TRAFFIC IMPACT ASSESSMENT - Blacktown City · Mob: 0418 262 125 (David Thompson) 0450 747 401...

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TRAFFIC AND PARKING

IMPACT ASSESSMENT

30 - 32 ADVANCE STREET,

SCHOFIELDS (PROPOSED

RESIDENTIAL DEVELOPMENT)

Date:

October 2017

Office:

Suite 15/9 Hoyle Ave., Castle Hill

NSW 2154

All Correspondence: 75 Gindurra Ave., Castle Hill NSW

2154

Ph: (02) 8850 2788

Mob:

0418 262 125 (David Thompson)

0450 747 401 (Yafeng Zhu)

Email:

[email protected]

[email protected]

Website:

www.thompsonstanbury.com.au

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Advance Street, Schofields 15-150

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TABLE OF CONTENTS

PAGE NO.

1. INTRODUCTION................................................................................................ 3

2. SURROUNDING ROAD NETWORK .............................................................. 5

2.1 PRECINCT PLANNING .......................................................................................... 5

2.2 30 – 32 ADVANCE STREET, SCHOFIELDS (SUBJECT SITE).................................... 7

2.2.1 Site Location .............................................................................................. 7

2.2.2 Site Description .......................................................................................... 8

2.2.3 Existing Uses .............................................................................................. 8

2.2.4 Surrounding Uses....................................................................................... 8

2.3 SURROUNDING ROAD NETWORK ........................................................................ 9

2.3.1 Road Hierarchy .......................................................................................... 9

2.3.1.1 Existing Surrounding Road Network ..................................................... 9

2.3.1.2 Planned Road Network ..................................................................... 10

2.2.2 Traffic Volumes and Conditions .............................................................. 12

2.2.3 Traffic Control ......................................................................................... 15

2.2.3 Projected Intersection Performance ........................................................ 16

2.2.4 Discussion of Traffic Impacts Associated with Proposed Development .. 18

2.4 PUBLIC TRANSPORT .......................................................................................... 21

3. PROPOSED DEVELOPMENT ....................................................................... 22

3.1 BUILT FORM ..................................................................................................... 22

4. ACCESS & INTERNAL CONSIDERATIONS .............................................. 24

4.1 VEHICULAR ACCESS ......................................................................................... 24

4.2 PARKING PROVISION ......................................................................................... 26

4.3 INTERNAL CIRCULATION AND MANOEUVRABILITY .......................................... 27

4.4 SITE SERVICING ................................................................................................ 29

5. CONCLUSION .................................................................................................. 30

APPENDICES

1. Vehicle Swept Path Plans

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1. INTRODUCTION

This Practice has been engaged by Toplace Pty. Ltd. to prepare a Traffic Impact &

Parking Assessment accompanying a Development Application (DA) lodged with

Blacktown City Council. The subject DA proposes the demolition of existing site

structures and the construction of a residential flat building development comprising

11 apartment buildings, providing a combined unit mix of 587 apartments within

three parcels of land, located on the southern side of Advance Street, between

Railway Terrace and Junction Road, Schofields.

The abovementioned development is to be serviced by a series of new access roads

(two east-west local roads and two north-south local roads) along the site frontage,

which are generally consistent with the Indicative Layout Plan (ILP) for the

Riverstone Precinct prepared by the Department of Planning & Infrastructure.

The external traffic impacts of the subject proposal and indeed, the entire Riverstone

Precinct have been assessed by others as part of the Precinct Planning process on

behalf of the North West Growth Centre. The purpose of this report is therefore to

primarily assess the internal and immediately adjoining development traffic and

parking considerations. Specifically, this report:

Describes the planned road network in the immediate vicinity of the subject

development;

Assesses the suitability of the proposed direct vehicular access arrangements

based on standards specified by the Australian Standards;

Assesses the adequacy, or otherwise, of the proposed off-street parking

provision having regard to the rates specified by Blacktown City Council

Growth Centre Precincts DCP; and

Assesses the proposed parking, internal circulation and servicing layout with

respect to internal circulation and vehicle manoeuvrability.

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Throughout this report, reference is made to the following documents:

Australian Standard for Parking Facilities Part 1: Off-Street Parking (AS

2890.1-2004) Parking Facilities Part 2: Off-Street Commercial Vehicles

Facilities (AS2890.1-2002), Parking Facilities Part 3: Bicycle Parking

(AS2890.3-2015) and Parking Facilities Part 6: Off-Street Parking for People

with Disabilities (AS2890.6-2009);

Blacktown City Council’s Growth Centre Precincts Development Control

Plan 2016 and Schedule Two (Riverstone Precinct);

Road Delay Solution’s North West Growth Centre Indicative Layout Plan

Revision Traffic and Transport Model Year 2036;

Point 13 of a recent letter from Blacktown City Council dated April 2017

containing comments raised by the Roads and Maritime Services’ (RMS) in

relation to the subject proposal; and

AECOM’s Schofields Precinct – Transport and Access Strategy.

The report should be read in conjunction with architectural plans prepared by Krikis

Tayler Architects, submitted under a separate cover.

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2. SURROUNDING ROAD NETWORK

2.1 Precinct Planning

The long-term strategic vision for future development within Metropolitan Sydney is

guided by the Sydney Metropolitan Strategy document The Metropolitan Plan for

Sydney 2036, released by the NSW Government in 2010. This document highlights

the planning challenges anticipated to be faced by the metropolitan area in the future,

with respect to residential growth and its subsequent impact on the economy,

employment, housing, transport, environment, resources and other public amenities.

