ADCO Constructions Pty Ltd - Major Projects

ADCO Constructions Pty Ltd

Marsden Park New Primary School Traffic Assessment

March 2020

GHD | Report for ADCO Constructions Pty Ltd - Marsden Park New Primary School Traffic Assessment, 12524304 | i

Table of contents

1. Introduction .................................................................................................................................... 5

1.1 Background .......................................................................................................................... 5

1.2 Purpose of Traffic Assessment ............................................................................................ 5

1.3 Stakeholder Comments ....................................................................................................... 6

1.4 Stakeholder Consultation ................................................................................................... 11

1.5 Site Location ...................................................................................................................... 12

1.6 Marsden Park Precinct ...................................................................................................... 12

1.7 Previous Studies ................................................................................................................ 13

1.8 Study Assumptions and Limitations ................................................................................... 14

2. Existing and Proposed Condition ................................................................................................. 16

2.1 Land Uses .......................................................................................................................... 16

2.2 Existing Road Network Characteristics.............................................................................. 17

2.3 Proposed Road Upgrades ................................................................................................. 21

2.4 Journey to Work Data ........................................................................................................ 25

2.5 Traffic Data ........................................................................................................................ 27

2.6 Current Intersection Performance ...................................................................................... 28

2.7 Crash Data Review ............................................................................................................ 30

2.8 Public Transport ................................................................................................................. 31

2.9 Active Transport ................................................................................................................. 36

3. The Proposed Development ........................................................................................................ 43

3.1 The Development ............................................................................................................... 43

3.2 Special Support Unit .......................................................................................................... 45

3.3 Catchment Data ................................................................................................................. 45

3.4 Proposed Site Access Arrangements ................................................................................ 45

3.5 Sight Distance Analysis ..................................................................................................... 46

3.6 Car Parking ........................................................................................................................ 48

3.7 Service Vehicles ................................................................................................................ 51

3.8 Bicycle Parking Facilities ................................................................................................... 53

3.9 Crime Preventions ............................................................................................................. 54

3.10 Pick-up and Drop-off .......................................................................................................... 54

3.11 40 km/h School Speed Zones ............................................................................................ 59

4. Traffic Assessment ....................................................................................................................... 60

4.1 Traffic Data ........................................................................................................................ 60

4.2 Background Traffic Volumes .............................................................................................. 63

4.3 Trip Distribution .................................................................................................................. 64

4.4 Traffic Generation .............................................................................................................. 65

4.5 Traffic Impact Assessment ................................................................................................ 66

4.6 Pick-up and Drop-off Analysis ........................................................................................... 69

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4.7 Travel Demand Management ............................................................................................ 70

4.8 Next Steps ......................................................................................................................... 71

5. Summary and Conclusion ............................................................................................................ 72

5.1 Current Intersection Performance ...................................................................................... 72

5.2 Proposed Site Access Arrangements ................................................................................ 72

5.3 Parking ............................................................................................................................... 72

5.4 Proposed Road Upgrades ................................................................................................. 73

5.5 Traffic Volumes .................................................................................................................. 73

5.6 Traffic Impacts ................................................................................................................... 74

5.7 Trave Demand Management ............................................................................................. 74

Table index

Table 1-1 – Stakeholder Comments ........................................................................................................ 6

Table 2-1 – Level of service criteria for intersections ............................................................................. 28

Table 2-2 Current Intersection Performance .......................................................................................... 30

Table 2-3 - Bus Routes and Frequencies .............................................................................................. 32

Table 2-4 - Pedestrian Crossing Options ............................................................................................... 40

Table 4-1 – School Mode Split Data ...................................................................................................... 60

Table 4-2 – Portion of Peak Hour Vehicle Activity ................................................................................. 61

Table 4-3 – Child Vehicle Occupancy .................................................................................................... 62

Table 4-4 – Passer-by and Diverted Trips ............................................................................................. 63

Table 4-5 – Trip Distribution Data .......................................................................................................... 64

Table 4-6 – Traffic Volume Comparison (2036) ..................................................................................... 67

Figure index

Figure 1-1 - Subject Site Location .......................................................................................................... 12

Figure 1-2 - Marsden Park Precinct Plan ............................................................................................... 13

Figure 2-1 - Land Zoning in proximity to the Marsden Park New Primary School ................................. 16

Figure 2-2 – Marsden Park Precinct Development ................................................................................ 17

Figure 2-3 - Marsden Park Precinct Road Hierarchy ............................................................................. 19

Figure 2-4 – Richmond Road, north of Elara Boulevard ........................................................................ 20

Figure 2-5 – Richmond Road, south of Elara Boulevard ....................................................................... 20

Figure 2-6 – Proposed Richmond Road Upgrade between Elara Boulevard and Heritage

Road. ................................................................................................................................. 22

Figure 2-7 – Proposed Bandon Road Corridor Alignment ..................................................................... 23

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Figure 2-8 – Proposed Roundabouts ..................................................................................................... 24

Figure 2-9 - Typical Collector Road Cross Section ................................................................................ 25

Figure 2-10 - Typical Local Street Cross Section ................................................................................... 25

Figure 2-11 – JTW Zones ....................................................................................................................... 26

Figure 2-12 – JTW Data (2016 Census) ................................................................................................ 27

Figure 2-13 – Current Peak Hour Traffic Volumes ................................................................................. 28

Figure 2-14 - Richmond Road/Elara Boulevard Intersection Layout ...................................................... 29

Figure 2-15 - Richmond Road/Elara Boulevard Intersection Phasing ................................................... 29

Figure 2-16 - Crash Locations near the proposed Marsden Park New Primary School ........................ 30

Figure 2-17 - Distance from Marsden Park New Primary School to the nearest bus stop .................... 32

Figure 2-18 – Proposed “Turn Up and Go” Transport Network ............................................................. 33

Figure 2-19 – Potential Public Bus Stop Locations ................................................................................ 34

Figure 2-20 – Example of Signage at a School Bus Zone. .................................................................... 35

Figure 2-21 – Student Travel Pass Eligibility Catchment ....................................................................... 36

Figure 2-22 – Active Transport on Northbourne Drive ........................................................................... 37

Figure 2-23 - Blacktown Bike Plan 2016 ................................................................................................ 38

Figure 3-1 - Marsden Park New Primary School Site Development Plan .............................................. 44

Figure 3-2 - Sight Distance Requirement at Access Driveway .............................................................. 47

Figure 3-3 – Preliminary Sight Distance Analysis .................................................................................. 48

Figure 3-4 – Swept Path Analysis (11 m truck) ...................................................................................... 52

Figure 3-5 – Swept Path Analysis (8.8 m MRV) ..................................................................................... 53

Figure 3-6 – Example of Supplementary Signage ................................................................................. 55

Figure 3-7 – Austroads Turning Template – 14.5 m bus ....................................................................... 58

Figure 3-8 – 14.5 m Bus U-turn Manoeuvre ........................................................................................... 59

Figure 4-1 – Trip Type Illustration .......................................................................................................... 62

Figure 4-2 – 2036 EMME Outputs (one hour peak) ............................................................................... 64

Figure 4-3 – Trip Distribution Data ......................................................................................................... 65

Figure 4-4 Marsden Park New Primary School Trips (on Richmond Road) .......................................... 66

Appendices

Appendix A – Traffic Survey Outputs

Appendix B – Richmond Road and Elara Boulevard Signal Phasing Plan

Appendix C – SIDRA Outputs

Appendix D – School Brochures

Appendix E – School Internet Survey Sheet

GHD | Report for ADCO Constructions Pty Ltd - Marsden Park New Primary School Traffic Assessment, 12524304 | iv

Appendix F – 2036 EMME Outputs

This report: has been prepared by GHD for ADCO Constructions Pty Ltd and may only be used and relied on by ADCO Constructions Pty Ltd for the purpose agreed between GHD and the ADCO Constructions Pty Ltd as set out in this report.

GHD otherwise disclaims responsibility to any person other than ADCO Constructions Pty Ltd arising in connection with this report. GHD also excludes implied warranties and conditions, to the extent legally permissible.

The services undertaken by GHD in connection with preparing this report were limited to those specifically detailed in the report and are subject to the scope limitations set out in the report.

The opinions, conclusions and any recommendations in this report are based on conditions encountered and information reviewed at the date of preparation of the report. GHD has no responsibility or obligation to update this report to account for events or changes occurring subsequent to the date that the report was prepared.

The opinions, conclusions and any recommendations in this report are based on assumptions made by GHD described in this report. GHD disclaims liability arising from any of the assumptions being incorrect.

GHD | Report for ADCO Constructions Pty Ltd - Marsden Park New Primary School Traffic Assessment, 12524304 | 5

1. Introduction

1.1 Background

In September 2019, GHD prepared the Marsden Park New Primary School Transport and

Accessibility Study for School Infrastructure NSW (SINSW). The Transport and Accessibility

Study was required to support of a State Significant Development Application (SSD-9809) for

the Marsden Park New Primary School and respond to the Secretary’s Environmental

Assessment Requirements.

Subsequent to the issue of the Transport and Accessibility Study, key stakeholders, namely

Blacktown Council and Transport for New South Wales (TfNSW) have reviewed the document

and provided a number of comments and questions.

The Marsden Park New Primary School will cater for 1,000 primary school students at

completion. The proposal seeks consent for:

Construction Stage 1 (Temporary School): a temporary school facility constructed within the

western portion of the development site located on the future sports grounds. This

temporary school facility is to accommodate a maximum of 500 students at any given time.

Should the permanent school progress as per the program, the temporary school will not be

required.

Construction Stage 2 (Construction of Permanent School Facility): a permanent

consolidated two-storey courtyard building with the capacity to accommodate a maximum

of 1,000 students. This new school building is to comprise:

40 teaching spaces and ten administration staff

– A canteen

– Library

– Multipurpose hall

– Office and administration space

– Staff and student amenities

– Out of school hours care accommodation

Multi-purpose sporting facilities and outdoor play spaces

Associated site landscaping and public domain improvements

An on-site car park (accessed from Enmore Street) for 58 parking spaces

A Special Support Unit (SSU) for children with disabilities and learning difficulties

Drop-off and pick-up areas on Northbourne Drive (for dropping off and picking up schools

children) of approximately 70 m in length and Bolwarra Drive (for buses) approximately 55

m in length

The analysis undertaken in this Traffic Assessment has focused on the Stage 2 facility, with

1,000 students.

1.2 Purpose of Traffic Assessment

The purpose of this Traffic Assessment is to review the key stakeholder comments and update

the previous Transport and Accessibility Study to address them.


1.3 Stakeholder Comments

The comments and question prepared by key stakeholder with respect to the Transport and

Accessibility Study are listed below in Table 1-1.

Table 1-1 – Stakeholder Comments

Comment Relevant Section in this report

Blacktown City Council (21st November 2019)

A loading management plan shall be prepared and submitted to us for

review. The loading bay management plan shall ensure all loading

activities associated with waste collection occur outside of peak hours and

organising delivery times during school hours to minimise conflicts.

Refer to Section 3.7 Service

Vehicles

We note that the development proposes a pick-up/drop-off zone to the east

of the site along Northbourne Drive. However, that section of Northbourne

Drive is currently under construction (approved under CC-19-00843) and

does not have any provisions for kerbside pick-up/drop-off zone.

Refer to Section 3.10.1 Northbourne

Drive Layby

The BDCP 2015 control requires 60 parking spaces and the proposal is to

provide 48 parking spaces including a disabled parking space. We do not

support 12 spaces less car parking spaces than required by our planning

control. Our experience in other parts of the LGA indicates that adequate

parking must be provided to all schools otherwise the negative impact of

parking is increased on the surrounding road network. In most cases,

surrounding streets to a school are residential and the streets are not wide

enough to allow parking on both sides. Our view is that insufficient parking

for this school will impact the surrounding residential streets.

Refer to section 3.6.1 Car Parking

Supply

The report discussed travel demand measures in the form of a Green

Travel Plan (GTP). A similar GTP was developed for a public school open

several years ago in The Ponds (Riverbank Drive). To date, the GTP has

no desired effect on staff and students' travel patterns and recently the

school principal requested us not to have any parking restrictions on the

nearby streets as the school staff park on these streets. It is interesting to

note that the report is suggesting schools should actively seek local

government support for increased management of on-street parking

surrounding the school whereas school principals do not support parking

restrictions in nearby streets.

Refer to Section 5.7 Trave Demand

Management

The report suggested traffic generation rate of 0.45 per student to be used

which is based on the GHD survey at other schools. Accepting the

proposed traffic generation rate, it is unclear how the peak traffic

generation is 306 trips only for a school of 1000 students.

Refer to Section 5.5.1 Trip

Generation

Three wombat crossings (pedestrian crossing) are proposed along 3

frontage roads of the proposed school. All crossings are to be provided at

no cost to us (including street lighting at the crossings). For each crossing

a separate approval through the Local Traffic Committee process is

required.

Noted

Refer to Section 3.4 Proposed Site

Access Arrangements

A pick-up and drop-off indented bay along the western side of Northbourne

Drive is proposed. However, from our experience, this bay will not be

Refer to Section 3.10.1 Northbourne

Drive Layby



sufficient to contain all pick-up and drop-off activity especially in the

afternoon. Nothing about pick-up and drop-off has been mentioned along

the eastern side of Northbourne Drive.

There is no school access from the drop off bay on Northbourne Avenue.

Children will be dropped off and have to walk around the corner to the

entrance. This will not work.


Access Arrangements

The proposed bus pick-up and drop-off bay along the northern road

(Bolwarra Drive) is a long way from the access point on this road. The

proposed bus bay needs concurrence from bus operator(s) and TfNSW.

The proposed bus bay location has an inherited problem as there is no

turning facility for a bus to turn and go back to the direction from which it

came.

Refer to Section 3.10.3 Bolwarra

Drive Bus Zone

The report states, "To minimise impacts on local streets, parents should be

discouraged from dropping their children off on Beale Street or Enmore

Street". We require clarification on how this is going to be achieved.

Refer to Section 3.10.2 Pick-

up/Drop-off Zone Operation

Support Unit access seems to be via a locked gate at the front of the drop

off bay on Northbourne Drive. How do parents actually drop these children

off? Most need escorting into the classroom so a locked gate will be

especially difficult. It appears that the location of the unit may need

reconsidering. What parking provision is there for these parents - as there

is nothing available on the road.

Refer to Section 3.6.2 SSU Parking

Supply

TfNSW (18th November 2019)

Traffic Assessment

Trip generation of the proposed school, as stated in Section 1.4, is

estimated largely based on the data contained in a previous study (the

Assessment of Intersection Performance at Richmond Road-Access 1

Intersection Marsden Park Residential Precinct).

Refer to Section 4 Traffic

Assessment

The traffic assessment adopted a traffic forecast from another previous

study (The Marsden Park Precinct Traffic and Transport Assessment)

which was prepared in 2013. The TAS has not undertaken any survey to

validate the traffic data of the aforesaid previous studies that might require

further calibration before applying to the current assessment. The SEARs

has stipulated that “accurate details of the current daily and peak hour

vehicle, existing and future public transport networks and pedestrian and

cycle movement provided on the road network located adjacent to the

proposed development” should be included in a transport and accessibility

impact assessment.

Refer to Section 2.5 Traffic Data

and Section 4 Traffic Assessment

Conclusion of the traffic assessment, as outlined in the Section 4.2 and

Table 4.2, is broadly based on a comparison between the additional school

trips and the total trips at the two intersections on Richmond Road

(Richmond Road/Access Road 1 and Richmond Road/Elara Boulevard)

and concludes minor impact would be anticipated. It is not evident that how

the additional school trips has been assigned to the surrounding traffic

Refer to Section 2.6 Current

Intersection Performance Section 4

Traffic Assessment



network. If the additional trips were required to pass through the critical

approach of an intersection, it would have a more apparent effect to the

intersection performance. Comparison of the additional trips with the total

trips at the intersection does not provide an assessment of the actual

impact on the intersection performance. Furthermore, as stipulated in the

SEARs, traffic modelling is to be undertaken using SIDRA network

modelling for current and future years.

Recommendations

Discussion, includes traffic surveys if needed, on justifying/validating the

traffic data adopted from the previous assessments and calibrating the data

if necessary prior to applying to the current assessment for both existing

and future years.

Intersection analysis, using SIDRA networking modelling as per the

SEARs, should be undertaken to assess the potential impact of the

proposed development on the adjoining road network and intersections.

Information of trip distribution and assignment, preferably presented in a

network diagram, should be provided to progressively demonstrate the

increase of traffic flow on the affected intersections/road network as a good

practice for transport impact assessment.

Refer to Section 2.5 Traffic Data,

Section 2.6 Current Intersection

Performance, Section 4 Traffic

Assessment, Figure 4-2 and Figure

4-4

Trip Generation

On page 9 of the TAS (the previous study prepared by GHD) indicates that

40% of the school car trips is assumed to be coming from the wider North

West Growth Centre outside of Marsden Park Precinct. Out of this 40%, a

30% of these car trips are assumed to be one-way peak hour trips relating

to staff. However, it is evident that the total trips are estimated based on

student population only (i.e. 225 car trips derived from 45% of the trips

generated by a population of 500 students).

Refer to Section 4.4 Traffic

Generation, Section 4.3 Trip

Distribution , Figure 4-3 and Figure

4-4

Recommendation

Further analysis should be provided to derive an appropriate trip generation

rate for staff and thus provide an estimate of the trips based on the

anticipated staff number. A revised analysis of intersection performance

should be included if necessary.


Generation and 4.5 Traffic Impact

Assessment

Pick-up/drop-off location

Figure 2-13 shows that most of the residential lands are located to the

south and west of the school site. A single pick-up/drop-off area (under the

permanent arrangement) is proposed to be on Northbourne Drive which is

located on the eastern frontage of the school site. It is advised that

Northbourne Drive would likely to service public bus route (in both

directions) in the future.

