Appendix 7. Pedestrian Modelling Assessment – Atkins · Pedestrian Modelling Assessment Atkins Adelaide Riverbank Precinct Pedestrian Modelling 2 2. Pedestrian Planning Actions

Appendix 7. Pedestrian Modelling Assessment

– Atkins

Adelaide Riverbank Precinct Pedestrian Modelling Assessment SD-PED-0100 Department of Planning, Transport & Infrastructure

27th November 2015

Adelaide Riverbank Precinct Pedestrian Modelling Assessment

Atkins Adelaide Riverbank Precinct Pedestrian Modelling i

Notice

This document and its contents have been prepared and are intended solely DPTI’s information and use in relation to the Adelaide Riverbank Precinct Public Realm Concept Design.

Atkins assumes no responsibility to any other party in respect of or arising out of or in connection with this document and/or its contents.

This document has 31 pages including the cover.

Document history

Job number: DocJobNumber Document ref: DocReference

Revision Purpose description Originated Checked Reviewed Authorised Date

Rev 1.0 Draft for review CF CMacD AH CMacD 20/11/15

Rev 2.0 Final CF CMacD AH CMacD 27/11/15


Atkins Adelaide Riverbank Precinct Pedestrian Modelling ii

Table of contents

Chapter Pages

Executive summary iv

1. Introduction 1 1.1. Overview 1 1.2. This Report 1

2. Pedestrian Planning Actions 2 2.1. Establish Demand Scenario 2 2.2. Assumptions Update 2 2.3. Static Sizing Assessment 3 2.4. Re-calibration of Dynamic Model 5

3. Outcomes 10 3.1. Dynamic Simulation 10 3.2. Level of Service Analysis 11 3.3. Stress Testing 13

4. Confirmations and Recommendations 15 4.1. Critical Circulation Widths 15 4.2. Car Park Lift Provision 15 4.3. Dynamic Level of Service 15 4.4. Next Steps 15

Tables

Table 1 Level of Service Definition

Figures

Figure 1 Original Model Extent – as per 2013 Plan

Figure 2 Observed Hourly Demands at Key Links

Figure 3 Modelled Access Dimensions – RL 36.10

Figure 4 Modelled Access Dimensions – RL 30.0

Figure 5 Overview Simulation Screenshot at 30 minutes into the peak hour

Figure 6 Mean Walkway Density LOS – Overview

Figure 7 Mean Walkway Density LOS – Station Entry

Figure 8 Mean Walkway Density LOS – Station Entry – Double Demand Stress Test

Figure 9 Figure 9 - Mean Walkway Density LOS – Station Entry – Station Diversion Stress Test

Appendices

Appendix A Pedestrian Counts – Showdown, 3 May 2015


Atkins Adelaide Riverbank Precinct Pedestrian Modelling iii


Atkins Adelaide Riverbank Precinct Pedestrian Modelling iv

Executive summary

The Adelaide Riverbank Festival Plaza Precinct is set to become a prominent destination with the public realm highly integrated with a range of new and existing developments. This rejuvenation will ensure high volumes of pedestrian traffic in addition to movements already enhanced by the redeveloped Adelaide Oval and footbridge.

The Public Realm Concept Design has been subjected to a static analysis in order to prepare a layout to be tested by means of pedestrian simulation modelling and subsequent analysis. A post Adelaide Oval event was selected as a critical sizing scenario and observed pedestrian counts within the Precinct coinciding with Showdown 38 on May 3rd 2015 were used to calibrate the pedestrian model.

The model analysis shows that even with a large event taking place in the Plaza’s inner square there is sufficient circulation width available at key movement corridors to accommodate forecast pedestrian traffic at acceptable levels of comfort. In terms of fine-tuning at the next stage of design, a westward shift of the wheelchair ramp and adjacent stair will improve flow conditions as would consideration of stairs to supplement lift provision to the car park.

In addition, some sensitivity analyses were undertaken that focused on the critical junction of pedestrian

movement between the southern footbridge landing and the new station entry bearing in mind that existing

patterns in this area may not necessarily be reflected in the future. Firstly, total pedestrian demand was

increased by a factor of 2 to stress test the various circulation element capacities, and even under this

extreme loading case the layout accommodates the demand satisfactorily, although issues related to the

ramp are exacerbated, and the station entry comes under some pressure.