The Riverstone Precinct formed the first stage in the North West Growth Centre

released for planning purposes. The precinct planning process examined the future use

of the land through specialist studies such as biodiversity, transport and access,

flooding and drainage, heritage, noise and odour, land capability, visual landscape,

bushfire and employment / retail opportunities. These technical studies assisted in the

determination of the location of various land uses such as residential, employment,

educational, recreational parks and others.

The above technical studies resulted in the formulation of the Riverstone Precinct

Indicative Layout Plan (ILP), which identifies the zoning of parcels of land within this

Precinct. Figure 1 overleaf illustrates the Riverstone Precinct ILP and the parcel of

land subject to this assessment.

The above planning process resulted in the preparation of Schedule 2 (Riverstone

Precinct) of the Blacktown City Council Growth Centre Development Control Plan

2016 by the Department of Planning & Infrastructure. This Development Control Plan

communicates the planning, design and environmental objectives and controls against

which Blacktown City Council will use to assess Development Applications.

One of the above technical studies which partially assisted with the precinct planning

was AECOM’s Schofields Precinct – Traffic and Access Strategy. This report

forecasted and analysed the future traffic impacts associated with the precinct

development and recommended appropriate infrastructure upgrades and other

measures to maximise the efficiency and safety of the future transportation system

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and surrounding road network within the suburb of Schofields, which forms part of

the overall Riverstone Precinct ILP.

FIGURE 1

SUBJECT SITE LOCATION WITHIN THE CONTEXT OF THE

RIVERSTONE PRECINCT INDICATIVE LAYOUT PLAN

Source: Schedule Two (Riverstone Precinct) - Blacktown City Council Growth Centre Development

Control Plan 2016

SUBJECT SITE

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The infrastructure and transport upgrades recommended in the vicinity of the subject

site within the Schofields Precinct – Traffic and Access Strategy report are as follows:

Upgrade of Schofields Road to provide a four lane arterial road capable of

accommodating two lanes of traffic in each direction to accommodate

increases in regional and local traffic as well as serve as a transit corridor;

Upgrade of Railway Terrace to a collector and town centre collector between

the Southern East West Road and Schofields Road. Traffic signals at

Northern East West Road, roundabout at Southern East West Road;

Realignment of Pelican Road to provide north/south connectivity between

Schofields Road and Burdekin Road;

Signalisation of the following intersections on Schofields Road:

- Junction Road/Pelican Road as a four-way intersection;

- Railway Terrace (realigned) as a cross-junction; and

- Boundary Road (realigned) with Alex Avenue as a four way intersection.

Grade separation of the Blacktown/Windsor Railway Line to facilitate a

connection between Schofields Road in the east with South Street and

Richmond Road in the west.

2.2 30 – 32 Advance Street, Schofields (Subject Site)

2.2.1 Site Location

The subject site is currently located on the southern side of Advance Street,

approximately midway between Railway Terrace, Schofields in the west and Junction

Road, Schofields in the east. Under the Riverstone Precinct ILP, the development is

proposed to be subdivided into four separate allotments by two east/west local roads

and two north/south local roads. This location is illustrated within the context of the

Riverstone Precinct ILP, previously shown in Figure 1.

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2.2.2 Site Description

The subject site provides a legal description of Lot 1 and Lot 11 within Deposited

Plan 31540 and a property address of 30 - 32 Advance Street, Schofields. The

consolidated allotments form an irregular development site that currently has a

frontage of approximately 54m to Advance Street, along its northern boundary. Under

the subject application, the development site is to eventually also provide frontages to

two east/west local roads and two north/south local roads, proposed under the

Riverstone Precinct ILP. Total area of the site is 39,905m2.

2.2.3 Existing Uses

The subject site currently accommodates two detached residential dwellings and

associated outbuildings, being serviced by single width access driveway connecting

with Advance Street at the northern property alignment. The existing development is

proposed to be demolished under the subject DA.

2.2.4 Surrounding Uses

The surrounding lands comprise a mixture of rural residential development and

undeveloped allotments located within large parcels of land similar to the subject site.

These rural allotments are to be transformed into a higher density urban precinct

planned for the Riverstone precinct, as part of the North West Growth Centre

development strategy.

The projected traffic generation associated with the proposed site improvements and

its potential impacts to the surrounding road network at full development in 2036 has

been incorporated within the future traffic impact assessment of the entire North West

Growth Centre, prepared by Road Delay Solutions within their publication of the

North West Growth Centre Indicative Layout Plan Revision Traffic and Transport

Model Year 2036.

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2.3 Surrounding Road Network

2.3.1 Road Hierarchy

2.3.1.1 Existing Surrounding Road Network

The following provides a description of the existing local road hierarchy in the

immediate vicinity of the subject site:

Advance Street

Advance Street currently performs a rural local access street function to abutting

developments under the care and control of Blacktown City Council. In this regard, it

provides an east/west connection between Junction Road in the east and Railway

Terrace in the west, forming T-junctions with both under major/minor priority control

with Advance Street forming the subordinate route.

Advance Street provides a rural pavement width of 10m, providing one through lane

of traffic in each direction in conjunction with parallel parking along both kerb

alignments. Traffic flow within Advance Street is restricted to 50km/h consistent with

State Government policy for local residential roads.

Junction Road

Junction Road currently performs a local Collector Road function under the care and

control of Blacktown City Council. In this regard, it has a north/south alignment,

providing connectivity between St Albans Road at its northern extremity and

Schofields Road at its southern extremity, forming T-junctions with both under

major/minor priority control with Junction Road forming the minor route.

