HBV Architects

Wirksworth Estate – 18 Wentworth St, Bellerive

Integrated Aged Care & Support Service Traffic Impact Assessment

August 2018

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Contents

1. Introduction 4

1.1 Background 4

1.2 Traffic Impact Assessment (TIA) 4

1.3 Statement of Qualification and Experience 4

1.4 Project Scope 5

1.5 Subject Site 5

1.6 Reference Resources 6

2. Existing Conditions 7

2.1 Transport Network 7

2.2 Road Safety Performance 8

3. Proposed Development 10

3.1 Development Proposal 10

4. Traffic Impacts 12

4.1 Traffic Generation 12

4.2 Trip Distribution 12

4.3 Access Impacts 12

4.4 Sight Distance 12

4.5 Pedestrian Impacts 13

4.6 Road Safety Impacts 13

5. Parking Assessment 15

5.1 Parking Provision 15

5.2 Empirical Parking Assessment 15

5.3 Planning Scheme Requirements 16

5.4 Car Parking Layout 16

5.5 Accessible Parking 16

6. Conclusions 18

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Figure Index Figure 1 Subject Site & Surrounding Road Network 6

Figure 2 Wentworth Street 7

Figure 3 Alexandra Esplanade 8

Figure 4 Proposed Development Plans 11

Table Index

Table 3 Planning Scheme SISD Requirements 13

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1. Introduction

1.1 Background

Midson Traffic were engaged by HBV Architects to prepare a traffic impact assessment for a residential aged care facility at Wirksworth Park, Bellerive.

1.2 Traffic Impact Assessment (TIA)

A traffic impact assessment (TIA) is a process of compiling and analysing information on the impacts that a specific development proposal is likely to have on the operation of roads and transport networks. A TIA should not only include general impacts relating to traffic management, but should also consider specific impacts on all road users, including on-road public transport, pedestrians, cyclists and heavy vehicles.

This TIA has been prepared in accordance with the Department of State Growth (DSG) publication, A Framework for Undertaking Traffic Impact Assessments, September 2007. This TIA has also been prepared with reference to the Austroads publication, Guide to Traffic Management, Part 12: Traffic Impacts of Developments, 2009.

Land use developments generate traffic movements as people move to, from and within a development. Without a clear understanding of the type of traffic movements (including cars, pedestrians, trucks, etc), the scale of their movements, timing, duration and location, there is a risk that this traffic movement may contribute to safety issues, unforeseen congestion or other problems where the development connects to the road system or elsewhere on the road network. A TIA attempts to forecast these movements and their impact on the surrounding transport network.

A TIA is not a promotional exercise undertaken on behalf of a developer; a TIA must provide an impartial and objective description of the impacts and traffic effects of a proposed development. A full and detailed assessment of how vehicle and person movements to and from a development site might affect existing road and pedestrian networks is required. An objective consideration of the traffic impact of a proposal is vital to enable planning decisions to be based upon the principles of sustainable development.

This TIA has been assessed against the requirements of E5.0, Road and Railway Assets Code, and E6.0, Parking and Access Code of the Clarence Interim Planning Scheme 2015.

1.3 Statement of Qualification and Experience

This TIA has been prepared by an experienced and qualified traffic engineer in accordance with the requirements of Council’s Planning Scheme and The Department of State Growth’s, A Framework for Undertaking Traffic Impact Assessments, September 2007, as well as Council’s requirements.

The TIA was prepared by Keith Midson. Keith’s experience and qualifications are briefly outlined as follows:

22 years professional experience in traffic engineering and transport planning.

Master of Transport, Monash University, 2006

Master of Traffic, Monash University, 2004

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Bachelor of Civil Engineering, University of Tasmania, 1995

Engineers Australia: Fellow (FIEAust); Chartered Professional Engineer (CPEng); Engineering Executive (EngExec); National Engineers Register (NER)

1.4 Project Scope

The project scope of this TIA is outlined as follows:

Review of the existing road environment in the vicinity of the site and the traffic conditions on the road network.

Provision of information on the proposed development with regards to traffic movements and activity.

Identification of the traffic generation potential of the proposal with respect to the surrounding road network in terms of road network capacity.

Review of the parking requirements of the proposed development. Assessment of this parking supply with Planning Scheme requirements.

Traffic implications of the proposal with respect to the external road network in terms of traffic efficiency and road safety.