Secondly, a scenario whereby all non-rail pedestrian movement was diverted to the Playhouse stairs rather

than the station concourse revealed that the Playhouse stairs can reasonably withstand a demand of over

10,000 pedestrians during this simulated scenario.


Atkins Adelaide Riverbank Precinct Pedestrian Modelling 1

1. Introduction

1.1. Overview

The proposed public realm plan improves significantly on existing connectivity within and to/from the Adelaide Riverbank Precinct Festival Plaza by reinstating significant movement axes and reconnecting landmarks with the means to access them from surrounding areas. These improvements will have the effect of inducing movements that are not facilitated currently and, with the injection of pedestrian traffic generated by the new bridge linking to Adelaide Oval, careful consideration of pedestrian movement, routes and capacity is required to ensure that the public realm serves its purpose as not just a conduit for movement but also as an alluring space that engages with this movement.

1.2. This Report

This report sets out the work undertaken to test the capacity of the public realm concept design to withstand a significant pedestrian demand scenario whilst providing an appropriate level of service for pedestrians that enhances the experience of navigating through Festival Plaza.

Section 2 describes the actions undertaken in terms of both static and dynamic analysis and Section 3 explains the outcomes of the analyses. Finally, Section 4 summarises the validation of proposed circulatory space within the plan and makes recommendations for consideration at the next design stage.



2. Pedestrian Planning Actions

2.1. Establish Demand Scenario

The first action was to establish the most appropriate demand scenario for the testing of the capacity of the circulation spaces within the public realm plan. In this regard a post Adelaide Oval event will generate the largest pedestrian traffic within a short space of time. With the likelihood that the Riverbank Precinct may also be staging a concurrent event, an additional overlay of a fenced event taking place in the ‘inner square’ of the plaza is also assumed. The impact of such an event is not so much one of generating additional pedestrian traffic but rather a reduction in available circulation space in the square.

This combination of events provided the base scenario with the added assumption that fair weather will facilitate good patronage of the F&B outlets within the Precinct post event.

2.2. Assumptions Update

The basis for dynamic modelling is an extensive Legion simulation model originally developed to inform the detailed design of the footbridge. The extent of this model (shown on a 2013 plan), in Figure 1, encapsulates the significant elements of the Riverbank Precinct, which makes it appropriate for re-use as a forecasting tool for the public realm concept design. This model focused primarily on a post Adelaide Oval event and the impacts on the River Torrens crossing points, the Railway Station entrance and movement through the Precinct to areas south of North Terrace and onward transport nodes.

Figure 1: Original Model Extent (2013 Plan)

To bring the model up to date, not only does the new public realm layout plan need to be incorporated but also a range of demand assumptions are required to be updated now that the footbridge is operational and we have the benefit of observed pedestrian counts and actual public transport usage data to fine-tune the model parameters and demand assumptions. An extensive pedestrian count survey undertaken at 17 different locations over 7 hours on May 3rd of this year on the occasion of Showdown 38 provides the basis for an update of the model demand assumptions.



The original model presented a ‘Day One’ forecast – a 2014 scenario – before any redevelopment of the Riverbank Precinct itself as a rejuvenated destination. For this reason an update of the movement patterns and also the utilisation of the Precinct is required to reflect a realistic design scenario.

In this regard, the first actions were to interrogate the original model assumptions and outputs with respect to:

Total river crossing demand vs observed counts;

Adelaide Railway station entry demand vs observed counts;

Demand for Playhouse steps vs observed counts;

Rail demand vs observed counts;

‘Capture’ by the Riverbank Precinct of Adelaide Oval patrons post event; and

Onward transport nodes including Footy Express stop locations.

The results of this comparison for the observed peak hour post event were:

Footbridge crossing vs observed counts: 17418 vs 17654 (+1%) – ie a very good match;

King William Road demand vs observed counts: 15790 vs 8374 (-47%) – this reflects a much lower use of the King William Road crossing and, fundamentally, a lower southbound movement from Adelaide Oval than originally forecasted. This is presumably due to a greater number of homebound travel options – private car and Footy Express – available north of the river;

Adelaide Railway station entry demand vs observed counts: 12008 vs 14765 (+23%) – rail has proven to be even more popular than originally forecasted, as well as the route to North Terrace facilitated by the station concourse;

Rail demand vs observed counts: 6370 vs 7737 (+21%) (see above)

Tram demand vs observed counts: 1273 vs 2097 (+65%)

The key movements observed on the river crossing points and at the station entry provide essential constraints as input to the model re-calibration exercise described below in Section 2.4.