Junction Road provides a rural carriageway width of 8m, providing one through lane

of traffic in each direction between unsealed shoulders. Traffic flow within Junction

Road is governed by a pavement marked speed limit of 50km/h between Advance

Street and St Albans Road, with school zone restrictions of 40km/h being enforced

between 8.00am - 9.30am and between 2.30pm - 4.00pm in the vicinity of Schofields

Public School. Traffic flow within Junction Road between Advance Street and

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Schofields Road and in the immediate of the subject site is governed by a speed limit

of 60km/h.

Railway Terrace

Railway Terrace currently provides a higher order collector function, providing

connectivity between Garfield Road East, Riverstone in the north and Hambledon

Road in the south via Burdekin Road, Schofields. It currently provides a 12.0m wide

pavement running parallel to the railway line adjoining the western verge of the road.

In the vicinity of the site, it is noted recently that traffic signals have been constructed

at its junction with Westminster Street to the north. Further, road works are under

away at its junction with Schofields Road to the south of the site, which is to

eventually facilitate a westerly connection to South Street. Traffic flow within

Railway Terrace is governed by a sign posted speed limit of 60km/h.

2.3.1.2 Planned Road Network

The surrounding road hierarchy, layout and control measures planned to be adopted

within the Riverstone Precinct are established within Schedule Two (Riverstone

Precinct) - Blacktown City Council’s Growth Centre Development Control Plan 2016

(DCP 2016). Figure 2 overleaf illustrates the road network defined within the

Development Control Plan, whilst the following provides a summary of the road

network in the immediate vicinity of the subject site:

Junction Road

Junction Road is to continue performing a local collector function servicing

intersecting side roads and abutting developments. In this regard, it is planned to be

widened to provide an 11m wide pavement within a 20m wide road reserve. One

through lane of traffic is to be provided in either direction in conjunction with parallel

parking along both kerb alignments. A 1.5m wide pedestrian footpath is proposed to

adjoin the subject development along the eastern property alignment. At its southern

extremity, Junction Road’s intersection with Schofields Road is to be upgraded to be

operated under traffic signal control with auxiliary turning lanes.

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FIGURE 2

RIVERSTONE PRECINCT- PLANNED ROAD HIERARCHY

Source: Schedule Two (Riverstone Precinct) - Blacktown City Council Growth Centre Development

Control Plan 2016

Railway Terrace

Railway Terrace is proposed to be upgraded to a sub-arterial road under DCP 2016. In

this regard, Railway Terrace is to provide 26.0m wide road reservation providing two

7.0m wide dual carriageways separated by a 4.0m wide landscaping median.

From a localised context, the following provides a summary of the lower order local

road network proposed to provide connectivity between the subject development and

the higher order road hierarchy described above (reference should also be made to the

masterplan prepared by Krikis Tayler Architects illustrating the local road network

layout):

SUBJECT SITE

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Road 1 and 4

Roads 1 and 4 are to provide a north/south alignment facilitating connectivity between

Advance Street in the north and another local road in the south, in accordance with

DCP 2016. Road 1 is proposed to run through the centre of the site, whilst Road 4

provides a frontage to the eastern property boundary. It should be acknowledged that

for this DA, only half road construction is proposed for Road 4. The other half is to be

constructed by other developers, when adjoining lots to the east are to be redeveloped.

Roads 1 and 4 are proposed to provide an 11m wide undivided carriageway within an

18m wide road reserve which comply with the minimum dimensions specified within

DCP 2016. One through lane of traffic is proposed to be provided in either direction

in conjunction with formalised kerb and guttering along both sides of both roads.

Road 2 and 3

In accordance with DCP 2016, Road 2 and 3 are proposed to provide an east/west

alignment, providing connectivity between Junction Road in the east and Road in the

west at the middle of the site.

Road 2 and 3 are planned to perform a local access function, providing an overall road

reservation width of 18m, comprising a pavement width of 11.0 m and verges of 3.5m

abutting both sides of the road respectively. One through lane of traffic is to be

provided along both kerb alignments.

2.2.2 Traffic Volumes and Conditions

The North West Growth Centre Indicative Layout Plan Revision Traffic and

Transport Model Year 2036 (NWGC TTM 2036) provides projected 2036 peak hour

traffic volumes within the surrounding road network incorporating the subject and

adjoining land uses within the Riverstone and Alex Avenue precincts at full

development. One of the key inputs used for this assessment is the assumption that the

peak hour traffic generation associated with residential developments is taken to be

0.57 vehicle trips per dwelling. It should be noted that (discussed in further detail later

on in this report) this trips generation is excessive when consideration is given to the

Roads and Maritime Services’ (RMS) traffic generation rates associated with high

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density residential developments based on recent surveys as outlined in the RMS

publication TDT 2013/04a.

Application of the above traffic generation rate to the consolidated development yield

of 587 dwellings, the proposed development is estimated to generate up to 335 vehicle

movements to and from the site during peak hour periods. It is noted that based on the

future land use within Riverstone & Alex Avenue precincts and the proposed future

road hierarchy, it is envisaged that a significant portion of vehicle trips generated by

the proposed development is likely to travel to/from Schofields Road via Junction

Road. In this regard, in order to assess the impact on the new local road intersection

(i.e. Road 3) with Junction Road in the future due to the additional traffic generated

by the proposed development, the following trip assignment is formulated:

70% of traffic will arrive/depart the site to/from the south; and

30% of traffic will arrive/depart the site to and from the north.