Refer to Section 2.8.3 Future Bus

Services

Architectural Drawing Title: Site Plan – Temporary School Layout (Drawing

Reference 19154-NBRS-A-052) shows that pick-up/drop-off area is

proposed on Beale Street to the west of the school site. There is no

Refer to Section 3.10.3 Bolwarra

Drive Bus Zone



indication of whether this provision would also be used for bus pick-up/

drop-off.

Bus pick-up and drop-off lay-by is proposed on Bolwarra Drive to the north

of the school site. No pedestrian access is proposed at the north of the

school site in both of the temporary school (Architectural Drawing Title: Site

Plan – Temporary School Layout; Drawing Reference 19154-NBRS-A-052)

and the permanent arrangement (Architectural Drawing Title: Site Plan –

Access Diagram; Drawing Reference 19154-NBRS-A-051).


Access Arrangements, 3.10.3

Bolwarra Drive Bus Zone and

Figure 3-1

Recommendation

Further review should be undertaken on the proposed pick-up/drop-off

location in consideration of trip distribution perspective to alleviate the

traffic demand on the section of Northbourne Drive fronting the school site,

noting that Northbourne Drive would likely to service public bus route in the

future. Clarity should also be sought in regards to how the proposed bus

bays on Bolwara Drive could be accessed by the students to/from the

school. The above recommendations are applicable to both the temporary

and permanent arrangement. The length of the pick-up/drop-off laybys,

including the bus layby, should be indicated on the relevant drawings for

information.


Access Arrangements, 3.10.3

Bolwarra Drive Bus Zone and

Figure 3-1

Assessment of pick-up/drop-off demand

The TAS provides no assessment of the pick-up/drop-off demand for the

proposed primary school. The report assumes 45% of the trips to school

are made by car. Given that it is a primary school, the majority of these

trips are more likely to rely on pick-up/drop-off activities. It is noted that the

TAS has made reference to other public primary school sites in deriving the

anticipated trip generation for the proposed primary school. Similar

reference could be considered in estimating the pick-up/drop-off demand

on the assumption that there are similarities, such as school catchment

coverage and transport mode shares, between the reference school sites

and the proposed school. No discussion is made about the relationship

between the proportion of trips to school by car and trip generation. For

example, in the comparison with other primary schools the average trip rate

of 0.47 trips per hour includes both inbound and outbound trips.


Generation, 4.5 Traffic Impact

Assessment and 4.6 Pick-up and

Drop-off Analysis

Recommendation

An assessment of the pick-up/drop-off demand should be provided to

demonstrate the proposed length of layby could adequately accommodate

the anticipated peak demand or otherwise additional provision or measures

should be provided to address the deficiency.


Generation, 4.5 Traffic Impact

Assessment and 4.6 Pick-up and

Drop-off Analysis

Trave Plan



A preliminary Green Travel Plan is provided as part of the TAS that

discusses the objectives and possible travel demand management

measures to be implemented. On this note it is recommended that the

Travel Plan should:

Consider raising the staff and student target mode share for public

transport/walking/cycling and reducing that for private vehicle

given the assumption of 90% of students residing in Marsden Park

Precinct and there are proposed walking and cycling

infrastructures to be delivered as part of the precinct work. Travel

Plan initiatives should be further reviewed to match with this

higher target if required.

Additional showers and lockers for staff as well as other changing

room amenities could be considered to give further incentives for

encouraging mode shift to active transport modes.

Develop and deliver a robust communications strategy for the

Travel Plan to users of the site prior to occupation which includes

key messages on how to travel including prioritising public and

active transport as well as road safety messages.

Refer to Section 4.7 Travel Demand

Management

A high quality Travel Access Guide which provides staff and students and

visitors with information on site access by all modes as well as advice and

links to travel planning tools, Opal and contactless payments should be

developed and distributed to the target audiences prior to occupation.


Management

Recommendation

A comprehensive Travel Plan, taking into consideration of the above

suggestions, should be prepared prior to occupation.


Management

Roads and Maritime Services (19th November 2019)

Roads and Maritime is responsible for speed limits along all roads within

the state of New South Wales. That is, Roads and Maritime is the only

authorised organisation that can approve speed zoning changes and

authorise installation of speed limit/ school zone signs. Roads and Maritime

will arrange for site inspection close to the completion of all construction

works to determine the appropriate location of the new school zones. The

applicant is to notify Roads and Maritime close of the competition of all

construction works to allow enough time (4-6 weeks) for Roads and

Maritime to gain approval for the speed limit changes.

Noted.

Refer to Section 3.11 40 km/h

School Speed Zones

The layout of the proposed car parking areas associated with the subject

development (including, driveways, grades, turn paths, sight distance

requirements in relation to landscaping and/or fencing, aisle widths, aisle

lengths, and parking bay dimensions) should be in accordance with AS

2890.1- 2004 and AS2890.6-2009. Parking Restrictions may be required to

maintain the required sight distances at the driveway.

Refer to Section 3.6.3 Car Park

Layout



Sight distances from the proposed vehicular crossings to vehicles on the

proposed local roads are to be in accordance with the Austroads Guide to

Road Design: Part 4A: Unsignalised and Signalised Intersections (Section

3 – Sight Distance) and AS 2890. Vegetation and proposed

landscaping/fencing must not hinder sight lines to and from the vehicular

crossings to motorists, pedestrians and cyclists.

Refer to Section 3.5 Sight Distance

Analysis

All vehicles are to enter and leave the site in a forward direction. Refer to Section 3.6 Car Parking

The proposed development will generate additional pedestrian movements

in the area. Pedestrian safety is to be considered in the vicinity.

Refer to Section 2.2.1 Road

Hierarchy, 2.9.3 Future pedestrian

and cycling facilities, Section 3.10.2

Pick-up/Drop-off Zone Operation

and Figure 3-1

1.4 Stakeholder Consultation

It is noted that GHD met with Blacktown City Council on the 21st January 2020 and TfNSW on

the 31st January to discuss their comments on Marsden Park New Primary School.

Key points from the meeting with Blacktown City Council include:

Additional pedestrian entry/exit points should be provided at the school on Northbourne

Drive and Bolwarra Drive adjacent to the designated pick-up/drop-off zones.

Council’s smallest waste collection vehicle is an 11 m truck.

The parking provision at Marsden Park New Primary School should ideally comply with

Council’s Development Control Plan’s specifications.

Wombat pedestrian crossings should be provided on Northbourne Drive, Bolwarra Drive

and Enmore Street, at the main school entry points.

The provision of a pick-up and drop-off bay to the east side of Northbourne Drive (opposite

the proposed school) is not suitable, as SINSW does not own the land and there are

potential safety issues associated with children crossing the road.

The proposed pick-up/drop-off zone will be constructed on land owned by SINSW.

Access to the school for parents with children in the SSU should be provided within the

school car park.

If required, parents with children in the SSU can stop within the car park’s circulation aisle

when picking-up/dropping-off their child.

A continuous 2.5 m shared path on the western side of Northbourne Drive at the frontage to

the school will need to be provided.

Key points from the meeting with TfNSW include:

TfNSW expects bus services to operate on Bolwarra Drive and Northbourne Drive at some

time in the future.

Local bus operators typically designate specific bus stop locations in new residential areas

prior to the designation of bus services. Local council approval is required for new bus

stops. The designation of public bus stop locations in proximity to the school has not

occurred yet.


Funding has been made available to develop the concept and detailed design of the

proposed access intersection on Richmond Road (north of Elara Boulevard).

The widening of Richmond Road, the construction of Bandon Road and the construction of

the northern access intersection (see Section 2.3.1) are subject to funding. It is not

currently known when these upgrades will be implemented.

The intersection of Bolwarra Drive and Richmond Road will initially be left in/left out but will

ultimately be left in only.

It was agreed that in the context of the arterial function of Richmond Road and the large

volumes of dwellings proposed for the Marsden Park and Marsden Park North Precincts

(approximately 17,000 dwellings in total, see Section 1.6), the traffic impacts of the school

on Richmond Road are expected to be negligible.

This Traffic Assessment includes information/input obtained from these meetings.

1.5 Site Location

The proposed Marsden Park New Primary School site is currently a greenfield site located

within the Marsden Park Precinct approximately 40 km to the north-west of the Sydney CBD.

The site is located adjacent to the west of Northbourne Drive and the south of Bolwarra Drive

and approximately 400 m to the west of Richmond Road, as shown in Figure 1-1 (image was

taken 29th October 2019).

The site also has frontage along Beale Street and Enmore Street to the west and south

respectively. The site is located within the Blacktown City Council Local Government Area

(LGA).

Figure 1-1 - Subject Site Location Source: Near Maps (2019), modified by GHD

Figure 1-1 indicates that some of the key roads in proximity to school are currently under

construction.

1.6 Marsden Park Precinct

The Marsden Park Precinct is part of the North West Growth Area, it is currently being

developed and is proposed to accommodate approximately 10,300 new dwellings and a

Richmond Road

Northbourne Drive

Elara Boulevard

Marsden Park New Primary School site

Bolwarra Drive

Parkway Drive

Enmore Street

Beale Street


population of approximately 30,000 residents. The proposed Marsden Park New Primary School

will support the educational needs of the precinct’s existing and future populations.

Low to medium density housing is proposed to be located around village centres, schools and

open spaces. Higher density housing is proposed in proximity to the town centre, where retail,

community facilities, schools, recreational facilities and public transport will be provided at a

short distance for improved convenience and accessibility (See Figure 1-2).

As detailed in the DCP, a key vision for the precinct is:

A safe and permeable street network will promote accessibility, connectivity and social

interaction. The provision of cycleways and pedestrian connections, as well as public transport

connections to surrounding centres, will promote a community that is less dependent on

private vehicle use.

Cycleways, pedestrian connections and public transport connections to surrounding land uses

and other regional centres will be provided throughout the precinct and will facilitate access and

egress to/from the proposed school using sustainable modes of transport.

Figure 1-2 - Marsden Park Precinct Plan Source: Marsden Park Precinct Development Control Plan

The Marsden Park North Precinct is located opposite the Marsden Park Precinct on Richmond

Road and is proposed to provide approximately 6,200 dwellings. Access to the Marsden Park

North Precinct is proposed from Richmond Road and Garfield Road West.

1.7 Previous Studies

1.7.1 Assessment of Intersection Performance at Richmond Road - Access

1 Intersection Marsden Park Residential Precinct (2017)

The Assessment of Intersection Performance at Richmond Road - Access 1 Intersection

Marsden Park Residential Precinct report (Referred to henceforth as the Richmond Road Study)

was completed by Transport Planning Partnership in 2017. This study was undertaken to

Marsden Park New Primary School

Richmond Road

Northbourne Drive

Elara Boulevard


support the proposed Clydesdale Development, located within the Marsden Park Precinct to the

north of the proposed school site.

The Clydesdale Development proposes to provide 475 low-density dwellings and 1,755

apartments. The assessment accounted for the trips associated with the adjacent Stockland

Elara and Winten’s Newpark developments would comprise of 2,193 dwellings.

Conclusions of the study included:

The traffic estimates and modelling confirm that traffic signalised access is required at

Bolwarra Drive/Richmond Road intersection, which would operate acceptably in the near

future.

The traffic modelling indicated that the provision of six traffic lanes (three in each direction)

along Richmond Road would be insufficient to accommodate the forecast traffic demand by

2021.

The proposed upgrade to Richmond Road should also consider traffic impacts associated

with other planned developments such as Marsden Park (North) and the expected

population growth in Western Sydney which will require additional traffic capacity to be

provided.

The traffic estimates indicate Richmond Road would require four through lanes in each

direction to sufficiently accommodate the anticipated traffic volumes in the peak hours

before 2036.

1.7.2 Marsden Park Precinct Traffic and Transport Assessment (2013)

The Marsden Park Precinct Traffic and Transport Study (AECOM, 2013) was prepared to

assess the transport and access requirements of the indicative layout plan for the Marsden Park

Precinct.

Key points from this study are detailed below.

All the intersections across the Marsden Park Precinct were designed so they will

accommodate future year traffic volumes associated with the proposed full development of

the precinct as well as wider regional development.

All intersections are expected to operate at an acceptable level of service during the

morning and evening peak hour, with appropriate forms of control.

In line with Roads and Maritime guidance, all intersections within the precinct which are

proposed to be signalised have been assessed to perform at Level of Service (LoS) D or

above, at full development in 2036, and therefore will provide adequate capacity and

operational efficiency.

1.8 Study Assumptions and Limitations

The following assumptions were made as part of this study:

Up to 1,000 students will attend Marsden Park New Primary.

No pedestrian, bicycle riding or parking surveys have been undertaken.

Trip generation for the Marsden Park New Primary School has been based upon survey

data previously undertaken by GHD for a number of primary schools in Sydney.

It is assumed that the Marsden Park Precinct’s internal road network will be built in

accordance with the road hierarchy and cross-sections detailed in the Marsden Park

Precinct Development Control Plan (see Figure 2-9 and Figure 2-10).


It is assumed that the local and collector road networks within the Marsden Park Precinct

has been designed to accommodate the expected vehicle activity associated with the

Marsden Park New Primary School along with other developments within the precinct.

It is assumed that the proposed wombat pedestrian crossings will be constructed on

Northbourne Drive, Bolwarra Drive and Enmore Street will be constructed prior to the

opening of the school.

It is assumed that a 2.5 m shared path on the southern side of Bolwarra Drive will also be

constructed prior to the opening of the school.


2. Existing and Proposed Condition

2.1 Land Uses

The proposed land uses in the vicinity of the proposed school site, as shown in Figure 2-1,

consists of low to medium density residences, sporting fields, and a local park. A significant

portion of the surrounding area is currently greenfield land but is intended to be developed in

accordance with the Marsden Park Precinct DCP and the Blacktown City Council Growth Centre

Precincts DCP (2016).

The Northern Village Centre, one of the proposed vibrant and mixed-use village centres within

Marsden Park Precinct, is proposed to be located approximately 600 metres to the south of the

Marsden Park New Primary School site. This village centre will provide a range of small scale

retail, business and community uses which will serve the needs of the residents, employees,

and students within the northern part of the Marsden Park Precinct.

It is proposed to construct medium density dwellings to the north of Marsden Park New Primary

School. Children residing in these dwellings and other nearby residential areas will have a short

walk to access/egress the proposed school.

Figure 2-1 - Land Zoning in proximity to the Marsden Park New Primary

School Source: Marsden Park Precinct Development Control Plan

A relatively large number of dwellings have already been constructed within the Marsden Park

Precinct, including in the north of the precinct near the proposed school site, as shown in Figure

2-2.

St Luke’s Catholic College is located on Northbourne Drive, approximately one kilometre to the

south of the Marsden Park New Primary School site. This school provides education for

Marsden Park New Primary School

Medium Density Residential

Low Density Residential


students from kindergarten to year eight. Access to the teachers' car park for the school along

with pick-up and drop off facilities is provided from Northbourne Drive.

Marsden Park Public School is located to the southeast of the precinct, to the east of the

Richmond Road/Garfield Road intersection.

Figure 2-2 – Marsden Park Precinct Development

Source: Google Maps

2.2 Existing Road Network Characteristics

2.2.1 Road Hierarchy

Roads within NSW are categorised in the following two ways:

By Classification (ownership)

By the function that they perform

Road Classification

Roads are classified (as defined by the Roads Act 1993) based on their importance to the

movement of people and goods within NSW (as a primary means of communication).

The classification of a road allows Roads and Maritime Services (Roads and Maritime) to

exercise authority of all or part of the road. Classified roads include Main Roads, State

Highways, Tourist Roads, Secondary Roads, Tollways, Freeways and Transitways.

For management purposes, Roads and Maritime has three administrative classes of roads.

These are:

State Roads – Major arterial links through NSW and within major urban areas. They are the

principle traffic carrying roads and fully controlled by Roads and Maritime with maintenance

St Lukes Catholic College

Marsden Park Public School

Marsden Park New Primary School site


fully funded by Roads and Maritime. State Roads include all Tollways, Freeways and

Transitways; and all or part of a Main Road, Tourist Road or State Highway.

Regional Roads – Roads of secondary importance between State Roads and Local Roads

which, with State Roads provide the main connections to and between smaller towns and

perform a sub arterial function in major urban areas. Regional roads are the responsibility of

councils for maintenance funding, though Roads and Maritime funds some maintenance

based on traffic and infrastructure. Traffic management on Regional Roads is controlled

under the delegations to local government from Roads and Maritime.

Local Roads – The remainder of the council controlled roads. Local Roads are the

responsibility of councils for maintenance funding. Roads and Maritime may fund some

maintenance and improvements based on specific programs (e.g. urban bus routes, road

safety programs). Traffic management on Local Roads is controlled under the delegations

to local government from Roads and Maritime.

Functional Hierarchy

Functional road classification involves the relative balance of the mobility and access functions.

Roads and Maritime define four levels in a typical functional road hierarchy, ranking from high

mobility and low accessibility to high accessibility and low mobility. These road classes are:

Arterial Roads – generally controlled by Roads and Maritime, typically no limit in flow and

designed to carry vehicles long distance between regional centres.

Sub-Arterial Roads – can be managed by either Roads and Maritime or local council.

Typically, their operating capacity ranges between 10,000 and 20,000 vehicles per day, and

their aim is to carry through traffic between specific areas in a sub region, or provide

connectivity from arterial road routes (regional links).

Collector Roads – provide connectivity between local roads and the-arterial road network

and typically carry between 2,000 and 10,000 vehicles per day.

Local Roads – provide direct access to properties and the collector road system and

typically carry between 500 and 4,000 vehicles per day.

The proposed road hierarchy for the Marsden Park Precinct is shown in Figure 2-3.

Northbourne Drive and Bolwarra Drive are designated as collector roads, while the remaining

roads in the vicinity of the school are designated as local roads.

Access to Richmond Road in proximity Marsden Park New Primary School is proposed via

Bolwarra Drive and Elara Boulevard.


