split 761 eastbound (68%) in the afternoon peak between 4:45pm and 5:45pm.
The two-way flows on Worth Place (south of Honeysuckle Drive) are significantly lower with:
Figure 3-6 AM Traffic Surveys at the Intersection of Honeysuckle Drive and Worth Place
Figure 3-8 GHD Assessment of Existing Intersection LoS in 2015 associated with the development of the Light Rail ( Subject Site)
Figure 3-10 GHD Assessment associated with the development of the Light Rail Intersection LoS with and without proposal in 2028
4.2 Access
The site is well located to benefit from connectivity to the city centre with quality pedestrian networks, cycling
routes and light rail all immediately accessible. Light rail stations are at Civic and Honeysuckle, both less than
100m from the site.
Access to bus services and heavy rail are less than a kilometre to the west of the site at the Newcastle
Interchange while ferry connections are available less than a kilometre to the east at Queens Wharf, near Market
Street light rail station.
The site is located with its primary road frontage being Honeysuckle Drive however its primary pedestrian
connectivity is expected from the west, south and east reflecting residential development as well as employment
and lifestyle locations (Figure 4-1). It also reflects connection to the light rail service with the site mid-way between
Honeysuckle and Civic Stations.
The site is also conveniently located to the existing city campus including NeW Space on Hunter Street.
The site currently includes Wright Lane which is proposed to be closed west of Settlement Lane. As traffic currently
using this road is associated with the commuter car parks this traffic shall no longer need to access this area.
Closing Wright Lane west of Settlement Lane will however require changes to the layout or operation of Settlement
Lane to ensure that southbound traffic along Settlement Lane can undertake a u-turn to travel back to Honeysuckle
Drive. Similarly Settlement Lane could be made one way northbound providing for traffic to travel east to west
along the eastern leg of Wright Lane as is currently the case and then exit onto Honeysuckle Drive north along
Settlement Lane.
4.4 Parking
4.4.1 Proposed Supply
The subject site is to be developed as part of the revitalisation of Newcastle and forms part of the University of
Newcastle’s City Campus. The development draws on the Newcastle Urban Renewal Strategy to provide a
framework for the long-term redevelopment of the city. Located as it is, central to the CBD, the proposed
development allows for trip containment within the city centre by providing services and facilities, including meeting
spaces and student accommodation.
The development is consistent with the Council’s mode share targets and long-term parking strategy as detailed
in the HCCD Transport Access Strategy (Seca Solution 2018) and shall be designed to achieve a Green Star
Rating for the development. It will provide a small amount of specialised parking including accessible spaces,
bicycle facilities, loading areas and drop off zones. It will not provide general parking.
Therefore, the pedestrian interface between the campus access points and the broader pedestrian network shall
be designed to meet these guidelines.
The distribution of pedestrian traffic across various routes will see the impact of pedestrian volumes reduced.
Pedestrians with a desire line to the two key light rail stations shall use the existing path network along Hunter
Street as well as upgrades along Worth Place and the public domain associated with Civic Station.
Pedestrians with an origin/destination to the east will be able to use the existing Honeysuckle foreshore which is
paved with lighting and includes shared facilities for cyclists. Similarly, footpaths are provided along Hunter Street
and King Street, both with an east-west orientation. These roads have footpaths designed as part of the city centre
which historically carried very high pedestrian demands.
To the west there are footpaths along both sides of Honeysuckle Drive to Hannell Street/Stewart Avenue. There
are shared path facilities along the harbour foreshore to the west towards Wickham with new developments through
this area integrating pedestrian and cycling facilities.
Bicycle storage and end of trip facilities is proposed to be included within each academic building. Such facilities
at ground level shall allow ease of use and convenient connection to shared pathways.
Adequate bike storage shall be provided to accommodate the demands based on the mode share for cycling along
with the numbers of students and staff projected to be on site at any one time. As HCCD shall be developed over
time the demand for cycling can be monitored to ensure that suitable facilities continue to be provided over time.
Cycling facilities for E-Bikes shall also be considered with recent announcements for an extended bike sharing
scheme through Bykko announced for Newcastle (Figure 4-3). This project, in conjunction with Transport for NSW,
sees a series of charging hubs located throughout the city to enable easy access to bikes able to be rented and
returned to any hub within the network.
The use of public transport (either bus or train) with interchange to light rail where appropriate in the future will
enable effective travel to the City Centre for those students and staff not living within the ATZ. Ongoing
improvements to bus services by Newcastle Transport further supports these as viable travel options for the vast
majority along with park and ride opportunities at Callaghan Campus for the Campus Shuttle and Broadmeadow
(McDonald Jones Stadium) for the NCC Park and Ride service.
5.10 Evaluation
The demands associated with additional traffic will be minimal. Pedestrians and cyclists can be accommodated
within existing and planned facilities in the CBD and the ongoing development of the light rail network will provide
for the future public transport demands of the site.
As identified the CBD is supported by an historic network of good quality pedestrian pathways, generally provided
along both sides of the roads with additional pedestrian paths through parks and open space. As the Newcastle
CBD is revitalised the ongoing development of quality pedestrian routes with adequate pathways, activity nodes,
weather protection, lighting and security will occur. The promotion of such routes to students and staff can be
undertaken through the publication of route maps showing links between HCCD and transport hubs,
accommodation zones, entertainment precincts, beaches etc.
