TIA Report – SA · 2019. 5. 17. · whole or in part without the written permission of GTA...

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Blackwood South

Traffic Management Review

© GTA Consultants (GTA Consultants (SA) Pty Ltd) 2013 The information contained in this document is confidential and intended solely for the use of the client for the purpose for which it has been prepared and no representation is made or is to be implied as being made to any third party. Use or copying of this document in whole or in part without the written permission of GTA Consultants constitutes an infringement of copyright. The intellectual property contained in this document remains the property of GTA Consultants.

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Blackwood South

Traffic Management Review Issue: A-Dr 24/10/13

Client: City of Mitcham Reference: 13A1093081

GTA Consultants Office: SA

Quality Record

Issue Date Description Prepared By Checked By Approved By Signed A-Dr 24/10/13 Draft Paul Morris Paul Morris Paul Morris PMO

A-Dr 2 Draft – amended

A Final

B Final – amended

Table of Contents

13A1093081 24/10/13 Blackwood South Issue: A-Dr Traffic Management Review

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Table of Contents 1. Introduction 1

1.1 Background 1 1.2 Purpose of this Report 1 1.3 Referenced Documents 1

2. Existing Conditions 2 2.1 Site Location 2 2.2 Road Network 3 2.3 Major Intersections 6 2.4 Crash Statistics 7 2.5 Sustainable Transport Infrastructure 9

3. Speed Surveys 10 3.1 Speed Limits on Roads 10 3.2 Existing Speeds 10

4. Traffic Impacts 12 4.1 Residential Amenity Traffic Volumes 12 4.2 Existing Traffic Volumes 12

5. Risk Assessment 14 5.1 Traffic Volume Assessment 14 5.2 Traffic Speed Assessment 14 5.3 Crash History 14

6. Traffic Management Options 15 6.1 Road Humps/Cushions 15 6.2 One Lane Perimeter Threshold 15 6.3 Driveway Links 16 6.4 Possible Traffic Controls 17

7. Conclusion 18

Figure 2.1: Study Area and Current Traffic Management 2 Figure 2.2: Coromandel Parade – view to south 6 Figure 2.3: Shepherds Hill Road –view to east 6 Figure 2.4: Brighton Parade – view to south 6 Figure 2.5: Gladstone Road – view to South 6 Figure 2.6: Brigalow Avenue – view to west 6 Figure 2.7: Cumming Street – view to west 6 Figure 2.8: Crash Statistics – Study Area 7

Table of Contents

13A1093081 24/10/13 Blackwood South Issue: A-Dr Traffic Management Review

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Figure 2.9: Public Transport Network Maps 9 Figure 3.1: 85th Percentile Speeds 10 Figure 4.1: Residential Amenity Traffic Volumes 12 Figure 4.2: Existing Traffic Volumes 13 Figure 6.1: Layout for a single perimeter threshold treatment 16 Figure 6.2: Turners Avenue Driveway Link with mid-link Driveway Crossover 16 Figure 6.3: Recommended Traffic Control Devices in Blackwood South 17

Tables Table 2.1: Street Characteristics 5

Introduction

13A1093081 24/10/13 Blackwood South, Issue: A-Dr Traffic Management Review Page: 1

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1. Introduction

1.1 Background Traffic management in the Blackwood area has been a key focus for the City of Mitcham for many years. With further development at Blackwood Park and predicted growth in the area, impacts are expected to increase in the area due to congestion on the main road network.

GTA Consultants was commissioned by the City of Mitcham council in 2013 to develop an integrated traffic management plan for the strategic management of traffic in the precinct bounded by Cumming Street to the south, Shepherds Hill Road to the north and Coromandel Parade to the east, with particular focus on peak hour cut-through movements and speeds on local streets, which adversely affect residential amenity and safety.

This study was commissioned following the previous study to review traffic management in the area of Blackwood to the south and west of the Brigalow Avenue precinct, with specific focus on Brighton Parade due to recent community concern about traffic speeds.

1.2 Purpose of this Report This report sets out an assessment of the anticipated parking, traffic and transport implications of the proposed development, including consideration of the:

i Speeds on local streets and consideration for traffic calming devices to reduce speeds and improve safety where required;

ii Cut-through traffic from vehicles attempting to avoid the intersection of Shepherds Hill Road, Coromandel Parade and Main Road by utilising local streets;

iii Existing daily volumes on local streets with regard to the residential amenity limit of the streets.