2.3. Static Sizing Assessment

2.3.1. Circulation Width

Prior to running of the dynamic model for the established demand scenario, a high level review of study area circulation widths was undertaken that considered the sizing of elements not on the basis of demand but rather on a holistic basis of consistency of circulation capacity for specific routes through the system. The outcomes of this analysis informed an update of the public realm plan in the following regard:

At RL31.00, the path along the north edge of Theatre and Playhouse is generally around 5m wide, except at the sloped lawn between the shells where it narrowed to 3.5m. The plan was updated to reflect a 5m width to maintain consistency of width along the path’s length.

For the RL36.10, the stepped ramp width (4.739m) linking RL35.0 to RL36.10 was increased to be equivalent to the width of the playhouse stairs as these elements will largely accommodate the same traffic flow. The width was updated to 6.824m in response to comment.

The updated plan reflected in Figures 2 and 3 formed the basis for the model ‘supply’ in the re-calibrated model described below.

2.3.2. Car Park Lift Provision

The adequacy of access to the car park and lift performance is the responsibility of the Walker development and does not form part of this submission, however a high level review of the adequacy of lift provisions has been undertaken using the following assumptions:

1438 available car parking spaces post Adelaide Oval event (total 1538 less 100 Government spaces), with average 2.3 patrons per car (ie 3307 person demand)

6 lifts serving the car park on 5 basement levels



Demand split evenly between lifts – ie 3307 persons/6 = 551 persons/lift. This assumes that the three lift pairs serve the car park spaces in approximately equal numbers and that Adelaide Oval egress punters will utilise each in equal numbers

Lift capacity is 24 persons

Lift speed, operating times and boarding/alighting times at each level result is a round trip cycle time of 120 secs – assumed the same for all lifts

The total time required to serve carpark users is 551/24 = 23 cycles = 46 minutes. This is a reasonable duration for carpark access post event as the Riverbank arrival profile is about this long. This level of analysis does not however address dynamic lift queue lengths and waiting times.

Supplementing the lifts with stairs will provide additional post event capacity allowing punters to walk down to the basement carpark levels and circumvent any lift queues if necessary.



2.4. Re-calibration of Dynamic Model

2.4.1. Demand matrix adjustment

In order for the re-calibrated model to more accurately reflect the observed demands at key circulation elements, the demand matrix was ‘furnessed’ with particular demands constrained at the river crossings and the station entry so to create a new demand matrix that closely reflected the observed demand for the Riverbank Precinct during the occasion of a post Adelaide Oval event (with 49,735 in attendance).

Figure 2: Observed Hourly Demands at Key Links

Furthermore, the profiles of pedestrian movement at each of the river crossings, determined from the 15 minute interval record from the survey, were also replicated in the simulation model to ensure realistic flow rates at these key locations.

2.4.2. Origins and destinations

In addition to link demand adjustment, some changes to entity destinations were required to reflect the new destinations within the masterplan including new retail adjacent to Parliament House, various F&B outlets and updated Footy Express bus stop locations.

2.4.3. Demand scenario

The re-calibrated model demand scenario reflects:

a post Adelaide Oval after event (50,000 spectators) with an Festival Plaza event (in space terms) overlaid

Split of southbound cross river traffic, footbridge: King William Road = 17654:8374 (approximately 2/3 and 1/3)

12% of cross river stadium egress traffic make use of Precinct facilities split as below:



The remaining 88% that transit through the Precinct are split as below:

2.4.4. Supply Scenario – Public Realm Dimensions

The masterplan CAD drawings (ref: SD-A1040[10], issued on 02/12/15, and SD-A1020[08], issued on 01/12/15), informed by the static sizing assessment described above and subsequent re-planning of the station entry and internal columns to entrance pedestrian flow, form the basis for the supply elements of the re-calibrated model. RL 36.1 and RL 30 are shown below in Figures 3 and 4 respectively. Overlaid on the RL 36.1 plan is a temporary event space covering the inner square (see Figure 5).