The mode split being adopted for HCCD is a result of the application of the various key strategies including
Connecting Newcastle, Local Planning Strategy, the Newcastle Transport Strategy and the Newcastle Urban
Release Strategy and promotes the key transport elements of walking, cycling and public transport. To ensure
these are adopted by staff and students a Travel Demand Management Strategy will be developed that actively
encourages behaviour change and a shift away from travel by private vehicle. The implementation and monitoring
of this strategy shall be overseen by the University through its facility management services.
This strategy would include:
Public Transport
1. Ensure students and staff who are open to travelling by public transport have sufficient information and
support for this to be a positive experience. Deal with any problems that arise to assist them trying
public transport travel again
2. Add up to date travel information and trip planning to individual workstations and intranet
3. Investigate new technology being implemented by Transport for NSW and incorporate into staff and
student information
4. Provide information about public transport to new staff and students as part of the induction/orientation
program
5. Promote the free fare zone or similar opportunities for economical travel through the city
6. Investigate the feasibility for staff to purchase tickets and passes through payroll deductions
7. Promote the Campus Shuttle to provide for inter-campus travel for staff and student. Ensure parking at
Callaghan is available to support this service as a Park and Ride.
8. Ensure ticketing for public transport is readily available and staff and students are aware of how to
access ticketing
Telecommuting
1. Investigate the feasibility for staff to telecommute (work from home) one day per week
2. Investigate opportunities for staff to telecommute between sites for meetings etc
3. Investigate opportunities for students to tele-learn including podcasts, online conferencing for tutorials,
VoIP facilities etc
4. Investigate opportunities to tele-conference tutorials and lectures to reduce need for inter-campus travel
Parking Policy
1. Implement parking policy which supports the HCCD Strategic Transport Plan
Extensive consideration was given to the inclusion of quality end of trip facilities for staff and students within NeW
Space as well as casual bike storage to compliment this where appropriate. From this the future planning for
suitable storage and end of trip facilities shall be included in the various stages of the HCCD. These facilities may
need to take into consideration the need for bike charging to suit riders using electric bikes.
These will be monitored to ensure appropriate take up of the space by cyclists and to ensure that there is adequate
facilities to suit the peak demands across the city campus.
This should also include consultation with E-Bike providers who run shared bike programs across the city centre
to consider inclusion within the campus. Such programs are currently being supported by Transport for NSW and
the City of Newcastle Council.
It has been recommended that the City of Newcastle investigate and support commercial car share programs.
These programs are well supported by Gen Y and the implementation of such a program could support student
choosing to live in the CBD “car free”. With the development of HCCD the city may approach the critical mass
necessary to make such programs viable.
The use of Uber within the city has been a popular addition allowing for ride sharing. The planned specialised
parking for the campus shall allow for pick up and drop off zones suitable for use by taxis and uber services.
7.1 Summary
In conclusion the subject site has been provided for in traffic modelling for the Honeysuckle Precinct with traffic
demands allowed for that are higher than that predicted to be associated with the HCCD Concept Master Plan.
This modelling has not only allowed for a commercial use on one site but also the carparks previously associated
with the now redundant Civic Railway Station. This modelling took into consideration the cumulative impacts of
development through the Honeysuckle Precinct as well as that associated with the Revitalisation of Newcastle.
The application of the HCCD Transport Access Strategy, consistent with earlier analysis for NeW Space and
benchmarked against this new campus, demonstrates that 66% of students and staff will live within the ATZ and
are able to walk or cycle to the city or have access to public transport. This includes the 400 students to be
provided for in the proposed student accommodation being allowed for in the early stages of the development.
An assessment of the site demonstrates that it is well located to benefit from the light rail and broader public
transport network. It is also well connected to the CBD and surrounds enabling people to walk and cycle to the
campus and therefore not be reliant on private car usage.
For those staff and students who will live outside the ATZ the broader bus and heavy rail network along with Park
and Ride facilities and the Campus Shuttle enables access to the city.
The staged development of the HCCD will also see travel patterns evolve over time with new students and staff
choosing to locate within close proximity to the campus, further supporting the Transport Access Strategy.
For those who choose to drive to the city, prior studies demonstrate that there shall be adequate public parking to
provide for the future demands of a Revitalised Newcastle. These people can make use of the existing public
parking supply as well as commercial car parks eg Civic West.
As the various stages are developed the Parking and Transport Assessment shall be refined to assess the detailed
uses proposed for the site. Such is not yet known past the initial Stage 1 development which shall provide for an
Innovation Hub and the Faculty of Creative Arts as well as the student accommodation.
7.2 Recommendations
To accommodate the active travel requirements for the site the provision of quality bike storage and end of trip
facilities should be provided on site along with the promotion of active and public transport options relevant to the
end users.
Active travel options can be promoted by encouraging campus users to access Active Travel information from the
UoN web site.
Closing Wright Lane west of Settlement Lane shall require changes to the operation or layout of Settlement Lane
to accommodate either u-turns for southbound traffic or a one way operation northbound only.
The overall conclusion from the investigations is that traffic and parking arrangements for the concept master plan
are consistent with State and Local Government strategies and support the ongoing Revitalisation of Newcastle.
The proposed access and parking is satisfactory and there is no traffic or parking impediment to the Concept
Master Plan.