Figure 2-3 - Marsden Park Precinct Road Hierarchy Source: Marsden Park Precinct Development Control Plan

A summary of the key roads in proximity to the subject site is provided below.

2.2.2 Richmond Road

Richmond Road is a 23.5 km arterial road which links Blacktown in the south, to Richmond in

the north. It passes through the suburbs of Woodcroft, Marayong, Doonside, Quakers Hill, Dean

Park, Glendenning, Hassall Grove, Colebee, Marsden Park, Windsor Downs, and Berkshire

Park; and connects Marsden Park Precinct to other regional centres.

In proximity to the proposed Marsden Park New Primary School site, Richmond Road has the

following characteristics (see Figure 2-4 and Figure 2-5):

North of Elara Boulevard, it is a two-way road with one traffic lane in each direction with the

provision of turning lanes and painted medians at intersections.

South of Elara Boulevard, is a two-way road with two traffic lanes in each direction, with the

provision of turning lanes at the intersections.

It has a posted speed limit of 80 km/h.

The signalised intersection of Richmond Road and Elara Boulevard was constructed in 2014 to

facilitate access/egress to the Marsden Park Precinct.

Subject Site

Northbourne Drive

Elara Boulevard

Bolwarra Drive


Figure 2-4 – Richmond Road, north of Elara Boulevard Source: Google Street View

Figure 2-5 – Richmond Road, south of Elara Boulevard Source: Google Street View

2.2.3 Northbourne Drive

Northbourne Drive functions as a collector road, is approximately 1.3 km long and runs in an

approximately north / south alignment within the Marsden Park Precinct. As shown in Figure

2-3, the northern section of Northbourne Drive is directly adjacent to the proposed Marsden

Park New Primary School.

Northbourne Drive has the following characteristics:

A single traffic lane and parking lane provided in each direction

A two-way single carriageway with a width of approximately ten metres

The default speed limit for local urban roads of 50 km/h applies

2.2.4 Beale Street, Enmore Street and Donnelly Street

Beale Street, Enmore Street and Donnelly Street are local roads located adjacent to the

proposed school site.


These local roads have a width of nine metres, enabling a parking lane and travel lane in either

direction. An urban default speed limit of 50 km/h applies.

2.3 Proposed Road Upgrades

2.3.1 Richmond Road

Richmond Road is being progressively upgraded from a two-lane road north of Bells Creek

Bridge, Colebee to the South Creek floodplain. The upgrade would see Richmond Road

widened to a four-lane road with provision for six lanes in the future.

As part of these works, the NSW Government is planning the upgrade of Richmond Road

between Elara Boulevard and Heritage Road, to the north of the Marsden Park Precinct.1

The upgrade would provide additional traffic lights access to fast-growing residential and

commercial developments in the Marsden Park Precinct and the Marsden Park North Precinct.

Key features of the upgrade include:

Provide additional signal-controlled access for the new commercial and residential

developments at Marsden Park and Marsden Park North Precincts on Richmond Road

(north of Elara Boulevard).

Provide bus bays and bus priority lanes at the signalised intersections.

Increase the road from a single lane to two lanes in each direction.

Provide shared paths for pedestrian and cyclists.

The location of the proposed upgrade of Richmond Road between Elara Boulevard and

Heritage Road is displayed in Figure 2-6.

The upgrade is in preliminary planning stages with TfNSW currently preparing concept designs

and is “subject to the availability of funding”.

1 https://www.rms.nsw.gov.au/projects/sydney-west/north-west-growth-centre-strategy/richmond-road-upgrade.html

https://www.rms.nsw.gov.au/projects/sydney-west/north-west-growth-centre-strategy/richmond-road-upgrade.html


Figure 2-6 – Proposed Richmond Road Upgrade between Elara Boulevard and

Heritage Road.

Source: Richmond Road Upgrade Project – Between Elara Boulevard and Heritage Road, Marsden Park - C

Figure 2-6 indicates that a major signalised junction is proposed approximately 800 m to the

north-west of Elara Boulevard. This differs from the Marsden Park DCP which indicates that

Bolwarra Drive will provide a key access intersection with Richmond Road.

The proposed road upgrades in Marsden Park include the construction of the Bandon Road

Corridor, which will connect Richmond Road to Windsor Road. The proposed corridor alignment

(see Figure 2-7) includes the provision of a fourth leg at the intersection of Elara Boulevard and

Richmond Road. The project is specified as being “subject to funding availability” and details of

when the corridor is expected to be constructed are not currently available.

Subject Site

Bolwarra Drive

Northern Access Intersection

Elara Boulevard


Figure 2-7 – Proposed Bandon Road Corridor Alignment

Source: Bandon Road Corridor Finalised Project Update

Based on discussions with TfNSW it is noted that:

Funding has been made available to develop the concept and detailed design of the

proposed north access intersection.

The widening of Richmond Road, the construction of Bandon Road and the construction of

the northern access intersection are subject to funding. It is not currently known when these

upgrades will be implemented.

Additionally, as stated previously, it is initially proposed that the intersection of Bolwarra Drive

and Richmond Road will be left in/left out, but will ultimately be left in only.

2.3.2 Proposed Roundabouts

As shown in Figure 2-82, two new roundabouts are proposed to the north of the school, and are

currently under construction:

One roundabout will be located at the northern end of Northbourne Drive and will facilitate

access to Richmond Road from the school pick-up/drop-off facility.

The second roundabout will be located approximately 150 metres to the west and will

facilitate access to the northern section of the Marsden Park Precinct (the proposed

Clydesdale Development).

Based on discussions with Blacktown City Council it is noted that:

The proposed eastern roundabout on Northbourne Drive forms part of Council’s regional

planning strategy and is included in the 7.ll contribution plans.

2 It is noted that the drawings for the two roundabouts and the northern road have been issued for construction approval


The proposed western roundabout is associated with the Clydesdale Development, in order

to provide access to future residences.

Figure 2-8 – Proposed Roundabouts

It has been assumed that the two roundabouts on Bolwarra Drive will be operational prior to the

opening of Marsden Park New Primary School.

2.3.3 Northbourne Drive

As shown in Figure 2-3, Northbourne Drive is classified as a collector road. As specified in the

Marsden Park Precinct DCP, collector roads link neighbourhoods and centres and can

accommodate public transport routes.

Since they are expected to carry a higher volume of traffic, amenity and safety should be

maintained by restricting vehicle speeds. This can be achieved through traffic calming measures

and intersection design. Intermittent parking on both sides of the road is also allowed.

Figure 2-9 shows the proposed cross-section for Northbourne Drive in proximity to Marsden

Park New Primary School. It includes the provision of a 2.5 m wide shared path for bicycle

riders and pedestrians and a 1.5 m footpath.

Proposed Roundabouts

Northbourne Drive

Marsden Park New Primary School Site


Bolwarra Drive


Figure 2-9 - Typical Collector Road Cross Section Source: Blacktown City Council Precincts Development Control Plan

2.3.4 Other Roads

The other roads in the vicinity of the proposed school site are designated as “local streets”. The

DCP specifies that local streets are designed to slow residential traffic in order to give priority to

pedestrians and cyclists. Amenity and safety are to be maintained by introducing various traffic

calming measures. On-street parking is to be provided on both sides of the street.

Figure 2-10 shows the proposed cross-section for local streets within the Marsden Park

Precinct.

Figure 2-10 - Typical Local Street Cross Section Source: Blacktown City Council Precincts Development Control Plan

2.4 Journey to Work Data

Journey to work (JTW) data (from the 2016 census) has been sourced for Marsden Park and

the adjoining areas of Bidwill and Hassall Grove, as displayed in Figure 2-11.


Figure 2-11 – JTW Zones

As Marsden Park is currently relatively sparsely populated, the adjoining areas have been

included in the analysis to provide a better understanding of current mode splits in the region.

The JTW data for the areas displayed in Figure 2-11 is displayed in Figure 2-12.


Figure 2-12 – JTW Data (2016 Census)

The data in Figure 2-12 indicates that:

Private vehicle (as driver and passenger) is the predominant mode of transport, constituting

80 percent of work trips.

Public transport constitutes 16 percent of work trips.

Active transport utilisation is negligible, approximately two percent of work trips.

2.5 Traffic Data

To identify the existing traffic conditions in proximity to the proposed school, weekday AM and

PM peak period traffic counts were undertaken by Trans Traffic Survey Pty Ltd on Thursday 1st

August 2019 at the intersection of Richmond Road and Elara Boulevard.

The traffic counts were undertaken in 15-minute intervals for the following times, to coincide with

peak periods of activity at the proposed school:

8:00 am – 9:30 am

2:30 pm – 4:30 pm

The observed traffic network peak hours were identified as the following:

8:15 am – 9:15 am

3:00 pm – 4:00 pm

The current peak hour traffic volumes are displayed in Figure 2-13. A copy of the survey outputs

are included in Appendix A.


Figure 2-13 – Current Peak Hour Traffic Volumes

2.6 Current Intersection Performance

The performance of an existing road network is largely dependent on the operating performance

of key intersections, which are critical capacity control points on the road network. SIDRA 8.0

intersection modelling software was used to assess the proposed peak hour operating

performance of intersections on the surrounding road network.

The criteria for evaluating the operational performance of intersections is provided by the Guide

to Traffic Generating Developments (Roads and Maritime Services, 2002) and reproduced in

Table 2-1. The criteria for evaluating the operational performance of intersections is based on a

qualitative measure (i.e. Level of Service), which is applied to each band of average vehicle

delay.

Table 2-1 – Level of service criteria for intersections

Level of Service

Average Delay per Vehicle (seconds/veh)

Traffic Signals, Roundabouts

Give Way & Stop Signs

A < 14 Good operation Good operation

B 15 to 28 Good with acceptable delays & spare capacity

Acceptable delays & spare capacity

C 29 to 42 Satisfactory Satisfactory, but accident study required

D 43 to 56 Operating near capacity Near capacity & accident study required

E 57 to 70 At capacity; at signals, incidents will cause excessive delays.

Roundabouts require other control modes

At capacity, requires other control mode

F > 70 Over Capacity Unstable operation

Over Capacity Unstable operation

Source: Guide to Traffic Generating Developments (Roads and Maritime Services 2002)

The layout of the intersection of interest, as modelled in SIDRA is displayed in Figure 2-14.


Figure 2-14 - Richmond Road/Elara Boulevard Intersection Layout

The signal phasing used in SIDRA (based on a signal plan provided by TfNSW, see Appendix

B) is displayed in Figure 2-15.

Figure 2-15 - Richmond Road/Elara Boulevard Intersection Phasing

The results of the SIDRA analysis for the intersection of Richmond Road and Elara Boulevard

are displayed in Table 2-2.


Table 2-2 Current Intersection Performance

Intersection AM Peak PM Peak

Av Delay

(sec) LOS

95th %

Queue

(m)

Av Delay

(sec) LOS

95th %

Queue

(m)

Richmond Road - south 17.9 B 182 14.7 B 234

Richmond Road - north 16.7 B 131 11.7 A 107

Elara Boulevard >100 F 358 >100 F 295

All vehicles 55.5 D 39.9 C

The SIDRA results in Table 2-2 indicate that the intersection of interest is expected to operate

with an overall good Level of Service.

The relatively high delays on Elara Boulevard are associated with the relatively high volumes of

right turning vehicles and the allocation of the majority of green time to the through movement of

vehicles on Richmond Road.

The SIDRA Outputs are included in Appendix C.

2.7 Crash Data Review

Crash Data was obtained from the Centre of Road Safety for roads in the vicinity of Marsden

Park New Primary School. The data has been analysed for the five years between 2013 and

2017. The location of recorded crashes are shown in Figure 2-16.

Figure 2-16 - Crash Locations near the proposed Marsden Park New Primary

School Source: https://roadsafety.transport.nsw.gov.au/statistics/interactivecrashstats/lga_stats.html?tablga=4 - modified by GHD

A review of the crash data is provided below.

https://roadsafety.transport.nsw.gov.au/statistics/interactivecrashstats/lga_stats.html?tablga=4


There were 14 crashes recorded on Richmond Road within one kilometre of the proposed

school, which included:

Eight crashes involved a rear-end collision between vehicles travelling in the same

direction. Of these, three crashes resulted in serious injuries, with four resulting in moderate

injuries and one resulting in a minor injury.

Three crash was a result of a vehicle leaving the carriageway and crashing into an object.

One of these crashes resulted in a minor injury.

One crash involved a head-on collision between vehicles at an undivided section of the

road, which did not result in an injury.

One crash involved a vehicle colliding with another vehicle leaving a parking area, which

resulted in a serious injury.

One crash involved vehicles travelling in the same direction, with no injuries reported.

A summary of the crash data review, reveals the following:

None of the crashes recorded involved pedestrians or bicycle riders

None of the crashes resulted in a fatality

One crash resulted in serious injuries (to three people)

Two crashes resulted in moderate injuries

One crash resulted in a minor injury

2.8 Public Transport

2.8.1 Train Services

Riverstone Station is the closest train station to the Marsden Park New Primary School and is

served by the T1 Western Line and T5 Cumberland Line.

Riverstone Station is located approximately 3.8 km from Marsden Park New Primary School

which exceeds typical walking catchments.

Bus routes 757 and 6508 (school bus) services operate as a feeder route between the Marsden

Park Precinct and Riverstone Station and may provide future utility to people seeking to access

the school via public transport.

2.8.2 Current Bus Services

The nearest public bus stops from Marsden Park New Primary School are located along Elara

Boulevard, located approximately 800 m south of the proposed school (refer to Figure 2-17).


Figure 2-17 - Distance from Marsden Park New Primary School to the nearest

bus stop Source: Google Maps modified by GHD

A summary of the bus routes operating from these bus stops and their approximate frequency is

provided in Table 2-3.

Table 2-3 - Bus Routes and Frequencies

Bus Route

Origin – Destination Frequency (minutes)

Peak Off-peak

747 Rouse Hill to Marsden Park via Riverstone 60 60

757 Mt Druitt to Riverstone via Rooty Hill Road North and Marsden Park

60 60

It is noted that in the morning and afternoon a single 757 bus service diverts from its typical

route to St Luke’s Catholic College, operating as a school service.

The following school bus services also operate from St Luke’s Catholic College:

Bus route 6580 - Australian Christian College to Riverstone Station, one afternoon service

Bus route 6608 – St Luke’s Catholic College to Blacktown Station, one afternoon service

Bus route 6609 - St Luke’s Catholic College to Rooty Hill, one afternoon service

The intersection of Elara Boulevard and Richmond Road has been constructed with a bus only

lane for buses travelling northbound on Richmond Road.

Walking path to bus

Bus Stop


2.8.3 Future Bus Services

The following future bus corridors are identified in the Blacktown City Council Integrated

Transport Management Plan (2013):

As part of the NSW Long Term Transport Master Plan, the NSW Government will secure a

public transport corridor into Marsden Park.

This public transport corridor will ensure the growing North West continues to have access

to quality public transport services.

The TfNSW Future Transport 2056 (2018), envisages Marsden Park as a centre being served

by a “turn up and go” public transport network (see Figure 2-18).

Figure 2-18 – Proposed “Turn Up and Go” Transport Network

Source: Future Transport Strategy 2056

Discussions with TfNSW for this project have indicated that:

Bus services at Marsden Park will continue to expand and evolve in response to new

development as part of the North West Growth Area.

Marsden Park is currently on the very rural-urban fringe and current bus routes are only

interim services, pending the construction and opening of new roads that will enable the

future permanent bus network to be delivered in coming years.

Bus links to Mt Druitt, Penrith, Blacktown, Schofields, Riverstone, Tallawong, Rouse Hill

and the future Marsden Park Town Centre are being taken into account in planning future

bus services in the area.

As collector roads, it is expected that bus services will operate on Northbourne Drive and

Bolwarra Drive.

Local bus operators typically designate bus stop locations prior to the commencement of

operation of new bus services, though this has not happened yet for Marsden Park.

There may be opportunities for school bus services and public buses to operate from the

proposed bus zone on Bolwarra Drive.

If public bus stops are located in proximity to Marsden Park New Primary School they will offer

utility to future student and teacher populations. Potential locations for future bus stops include

(see Figure 2-19):


Northbourne Drive south of the school

The proposed collector road north of Bolwarra Drive

Bolwarra Drive east of Northbourne Drive

The provision of the proposed wombat crossings on Bolwarra Drive and Northbourne Drive

would facilitate the safe movement of pedestrians between the bus stops and the school.

Figure 2-19 – Potential Public Bus Stop Locations

Additional studies will need to be undertaken by TfNSW to determine suitable locations of public

bus stops in proximity to Marsden Park New Primary School.

2.8.4 Bus Stops

TfNSW’s NSW Bus Stop Guidelines (2005) specifies that, at a minimum, school bus stops

should provide:

A bus stop pole

A level stand boarding area

Footpath connectivity

The implementation of any school bus stops along Northbourne Drive frontage and access

to/from the bus stop to the pedestrian entrance of the school must be designed in accordance

with the relevant disability access standards, DCP and TfNSW Guidelines.

As it is expected that the bus facility will be used for school routes only, bus zone signage

should be implemented on Northbourne Drive at the frontage to Marsden Park New Primary

School. An example of signage at a school bus zone (at Picton Public School) is displayed in

Figure 2-20.

Potential Public Bus Stop Locations


Figure 2-20 – Example of Signage at a School Bus Zone.

The implementation of the school bus stop should be provided prior to the commencement of

the school operations.

It is recommended that the SINSW advocate to TfNSW for the provision of school bus services

for Marsden Park New Primary School.

2.8.5 Student Eligibility

The following is noted with respect to student eligibility to free public transport to school:

Kindergarten to Year 2: No minimum walking applies to these students.

Year 3 to Year 6: The straight line distance from their home address to school is more than

1.6 km.

An image showing the approximate ‘catchments’ associated with this distance in the context of

the Marsden Park Precinct is displayed in Figure 2-21.