Riverbank Precinct: 3174 (12%)

F&B: 1593 (50%)

Retail: 501 (16%)

Casino: 716 (23%)

Festival Theatre / Dunstan Playhouse: 49 (2%)

Plaza Event: 75 (2%)

Convention Centre / West Riverbank: 240 (7%)

Transit through Precinct:

22855 (88%)

Public Transport:

15722 (69%)

Rail:

7737 (49%)

Tram:

2097 (13%)

Bus:

5888 (38%)

Private Cars:

6455 people (28%)

Other (Walk mainly):

677 people (3%)




Private and confidential Atkins Adelaide Riverbank Precinct Pedestrian Modelling 8

Figure 3: Modelled Access Dimensions – RL 36.10



Figure 4: Modelled Access Dimensions – RL 30.0



3. Outcomes

3.1. Dynamic Simulation

The simulation model was developed using the latest version of Legion Spaceworks software. Legion micro-simulation software is one of the mostly widely adopted pedestrian simulation tools. Using empirically based research and observations, the software is able to simulate the movement behaviour of pedestrians on a footstep-by footstep basis, which allows for the detailed analysis of how pedestrians interact with both their spatial environment and each other in a highly visual and quantifiable manner.

The simulation model runs for the duration of the observed peak hour within the Precinct.

Figure 5 below shows a screenshot 30 minutes into the simulation with entities making use of both river crossings, F&B outlets filling up, a fenced event taking place in the Plaza and entities making their way to North Terrace destinations and beyond. Note that it is assumed for this temporary event scenario that the ticketing kiosk and umbrellas area at the southern edge of the Festival Theatre is assumed to be trafficable to enable circulation around the fenced event space.

Figure 5: Overview Simulation Screenshot at 30 minutes into the peak hour



3.2. Level of Service Analysis

The most common way to interpret simulation output data is using Fruin level of service plots, which display graphically a metric of density experienced. These analyses are based on spatial density measured in persons per square metre and according to a particular LoS definition for walkways shown below in Table 1.

For infrastructure designs subjected to peak loadings, a design LOS of D (yellow) is typically applied as it represents a sensible balance between space provision and experienced comfort during busy events.

Table 1: Level of Service Definition

Fruin's Level of Service

Average area module

Walkway

[ped/m²]

A < 0.308

B 0.308 - 0.431

C 0.431 - 0.718

D 0.718 - 1.076

E 1.076 - 2.153

F > 2.153

This ‘heat map’ form of analysis is also useful in identifying where any bottlenecks exist within a system.

Figure 6 below applies the mean walkway density definition LOS to the simulated movement of pedestrians through the Precinct. This overview shows only isolated patches of LOD D experienced along the footbridge-station spine which on the whole represents a Plan that is doing a good job of processing pedestrian movement efficiently.

Figure 7 zooms in on the station entry area where the existing wheelchair ramp and adjacent stair intrude slightly into the line of movement between the footbridge and the station entry causing some disturbance to the movements and patches of higher mean density. This ramp/stair is out of scope for this project but its impact at this location should be borne in mind.



Figure 6: Mean Walkway Density LOS – Overview

Figure 7 - Mean Walkway Density LOS – Station Entry



3.3. Stress Testing

Although a capacity Adelaide Oval event is being tested, which results in full utilisation of the footbridge and King William Street crossings of the River Torrens, it is prudent to test for different travel patterns beyond the river crossing that might be influenced by different event scenarios.

Firstly, total pedestrian demand was increased by a factor of 2 to stress test the various circulation element

capacities with the LOS result shown in Figure 8 below (Double Demand Stress Test). What we see is an

exacerbation of the disturbances identified in the peak hour analyses with LOS E experienced in patches.

These are not an indication of system failure, but do suggest some ‘smoothing out’ during detailed design

would be beneficial.

Figure 8 - Mean Walkway Density LOS – Station Entry – Double Demand Stress Test

The second stress test is an assumption that only rail-based demand enters the Railway Station from the footbridge landing – ie that all other footbridge traffic makes use of the Playhouse stairs to access their onward destination. This Station Diversion scenario (Figure 9) is rather artificial and places the Playhouse stairs under much greater pressure, with over 10,000 movements. But even under this loading, the stairs hold up well, remembering that they would perform at a ‘cooler’ colour/better LOS under a stair LOS assessment, which would apply at this location, and which is less onerous than a walkway assessment because pedestrians are more prepared to “bunch up” when negotiating stairs.



