Traffic Impact Assessment Planning Proposal 274 & 274A Longueville Road, Lane Cove 4-18 Northwood Road, Lane Cove Reference: 16.326r01v10 Date: October 2017
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 2
Document Verification
Job Number: 16.326
Project: 274 & 274A Longueville Road and 4-18 Northwood Road, Lane Cove
Client: Pathways Property Group Pty Ltd
Revision Date Prepared By Checked By Signed
v1 09/09/2016 Kedar Ballurkar Graham Pindar
v2 15/09/2016 Kedar Ballurkar Graham Pindar
v3 18/10/2016 Kedar Ballurkar Kedar Ballurkar
v4 21/10/2016 Kedar Ballurkar Kedar Ballurkar
v5 24/10/2016 Kedar Ballurkar Kedar Ballurkar
v6 28/10/2016 Kedar Ballurkar Graham Pindar
v7 16/10/2017 Kedar Ballurkar Kedar Ballurkar
v8 18/10/2017 Kedar Ballurkar Kedar Ballurkar
v9 18/10/2017 Kedar Ballurkar Kedar Ballurkar
v10 18/10/2017 Kedar Ballurkar Kedar Ballurkar
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 3
Contents
1. Executive Summary 5
2. Introduction 7
3. Planning Context 8
3.1 Prior Planning Proposal 8
3.2 Existing Planning Controls 8
3.3 Community Consultation 9
4. Location and Site 10
5. Existing Road Conditions 13
5.1 Road Network 13
5.2 Key Intersections 16
5.3 Road Network Volumes 19
5.4 Existing Intersection Performance 19
5.5 Public Transport 22
5.6 Existing Development on the Site 24
6. Permissible Development under Current Planning Controls 30
6.1 Description of Potential Development under Current Controls 30
6.2 Car Parking Demand 30
6.3 Servicing and Waste Facilities 31
6.4 Trip Generation 31
7. Development under Planning Proposal 34
7.1 Description of Development Concept 34
7.2 Parking Demand 34
7.3 Servicing 38
7.4 Trip Generation 39
7.5 Traffic Impacts 42
8. Road Safety Audit 48
8.1 Findings 48
8.2 Checklist 50
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 4
Conclusions 53
Appendix A 55
Appendix B 56
Appendix C 57
Appendix D 58
Appendix E 59
Appendix F 60
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 5
1. Executive Summary
TRAFFIX has been commissioned by Pathways Property Group Pty Ltd to undertake a Traffic
Impact Assessment in relation to a Planning Proposal (PP) submission for the site comprising 274
& 274A Longueville Road and 4-18 Northwood Road in Lane Cove. It is proposed to permit a
residential aged care facility in accordance with the parking provisions and definitions outlined in the
State Environmental Planning Policy (Seniors Housing). Further, the PP seeks to establish a
maximum height and Floor Space Ratio (FSR).
This site has been subject to a previous PP submission which envisaged a mixed use development
containing high density residential apartments and a supermarket. This development was assessed
to generate in the order of 52 vehicle trips per hour during the AM peak period and 188 vehicle trips
per hour during the PM peak period. This PP was not supported by Lane Cove Council due to several
reasons including concerns for traffic, parking and access.
An important scenario to assess and which provides a context for the current Planning Proposal is
the development potential under current zonings and controls. In this regard, a development
envisaged with permissible uses has been assessed to generate in the order of 34 vehicle trips per
hour during the AM peak period and 103 vehicle trips per hour during the PM peak period. This is
significantly more than would occur under the current Planning Proposal, which comprises a
predominant low traffic generating use (residential aged care facility) and this is especially of benefit
having regard to the location of the site.
Specifically, the Planning Proposal has been structured to achieve ‘traffic neutral’ outcome when
compared with existing conditions assuming full occupancy. This has arisen as the desired outcome
following community consultation (held on Tuesday 20 September 2016).
The adopted development concept comprises a residential care facility for aged persons containing
approximately 130 beds, a 760m2 gross floor area veterinary hospital and 685m2 gross floor area of
retail/café space. These uses generate 29 vehicle trips per hour during the AM peak period and 62
vehicle trips per hour during the PM peak period. This is a very positive outcome for the local
community as it provides significantly improved facilities and amenity, without creating additional
traffic demands.
The site access arrangements are optimal for the site with all access consolidated at a single entry
driveway and a single exit driveway. These access arrangements have already been given ‘in
principle’ support by the Roads and Maritime Services and rely on all entry via a new access at the
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 6
existing signalised intersection of Longueville Road, Northwood Road and Kenneth Street, with a
downstream left-out only access. This arrangement is also supported for the current PP and is
expected to be adopted for any future development of the site.
The proposed site access will significantly improve safety along the site frontage through the
removal of all existing (unsafe) driveways and consolidation of access arrangements. This will
reduce delays to through traffic movements along the site frontage and will also enhance pedestrian
safety. In this respect, a Road Safety Audit of the potential access arrangements has been
conducted by an independent consultant with the findings responded to in this report.
The parking demand as required under the DCP will be fully met on-site with 46 spaces provided
within a single basement level. This compares with 175 spaces under the previous PP and 88
spaces under the development based on the current zoning and controls. It also compares
favourably with the requirement for 44 spaces based on the existing development on the site. This
outcome underscores the low traffic generating and associated parking generation that occurs with
the uses now proposed. It is emphasised that the DCP parking rates take full account of the good
accessibility to public transport services along this arterial road corridor.
Concerns relating to the performance of the intersection of Northwood Road and River Road, as
well as the residential amenity on Arabella Street and Woodford Street, which would form part of a
route for entering and exiting northbound traffic to the site, have been considered and addressed.
While it is acknowledged these streets and local intersections are particularly sensitive to future
development of the subject site, these concerns are allayed by the adoption of a low traffic
generation (a traffic neutral) outcome.
The report has been updated to respond to condition 1(d) of the Gateway Determination dated 26
September 2017 and now includes:
analysis of signal and phase data for the combined intersection and network layout;
details on the impact of permissible development on the surrounding intersections; and
a traffic safety audit, including pedestrian desire lines.
In light of the above, it is considered that the Planning Proposal to include residential aged care
facilities as a permissible use will not intensity future development on-site and is considered
supportable on traffic planning grounds. Indeed, it is considered to be in the public interest by virtue
of the neutral traffic outcome, the provision of all parking and servicing on-site; and the provision of
substantially improved and safer site access arrangements.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 7
2. Introduction
TRAFFIX has been commissioned by Pathways Property Group Pty Ltd to undertake a Traffic Impact
Assessment in relation to a Planning Proposal (PP) submission for the site comprising 274 & 274A
Longueville Road and 4-18 Northwood Road in Lane Cove. It is proposed to permit a residential aged
care facility in accordance with the parking provisions and definitions outlined in the State Environmental
Planning Policy (Seniors Housing). Further, the PP seeks to establish a maximum height and Floor
Space Ratio for the subject site.
The report should be read in the context of the Planning Proposal submission, prepared separately.
Future development on the site under this PP is not expected to be of a scale that would warrant referral
to the Roads and Maritime Services (RMS) under the provisions of State Environmental Planning Policy
(Infrastructure) 2007. However, access arrangements from Northwood Road will require concurrence
from the RMS being a classified road.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 8
3. Planning Context
3.1 Prior Planning Proposal
The site has been the subject to a prior PP for a residential flat building located above a supermarket,
with two levels of basement parking accommodating in the order of 175 spaces. That development
was estimated to generate a net increase in the order of 52 vehicle trips per hour during the AM peak
period and 188 vehicle trips per hour during the PM peak period. The PP was not supported by Council
due to several reasons including concerns for traffic, parking and access.
It is noteworthy that in correspondence with the RMS for this (far more intense) PP, ‘in principle’ support
was granted for a fourth leg for entry only into the site at the signalised intersection of Longueville Road,
Northwood Road and Kenneth Street. This matter has also been discussed with RMS officers in relation
to this current planning proposal and is considered appropriate for adoption, subject to RMS review of
modelling results. Correspondence with the RMS in relation to these access principles is included in
Appendix A.
3.2 Existing Planning Controls
Under the Lane Cove Local Environmental Plan 2009 the site is split into two zones with the permissible
uses of the site being:
B1 Neighbourhood Centre: Boarding houses; Business premises; Car parks; Child care
centres; Community facilities; Medical centres; Neighbourhood
shops; Office premises; Respite day care centres; Restaurants
or cafes; Roads; Shop top housing; Signage; Take away food
and drink premises; Veterinary hospitals
R4 High Density Residential: Bed and breakfast accommodation; Boarding houses; Child care
centres; Community facilities; Exhibition homes; Group homes;
Home businesses; Home industries; Hotel or motel
accommodation; Multi dwelling housing; Neighbourhood shops;
Places of public worship; Residential flat buildings; Respite day
care centres; Roads; Shop top housing; Signage
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 9
For the purpose of assessing the parking demand and traffic impacts of permissible development under
existing site controls, the uses highlighted in bold have been adopted.
3.3 Community Consultation
As part of the PP process, a community consultation was hosted by the applicant on Tuesday 20
September 2016. TRAFFIX made a presentation outlining the traffic impacts of an assumed
development concept that included residential aged care and retail uses, which indicated a future traffic
generation that exceeded that now proposed. In relation to potential traffic issues, the following
concerns were also raised by local residents during the facilitated question and answer time:
Northbound traffic performing a local diversion to enter and exit the site via Woodford Street and
Arabella Street. It was queried whether sufficient traffic data is available to understand conditions
on these streets, which it was emphasised had limited capacity to handle additional volumes.
Clarity regarding the trip generation rates adopted for the analysis, and the impact of retail
development on this site. This includes the assumptions made for establishing the traffic
generation for the existing developments on site, particularly the service station development.
Delays and road safety for the intersection of Northwood Road and River Road. In particular, it
was asked whether a roundabout explored in the previous PP would be considered and whether
the access of the development upstream on Northwood Road could be modified to avoid local
impacts.
These are all important considerations and have been assessed and responded by the development
concept envisaged under this PP, which has been amended since the consultation session.
Fundamentally, this has been achieved by pursuing a ‘traffic neutral’ outcome, whereby there will be
negligible change in site traffic generation, but with other compensating safety benefits. These matters
are discussed further below.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 10
4. Location and Site
The subject site comprises of 274 & 274A Longueville Road and 4-18 Northwood Road in Lane Cove.
It is situated on the eastern side of Northwood Road, approximately 20 metres south of the intersection
of Longueville Road with River Road West.
The site has an irregular configuration with a site area of 5,050m2. It has a western frontage to
Longueville Road and Northwood Road that extends for approximately 87 metres, whilst the remainder
of the site is bound by low density residential developments to the north and south, as well as by public
domain (open space) to the east.
Presently there are five vehicular crossovers from Longueville Road / Northwood Road connecting to
the site, all of which are near the existing traffic signals at Kenneth Street. Two of these driveways are
located on a Right-of-Way and connect to at-grade parking areas at the rear of the site. These driveways
provide single movement width (both for entry and exit) only.
A Location Plan is presented in Figure 1, with a Site Plan presented in Figure 2. Reference should
also be made to the Photographic Record presented in Appendix B, which provides an appreciation of
the general character of roads and other key attributes in proximity to the site.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 11
Figure 1: Location Plan
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 12
Figure 2: Site Plan
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 13
5. Existing Road Conditions
5.1 Road Network
The road hierarchy near the site is illustrated in Figure 3 and is described below for roads that are of
interest in the context of this application:
River Road: a Roads and Maritime controlled secondary road (SR2070) that
runs in an east-west direction between Shirley Road at
Wollstonecraft to the east and Northwood Road at Northwood to
the west. It carries approximately 16,400 vehicles per day (2016
AADT) and has a posted speed limit of 50 km/h. River Road
generally accommodates one lane of traffic in each direction within
an undivided carriageway, however this increases to two lanes in
each direction within the vicinity of the site.
River Road West: a Roads and Maritime controlled secondary road (SR2070) that
runs in an east-west direction between Northwood Road at
Longueville to the east and Bridge Street at Lane Cove to the west.
It has a posted speed limit of 50 km/h and accommodates two
lanes of traffic in each direction within an undivided carriageway.
Longueville Road: a local road for the most part that runs in a north-south direction
between the Pacific Highway to the north and Kenneth Street to
the south. Between River Road West and Kenneth Street, it is
upgraded to secondary road status (SR2070) and has a posted
speed limit of 50 km/h. Within the vicinity of the site, and including
along the frontage, both kerbsides of Longueville Road are subject
to ‘No Stopping’ restrictions.
Northwood Road: a local road for the most part that runs in a north-south direction
between Kenneth Street to the north and past Point Road to the
south where it terminates just north of Northwood Ferry Wharf.
Between Kenneth Street and River Road, it is upgraded to
secondary road status (SR2070) where the local alignment of
Northwood Road is made to give way to traffic at the intersection
with Northwood Road. It has a posted speed limit of 50 km/h, and
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 14
north of River Road, accommodates two lanes of traffic in each
direction within an undivided carriageway. Within the vicinity of the
site, kerbside parking is generally permitted on Northwood Road,
with peak hour No Stopping restrictions applying on the eastern
kerbside lane.
Kenneth Street: a collector road that runs in a northeast-southwest direction
between Longueville Road to the east and Belcote Road to the
west. It generally accommodates one through lane of traffic in
each direction within an undivided carriageway and has a posted
speed limit of 50 km/h and forming a signal controlled intersection
with Northwood directly opposite the site.
Arabella Street: a local street that generally runs in a northeast-southwest
direction, starting from Northwood Road in the east and
terminating west of Mary Street. Between Northwood Road and
Woodford Street, it has a speed limit of 50 km/h and
accommodates traffic flow in both directions within an undivided
carriageway, with parking permitted on the northern kerbside only.
Woodford Street: a local road that has an irregular alignment, extending between
Kellys Esplanade in the east and Kenneth Street to the west.
Between Arabella Street and Kenneth Street, it has a speed limit
of 50 km/h and accommodates traffic flow in both directions within
an undivided carriageway. Whilst parking is permitted on both
kerbsides, a narrow road width prohibits motorists to park opposite
to another parked car in accordance with the Road Rules 2014.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 15
Figure 3: Road Hierarchy
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 16
5.2 Key Intersections
The key intersections near the site are shown below and provide an understanding of the existing road
geometry and alignment:
Source: Near Map
Figure 4: Intersection of Longueville Road and River Road West
It can be seen from Figure 4 that the intersection of Longueville Road and River Road West forms a
signalised ‘T-Junction’. On the north leg of Longueville Road, two approach lanes are provided with a
‘No Right Turn’ restriction imposed, whilst a single exit lane is provided. Conversely on the south leg of
Longueville Road, two approach lanes are provided whereby both lanes are permitted to turn left, with
the right lane also permitted to continue straight. Two exit lanes are also provided on this leg. The west
leg of River Road West provides two approach lanes, both permitted to turn right, with a slip lane along
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 17
traffic on the left lane to bypass signals when turning onto the north leg of Longueville Road. Two exit
lanes are also provided for River Road West.