1.3 Referenced Documents In preparing this report, reference has been made to a number of background documents, including:

• City of Mitcham Development Plan; • Project brief provided by the City of Mitcham; • Austroads Guide to Traffic Management – Part 8: Local Area Traffic Management; • Main Road: Road Management Plan (2006) developed by the Department of

Transport, Planning and Infrastructure (DPTI); • Manual of Legal Responsibilities and Technical Requirements for Traffic Control Devices

(2012) developed by DPTI; • traffic and car parking surveys undertaken by GTA Consultants as referenced in the

context of this report; • various technical data as referenced in this report; • an inspection of the study area and its surrounds; • other documents as nominated.

Existing Conditions


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2. Existing Conditions

2.1 Site Location The study area is located within the bounds of Cumming Street to the south, Shepherds Hill Road to the north and Coromandel Parade to the east. The study area contains mostly residential dwellings with a shopping centre in the north-east corner of the study area on Coromandel Parade, a number of smaller commercial and retail shops, Coromandel Railway Station, as well as community uses including sporting clubs and a childcare centre.

Surrounding the study area are numerous commercial uses including a petrol station, a private school to the south of Cumming Street, a church, shopping centres, a kindergarten, a health centre, and the Blackwood train station also in the vicinity. The intersection of Shepherds Hill Road, Coromandel Parade, Main Road and Station Road (referred to as the “Blackwood Roundabout” throughout report) is located on the north-east boundary of the study area.

Figure 2.1 shows the location of the study area and the surrounding environs.

Figure 2.1: Study Area and Current Traffic Management

(Photomap courtesy of Nearmap)

Existing Conditions


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The study area comprises minimal traffic control devices, however the area is controlled by a 40km/h precinct speed limit which was applied in 2001. The speed limit applies to all streets in the study area.

It should be noted that the 40km/h area speed limit was implemented based on approval from the Department for Transport (now DPTI) using criteria based on mean vehicles speeds on specific streets in the area.

A driveway link is located on Trevor Terrace on the northern leg of it’s intersection with Cumming Street.

Roundabouts are located on Cumming Street at Coromandel Parade and Brighton Parade intersection.

Road humps were installed on Brigalow Avenue between Brighton Parade and Coromandel Parade.

A pedestrian refuge is provided on Garnet Avenue adjacent to Coromandel Parade, and a permitter threshold is located on Gladstone Road just south of the shopping centre car park.

2.2 Road Network Coromandel Parade Coromandel Parade is a sub-arterial road with an approximate north to south orientation forming the eastern boundary of the study area. It is managed by the City of Mitcham and is the primary access route to Blackwood Park, and southern suburbs of Coromandel Valley and Craigburn Farm. Coromandel Parade is generally configured with an approximate 8 metre wide, two-lane, two-way sealed carriageway set within a 20 metre road reserve (approx). The road changes to a four-lane carriageway on approach to the Blackwood Roundabout (for approximately 80 metres).

Coromandel Parade has a sign posted speed limit of 50 km/h with parallel parking lanes provided on both sides in the vicinity of the study area, and has on-street bicycle lanes in each direction south of the Belair Rail line.

Coromandel Parade carries approximately 11,000 vehicles per day1.

Shepherds Hill Road Shepherds Hill Road is an arterial road with an approximate east to west orientation forming the Northern boundary of the study area. The road is managed by DPTI and provides connectivity to South Road to the west. Shepherds Hill Road is generally configured with an approximate 16 metre wide, four-lane, two-way carriageway set within a 24 metre road reserve (approx). Shepherds Hill Road has a posted speed limit of 60km/h separated with a combination of painted medians and median strips in the vicinity of the study area. The road is configured with on-street bicycle lanes on both sides of the road except on approach to the Blackwood Roundabout.

The volumes on Shepherds Hill Road carries up to 22,900 vehicles per day in the vicinity of the study area.

1 Department of Planning, Transport and Infrastructure – Annual Average Daily Traffic Volumes

Existing Conditions


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Brigalow Avenue Brigalow Avenue is a local road with an approximate east to west orientation. The road is managed by the City of Mitcham and varies in width with an approximate 6 metre wide, two-lane, two-way sealed carriageway set within a 20 metre road reserve (approx) west of Brighton Parade, and a 12m wide carriageway to the east of Brigalow Avenue (approx). The road has a sign posted speed limit of 40 km/h with parallel parking lanes along sections of the road.