Figure 9 - Mean Walkway Density LOS – Station Entry – Station Diversion Stress Test



4. Confirmations and Recommendations

4.1. Critical Circulation Widths

The maximum modelled flows from the peak hour scenario model at each of the critical links along with their calculated LOS are shown in Table 2. As these reflect a maximum flow calculation of LOS rather than a simulated average the LOS band may be higher than that showing up on the density maps but nonetheless the circulation widths meet standard static design requirements in each case.

Table 2: Critical Circulation Widths and LOS

Pedestrian Link Provided

Minimum Width (metres)

Modelled Peak Hour Maximum Flow

(people per minute)

Calculated Static Level of Service

Footbridge 8.130 525 D

Station Entry 10.246 505 D

Playhouse stairs 6.131 150 B

Ramp/stair width linking RL35.0 to RL36.10

6.824 140 A

Promenade Path along the north edge of Theatre and Playhouse

5.000 120 B

4.2. Car Park Lift Provision

A high level review of the adequacy of lift provisions to the car park has been undertaken, which shows that the proposed provision may take as long as 45 minutes to serve an assumed maximum usage of available car park spaces after an Adelaide Oval event. The adequacy of this provision will depend on the access profile for the car park but in any case would benefit from a provision of supplementary stairs to facilitate car park access at such a time.

4.3. Dynamic Level of Service

The dynamic level of service assessment for the peak hour model reveals that under the post Adelaide Oval scenario modelled all circulation areas display a good level of service, with only patches of LOS D showing up at the station entry location. Even under stress testing the layout performs adequately.

4.4. Next Steps

The LOS analyses point to a couple of areas for refinement at detailed design stage:

Although out of scope for this project, a westward shift of the wheelchair ramp and stair to the western promenade will benefit pedestrian flow at the bridge landing;

Consideration by Walker of stairs to supplement the car park lifts;

Continued application of simulation modelling during detailed design of the station entry area to ensure this critical area of the plan is optimised; and

Application of the simulation model during each of the construction stages to ensure adequate pedestrian movement is allowed for.