Source: Near Map
Figure 5: Intersection of Longueville Road, Northwood Road and Kenneth Street
It can be seen from Figure 5 that the intersection of Longueville Road, Northwood Road and Kenneth
Street forms a signalised ‘T-Junction’. On the north leg of Longueville Road, three approach lanes are
provided, including two through lanes and a dedicated right turn bay. Two exit lanes are provided on
this leg. Conversely, on the south leg of Longueville Road, two approach lanes and two exit lanes are
provided. Two approach and two exit lanes are also provided on the west approach of Kenneth Street,
with both approach lanes permitted to turn left.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 18
Source: Near Map
Figure 6: Intersection of Northwood Road and River Road
It can be seen from Figure 6 that the intersection of Northwood Road and River Road forms a T-Junction
intersection. The western leg of Northwood Road and eastern leg of River Road are afforded priority
over the southern leg of Northwood Road, which is a local road that forms the stem of the ‘T’ junction
with Northwood Road. Northwood Road provides two lanes of traffic in each direction. The south leg
of Northwood Road (the local road) includes two approach lanes that are split by a median island, with
the left lane permitted to turn left only and the right lane permitted to turn right only.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 19
5.3 Road Network Volumes
TRAFFIX has previously commissioned surveys for the above intersections in 2012 to establish typical
weekday traffic volumes during peak periods. To determine whether these counts remain representative
of present conditions, peak period surveys were undertaken on Tuesday, 2 August 2016 for the ‘test’
intersection of Longueville Road with River Road West.
Comparison of the 2016 survey with the survey undertaken for the same intersection on Thursday &
Friday, 3-4 May 2012 (for the PM peak period and AM peak period respectively) reveals that traffic
volumes on all approaches reduced, aside from the minor movements between River Road West and
Longueville Road. The largest increase in volumes recorded for a single movement is eight (8) vehicle
trips per hour and equates to an extra vehicle trip every 7.5 minutes during peak periods. On this basis,
the traffic volumes established in the 2012 surveys are considered to remain valid, noting that daily
fluctuations can occur. A summary of the 2012 and 2016 counts is presented in Appendix C.
These counts have been adopted as baseline volumes for intersection modelling undertaken and
described below for existing conditions and with the addition of development concept volumes
envisaged for the Planning Proposal, with the intent of comparatively assessing the performance of the
future site access at the intersection of Longueville Road, Northwood Road and Kenneth Street against
the existing configuration.
5.4 Existing Intersection Performance
To assess the performance of these nominated key intersections, hourly peak volumes were extracted
from the surveyed time periods of the above counts between 7:00am-9:00am during the regular network
weekday AM peak period and 4:00pm-6:00pm during the regular weekday PM peak period. These
volumes adopted as baseline volumes and analysing using the SIDRA computer program to determine
their performance characteristics under existing traffic conditions. In particular, a SIDRA network model
has been prepared to account for the coordination of the two closely spaces signalised intersections.
The SIDRA model produces a range of outputs, the most useful of which are the Degree of Saturation
(DOS) and Average Vehicle Delay per vehicle (AVD). The AVD is in turn related to a level of service
(LOS) criteria. These performance measures can be interpreted using the following explanations:
DOS - the DOS is a measure of the operational performance of individual intersections. As both queue
length and delay increase rapidly as DOS approaches 1, it is usual to attempt to keep DOS to less than
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 20
0.9. When DOS exceeds 0.9 residual queues can be anticipated, as occurs at many major intersections
throughout the metropolitan area during peak periods. In this regard, a practical limit at 1.1 can be
assumed. For intersections controlled by roundabout or give way/stop control, satisfactory intersection
operation is generally indicated by a DOS of 0.8 or less.
AVD - the AVD for individual intersections provides a measure of the operational performance of an
intersection. In general, levels of acceptability of AVD for individual intersections depend on the time of
day (motorists generally accept higher delays during peak commuter periods) and the road system being
modelled (motorists are more likely to accept longer delays on side streets than on the main road
system).
LOS - this is a comparative measure which provides an indication of the operating performance of an
intersection as shown below in Table 1:
Table 1: Intersection Performance Characteristics
Level of Service Average Delay
per Vehicle (sec/veh)
Traffic Signals, Roundabout
Give Way and Stop Signs
A less than 14 Good operation Good operation
B 15 to 28 Good with acceptable delays
and spare capacity Acceptable delays and spare
capacity
C 29 to 42 Satisfactory Satisfactory but accident study
required
D 43 to 56 Operating near capacity Near capacity and accident study
required
E 57 to 70
At capacity; at signals incidents will cause excessive delays. Roundabouts require other
control mode
At capacity and requires other control mode
F More than 70 Unsatisfactory and requires
additional capacity. Unsatisfactory and requires other control mode or major treatment.
A summary of the modelled results are provided in Table 2 for the morning (AM) and afternoon (PM)
peak hours. Reference should also be made to the SIDRA outputs provided in Appendix D, which
provide detailed results for individual lanes and approaches.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 21
Table 2: Existing Intersection Performance –SIDRA Network
Intersection Control Type Period Intersection Degree of Saturation (DOS)
Average Delay (AVD)
Level of Service (LOS)
Longueville Road / River Road West
Signals
AM 0.739 19.0 B
PM 0.665 20.9 B
Longueville Road / Kenneth Street / Northwood Road
Signals
AM 0.686 8.8 A
PM 0.902 20.8 B
Northwood Road / River Road Priority*
AM 1.018 135.5 F
PM 0.833 185.0 F
* Note: For ‘T’ junctions, the results shown are for the movement with the highest delay in accordance with RMS Guidelines, while for signals the average delay across all approached is adopted.
The results in Table 2 reveal that the intersections of Longueville Road / River Road West and
Longueville Road / Kenneth Street / Northwood Road operate with an overall Level of Service of B or
greater, defined to be good with acceptable delays, with spare capacity available.
These two signalised intersections have been assessed as a network model under SIDRA. For these
combined layouts, the software does not permit user given phase times when a variable phase is present
(the northwest pedestrian signal phase across River Road West). As such, a program functionality has
been relied upon to automatically determine phase times for each intersection with a Phasing Summary
for each scenario presented in Appendix D. These phase times have been verified against site specific
models for each intersection, based on actual timings, for which the results were found to be consistent.
In all modelling undertaken, a site measured cycle time of 108 seconds has been adopted for both AM
and PM scenarios.
The intersection of Northwood Road / River Road operates very well overall, but with a Level of Service
of F for the worst performing approach, which is for motorists seeking to turn right from Northwood Road
into River Road. This is common for local side roads on approach to busy arterial roads and reflects
RMS priority to maintain efficient travel along the main road network. While the delays during both AM
and PM peak periods therefore exceed desirable delays, this does not necessarily indicate a need for
an intersection upgrade for exiting traffic.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 22
5.5 Public Transport
The existing public transport network operating in the locality is shown in Figure 7. It is evident that the
site is situated directly adjacent to bus stops that are serviced by Route 261 operating between
Chatswood in the north and the Sydney central business district to the southeast. Bus stops on
Longueville Road, within 200 metres walking distance of the site, are also serviced by Routes 253 and
254, which operate between Riverview and the Sydney central business district and McMahons Point
Wharf, respectively.
It is noteworthy that during weekdays, services for these routes begin around 6:30am and end around
10:00pm. Whilst weekend services do not extend to these times, any increases in patronage associated
with future development of the site should warrant consideration to increase the duration and frequency
of services. In any case, early morning and late night services operate on all days of the week from the
Lane Cove Interchange on Epping Road, approximately 1.3 kilometres. An arrangement to shuttle users
of the site to this interchange would be feasible for large and organised development operating with
fixed roster time, such as a residential aged care facility.
Nonetheless, the site is considered to have good access to public transport and is ideally located to take
advantage of future public transport improvements.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 23
Figure 7: Public Transport
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 24
5.6 Existing Development on the Site
The existing development on the site provides a base case against which any future development
proposal can be assessed. This includes development potential under existing controls as well as
development potential under this Planning Proposal. Both of these scenarios are assessed in
subsequent sections.
With regard to the existing base case scenario, the site comprises several properties which include the
following:
Two (2) dwelling houses;
A service station (approximately 1,558m2 in site area) that accommodates;
Several fuel bowsers;
A convenience store (approximately 160m2 gross floor area); and
A mechanical repairs workshop.
A two storey semi-detached building containing:
A ground floor retail tenancy (approximately 98.6m2 gross floor area);
A first floor Pilates Studio (approximately 98.6m2 gross floor area)
A two storey semi-detached building containing:
A ground floor retail tenancy (approximately 107.4m2 gross floor area);
A first floor residential apartment;
A single ground level (with a lower ground level) building containing 316.3m2 gross floor area of
retail space; and
A two storey (with a lower ground level) building containing:
A ground floor veterinary clinic (approximately 154m2 gross floor area);
A ‘in-house’ lower ground floor pet grooming parlour (approximately 76m2 gross floor area);
and
Two (2) first floor residential apartments.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 25
5.6.1 Current Parking Demand
The Lane Cove Development Control Plan 2009 requires parking for the approved uses of the site to be
provided in accordance with the rates shown listed in Table 3. Whilst the rates are applicable for new
development only, they have been applied to the existing developments on-site for a comparison of
parking demands under the Planning Proposal.
Table 3: Car Parking Rates
Type Number / GFA Parking Rate Spaces Required
Residential Dwelling House
Houses 2 1 space per dwelling 2
Shop Top Housing
Dwellings 3 1 space per dwelling 3
Shop 522.6m2 1 space per 40m2 13
Service Stations
Holding Bays - Minimum 4 holding bays 4
Employees 2* 1 space per 2 employees 1
Retail 160m2 1 space per 25m2 6
Vehicle Repair Station
Holding Bays - Minimum 4 holding bays 4
Employees 4* 1 space per 2 employees 2
Gymnasium
Customers 98.6m2 3 spaces per 100m2 3
Employees 5* 1 space per 5 employees 1
Veterinary Hospital
Customers - 1 space per veterinarian 2
Veterinarian 2* 1 space per veterinarian 2
Employees 2* 1 space per 2 employees 1
Total 44
*Estimates
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 26
It can be seen from Table 3 that the approved developments on-site are estimated to generate a parking
demand for 44 spaces under Council’s current planning controls. Site inspections reveal that parking
on-site is not formalised, however this provision is generally accommodated on-site.
Site inspections also reveal there is no provision for accessible car parking on-site for the currently
approved developments. In addition, most buildings are accessed at street level from parking located
at the rear of the buildings, where the site has steep gradients.
5.6.2 Servicing and Waste Facilities
Whilst the service station development can accommodate large refuelling trucks, the remaining
developments are unable to safely accommodate large trucks due to a combination of the site gradients
and limited geometry. Furthermore, the single flow widths of two of these accesses compounds difficulty
for service vehicles to enter and exit the site without affecting amenity for users of these developments.
A degree of reliance for on-street parking for waste and service vehicles presently occurs.
5.6.3 Existing Site Access
As mentioned above, the existing site is characterised by multiple driveway crossings directly onto
Longueville Road / Northwood Road, all of which are in close proximity to the existing traffic signals at
Kenneth Street. These driveways provide single movement width (both for entry and exit) only. They
are relatively unsafe and involve significant conflicts with arterial through movements, while also
presenting difficulties for pedestrian movement along the site frontage. These deficiencies are
overcome under the Planning Proposal as discussed in the following sections.
5.6.4 Existing Site Traffic Generation
Residential Dwelling House
The RMS Technical Direction TDT 2013/04a, which supplements the Guide to Traffic Generating
Developments provides updated traffic generation rates for low density residential dwellings based on
surveys conducted in Sydney during 2010. It recommends an hourly trip generation rate of 0.95 vehicle
trips per dwelling during the AM peak period and 0.99 vehicle trips per dwelling during the PM peak
period. Application of these rates to the existing two dwelling houses on-site results in the following
traffic generation:
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 27
2 vehicle trips per hour during the AM peak period (0 in, 2 out)*; and
2 vehicle trips per hour during the PM peak period (2 in, 0 out)*.
* Assumes an 80:20 traffic split.
Service Station (Refuelling and Workshop)
The RMS Guide to Traffic Generating Developments provides traffic generation rates for service station
developments, which it defines to be inclusive of refuelling, retail and workshop uses. It recommends
an hourly trip generation rate equivalent to 4 vehicle trips per 100m2 of site area (with a separate rate
for convenience stores applied further below). It is noted however, that these trips are drawn
fundamentally from ‘through’ traffic already on the road network (i.e. ‘linked’ trips), and thus the actual
trips destined to the existing service station on-site would be considerably lower. Nonetheless, noting
the high southbound (city bound) traffic volumes established in surveys for Northwood Road, the AM
peak period trip generation rate is assumed to be equivalent to 75% of the PM peak period rate.
In the context of estimating the local trip generation, such as for nearby residents refuelling and
customers of the mechanical repairs workshop, a reduction factor of 80% has been adopted.
Accordingly, application of the above rates and reduction factor to the existing service vehicle station
on-site, with a site area of 1,558m2, results in the following traffic generation:
9 vehicle trips per hour during the AM peak period (5 in, 4 out)*; and
12 vehicle trips per hour during the PM peak period (5 in, 7 out)*.
* Assumes a 60:40 traffic split.
Service Station (Convenience Store)
The RMS rates for service stations also includes a component for convenience stores, whereby the
guide recommends an hourly trip generation rate of 30 vehicle trips per 100m2 gross floor area during
the PM peak period. Similar to the above, an 80% reduction factor has also been adopted to account
for local traffic only. When also assuming the AM peak period trip generation to be 75% of the PM peak
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 28
period rate, the existing convenience store containing 160m2 gross floor area is estimated to generate
the following traffic:
7 vehicle trips per hour during the AM peak period (4 in, 3 out)*; and
10 vehicle trips per hour during the PM peak period (5 in, 5 out)*.
* Assumes a 50:50 traffic split.
Gymnasium
The RMS Guide to Traffic Generating Developments also provides traffic generation rates for
gymnasiums which is defined to include fitness studios. It recommends an hourly trip generation rate
of 9 vehicle trips per 100m2 gross floor area during the PM peak period for gymnasiums situated in
metropolitan sub-regional areas. The AM peak period generation has been assumed to be a third of
the PM peak period rate. Application of these rates to the 98.6m2 gross floor area Pilates Studio results
in the following traffic generated:
3 vehicle trips per hour during the AM peak period (2 in, 1 out)*; and
9 vehicle trips per hour during the PM peak period (4 in, 5 out)*.
* Assumes a 50:50 traffic split.