Figure 2-21 – Student Travel Pass Eligibility Catchment

Source: Marsden Park Precinct Development Control Plan (modified by GHD)

As shown in Figure 2-21, the majority of the Marsden Park Precinct is included within the area

where students would not be eligible for free travel passes, due to their close residential

proximity to the school.

The road network within the Marsden Park Precinct will provide walking and cycling paths to

facilitate sustainable travel to and from the school, as discussed in Section 2.9.

2.9 Active Transport

2.9.1 Existing Pedestrian Facilities

As the Marsden Park Precinct is still undergoing development, there are currently no “zebra”

pedestrian crossings or signalised pedestrian crossings provided in the vicinity of the proposed

school site.

There are currently footpaths on Northbourne Drive south of Donnelly Street.

The footpaths on Northbourne Drive north of Donnelly Street are currently under construction

(see Figure 2-22).

2.9.2 Existing Bicycle Facilities

A bi-directional shared path has been constructed on the western side of Richmond Road,

south of Elara Boulevard.

A 2.5 m shared path (in accordance with DCP specifications, see Section 2.3.3) is currently

being constructed on the western side of Northbourne Drive, at the frontage to the school (see

Figure 2-22).

The 2.5 m shared path will traverse the eastern side of the proposed school, adjacent to the

west of the proposed indented pick-up/drop-off zone on Northbourne Drive.

In accordance with its function as a collector road (see Figure 2-3), it is assumed that a 2.5 m

shared path will be constructed on Bolwarra Drive adjacent to the north of the proposed school.

1.6 km Radii

School Site


Figure 2-22 – Active Transport on Northbourne Drive

The Blacktown City Council Bike Plan identifies Richmond Road as an existing cycleway which

is consistent with the provision of the shared path (see Figure 2-23).

1.5 m Footpath

2.5 m Shared path

The NSW Government Road Safety Brochure (see Appendix D) identifies measures parents can adopt to facilitate the safety of their children taking the bus to school. These include:

- Meet children at the bus stop, never on the opposite side of the road

- Wait for children at least one step back from the kerb

- If required to cross the road, wait until the bus has departed and then use a safe

place to cross.


Figure 2-23 - Blacktown Bike Plan 2016 Blacktown City Council 2016 Bike Plan Existing and Future Routes (2016)

2.9.3 Future pedestrian and cycling facilities

A safe and walkable active transport network will be required within the Marsden Park Precinct

to facilitate safe walking connections for students, their parents/guardians and other

pedestrians.

Within the Marsden Park Precinct, the following active transport infrastructure is proposed:

Collector roads, such as Northbourne Drive, will provide 1.5 metre wide footpaths and 2.5

metre wide shared paths (one on each side, refer to Figure 2-9).

Local streets will be designed to promote slow vehicle speeds in order to improve safety

pedestrians and cyclists (refer to Figure 2-10).

As displayed in Figure 2-22, a significant portion of the active transport network detailed in the

DCP has been constructed in proximity to the proposed Marsden Park New Primary School.

In summary, as specified in the DCP, the Marsden Park Precinct will be designed to create a

pleasant and comfortable pedestrian and cycling environment. Amenity and safety will be

maintained by restricting speeds through traffic calming measures and intermittent parking with

landscaping will also be provided on both sides of the street.

The design of the proposed road network will encourage active transport for trips to and from

the proposed school within the Marsden Park Precinct.

Richmond Road

The NSW Government Road Safety Brochure (see Appendix D) identifies measures parents can adopt to facilitate the safety of their children walking and cycling to school. These include:

- Holding children hands near schools - Meeting children at the school gates - Planning trips to school to use the available pedestrian infrastructure - Reminding children to stop, look, listen and think prior to crossing a road - Enforce children to wear helmets - Encourage children to ride off-road away from vehicles and driveways



As detailed in Section 2.3.2, Blacktown City Council is currently constructing two new

roundabouts to the north of the proposed Marsden Park New Primary School. Austroads Guide

to Road Design Part 4B Roundabouts (2015) specifies the following should be included with

respect to the provision of pedestrian crossings at roundabouts:

It is emphasised that with most roundabouts special crossing facilities will not be necessary.

Generally, the installation of well-designed splitter islands of sufficient size to hold and protect

pedestrians allows them to cross only one direction of traffic at a time. This should result in

pedestrians being able to move more safely and freely around the intersection than was the

case before the installation of the roundabout. On small roundabouts in local streets, a cut-

through of splitter islands at pavement level or a painted island may be appropriate. However,

where pedestrian volumes are high, consideration should be given to the use of an

alternative intersection treatment, particularly where there are schoolchildren or the

elderly crossing.

The proposed roundabout designs currently include splitter islands with storage areas for

pedestrians. It is noted that these facilities do not provide priority for pedestrians.

In accordance with Austroads guidelines and feedback from Council, it is recommended that

pedestrian crossings at the splitter island are discouraged and pedestrian crossings are

implemented on the roads adjacent to Marsden Park New Primary School, adjacent to each of

the pedestrian entrances to the school.

School Pedestrian Crossing

Pedestrian access to the Marsden Park New Primary School (see Figure 3-1) is proposed from

the following locations:

To the north of the school on Bolwarra Drive

To the east of the school on Northbourne Drive

To the south of the school on Enmore Street

Based on discussions with Council it is noted that:

Council require pedestrian crossings on all roads adjacent to schools

The crossings should be located at the schools’ main pedestrian entry points

Options for the provision of pedestrian crossings include the following:

A standard pedestrian crossing (wombat crossing or zebra crossing).

A children’s crossing – which operates before and after school hours.

A mid-block signalised pedestrian crossing

It is noted that Council has requested that wombat (raised) pedestrian crossings be provided on

the roads in proximity to the Marsden Park New Primary School.

A list of the benefits and dis-benefits associated with each of these options is provided in Table

2-4.


Table 2-4 - Pedestrian Crossing Options

Crossing Type

Benefits Dis-benefits

Children’s Crossing

Operates only during school peak periods.

The provision of a traffic controller can assess the variability in traffic and pedestrian activity thereby reacting to increased traffic or pedestrian demand.

Provides a high level of safety with crossings taking place in a very controlled environment.

Requires twice daily installation and removal of the “School Crossing” flags.

Likely require the provision of a traffic controller. So, high operational cost.

Can only be installed in locations with a maximum of one travel lane in the same direction, thereby requiring the installation of line marking / kerb blister to direct traffic into one lane through the crossing

Requires increased awareness from drivers and pedestrians to ensure visual connectivity is maintained.

Pedestrian (Wombat / Zebra Crossing)

Operates full time giving priority to pedestrians.

Can incorporate a raise in the threshold for traffic calming.

Crossing area well defined.

Potential increase in traffic delays due to constant pedestrian crossing activity likely. Therefore, only suitable on roads with low traffic volumes.

Can only be installed in locations with a maximum of one travel lane in the same direction, thereby requiring the installation of line marking / kerb build-out to direct traffic into one lane through the crossing.

Requires increased awareness from drivers and pedestrians to ensure visual connectivity is maintained.

Raised (wombat) crossings have the potential to adversely impact safety passengers on the bus if the crossing is positioned on approach to a bus stop. An alighting passenger may stand on approach to the stop, with buses having to slow earlier than anticipated, as a consequence of the raised threshold, increasing the risk of passengers falling within the bus.

Mid-block Signalised Crossing

Operates full-time and with pedestrian phase activated only as required

Highly visible infrastructure with clear directions to both drivers and pedestrians for increased safety

Creates groups of pedestrians to cross at one time in lieu of potential constant pedestrian crossing activity.

Can be installed in locations with more than two travel lanes in the same direction.

Allows opportunity of audio and tactile indicators to pedestrians

Less priority is given to pedestrians as they will be required to wait for appropriate green time.

Mitigation options for the above could be either integrating a vehicle detecting system to identify end of queue extents, or during low traffic volumes, the push button could activate the pedestrian phase immediately reducing the wait time for pedestrians.

Higher capital cost

The Roads and Maritime Supplement to Australian Standard warrant for the provision of a

standard pedestrian crossing that is used by children and in two counts in an hour before and

after school exceed the following, a standard pedestrian crossing may be installed:

Pedestrian volumes (P) is greater than 30 per hour

Vehicle volumes (V) is greater than 200 per hour


The volumes of students and parent/guardians that will cross the roads adjacent to Marsden

Park New Primary School to access/egress the school is currently unknown. However, as much

of the student population will be drawn from the local residential area and it is expected that

parents/guardians will accompany many of the children to/from school. It has therefore been

assumed that pedestrian flows (P) will exceed 30 at each access point from the opening year.

Accordingly, it is recommended that:

Pedestrian (wombat) crossings are provided on the Bolwarra Drive, Northbourne Drive and

Enmore Street at each of the school’s main access points.

The roundabout splitter islands are constructed without the pedestrian storage areas to

encourage students to cross the road at the designated pedestrian crossings.

The potential use of fencing to encourage students to cross at the road at the designated

crossings.

Traffic and pedestrian activity be monitored to ensure that pedestrian safety and traffic

flows are maintained.

Bus Lane and Kiss-and-Drop Pedestrian Access

Detailed drawings of the proposed school bus zone and pick-up/drop-off zone on Bolwarra Drive

and Northbourne Drive are not currently available. However, they will be required to be

designed in accordance with the relevant disability access standards, DCP and TfNSW

Guidelines.

The Austroads Guide to Road Design Part 6A: Paths for Walking and Cycling – (Table 5.1

Width requirements for pedestrian paths), specifies that pedestrian paths with high volumes

should have a minimum width of 2.4 m and a minimum width of 1.8 m is required to allow two

wheelchairs to comfortably pass each other.

As stated in Section 2.3.3, the Marsden Park Precinct ILP includes the provision of a 2.5 m

shared path on Northbourne Drive (as a collector road) for bicycle riders and pedestrians, which

is currently under construction and will be finalised prior to the opening of the school.

It is assumed that a 2.5 m shared path on the southern side of Bolwarra Drive will also be

constructed prior to the opening of the school.

The Australian Human Rights Commission accessible bus stop guidelines, specifies the key

performances sought in an accessible bus stops are:

A firm evenly graded crossing point

An unobstructed space, large enough for the deployment of a ramp

A seamless transition between the bus stop and the connecting footpath

Clear signage indicating the location of the bus stop

The proposed bus zone on Bolwarra Drive will be constructed in accordance with these

specifications.

Crossing supervision

TfNSW runs a school crossing supervisor program, to help students use crossings on roads

adjacent to schools3. School crossing supervisors are provided to increase mobility and safety

around schools by enhancing the performance of pedestrian traffic facilities. Criteria for the

provision of a school crossing supervisor include:

3 http://roadsafety.transport.nsw.gov.au/stayingsafe/schools/schoolcrossingsupervisorprogram.html


They must have an adjoining children’s crossing or pedestrian crossing

The crossing must be used by infant and / or primary school children

The site must be located within a 40 km/h School Zone

The crossing must be used by a minimum of 50 school children per hour

The volumes of students and parent/guardians that will cross the roads adjacent to Marsden

Park New Primary School is currently unknown. However, as the main entrance to the school

will be on Northbourne Drive, much of the student population will be drawn from the local

residential area and it is expected that parents/guardians will accompany many of the children

to/from school. As such, it is likely that pedestrian flows will exceed 50 per hour from the

opening year.

It is therefore recommended that upon opening, the volumes of pedestrian activity at the

proposed pedestrian crossing be monitored and if the criteria are met, that a request for a

crossing supervisor be submitted to TfNSW4.

4 http://roadsafety.transport.nsw.gov.au/downloads/school-crossing-supervisor-request.pdf.


3. The Proposed Development

3.1 The Development

The proposed Marsden Park New Primary School will cater for 1,000 primary school students at

completion. The proposal seeks consent for:

Construction Stage 1 (Temporary School): a temporary school facility constructed within the

western portion of the development site located on the future sports grounds. This

temporary school facility is to accommodate a maximum of 500 students at any given time.

Should the permanent school progress as per the program, the temporary school will not be

required.

Construction Stage 2 (Construction of Permanent School Facility): a permanent

consolidated two-storey courtyard building with the capacity to accommodate a maximum

of 1,000 students. This new school building is to comprise

– 40 teaching spaces and ten administration staff

– A canteen

– Library

– Multipurpose hall

– Office and administration space

– Staff and student amenities

– Out of school hours care accommodation.

Multi-purpose sporting facilities and outdoor play spaces.

A SSU for children with learning/behavioural difficulties and physical disabilities.

The site development plan for the proposed school (Stage 2) is shown in Figure 3-1.


Figure 3-1 - Marsden Park New Primary School Site Development Plan

Bus pick-up and drop-off

Car Park and Service Vehicle

Access

Pick-up and drop-off on Northbourne

Drive

Bicycle Parking

Bicycle Parking


3.2 Special Support Unit

The details of the types of disabilities/difficulties of the children attending the Marsden Park New

Primary School SSU are not currently known. However, a preliminary assessment provided by

SINSW indicates that there will be:

One class of 18 students with relatively mild disability/difficulties

Approximately ten students with moderate disability/difficulties

Approximately six students with severe disability/difficulties

As detailed in Section 3.6, the school’s car park will provide four designated parking bays for

parents with children in the SSU.

For the purposes of analysis, it has been assumed that:

The children with relatively mild disability/difficulties and half the children with moderate

disability/difficulties will be able to use the general pick-up/drop-off facilities

The children with severe disability/difficulties and half the children with moderate

disability/difficulties will utilise the designated parking bays in the school’s car park.

3.3 Catchment Data

The proposed catchment area for Marsden Park New Primary School is not currently available.

In accordance with the proposed population of up to 30,000 people (see Section 1.6), the

catchment for Marsden Park New Primary School is expected to primarily consist of the existing

and future residences within the Marsden Park Precinct.

SINSW has provided the following residential catchment data for the nearby Marsden Park

Public School:

There were 222 students attending Marsden Park Public School, of which 199 resided

within the school catchment.

Applying the above ratio, it has been assumed that approximately 90 percent of students for

Marsden Park New Primary School will reside within the Marsden Park Precinct.

In accordance with the existing and proposed active transport facilities described in Section 2.9,

a large portion of the students are expected to live within a walking and cycling catchment of the

school.

3.4 Proposed Site Access Arrangements

A summary of the proposed access arrangement for Marsden Park New Primary School is as

follows (see Figure 3-1),

The main pedestrian access will be provided along Northbourne Drive, with additional

pedestrian access points provided on Bolwarra Drive and Enmore Street.

Wombat pedestrian crossings will be provided on Northbourne Drive, Bolwarra Drive and

Enmore Street at or in close proximity to these access points to support the safe and

efficient movement of students, teachers and guardians accessing and egressing the

school.

Vehicle pick-up and drop-off activity will occur on the western side of Northbourne Drive in

an indented bay.

School bus pick-up and drop-off activity will occur on the southern side of Bolwarra Drive in

an indented bay.


Access to the parking area (teachers and SSU parents) will be provided on Enmore Street.

Waste collection will occur via Enmore Street. Collection vehicles will be required to

manoeuvre within the car park to access the waste containers (see Section 3.7).

Emergency services vehicles will access the school from Bolwarra Drive.

Additional access gates are proposed:

Adjacent to the north of the vehicle pick-up and drop-off zone on Northbourne Drive

Adjacent to the east of the bus pick-up and drop-off zone on Bolwarra Drive.

These access gates will:

Enable parents dropping of their children of on Northbourne Drive to watch them enter the

school.

Provide efficient and safe access/egress for students utilising the pick-up/drop-off facilities

on Northbourne Drive and Bolwarra Drive.

These two access gates could potentially be locked outside of peak periods of pick-up/drop-off

activity to encourage visitors to utilise the main pedestrian access points.

It is noted that use of the wombat pedestrian crossings is expected to occur predominantly in

day light hours. However, street lighting will provide improved visibility at night.

3.5 Sight Distance Analysis

Enmore Street will function as a local street (see Section 2.3) with a speed limit of 50 km/h.

Sight distance requirements for driveway access are provided in Australian Standards AS

2890.1 Part 1: Off street car parking are shown in Figure 3-2.


Figure 3-2 - Sight Distance Requirement at Access Driveway

Based on the 50 km/h speed limit along Enmore Street, it is recommended to leave the shaded

area shown in Figure 3-2 free of permanent obstacles for a desirable length ‘Y’ of 69 m or a

minimum of 45 m from the access driveway.

During peak periods of the school’s operation (8:00 am – 9:30 am and 2:00 pm – 4:00 pm) it is

assumed a 40 km/h school zone will be in operation on Enmore Street, corresponding to a

desirable sight distance of 55 m or a minimum of 35 m.

The proposed access driveway to the car park is located on Enmore Street to the east of Beale

Street, as shown in Figure 3-1.

The layout includes sight triangles to enhance the visibility onto Enmore Street for divers exiting

the school.

A desktop assessment indicates that the desirable site distances of 69 m on Enmore Street (as

displayed in the red line) are achieved.


Figure 3-3 – Preliminary Sight Distance Analysis

The safety of students, teachers and parents/guardians as a key priority and any proposed

landscaping/fencing will be placed so as not to inhibit sight lines to and from the vehicular

crossings to motorists, pedestrians and cyclists.

It is also noted that the wide driveway (approximately 9.4 m) will also enhance the visibility of

drivers departing the school car park.

3.6 Car Parking

3.6.1 Car Parking Supply

The Blacktown City Council Development Control Plan (2015) states that parking should be

provided at the following rates for both primary and secondary schools:

1 space per staff member

1 space per 100 students

The Marsden Park New Primary School will have 40 teachers, ten administration staff and up to

1,000 students. In accordance with DCP guidelines, 60 parking spaces are recommended.

The proposed car park will provide 58 parking spaces, including one parking space for the

mobility impaired, this includes:

54 parking spaces for teachers/staff

Four spaces for parents with children at the SSU

69 m site distance


SINSW provides a set of guidelines with respect to the provision of parking at schools in the

Educational Facilities Standards and Guidelines (PS610.17 Service Zone), which states:

In order to ensure that the available site are for teaching, learning and play is maximised, to

enable community use and to encourage sustainable means of transport to and from school, on

school parking should be kept to a minimum.