Appendices



Appendix A Pedestrian Counts – Showdown, 3 May, 2015

Riverbank Footbridge

Pedestrians

Cyclists

Riding

Cyclists

Walking

Total

Cyclists Pedestrians

Cyclists

Riding

Cyclists

Walking

Total


Cyclists

Riding

Cyclists

Walking

Total

Cyclists

13:15 215 0 51 0 266 0 0 0

13:30 420 4 4 64 2 2 484 6 0 6

13:45 609 2 2 50 5 5 659 7 0 7

14:00 787 3 3 61 1 1 848 4 0 4

14:15 1240 4 4 50 0 1290 4 0 4

14:30 1563 0 105 0 1668 0 0 0

14:45 1630 1 1 57 0 1687 1 0 1

15:00 2231 0 78 0 2309 0 0 0

15:15 2796 0 55 0 2851 0 0 0

15:30 3529 0 43 0 3572 0 0 0

15:45 3556 0 42 1 1 3598 1 0 1

16:00 2285 0 22 0 2307 0 0 0

16:15 827 2 2 60 0 887 2 0 2

16:30 280 3 3 60 4 4 340 7 0 7

16:45 52 0 34 2 2 86 2 0 2

17:00 37 3 3 68 0 105 3 0 3

17:15 64 1 1 44 0 108 1 0 1

17:30 52 1 1 130 0 182 1 0 1

17:45 49 0 99 0 148 0 0 0

18:00 41 0 78 0 119 0 0 0

18:15 33 1 1 71 0 104 1 0 1

18:30 31 3 3 242 0 273 3 0 3

18:45 13 0 598 4 4 611 4 0 4

19:00 12 0 5250 0 5262 0 0 0

19:15 0 0 6100 0 6100 0 0 0

19:30 9 0 5370 0 5379 0 0 0

19:45 8 0 934 0 942 0 0 0

20:00 10 0 622 0 632 0 0 0

20:15 15 0 311 1 1 326 1 0 1

20:30 5 0 178 1 1 183 1 0 1

TOTAL22399 28 0 28 20927 21 0 21 43326 49 0 49

Best estimate

15 Min

Ending

NORTH BOUND SOUTH BOUND TWO WAY MOVEMENTS



King William Street Bridge

Pedestrians

Cyclists

Riding

Cyclists

Walking

Total


Cyclists

Riding

Cyclists

Walking

Total


Cyclists

Riding

Cyclists

Walking

Total

Cyclists

13:15 62 0 19 1 1 81 1 0 1

13:30 102 0 13 3 3 115 3 0 3

13:45 163 4 4 29 1 1 192 5 0 5

14:00 180 5 5 19 1 1 199 6 0 6

14:15 568 2 2 23 1 1 591 3 0 3

14:30 843 3 3 22 1 1 865 4 0 4

14:45 1195 1 1 14 1 1 1209 2 0 2

15:00 1243 10 10 31 2 2 1274 12 0 12

15:15 1758 1 1 24 1 1 1782 2 0 2

15:30 1640 6 6 25 1 1 1665 7 0 7

15:45 1319 14 14 21 0 1340 14 0 14

16:00 1009 11 11 20 1 1 1029 12 0 12

16:15 206 9 9 21 0 227 9 0 9

16:30 81 13 13 17 1 1 98 14 0 14

16:45 55 7 7 21 0 76 7 0 7

17:00 28 1 1 14 0 42 1 0 1

17:15 50 5 5 28 0 78 5 0 5

17:30 15 2 2 18 0 33 2 0 2

17:45 13 0 14 0 27 0 0 0

18:00 3 0 39 2 2 42 2 0 2

18:15 14 0 148 3 3 162 3 0 3

18:30 12 0 707 0 719 0 0 0

18:45 6 0 1890 0 1896 0 0 0

19:00 24 0 3572 2 2 3596 2 0 2

19:15 56 0 2205 9 9 2261 9 0 9

19:30 62 0 215 0 277 0 0 0

19:45 12 2 2 161 2 2 173 4 0 4

20:00 11 2 2 93 2 2 104 4 0 4

20:15 9 0 60 1 1 69 1 0 1

20:30 3 0 7 0 10 0 0 0

TOTAL10742 98 0 98 9490 36 0 36 20232 134 0 134

15 Min

Ending




Railway Station

Pedestrians

Cyclists

Riding

Cyclists

Walking

Total


Cyclists

Riding

Cyclists

Walking

Total


Cyclists

Riding

Cyclists

Walking

Total

Cyclists

13:15 106 0 10 0 116 0 0 0

13:30 285 1 1 35 0 320 1 0 1

13:45 365 0 8 3 3 373 3 0 3

14:00 440 1 1 10 0 450 1 0 1

14:15 760 2 2 11 0 771 2 0 2

14:30 790 0 55 0 845 0 0 0

14:45 732 1 1 30 0 762 1 0 1

15:00 1185 1 1 25 0 1210 1 0 1

15:15 1710 1 1 45 0 1755 1 0 1

15:30 1985 0 21 0 2006 0 0 0

15:45 2106 0 20 1 1 2126 1 0 1

16:00 1384 2 2 18 0 1402 2 0 2

16:15 480 3 3 40 0 520 3 0 3

16:30 215 0 45 0 260 0 0 0

16:45 10 2 2 20 2 2 30 4 0 4

17:00 20 0 35 0 55 0 0 0

17:15 40 1 1 42 0 82 1 0 1

17:30 35 0 110 0 145 0 0 0

17:45 39 0 94 0 133 0 0 0

18:00 42 1 1 70 0 112 1 0 1

18:15 21 0 65 0 86 0 0 0

18:30 15 0 210 1 1 225 1 0 1

18:45 6 0 485 0 491 0 0 0

19:00 10 0 4520 0 4530 0 0 0

19:15 30 0 4950 0 4980 0 0 0

19:30 20 0 4530 0 4550 0 0 0

19:45 10 0 765 0 775 0 0 0

20:00 15 0 543 0 558 0 0 0

20:15 8 0 296 1 1 304 1 0 1

20:30 6 0 144 0 150 0 0 0

TOTAL12870 16 0 16 17252 8 0 8 30122 24 0 24

Estimated

15 Min

Ending




Railway Demand

time 03/08/2014 10/08/2014 17/08/2014 24/08/2014 26/04/2015 3/05/2015 "Showdown"