1.5 Subject Site

The subject site is located at the corner of Wentworth Street and Alexandra Esplanade, Bellerive. The current site contains a dwelling and park. The subject site and surrounding road network is shown in Figure 1.

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Figure 1 Subject Site & Surrounding Road Network

Image Source: LIST Map, DPIPWE

1.6 Reference Resources

The following references were used in the preparation of this TIA:

Clarence Interim Planning Scheme, 2015 (Planning Scheme)

Austroads, Guide to Traffic Management, Part 12: Traffic Impacts of Developments, 2009

Austroads, Guide to Road Design, Part 4A: Unsignalised and Signalised Intersections, 2009

DSG, A Framework for Undertaking Traffic Impact Assessments, 2007

Roads and Maritime Services NSW, Guide to Traffic Generating Developments, 2002 (RMS Guide)

Roads and Maritime Services NSW, Updated Traffic Surveys, 2013 (Updated RMS Guide)

Australian Standards, AS2890.1, Off-Street Parking, 2004 (AS2890.1:2004)

Subject Site

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2. Existing Conditions

2.1 Transport Network

For the purposes of this report, the transport network consists of Wentworth Street and Alexandra Esplanade. Other roads such as Clarence Street, South Street and Lower River Street were considered in the broader context of the study, but not considered in detail.

Wentworth Street is a major collector road that connects between Waverly Street and Alexandra Esplanade. Between Clarence Street and Alexandra Street, Wentworth Street provides access to Clarence High School, as well as several residential properties and the existing Wirksworth site.

Based on site observations, Wentworth Street carries approximately 5,000 vehicles per day. Peak traffic flow is dominated by school activity associated with Clarence High School. Wentworth street connects to Clarence Street at a signalised intersection.

Wentworth Street near the subject site is shown in Figure 2.

Figure 2 Wentworth Street

Alexandra Esplanade connects between Wentworth Street and High Street. It is a low volume road that provides access to predominantly residential properties along its length, as well as Bellerive Beach foreshore access. The traffic volume on Alexandra Esplanade is estimated to be approximately 3,000 vehicles per day. The general urban speed limit of 50-km/h applies to Alexandra Esplanade.

Alexandra Esplanade adjacent to the subject site is shown in Figure 3.

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Figure 3 Alexandra Esplanade

2.2 Road Safety Performance

Crash data can provide valuable information on the road safety performance of a road network. Existing road safety deficiencies can be highlighted through the examination of crash data, which can assist in determining whether traffic generation from the proposed development may exacerbate any identified issues.

Crash data was obtained from the Department of State Growth for a 5+ year period between 1st January 2013 and 31st July 2018 for Wentworth Street between Clarence Street and Alexandra Esplanade; and Alexandra Esplanade between

The findings of the crash data is summarised as follows:

A total of 11 crashes have occurred during this time.

Of these crashes, 10 occurred in Wentworth Street and 1 in Alexandra Esplanade.

Of the crashes that were reported in Wentworth Street, 9 were reported at the intersection of Wentworth Street and Clarence Street and one mid-block. The midblock crash occurred near the Clarence High School car park entrance and involved a ‘leaving parking’ manoeuvre collision resulting in property damage only. The crash locations are shown in Figure 4.

The dominant crash type was ‘rear-end’ (all reported at the Clarence Street/ Wentworth Street intersection).

A total of four pedestrian crashes were reported. Three of these occurred at the intersection of Clarence Street and Wentworth Street (2 involving minor injury and 1 involving property damage only), and one occurred off-road in Alexandra Esplanade (on a path connecting to Alexandra Esplanade involving minor injury).

The majority of crashes occurred on weekdays, with only one crash reported on a weekend (Saturday).

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The crash history does not indicate that there are any existing road safety deficiencies in the surrounding road network. The crash rate at the Clarence Street/ Wentworth Street intersection is considered typical of a busy urban signalised junction.

Figure 4 Crash Locations

Source: Department of State Growth

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3. Proposed Development

3.1 Development Proposal

The proposed development involves the development of an aged care facility under the Tasmanian Affordable Housing Strategy. The facility will cater for over-50’s residents who are in need of care.

The development consists of the following key elements:

10 Independent living units

16 high care units

24 residential care units

Ancillary components, including amenities, kitchen, medical facility, cinema, and office.