Further to the above, the following assumptions have also been made to generate the

above presented trip assignment:

80% of residential based vehicular trips have been assigned to constitute

outbound trips during the morning peak with the remaining 20% comprising

inbound trips. The reverse of the abovementioned residential assignment has

been applied during the evening peak. This measure is also consistent with the

assumptions presented within the NWGC TTM 2036 traffic study; and

Whilst the subject development is proposed to be accommodated by two

access junctions with Junction Road, for the purposes of a worst case scenario

assessment, it is assumed that all of the development traffic is concentrated at

the Junction Road access at Road 3.

The NWGC TTM 2036 traffic study indicates that Junction Road is expected to

accommodate a projected future peak hour midblock traffic demand of 330/268

(AM/PM) northbound vehicle trips and 242/191 (AM/PM) southbound vehicle trips

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in the immediate vicinity of the subject site. Based on the above assessment, the

following projected 2036 peak hour traffic volumes at the Junction of Junction Road

and Road 3 is graphically represented in Figure 3 below.

FIGURE 3

POST-DEVELOPMENT (2036) WEEKDAY PEAK HOUR TRAFFIC

VOLUMES

INTERSECTION OF JUNCTION ROAD AND ROAD 3

Legend: AM Peak / PM Peak

In a broader context, the NWGC TTM 2036 document also provides projected 2036

peak hour traffic demands incorporating all future surrounding land uses (including

the subject development) at full precinct development that are predicted to generate

traffic at the intersection of Schofields Road and Junction Road/Pelican Road, located

to the south-east of the subject site. The projected morning and afternoon peak hour

traffic demands at this intersection is presented in Figure 4 overleaf.

20/80 330/268

47/188 242/191

N

Road 3

Junction Road

80/20

188/47

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FIGURE 4


VOLUMES

INTERSECTION OF SCHOFIELDS ROAD AND JUNCTION

ROAD/PELICAN ROAD USING NWGC TTM 2036 VOLUMES


Figure 4 indicates following projected 2036 peak hour traffic demands generally

commensurate with the functional order of the surrounding roads:

Schofields Road is anticipated to accommodate bidirectional peak hour traffic

demands along the northern site frontage in the order of 3,500 – 4,500 vehicles

per hour;

Junction Road is expected to service two-way flows in the order of 550 – 750

vehicles per hour during peak periods; and

Pelican Road along the eastern site frontage is expected to service two-way

traffic flows in the order of 350 – 550 vehicles per hour during peak periods.

2.2.3 Traffic Control

The Riverstone & Alex Avenue Precincts Section 94 Contributions Plan provides for

signalised intersection control at the junctions of Schofields & Boundary Road and

Schofields Road & Junction Road/Pelican Road (Double Diamond Phasing

Arrangement).

152/439 330/268 12/5

242/191 243/117 37/15

N

Pelican Road

Junction Road

102/210

1255/1816

233/386

150/149

1070/1288

210/273

Schofields Road

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The abovementioned planning controls however does not provide any specific

indication of the type of traffic management control proposed at the intersection of

Junction Road and Road 3. In any case, based on the functional order of these roads

and the extent of the traffic these roads are anticipated to accommodate post precinct

development, it is assumed that the intersection is proposed to operate under a

major/minor priority arrangement with Junction road forming the priority route.

2.2.3 Projected Intersection Performance

In order to objectively assess the operational performance of the intersections of

Junction Road/Road 3 and Schofields Road and Junction Road/Pelican Road based on

the post precinct development peak hour traffic volumes, a SIDRA analysis has been

undertaken. SIDRA is a computerised traffic arrangement program which, when

volume and geometrical configurations of an intersection are imputed, provides an

objective assessment of the operation efficiency under varying types of control (i.e.

signs, signal and roundabouts). Key indicators of SIDRA include level of service

where results are placed on a continuum from A to F, with A providing the greatest

intersection efficiency and therefore being the most desirable by the Roads and

Maritime Services.

SIDRA uses detailed analytical traffic models coupled with an iterative approximation

method to provide estimates of the abovementioned key indicators of capacity and

performance statistics. Other key indicators provided by SIDRA are average vehicle

delay, the number of stops per hour and the degree of saturation. Degree of saturation

is the ratio of the arrival rate of vehicles to the capacity of the approach. Degree of

saturation is a useful and professionally accepted measure of intersection

performance.

SIDRA provides analysis of the operating conditions that can be compared to the

performance criteria set out in Table 1 overleaf (being the RMS NSW method of

calculation of Level of Service).

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TABLE 1

LEVELS OF SERVICE CRITERIA FOR INTERSECTION

Level of

Service

Average Delay per

Vehicle (secs/veh)

Expected Delay

SIGNALISED INTERSECTIONS AND ROUNDABOUTS

A Less than 14 Little or no delay

B 15 to 28 Minimal delay and spare capacity

C 29 to 42 Satisfactory delays with spare capacity

D 43 to 56 Satisfactory by near capacity

E 57 to 70 At capacity, incidents will cause excessive delays

F > 70 Extreme delay, unsatisfactory

GIVE WAY & STOP SIGNS

A Less than 14 Good

B 15 to 28 Acceptable delays and spare capacity

C 29 to 42 Satisfactory

D 43 to 56 Near capacity

E 57 to 70 At capacity and requires other control mode

F > 70 Unsatisfactory and requires other control mode

The projected 2036 conditions have been modelled utilising the peak hour traffic

volumes presented within Figures 3 and 4. Table 2 below and Table 3 over page

provide a summary of the SIDRA output data whilst more detailed summaries are

available upon request.