09:00 22 27 21 23 18 29

09:15 16 21 25 31 21 24

09:30 35 42 40 38 35 20

09:45 22 39 32 39 31 19

10:00 34 39 48 35 36 35

10:15 33 44 36 21 43 39

10:30 28 53 32 41 42 36

10:45 51 28 31 46 28 32

11:00 39 55 37 35 40 51

11:15 34 42 64 22 38 29

11:30 33 30 51 61 31 34

11:45 50 39 56 56 35 48

12:00 37 54 57 42 46 39

12:15 33 45 63 53 41 47

12:30 53 49 67 65 46 39

12:45 46 46 67 47 70 45

13:00 58 54 141 90 74 56

13:15 67 50 105 45 69 58

13:30 47 58 125 60 66 90

13:45 50 51 128 65 53 84

14:00 86 81 152 77 101 63

14:15 68 90 141 105 92 95

14:30 71 87 150 76 91 118

14:45 102 58 155 92 87 144

15:00 104 106 222 123 83 139

15:15 125 96 205 114 120 148

15:30 124 150 284 141 81 144

15:45 103 92 215 128 85 157

16:00 140 119 263 135 105 124

16:15 108 100 210 168 121 121

16:30 136 86 190 122 112 135

16:45 93 117 152 135 116 117

17:00 145 137 190 142 140 103

17:15 97 122 123 114 149 149

17:30 127 88 97 98 100 140

17:45 47 57 71 63 57 131

18:00 72 82 50 64 64 92

18:15 36 46 64 51 43 87

18:30 56 37 35 37 42 115

18:45 38 44 56 58 43 230

19:00 35 28 28 30 24 1870

19:15 17 16 16 12 23 3161

19:30 43 36 52 31 47 2151

19:45 34 60 29 45 58 555

20:00 27 19 25 13 21 390

20:15 11 7 17 19 13 185

20:30

2267 2174 3691 2453 2280 11152



Tram Demand

TO GLENELG DIRECTION TO A.E.C. DIRECTION

13:15 15 5

13:30 10 12

13:45 21 1

14:00 14 3

14:15 13 11

14:30 9 38

14:45 33 37

15:00 30 19

15:15 36 22

15:30 24 13

15:45 41 5

16:00 14 8

16:15 24 17

16:30 15 7

16:45 18 4

17:00 27 15

17:15 17 13

17:30 17 2

17:45 22 12

18:00 18 9

18:15 20 7

18:30 29 14

18:45 45 10

19:00 200 224

19:15 418 479

19:30 331 171

19:45 229 45

20:00 39 21

20:15 109 47

20:30 39 22

TOTAL 1877 1293

TOTAL BOARDING15 Min

Ending



Playhouse Steps

Pedestrians

Cyclists

Riding

Cyclists

Walking

Total


Cyclists

Riding

Cyclists

Walking

Total


Cyclists

Riding

Cyclists

Walking

Total

Cyclists

13:15 61 0 18 0 79 0 0 0

13:30 75 0 11 0 86 0 0 0

13:45 123 0 23 0 146 0 0 0

14:00 229 0 18 0 247 0 0 0

14:15 284 0 60 0 344 0 0 0

14:30 505 0 19 0 524 0 0 0

14:45 605 0 20 0 625 0 0 0

15:00 653 0 11 0 664 0 0 0

15:15 719 0 8 0 727 0 0 0

15:30 953 0 11 0 964 0 0 0

15:45 1004 0 6 0 1010 0 0 0

16:00 556 0 2 0 558 0 0 0

16:15 230 0 10 0 240 0 0 0

16:30 68 0 14 0 82 0 0 0

16:45 39 0 17 0 56 0 0 0

17:00 8 0 23 0 31 0 0 0

17:15 16 0 4 0 20 0 0 0

17:30 4 0 9 0 13 0 0 0

17:45 9 0 9 0 18 0 0 0

18:00 3 0 1 0 4 0 0 0

18:15 5 0 7 0 12 0 0 0

18:30 9 2 2 13 0 22 0 2 2

18:45 8 0 75 0 83 0 0 0

19:00 8 0 370 0 378 0 0 0

19:15 56 0 677 0 733 0 0 0

19:30 23 0 473 0 496 0 0 0

19:45 5 0 84 0 89 0 0 0

20:00 8 0 12 0 20 0 0 0

20:15 4 0 9 0 13 0 0 0

20:30 2 0 7 0 9 0 0 0

TOTAL6272 0 2 2 2021 0 0 0 8293 0 2 2