The section of Brigalow Avenue between Gladstone Road and Coromandel Parade carries approximately 3,400 vehicles per day; and the section of Brigalow Avenue between Brighton Parade and Gladstone Road carries approximately 900 vehicles per day2.

Brighton Parade Brighton Parade is a local road with an approximate north to south orientation. The road is managed by the City of Mitcham and is configured with an approximate 7 metre wide two-lane, two-way sealed carriageway set within an 18 metre road reserve (approx). The Coromandel Valley Train Station is located on Brighton Parade south of the study area with an associated railway crossing and park and ride car park. The road has a sign posted speed limit of 40 km/h.

Brighton Parade carries approximately 2,800 vehicles per day between Shepherds Hill Road and Fern Road2 and decreases to approximately 1,000 vehicles per day between Cumming Street and Garnett Avenue.

Cumming Street Cumming Street is a local road with an approximate east to west orientation. The road is managed by the City of Mitcham and is configured with an approximate 7 metre wide two-lane, two-way sealed carriageway set within a 21 metre road reserve (approx). The road has a sign posted speed limit of 40 km/h.

Cumming Street carries approximately 1,200 vehicles per day between Coromandel Parade and Brighton Parade2.

Gladstone Road Gladstone Road is a local road with an approximate north to south orientation. The road is managed by the City of Mitcham and is configured with an approximate 8 metre wide two-lane, two-way sealed carriageway set within a 20 metre road reserve (approx). The road has a sign posted speed limit of 40 km/h and connects between Brigalow Avenue and Shepherds Hill Road.

Gladstone Road carries approximately 2,900 vehicles per day2.

Street Characteristics A list of streets within the study area has been compiled by GTA to identify the characteristics of each of the streets, and is shown below in Table 2.1.

2 Based on the traffic counts provided by the Mitcham Council undertaken in Mar 2013.

Existing Conditions


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Table 2.1: Street Characteristics

Road Name Carriageway Width (metres) Road Length

(metres) Footpath (one/two sided)

Sherbourne Rd 8.0 310 Yes (East) Yes (West -partial)

Woodleigh Rd 6.1 390 Yes (East - partial +

Unsealed) No (West)

Fern Rd 6.1 300 Yes (North) Yes (South)

Brighton Pde 6.7 1220 Yes (East -partial) Yes (West)

Brigalow Rd 4.5 300 Yes (North) Yes (South)

Gladstone Rd 7.8 350 Yes (East) Yes (West)

Johnson Pde East 6.0 330 No (North) Yes (South)

Johnson Pde West 7.4 720 Yes (North) No (South)

Woodworth St 7.7 260 No

Hovea St 7.3 260 No

Ashby Ave 6.4 400 No

Cassia St 7.3 250 No

Trevor Tce 6.6 800 No (East) Yes (West)

Eugenia Cres 7.3 130 No

Garnet Ave 7.3 970 Yes (North) No (South)

Corea St 7.6 170 No

Howard St 8 4 No

Clarence St 6.4 510 No

Archibald St 8.2 300 No

Alison Ave 6.1 510 No

Cumming St 6.7 960 No (North) Yes (South)

Adey Rd 8.8 760 Yes (East) Yes (West - partial)

Ashley Ct 7.0 140 No

Simla Pde 8.4 400 Yes (North - partial) Yes (South)

Wolseley Rd 6.9 530 No

Mimosa Ave 6.0 190 No

Clematis Drive 7.2 360 No

Photos of the major streets in the study area have been show below in Figure 2.2, Figure 2.3, Figure 2.4 and Figure 2.5, and Figure 2.6 display each of these roads.