TABLE 2 – SIDRA OUTPUT

PROJECTED 2036 WEEKDAY PEAK HOUR PERFORMANCE

INTERSECTION OF JUNCTION ROAD/ ROAD 3 BASED ON NWGC TTM

2036 PEAK HOUR TRAFFIC DEMANDS AM PM

Junction Road South

Delay

Degree of Saturation

Level of Service

5.6

0.14

A

5.6

0.21

A

Junction Road North

Delay


Level of Service

6.7

0.19

A

7.3

0.21

A

Road 3 West

Delay


Level of Service

9.7

0.34

A

8.9

0.09

A

Total Intersection

Delay


Level of Service

9.7

0.34

A

8.9

0.21

A

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2.2.4 Discussion of Traffic Impacts Associated with Proposed Development

Table 2 indicates that the intersection of Junction Road and Road 3 incorporating

peak hour traffic demands at full precinct development (inclusive of post

development traffic generated by the subject site) is anticipated to operate with a

level of service ‘A’ during both morning and evening peak hour periods, indicative

of good operating conditions with spare capacity.

Table 3 indicates that the intersection of Schofields Road and Junction

Road/Pelican Road incorporating peak hour traffic demands at full redevelopment

of the precinct is anticipated to operate with a level of service ‘C’ during the AM

peak and a level of service ‘F’ during the PM peak. However, it must be stressed

that the future peak hour traffic demands specified within NWGC TTM 2036 is not

reflective of the most recent RMS traffic surveys (reference RMS publication TDT

2013/04a) relating to the traffic generating rates of high density residential

development, which characterises the predominant land use in the immediate

vicinity of the intersection of Schofields Road and Junction Road/Pelican Road.




ROAD/PELICAN ROAD BASED ON NWGC TTM 2036 PEAK HOUR

TRAFFIC DEMANDS AM PM

Pelican Road South

Delay


Level of Service

53.7

0.74

D

71.9

0.89

F

Schofields Road East

Delay


Level of Service

23.3

0.80

B

272.3

1.31

F

Junction Road North

Delay


Level of Service

63.2

0.99

E

318.2

1.30

F

Schofields Road West

Delay


Level of Service

20.3

0.80

B

384.1

1.37

F

Total Intersection

Delay


Level of Service

31.1

0.99

C

202.3

1.37

F

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Council’s letter dated April 2017 makes reference to comments made by the Roads

and Maritime Services’ (RMS) stating that the projected traffic demands presented

within the NWGC TTM 2036 document (which was used for assessment within our

Traffic Impact Report previously prepared in October 2016) was considered to be

“outdated”.

In response to the RMS comments via Council’s letter, it is noted that the NWGC

TTM 2036 document estimates the future peak hour traffic generating capability of

the precinct associated with residential land use to be 0.57 vehicle trips per hour.

The Roads & Maritime Services’ (RMS) within their updated traffic surveys (TDT

2013/04) however specifies morning and evening peak hourly traffic generation

rates of 0.19 and 0.15 trips respectively for high density residential flat building

developments. These rates are approximately a third of that utilised by the NWGC

TTM 2036 to forecast 2036 traffic conditions. This would indicate that the traffic

generation outcome of a fully redeveloped precinct associated with residential land

use is likely to be substantially less than that adopted within the NWGC TTM 2036

traffic modelling assessment. The future peak hour traffic volumes at the

intersection of Schofields Road and Junction Road/Pelican Road based on recent

RMS traffic generation rates is detailed in Figure 5.

FIGURE 5


VOLUMES


ROAD/PELICAN ROAD BASED ON RMS TDT 2013/04A TRAFFIC

GENERATION RATES


51/147 110/90 4/2

81/64 81/39 13/5

N

Pelican Road

Junction Road

34/70

419/606

78/70

50/50

357/430

70/91

Schofields Road

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The abovementioned future peak hour traffic demands based on recent RMS traffic

generation rates have been modelled using SIDRA. Table 4 provides a summary of

the SIDRA output data whilst more detailed summaries are available upon request.

Table 4 indicates that intersection of Schofields Road and Junction Road/Pelican

Road operates with a level of service ‘B’ during both peak periods, representing good

conditions with spare capacity. It is noted that the traffic generation rates presented

within the RMS’ TDT 2013/04 is considered to be more appropriate than the traffic

generation rates specified within NWGC TTM 2036 for residential developments, as

the RMS guide is more cognisant of the State Government’s initiatives with respect to

the provision of high density residential development within close proximity to public

transport infrastructure and the overall objective of reducing private vehicle utilisation.

In this regard, the level of service experienced by future drivers at intersection of

Schofields Road and Junction Road/Pelican Road is more likely to be similar to the

values presented in Table 4 than Table 3.




ROAD/PELICAN ROAD BASED ON PEAK HOUR TRAFFIC VOLUMES

ESTIMATED USING RMS TDT 2013/04A AM PM

Pelican Road South

Delay


Level of Service

44.8

0.21

D

55.3

0.26

D

Schofields Road East

Delay


Level of Service

13.9

0.21

A

18.4

0.37

B

Junction Road North

Delay


Level of Service

45.2

0.18

D

49.7

0.37

D

Schofields Road West

Delay


Level of Service

13.9

0.17

A

17.9

0.24

B

Total Intersection

Delay


Level of Service

21.8

0.21

B

24.9

0.37

B

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In addition to the above, it is also noted that the RMS was the approval authority for

the Traffic Signal Design at the intersection of Schofields Road and Junction

Road/Pelican Road and as such was required to be cognisant of all the requirements

for effective traffic signal control within the road network forming the North West

Growth Centre. It is understood that the design was based on the projected traffic

volumes as outlined within NWGC TTM 2036 and as such should be readily capable

of accommodating all projected future traffic needs, particularly considering these

traffic demands have been previously assessed to be overwhelmingly high.