Neighbourhood Retail
The RMS guide also provides traffic generation rates for secondary retail stores, defined to be those
stores that tend not to be the primary attractors to a centre. It recommends an hourly trip generation
rate of 4.6 vehicle trips per 100m2 gross leasable floor area, occurring during the PM peak period on
Thursdays. The AM peak period rate has been assumed to be third of the PM peak period rate to
account mainly for staff arrivals, whilst it is also assumed that gross leasable floor area is equivalent to
gross floor area. Application of the above rates to the combined 522.3m2 gross floor area of approved
retail space results in the following traffic generation:
8 vehicle trips per hour during the AM peak period (7 in, 1 out)*; and
24 vehicle trips per hour during the PM peak period (12 in, 12 out)#.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 29
* Assumes an 80:20 traffic split.
# Assumes a 50:50 traffic split.
Veterinary Hospital
The RMS Guide to Traffic Generating Developments provides traffic generation rates for medical centres
situated within shopping centres, which is considered the most applicable use for the existing veterinary
on-site, estimated to have a gross floor area of approximately 230m2. For this use, it recommends an
hourly peak period trip generation rate of 2.2 vehicle trips per 100m2 gross leasable floor area, occurring
only during the PM peak period on Thursdays. In assuming a third of the PM peak period rate to
represent staff arrivals during the AM peak period, the existing veterinary hospital has been assessed
to generate the following traffic:
2 vehicle trips per hour during the AM peak period (2 in, 0 out)*; and
5 vehicle trips per hour during the PM peak period (2 in, 3 out)#.
* Assumes an 80:20 traffic split.
# Assumes a 50:50 traffic split.
Combined Traffic Generation
Having regard for the above trip generation for each development, the approved traffic generation of the
site is estimated to be:
33 vehicle trips per hour during the AM peak period (20 in, 13 out); and
64 vehicle trips per hour during the PM peak period (32 in, 32 out).
It is emphasised that this level of traffic generation has historically occurred on the local road network,
notwithstanding that the site is not presently fully occupied. Again, this represents a base case level of
traffic generation against which future development scenarios may be assessed.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 30
6. Permissible Development under Current Planning Controls
6.1 Description of Potential Development under Current Controls
A development permissible under current planning controls, incorporating the highlighted uses in
Section 3.2, has been envisaged with the following composition:
A four storey mixed use development containing:
185m2 gross floor area of retail space;
8 residential apartments that are 70m2, each assumed to contain two bedrooms; and
A three storey mixed use development containing:
1,200m2 gross floor area of retail space;
A medical centre containing 1,200m2 gross floor area; and
17 residential apartments that are 70m2, each assumed to contain two bedrooms.
6.2 Car Parking Demand
The Lane Cove Development Control Plan 2009 requires parking for the selected permissible uses of
the site to be provided in accordance with the rates shown listed in Table 4.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 31
Table 4: Car Parking Rates
Type Number / GFA Parking Rate Spaces Required
Shop Top Housing
Dwellings 25 1 space per dwelling 25
Shop
Tenancy 1,385m2 1 space per 40m2 35
Medical Centre
Visitors 15 1 space per 3 rooms 5
Professionals 15* 1 space per professional 15
Employees 15* 1 space per 2 employees 8
Total 88
*Estimates
It can be seen from Table 4 that this development is estimated to generate a parking demand for 88
spaces, which is substantially greater than the demand of 44 spaces generated by the existing
developments on-site.
6.3 Servicing and Waste Facilities
It is noted that as the subject site is split into two zones, the potential for separated developments under
existing controls is more likely. The consolidated ‘in principle’ agreement for a single entry and single
exit access is thus not a guaranteed outcome, to which each development may have to accommodate
separate on-site service and waste provisions to Council’s satisfaction.
6.4 Trip Generation
The traffic generation that would arise under the adopted concept development associated with the
current zonings and controls would include the following components:
6.4.1 Medium Density Residential
The RMS Guide to Traffic Generating Developments provides traffic generation rates for medium density
residential developments which it defines as containing between 2 and 20 dwellings. It recommends for
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 32
apartments containing up to two bedrooms, an hourly trip rate of between 0.4-0.5 vehicle trips per
dwelling during the AM and PM peak periods. Application of the upper limit of this range (each apartment
is assumed to contain two bedrooms) to the 25 apartments results in the following traffic generation:
13 vehicle trips per hour during the AM peak period (3 in, 10 out)*; and
13 vehicle trips per hour during the PM peak period (10 in, 3 out)*.
* Assumes an 80:20 traffic split.
6.4.2 Neighbourhood Retail
The RMS guide also provides traffic generation rates for secondary retail stores, defined to be those
stores that tend not to be the primary attractors to a centre. It recommends an hourly trip generation
rate of 4.6 vehicle trips per 100m2 gross leasable floor area, occurring during the PM peak period on
Thursdays. The AM peak period rate has been assumed to be third of the PM peak period rate to
account mainly for staff arrivals, whilst it is also assumed that gross leasable floor area is equivalent to
gross floor area. Application of the above rates to the combined 1,385m2 gross floor area of retail space
results in the following traffic generation:
21 vehicle trips per hour during the AM peak period (17 in, 4 out)*; and
64 vehicle trips per hour during the PM peak period (32 in, 32 out)#.
* Assumes an 80:20 traffic split.
# Assumes a 50:50 traffic split.
6.4.3 Medical Centre
The RMS Guide to Traffic Generating Developments provides traffic generation rates for medical centres
situated within shopping centres. For this use, it recommends an hourly peak period trip generation rate
of 2.2 vehicle trips per 100m2 gross leasable floor area, occurring only during the PM peak period on
Thursdays. In assuming a third of the PM peak period rate to represent staff arrivals during the AM
peak period, the 1,200m2 gross floor area medical centre is estimated to generate the following traffic:
9 vehicle trips per hour during the AM peak period (7 in, 2 out)*; and
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 33
26 vehicle trips per hour during the PM peak period (13 in, 13 out)#.
* Assumes an 80:20 traffic split.
# Assumes a 50:50 traffic split.
6.4.4 Combined Traffic Generation
Having regard for the above trip generation for each development, the traffic generation arising from this
permissible development is estimated to be:
43 vehicle trips per hour during the AM peak period (27 in, 16 out); and
103 vehicle trips per hour during the PM peak period (55 in, 48 out).
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 34
7. Development under Planning Proposal
7.1 Description of Development Concept
To assess the impacts directly attributable to the PP, the applicant has envisaged a development
concept that would comprise of a mixed use development containing a residential aged care facility and
be of scale that would comply with the proposed maximum controls set under the LEP. Such a
development would accommodate the following uses and approximate areas or provisions:
A residential care facility for aged persons containing 130 beds (with a limit of 20 employees);
A veterinary hospital containing 760m2 gross floor area (with a limit of five staff); and
685m2 gross floor area of combined retail and café space.
7.2 Parking Demand
7.2.1 Council Controls
The parking requirements for the adopted development concept has been assessed with respect to the
Lane Cove Development Control Plan 2009 (DCP) and State Environmental Planning Policy (Housing
for Seniors or People with a Disability) 2004 (Seniors Housing SEPP), as summarised in Table 5. The
DCP does not contain guidance on parking for residential aged care centres and instead rates have
been adopted for this use from the Seniors Housing SEPP, to which it is stated that a consent authority
must not refuse consent to a development application on parking related grounds if the minimum
provision is satisfied under this policy.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 35
Table 5: Car Parking Rates
Type Number / GFA Parking Rate Spaces Required
Residential Care Facility (Aged)1,3
Beds 130 1 space for every 10 beds 13
Employees 20 1 space per 2 employees 10
Veterinary Hospital2,4
Veterinarians 3 1 space per veterinarian 3
Employees 2 1 space per 2 employees 1
Customers - 1 space per veterinarian 2
Retail (Shops and Café)2,4
Tenancy 685m2 1 space per 40m2 17
Totals 46
1 Parking rates adopted from Seniors Housing SEPP and are minimum rates. 2 Parking rates adopted from DCP. 3 Car parking analysis excludes ambulance parking requirements. 4 Parking spaces rounded up to the nearest whole number in accordance with DCP.
It can be seen from Table 5 that to comply with the DCP and the Seniors Housing SEPP, such a
development must provide a minimum of 46 parking spaces, noting that the calculated parking
provisions for the veterinary hospital, retail and café components are exact requirements in accordance
with the DCP. However, these requirements are treated cumulatively for each use and does not
consider:
Any shared use of parking, such as visitors to the aged care facility using retail parking at peak
visiting times.
Any reduction in parking for the neighbourhood retail use due to the significant local catchment (with
many people walking) as well as patronage from the aged care facility itself.
Staff rosters, which are expected to reduce the number of staff on site at any one time.
The site constraints, which are characterised by difficult vehicular access and challenging
topography; and
The consideration of sustainable planning outcomes based on reduced car travel and support for
non-travel modes, which may be dealt with under a Green Travel Plan.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 36
In supplementing the last point made above, a parking survey has also been undertaken of an aged
care facility, operated by the applicant, in Northbridge. The count took place on a typical weekday
morning (Tuesday 11 October 2016) between 6:30am and 8:15am, which oversees a roster change
with morning shifts experiencing the most staff rostered. During this timeframe, a maximum of 21
parking spaces out of a total of 41 spaces were recorded as occupied. This indicates that the reliance
on private car usage is low having regard for the operational characteristics of the aged care homes run
by the applicant.
It is therefore recommended that consideration be given to permitting a lower parking provision than
nominally required under the DCP during a subsequent development application stage if approval for a
development containing residential aged care uses is sought. Nonetheless, this assessment serves to
demonstrate that the site is considered to be of a sufficient size to accommodate all parking demands
generated by future development envisaged under this Planning Proposal.
7.2.2 Comparison
It is evident that future development which draws directly on the controls sought under this PP is likely
to generate a similar parking demand compared to the existing developments on-site, and will be
substantially less than what could be generated by a permissible development under current planning
proposals.
It is also emphasised that the consolidation of site accesses into a single signalised entry access and
downstream exit access will improve safety and accessibility to the site, especially as the existing
accesses on-site are deficient, with single width roadways relied upon for both entry and exit
movements.
7.2.3 Accessible Parking
Whist the DCP does not stipulate accessible parking requirements for residential care facilities, it is
encouraged that compliance with the Building Code of Australia (BCA) is achieved where relevant.
Under the BCA, a residential care facility which caters to aged persons is classified as a Class 9c
building. However no accessible parking rates are prescribed for this type of building. It is thus
envisaged that the applicant propose a suitable provision of accessible parking during a subsequent
development application phase, having regard for the operation of a future development.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 37
Veterinary hospitals, retail and café uses have identical requirements under the DCP for accessible
parking. For each component, a single accessible parking space must be provided for every 20 car
parking spaces for each component, with a minimum for one accessible space. Having regard for the
individual car parking provisions for the veterinary hospital, retail tenancy and café tenancy, three (3)
parking spaces will need to be designed as accessible spaces to comply with the DCP. A final
accessible parking provision may be confirmed during a subsequent development application phase
and it is recommended that these spaces be designed in accordance with AS2890.6 (2009).
7.2.4 Motorcycle Parking
The DCP requires a single motorcycle parking space to be provided per 15 car spaces for all types of
development. This equates to a requirement for four (4) motorcycle parking spaces in the case of the
development concept. A final motorcycle parking provision may be confirmed during a subsequent
development application phase and it is recommended that the spaces be designed in accordance with
AS2890.1 (2004).
7.2.5 Bicycle Facilities
The DCP stipulates bicycle parking rates for various uses, and where no rates are published for a
specific use, Council will consider a provision based on merit taking into consideration similar uses as
well as those contained in the NSW Guidelines for Walking and Cycling. Accordingly, the bicycle parking
requirements for the development concept has been assessed for each individual use, as summarised
in Table 6.
Table 6: Bicycle Parking Rates
Type Number / GFA Parking Rate Spaces Required
Residential Care Facility (Aged or Disabled Self-Contained Housing)1
Residents
130 3-5% of the number of units
4 - 7
Visitors 4 - 7
Veterinary Hospital2
Employees 5 1 space per 5 professionals 1
Customers 756.57m2 1 rack plus 1 rack per
200m2 GFA 5
Retail (Shop and Cafe)2
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 38
Employees
685m2
1 space per 50m2 14
Customers 2 racks plus 1 rack per 200m2 over 200m2 GFA
5
Totals 33 – 39
1 Parking rates adopted from NSW Guidelines for Walking and Cycling 2 Parking rates adopted from DCP.
It can be seen from Table 2 that the development concept will generate a requirement for 33 and 39
bicycle parking spaces to be provided under the DCP. It is noteworthy however, that the bicycle parking
provision for residents should take into account their age and mobility, and in this regard there is the
possibility that bicycle parking would only be necessary for staff – in which case a provision of between
29 and 32 bicycle parking spaces would be considered more appropriate. Nonetheless a final bicycle
parking provision may be confirmed during a subsequent development application phase, and it is
recommended that the facilities be designed in accordance with AS2890.3 (2015) for each user class
as appropriate.
7.3 Servicing
The DCP stipulates that parking areas shall be provided and designed to allow for access and loading
by Council’s waste collection contractor. It is considered that a subsequent development application
phase would be an appropriate time to determine a suitable service vehicle provision, having regard for
the loading requirements of the future development that approval is sought for.
Nonetheless, it is relevant to highlight that the maximum height controls sought in the PP will allow for
a ground floor height of 4.5 metres. This would permit a vehicle of all heights covered under AS2890.2
(2002) and ensure that all anticipated service vehicles and Council’s waste collection vehicle will be able
to access the site and enter internal loading bays and waste collection points. This would be a significant
improvement over what has been assessed for the current conditions of the site and provide a benefit
to the public in terms of safety and amenity.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 39
7.4 Trip Generation
7.4.1 Residential Care Facility
RMS Guidelines
The RMS Guide to Traffic Generating Developments provides traffic generation rates for housing for
aged and disabled persons. It recommends an hourly trip rate of between 0.1 and 0.2 vehicle trips per
hour during the PM peak period. It is understood that the residential care facility envisaged in the
indicative development is to cater for aged persons requiring a high level of care. Thus in assuming that
residents will have limited mobility, adopting the lower range of the above rate for both the AM and PM
peak periods results in the following traffic generation for this 130 bed component:
13 vehicle trips per hour during the AM peak period (8 in, 5 out)*; and
13 vehicle trips per hour during the PM peak period (5 in, 8 out)*.
* Assumes a 60:40 traffic split.
Survey Based Assessment
During the Community Consultation, the subject of trip generation were raised by residents, to which
clarification was sought regarding the source of these rates. To reaffirm that the RMS trip rate selected
for residential aged care facilities is appropriate, TRAFFIX agreed to commission surveys at Pathways
Sailors Bay, a residential aged care facility in Northbridge which is operated by the applicant.
The facility accommodates 120 beds, which is of a similar scale, and has the operational characteristics
that are anticipated to be adopted for a future residential aged care facility on the subject site. This
includes a similar timetable for rostering for a morning shift, afternoon shift and night shift. It is
understood from the applicant that the morning shift has the highest number of staff, where it is expected
that the changeover during the morning period would constitute the busiest period in terms of traffic
movements.