It is noted that:

As detailed in Section 4.7, it is expected that travel demand measures will be implemented

at Marsden Park New Primary School to encourage teachers to utilise sustainable modes

of transport or car share.

As detailed in Section 2.8.3, bus services to Marsden Park are expected to improve as the

North West Growth Centre continues to be developed.

The provision of 58 spaces:

Is consistent with the DoE Guidelines.

Provides parking for all the expected teachers/staff.

Will support the pick-up and drop-off activity associated with the SSU.

Is considered to be sufficient to accommodate typical parking demand associated with

Marsden Park New Primary School, during peak periods of operation.

3.6.2 SSU Parking Supply

Parents with children at the SSU will also be allowed to use the car park to pick-up and drop-off

their children.

Typically it is expected that teachers will arrive at the car park before these parents and leave

after them.

A total of four bays will be provided for the SSU. Based upon data in Section 3.2, approximately

12 children will need to utilise theses parking bays.

The SSU bays would need to turnover three times in an hour (on average every 20 minutes) to

accommodate this parking activity.

While the provision of four spaces is expected to be typically sufficient, if a parent seeks to pick-

up/drop-off a child while the allocated SSU bays are full, they will be able to temporarily park in

the car park’s circulation aisle.

These procedures have been discussed and agreed with SINSW and Council.

3.6.3 Car Park Layout

Teacher Parking Bays

This section will investigate the compliance of the proposed car park with the requirements

outlined in AS 2890.1-2004. It is noted one-way circulation is proposed through the car park in a

clockwise direction.

In accordance with the requirements specified in Australian Standard AS:2890.1, employee car

parking is categorised as a User Class 1A Off-Street Car Parking Facility, namely residential,

domestic and employee parking

The requirements for User Class 1A car parks are as follows:

Bay width: 2.4 m

Bay length: 5.4 m


Aisle width: 5.8 m

The proposed car park provides spaces for teachers of 2.4 m by 5.4 m for teachers and 6 m

aisle widths, which complies with Australian Standards.

The AS2890 also specifies where a parking space is bound by a wall or other structure, it is

required to be widened by at least 0.3 metres. The proposed car park complies with these

specifications.

The car park design enables vehicles to enter, manoeuvre internally and exit the site in a

forward direction.

Short Term Parking Bays

The proposed car park provides four spaces for parents with children in the SSU.

Parking for parents with children in the SSU would be designated as User Class 3 “short term”

parking, with the following requirements:

Bay width: 2.6 m

Bay length: 5.4 m

Aisle width: 5.8 m

The proposed “short-term” parking bays have dimensions of 2.6 m by 5.4 which complies with

Australian Standards.

Small Parking Bays

The carpark contains four small car parking bays with dimension of 2.3 m by 5.4 m, which

complies with AS2890.

Small cars have better fuel efficiency and lower emissions compared to larger cars. Thus the

provision of these spaces will encourage teachers to use small vehicles, providing improved

environmental outcomes.

Parallel Parking Bays

The car park includes six parallel parking bays. AS 2890 specifies that:

Parallel parking bays should have a minimum width of 2.1 m

Based on a one-way aisle width of 3.3 m (though it is noted that available circulation aisle

exceeds this):

– Bays should be 6.1 m in length

– Obstructed bays should be 6.4 m in length

The proposed parallel parking bays have dimensions of 2.1 m by 6.1 m and 2.1 m by 6.4 m

(obstructed bays) which complies with Australian Standards.

Car Park Access

During peak morning and afternoon periods (8:00 am – 9:30 am and 2:30 pm – 4:00 pm), only

teachers and parents with children in the SSU unit will be able to access the car park.

To restrict access to the car park a number of options are available, including:

Signage detailing the access restrictions

A closed gate with teachers/SSU parents being provided a remote control to obtain access.

The appropriate type of control will be discussed and agreed with key stakeholders, prior to the

opening of the school.


Driveway Width

AS 2890.1-2004 specifies that two-way driveways require a minimum of 5.5 metres between 0.3

metre kerbs. The proposed access driveway has a width of 9.4 metres (in order to

accommodate cars and waste collection vehicles), which complies with Australian Standards.

Driveway Gradient

With respect to ramp gradient AS 2890.1-2004 specifies that for straight ramps up to 20 m long:

A maximum gradient of 1 in 4 (25 percent) is permissible

A stepped ramp shall have two lengths separated by a grade of not more than 1 in 8 (2.5

percent)

As described in Section 3.7, a waste collection vehicle will need to enter the school’s car park.

AS2890.2-2002 Off-street commercial vehicle facilities, specifies that for vehicles up to the size

of a 12.5 m Heavy Rigid Vehicle (HRV):

A maximum gradient of 1 in 6.5 (15.4 percent) is permissible

A maximum rate of gradient change of 1 in 16 (6.25 percent) over 7 m is permissible.

The car park’s access ramp has a maximum grade of 1 in 21 and thus complies with Australian

Standard specifications.

3.7 Service Vehicles

3.7.1 Waste Collection

As stated previously, waste collection is proposed within the school’s car park.

Based on the information provided by SINSW, a private company will undertake waste

collection at Marsden Park New Primary School. Private companies typically provide a range of

bespoke collection vehicles.

The smallest waste collection vehicle used by the Council is 11 m in length.

To be conservative and to enable the future collection of waste by Council (although this is

unlikely to be required) it has been assumed that an 11 m front loading waste collection vehicle

will be used at the school. A swept path analysis, shown in Figure 3-4, indicates that the waste

collection vehicle will need to cross a small number of the parking spaces to access and egress

the school.

Waste collection times will be managed so that waste will only be collected when the car park is

not in use, outside periods of school activity (at night or very early in the morning), to minimise

any potential interactions between collection vehicles and students, their

parents/guardians/carers and teachers.


Figure 3-4 – Swept Path Analysis (11 m truck)

Other service vehicle activities would be associated with canteen deliveries, school supplies and

maintenance vehicles. These deliveries would be undertaken by light vehicles i.e. vans, which

would only park for a short period (i.e. the time required to unload their goods). These vehicles

could potentially park:

Within the waste collection area (accessed via the car park)

Within the vehicle pick-up / drop-off facility (outside periods of peak school activity)

On-street

These light vehicle service deliveries can be adequately be accommodated within the above

locations. However, it is also recommended that any delivery of supplies occurs outside peak

periods of school traffic activity where possible.

It is noted that in the Council comments (see Table 1-1), Council have requested a loading

management plan be prepared to ensure waste collection does not occur during periods of

school activity.

At a planning stage, it is not possible to prepare a loading plan, as the organisation proposed to

undertake waste collection has not been identified.

However, the safety of students, parents and teachers is the primary concern and it is

recommended that a curfew is placed on waste collection and identified as a condition of

consent by Council.


3.7.2 Fire Truck

The NSW Government’s Fire safety guideline – Access for fire brigade vehicles specifies that

when undertaking swept paths for general fire trucks, an Australian Standard Medium Rigid

Vehicle MRV should be used.

A swept path analysis showing an 8.8 m MRV circulating through the proposed car park is

displayed in Figure 3-5.

Figure 3-5 – Swept Path Analysis (8.8 m MRV)

Figure 3-5 indicates that the MRV can circulate within the available aisles and therefore could

access the car park when vehicles are parked in it.

3.8 Bicycle Parking Facilities

3.8.1 Students

Green Star – Design & As Built v1.2, Chapter 17 Sustainable Transport specifies that secure

bicycle parking should be provided for 40 percent of students over grade four.

Assuming the proposed 1,000 students are distributed evenly over seven years there will be

142 students per year and a total of 284 students over grade four (i.e. in grade five and six).

To comply with Green Star specifications, bicycle parking for 114 students is required. It is

possible to park two bicycles on a single storage hoop, so a total of 57 hoops are required for

students to comply with Green Star standards.

The Marsden Park New Primary School will provide 72 bicycle hoops for students, exceeding

Green Star specifications.


3.8.2 Staff

Green Star – Design & As Built v1.2 specifies that bicycle parking for non-residential

developments should be provided for 7.5 percent of regular occupants. Based on 40 teachers

and ten administration staff, four bicycle spaces or two hoops should be provided.

The Green Star Guide also specifies that for regular occupants working in a building, end of trip

facilities such as showers and lockers are required. End of trip facilities do not need to be

provided for non-staff, such as students.

Based on 40 teachers and ten administration staff, two showers and four lockers are required.

The Marsden Park New Primary School will provide two hoops for teachers (separate to

students), two showers and a minimum of four lockers, which complies with Green Star

specifications.

3.9 Crime Preventions

Crime Prevention through Environmental Design (CPTED) is a crime prevention strategy that

focuses on planning and design. It reduces opportunities for crime by using design and place

management principles that reduce the likelihood of crime occurring.

A key component of CPTED is passive surveillance which is achieved when normal space users

can see and be seen by others. This highlights the importance of building layout, orientation and

location; the strategic use of design; landscaping and lighting.

The proposed bicycle parking and car parking areas will be visible from the street and from

within the Marsden Park New Primary School (see Figure 3-1).

The layout of the school is considered consistent with CTPED principals.

3.10 Pick-up and Drop-off

3.10.1 Northbourne Drive Layby

The focus for the vehicle pick-up/drop-off facility for Marsden Park New Primary School is

proposed on the western side of Northbourne Drive, located to the east of the school and is

approximately 70 m in length. In accordance with the instruction from Council, the pick-up/drop-

off facility will be indented.

It is recommended that the drop-off facility be designated as a ‘No Parking’ zone (8:00 am –

9:30 am and 2:30 pm – 4:00 pm) as vehicles are not permitted to park for more than two

minutes and drivers must remain within three metres of their vehicle. This will facilitate improved

turnover and efficiency of operation during pick-up and drop-off periods as vehicles should be

left unattended.

Regulatory signage will need to be provided for the ‘No Parking’ (R5-40) and ‘No Stopping’ (R5-

400) restrictions. Additional signage could be implemented on Northbourne Drive to clarify and

promote the lay-by facility’s pick-up and drop-off operation.


Figure 3-6 – Example of Supplementary Signage

It is noted that the proposed indented layby pick-up/drop-off facility will be constructed on land

owned by SINSW.

It is noted that as part of Council’s comments (see Table 1-1), they suggested that an additional

pick-up/drop-off be provided in the eastern side of Northbourne Drive.

As SINSW does not own the land on the eastern side of Northbourne Drive they cannot provide

a pick-up/drop-off zone in this location. Further, the provision of a pick-up/drop-off zone in this

location would require children to cross Northbourne Drive, introducing potential safety risks.

3.10.2 Pick-up/Drop-off Zone Operation

Parents should be encouraged to use the designated pick-up/drop-off facility at the front of the

school on Northbourne Drive. For safety reasons (in accordance with its proposed collector road

functionality), parents travelling in a southbound direction should be discouraged from dropping

their children off on the eastern side of Northbourne Drive (opposite the school).

The provision of roundabouts near the school will enable legal U-turn manoeuvers to

access/egress the designated facility.

To minimise impacts on local streets, parents should be discouraged from dropping their

children off on Beale Street or Enmore Street. This could be done via newsletter, emails etc.

requesting parents use the designated facility on Northbourne Drive.

The functional capacity of the proposed pick-up and drop-off zone will be dependent on a

management plan for this facility, which would be developed by the school. There are a number

of key activities teachers/staff and parents can do to facilitate the efficiency of pick-up/drop-off

activity including:

Designating the mode of transport a child will take i.e. walking/cycling, buses or cars.

Corralling children after school into designated areas in proximity to the pick-up/drop-off

facilities.

Developing a system for matching the child to the correct vehicle at pick-up times, i.e.

request parents have a sign with their child’s name on the dashboard of their vehicle.

Developing a roster of those adults approved by the school community to supervise

students as they exit or enter a vehicle.


Communicating details of the initiative’s operation and safety procedures to drivers,

students, supervising adults and the general school community.

Designating pick-up times, with parents/guardians/carers not to arrive before this period.

Staggering the pick-up/drop-off times between grades.

TfNSW literature with respect to the “pick-up and drop-off initiative”, including volunteer adult

supervisors to help children get in and out of cars is included in Appendix D.

Some councils have produced brochures identifying measures parents and teachers can

facilitate the safety and efficiency parking and pick-up/drop-off facility. An example prepared by

the City of Ryde and Hornsby Shire is provided in Appendix D. It includes the details of the fine

and loss of demerit points associated with disobeying signage/controls in proximity to schools.

It is recommended that a similar brochure is prepared and distributed to parents with children at

Marsden Park New Primary School.

It is also recommended that staff monitor the operation of the proposed pick-up/drop-off facility.

If vehicles are observed to undertake illegal manoeuvres or parking behaviour (which carry

heavy fines), Council should be requested to send out rangers to patrol the school zone5.

Enforcement will quickly stop this behaviour and facilitate the safety and efficiency of the

operation of the designated pick-up/drop-off facilities.

3.10.3 Bolwarra Drive Bus Zone

As stated previously, it is proposed to provide a bus pick-up and drop-off zone to the north of

the school on Bolwarra Avenue.

As specified in Section 2.8, details about potential school bus services at Marsden Park New

Primary School are not currently available. However, similarly to St Luke’s Catholic College, it is

expected that Marsden Park New Primary School will be served by school bus services.

The information included in the State Transit Bus Infrastructure Guide (2011) indicates that a

bus zone for a “long rigid bus” is 35 metres, consisting of:

A bus length of 14.5 metres

A draw out length of 6.5 metres

A draw in length of 14 metres.

For “nose-to-tail operations, a clear distance of 6 m should be provided between buses. It is

noted that a 14.5 metre bus (with a capacity of 80 passengers) is consistent with the largest

rigid bus operated by Sydney Buses.

5 The Hills Shire Council have a ‘request a school zone patrol’ facility to monitor and control traffic and parking issues.

https://epathway.thehills.nsw.gov.au/ePathway/Production/Web/mobility/Citywatch/index.html?Module=ECRREQT&Type=PA03

The NSW Government Road Safety Brochure (see Appendix D) identifies measures parents can do facilitate the safe operation of pick-up/drop-off facilities

- Ensuring children are fastened in the correct car seat for their ages - Adhere to the 40 km/h speed limit - Give way to pedestrian at all times - Park legally and do not undertake dangerous maneuvers i.e.-turns and three-point

turns - Drop and pick-up children as the designated facilities - Encourage children to exit/enter the vehicle on the side of the vehicle that is farthest

from the adjoining traffic lane


The bus zone on Bolwarra Drive is proposed to be 55 m in length which will enable the storage

up to two buses, which will be able to operate independently of each other.

The proposed indented pick-up/drop-off bus bay at Bolwarra Drive will also occasionally be

used by buses for school excursions. These buses would typically use the pick-up/drop-off

facility during off-peak periods only (i.e. during school hours) which would minimise any

potential queuing impacts with before and after school pick-up/drop-off periods. Access to these

buses at the pick-up/drop-off facility from the proposed school would be directly from the

proposed access gate on Bolwarra Drive, with support from school staff.

The proposed location of the bus stop on Bolwarra Drive will require buses to either continue

driving westbound or undertake a U-turn to head towards Richmond Road.

A roundabout is located at the intersection of Bolwarra Drive and Parkway Drive (approximately

250 m to the west of the bus zone) to facilitate a U-turn manoeuvre (see Figure 1-1).

An Austroads Design Template for a 14.5 m bus is displayed in Figure 3-7.


Figure 3-7 – Austroads Turning Template – 14.5 m bus

The data in Figure 3-7 indicates that a 14.5 m bus requires a radius of 13.5 m to undertake a U-

turn. The Parkway Drive Roundabout provides a radius of approximately 16 m.

Additionally, a swept path analysis (based on aerial imagery) of a 14.5 m bus is displayed in

Figure 3-8.


Figure 3-8 – 14.5 m Bus U-turn Manoeuvre

Accordingly, the available data indicates that 14.5 m buses will be able to traverse the Parkway

Drive Roundabout.

3.11 40 km/h School Speed Zones

40 km/h School Zones are implemented outside schools to reduce vehicle speeds where there

is an increased potential for conflict between vehicles and schoolchildren. School Zones

operate on government gazetted school days between 8:00 am – 9:30 am and 2:30 pm – 4:00

pm.

The NSW Government has ensured that every school in NSW has at least one set of school

zone flashing lights, to reduce the probability and severity of crashes and protect children on

their way to and from schools.

School Zones can promote active transport as a result of slower vehicle speeds.

Technical Direction TD 2003 / RS02 Installation of 40 km/h School Zones on Multi-lane Road

and High Speed Road specifies for roads with a speed limit of 70 km/h or less:

School zones should have a minimum length of 200 metres.

The main school access should be centred within the zone.

Drawings showing the locations of the proposed 40 km/h School Zones are not currently

available. It is assumed that they will be implemented on the roads adjacent to Marsden Park

New Primary School, in accordance with NSW Government Guidelines.


4. Traffic Assessment

4.1 Traffic Data

As described in Section 4.7, SINSW acknowledge that one-car one-student travel demand

contributes to traffic congestion at schools.

It is understood the SINSW are reviewing the potential implementation of staggered start and

finish times at Marden Park New Primary School to reduce the traffic impacts during peak

periods of school activity.

4.1.1 Mode Split

GHD have completed Traffic Assessments for a number of public primary schools in Sydney,

including:

Carlingford Public School

Waitara Public School

Epping Public School

Greenwich Public School

For each of these schools, a number of surveys were undertaken to determine mode split and

peak hour generation, as follows:

Internet surveys (see Appendix E) were distributed to parents (via the school principal) to

determine

– Distance children travel to access the school

– Mode of transport (morning and afternoon)

– The portion of trips to school that form part of another journey

Manual travel mode surveys were undertaken between 8:00 am – 9:30 am and 2:30 pm –

4:00 pm to determine:

– The number of students being dropped off and picked up by their parents, guardians or

carers by private vehicle (either at the pick-up/drop-off zone or parking on the nearby

streets and walking the students to school).