67 on-site car parking spaces

Wirksworth House – Housing support centre

Access is proposed via a driveway connecting to Alexandra Esplanade. Pedestrian paths will link the new facility to the existing Wirksworth site, including the existing 42 car parking spaces that are accessed via Wentworth Street.

The proposed development is shown in Figure 5.

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Figure 5 Proposed Development Plans

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4. Traffic Impacts

4.1 Traffic Generation

Traffic generation rates associated with the development proposal were sourced from the RMS Guide. Traffic generation rates for ‘aged and disabled persons’ is 1-2 trips per day per dwelling with a peak of 0.1 to 0.2 trips per hour per dwelling.

This equates to a traffic generation of up to 100 vehicles per day, with a peak of 10 vehicles per hour. This assumes that all 50 residential aged care units generate traffic at the upper rate of 2 vehicles per day and 0.2 vehicles per hour.

4.2 Trip Distribution

It is likely that the majority of traffic will access the site via Wentworth Street/ Alexandra Esplanade. This will result in the majority of turning movements being left-out/ right-in at the site’s access in Alexandra Esplanade.

4.3 Access Impacts

The proposal includes a single new access connecting to Alexandra Esplanade. The existing dwelling access will be closed.

Acceptable Solution A2 of Clause E5.6.2 of the Planning Scheme states that “No more than one access providing both entry and exit, or two accesses providing separate entry and exit, to roads in an area subject to a speed limit of 60-km/h or less”. In this case, the new access replaces the existing access to the site and does not alter the total number of accesses to the site as a whole (noting that the existing site has frontage access to Alexandra Esplanade and Wentworth Street). The requirements of A1:E5.6.2 are therefore met.

4.4 Sight Distance

The Acceptable Solution, A1, of E5.6.4 of the Planning Scheme states that “Sight distances at an access or junction must comply with the Safe Intersection Sight Distance shown in Table E5.1”. The requirements of Table E5.1 are reproduced in Table 1.

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Table 1 Planning Scheme SISD Requirements

In this case, the connection of the development with Alexandra Esplanade has generally unrestricted sight distance in excess of the required SISD of 80 metres (note that parked cars can impede available sight distance, but generally sight distance is available past or between parked cars). The Acceptable Solution A1 of Clause E4.6.4 of the Planning Scheme is therefore met.

4.5 Pedestrian Impacts

The propose development will generate a moderate amount of pedestrian activity in the surrounding network.

The existing pedestrian infrastructure in the surrounding road network is constructed to a high standard and is considered adequate to cater for the likely pedestrian demands associated with the proposed development.

4.6 Road Safety Impacts

The proposal will not have any significant adverse impacts on the road safety of the surrounding road network. This is based on the following:

There is sufficient spare capacity in Alexandra Esplanade, Wentworth Street and surrounding road network to absorb the relatively low peak hour traffic generated by the proposed development. The estimated peak hour increase is likely to be in the order of 10 vehicle trips per hour (two-way). This is a relatively low increase that will not cause any adverse impacts on the traffic efficiency of the network.

The existing road safety performance of Alexandra Esplanade and Wentworth Street near the subject site does not indicate that there are any specific road safety deficiencies that might be

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exaggerated by traffic generated by the proposed development. Noting that the crash history does not indicate that there have been crashes at the interface between the site and the road.

The nature of traffic generated by the development is consistent with the existing traffic.

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5. Parking Assessment

5.1 Parking Provision

The development proposes a total of 67 car parking spaces. This consists of 25 spaces accessed via the access on Alexandra Esplanade and 42 existing car parking spaces accessed via Wentworth Street.

The layout of the parking spaces is shown in Figure 5.

5.2 Empirical Parking Assessment

The RMS Guide provides guidance on two types of aged care facility: ‘resident funded’ and ‘subsidised’. These are defined as follows:

“Resident funded developments tend to have a higher per unit cost and attract residents with higher financial resources. The car ownership levels of such residents is likely to be relatively high, as is the associated traffic generation and parking requirements of these residents. Subsidised developments, which are often run by religious organisations, are usually associated with lower car ownership levels and consequently lower corresponding generation rates. In assessing the parking demands for aged or disabled persons' housing, consideration must be given to the funding arrangement proposed for the development”.