With the above in mind, TRAFFIX undertook on-site surveys on Tuesday 11 October 2016 between
6:45am and 8:15am to determine the parking level occupancy and traffic generation during the morning
rostered changeover. It was observed that at any one time, only 21 of 41 total parking spaces were
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 40
occupied, which represents an approximate 50% vacancy rate. Of particular relevance between 7:15am
and 8:15am, which coincides with the regular network peak in Lane Cove, only 9 vehicle trips were
recorded for the Northbridge development.
These results are consistent with our previous experience relating to aged care homes and that the
selection of the lower end of the rates under the RMS Guide to Traffic Generating Developments is
considered suitable. A comparable traffic generation for a future aged care development at the subject
site is therefore anticipated in light of the likelihood of similar operating characteristics and proximity to
public transport services.
7.4.2 Veterinary Hospital
In adopting the same rates used to estimate the traffic generation for the existing veterinary hospital on-
site, the 760m2 gross floor area veterinary hospital is expected to generate the following traffic:
6 vehicle trips per hour during the AM peak period (5 in, 1 out)*; and
17 vehicle trips per hour during the PM peak period (9 in, 8 out)#.
* Assumes an 80:20 traffic split.
# Assumes a 50:50 traffic split.
7.4.3 Retail
In adopting the same rates used to estimate the traffic generation for the existing retail space on-site,
the 685m2 gross floor area of retail and café space is expected to generate the following traffic:
10 vehicle trips per hour during the AM peak period (8 in, 2 out)*; and
32 vehicle trips per hour during the PM peak period (16 in, 16 out)#.
* Assumes an 80:20 traffic split.
# Assumes a 50:50 traffic split.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 41
7.4.4 Combined Traffic Generation
When accounting for the volumes estimated for each use, the areas and provisions envisaged for the
development concept will generate the following traffic:
29 vehicle trips per hour during the AM peak period (21 in, 8 out); and
62 vehicle trips per hour during the PM peak period (30 in, 32 out).
7.4.5 Net Traffic Generation
The above volumes are not considered to be a net increase over approved conditions. When accounting
for the assessment for the approved developments on-site, the following change in net traffic would
arise from the site:
-4 vehicle trips per hour during the AM peak period (1 in, -5 out); and
-2 vehicle trips per hour during the PM peak period (-2 in, 0 out).
These net traffic volumes are relevant when assessing the performance of the proposed site access at
the intersection of Longueville Road, Northwood Road and Kenneth Street.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 42
7.5 Traffic Impacts
7.5.1 Trip Distributions
For modelling the traffic impacts of the existing, permissible and proposed access arrangements at the
intersection of Longueville Road, Northwood Road and Kenneth Street, trip distributions will need to be
assumed for the above volumes and applied across the road network. Whilst it is emphasised that the
overall net traffic generated under the development concept C is less than the currently approved and
permissible developments on-site assessed, the majority of distributed volumes will be attributed to the
consolidation of the existing five accesses into a single entry and exit access.
It is noteworthy that none of the abovementioned uses have trip generating characteristics that are
substantially linked between place of residence and place of employment, the only instances being a
relatively low proportion of staff travelling to and from work. Analysis of the road hierarchy is therefore
considered the most reliable approach to assigning a split of development traffic volumes.
Longueville Road, River Road and River Road West connect the site with key regional destinations,
leading to Chatswood, St Leonards and the City of Ryde local government area respectively. When
acknowledging that River Road also provides the shortest route to the Sydney central business district,
the development volumes have been distributed as follows:
40% of vehicle trips originating from and destined to River Road;
25% of vehicle trips originating from and destined to River Road West;
25% of vehicle trips originating from and destined to Longueville Road;
5% of vehicle trips originating from and destined to Kenneth Street; and
5% of vehicle trips originating from and destined to Northwood Road, south of River Road.
An equivalent assumption for the splits of traffic generated by the approved developments on-site is also
made, in order to properly distribute the net traffic volumes that would be brought on by the development
concept.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 43
Having regard for these percentage distributions, the net traffic volumes generated over approved and
permissible conditions, and after accounting for consolidated accesses, has been split according to the
diagrammatic representation shown in Figure 8, for both AM and PM peak periods.
Figure 8: Distributed Volumes
7.5.2 Peak Period Intersection Performances
The performance of the nominated critical intersections under existing conditions and with the distributed
volumes of the development concept has been modelled using SIDRA Intersection 7.0. A summary of
the results, which adopt baseline traffic volumes from the traffic surveys described in Section 3, is
presented in Table 7. Reference should also be made to the detailed SIDRA outputs presented in
Appendix D.
River Road
No
rthw
oo
d R
oad
Ke
nn
eth
Street
Lon
gue
ville Ro
ad
AM: -1PM: -1
AM: -1
AM: +6PM: +10
AM: +16PM: +22
AM: -2PM: -1
40% Traffic(St Leonards /North Sydney / Sydney CBD)
5% Traffic(Local)
25% Traffic(Ryde / Western Sydney)
25% Traffic(Lane Cove /Chatswood)
AM: -9PM: -12
AM: -6PM: -10
5% Traffic(Local)
AM: +1
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 44
Table 7: Intersection Performance
Intersection Control
Type Scenario Period
Intersection Degree of Saturation
Average Delay (s) Level of Service
(LoS)
Longueville Road / River Road West
Signals
Existing
AM 0.739 19.0 B
PM 0.665 20.9 B
Future
AM 0.736 19.0 B
PM 0.669 20.9 B
Longueville Road / Kenneth Street /
Northwood Road / Site Access
(Future Only)
Signals
Existing
AM 0.686 8.8 A
PM 0.902 20.8 B
Future
AM 0.682 8.7 A
PM 0.902 20.7 B
Northwood Road / River Road
Priority*
Existing AM 1.018 135.5 F
PM 0.833 185.0 F
Future AM 1.018 135.5 F
PM 0.833 185.0 F
* Note: For ‘T’ junctions, the results shown are for the movement with the highest delay in accordance with RMS Guidelines, while for signals the average delay across all approached is adopted.
The results of the software modelling demonstrate that the two signalised intersections will continue to
perform with overall delays that are indiscernible from existing conditions. This is notwithstanding that
both intersection achieve a Level of Service of B, and are thereby deemed under RMS guidelines to
operate with acceptable delays with spare capacity.
Nonetheless, the purpose of this modelling exercise is to demonstrate that an additional site access leg
could be accommodated without substantial changes to the operation of these two signalised
intersections, which are noted to be coordinated. As with modelling the existing scenario, the same
program function in SIDRA has been used to automatically determine phase times for each intersection,
where it is noteworthy that no additional phases have been introduced for the new site access leg.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 45
These phase times are summarised in Table 8 and correspond to the measured cycle time of 108
seconds, whereby an illustration of each phase is provided in the TCS plans prepared by RMS and
copied in Appendix E.
Table 8: Phasing Summary
Intersection Control
Type Scenario Period Phase A (s) Phase B (s) Phase C (s)
Longueville Road / River Road West
Signals
Existing
AM 79 10 19
PM 47 42 19
Future
AM 79 10 19
PM 47 42 19
Longueville Road / Kenneth Street /
Northwood Road / Site Access
(Future Only)
Signals
Existing
AM 67 19 22
PM 68 18 22
Future
AM 67 19 22
PM 68 18 22
It can be seen from Table 7 that the program determined phase times have been uniquely set for each
intersection and time period, however no change has occurred in relation to the existing and future
scenarios. That is, no changes in the phase times have arisen from the redistribution of development
traffic and introduction of a site access at the Kenneth Street intersection.
While these results present an ideal outcome for the Roads and Maritime Services, who manage the
classified route of Northwood Road – Longueville Road – River Road West, the potential site access
will also have insignificant impacts for amenity of local streets as well as pedestrians. As evidenced by
the specific movement performances on the Kenneth Street approach, delays for left turn and right turn
movements will not be affected by the volumes of traffic anticipated to travel straight into the site access
leg.
Pedestrians on the eastern side of Longueville Road / Northwood Road would need to be controlled
with a signalised crossing at the new site access leg. In this regard, the movement performance for this
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 46
crossing would not exceed a delay of 13 seconds (a LoS of B), which is considered a minor trade-off for
the enhanced safety that would be provided with signals. A detailed assessment of pedestrian flows
during a subsequent development application phase would provide final confirmation for a suitable
design for this crossing to ensure acceptable waiting times, whilst allowing for site traffic to enter the
access, particularly those turning left on an unfiltered signal.
Nonetheless, it is noteworthy that the intersection of Northwood Road and River Road has not been
subjected to net additional volumes, for which it is expected that any development with greater traffic
generating potential would have an increased reliance on. This is notwithstanding that the intersection
rates very well overall, but with a Level of Service of F for the worst performing approach, that is for
motorists seeking to turn right from Northwood Road into River Road. This is however common for local
side roads on approach to busy arterial roads and reflects RMS priority to maintain efficient travel along
the main road network. While the delays during both AM and PM peak periods exceed desirable delays,
this does necessarily not indicate a need for an intersection upgrade for exiting traffic, although it is
expected that any future development application would take into account the performance of this
intersection given its utilisation.
7.5.3 Traffic Impacts
It is emphasised that traffic volumes for the development concept, which draws on the controls sought
in the PP, are nearly half that when compared to the proposal that would be permissible under the
current controls and even less than generated under the existing development on the site. The very
minor increase in morning peak delays is attributable to the consolidation of site accesses, which is
likely to be an inevitability for any future development on-site. This is easily outweighed by eliminating
safety concerns associated with the existing accesses, as currently two crossovers are single lane for
both directions and cannot accommodate queuing on-site. Most importantly, the performance of the
intersection of Northwood Road and River Road, which has exceeded capacity, will not change should
the development concept be operational.
Finally, when considering the impact on residential amenity, by the location of the site (on a RMS
managed road with high traffic volumes), left turn exit movements on Northwood Road are a
commonality for both existing and future developments. Given that no signalised intersection is situated
south of the site for at least a kilometre, northbound traffic heading to River Road West and Longueville
Road are assumed to divert through the local section of Northwood Road, through Arabella Street and
Woodford Street before re-entering Longueville Road / Northwood Road via Kenneth Street. As the
proposed future entry access will be signposted as No Right Turn, an identical route would be used by
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 47
motorists originating from River Road, with the only exception being a through movement at the Kenneth
Street intersection.
It is therefore emphasised that the net traffic volumes arising from the development concept over
approved and permissible conditions will not generate any additional movements on the above
described route, based on the assigned distributions. Therefore, there will be no additional traffic on
Northwood Road (local alignment), Arabella Street and Woodford Road.
With respect to permissible development on-site, it is anticipated that the site would be capable of
accommodating land uses of a scale that could generate greater traffic generating potential than the
existing development on-site and indeed, the assessed concept development. While this would be
largely independent of the proposed changes sought under the Planning Proposal, the following impacts
would be anticipated and need to be assessed:
Potential changes to the cycle time of the two network intersections of River Road West / Longueville
Road and Longueville Road / Northwood Road / Kenneth Street / Site Access
Quantification of any increased delays to the intersection of Northwood Road and River Road,
including for right turn movements.
Review of the environmental amenity limits published by the RMS for local and collector roads,
particularly for Arabella Street, Woodford Road and Kenneth Street.
Pedestrian survey data to assess any delays for pedestrians at the proposed site access or impacts
on delays for entering traffic. It is observed that the signalised crossing at River Road West is
actuated and as such, pedestrian flows would improve SIDRA results by determining whether the
‘C’ phase could be variable.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 48
8. Road Safety Audit
A Road Safety Audit of the potential access arrangements has been conducted by an independent
consultant, DC Traffic Engineering, and is copied in Appendix F. This audit was commissioned in
response to Gateway requirements and carried out accordance with the framework under Transport for
New South Wales. Audits are structured to provide:
Findings, which are highlighted road safety issues raised by the auditor. A project manager may
respond by either accepting or rejecting each finding, in order to ‘close’ out the audit. For instance,
this might be taking a corrective action, or assessing the likelihood of a risk eventuating.
A Checklist, which is a more comprehensive set of short questions that do not require a formal
response. This is of more importance for the designer to prompt consideration for all relevant road
safety aspects.
The subject Road Safety Audit is for a feasibility design of the proposed intersection treatment, to which
the auditor has emphasised that findings would serve as “prompts for consideration” in the refinement
of the design to a concept design and then to detailed design. A high level comment to each finding
and checklist is presented below, noting that the audit would be intended to be closed out during a later
development application stage. In this regard, pedestrian surveys will also be undertaken during the
concept design phase to ensure a balanced outcome for all intersection users.
8.1 Findings
Finding 1: Pedestrian crossing at signalised site entry access
It is acknowledged that the eastern site leg will require a signalised
crossing to facilitate safe passage of pedestrians. A consolidated
entry and exit access is considered a safe outcome, especially in
contrast to the five (and deficient) driveways which collectively
accommodate the same volumes of traffic than the assessed
scenario. The issue would therefore relate to amenity and wait
times for pedestrians.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 49
A signalised pedestrian crossing has been incorporated within the
software modelling with no left turn controls (i.e. southbound
vehicles can turn into the site anytime on an unfiltered signal).
While these results demonstrate that pedestrian and cyclists wait
times (for a ‘green’ man) would be within acceptable limits, a
pedestrian survey should be undertaken during a subsequent
concept design phase to determine whether additional priority
should be afforded.
Finding 2: Centreline of Northwood Road at proposed site exit access
A physical median to prevent right turn movements would be an
expected requirement of the Roads and Maritime Services (RMS),
who manage this section of Northwood Road. It is anticipated that
a concept and detailed design would incorporate any elements
requested from the RMS, for which it is considered that more
extensive signage would be appropriate for developments with a
higher turnover of public visitors (e.g. shopping centres).
Finding 3: Southbound traffic approaching proposed site entry access
These findings relate to building design elements, and any future
development application should take note of the sight distance and
queuing requirements of the off-street parking standard AS2890.1
(2004). Pedestrian safety can be further enhanced by separation
of entry points to the building.
Finding 4: Footpath on Northwood Road at proposed site exit access
While the exact location of the egress driveway would be
determined at a later development application stage, it is
considered an optimal outcome to locate this as far downstream
from the Kenneth Street intersection. This would allow for
consistent gaps during the phase where the pedestrian crossing
turns green on Northwood Road. Clearways operate on the
eastern kerbside lane of Northwood Road during both AM and PM
peak periods, allowing for clear visibility aside from uncommon and
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 50
brief instances when buses will stop (Route 261 has a 15 minute
frequency during peak periods).
Finding 5: Kenneth Street approach to signalised intersection
This is noted, and discussions with the RMS can subsequently
confirm in the detailed design phase whether the pavement
markings are clear and unambiguous.