– The number of students accessing and egressing the school using buses.

– The number of students walking to and from the school.

The mode split determined for each of the schools is displayed in Table 4-1. It is noted that

negligible volumes of students cycling to/from school were identified.

Table 4-1 – School Mode Split Data

Mode Carlingford Waitara Epping Greenwich Average

AM PM AM PM AM PM AM PM AM PM

Walk Only 24% 36% 32% 38% 44% 42% 25% 33% 31% 37%

Car 76% 62% 55% 42% 55% 53% 66% 56% 63% 53%

Bus 0% 2% 13% 20% 1% 5% 11% 12% 6% 10%

The data in Table 4-1 indicates a variety of mode splits between schools, however generally:

Higher portions of students walk or take the bus in the afternoon compared to the morning.


Lower volumes of parents/guardians/carers utilise private vehicles in the morning compared

to the afternoon.

It is expected that Marsden Park New Primary School will be supported by a robust active

transport network (see Section 2.9) and will be included in bus services (see Section 2.8).

For the purposes of analysis, the average mode of transport detailed in Table 4-1 has been

applied to the expected student population of Marsden Park New Primary School. Based on the

population of 1,000 students:

310 students are expected to walk to school in the morning and 370 from school in the

afternoon.

630 students are expected to be driven to school in the morning and 540 from school in the

afternoon.

60 students are expected to catch a bus to school in the morning and 100 expected to

catch a bus from school in the afternoon.

In accordance with the shared paths, the proposed provision of bicycle parking, and the

expected proximity of a large number of students to the school, it is anticipated that some

students will also cycle to school.

However, for the purposes of analysis, the vehicle activity identified in Table 4-1 has been

applied to Marsden Park New Primary School.

4.1.2 Peak Hourly Trips

Additional analysis was undertaken to determine the portion of vehicle activity that occurred in a

single AM and PM peak hour. The results of the analysis for the portion of peak one-hour

vehicle activity (from the total activity between 8:00 am – 9:30 am and 2:30 pm – 4:00 pm) is

displayed in Table 4-2.

Table 4-2 – Portion of Peak Hour Vehicle Activity

Carlingford Waitara Epping Greenwich Average


Peak Hour

Trips

92% 100% 87% 89% 90% 100% 66% 99% 84% 97%

The data in Table 4-2, indicates that student drop-off in the morning typically occur over a longer

period of time compared to student pick-up in the afternoon.

Applying the average rates to the expected vehicle activity identified in Section 4.1.1.

528 students are expected to be driven to school in the AM peak hour.

524 students are expected to be driven from school in the PM peak hour.

4.1.3 Vehicle Occupancy

Parents can typically have multiple children attending schools in different grades. The surveys

identified vehicle occupancy at the school’s pick-up/drop-off zones. The results of the vehicle

occupancy analysis (excluding the driver) are displayed in Table 4-3.


Table 4-3 – Child Vehicle Occupancy

Carlingford Waitara Epping Greenwich Average


Vehicle

Occupancy

1.5 1.5 1.1 1.3 1.3 1.5 1.3 1.4 1.3 1.4

The data in Table 4-3 indicates that on average:

In the morning peak hour, there is an occupancy of 1.3 children per vehicle.

In the afternoon peak hour, there is an occupancy of 1.4 children per vehicle.

Applying these rates to the data in Section 4.1.2, the Marden Park New Primary School is

expected to generate:

406 vehicle trips in the AM peak hour (inbound and outbound).

368 vehicle trip in the PM peak hour (inbound and outbound).

4.1.4 Trip Type

Trips can generally be classified as follows:

New trips – Traffic with the specific purpose of visiting a site

Pass-by trips – Traffic on its way to a destination that will make an intermediate stop

without diverting from its route

Diverted trips – Traffic on its way to a destination that will make an intermediate stop via a

diversion.

Figure 4-1 provides examples of these trip types.

Figure 4-1 – Trip Type Illustration

The data in relation to the portion of trips that form part of another journey such as work or

shopping obtained from the internet survey from the previous school studies is displayed in

Table 4-4.


These trips involve a parent/guardian/carers passing by or diverting to the school to drop the

child/children off when travelling to another destination. They are not indicative of new trips on

the road network.

Table 4-4 – Passer-by and Diverted Trips

Mode Carlingford Waitara Epping Greenwich Average


Diverted Trips 49% 34% 46% 32% 47% 34% 52% 35% 49% 34%

The data in Table 4-4, indicates that on average:

In the morning peak hour 49 percent of trips are passer-by or diverted trips

In the afternoon peak hour 34 percent of trips are passer-by or diverted.

It is noted that the school peak coincides the road network peak in the morning and precedes

the road network trips in the afternoon. Accordingly, there is greater opportunity to incorporate

school drop-off activity into other activities (i.e. driving to work).

Based on the data in Section 4.1.3 (excluding diverted and passer-by trips), Marsden Park New

Primary school is expected to generate:

209 inbound trips and 209 outbound trips in the AM peak hour.

244 inbound trips and 244 outbound trips in the PM peak hour.

4.2 Background Traffic Volumes

In order to determine the background traffic volumes in proximity to the proposed school,

TfNSW provided 2036 strategic model (EMME) outputs for Marsden Park and its surrounds.

EMME is a travel demand modelling system used for transport forecasting. TfNSW uses EMME

to undertake traffic modelling and forecasting of road schemes with wide-reaching network

impacts, and to examine the effects of significant new residential or employment land releases

(such as the Marsden Park Precinct), major incidents, tolling or other strategies.

The EMME model accounts for proposed changes in land uses and road infrastructure

throughout Sydney. For the purposes of analysis, it is assumed that the EMME outputs provided

by TfMSW account for the:

The land uses associated with the Marsden Park Precinct and Marsden Park North Precinct

Background traffic volumes on Richmond Road

The models are calibrated for the 7:00 am – 9:00 am and 4:00 pm to 6:00 pm peak hours based

on actual survey traffic data for the principal routes within the model to ensure they are

providing an accurate representation of real-world travel patterns.

The 2036 AM and PM peak hour traffic volumes, based on the EMME files provided by TfNSW

are displayed in Appendix F.

In order to convert the data from a two hour period to a one hour period and account for

expected peak activity within the two hour peak, a factor of 0.6 has been applied to the EMME

data, as displayed in Figure 4-2.


Figure 4-2 – 2036 EMME Outputs (one hour peak)

It is noted that the outputs of the EMME model indicate that the proposed northern intersection

(see Figure 2-6) will function as a T-junction.

The EMME model has been constructed on the assumption that:

The Bandon Way will be constructed by 2026 and will provide two travel lanes in either

direction

By 2026 Richmond Road will provide two lanes in either direction

By 2036 Richmond will provide three travel lanes in either direction

4.3 Trip Distribution

Trip distribution for Marsden Park New Primary School has been identified from the EMME

model outputs at the intersection of Richmond Road, Elara Boulevard and Bandon Road, as

displayed in Table 4-5 and Figure 4-3

Table 4-5 – Trip Distribution Data

Direction AM Peak PM Peak

Inbound Outbound Inbound Outbound

To/from south (Richmond Road) 43% 55% 52% 46%

To/from north (Richmond Road) 41% 27% 28% 40%

To/from east (Bandon Road) 16% 18% 20% 15%

Total 100% 100% 100% 100%


Figure 4-3 – Trip Distribution Data

The following assumptions have been made with respect to trip distribution for Marsden Park

New Primary School.

Student pick-up and drop-off will occur at the designated facility on Northbourne Drive.

Vehicles exiting the school to the north will manoeuvre through the precinct and turn left at

the proposed northern intersection.

Vehicles exiting the school to the south or east will undertake a U-turn at the Northbourne

Drive/Bolwarra Drive intersection and utilise the Richmond Road/Elara Boulevard/Bandon

Road intersection.

Vehicles accessing the school from the north will utilise the Richmond Road/Elara

Boulevard/Bandon Road intersection, so as to approach the pick-up/drop-off zone from the

south.

Vehicles accessing the school from the south and east will utilise the Richmond Road/Elara

Boulevard/Bandon Road intersection.

To be conservative, no trips have been distributed onto the proposed left in access from

Richmond Road onto Bolwarra Drive i.e. all the trips have been accounted for at the two

intersections of interest on Richmond Road.

4.4 Traffic Generation

For the trip generation analysis the following assumptions have been made:

Richmond Road and Bandon Road are the arterial roads in proximity to the proposed

school. Accordingly, the diverted trips will need to utilise these roads regardless of the

presence of the school. It is therefore assumed that the diverted trips are accounted for in

the 2036 EMME outputs displayed in Figure 4-2.

As detailed in Section 3.3, it is expected that approximately 90 percent of students for

Marsden Park New Primary School will reside within the Marsden Park Precinct.

Accordingly, the majority of trips associated with the school are expected to be generated

from within the precinct.


For the “non-diverted trips” (209 in the AM peak hour and 244 in as detailed in Section

4.1.4), upon departing the school, could return home, access the local trip attractors (i.e.

the proposed retail centres as displayed in Figure 1-2) or exit the precinct.

It is unknown how many of the non-diverted trips will utilise the key intersections on Richmond

Road subsequent to dropping their child off at school. However, to be conservative, it has been

assumed that 100 percent of the new trips will access/egress the proposed school using the

intersections of interest in peak periods, as follows:

209 inbound trips and 209 outbound trips in the AM peak hour

244 inbound trips and 244 outbound trips in the PM peak hour

The expected trips associated with Marsden Park New Primary School (in accordance with the

criteria detailed in Section 4.1 – Section 4.3 is displayed in Figure 4-4.

Figure 4-4 Marsden Park New Primary School Trips (on Richmond Road)

4.5 Traffic Impact Assessment

4.5.1 Traffic Volumes

Analysis has been undertaken (based on the data in Figure 4-2 and Figure 4-4) to determine

the volume of school trips as a portion of the overall expected vehicle trips in the 2036 horizon

year. The results of this analysis is displayed in Table 4-6.

To be conservative, it has been assumed that the EMME outputs include the vehicle activity

associated with the Marsden Park New Primary School (i.e. they have not been double counted

to minimise their proportionality).


Table 4-6 – Traffic Volume Comparison (2036)

Intersection Direction AM Peak PM Peak

EMME

Volumes Trip Volumes Proportion

EMME


Richmond Road and Northern Access

Richmond Road (North) Northbound 1,630 56 3% 2,081 98 5%

Southbound 2,029 86 4% 1,659 68 4%

Richmond Road (South) Northbound 1,640 - - 2,336 - -

Southbound 2,371 86 4% 1,709 68 4%

Northern Access Eastbound 430 56 13% 139 98 71%

Westbound 98 - - 346 - -

Total 8,198 142 2% 8,270 166 2%

Richmond Road, Elara Boulevard and Bandon Road

Richmond Road (North) Northbound 1,640 - - 2,336 - -

Southbound 2,371 86 4% 1,709 68 4%

Bandon Way Eastbound 1,081 38 4% 872 36 4%

Westbound 925 34 4% 1,160 48 4%

Richmond Road (South) Northbound 2,441 90 4% 3,140 126 4%

Southbound 3,403 116 3% 2,690 112 4%


Intersection Direction AM Peak PM Peak

EMME


EMME


Elara Boulevard Eastbound 767 176 23% 872 196 22%

Westbound 380 154 41% 1160 148 13%

Total 8,997 196 2% 196 2%


4.5.2 Analysis

As displayed in Table 4-6, the trips generated by the Marden Park New Primary School are

expected to constitute approximately two percent of the overall traffic volumes at the

intersections of interest on Richmond Road.

This is based on a conservative set of assumptions as listed in Section 4.4.

Accordingly, the planned upgrades to the key intersections on Richmond Road (as described in

Section 2.3.1) to support the ongoing development of the Marsden Park Precincts and the wider

South West Growth Area will be required, regardless of whether the school is constructed.

Additionally, by locating the school in close proximity to its population catchment, will reduce the

distance students will need to travel, reducing the potential regional traffic impacts on the

adjoining arterial road network.

Accordingly, it is expected that Marsden Park New Primary School is expected to have a

negligible impact on the key intersections on Richmond Road.

4.6 Pick-up and Drop-off Analysis

The indented pick-up/drop-off zone is approximately 70 m length. Based on an average length

of 6 metres per vehicle (which includes gaps between cars), the zone could accommodate

approximately 12 vehicles.

The average delay for parents at pick-up/drop-off zones is typically lower in the morning than in

the afternoon. This is because, in the afternoon, parents are required to wait until their child

leaves the school. Further, as many schools provide after school care (OOSCH) there is a peak

spreading in the afternoon.

For the purposes of assessment, it has been assumed that at the pick-up/drop-off facility:

Peak activity will occur within a 45 minute period

In the AM peak, there will be an average wait of 60 seconds per vehicles

In the PM peak, there will be an average wait of 90 seconds per vehicle

In the AM peak, each space would turn over approximately 45 times

In the PM peak, each space would turn over approximately 30 times

Based on the provision of 12 spaces:

In the AM peak, the pick-up/drop-off facility will have a capacity of approximately 540

vehicles on average.

In the PM peak, the pick-up/drop-off facility will have a capacity of approximately 360

vehicles on average.

As detailed in Section 4.1.3, Marsden Park New Primary School is expected to generate

approximately (including the diverted and non-diverted trips):

406 vehicle inbound trips in the AM peak hour

368 vehicle inbound trip in the PM peak hour

Based on the above analysis the proposed pick-up and drop-off facility is expected to able to

accommodate the majority of vehicle activity associated with the peak operation of Marsden

Park New Primary School.

Additionally, as described below, the introduction of travel demand management measures will

reduce vehicle and activity at the pick-up/drop-off facility on Northbourne Drive.


It is noted however, that in the afternoon some parents may choose to park their vehicles on the

adjoining road network and wait for the children rather than utilise the pick-up/drop-off facility.

As detailed in Section 2.3.4, the local and collector roads within Marden Park Precinct have

been designed to accommodate on-street parking, additionally the parking

Will occur for short periods of time.

Will occur prior to peak periods of road network activity (i.e. before local residences would

return home from work).

4.7 Travel Demand Management

As stated previously, SINSW acknowledges that one-car one-student travel demand contributes

to traffic congestion at schools.

SINSW have appointed a Sustainable Transport Technical Advisor to increase the effectiveness

of School Transport Plans and the travel demand management component of these plans. This

comprehensive approach from DoE and SINSW seeks to reduce car dependence, particularly

for primary schools which draw from a small, local catchment.

The operational School Transport Plan will include policies and programs to communicate

climate-friendly, de-congesting transport modes including walking, scooting and riding a bicycle

– and higher capacity modes including carpooling and public transport. Strategies to reduce

kiss-and-drop and manage the potential kiss-and-drop demand are addressed in this plan.

The plan will include a monitoring strategy to collect data about the use of these modes. This

information will be used to:

Revise transport encouragement programs and New Starter Welcome Kit

Select and conduct transport encouragement programs

Install new infrastructure as demand warrants it (i.e. scooter and bicycle parking).

Inform the planning of new schools/facilities in the council area

Benchmark similar schools

This plan will have a cover letter from the school principal, committing to the School Transport

Plan objectives, Communications Plan and the delivery of the transport programs.

Once the role of the school principal is appointed, this plan will be prepared in conjunction with

the school principal.

SINSW commit to engage with Council and TfNSW during the development of the operational

School Transport Plan and travel demand management initiatives.

SINSW will work with school staff and other stakeholders identify the strategies to minimise the

traffic impacts/disruptions associated with peak pick-up/drop-off activity, prior to the opening of

the school.

In this respect:

Marsden Park Precinct is being designed and constructed with an extensive active

transport network including the 2.5 m shared path on Northbourne Drive

Wombat pedestrian crossings will be provided on Bolwarra Drive, Northbourne Drive and

Enmore Street

A significant portion of the school catchment will be within a comfortable walking and

cycling distance of the school

Large volumes of bicycle parking will be provided


Some of the key tasks associated with the preparation of a School Travel Plan for Marsden Park

New Primary School include:

Establish a Workplace Travel Plan Working Group to coordinate specific actions and track

the progress of key initiatives.

Nominate a Travel Plan Coordinator

Set SMART targets (specific, measurable, achievable, relevant, and timed) i.e. 50 percent

of the new students will walk / cycle to school by 2025

Provide information to students, teachers and parents/guardians of public transport options

and services.

Develop an action plan that details strategies to address barriers to active transport

utilisation at the proposed school.

Become involved in activities / program such as the National Walk Safely to School Day,

TravelSmart and Ride2School.

Run classroom and curriculum activities to promote active and safe transport.

Establish a monitoring and review mechanism i.e. six monthly travel surveys.

4.8 Next Steps

The next step in the Marsden Park New Primary School to be undertaken by GHD is to prepare

a Rapid Transit Assessment which will include

Working with SINSW to prepare a cadastre layer of Marden Park Precinct’s internal road

network

Undertaking walking and cycling catchment analysis

Comparing these catchments against the overall school catchment to determine locations

that may require bus services

Identifying potential bus routes that will provide the greatest utility to people residing the

school catchment

Undertaking additional meetings with Council to further discuss the active transport and

public transport facilities in proximity to the school

Undertaking shortest path analysis within the school catchment

The information contained in the Rapid Transit Assessment will inform subsequent deliverables,

such as the Operational Transport Plan.


5. Summary and Conclusion

In September 2019, GHD prepared the Marsden Park New Primary School Transport and

Accessibility Study for School Infrastructure NSW (SINSW). The Transport and Accessibility

Study was required to support of a State Significant Development Application (SSD-9809) for

the Marsden Park New Primary School and respond to the Secretary’s Environmental

Assessment Requirements

The Marsden Park New Primary School will cater for 1,000 primary school students, with 40

teachers and ten administrative staff at completion.