The parking provision for these facilities are outlined as follows (independent living units):

Self Funded

Self contained units – 2 spaces per 3 units (residents), plus

1 space per 5 units (visitors)

This equates to a total parking provision of 9 spaces

Subsidised

1 space per 10 units (residents), plus

1 space per 10 units (visitors)

This equates to a total parking provision of 8 spaces.

The total parking requirement is therefore 17 spaces. The proposal provides a total of 27 parking spaces, which exceeds this minimum.

Note that the existing Wirksworth House currently accessed via Wentworth Street has not been assessed (42 spaces). The existing approved parking spaces are assumed to be all that is required for this component.

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5.3 Planning Scheme Requirements

Acceptable Solution A1 of Clause E6.6.1 of the Planning Scheme states that “the number of on-site car parking spaces must be no less than the number specified in Table E6.1”.

The relevant parking requirement in Table E6.1 is ‘Residential aged care facility or respite care’. This is a requirement for 3 spaces for every 10 licenced beds and 1 space for emergency services. With a total of 50 beds, this equates to a total requirement of 16 spaces. The provision of 25 new spaces exceeds this amount and therefore the Acceptable Solution A1 of Clause E6.6.1 of the Planning Scheme is met. The parking requirement for the existing approved Wirksworth House currently accessed via Wentworth Street has not been assessed (42 spaces). It is assumed that the parking provided for this component of the site is adequate.

Note that the development proposal also includes ancillary components that will require staff to be present on site. Consultation with the aged care facility operator, the likely staffing requirements will be approximately 10 staff during peak periods (with two staff typically overnight). The actual parking requirements will therefore adequately cater for staff parking (provision of an 9 spaces beyond Planning Scheme requirements). It is further noted that the existing 42 spaces associated with the Wirksworth House component are underutilised for the majority of the time.

5.4 Car Parking Layout

Acceptable Solution A1 of Clause E6.7.5 of the Planning Scheme states: “The layout of car parking spaces, access aisles, circulation roadways and ramps must be designed and constructed to comply with section 2 “Design of Parking Modules, Circulation Roadways and Ramps” of AS/NZS 2890.1:2004 Parking Facilities Part 1: Off-street car parking and must have sufficient headroom to comply with clause 5.3 “Headroom” of the same Standard”.

The car parking layout of the development is shown in Figure 5. The layout is conceptual in nature, with limited dimensional details.

AS2890.1 requires the car park layout to be as follows:

User Class 1A – residential, domestic and employee parking

Space length 5.4m

Space width 2.4m

Aisle width 5.8m

The detailed design of the car parking areas must comply with these minimum dimensions.

5.5 Accessible Parking

Acceptable Solution A1 of Clause E6.6.2 of the Planning Scheme states that “car parking spaces provided for people with a disability must satisfy the relevant provisions of the Building Code of Australia, be

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incorporated into the overall car park design; and be located as close as practicable to the building entrance”.

The Building Code of Australia requires 1 space for every 100 car parking spaces or part thereof to be provided for persons with a disability. This equates to 1 disabled parking space for the new component of the development. One space is provided near the main entrance, thus satisfying the requirements of the BCA and Acceptable Solution A1 of Clause E6.6.2 of the Planning Scheme.

Note that two disabled parking spaces are currently provided near the main entrance of the existing Wirksworth House component of the site.

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6. Conclusions

This traffic impact assessment (TIA) investigated the traffic and parking impacts of a proposed residential aged care facility development at Wirksworth Park, Bellerive.

The key findings of the TIA are summarised as follows:

The development is estimated to generate 100 vehicle trips per day, with a peak of 10 vehicles per hour.

The traffic generation will not have any significant adverse impact on the traffic efficiency or road safety of the network.

The development will provide an additional of 25 parking on-site car parking spaces (total of 67 parking spaces for the site as a whole). This exceeds the requirements of Acceptable Solution A1 of Clause E6.6.1 of the Planning Scheme (requiring 16 spaces for the new component of the site). The additional spaces are likely to be used by staff associated with the site.

Based on the findings of this report the proposed development is supported on traffic grounds.

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Midson Traffic Pty Ltd ABN: 26 133 583 025

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© Midson Traffic Pty Ltd 2018

This document is and shall remain the property of Midson Traffic Pty Ltd. The document may only be used for the purposes 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.

Document Status

Revision Author Review Date

0 Keith Midson Zara Kacic-Midson 31 August 2018

1 Keith Midson Zara Kacic-Midson 5 September 2018

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