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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:
david@thompsonstanbury.com.au
yafeng@thompsonstanbury.com.au
Website:
www.thompsonstanbury.com.au
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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
POST-DEVELOPMENT (2036) WEEKDAY PEAK HOUR TRAFFIC
VOLUMES
INTERSECTION OF SCHOFIELDS ROAD AND JUNCTION
ROAD/PELICAN ROAD USING NWGC TTM 2036 VOLUMES
Legend: AM Peak / PM Peak
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
Degree of Saturation
Level of Service
6.7
0.19
A
7.3
0.21
A
Road 3 West
Delay
Degree of Saturation
Level of Service
9.7
0.34
A
8.9
0.09
A
Total Intersection
Delay
Degree of Saturation
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.
TABLE 3 – SIDRA OUTPUT
PROJECTED 2036 WEEKDAY PEAK HOUR PERFORMANCE
INTERSECTION OF SCHOFIELDS ROAD AND JUNCTION
ROAD/PELICAN ROAD BASED ON NWGC TTM 2036 PEAK HOUR
TRAFFIC DEMANDS AM PM
Pelican Road South
Delay
Degree of Saturation
Level of Service
53.7
0.74
D
71.9
0.89
F
Schofields Road East
Delay
Degree of Saturation
Level of Service
23.3
0.80
B
272.3
1.31
F
Junction Road North
Delay
Degree of Saturation
Level of Service
63.2
0.99
E
318.2
1.30
F
Schofields Road West
Delay
Degree of Saturation
Level of Service
20.3
0.80
B
384.1
1.37
F
Total Intersection
Delay
Degree of Saturation
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
POST-DEVELOPMENT (2036) WEEKDAY PEAK HOUR TRAFFIC
VOLUMES
INTERSECTION OF SCHOFIELDS ROAD AND JUNCTION
ROAD/PELICAN ROAD BASED ON RMS TDT 2013/04A TRAFFIC
GENERATION RATES
Legend: AM Peak / PM Peak
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.
TABLE 4 – SIDRA OUTPUT
PROJECTED 2036 WEEKDAY PEAK HOUR PERFORMANCE
INTERSECTION OF SCHOFIELDS ROAD AND JUNCTION
ROAD/PELICAN ROAD BASED ON PEAK HOUR TRAFFIC VOLUMES
ESTIMATED USING RMS TDT 2013/04A AM PM
Pelican Road South
Delay
Degree of Saturation
Level of Service
44.8
0.21
D
55.3
0.26
D
Schofields Road East
Delay
Degree of Saturation
Level of Service
13.9
0.21
A
18.4
0.37
B
Junction Road North
Delay
Degree of Saturation
Level of Service
45.2
0.18
D
49.7
0.37
D
Schofields Road West
Delay
Degree of Saturation
Level of Service
13.9
0.17
A
17.9
0.24
B
Total Intersection
Delay
Degree of Saturation
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