Finding 6: Shared path on eastern side of Northwood Road
This is noted, and surveys to obtain pedestrian data would also
include a count for cyclist data to determine if this is a commonly
used route. A decision to enhance bicycle amenity could be made
thereafter.
Finding 7: Existing streetlighting pole at proposed site entry access
This is noted and a detailed design phase would assess whether
the timber street light pole would be in accordance with RMS
guidelines on traffic signals.
8.2 Checklist
A brief comment on each checklist point is provided in Table 9 below.
Table 9: Checklist Comment
No. Issue Comment
1.1(1) Scope of Project; function;
traffic mix
The project aims to allow for a consolidated signalised site access that operates with minimal effect for all other vehicles on the arterial and road network, as well as for pedestrians.
1.1(2) Type and degree of access to property and developments
Sightlines will be assessed having regard for all requirements of the off-street parking standard AS2890.1 (2004).
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 51
1.1(3) Major generators of traffic The site is considered to be far enough from major traffic generators and will be designed to integrate with existing signalised intersections.
1.1 (4) Staging requirements It is anticipated that the signal design will be conditioned for any new development of this scale and would be implemented in a single stage.
1.1 (5) Future works
The design is not considered to introduce any constraints to potential upgrades on Northwood Road. Software modelling results indicate no need for upgrades to signalised intersections.
1.1 (6) Wider network effects A discussion is provided in this Traffic Impact Assessment report.
1.2 (1) Route Choice The RMS will be consulted to design a suitable pavement arrow design for the straight movement into the site from Kenneth Street.
1.2 (2) Impact of continuity with the
existing network Software modelling indicates the site access will be well integrated with signalised intersections.
1.2 (3) Broad design standards The principle elements of the signalised intersections have been incorporated in the software model for the feasibility phase.
1.2 (4) Design Speed
These design requirements will be instrumental in designing the site accesses during a subsequent development application, and will influence:
Gradients (e.g. ramps)
Orientation to frontage road
Building design and landscaping
The entry access will be assessed in accordance with the sight distance requirements published in Austroads guidelines for signalised intersections, while the sight distance requirements for the exit access will be assessed in accordance for unsignalised intersections.
1.2 (5) Design volume and traffic
characteristics
Software modelling has taken into account road volumes and distributions, with service parameters indicating overall spare capacity at signalised intersections.
1.3 (1) Number and type of
intersections
It is emphasised that the intersection of Northwood Road, Longueville Road and Kenneth Street is an existing signalised intersection, where many of the listed considerations would be applicable to the design of a new intersection. Nonetheless, as discussed in the response to each findings, design aspects that are able to be influenced will be
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 52
examined during the concept and detailed design phases.
1.4 (1) Safety aspects All applicable sight obstructing elements will be identified and resolved during the concept and detailed design phases.
1.5 (1) Safety aspects not already
deal with
The introduction of a signalised crossing for a consolidated access is expected to enhance pedestrian safety. Impacts on amenity for pedestrians and cyclists will be assessed during a subsequent concept and detailed design phase from surveys undertaken to establish volumes and desire lines.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 53
Conclusions
In summary:
An accompanying Planning Proposal seeks approval to include residential aged care facilities as a
permissible use for the subject site. This would be in addition to, but not limited to, retail, café and
veterinary hospital uses which are already permissible under the Lane Cove Local Environmental
Plan 2009. In addition, the PP seeks to establish a maximum height and floor space ratio.
A development concept that would be compliant with the proposed controls has been envisaged by
the applicant for the purpose of assessing the impacts of the Planning Proposal. Indicatively, this
development would contain a residential care facility for aged persons containing approximately 130
beds, a 760m2 gross floor area veterinary hospital and 685m2 gross floor area of retail/café space.
‘In principle’ support has also been given by the Roads and Maritime Services for a signalised entry
only site access at the intersection of Longueville Road, Northwood Street and Kenneth Street. This
is expected to significantly improve safety along the site frontage through the removal of all existing
(unsafe) driveways and reduce delays to through traffic.
The parking requirements for this Scenario has been assessed with respect to the Lane Cove
Development Control Plan 2009 and State Environmental Planning Policy (Housing for Seniors or
People with a Disability) 2004 and compared to the existing development on the site and to a
permissible development having regard to the current planning controls
A provision of 46 parking spaces would satisfy the requirements of both these policies and the site
is of a suitable size to accommodate this demand. Nonetheless a final provision may be confirmed
during a subsequent development application stage, and should take note of efficiencies gained with
proximity to public transport and operating characteristics of a potential aged care development, if
proposed. It is noteworthy that this parking demand is almost equivalent to what has been assessed
for the existing developments on-site under Council’s current planning controls.
Concerns relating the performance of the intersection of Northwood Road and River Road, as well
as the residential amenity on Arabella Street and Woodford Street have been considered and
addressed. Noting the sensitivity of the local road network to additional traffic volumes, a low traffic
generating (traffic neutral) outcome has been adopted.
16.326r01v10 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal) 54
The traffic generation arising from the development Scenario has been assessed as a net decrease
over and above existing traffic conditions to be -4 vehicle trips per hour during the AM peak period
and -2 vehicle trips during the PM peak period. Intersection modelling reveals that there will be very
minimal delays within the surrounding road network, attributed only to the consolidation of site
accesses, which is considered to be an inevitability of any future full scale development.
An assessment has also been made to compare the traffic generating potential of the development
Scenario with a high potential development that would be permissible under current planning
controls. Application of RMS guideline rates indicate that this development would, during the PM
peak period, generate an additional 41 vehicle trips per hour over what has been estimated for the
development Scenario applicable to the Planning Proposal (and an additional 14 vehicle trips per
hour during the AM peak period). This demonstrates that on a floor space basis, residential aged
care uses are one of the lowest traffic generating uses, which is especially of benefit having regard
to the location of the site.
A Road Safety Audit has been commissioned independently, as per Gateway requirements, for a
feasibility phase review of the proposed site access arrangements. The findings of this audit were
principally centred on pedestrian safety with the report noting that ‘findings would therefore serve as
prompts for consideration in the refinement of the design to concept design and then to detailed
design’. In response, a consolidated signalised entry access is expected to provide significantly
enhanced safety for pedestrians over existing conditions (with five separate and deficient
driveways), while software modelling indicates that pedestrian wait times at the signal will be
acceptable. This audit can be formally closed out during a subsequent development application
phase, with the design of accesses taking into consideration these findings as well as the outcome
of pedestrian surveys.
In light of the above, it is considered that the Planning Proposal to include residential aged care facilities
as a permissible use will not intensity future development on-site and is considered supportable on traffic
planning grounds.
16.326r01v6 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal).docx 47
Appendix A
RMS Correspondence
16.326r01v6 TRAFFIX 4-18 Northwood Road Northwood - Traffic Impact Assessment (Planning Proposal).docx 48
Appendix B
Photographic Record
View looking south on Longueville Road with subject site on left-hand side of photograph.
View looking north on Northwood Road with subject site on right-hand side of photograph.
View looking north on Longueville Road at the intersection of River Road West.
View looking north on Kenneth Street towards the intersection of Longueville Road and Northwood Road.
View looking south at the intersection of Kenneth Street, Longueville Road and Northwood Road, with subject site straight ahead.
View looking north on Northwood Road towards intersection with River Road.
Appendix C
Surveys (2012 & 2016)
R.O.A.R. DATA : Traffix
Reliable, Original & Authentic Results : 6165 LANE COVE Northwood Rd
Ph.88196847, Mob.0418-239019 : Tuesday 2nd August 2016 2016
All Vehicles All Vehicles
Time Per L T R L T R TOTAL Time Per L T R L T R TOTAL
0700 - 0715 26 244 3 57 114 39 483 1600 - 1615 9 99 2 37 209 53 409
0715 - 0730 32 310 3 36 110 56 547 1615 - 1630 18 114 0 62 267 63 524
0730 - 0745 23 329 2 47 148 62 611 1630 - 1645 16 121 1 62 236 55 491
0745 - 0800 30 338 0 44 192 70 674 1645 - 1700 17 134 3 57 250 64 525
0800 - 0815 39 309 0 45 200 88 681 1700 - 1715 19 167 1 65 274 67 593
0815 - 0830 47 321 1 54 172 65 660 1715 - 1730 13 150 2 55 297 71 588
0830 - 0845 45 316 2 61 137 71 632 1730 - 1745 15 149 2 61 258 65 550
0845 - 0900 35 319 1 69 139 68 631 1745 - 1800 15 135 1 58 261 60 530
Period End 277 2486 12 413 1212 519 4919 Period End 122 1069 12 457 2052 498 4210
Peak Per L T R L T R TOTAL Peak Per L T R L T R TOTAL
0700 - 0800 111 1221 8 184 564 227 2315 1600 - 1700 60 468 6 218 962 235 1949
0715 - 0815 124 1286 5 172 650 276 2513 1615 - 1715 70 536 5 246 1027 249 2133
0730 - 0830 139 1297 3 190 712 285 2626 1630 - 1730 65 572 7 239 1057 257 2197
0745 - 0845 161 1284 3 204 701 294 2647 1645 - 1745 64 600 8 238 1079 267 2256
0800 - 0900 166 1265 4 229 648 292 2604 1700 - 1800 62 601 6 239 1090 263 2261
PEAK HR 124 1286 5 172 650 276 2513 PEAK HOUR 62 601 6 239 1090 263 2261
N177 245
400 325
5 172 6 239
Copyright ROAR DATA
1410 1458 663 840
124 276 62 263
1286 650 601 1090
655 926 1096 1353
Northwood RdRiver Rd W Northwood Rd
Longueville Rd
0715 - 0815 1700 - 1800PEAK HOUR PEAK HOUR
Longueville Northwood WEST NORTH
River Rd W Longueville Northwood River Rd WEAST WEST
NORTH EAST
Longueville Northwood
NORTH EAST
River Rd W Longueville Northwood River Rd WWEST NORTH EAST
Longueville Rd
Client
Job No/Name
Day/Date
WEST
River Rd W
R.O.A.R DATA : Traffix
Reliable, Original & Authentic Results : 6165 LANE COVE Northwood Rd
Ph.88196847, Mob.0418-239019 : Tuesday 2nd August 2016 2016
N
1224 1731 2064 2550
River Rd W Northwood Rd
Northwood Rd River Rd W
469
2763 2899 1191 1526
796 620
425
Longueville Rd Longueville Rd
AMPM
TOTAL VOLUMES
FOR COUNT
PERIODS
Job No/Name
Day/Date
Client
R.O.A.R DATA : Traffix
Reliable, Original & Authentic Results : 6165 LANE COVE Northwood Rd
Ph.88196847, Mob.0418-239019 : Tuesday 2nd August 2016 2016
AM PM
Client
Job No/Name
Day/Date
River Rd Wst / Longueville Rd / Northwood Rd
0
100
200
300
400
500
600
700
800
Nu
mb
er
of
Veh
icle
s
Time Period
0
100
200
300
400
500
600
700
Nu
mb
er
of
Veh
icle
s
Time Period
Appendix D
SIDRA Intersection Outputs
SITE LAYOUT
Site: 01 [01 Northwood Rd - Kenneth St FU - AM]
Northwood Road & Kenneth StreetScenario: Existing + Development (Future)Period: AMSignals - Fixed Time Coordinated
SITE LAYOUT
Site: 01 [01 Northwood Rd - Kenneth St FU - PM]
Northwood Road & Kenneth StreetScenario: Existing + Future (Development)Period: PMSignals - Fixed Time Coordinated
SITE LAYOUT
Site: 101 [03 Longueville Rd - River Rd W EX - AM]
Longueville Rd & River Road WestScenario: ExistingPeriod: AMSignals - Fixed Time Isolated
SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIX PTY LTD | Created: Monday, 16 October 2017 9:49:12 PMProject: T:\Synergy\Projects\16\16.326\Modelling\16.326m01v7 TRAFFIX Northwood - Zero Impact.sip7
SITE LAYOUT
Site: 101 [03 Longueville Rd - River Rd W FU - AM]
Longueville Rd & River Road WestScenario: Existing + Development (Future)Period: AMSignals - Fixed Time Isolated
SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIX PTY LTD | Created: Monday, 16 October 2017 9:50:11 PMProject: T:\Synergy\Projects\16\16.326\Modelling\16.326m01v7 TRAFFIX Northwood - Zero Impact.sip7
MOVEMENT SUMMARY
Site: 101 [03 Longueville Rd - River Rd W EX - AM] Network: N101 [01 AM EX]
Longueville Rd & River Road WestScenario: ExistingPeriod: AMSignals - Fixed Time Coordinated Cycle Time = 108 seconds (Network Cycle Time - User-Given)
Movement Performance - Vehicles
Demand Flows Arrival Flows 95% Back of QueueMovID
ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Longueville Road
1a L1 684 5.0 684 5.0 0.476 3.7 LOS A 3.6 26.4 0.11 0.55 56.0
3a R1 291 5.0 291 5.0 0.739 57.4 LOS E 7.8 57.1 1.00 0.86 34.0
Approach 975 5.0 975 5.0 0.739 19.7 LOS B 7.8 57.1 0.38 0.64 47.1
NorthEast: Longueville Road
24a L1 181 5.0 181 5.0 0.230 42.9 LOS D 4.0 29.1 0.87 0.76 38.3
Approach 181 5.0 181 5.0 0.230 42.9 LOS D 4.0 29.1 0.87 0.76 38.3
NorthWest: River Road West
27 L2 131 5.0 131 5.0 0.594 17.5 LOS B 20.4 149.2 0.58 0.78 53.8
29a R1 1354 5.0 1354 5.0 0.594 15.5 LOS B 20.9 152.2 0.59 0.77 50.1
Approach 1484 5.0 1484 5.0 0.594 15.6 LOS B 20.9 152.2 0.59 0.77 50.7
All Vehicles 2640 5.0 2640 5.0 0.739 19.0 LOS B 20.9 152.2 0.53 0.72 48.4
Site Level of Service (LOS) Method: Delay (RTA NSW). Site LOS Method is specified in the Network Data dialog (Network tab).
Vehicle movement LOS values are based on average delay per movement.
Intersection and Approach LOS values are based on average delay for all vehicle movements.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Largest change in Average Back of Queue or Degree of Saturation for any lane during the last three iterations: 55.7 %
Number of Iterations: 10 (maximum specified: 10)
Movement Performance - Pedestrians
Average Back of QueueMovID Description
DemandFlow
AverageDelay
Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per ped
P6 NorthEast Full Crossing 53 9.4 LOS A 0.1 0.1 0.42 0.42
P7 NorthWest Full Crossing 53 48.3 LOS E 0.2 0.2 0.95 0.95
All Pedestrians 105 28.8 LOS C 0.68 0.68
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)
Pedestrian movement LOS values are based on average delay per pedestrian movement.
Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIX PTY LTD | Processed: Monday, 16 October 2017 8:32:43 PMProject: T:\Synergy\Projects\16\16.326\Modelling\16.326m01v7 TRAFFIX Northwood - Zero Impact.sip7
MOVEMENT SUMMARY
Site: 01 [01 Northwood Rd - Kenneth St EX - AM] Network: N101 [01 AM EX]
Northwood Road & Kenneth StreetScenario: ExistingPeriod: AMSignals - Fixed Time Coordinated Cycle Time = 108 seconds (Network Cycle Time - User-Given)
Movement Performance - Vehicles
Demand Flows Arrival Flows 95% Back of QueueMovID
ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Kenneth Street
1a L1 193 5.0 193 5.0 0.322 33.2 LOS C 7.7 55.9 0.80 0.76 13.0
3b R3 160 5.0 160 5.0 0.686 55.3 LOS D 8.5 61.9 1.00 0.85 16.7
Approach 353 5.0 353 5.0 0.686 43.2 LOS D 8.5 61.9 0.89 0.80 15.3
SouthEast: Northwood Rd (south)
21b L3 13 5.0 13 5.0 0.508 15.4 LOS B 11.2 82.0 0.43 0.39 36.2
22 T1 798 5.0 798 5.0 0.508 10.0 LOS A 11.2 82.0 0.43 0.39 31.5
Approach 811 5.0 811 5.0 0.508 10.1 LOS A 11.2 82.0 0.43 0.39 31.6
NorthWest: Northwood Rd (north)
28 T1 1526 5.0 1526 5.0 0.546 0.5 LOS A 1.7 12.4 0.05 0.04 48.8
29a R1 117 5.0 117 5.0 0.230 3.3 LOS A 0.3 2.4 0.06 0.44 40.3
Approach 1643 5.0 1643 5.0 0.546 0.7 LOS A 1.7 12.4 0.05 0.07 48.2
All Vehicles 2806 5.0 2806 5.0 0.686 8.8 LOS A 11.2 82.0 0.26 0.25 34.0
Site Level of Service (LOS) Method: Delay (RTA NSW). Site LOS Method is specified in the Network Data dialog (Network tab).
Vehicle movement LOS values are based on average delay per movement.
Intersection and Approach LOS values are based on average delay for all vehicle movements.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Largest change in Average Back of Queue or Degree of Saturation for any lane during the last three iterations: 55.7 %
Number of Iterations: 10 (maximum specified: 10)
Movement Performance - Pedestrians
Average Back of QueueMovID Description
DemandFlow
AverageDelay
Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per ped
P1 South Full Crossing 53 13.5 LOS B 0.1 0.1 0.50 0.50
P5 SouthEast Full Crossing 53 48.3 LOS E 0.2 0.2 0.95 0.95
All Pedestrians 105 30.9 LOS D 0.72 0.72
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)
Pedestrian movement LOS values are based on average delay per pedestrian movement.
Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIX PTY LTD | Processed: Monday, 16 October 2017 8:32:43 PMProject: T:\Synergy\Projects\16\16.326\Modelling\16.326m01v7 TRAFFIX Northwood - Zero Impact.sip7
MOVEMENT SUMMARY
Site: 01 [01 Northwood Rd - Kenneth St FU - AM] Network: N101 [02 AM FU]
Northwood Road & Kenneth StreetScenario: Existing + Development (Future)Period: AMSignals - Fixed Time Coordinated Cycle Time = 108 seconds (Network Cycle Time - User-Given)
Movement Performance - Vehicles
Demand Flows Arrival Flows 95% Back of QueueMovID
ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Kenneth Street
1a L1 191 5.1 191 5.1 0.318 33.2 LOS C 7.6 55.2 0.80 0.76 13.0
3a R1 6 0.0 6 0.0 0.682 53.3 LOS D 8.5 61.8 1.00 0.84 24.4
3b R3 154 5.2 154 5.2 0.682 55.2 LOS D 8.5 61.8 1.00 0.84 16.8
Approach 351 5.0 351 5.0 0.682 43.2 LOS D 8.5 61.8 0.89 0.80 15.5
SouthEast: Northwood Rd (south)
21b L3 13 5.0 13 5.0 0.508 15.4 LOS B 11.2 82.0 0.43 0.39 36.2
22 T1 798 5.0 798 5.0 0.508 10.0 LOS A 11.2 82.0 0.43 0.39 31.5
Approach 811 5.0 811 5.0 0.508 10.1 LOS A 11.2 82.0 0.43 0.39 31.6
NorthWest: Northwood Rd (north)
27 L2 18 0.0 18 0.0 0.549 3.7 LOS A 1.7 12.5 0.05 0.06 55.2
28 T1 1518 5.0 1518 5.0 0.549 0.5 LOS A 1.7 12.6 0.05 0.05 48.7
29a R1 117 5.0 117 5.0 0.230 3.3 LOS A 0.3 2.4 0.06 0.44 40.3
Approach 1653 5.0 1653 5.0 0.549 0.7 LOS A 1.7 12.6 0.05 0.08 48.3
All Vehicles 2814 5.0 2814 5.0 0.682 8.7 LOS A 11.2 82.0 0.26 0.26 34.2
Site Level of Service (LOS) Method: Delay (RTA NSW). Site LOS Method is specified in the Network Data dialog (Network tab).
Vehicle movement LOS values are based on average delay per movement.
Intersection and Approach LOS values are based on average delay for all vehicle movements.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Largest change in Average Back of Queue or Degree of Saturation for any lane during the last three iterations: 55.7 %
Number of Iterations: 10 (maximum specified: 10)
Movement Performance - Pedestrians
Average Back of QueueMovID Description
DemandFlow
AverageDelay
Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per ped
P1 South Full Crossing 53 13.5 LOS B 0.1 0.1 0.50 0.50
P5 SouthEast Full Crossing 53 48.3 LOS E 0.2 0.2 0.95 0.95
P6 NorthEast Full Crossing 53 11.1 LOS B 0.1 0.1 0.45 0.45
All Pedestrians 158 24.3 LOS C 0.63 0.63
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)
Pedestrian movement LOS values are based on average delay per pedestrian movement.
Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIX PTY LTD | Processed: Monday, 16 October 2017 8:33:16 PMProject: T:\Synergy\Projects\16\16.326\Modelling\16.326m01v7 TRAFFIX Northwood - Zero Impact.sip7
MOVEMENT SUMMARY
Site: 101 [03 Longueville Rd - River Rd W FU - AM] Network: N101 [02 AM FU]
Longueville Rd & River Road WestScenario: Existing + Development (Future)Period: AMSignals - Fixed Time Coordinated Cycle Time = 108 seconds (Network Cycle Time - User-Given)
Movement Performance - Vehicles
Demand Flows Arrival Flows 95% Back of QueueMovID
ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Longueville Road
1a L1 683 5.0 683 5.0 0.476 3.7 LOS A 3.6 26.1 0.11 0.55 56.0
3a R1 289 5.0 289 5.0 0.736 57.3 LOS E 7.8 57.1 1.00 0.86 34.0
Approach 973 5.0 973 5.0 0.736 19.7 LOS B 7.8 57.1 0.37 0.64 47.1
NorthEast: Longueville Road
24a L1 181 5.0 181 5.0 0.230 42.9 LOS D 4.0 29.1 0.87 0.76 38.3
Approach 181 5.0 181 5.0 0.230 42.9 LOS D 4.0 29.1 0.87 0.76 38.3
NorthWest: River Road West
27 L2 131 5.0 131 5.0 0.595 17.5 LOS B 20.5 149.4 0.58 0.78 53.8
29a R1 1355 5.0 1355 5.0 0.595 15.5 LOS B 20.9 152.4 0.59 0.77 50.1
Approach 1485 5.0 1485 5.0 0.595 15.6 LOS B 20.9 152.4 0.59 0.77 50.7
All Vehicles 2639 5.0 2639 5.0 0.736 19.0 LOS B 20.9 152.4 0.53 0.72 48.4
Site Level of Service (LOS) Method: Delay (RTA NSW). Site LOS Method is specified in the Network Data dialog (Network tab).
Vehicle movement LOS values are based on average delay per movement.
Intersection and Approach LOS values are based on average delay for all vehicle movements.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Largest change in Average Back of Queue or Degree of Saturation for any lane during the last three iterations: 55.7 %
Number of Iterations: 10 (maximum specified: 10)
Movement Performance - Pedestrians
Average Back of QueueMovID Description
DemandFlow
AverageDelay
Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per ped
P6 NorthEast Full Crossing 53 9.4 LOS A 0.1 0.1 0.42 0.42
P7 NorthWest Full Crossing 53 48.3 LOS E 0.2 0.2 0.95 0.95
All Pedestrians 105 28.8 LOS C 0.68 0.68
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)
Pedestrian movement LOS values are based on average delay per pedestrian movement.
Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIX PTY LTD | Processed: Monday, 16 October 2017 8:33:16 PMProject: T:\Synergy\Projects\16\16.326\Modelling\16.326m01v7 TRAFFIX Northwood - Zero Impact.sip7
MOVEMENT SUMMARY
Site: 101 [03 Longueville Rd - River Rd W EX - PM] Network: N101 [03 PM EX]
Longueville Rd & River Road WestScenario: ExistingPeriod: PMSignals - Fixed Time Coordinated Cycle Time = 108 seconds (Network Cycle Time - User-Given)
Movement Performance - Vehicles
Demand Flows Arrival Flows 95% Back of QueueMovID
ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Longueville Road
1a L1 1147 5.0 1147 5.0 0.665 8.8 LOS A 7.8 57.1 0.24 0.60 52.8
3a R1 277 5.0 277 5.0 0.665 35.9 LOS C 7.8 57.1 0.97 0.87 40.3
Approach 1424 5.0 1424 5.0 0.665 14.1 LOS A 7.8 57.1 0.38 0.65 49.9
NorthEast: Longueville Road
24a L1 252 5.0 252 5.0 0.177 19.9 LOS B 4.7 34.0 0.57 0.71 47.5
Approach 252 5.0 252 5.0 0.177 19.9 LOS B 4.7 34.0 0.57 0.71 47.5
NorthWest: River Road West
27 L2 65 5.0 65 5.0 0.658 36.0 LOS C 19.8 144.5 0.88 0.86 48.6
29a R1 633 5.0 633 5.0 0.658 35.2 LOS C 19.8 144.5 0.88 0.85 41.5
Approach 698 5.0 698 5.0 0.658 35.2 LOS C 19.8 144.5 0.88 0.85 42.5
All Vehicles 2374 5.0 2374 5.0 0.665 20.9 LOS B 19.8 144.5 0.55 0.72 47.1
Site Level of Service (LOS) Method: Delay (RTA NSW). Site LOS Method is specified in the Network Data dialog (Network tab).
Vehicle movement LOS values are based on average delay per movement.
Intersection and Approach LOS values are based on average delay for all vehicle movements.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Largest change in Average Back of Queue or Degree of Saturation for any lane during the last three iterations: 5.6 %
Number of Iterations: 10 (maximum specified: 10)
Movement Performance - Pedestrians
Average Back of QueueMovID Description
DemandFlow
AverageDelay
Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per ped
P6 NorthEast Full Crossing 53 27.5 LOS C 0.1 0.1 0.71 0.71
P7 NorthWest Full Crossing 53 48.3 LOS E 0.2 0.2 0.95 0.95
All Pedestrians 105 37.9 LOS D 0.83 0.83
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)
Pedestrian movement LOS values are based on average delay per pedestrian movement.
Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIX PTY LTD | Processed: Monday, 16 October 2017 8:33:47 PMProject: T:\Synergy\Projects\16\16.326\Modelling\16.326m01v7 TRAFFIX Northwood - Zero Impact.sip7
MOVEMENT SUMMARY
Site: 01 [01 Northwood Rd - Kenneth St EX - PM] Network: N101 [03 PM EX]
Northwood Road & Kenneth StreetScenario: ExistingPeriod: PMSignals - Fixed Time Coordinated Cycle Time = 108 seconds (Network Cycle Time - User-Given)
Movement Performance - Vehicles
Demand Flows Arrival Flows 95% Back of QueueMovID
ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Kenneth Street
1a L1 169 5.0 169 5.0 0.291 33.6 LOS C 6.7 49.1 0.80 0.75 12.9
3b R3 92 5.0 92 5.0 0.393 51.7 LOS D 4.5 33.0 0.95 0.78 17.5
Approach 261 5.0 261 5.0 0.393 39.9 LOS C 6.7 49.1 0.85 0.76 15.2
SouthEast: Northwood Rd (south)
21b L3 23 5.0 23 5.0 0.902 28.1 LOS B 45.5 331.9 0.82 0.84 27.3
22 T1 1439 5.0 1439 5.0 0.902 26.4 LOS B 45.5 331.9 0.82 0.88 19.8
Approach 1462 5.0 1462 5.0 0.902 26.4 LOS B 45.5 331.9 0.82 0.88 19.9
NorthWest: Northwood Rd (north)
28 T1 767 5.0 767 5.0 0.274 0.4 LOS A 0.5 3.9 0.03 0.03 49.1
29a R1 192 5.0 192 5.0 0.643 33.7 LOS C 7.8 57.1 0.85 0.93 14.9
Approach 959 5.0 959 5.0 0.643 7.0 LOS A 7.8 57.1 0.19 0.21 36.3
All Vehicles 2682 5.0 2682 5.0 0.902 20.8 LOS B 45.5 331.9 0.60 0.62 23.1
Site Level of Service (LOS) Method: Delay (RTA NSW). Site LOS Method is specified in the Network Data dialog (Network tab).
Vehicle movement LOS values are based on average delay per movement.
Intersection and Approach LOS values are based on average delay for all vehicle movements.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Largest change in Average Back of Queue or Degree of Saturation for any lane during the last three iterations: 5.6 %
Number of Iterations: 10 (maximum specified: 10)
Movement Performance - Pedestrians
Average Back of QueueMovID Description
DemandFlow
AverageDelay
Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per ped
P1 South Full Crossing 53 13.0 LOS B 0.1 0.1 0.49 0.49
P5 SouthEast Full Crossing 53 48.3 LOS E 0.2 0.2 0.95 0.95
All Pedestrians 105 30.7 LOS D 0.72 0.72
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)
Pedestrian movement LOS values are based on average delay per pedestrian movement.
Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIX PTY LTD | Processed: Monday, 16 October 2017 8:33:47 PMProject: T:\Synergy\Projects\16\16.326\Modelling\16.326m01v7 TRAFFIX Northwood - Zero Impact.sip7
MOVEMENT SUMMARY
Site: 01 [01 Northwood Rd - Kenneth St FU - PM] Network: N101 [04 PM FU]
Northwood Road & Kenneth StreetScenario: Existing + Future (Development)Period: PMSignals - Fixed Time Coordinated Cycle Time = 108 seconds (Network Cycle Time - User-Given)
Movement Performance - Vehicles
Demand Flows Arrival Flows 95% Back of QueueMovID
ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Kenneth Street
1a L1 168 5.0 168 5.0 0.290 33.6 LOS C 6.7 48.8 0.80 0.75 12.9
3a R1 11 0.0 11 0.0 0.386 49.8 LOS D 4.5 32.9 0.95 0.78 25.4
3b R3 81 5.6 81 5.6 0.386 51.7 LOS D 4.5 32.9 0.95 0.78 17.6
Approach 260 5.0 260 5.0 0.386 39.9 LOS C 6.7 48.8 0.85 0.76 15.7
SouthEast: Northwood Rd (south)
21b L3 23 5.0 23 5.0 0.902 28.1 LOS B 45.5 331.9 0.82 0.84 27.3
22 T1 1439 5.0 1439 5.0 0.902 26.4 LOS B 45.5 331.9 0.82 0.88 19.8
Approach 1462 5.0 1462 5.0 0.902 26.4 LOS B 45.5 331.9 0.82 0.88 19.9
NorthWest: Northwood Rd (north)
27 L2 24 0.0 24 0.0 0.279 3.6 LOS A 0.6 4.0 0.03 0.07 55.2
28 T1 755 5.1 755 5.1 0.279 0.4 LOS A 0.6 4.0 0.03 0.05 48.8
29a R1 192 5.0 192 5.0 0.643 33.7 LOS C 7.8 57.1 0.85 0.93 14.9
Approach 971 4.9 971 4.9 0.643 7.0 LOS A 7.8 57.1 0.19 0.22 36.7
All Vehicles 2693 5.0 2693 5.0 0.902 20.7 LOS B 45.5 331.9 0.60 0.63 23.4
Site Level of Service (LOS) Method: Delay (RTA NSW). Site LOS Method is specified in the Network Data dialog (Network tab).
Vehicle movement LOS values are based on average delay per movement.
Intersection and Approach LOS values are based on average delay for all vehicle movements.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Largest change in Average Back of Queue or Degree of Saturation for any lane during the last three iterations: 5.6 %
Number of Iterations: 10 (maximum specified: 10)
Movement Performance - Pedestrians
Average Back of QueueMovID Description
DemandFlow
AverageDelay
Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per ped
P1 South Full Crossing 53 13.0 LOS B 0.1 0.1 0.49 0.49
P5 SouthEast Full Crossing 53 48.3 LOS E 0.2 0.2 0.95 0.95
P6 NorthEast Full Crossing 53 10.7 LOS B 0.1 0.1 0.45 0.45
All Pedestrians 158 24.0 LOS C 0.63 0.63
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)
Pedestrian movement LOS values are based on average delay per pedestrian movement.
Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIX PTY LTD | Processed: Monday, 16 October 2017 8:34:18 PMProject: T:\Synergy\Projects\16\16.326\Modelling\16.326m01v7 TRAFFIX Northwood - Zero Impact.sip7
MOVEMENT SUMMARY
Site: 101 [03 Longueville Rd - River Rd W FU - PM] Network: N101 [04 PM FU]
Longueville Rd & River Road WestScenario: Existing + Development (Future)Period: PMSignals - Fixed Time Coordinated Cycle Time = 108 seconds (Network Cycle Time - User-Given)
Movement Performance - Vehicles
Demand Flows Arrival Flows 95% Back of QueueMovID
ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Longueville Road
1a L1 1152 5.0 1152 5.0 0.669 8.8 LOS A 7.8 57.1 0.24 0.60 52.9
3a R1 281 4.9 281 4.9 0.669 35.9 LOS C 7.8 57.1 0.97 0.87 40.3
Approach 1433 5.0 1433 5.0 0.669 14.1 LOS A 7.8 57.1 0.39 0.65 49.9
NorthEast: Longueville Road
24a L1 252 5.0 252 5.0 0.177 19.9 LOS B 4.7 34.0 0.57 0.71 47.5
Approach 252 5.0 252 5.0 0.177 19.9 LOS B 4.7 34.0 0.57 0.71 47.5
NorthWest: River Road West
27 L2 65 5.0 65 5.0 0.657 36.1 LOS C 19.8 144.6 0.88 0.86 48.6
29a R1 633 5.0 633 5.0 0.657 35.2 LOS C 19.8 144.6 0.88 0.85 41.4
Approach 698 5.0 698 5.0 0.657 35.3 LOS C 19.8 144.6 0.88 0.85 42.5
All Vehicles 2382 5.0 2382 5.0 0.669 20.9 LOS B 19.8 144.6 0.55 0.72 47.1
Site Level of Service (LOS) Method: Delay (RTA NSW). Site LOS Method is specified in the Network Data dialog (Network tab).
Vehicle movement LOS values are based on average delay per movement.
Intersection and Approach LOS values are based on average delay for all vehicle movements.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Largest change in Average Back of Queue or Degree of Saturation for any lane during the last three iterations: 5.6 %
Number of Iterations: 10 (maximum specified: 10)
Movement Performance - Pedestrians
Average Back of QueueMovID Description
DemandFlow
AverageDelay
Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per ped
P6 NorthEast Full Crossing 53 27.5 LOS C 0.1 0.1 0.71 0.71
P7 NorthWest Full Crossing 53 48.3 LOS E 0.2 0.2 0.95 0.95
All Pedestrians 105 37.9 LOS D 0.83 0.83
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)
Pedestrian movement LOS values are based on average delay per pedestrian movement.
Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIX PTY LTD | Processed: Monday, 16 October 2017 8:34:18 PMProject: T:\Synergy\Projects\16\16.326\Modelling\16.326m01v7 TRAFFIX Northwood - Zero Impact.sip7
SITE LAYOUT
Site: 02 [02 Northwood Rd - River Rd EX - AM]
Northwood Road & River RoadScenario: ExistingPeriod: AMGiveway / Yield (Two-Way)
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIX | Created: Thursday, 8 September 2016 6:09:21 PMProject: T:\Synergy\Projects\16\16.326\Modelling\16.326m01v4 TRAFFIX Northwood.sip7
MOVEMENT SUMMARY
Site: 02 [02 Northwood Rd - River Rd EX - AM] Network: N101 [01 AM EX]
Northwood Road & River RoadScenario: ExistingPeriod: AMGiveway / Yield (Two-Way)
Movement Performance - Vehicles
Demand Flows Arrival Flows 95% Back of QueueMovID
ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Northwood Road
1 L2 97 5.0 97 5.0 0.156 10.6 LOS A 0.8 5.7 0.73 0.83 18.1
3 R2 92 5.0 92 5.0 1.018 135.5 LOS F 6.2 45.0 1.00 1.60 11.9
Approach 188 5.0 188 5.0 1.018 71.3 LOS F 6.2 45.0 0.86 1.20 12.5
East: River Road (east)
4 L2 66 5.0 66 5.0 0.209 5.6 LOS A 0.0 0.0 0.00 0.10 54.4
5 T1 721 5.0 721 5.0 0.209 0.0 LOS A 0.0 0.0 0.00 0.05 59.1
Approach 787 5.0 787 5.0 0.209 0.5 NA 0.0 0.0 0.00 0.05 58.7
West: Northwood Road (west)
11 T1 1718 5.0 1718 5.0 0.491 0.6 LOS A 1.6 11.8 0.08 0.02 58.7
12 R2 40 5.0 40 5.0 0.491 15.7 LOS B 1.6 11.8 0.18 0.03 47.7
Approach 1758 5.0 1758 5.0 0.491 1.0 NA 1.6 11.8 0.08 0.02 58.6
All Vehicles 2734 5.0 2734 5.0 1.018 5.7 NA 6.2 45.0 0.11 0.11 52.0
Site Level of Service (LOS) Method: Delay (RTA NSW). Site LOS Method is specified in the Network Data dialog (Network tab).
Vehicle movement LOS values are based on average delay per movement.
Minor Road Approach LOS values are based on average delay for all vehicle movements.
NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIX | Processed: Thursday, 8 September 2016 5:14:47 PMProject: T:\Synergy\Projects\16\16.326\Modelling\16.326m01v4 TRAFFIX Northwood.sip7
MOVEMENT SUMMARY
Site: 02 [02 Northwood Rd - River Rd EX - PM] Network: N101 [03 PM EX]
Northwood Road & River RoadScenario: ExistingPeriod: PMGiveway / Yield (Two-Way)
Movement Performance - Vehicles
Demand Flows Arrival Flows 95% Back of QueueMovID
ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Northwood Road
1 L2 58 5.0 58 5.0 0.827 106.3 LOS F 2.4 17.2 0.95 1.24 2.7
3 R2 37 5.0 37 5.0 0.833 185.0 LOS F 2.9 21.0 0.99 1.15 9.3
Approach 95 5.0 95 5.0 0.833 136.9 LOS F 2.9 21.0 0.97 1.20 6.4
East: River Road (east)
4 L2 118 5.0 118 5.0 0.553 5.8 LOS A 2.8 20.2 0.00 0.12 53.9
5 T1 1399 5.0 1399 5.0 0.553 0.1 LOS A 2.8 20.2 0.00 0.04 59.0
Approach 1517 5.0 1517 5.0 0.553 0.6 NA 2.8 20.2 0.00 0.05 58.5
West: Northwood Road (west)
11 T1 767 5.0 767 5.0 0.406 0.0 LOS A 0.0 0.0 0.00 0.00 59.9
12 R2 76 5.0 76 5.0 0.598 49.4 LOS D 1.9 14.0 0.96 1.07 15.6
Approach 843 5.0 843 5.0 0.598 4.5 NA 1.9 14.0 0.09 0.10 53.9
All Vehicles 2455 5.0 2455 5.0 0.833 7.2 NA 2.9 21.0 0.07 0.11 49.3
Site Level of Service (LOS) Method: Delay (RTA NSW). Site LOS Method is specified in the Network Data dialog (Network tab).
Vehicle movement LOS values are based on average delay per movement.
Minor Road Approach LOS values are based on average delay for all vehicle movements.
NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIX | Processed: Thursday, 8 September 2016 4:53:18 PMProject: T:\Synergy\Projects\16\16.326\Modelling\16.326m01v4 TRAFFIX Northwood.sip7
MOVEMENT SUMMARY
Site: 02 [02 Northwood Rd - River Rd FU - AM] Network: N101 [02 AM FU]
Northwood Road & River RoadScenario: Existing + Development (Future)Period: AMGiveway / Yield (Two-Way)
Movement Performance - Vehicles
Demand Flows Arrival Flows 95% Back of QueueMovID
ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Northwood Road
1 L2 97 5.0 97 5.0 0.157 10.6 LOS A 0.8 5.7 0.73 0.83 18.1
3 R2 92 5.0 92 5.0 1.018 134.3 LOS F 6.1 44.6 1.00 1.59 12.0
Approach 188 5.0 188 5.0 1.018 70.7 LOS F 6.1 44.6 0.86 1.20 12.6
East: River Road (east)
4 L2 75 4.4 75 4.4 0.212 5.6 LOS A 0.0 0.0 0.00 0.11 54.2
5 T1 721 5.0 721 5.0 0.212 0.0 LOS A 0.0 0.0 0.00 0.05 59.1
Approach 796 4.9 796 4.9 0.212 0.5 NA 0.0 0.0 0.00 0.06 58.5
West: Northwood Road (west)
11 T1 1722 5.0 1722 5.0 0.507 0.9 LOS A 2.3 16.5 0.11 0.02 58.3
12 R2 57 3.5 57 3.5 0.507 15.7 LOS B 2.3 16.5 0.25 0.05 46.0
Approach 1779 4.9 1779 4.9 0.507 1.4 NA 2.3 16.5 0.11 0.02 58.1
All Vehicles 2763 4.9 2763 4.9 1.018 5.9 NA 6.1 44.6 0.13 0.11 51.8
Site Level of Service (LOS) Method: Delay (RTA NSW). Site LOS Method is specified in the Network Data dialog (Network tab).
Vehicle movement LOS values are based on average delay per movement.
Minor Road Approach LOS values are based on average delay for all vehicle movements.
NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIX | Processed: Thursday, 8 September 2016 5:15:33 PMProject: T:\Synergy\Projects\16\16.326\Modelling\16.326m01v4 TRAFFIX Northwood.sip7
MOVEMENT SUMMARY
Site: 02 [02 Northwood Rd - River Rd FU - PM] Network: N101 [04 PM FU]
Northwood Road & River RoadScenario: Existing + Development (Future)Period: PMGiveway / Yield (Two-Way)
Movement Performance - Vehicles
Demand Flows Arrival Flows 95% Back of QueueMovID
ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Northwood Road
1 L2 58 5.0 58 5.0 0.832 108.5 LOS F 2.4 17.5 0.95 1.24 2.6
3 R2 37 5.0 37 5.0 0.887 215.7 LOS F 3.3 23.8 1.00 1.19 8.1
Approach 95 5.0 95 5.0 0.887 150.2 LOS F 3.3 23.8 0.97 1.22 5.9
East: River Road (east)
4 L2 124 4.7 124 4.7 0.555 5.8 LOS A 2.8 20.2 0.00 0.13 53.8
5 T1 1399 5.0 1399 5.0 0.555 0.1 LOS A 2.8 20.2 0.00 0.04 59.0
Approach 1523 5.0 1523 5.0 0.555 0.6 NA 2.8 20.2 0.00 0.05 58.5
West: Northwood Road (west)
11 T1 779 4.9 779 4.9 0.412 0.0 LOS A 0.0 0.0 0.00 0.00 59.9
12 R2 93 4.1 93 4.1 0.730 59.0 LOS E 2.6 19.0 0.97 1.13 13.8
Approach 872 4.8 872 4.8 0.730 6.3 NA 2.6 19.0 0.10 0.12 51.8
All Vehicles 2489 4.9 2489 4.9 0.887 8.3 NA 3.3 23.8 0.07 0.12 48.0
Site Level of Service (LOS) Method: Delay (RTA NSW). Site LOS Method is specified in the Network Data dialog (Network tab).
Vehicle movement LOS values are based on average delay per movement.
Minor Road Approach LOS values are based on average delay for all vehicle movements.
NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIX | Processed: Thursday, 8 September 2016 5:02:08 PMProject: T:\Synergy\Projects\16\16.326\Modelling\16.326m01v4 TRAFFIX Northwood.sip7
Appendix E
TCS Plans
Appendix F
Road Safety Audit
Traffix
4-16 Northwood Road and 274 Longueville Road, Lane Cove
Feasibility design road safety audit
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
DC Traffic Engineering Pty Ltd –ABN 50 148 960 632 trf-proj-0015-01 fd rsa lane cove rev 2
DC Traffic Engineering Pty Ltd
ABN 50 148 960 632
www.dctrafficengineering.com.au
Traffix
4-16 Northwood Road and 274 Longueville Road, Lane Cove
Feasibility design road safety audit
Authors Damien Chee
-
Report No TRF-PROJ-0015-01 FD RSA LANE COVE REV 2
Date 11/10/2017
This report has been prepared for Traffix.