Existing Conditions


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Figure 2.2: Coromandel Parade – view to south Figure 2.3: Shepherds Hill Road –view to east

Figure 2.4: Brighton Parade – view to south Figure 2.5: Gladstone Road – view to South

Figure 2.6: Brigalow Avenue – view to west Figure 2.7: Cumming Street – view to west

(Photos courtesy of Google)

2.3 Major Intersections The following major intersections currently bound the study area:

• Trevor Terrace/Cumming Street (unsignalised T-junction); • Brighton Parade/Cumming Street (roundabout); • Coromandel Parade/Cumming Street (roundabout); • Coromandel Parade/Simla Parade (roundabout); • Coromandel Parade/Brigalow Avenue (roundabout) • Coromandel Parade/Shepherds Hill Road/Main Road/Station Road (roundabout)

referred to as the Blackwood Roundabout; • Shepherds Hill Road/Gladstone Road (unsignalised T-junction);

Existing Conditions


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• Shepherds Hill Road/Brighton Parade/Waite Street (unsignalised 4-way intersection);

2.4 Crash Statistics Details of reported crashes for the Blackwood region from 2007 to 2012 have been obtained. The review includes all reported crashes in and around the study area. A summary of the crashes has been provided in Figure 2.8.

Figure 2.8: Crash Statistics – Study Area

Figure 2.8 above indicates that few crashes have occurred south of Shepherds Hill Road in the study area, with numerous crashes having occurred at the intersection along Shepherds Hill Road, including the Blackwood Roundabout, demonstrating the need for future upgrades and

Existing Conditions


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improvement of safety. These intersections are listed as Blackspots with potential upgrades outlined in the Main Road: Road Management Plan (2006, DPTI), but are not the focus of this study.

Existing Conditions


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2.5 Sustainable Transport Infrastructure

2.5.1 Pedestrian and Cyclists Infrastructure

Given that the study area is located in an urban environment, designated footpaths are located on the vast majority of roads within and bounding the study area. Cycle lanes exist on both sides of Shepherds Hill Road except on approach to the Blackwood Roundabout and on Coromandel Parade south of the Belair Rail Line. All other streets in the study area do not contain cycle lanes.

2.5.2 Public Transport Network Figure 2.9 shows the location of the study area in relation to public transport routes.

Figure 2.9: Public Transport Network Maps

(Courtesy of Adelaide Metro website)

The study area is well serviced by public transport from train and bus services. The Coromandel Railway Station is located within the study area, and Blackwood Railway Station is in close proximity to the study area with bus services providing connecting routes to the Blackwood train station.

At the start of the study, the Belair Railway service was closed due to upgrade works on the line. The service has recommenced in early July 2013.

Speed Surveys


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3. Speed Surveys

3.1 Speed Limits on Roads The study area comprises a 40km/h speed limit, which was implemented over 12 years ago. The speed limit was installed base on existing concerns for traffic management in the area.

3.2 Existing Speeds GTA has reviewed the existing 85th percentile speeds recorded on each of the streets in the study (where available), and Figure 3.1 has been prepared to identify the range of speeds recorded.

Figure 3.1: 85th Percentile Speeds

The 85th percentile speed is the speed at which 85% of drivers are travelling at or upto and is the typical indicator for the speed performance of a street. It should be noted that the requirements for a 40km/h speed limit area is based upon mean speeds of a street (which are typically lower than the 85th percentile speeds on a street).

The study area is controlled by a 40km/h precinct speed limit. This speed limit was applied in response to concerns over vehicle speeds and driver behaviour, a concern for potential impacts by Craigburn Farm. The 40km/h speed limit is achieving management of speeds on these streets streets similar to areas which are controlled by the general urban speed limit of 50km/h (introduced in 2003).

Speed Surveys


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Based on Figure 3.1, the 85th percentile speeds recorded on most streets are within acceptable ranges for residential streets i.e. 50km/h or less. Only one street has a speed recorded greater than 55km/h, being Garnet Avenue between Brighton Parade and Coromandel Parade.

It is noted that Brighton Parade and Cumming Street has a history of speeds of up to 69km/h in the late 1990’s, which was part of the reason for introduction of the 40km/h speed limit and some selected traffic control devices (i.e. roundabout on Cumming Street). However the most recent data provided by Council for Brighton Parade and Cumming Street in 2010 recorded 55 km/h which indicates a substantial reduction in speed which is similar to other streets in the metropolitan area where a 50km/h speed limit applies.

Hence the 40km/h speed limit has had a dramatic effect for the reduction of speed on key problem streets in the area since its introduction in 2001.

Traffic Impacts


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4. Traffic Impacts

4.1 Residential Amenity Traffic Volumes Austroads suggests that a volume of 2,000 vehicles or less on a local street and 4,000 vehicles or less or a local collector road is within the typical amenity levels for a residential street. While these thresholds can vary depending on certain characteristics of the roadway GTA considers this to be a suitable indicator for the purposes of this study..