It is our view that the Double Diamond phasing arrangement provides very positive

intersection control at the intersection of Schofields Road and Junction

Road/Pelican Road in the immediate vicinity of the subject site. This phasing

arrangement enables turning movements to and from Junction Road to occur in a

safe and efficient manner as it does from each of the other approaches.

2.4 Public Transport

The site will be serviced by existing bus services operating along Advance Street

which are within easy walking distance of the site. In addition, Schofields Railway

Station is located to the south-west of the site, which is able to be accessed via those

bus services that operate along Schofields Road. Further, additional commuter

parking facilities are scheduled to be provided adjoining the railway station to provide

reasonable accessibility for residents of the subject development and these public

transport facilities, with the pedestrian facilities within the proposed traffic signals

servicing their requirements in crossing Schofields Road, as well as footways within

Boundary Road and the proposed local access roads in the immediate vicinity of the

site.

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3. PROPOSED DEVELOPMENT

3.1 Built Form

The subject DA proposes the demolition of existing site structures and the

construction of a medium density residential development comprising 11 apartment

buildings with the following dwelling mix as illustrated in Table 5.

The abovementioned development is proposed to be serviced by a network of

east/west and north/south local access roads. The arrangement of these roads

effectively subdivides the subject land into three separate allotments. Buildings A, D,

E and F are proposed to occupy the lot situated within the north-western corner of the

site. The north-eastern lot is to accommodate buildings B and C, whilst buildings G,

H, J, K and L are to be situated within the south-eastern lot. The proposed residential

apartment building is to be serviced by two to three levels of off-street car parking

below it in the following arrangement, as presented in Table 6 below.

Vehicle access into the off-street parking area associated with buildings A, D, E and F

is proposed off Road 2 at the southern boundary of lot 3, via a 11.0m wide driveway

supporting a 6.0m wide ingress lane and a 4.0m wide egress lane separated by a 1.0m.

TABLE 5

DEVELOPMENT DATA OF PROPOSED MEDIUM DENSITY RESIDENTIAL

DEVELOPMENT

Building (Lot) Dwelling Composition

1x Bedroom 2x Bedrooms 3 x Bedrooms Total

A, D, E and F (Lot 3) 60 144 17 221

B and C (Lot 2) 14 88 11 113

G, H, J, K and L (lot 4) 73 156 24 253

Total Units 147 388 52 587

TABLE 6 - PROPOSED PARKING PROVISION

Building Passenger Vehicle Parking Spaces Bicycle Parking

Spaces Levels

Resident Visitor

A, D, E and F 230 82 76 Lower Ground

and Basement 1

B and C 119 28 39

Lower Ground,

Ground and

Basement 1

G, H, J, K and L 265 51 86

Lower Ground,

Ground and

Basement 1

Total 614 161 201

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Vehicle access into the off-street parking area servicing buildings B and C from Road

4 is proposed to be facilitated by a 6.6m wide combined ingress/egress access

driveway, located at the north-eastern corner of lot 2.

The south-eastern lot (lot 4) accommodating buildings G, H, J, K and L is proposed to

be serviced off Road 1 by an 11.0m wide access driveway comprising a 6.0m wide

ingress lane separated from a 4.0m wide egress lane by a 1.0m wide central median at

the western property boundary.

In addition to the above, it is acknowledged that loading bays are proposed to be

provided within the abovementioned internal parking areas to ensure that all site

servicing activities (e.g. refuse collection, delivery of goods, etc.) are to occur off-

street. It is further understood based on information provided by the applicant that the

largest vehicle to service the site is Council’s 11m long refuse collection vehicles.

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4. ACCESS & INTERNAL CONSIDERATIONS

4.1 Vehicular Access

In order to undertake an assessment of the driveway design servicing each component

of the abovementioned development, reference is made to AS2890.1-2004. This

Standard provides appropriate driveway width specifications based on the primary

land use proposed, the number of parking spaces accommodated and the functional

order of the access road. With regard to AS2890.1-2004 specifications, the Table 7

below provides a summary of the minimum requirements with respect to each access

arrangement raised in the previous section (Section 3 of this report).

Table 7 indicates that the proposed access arrangements designated for the

development proposed within each of the three lots readily complies with the

minimum AS2890.1-2004 specifications with respect to driveway width and

accordingly is considered to be satisfactory with respect to accommodating passenger

vehicles.

TABLE 7 – AS 2890.1-2004 ACCESS DRIVEWAY DESIGN REQUIREMENTS

Building No. of Parking

Spaces Provided

Frontage

Road

Hierarchy

User

Class

(AS2890.