15 Min

Ending

NORTH WEST BOUND (DOWN) SOUTH EAST BOUND (UP) TWO WAY MOVEMENTS



Festival Drive

Pedestrians

Cyclists

Riding

Cyclists

Walking

Total


Cyclists

Riding

Cyclists

Walking

Total


Cyclists

Riding

Cyclists

Walking

Total

Cyclists

13:15 17 0 4 0 21 0 0 0

13:30 8 1 1 5 2 2 13 3 0 3

13:45 19 0 9 2 2 28 2 0 2

14:00 17 0 2 0 19 0 0 0

14:15 45 1 1 7 1 1 52 2 0 2

14:30 28 0 9 0 37 0 0 0

14:45 28 0 2 0 30 0 0 0

15:00 33 4 4 6 0 39 4 0 4

15:15 23 1 1 5 0 28 1 0 1

15:30 43 0 8 0 51 0 0 0

15:45 11 0 3 0 14 0 0 0

16:00 12 0 3 0 15 0 0 0

16:15 3 0 1 0 4 0 0 0

16:30 1 0 4 4 1 4 0 4

16:45 2 0 1 0 3 0 0 0

17:00 2 0 4 0 6 0 0 0

17:15 0 0 0 0 0 0

17:30 3 0 5 0 8 0 0 0

17:45 1 0 2 0 3 0 0 0

18:00 0 0 0 0 0 0

18:15 1 0 3 0 4 0 0 0

18:30 0 2 0 2 0 0 0

18:45 2 0 6 1 1 8 1 0 1

19:00 6 0 59 0 65 0 0 0

19:15 2 0 131 0 133 0 0 0

19:30 6 0 106 0 112 0 0 0

19:45 1 0 23 0 24 0 0 0

20:00 2 0 10 0 12 0 0 0

20:15 1 0 9 0 10 0 0 0

20:30 0 3 2 2 3 2 0 2

TOTAL317 7 0 7 428 12 0 12 745 19 0 19

Best estimate

15 Min

Ending

WEST BOUND EAST BOUND TWO WAY MOVEMENTS



Riverbank Promenade West (towards Morphett Street and Regatta's Bistro)

Pedestrians

Cyclists

Riding

Cyclists

Walking

Total


Cyclists

Riding

Cyclists

Walking

Total


Cyclists

Riding

Cyclists

Walking

Total

Cyclists

13:15 44 0 35 0 79 0 0 0

13:30 64 0 19 0 83 0 0 0

13:45 40 0 34 0 74 0 0 0

14:00 69 0 42 0 111 0 0 0

14:15 57 1 1 30 0 87 1 0 1

14:30 59 2 2 78 0 137 2 0 2

14:45 76 0 93 0 169 0 0 0

15:00 95 0 35 1 1 130 1 0 1

15:15 137 0 53 0 190 0 0 0

15:30 185 0 40 0 225 0 0 0

15:45 198 0 17 0 215 0 0 0

16:00 106 0 7 0 113 0 0 0

16:15 29 0 0 29 0 0 0

16:30 10 0 1 0 11 0 0 0

16:45 16 0 14 0 30 0 0 0

17:00 7 0 7 2 2 14 0 2 2

17:15 9 0 4 0 13 0 0 0

17:30 9 0 8 0 17 0 0 0

17:45 12 0 9 0 21 0 0 0

18:00 10 0 4 0 14 0 0 0

18:15 1 0 4 0 5 0 0 0

18:30 2 0 6 0 8 0 0 0

18:45 3 0 13 0 16 0 0 0

19:00 4 2 2 142 0 146 2 0 2

19:15 15 0 161 0 176 0 0 0

19:30 12 0 189 0 201 0 0 0

19:45 8 0 40 0 48 0 0 0

20:00 15 0 11 0 26 0 0 0

20:15 23 0 5 0 28 0 0 0

20:30 34 0 11 0 45 0 0 0

TOTAL1349 5 0 5 1112 1 2 3 2461 6 2 8

15 Min

Ending

EAST BOUND (to the Footbridge) WEST BOUND (from the Footbridge) TWO WAY MOVEMENTS

© Atkins Ltd except where stated otherwise. The Atkins logo, ‘Carbon Critical Design’ and the strapline ‘Plan Design Enable’ are trademarks of Atkins Ltd.

Cameron MacDonald

Associate Director ATKINS

13/F Wharf T&T Centre, Harbour City, TST Kowloon, Hong Kong

[email protected]

Documents

Appendix 7. Pedestrian Modelling Assessment – Atkins · Pedestrian Modelling Assessment Atkins Adelaide Riverbank Precinct Pedestrian Modelling 2 2. Pedestrian Planning Actions