The proposed school is located in the Marsden Park Precinct which forms part of the North

West Growth Area, it is currently being developed and is proposed to accommodate

approximately 10,300 new dwellings and a population of approximately 30,000 residents. The

proposed Marsden Park New Primary School will support the educational needs of the

precinct’s existing and future populations.

5.1 Current Intersection Performance

To identify the existing traffic conditions in proximity to the proposed school, weekday AM and

PM peak period traffic counts were undertaken by Trans Traffic Survey Pty Ltd on Thursday 1st

August 2019 at the intersection of Richmond Road and Elara Boulevard.

SIDRA 8.0 analysis indicates that the intersection of Richmond Road and Elara Boulevard

currently operate with an overall good Level of Service.

5.2 Proposed Site Access Arrangements

A summary of the proposed access arrangement for Marsden Park New Primary School is as

follows:

The main pedestrian access will be provided along Northbourne Drive, with additional

pedestrian access points provided on Bolwarra Drive and Enmore Street.

Wombat pedestrian crossings will be provided on Northbourne Drive, Bolwarra Drive and

Enmore Street at or in close proximity to the school access points to support the safe and

efficient movement of students, teachers and guardians accessing and egressing the

school.

Vehicle pick-up and drop-off activity will occur on the western side of Northbourne Drive in

an indented bay.

School bus pick-up and drop-off activity will occur on the southern side of Bolwarra Drive in

an indented bay.

Access to the parking area (teachers and SSU parents) will be provided on Enmore Street.

The proposed road upgrades in Marsden Park include the construction of the Bandon Road

Corridor, which will connect Richmond Road to Windsor Road.

5.3 Parking

The proposed car park will provide 58 parking spaces, including:

53 parking spaces for teachers/staff

Four spaces for parents with children at the SSU

One parking space for the mobility impaired


The provision of 58 parking spaces:

Is consistent with the DoE Guidelines.

Provides parking for all the expected teachers/staff.

Will support the pick-up and drop-off activity associated with the SSU.

Is considered to be sufficient to accommodate typical parking demand associated with

Marsden Park New Primary School, during peak periods of operation.

5.4 Proposed Road Upgrades

Richmond Road is being progressively upgraded from a two-lane road north of Bells Creek

Bridge, Colebee to the South Creek floodplain. The upgrade would see Richmond Road

widened to a four-lane road with provision for six lanes in the future.

As part of these works, the NSW Government is planning the upgrade of Richmond Road

between Elara Boulevard and Heritage Road, to the north of the Marsden Park Precinct.6

The upgrade would provide additional traffic lights access to fast-growing residential and

commercial developments in the Marsden Park Precinct and the Marsden Park North Precinct.

5.5 Traffic Volumes

5.5.1 Trip Generation

GHD have completed Traffic Assessments for a number of public primary schools in Sydney,

including:

Carlingford Public School

Waitara Public School

Epping Public School

Greenwich Public School

Based on the data obtained from these studies with respect to mode share and vehicle

occupancy, Marden Park New Primary School is expected to generate:

406 vehicle trips in the AM peak hour (inbound and outbound).

368 vehicle trip in the PM peak hour (inbound and outbound).

Excluding diverted and passer-by trips, Marsden Park New Primary school is expected to

generate:

209 inbound trips and 209 outbound trips in the AM peak hour.

244 inbound trips and 244 outbound trips in the PM peak hour.

5.5.2 Background Traffic Volumes

In order to determine the background traffic volumes in proximity to the proposed school,

TfNSW provided 2036 strategic model (EMME) outputs for Marsden Park and its surrounds.

EMME is a travel demand modelling system used for transport forecasting. TfNSW uses EMME

to undertake traffic modelling and forecasting of road schemes with wide-reaching network

impacts, and to examine the effects of significant new residential or employment land releases

(such as the Marsden Park Precinct), major incidents, tolling or other strategies.

6 https://www.rms.nsw.gov.au/projects/sydney-west/north-west-growth-centre-strategy/richmond-road-upgrade.html

https://www.rms.nsw.gov.au/projects/sydney-west/north-west-growth-centre-strategy/richmond-road-upgrade.html


5.6 Traffic Impacts

Analysis has been undertaken (based on the data in Figure 4-2 and Figure 4-4) to determine

the volume of school trips as a portion of the overall expected vehicle trips in the 2036 horizon

year.

The trips generated by the Marden Park New Primary School are expected to constitute

approximately two percent of the overall traffic volumes at the intersections of interest on

Richmond Road.

Accordingly, the planned upgrades to the key intersections on Richmond Road (as described in

Section 2.3.1) to support the ongoing development of the Marsden Park Precincts and the wider

South West Growth Area will be required, regardless of whether the school is constructed.

Accordingly, it is expected that Marsden Park New Primary School is expected to have a

negligible impact on the key intersections on Richmond Road.

5.7 Trave Demand Management

SINSW acknowledge that one-car one-student travel demand contributes to traffic congestion at

schools.

SINSW have appointed a Sustainable Transport Technical Advisor to increase the effectiveness

of School Transport Plans and the travel demand management component of these plans. This

comprehensive approach from DoE and SINSW seeks to reduce car dependence, particularly

for primary schools which draw from a small, local catchment.

The operational School Transport Plan will include policies and programs to communicate

climate-friendly, de-congesting transport modes including walking, scooting and riding a bicycle

– and higher capacity modes including carpooling and public transport. Strategies to reduce

kiss-and-drop and manage the potential kiss-and-drop demand are addressed in this plan.

GHD | Report for ADCO Constructions Pty Ltd - Marsden Park New Primary School Traffic Assessment, 12524304

Appendices


Appendix A – Traffic Survey Outputs

GPS -33.691252, 150.826119 Date: North: AM:Weather: East: PM:Suburban: South: 1 AM:Customer: West: 30 PM:

All Vehicles

Period Start Period End U R SB U NB L U R L Hour Peak

8:00 8:15 0 13 245 0 234 106 0 178 20 3421

8:15 8:30 0 23 276 0 274 116 0 187 29 3468 Peak

8:30 8:45 0 29 273 0 268 82 0 184 37 3328

8:45 9:00 0 31 288 0 265 96 0 138 29 3164

9:00 9:15 0 28 273 0 270 110 0 136 26 2959

9:15 9:30 0 29 244 0 241 108 0 121 22

9:30 9:45 0 30 226 0 213 108 0 103 29

9:45 10:00 0 21 214 0 220 72 0 93 22

14:30 14:45 0 23 259 0 334 116 0 104 31 3514

14:45 15:00 0 17 217 0 318 95 0 155 30 3575

15:00 15:15 0 14 253 0 338 113 0 164 34 3610 Peak

15:15 15:30 0 13 270 0 323 112 0 137 44 3466

15:30 15:45 0 21 254 0 319 131 0 165 38 3500

15:45 16:00 0 14 280 0 312 144 0 87 30

16:00 16:15 0 29 231 0 286 87 0 104 35

16:15 16:30 0 15 305 0 359 122 0 111 21

Period Start Period End U R SB U NB L U R L8:15 9:15 0 111 1110 0 1077 404 0 645 121 346815:00 16:00 0 62 1057 0 1292 500 0 553 146 3610

Note: Site sketch is for illustrating traffic flows. Direction is indicative only, drawing is not to scale and not an exact streets configuration.Graphic

TotalLight

Heavy

Light Vehicles

Period Start Period End U R SB U NB L U R L

8:00 8:15 0 11 212 0 209 91 0 175 16

8:15 8:30 0 14 236 0 238 99 0 182 27

8:30 8:45 0 26 229 0 224 75 0 165 29

8:45 9:00 0 27 252 0 231 84 0 130 21

9:00 9:15 0 23 241 0 234 95 0 128 23

9:15 9:30 0 24 215 0 211 89 0 113 17

9:30 9:45 0 22 190 0 183 88 0 92 17

9:45 10:00 0 16 186 0 179 60 0 83 18

14:30 14:45 0 21 224 0 278 109 0 97 24

14:45 15:00 0 16 197 0 271 85 0 137 23

15:00 15:15 0 13 230 0 288 108 0 153 28

15:15 15:30 0 12 250 0 278 106 0 127 39

15:30 15:45 0 19 229 0 275 126 0 151 33

15:45 16:00 0 14 261 0 272 138 0 76 25

16:00 16:15 0 28 212 0 246 85 0 96 25

16:15 16:30 0 12 289 0 336 117 0 104 21


Heavy Vehicles

Period Start Period End U R SB U NB L U R L

8:00 8:15 0 2 33 0 25 15 0 3 4

8:15 8:30 0 9 40 0 36 17 0 5 2

8:30 8:45 0 3 44 0 44 7 0 19 8

8:45 9:00 0 4 36 0 34 12 0 8 8

9:00 9:15 0 5 32 0 36 15 0 8 3

9:15 9:30 0 5 29 0 30 19 0 8 5

9:30 9:45 0 8 36 0 30 20 0 11 12

9:45 10:00 0 5 28 0 41 12 0 10 4

14:30 14:45 0 2 35 0 56 7 0 7 7

14:45 15:00 0 1 20 0 47 10 0 18 7

15:00 15:15 0 1 23 0 50 5 0 11 6

15:15 15:30 0 1 20 0 45 6 0 10 5

15:30 15:45 0 2 25 0 44 5 0 14 5

15:45 16:00 0 0 19 0 40 6 0 11 5

16:00 16:15 0 1 19 0 40 2 0 8 10

16:15 16:30 0 3 16 0 23 5 0 7 0


South Approach Richmond R

3:00 PM-4:00 PMTraffic Peak

Time North Approach Richmond RdSouth Approach Richmond R

8:15 AM-9:15 AM

West Approach Elara Bvd Peak total

West Approach Elara Bvd

GHD Elara BvdMarsden Park Richmond Rd

Peak Time North Approach Richmond RdSouth Approach Richmond R West Approach Elara Bvd Peak total

8:00 AM-10:00 AM2:30 PM-4:30 PM

Survey Period

TURNING MOVEMENT SURVEY

Thu 01/08/19 Richmond Rd

Intersection of Elara Bvd and Richmond Rd, Marsden Par

Fine N/A

Time North Approach Richmond RdSouth Approach Richmond R West Approach Elara Bvd

Hourly TotalTime North Approach Richmond RdSouth Approach Richmond R

South Approach Richmond R

West Approach Elara Bvd Peak total

West Approach Elara Bvd

Peak Time North Approach Richmond Rd

Peak Time North Approach Richmond Rd

Richmond Rd

North

Ela

ra B

vd

Richmond Rd

0 90 958

060

510

0

0353 927

0 111 1110

064

512

1

0404 1077

AM Peak8:15 AM-9:15 AM

0 21 152

051 150

040

21

Richmond Rd

North

Ela

ra B

vd

Richmond Rd

0 58 970

050

712

5

0478 1113

0 62 1057

055

314

6

0500 1292

PM Peak 3:00 PM-4:00 PM

0 4 87

022 179

046

21


Appendix B – Richmond Road and Elara Boulevard Signal Phasing Plan

STOP

HERE

ON R

ED

ARR

OW

OTHER

WIS

E

WIT

H C

ARE

R6-2

56

TUR

N LEFT

STOP

HERE

ON RED

ARROW

OTHERWISE

WITH CARE

R6-256

TURN LEFT

13

12

15

14 1.1

2

1.0

2 4.1

16

5XL -

2

4.1

1.0

4.1

1.1

11

4.1

1.04.1

2

1.1

2

1.0

10

2

8

9

1.0

4.1

4.1

1.1

1.12

1.2

3.2

2

2

1.1

E1 11

m

Long

TB 6m Long V3

300

10

2 4.1

V4

0.7

4

VACANT

VACANT

E3 E3

RESIDENTIAL

-

-

-

-

EXISTING

9 -

2

EXISTING 7m Outreach2.2

2

4.1

4.1 1.0

1.1

4.1

18

1.02

17

300

4.1

1

V4

4.1

X

X

See note 9

X

X

See note 9

See note 9

X

X

See note 9

X

X

31

X X

X X

X

X

P7

GROUPSIGNAL

TABLESTANDARD

C

3X X

X

PHASES WHEN GREEN

P4

P3

P6

P5

P2

Full Red protection for 'P4' ped.

34

V6

V5

1

REMARKSOFFSET

1

4.1

6

4.1

3

7 2

2

LENGTH

POSTS

1.1

5

TYPE

2

4

POST

2

NOTES

E3 Continuous

From Richmond

L1 Continuous

L1 Continuous

E4 8

m

Long

31

1

C1 22

m

Long

E1 Continuous

BUS

To Blacktown

delay timer.

"Off" state. P6 and P7 to have

clearance has expired followed by

and remain red until "Walk" and

display V5 and V6 yellow then red

buttons P6 and P7 demand will

rest displaying "Dont Walk". Push

"Off State" and P6 and P7 are to

site. V5 and V6 are to rest in the

to operate independently to the

the slip lanes are associated with

V5, V6, P6 and P7 displays 9.

of the signal controller.

extension housing on the top in

CCTV Control Equipment mounted 8.

LANE

E4

L1

Continuous

E1 10m Long

3.7

3.5

P1(11)

P5(WALK)

A.C.D

CCTV Camera

-

B.P5(WALK)

B.D

P5A(L)B(PB)

D(PB)

For P6 & P7 PB operation, refer note 6.

P2-P3, P3-P2, P4-P5, P5-P4 PB's provide advance calls for

1 Additional set of arrows

P3,P2,P5,P4 respectively

XSF1

XSF1

P2(WALK)

P5(WALK)

D(PB)

P.B.

P.B.DS

-

P4SG/PS

P.B.DS

FN

P3

B.P2(WALK)

FN

A.B.D

DS

SG/PS

A(L)C(PB)

A.C.D

C.P4(WALK)P4(WALK)

at standard spacing

EXISTING

EXISTING

EXISTING

EXISTING

EXISTING

EXISTING

EXISTING

EXISTING

EXISTING

EXISTING

Fence

Fence

Guard rail

CNJ 05/

17

post 5

Guard rail added adja

cent

'C' IS

SU

E -

WA

E

CNJ 02/

16

changes.

and controller positio

nal

Ne

w site

WA

E.

Min

or post

'B' IS

SU

E -

WA

E

EXISTING

EXISTING

EXISTING

EXISTING

EXISTING

EXCEPTED

BUSES

LEFT

TU

RN

MU

ST

LA

NE

LEFT

BICYCLES

SHARED PATH

0.6

0.6

SHARED PATH

0.6

EXCEPTE

D

BU

SES

S.N.S.O

1.5.14

EXISTING

5.5.14

N.O.T.L.

EXCEPTE

D

BIC

YCLES

K. Shah

Neil C. Leitch

SG/PS

B

B(NEXT).D(NEXT)

FN

A(NEXT).D(NEXT)

AA-B-DDS

V2

A(L)

SG/PS

B(E1)A(E1)

B-D

D(E1)cont.

A-B-DDS A(NEXT).B(NEXT)

D

SG/PS

C(E1)C(L)

B.C.D

CCSG/PS

FN

CDS

FN

P1

P.B.

FN

Reintroduce Walk

A.P1(WALK)

DS

SG/PS P1(WALK)

A(PB)

FN

SG/PS

FN B(PB)

DS

D(E2)

B(NEXT)

D

B(E2)

B

P2(WALK)

C.P3(WALK)P3(WALK)

FN A(L)C(PB)

P2

P.B.

A.B.D

A(L)

D(NEXT)

V3

D(L)

Detector

Z+-DS

SG/PS V3

B(L)

Specifications

A

A(L) A(E2)

A

DS

A

DETECTOR SPECIFICATION

SG/PS

FN

C

300

C

C

300

18

17C

C

C

SHARED PATH

300

R

SHARED PATH

R

C

C

RY

16

300

V3

3

2

V2

TS-TN-021PED. MOVEMNT OP

C COPYRIGHT ROADS AND MARITIME SERVICES

ROADS AND MARITIME SERVICES

5

14

15

13

12

11

8

9

6

7Y

V6

A PHASE

V5

P7

P6V6

P1

V5

P7

P6

P3

P4

P6

V5

V4

P5

P2

C PHASEB & D PHASES

V2

C

C

BUS

C

C

RICHMOND

Y

EL

AR

A

BO

ULE

VA

RD

(MR 537) ROAD

ONLY

C

Y

V1

C

R

Y

R

Y

R

TS-TN-020

GAS VALVE

SEWER MANHOLE

HYDRANT

STOP VALVE

TELECOM PIT

STAY POLE

TELEPHONE BOX

ELECT LIGHT POLE

POWER POLE

CO-ORDS N:

DESIGN APPROVALU.B.D. Ref.

RECOMMENDED

1 270 581

283 749

SITE CHECKED

DESIGNED

TELECOM PILLAR

ACCEPTED

RECOMMENDED

PUBLIC UTILITY LEGEND RMS ACCEPTANCE

DRAWN BY CADD

DO NOT AMEND MANUALLY

APPROVED

REFERENCE PLANS

DATE :

SURVEYOR :CRAIG & RHODES

26/06/2013

VC005-17

VD003-6SYMBOLS/ABBS.