1-2004)

Proposed

Access

Arrangement

AS2890.1-2004

requirement

(minimum)

A, D, E and F 312 Local 1, 1A

11.0m

(separated

6.0m wide

ingress

driveway and

4.0m wide

egress

driveway by

1.0m wide

median at the

centre)

6.0m entry lane,

4.0 wide exit

lane, separated

by 1.0m wide

median

(Category 3)

B and C 147 Local 1, 1A

6.6m

(combined

ingress/egress)

6.0m (Category

2)

G, H, J, K and

L 316 Local 1, 1A

11.0m

(separated

6.0m wide

ingress

driveway and

4.0m wide

egress

driveway by

1.0m wide

median at the

centre)

6.0m entry lane,

4.0 wide exit

lane, separated

by 1.0m wide

median

(Category 3)

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Clause 3.2.3 of AS2890.1-2004 specifies that driveways shall not be located within

6m of the tangent point of a kerb forming a public road junction. The proposed

driveway servicing the south-eastern lot (to be occupied by buildings G, H, J, K and

L) is located directly opposite the local road junction of Road 1 and Road 2.

Whilst not specified in AS2890.1-2004, it is our experience that the objective of the

abovementioned specification is to provide adequate sight distance between vehicles

accessing / vacating the site and vehicles negotiating the adjoining Road 1 / Road 2

junction. It is however noted in the subject instance that consideration may be given

to relaxing this requirement to account for the following reasons:

The limited carriageway width of both Road 1 and Road 2 result in vehicular

speeds being very low on approach and departure from the subject junction;

The low functional order of Road 1 and Road 2 is likely to result in traffic

volumes adjoining the proposed access driveway being minimal thereby

reducing the likelihood of any unreasonable conflict; and

Buildings G, H, J, K and L are proposed to accommodate a total of 253

apartments. Based on the peak hour traffic generation rate of 0.19 trips per

dwelling for high density residential developments specified within RMS’

TDT 2013/04a, a development yield of 253 dwellings can be expected to

generate peak hour traffic demands to and from the basement car park of up to

48 vehicle movements. Such traffic demands are considered to be low. As

such the likelihood of unreasonable conflict with the adjacent junction of Road

1 and Road 2 is also expected to be low.

In consideration of the above, the proposed southern driveway location is considered

to be satisfactory in the subject instance.

In addition to the above, it is further acknowledged that the proposed access

driveways servicing each of the four lots are also expected to accommodate heavy

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vehicles up to the size of 11m long refuse collection trucks, with a 25m turning

radius.

In order to demonstrate that the abovementioned proposed access arrangements are

adequate in accommodating such servicing vehicles, a swept path assessment has

been performed on the architectural design, utilising turning path templates of a

similar size vehicle (same 11.0m length and turning radius) provided within Autoturn

(a copy of which is provided in Appendix 1).

These swept paths indicate that vehicles up to the size of 11.0m long garbage

collection vehicles are capable of accessing and vacating the designated access points

proposed for each allotment forming the subject site in a safe and efficient manner,

without any unreasonable encroachment on the adjoining public and private

infrastructure. In this regard, the proposed access driveway arrangements are therefore

considered to be satisfactory.

4.2 Parking Provision

The subject development is proposed to provide a consolidated parking provision

comprising 615 resident spaces, 120 residential visitor spaces and 201 bicycle parking

racks to service a combined development yield of 149 x 1 bedroom dwellings, 386 x 2

bedroom dwellings and 52 x 3 bedroom dwellings.

Blacktown City Council has adopted the following locally sensitive parking

requirements for residential flat building developments, as outlined in Section 4.3.4

and 4.3.5 of Blacktown City Council’s Growth Centre Precincts Development Control

Plan (Schedule One – Six) 2016:

Residential Flat Buildings in R3, R4 Zones

1 space per dwelling, plus

0.5 spaces per 3 or more bedroom dwelling.

1 visitor car parking space per 5 dwellings

Bicycle parking spaces: 1 space per 3 dwellings

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Table 8 identifies the off-street parking requirements based on Council’s rate.

TABLE 8

OFF-STREET PARKING REQUIREMENTS

BLACKTOWN GROWTH CENTRES (SCHEDULE ONE TO SIX) DCP 2014

Item Rate Spaces Required No. Provided

1 or 2 bedroom

dwellings

1 space per

dwelling 535

614

3 bedroom

dwellings

1.5 space per

dwelling 78

Visitor Parking 1 space per 5

dwellings 118 161

Bicycle parking 1 space per 3

dwellings 196 201

Total

731 car spaces and 196

bicycle spaces

775 car spaces and

201 bicycle spaces

Table 8 indicates that the proposed development satisfies the numerical off-street

parking requirements established within Blacktown City Council’s Growth Centre

Precincts Development Control Plan (Schedule One – Six) 2016.

4.3 Internal Circulation and Manoeuvrability

The proposed internal off-street parking areas primarily form a series of 90 degree

angled parking rows (and a single 45 degree angled parking row within the Ground

Floor level parking area servicing buildings G, H, J, K and L) serviced by adjoining

circulating parking aisles and internal ramps. These parking areas have been designed

to accord with the relevant requirements of AS2890.1-2004, AS2890.3-2015 and

AS2890.6-2009 to achieve safe internal circulation, providing the following minimum

dimensions:

Standard degree parking space width = 2.4m;

Disabled parking space width = 2.4m (with adjoining 2.4m wide shared area);

Additional space width where parking spaces adjoins an obstruction = 0.3m;

Bicycle parking rack spacing = 1.0m;

Standard parking space length = 5.4m;

Horizontal bicycle parking rack length (depth) = 1.8m;

Parking aisle width adjoining 90 degree parking spaces = 5.8m;

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Parking aisle width adjoining 45 degree parking spaces = 4.0m;

Bicycle parking aisle with = 1.5m;

One-way straight roadway / ramp width = 4.0m;

Two-way straight roadway / ramp width = 5.8m;

Headroom = 2.2m;

Headroom above disabled parking spaces and adjoining shared areas = 2.5m;

Maximum ramp grade = 1 in 5;

Maximum ramp grade for the first 6m inside the site and within parking

module = 1 in 20; and

Maximum change in grade = 1 in 8.