On the above basis, GTA has mapped the residential amenity level of streets located within the Blackwood study area, shown below in Figure 4.1.

Figure 4.1: Residential Amenity Traffic Volumes

The above figure indicates that the majority of the roads within the Blackwood study area are characterised as local roads, with Brighton Parade, Cumming Street, Gladstone Road and Brigalow Avenue east of Gladstone Road characterised as local collector roads.

4.2 Existing Traffic Volumes Based on traffic data provided to GTA by the City of Mitcham, GTA has mapped the existing traffic volumes on the road network within the study area, shown below in Figure 4.2.

Key:

Local Road < 2,000 vpd

Local Collector Road < 4,000 vpd

Arterial Road

Traffic Impacts


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Figure 4.2: Existing Traffic Volumes

Risk Assessment


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5. Risk Assessment

5.1 Traffic Volume Assessment Based on the existing traffic volumes mapped above, traffic volumes generally in the area are within the desirable levels for residential amenity and safety. No specific treatments would be warranted based on traffic volumes identified.

However, it is clear that the traffic volumes on northern streets in the area are under pressure, with some slightly above the desirable residential amenity levels of 2,000 vehicles per day, in the north-eastern corner of the study area.

Whilst a previous study undertaken by GTA Consultants identified that rat running occurred from vehicles attempting to avoid the Coromandel Parade/Main Road/Shepherds Hill Road intersection, the large majority of cut-through movements in the study area during the AM peak period are via Brigalow Avenue and Gladstone Road. Options were provided in that report to provide solutions to these issues, which would in turn reduce traffic volumes on a number of streets in the study area.

5.2 Traffic Speed Assessment Given that the General Urban Speed Limit is 50km/h, which has been recommended as a suitable speed limit to apply in residential and built up areas, GTA does not consider that streets where a speed of 55km/h or less would require further monitoring or controls. Most of these streets are carrying less than 1,000 vehicles per day, which indicates typically local trips to and from dwellings are the main purpose.

The study area is controlled by a 40km/h precinct speed limit. This speed limit was applied in response to concerns over vehicle speeds and driver behaviour, a concern for potential impacts by Craigburn Farm. The 40km/h speed limit is achieving management of speeds on these streets similar to areas which are controlled by the general urban speed limit of 50km/h (introduced in 2003).

5.3 Crash History The record of crashes in the study area is very low for the internal street segments and intersections. Crashes are evident at intersections with the main roads surrounding the study area, however event this is typical with many streets in the metropolitan area. It is clear the risk of crashes is very low given the low recorded speeds and traffic volumes on streets in the study area.

Traffic Management Options


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6. Traffic Management Options DPTI’s ‘Manual of Legal Responsibilities and Technical Requirements for Traffic Control Devices’ (2012)3, provides guidance in the traffic control devices permitted on local roads in South Australia for which Council has general approval subject to meeting certain technical requirements. These devices include:

• Road Humps • Roundabouts • Slow points (single lane and/or angled) • Driveway links • Blister • Raised Intersection Treatments (in conjunction with road humps) • Road closures • Road Cushions

All of the above devices are limited to streets with grades of less than 10%, except for driveway links which can be used in certain situations. A review of these devices for the priority streets is discussed in this section.

6.1 Road Humps/Cushions While the use of road humps and cushions can be effectively used to reduce speeds on roads, the grade changes on Brighton Parade are generally not appropriate for speed humps or cushions, as there would be limited sight distance to the humps or cushion, and this would likely result in an increase in accidents due to vehicles having to brake heavily or perform an emergency manoeuvre if vehicles were travelling at a speed where negotiating the humps or cushions would result in damage to the vehicle.

As per DPTI’s Code3, Road humps, road cushions and slow points are not permitted on roads with grades greater than 10%, and as such would not be permitted on Brighton Parade or Gladstone Road.

Hence, these devices are not considered feasible for use on Brighton Parade.

6.2 One Lane Perimeter Threshold These devices will provide a visual distinction of the local area, and are typically used on boundaries of residential areas and arterial roads. These devices require drivers to slow and possibly give way to another vehicle when entering a local street. Hence, these devices contribute to reducing vehicle speeds and in some circumstances a minor reduction in traffic volume.