VD001-5STD POSIT

DESIGN LAYOUT

VV4587_1C.dgn

VEH. GROUP OP

PRES. DETECT

DET. LOGIC OP

TS-TN-019

CHECKED

1/B

Map 126 L13

CADD FILE:

(1:200)10SCALE

PROPOSEDEXISTING

5

CSHEET/ISSUE

1

SUPERSEDES

5 0

SHEET

ISSUE

V6

P6

V5

P1

P6

V5

P5

V2

V2

P5

P1

V3

V1

P3

P3

V4

P4

V4

V5

V2

V3

L

E4

TRAFFIC SIGNALS AT THE INTERSECTION OF

BLACKTOWN COUNCIL AREA

E4

T1 R30 46

m Lo

ng

300

C1 21m Long

T1 7

m

Long

RICHMOND ROAD (MR 537)

V1

DATE IN SERVICE : 02/04/15

V1

P4

PLANNING ASSOCIATES

MARSDEN PARK

AND ELARA BOULEVARDTRANSPORT AND TRAFFIC

DESIGN PREPARED BY

V2

REMARKS

D

V3

V2

C

V1

at standard spacing

BA

V4

X

SIGNAL GROUP/PHASE CHART

72

X

X

1

P1

X

3

4 Additional arrows

V6

V6

P7

MOVEMENTS

V6

P2

P2

V1

V4

P7

V3

A-B-D Detectors

V1

V2

B-D Detector

A Detectors

Count 1 Detector

C Detectors

Count 2 Detector

300

4.2

2.3

R

8

R

TB 15

m

Long

E4 46m Long

3

E1 10m Long

2.5

2.1

C2.3

1

2

2.5

64.2

10

E4 39

m

Long

R. NETTLE

BL

15.04.14

DIRECTORJS

P7

JS

CT

Fence

E4 43m Long

L7 37m LongE4 37

m

Long

L1

Continuous

L6 100m Long

L1 Continuous

Fence

L1 150m Long

C1 125m Long

7

5.5

300

3.5

5.5

300

P7(21)

P7(21)

300

L 3.5

300

300

3.7

1.5

3.5

3.5

3.5

P6(20)

4

2.1

P1(11)

2.3

R

2.3

L

5

9

P1(11)

P5(18)

P4(16)

P6(20)

P5-P4(19)

P4-P5(17)

P2-P3(13)

P2(12)

P3-P2(1

5)

P3(14)

TC

S 4587

............................................

............................................CABLE INSTALL SHEET 2

CABLE CHART SHEET 3

DATE ................................

................................

DATE .............................

................................

POSITION ........................

POSITION ........................

DATE .............................

FILE

DS2014/000005

REG No. TCS No.

4587

SF2014/000738

I.S.G. E:

POSITION ..............................

....................................

A

ORIGIN

AL IS

SU

E

18.

CCTV Camera mounted on post 7.

type 6 posts.

islands housing mast arms or

Barrier kerb provided on all 6.

Manual and specification R110.

red. Refer to RMS Delineation

'BUS ONLY' lane are coloured 5.

posts 17 & 18.

installed on ped lanterns 'G' on

far side of the road. Louvers

so they are not visible from the

5, 15 and 18 are angled down

Pedestrian lanterns on posts 2, 4.

and 18.

8, 9, 11, 13, 14, 15, 16, 17

provided on posts 2, 3, 4, 5, 7,

Audio tactile push buttons are 3.

attached to post 10 and 11.

Special STOP sign (R1-4) 2.

This site is SCATS linked.1.

Controller CCTV Controller


Appendix C – SIDRA Outputs


Appendix D – School Brochures

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School Drop-off and Pick-up Organising the initiative

What is a school Drop-off and Pick-up zone? Some schools and councils use No Parking areas, signed as Drop-off and Pick-up, Kiss and Ride, or Kiss and Drop zones.

These areas are always on the school side of the road and are designated by “No Parking” signs.

They provide a safe spot for parents and carers to drop off and collect their children from school by car.

Drivers may drop off and pick up passengers legally within a two-minute timeframe.

What is a school Drop-off and Pick-up initiative? This strategy allows the efficient use of the Drop-off and Pick-up area during busy times at the beginning and end of the school day.

A driver pulls into the kerb and remains in control of the vehicle while an identified supervising adult from the school community assists students to exit or enter the vehicle.

What must be planned? The school community needs to:

• Consult with the local council to consider whether the traffic environment outside the school wouldsupport the initiative without disrupting traffic flow.

• Consider existing school access points and school entry and exit procedures.

• Confirm school community support for the initiative.

• Fully understand all legal issues regarding liability in respect of students and volunteers.

How to implement the initiativeThe school community needs to:

• Consider relevant insurance policies and child protection guidelines.

• Determine the operating times of the initiative.

• Develop a system for matching the child to the correct vehicle at pick-up times.

• Develop a roster of those adults approved by the school community to supervise students as theyexit or enter a vehicle.

• Communicate details of the initiative’s operation and safety procedures to drivers, students,supervising adults and the general school community.

• Keeping our kids safe around schools has information for principals, parents and members of theschool community. Order Safety Door stickers from our online catalogue.

Kids and Traffic Safety Door sticker RTA45091021K

Drop-off and pick-up initiative | December 2016 1

roadsafety.transport.nsw.gov.au Disclaimer While all care is taken in producing this work, no responsibility is taken or warranty made with respect to the accuracy of any information, data or representation. The authors (including copyright owners) expressly disclaim all liability in respect of anything done or omitted to be done and the consequences upon reliance of the contents of this information.

http://roadsafety.transport.nsw.gov.au/downloads/keeping-our-kids-safe-around-schools.pdf

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Lives lost on NSW roads. Our goal is zero.

Keeping your children safe when dropping off and picking up at schoolHere are a few things you can do to help keep your children and others safer during drop-off and pick-up times during the school week:

• Make sure your children are fastened in the correctchild car seat for their age and size and that it isfitted correctly.

• Stick to the 40km/h speed limit in a school zoneand look out for children who may be about.

• Watch for flashing lights on buses. They let youknow that there may be children crossing or aboutto cross the road. A 40km/h limit applies whenschool bus lights flash.

• Always give way to pedestrians particularly whenentering and leaving driveways.

• Always park and turn legally around schools.Manoeuvres such as U-turns and three-point turnsare dangerous during busy school drop-off andpick-up times.

• Drop your children off and pick them up on theschool side of the road in your school’s designateddrop-off and pick-up area. Never call out tothem from across the road – they may run to youwithout checking for traffic.

• It’s safest for children to get out of the car throughthe Safety Door, away from passing traffic. This isthe rear footpath side door of the car.

For more information on keeping our kids safe around schools visit the parents section on safetytown.com.au

Road safety


Walking together safely to and from schoolWalking to school and back home again is a great way to spend time with your children and encourage safe and healthy behaviours.

Here are a few things you can do to help keep your children safer as a pedestrian:

• Talk with your children about beingalert in the road environment.

• Plan and practice your trip to school so youuse pedestrian crossings where possible.

• Always hold your child’s hand. Children needyour help to spot dangers such as vehiclescoming out of driveways. They can also beeasily distracted and wander into traffic.

• Meet your child near the school gate anddon’t call them from across the road.

• Explain why the place you have chosenis the safest place to cross.

• Remind your child to STOP! LOOK! LISTEN!THINK! every time they cross the roadand keep checking until safely across.

• Talk to them about why they shouldstop, look, listen, think before crossinga driveway, road or carpark.

Young children can learn and practice these safe pedestrian behaviours with you. This will help them to be safer pedestrians when they are old enough to travel alone.


Messages to share with your children in Kindergarten to Year 2

• Hold a grown up’s hand when:

- you cross the road

- you’re on the footpath

- you’re in a car park

Messages to share with children in Years 3 to 6

• Use a safe place to cross the road

• Stop! Look! Listen! Think! everytime you cross the road and keepchecking until safely across

STOP! one step back from the kerb

LOOK! continuously both ways

LISTEN! for the sounds of approaching traffic

THINK! whether it is safe to cross and keep checking until safely across

Road safety


A child who is properly secured in an approved child car seat is less likely to be killed or injured in a crash than one who is not.

Children aged between four and seven years cannot travel in the front seat of a vehicle with two or more rows, unless all other back seats are occupied by children younger than seven years in a child car seat.

National child restraint laws require your child to be restrained in the car as follows:

0 – 6 months Approved rear-facing child car seat.

6 months – 4 years Approved rear or forward-facing child car seat.

4+ years Approved forward-facing child car seat or booster seat.

145cm or taller Suggested minimum height to use adult lap-sash belt.

For more information and to find and compare a range of child car seats, visit childcarseats.com.au

Here are a few things you can do to help keep your children safe in and out of the car:

• Children should remain in the car until an adultopens the ‘Safety Door’. This is the rear footpathside door of the car.

• A sleeping child must remain firmly buckled upwhile in the car.

• Assist your children to buckle up – always check theseatbelt is buckled up firmly and not twisted.

• Make it a rule that every passenger must besecurely buckled into a seatbelt or child car seatbefore you start the car.

• Always help your child get in and out of the carthrough the ‘Safety Door’.

Never leave a child of any age in a vehicle without adult supervision. Children may rapidly suffer from dehydration, heat exhaustion and organ failure if left unattended, especially on hot days.


Keeping children safe in and out of the car

Messages to share with your children

• Click, clack, front and back

• Always buckle up

• Get in and out of the caron the footpath side

Road safety


As pedestrians, children can be easily distracted and are often too small to be seen by drivers. They may be unable to predict or identify dangers and tend to act impulsively.

Talk with your child about safe behaviour on the footpath – it’s not a safe place to play as it is near the road and vehicles may be entering or exiting driveways.

Until your child is at least eight years old, hold their hand:

• on the footpath

• in the car park

• when crossing the road.

Up until at least 10 years old, supervise your child very closely, holding their hand when crossing the road.

If you can’t be with your child, organise for another trusted adult to accompany them.

After school, meet your child at the school gate. At the end of the school day children may be excited, distracted or tired and often not concentrating on their own safety.



• Hold a grown up’s hand when:

- you cross the road

- you’re on the footpath

- you’re in a car park

• Hold an adult’s hand whenyou cross the road

Messages to share with children in Years 3 to 6


• Stop! Look! Listen! Think! everytime you cross the road and keepchecking until safely across

Hold your child’s hand

Road safety


Wearing helmets

Your child must wear a helmet when riding a bike in any public place – it’s the law. The helmet must comply with the Australian and New Zealand standards and needs to be securely fitted and fastened on your child’s head. It should be buckled firmly so it fits without wobbling or slipping to the sides.

Always remember to check that your child is wearing a helmet whenever they’re playing or riding on wheels –

• Bikes

• Foot scooters

• Rollerskates

• Skateboards

• Rollerblades.

Riding safely

Although children quickly learn to pedal, steer and brake, they aren’t ready to cycle near traffic or on the road. Until they are at least 10 years old, your child should ride off-road away from vehicles and driveways.

The safest places to ride bikes, scooters and skateboards are within fenced areas. This helps your child from riding or falling onto the footpath or the road. Children under 16 and their

accompanying supervising adult riders may ride on the footpath, unless there are signs specifically prohibiting cycling. Riders need to take special care at driveways where vehicles may be driving in or out.

At intersections, riders must dismount and wheel the bicycle across the road as a pedestrian, following the STOP! LOOK! LISTEN! THINK! procedure.


Wearing helmets and riding safely


• Always wear a helmet whenyou ride or skate

• Ride your bike away from the roads

Messages to share with your children in Years 5 and 6

• Always wear a helmet whenyou ride or skate

• Ride your bike away from busy roads

Road safety


Your guide to driving and parking safely near schools The beginning and end of the school day are busy times for pedestrians and vehicles outside the school. That’s why you need to take extra care in 40km/h school zones.

• Park safely and legally, even if it means walking further to the school gate. Parking signs are planned with children’s safety in mind.

• Slow down to 40km/h in the school zone and stay aware of crossings.

• Always park and turn legally around the school.

• Never double park as it puts children at risk.

• Manoeuvres such as U-turns and three-point turns are dangerous.

• Never park in a bus zone or in the school bus bay.

• Make sure your children use the Safety Door (rear footpath side door) to get in and out of the car.

• At a supervised crossing, observe the directions of the school crossing supervisor.

• Model safe and considerate behaviour for your child – they will learn from you.

Remember to always give way to pedestrians particularly when entering and leaving driveways. Don’t park across the school driveway or the entrance to the school car park. It’s always a good idea to use the drop off and pick up area suggested by your school. This will help keep all children as safe as possible during the busiest times of the school day.


Road safety


Keeping safe around school crossings For your child’s safety, it’s very important to ensure they use the school crossing.

At all crossings you must wait on the footpath, at least one step back from the edge of the road.

If there’s a School Crossing Supervisor, wait until they have stopped the traffic and called you to cross.

If you are driving, you must not proceed until the School Crossing Supervisor’s hand-held sign is no longer displayed, or until the crossing supervisor indicates that you may proceed through the crossing.

Children’s crossings

Children’s crossings are usually part-time crossings that operate before and after school hours. They can also operate at other times when children use the crossing for excursions or during break times. When ‘Children Crossing’ flags are displayed, you must stop at the white line if pedestrians are waiting to cross. Drivers must remain stationary until the crossing is clear of pedestrians.


Road safety


40km/h school zones40km/h school zones slow traffic on the roads around schools. This is to help protect children on their way to and from schools at the times and places where they are often in high numbers. Most 40km/h school zones operate between 8.00am and 9.30am and from 2.30pm until 4.00pm. The 40km/h school zone speed limit must be observed even if school children cannot be seen.

A 40km/h school zone operates on all notified school days including staff development days (student-free days). While some schools may operate on different term dates, school zone speed limits must be followed during NSW Government determined school terms.

You can find the school term dates on the following websites:

• roadsafety.transport.nsw.gov.au

• educationstandards.nsw.edu.au

• education.nsw.gov.au

To increase motorists’ awareness of 40km/h school zones, triangular ‘dragon’s teeth’ road markings indicate that the vehicle is entering a school zone.

Fines and a loss of demerit points will apply if the 40km/h speed limit isn’t followed. For more information on fines and demerit points, visit rms.nsw.gov.au


Road safety


Driving safely near school busesThere is a 40km/h speed limit for traffic passing a school bus that is setting down or picking up school children. This speed limit is for all traffic travelling in the same direction as the bus, whether the bus is stationary or moving.

Lights will flash on the front and back of the bus reminding drivers that there may be children crossing or about to cross the road.

Buses can’t stop quickly because they are large and heavy vehicles. So, remember:

• Reduce speed to 40km/h when bus lights are flashing

• Give way to buses

• Watch out for children crossing

• Never park in or near a bus stop or bus zone.

Informal school bus stops

Informal bus stops are not sign posted and are usually found in rural areas. They may be at the front of a property, or on the side of the road, which may make children difficult to see.


Road safety


Your children are most at risk in the minutes after getting off the bus. Here are some ways you can reduce this risk:

• Always meet your child at the bus stop. Never meet them on the opposite side of the road and call them across.

• Wait until the bus has gone, then choose a safe place to cross the road. Remember to Stop! Look! Listen! Think!

• If you cannot meet your child, organise for another trusted adult to take your place.

• Wait at the bus stop and stand at least one step back from the edge of the road.

• Always wait until the bus has gone, then use a safe place to cross.

• Buckle up if the bus has seatbelts.

Model safe pedestrian behaviour. Children learn safe road user habits from you and will continue them later on when they are old enough to travel alone.

Until your child is at least eight years old, hold their hand on the footpath, in the carpark and when crossing the road. Up until at least 10 years old, supervise your child very closely, holding their hand when crossing the road.

Helping children on and off the bus safely


Hold a grown up’s hand when:

• you cross the road

• you’re on the footpath

• you’re in a car park

Messages to share with your children in Years 3 and 4

• Hold an adult’s hand when you cross the road


Messages to share with children in Years 5 and 6

• Stop! Look! Listen! Think! every time you cross the road and keep checking until safely across

Kindergarten to Year 6

• Wait until the bus has gone and then use a safe place to cross

STOP! one step back from the kerb

LOOK! continuously both ways

LISTEN! for the sounds of approaching traffic

THINK! whether it is safe to cross and keep checking until safely across


Road safety


Appendix E – School Internet Survey Sheet

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Appendix F – 2036 EMME Outputs

1394

673

762

285

222

336

476

416

242

2048

179

1073

1354

463

446

452

415

214

572950

576

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617

7

557

974

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266

3055

18

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1237

723

569

1398

849

496

778

761

402

561

428

1342

911

1235

128

195

356

1222

273

312

813 725

491

964

345

1080

1112

1196

657

656

556

789

81145

125

40

14

92

129

1063

347

1822

549358

653

126

359

405

467

210

411

389

263

631

670

783

448

237

1611

841

364

569

585

410330

765

913

1210

772

413

50 747

291

896

640

137

306

467

359

809

850

761

2160

586

1412

1029

374

354

607

1230

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2114

471

3790

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801

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413

260

543378

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7374

587

307

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178

768

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331

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144

227

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238

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176

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304

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138

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1987

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148

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1989

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2 Hrs Vehicle Trips

3000060000

90000120000

150000

2011TZ SYDNEY GMA STRATEGIC TRA FF IC FO REC A STING MO DELScenario 20360: 2036 SYDTRA FF IC FO REC A STMO DELTZ11LU16V 151STMV 362-4-6PM(mf56)2020-01-13 09:10

TRAFFIC VOLUMES__

12345

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9191

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9291

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2 Hrs Vehicle Trips

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90000120000

150000

2011TZ SYDNEY GMA STRATEGIC TRA FF IC FO REC A STING MO DELScenario 2036: 2036 SYDTRA FF IC FO REC A STMO DELTZ11LU16V 151STMV 362-7-9A M(mf36)2020-01-13 09:10

TRAFFIC VOLUMES__

12345

LANE (1WAY):

GHD

Level 15 133 Castlereagh Street T: 61 2 9239 7100 F: 61 2 9239 7199 E: [email protected]

© GHD 2020

This document is and shall remain the property of GHD. The document may only be used for the purpose for which it was commissioned and in accordance with the Terms of Engagement for the commission. Unauthorised use of this document in any form whatsoever is prohibited.

12524304-66640/https://projectsportal.ghd.com/sites/pp15_05/marsdenparknewprimar/ProjectDocs/12524304 REP Traffic Assessment Rev A.docx

Document Status

Revision Author Reviewer Approved for Issue

Name Signature Name Signature Date

Draft A M Lucas S Clarke On file J Akstein On file 02/03/20

Rev 1 M Lucas J Akstein On file J Akstein On file 20/03/20

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ADCO Constructions Pty Ltd - Major Projects

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