In consideration of this and the above discussion, the proposed internal passenger

vehicle circulation arrangements servicing the development are satisfactory.

In order to demonstrate the internal passenger vehicle manoeuvrability within the

parking area, this Practice has prepared a number of swept path plans which are

included as Appendix 1. The turning paths provided on the plans have been generated

using Autoturn software and derived from B85 vehicle specifications provided within

AS2890.1-2004. Section B4.4 of AS2890.1-2004 states the following with regard to

the use of templates to assess vehicle manoeuvring:

‘Constant radius swept turning paths, based on the design vehicle’s minimum

turning circle are not suitable for determining the aisle width needed for

manoeuvring into and out of parking spaces. Drivers can manoeuvre vehicles

within smaller spaces than swept turning paths would suggest.’

It would therefore appear that whilst the turning paths provided within AS 2890.1 -

2004 can be utilised to provide a ‘general indication’ of the suitability or otherwise of

internal parking and manoeuvring areas, vehicles can generally manoeuvre more

efficiently than the paths indicate. Notwithstanding this, the swept path plans illustrate

that passenger vehicles can manoeuvre throughout and enter and exit the most

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difficult passenger vehicle parking spaces within the parking areas. The proposed site

layout as it relates to passenger vehicle manoeuvrability is considered satisfactory.

4.4 Site Servicing

Waste generated by the subject development are to be stored within standard

residential garbage and recycling bins contained within designated storage rooms on-

site close to the proposed access driveways and the adjoining internal manoeuvring

areas. It is acknowledged that the largest vehicle proposed to service the site is an

11m long refuse collection vehicle with a 25m turning radius.

In order to demonstrate that the abovementioned Council specified garbage truck can

enter the site via the designated access driveways, manoeuvre into the allocated

servicing areas and thence exit the site via the designated access driveways, swept

path plans based on similar size vehicle (11.0m length and turning radius) have been

generated using Autoturn software to check the manoeuvrability of the site design to

service such vehicles (a copy of which is provided in Appendix 1). These swept path

plans illustrate that such vehicles are suitably capable of undertaking the required

manoeuvring to, within and from the site, without unreasonable encroachment,

conflict or impedance on internal passenger vehicle parking or circulation areas. In

this regard, the proposed servicing arrangements are therefore considered to be

satisfactory.

Notwithstanding the above, the access driveway ramps proposed to service heavy

vehicles provide a maximum ramp grade of 1 in 6.5m in accordance with AS2890.2-

2002. It is acknowledged however that the transitional grades of the access ramps

servicing heavy vehicles from the frontage roads slightly deviate from the guidelines

provided within AS2890.2-2002. In this regard, a ground clearance assessment has

been performed by overlying a 12.5m long Heavy Rigid Vehicle (HRV) on the

architectural plans. Our assessment of this analysis has indicated that such vehicles

(which also encompass 11m long refuse collection vehicles) will be suitably capable

of negotiating the proposed site access roads in a safe and efficient manner. In

consideration of this and the above, the subject design is considered to be satisfactory.

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5. CONCLUSION

This Practice has undertaken an assessment of the site access and internal traffic

considerations of a medium density residential development on land located at 30 –

32 Advance Street, Schofields. Based on this assessment, the following conclusions

are now made:

The external traffic considerations of the subject development and the entire

Riverstone precinct was previously undertaken in association with the planning

for the entire Riverstone Precinct resulting in the preparation of the Schedule 2

(Riverstone Precinct) of the Blacktown City Council Growth Centre Development

Control Plan 2016 and Riverstone & Alex Avenue Precincts Section 94

Contributions Plan;

A recent review of the projected peak hour traffic demands at the intersections

(Junction Road/Road 1 and Schofields Road/Junction Road/Pelican Road) in the

immediate vicinity of the subject site specified within NWGC TTM 2036 utilise

traffic generation rates for residential developments of 0.57 vehicle trips per

dwelling which is approximately three times greater than more recent traffic

surveys for residential developments adopted by RMS within TDT 2013/04. In

this regard, the modelling undertaken at these intersections is based on the

heavier projected traffic demands presented within NWGC TTM 2036. As such,

the traffic impacts on the adjacent intersections are likely to be lower based on

the RMS surveys;

The proposed access arrangements generally comply with the Australian

Standard requirements with respect to the land-use proposed, the capacity of the

parking and servicing areas serviced and the functional order of the frontage

roads. It is noted however that the location of the proposed access driveway

servicing the south-eastern lot represents a variation from Clause 3.2.3 of

AS2890.1-2004. However, such an arrangement is still considered to be

acceptable for the reasons previously addressed within Section 4.1 of this report ;

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The proposed off-street vehicular parking provision accords with Council’s

relevant DCP requirements;

The proposed internal circulation and servicing arrangements suitably conforms

to the intentions of the relevant requirements of AS2890.1-2004, AS2890.2-2002,

AS2890.3-2015 and AS2890.6-2009; and

The proposed internal circulation and manoeuvring arrangements are capable of

providing for safe and efficient vehicular movements during peak times.

Based on the contents of this report and the conclusions contained herein, we consider

that there are no internal traffic related issues that should prevent approval of the

subject application.

APPENDIX 1

TRAFFIC IMPACT ASSESSMENT - Blacktown City · Mob: 0418 262 125 (David Thompson) 0450 747 401...

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