An example of this device is shown in Figure 6.1

3 DPTI’s ‘Manual of Legal Responsibilities and Technical Requirements for Traffic Control Devices’ (2012)



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Figure 6.1: Layout for a single perimeter threshold treatment

6.3 Driveway Links Driveway links are used to effectively reduce the width of road to a single lane, two-way road for a short distance. Whilst driveway links can be an inconvenience for some residents, they are effective as they restrict vehicles to very low speeds i.e. less than 30km/h when negotiating the link.

Driveway links are required to be a minimum of 30m in length, and can be designed to accommodate a driveway crossover mid-link. An example of a driveway link with a mid-link driveway crossover located on Turners Avenue has been shown below in Figure 6.2.

Figure 6.2: Turners Avenue Driveway Link with mid-link Driveway Crossover



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6.4 Possible Traffic Controls Based on the discussion earlier in this report, the options for traffic control devices in the study area would be as shown in Figure 6.3.

Figure 6.3: Recommended Traffic Control Devices in Blackwood South

While Figure 6.3 indicates the possible location of traffic control devices, further assessment is required for need and specific location

It is recommended that further investigation into the implementation of driveway links on Brighton Road be undertaken where considered warranted.

The traffic volume, speed and crash data do not suggest that there is an urgent need for traffic control devices in this area when compared to other metropolitan local street networks. Further monitoring is recommended to update current data and assess the warrant for traffic management based on the possible traffic control options.

Conclusion


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7. Conclusion Based on the analysis and discussions presented within this report, the following conclusions are made:

• The 85th percentile speeds on most streets within the study area are generally below 50km/h.

• The 40km/h speed limit and selected traffic control devices in the area has achieved a speed reduction on problem streets (Brighton Parade and Cumming Street) to levels similar to other metropolitan street networks (with 50km/h speed limits).

• Traffic volumes on most streets in the area are within the desirable range for residential streets of less than 2,000 vehicles per day.

• The record of crashes in the study area has identified very few crashes over the past 5 years.

• Road humps and cushions are not permitted by the Code for use on Brighton Parade due to the grades on the street regularly exceeding 10%.

• Driveway links could be considered on Brighton Parade subject to a detailed review of possible locations and warrant for installation.

• Single lane perimeter thresholds be considered on all streets connecting to Coromandel Parade or Shepherds Hill Road (except for Brigalow Avenue, Simla Parade and Cumming Street which currently have roundabouts) subject to further investigation and identifying a warrant for their implementation.

• The risk of crashes in the study area is very low considering low recorded history of crashes, low speeds and low traffic volumes on most streets.

• Further monitoring of street volume and speed should be undertaken on key streets in the area to confirm traffic patterns since the re-opening of the Belair railway services and update traffic data for assessment of warrants for traffic management devices in the future.

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1. Introduction1.1 Background1.2 Purpose of this Report1.3 Referenced Documents

2. Existing Conditions2.1 Site LocationFigure 2.1: Study Area and Current Traffic Management2.2 Road NetworkCoromandel ParadeShepherds Hill RoadBrigalow AvenueBrighton ParadeCumming StreetGladstone RoadStreet Characteristics

Table 2.1: Street Characteristics2.3 Major Intersections2.4 Crash StatisticsFigure 2.8: Crash Statistics – Study Area2.5 Sustainable Transport Infrastructure2.5.1 Pedestrian and Cyclists Infrastructure2.5.2 Public Transport Network

Figure 2.9: Public Transport Network Maps

3. Speed Surveys3.1 Speed Limits on Roads3.2 Existing SpeedsFigure 3.1: 85th Percentile Speeds

4. Traffic Impacts4.1 Residential Amenity Traffic VolumesFigure 4.1: Residential Amenity Traffic Volumes4.2 Existing Traffic VolumesFigure 4.2: Existing Traffic Volumes

5. Risk Assessment5.1 Traffic Volume Assessment5.2 Traffic Speed Assessment5.3 Crash History

6. Traffic Management Options6.1 Road Humps/Cushions6.2 One Lane Perimeter ThresholdFigure 6.1: Layout for a single perimeter threshold treatment6.3 Driveway LinksFigure 6.2: Turners Avenue Driveway Link with mid-link Driveway Crossover6.4 Possible Traffic ControlsFigure 6.3: Recommended Traffic Control Devices in Blackwood South

7. Conclusion

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