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
DC Traffic Engineering Pty Ltd –ABN 50 148 960 632 Page i trf-proj-0015-01 fd rsa lane cove rev 2
-
CONTENTS
1 Introduction ........................................................................................... 1
1.1 Project and audit details ....................................................................... 1
1.2 Responding to the audit report ............................................................. 3
1.3 Previous audits ..................................................................................... 3
2 Safety audit findings ............................................................................. 4
3 Concluding statement ......................................................................... 11
Appendices
Appendix A
Road Safety Audit Checklist
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
DC Traffic Engineering Pty Ltd –ABN 50 148 960 632 Page 1 trf-proj-0015-01 fd rsa lane cove rev 2
1 Introduction
1.1 Project and audit details Details of the audit have been summarised in Table 1.
Table 1 Details of the road safety audit.
Audited project Proposed changes to the signalised intersection of Northwood Road/ Kenneth Street. This is in response to a proposal to re-develop the combined land parcel covered by 274 Longueville Road and properties 4-16 Northwood Road.
Client/ contact Kedar Ballurkar
Senior Engineer
Traffix
Ph: (02) 8324 8700 / 0488 070 119
Audit type Feasibility design road safety audit.
Purpose To consider potential road safety implications of the proposed access/ egress arrangements to this development and the proposed changes to the Northwood Road/ Kenneth Street intersection. As there is no formal design available, this road safety audit was based on the starting concept shown in Figure 1. The lack of finer details meant that the proposal was reviewed at a high-level. The road safety findings would therefore serve as “prompts for consideration” in the refinement of the design to concept design and then to detailed design.
Background A planning proposal (PP) has been submitted for the re-development of the combined land parcel covered by 274 Longueville Road and properties 4-16 Northwood Road at Lane Cove. The development will consist of (i) a residential care facility for aged persons containing 130 beds and 20 employees, (ii) a veterinary hospital containing 760 square metres of gross floor area and five employees, and (iii) 685 square metres of gross floor area for retail and restaurant purposes.
At the pre-submission, consultation stage, Roads and Maritime Services (RMS) gave in-principle agreement to the following modifications to the intersection of Northwood Road/ Kenneth Street:
▪ Construction of a fourth and eastern leg to the Northwood Road/ Kenneth Street intersection to allow for inbound movements to the new site. This leg would be integrated with the traffic signal control such that it forms a formal road departure from the intersection, and not merely a driveway stemming off the road.
▪ The new eastern departure providing access to the site would be restricted to (i) southbound left-turn movements from Northwood Road (this includes the extension of the southbound through movement from Longueville Road as well as the eastbound right-turn movement from River Road West), and (ii) northbound through movement from Kenneth Street. The northbound right-turn from Northwood Road into the site would be prohibited.
▪ The egress driveway from the site will be further east and will emerge into Northwood Road. This will be restricted to left-out only with all other movements banned.
Figure 1 shows these proposed changes.
RMS stipulated the need for a road safety audit of the proposed changes described above. Given that there is no formal design for these changes, this is considered a feasibility stage road safety audit.
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
Page 2 DC Traffic Engineering Pty Ltd –ABN 50 148 960 632
trf-proj-0015-01 fd rsa lane cove rev 2
Scope of project/ audit
As stated above, there is no formal design for these access/ egress changes and the modifications to the Northwood Road/ Kenneth Street intersection. As such, the following assumptions were made:
▪ The inbound access to the proposed development would be a formal roadway and not merely a driveway stemming off Northwood Road. As a formal roadway, it would be under the overall traffic signal control of the Northwood Road/ Kenneth Street intersection, which is currently traffic signal controlled.
▪ The inbound access would be a single lane departing from the intersection. There would be no approach lanes feeding traffic to the intersection from this leg.
▪ The traffic signal-control affecting the inbound leg would be time-separation between inbound traffic and pedestrians on the eastern footpath that would be crossing this leg. There are no other conflicting traffic movements since this is a one-way, inbound-only leg.
▪ The existing two approach lanes in Kenneth Street would be modified such that lane 1 remains an exclusive left-turn lane. Lane 2 (currently a shared left-right lane) would be converted to a left-through-right lane. The inbound movement from Kenneth Street to the development would run concurrently with the right-turn movement which is currently controlled by full circle signal aspects. The pedestrian movement across the new eastern leg (access to the development) would be on “red man” display when the eastbound through-right movement from Kenneth Street receives a green full circle display.
These assumptions are based on typical methods of designing/ addressing such access/ egress issues.
Audit team details
Damien Chee, level 3 (lead) road safety auditor - Registration number: RSA-02-0094.
Linda Chee, level 2 road safety auditor –Registration number RSA-02-1069.
Audit methodology
The audit was undertaken using the following methodology:
▪ Formal review of the starting concept on 10/10/2017.
▪ Supporting site inspection carried out on 10/10/2017.
▪ The road safety audit findings have been documented in this report in accordance with the NSW Centre for Road Safety’s Guidelines for Road Safety Audit Practices (2011).
▪ This report includes completed road safety audit checklist as sourced from the Austroads Guide to Road Safety Part 6: Road Safety Audit.
Material supplied See scope of project/ audit.
Meeting and assessment details
Formal review of starting concept on 10/10/2017.
Supporting site inspection carried out on 10/10/2017.
Figure 1 The starting concept for the access/ egress arrangements to the proposed development.
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
DC Traffic Engineering Pty Ltd –ABN 50 148 960 632 Page 3 trf-proj-0015-01 fd rsa lane cove rev 2
1.2 Responding to the audit report
Road safety audits provide the opportunity to highlight potential road safety problems and have
them formally considered by the project manager in conjunction with all other project
considerations.
The responsibility for the project rests with the project manager, not with the auditor. The project
manager is under no obligation to accept the audit findings. Also, it is not the role of the auditor
to agree to, or approve the project manager’s responses to the audit.
1.3 Previous audits
There were no previous road safety audit reports issued to the audit team which were of direct
relevance to this project.
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
Page 4 DC Traffic Engineering Pty Ltd –ABN 50 148 960 632
c:\users\damien\desktop\projects\traffix\lane cove\trf-proj-0015-01 fd rsa lane cove rev 2.docx
2 Safety audit findings The road safety audit findings are documented in Table 2.
Table 2 Road safety audit findings.
Ref Location Road safety audit finding Priority
1 Pedestrian (and bicycle) crossing on the eastern side of the Northwood Road/ Kenneth Road intersection.
The access road to the new development will be provided as a new eastern departure leg from the Northwood Road/ Kenneth Street intersection. As such, a signalised pedestrian crossing would be needed across this new departure leg. As described in items 4 and 6, a signalised bicycle crossing may also be needed since the eastern footpath is in fact, a designated shared path.
The design team should consider measures to safeguard these crossing pedestrians and cyclists from southbound left-turning vehicles. This is because the pedestrian/bicycle crossing movement would typically run in the same phase as the southbound through movement (which by default would also allow the southbound left-turn movement). Some safeguard measures are described below:
▪ Full left-turn control: This would involve provision of red, amber and green left-turn arrow aspects on the primary (approach left-hand side) and tertiary (departure left-hand side) signals. These three-aspect left-turn signals would provide full left-turn control allowing crossing pedestrians and cyclists to be protected under a red left-turn arrow display. Whilst this would be the best form of time-separation, it may compromise traffic efficiency since southbound through traffic could be penalised if they were queued behind a left-turning vehicle held on a red arrow.
▪ Partial left-turn control: This could involve use of a red left-turn arrow aspect with no other left-turn arrow aspects. The southbound left-turning vehicle would be held on red for an initial period to allow the pedestrians and cyclists to commence the crossing. Once this has happened, the red arrow would turn off and left-turning traffic would be able to filter through the pedestrian movement. This method only partially time-separates the two conflicting movements although may have less delays for southbound through traffic.
▪ No left-turn controls: This method offers the least protection for pedestrians and cyclists crossing this leg. The crossing movement would coincide with the full green circle aspect for the southbound direction. Left-turning vehicles would filter through the pedestrian/bicycle crossing movement.
High
Left: The new eastern departure leg from the intersection will require
a pedestrian (and possibly a separated bicycle crossing). The design
team should consider measures to safeguard crossing pedestrians/
cyclists from left-turning vehicles.
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
DC Traffic Engineering Pty Ltd –ABN 50 148 960 632 Page 5 c:\users\damien\desktop\projects\traffix\lane cove\trf-proj-0015-01 fd rsa lane cove rev 2.docx
Ref Location Road safety audit finding Priority
2 Centreline of Northwood Road at the proposed site egress.
As there is no design available at present, the audit team were uncertain as to what forms of control (if any) will be used to prevent right-turns into or out of the site egress driveway. Some issues for consideration in the development of the design include:
▪ A raised median should be considered to physically inhibit right-turns into and out of the site egress driveway. Whilst this is an egress-only driveway, it may be necessary to physically inhibit the northbound right-turn entry movement as some unfamiliar users may not be aware that access/egress to/from the site is a one-way clockwise circulation arrangement. Also, some familiar drivers may deliberately attempt to use the egress driveway to access the site, since there would be no right-turn permitted from Northwood Road to the site access road further north.
▪ An R2-6 NO RIGHT-TURN sign should be provided for northbound traffic to make it clear that there are no right turns permitted into the egress driveway (to avoid the head-on crash conflict with egressing drivers).
▪ An R2-6 NO LEFT-TURN sign should be provided for southbound traffic as well as an R2-2 ONE WAY sign with the arrow facing outwards towards Northwood Road. This is to prohibit the left-turn entry to the egress driveway which would also present head-on crash conflicts with egressing vehicles.
Above: Looking north on Northwood Road towards the proposed site egress driveway. The design will need to consider measures for prohibiting and physically inhibiting right-turns into and out of the driveway.
High
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
Page 6 DC Traffic Engineering Pty Ltd –ABN 50 148 960 632
c:\users\damien\desktop\projects\traffix\lane cove\trf-proj-0015-01 fd rsa lane cove rev 2.docx
Ref Location Road safety audit finding Priority
3 Southbound traffic stream on Northwood Road in approach to the proposed site access road.
Northwood Road contains a horizontal curve at its intersection with Kenneth Street. The proposed eastern departure leg opposite Kenneth Street (which will provide access to the site) will be located on the inside of this horizontal curve. The existing property line is set back approximately 3.5m from the eastern kerbline of Northwood Road. Assuming that the new development will also be bound by the same property setback rules, there is a risk of restricted sight lines from southbound drivers to the new departure leg. That is, southbound drivers may not have clear visibility to vehicles/ objects in the site access road. These may include stopped or parked vehicles, or slow-moving vehicles, or pedestrians. The audit team raises the following issues to prompt consideration:
▪ Will there be any features in the access road that will require vehicles to slow down or stop? Eg. swipe card access, boom gates, roller doors? Such stopped or slow moving vehicles may be exposed to rear-end impacts by unsuspecting southbound drivers turning left into the access road.
▪ Will there be any servicing needs in the access road (eg. meter boxes, electrical substations, garbage bins) which would require vehicles to turn into this access and stop. Such vehicles could also be exposed to rear-end impacts.
▪ Will there be any pedestrian access or walkways along the access road? Pedestrians may be hidden from the view of southbound drivers turning left into the site.
Above: Northwood Road contains a horizontal curve at the point where the new intersection departure (new access road) will be located. The new site access road will be located at the yellow star.
Medium
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
DC Traffic Engineering Pty Ltd –ABN 50 148 960 632 Page 7 c:\users\damien\desktop\projects\traffix\lane cove\trf-proj-0015-01 fd rsa lane cove rev 2.docx
Ref Location Road safety audit finding Priority
4 Eastern footpath (shared path) of Northwood Road.
The proposed development will involve an egress driveway emerging onto Northwood Road to the southeast of the Kenneth Street intersection. As such, there may be higher volume vehicle movements from the site to Northwood Road at this location. The audit team notes that there are existing footpath functions as well as road-to-kerb access functions at this location which will need to be considered in the design of the future site egress. These include:
▪ There is an existing shared path designation on the eastern footpath (circled in yellow below). This means that pedestrians and cyclists would frequently use this path for northbound-southbound travel. The design will need to ensure that there are clear sight lines from egressing drivers to pedestrians and cyclists approaching the driveway-footpath interface from either direction. The sight triangles should account for the likely approach speeds of cyclists which would presumably result in wider sight triangles compared with a pedestrian-only footpath (which is limited to low-walk speeds and jogging speeds).
▪ There is an existing bus stop on this kerbline (white arrow). If this is retained, any stopped buses may block the egress driveway. Alternatively, the stopped bus may block visibility from the egressing driver to other southbound traffic on Northwood Road. This could lead to poor gap acceptance.
▪ The bus stop would also attract pedestrian activity such as waiting pedestrians or pedestrians moving to or from stopped buses. This may increase the risk of vehicle-pedestrian crashes involving egressing vehicles from the site.
▪ There is an Australia Post mailbox along this kerb (yellow arrow) which would require frequent kerb access by postal vehicles when collecting mail. This may also obstruct the egress driveway as well.
Above: Looking southbound along Northwood Road showing existing footpath and road-to-kerb access functions.
Medium
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
Page 8 DC Traffic Engineering Pty Ltd –ABN 50 148 960 632
c:\users\damien\desktop\projects\traffix\lane cove\trf-proj-0015-01 fd rsa lane cove rev 2.docx
Ref Location Road safety audit finding Priority
5 Kenneth Street in its approach to Northwood Road.
Kenneth Street approaches Northwood Road on a skewed angle and then presents a sudden curve in the immediate approach which creates a perpendicular junction angle (see below). Due to the skewed alignment of the approach, the left-turn movement to Northwood Road (towards River Road West and Longueville Road) actually appears to be a straight movement when viewed from further upstream, before the driver has reached the sudden horizontal curve. At present, there is little ambiguity since there are only two turn options presented – (i) a left-turn movement which the driver would understand would clearly be into Northwood Road North heading towards River Road West and Longueville Road or (ii) a right-turn movement into Northwood Road South which leads to North Sydney. However, following the addition of the eastern departure leg (new site access road), lane 2 of the Kenneth Street approach will contain left-straight-right pavement arrows. The straight through arrow (reproduced in the insert below) may be misinterpreted as the left-turn movement to Northwood Road North. This is due to the misleading approach angle relative to the angle of Northwood Road.
It may be necessary to rotate the pavement arrows slightly to better match the relative angles to when the driver has reached the hold line (after negotiating the sudden horizontal curve in the immediate approach to Northwood Road.
Above: Under existing conditions, there is little ambiguity regarding the meaning of the turn pavement arrows in Kenneth Street as there are only two turn options available. However, with the addition of the third option (straight through movement to the new eastern departure) the straight through pavement arrow (see insert) may be misinterpreted as the left-turn to Northwood Road North.
Medium
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
DC Traffic Engineering Pty Ltd –ABN 50 148 960 632 Page 9 c:\users\damien\desktop\projects\traffix\lane cove\trf-proj-0015-01 fd rsa lane cove rev 2.docx
Ref Location Road safety audit finding Priority
6 Eastern footpath of Northwood Road.
The audit team notes that the eastern footpath of Northwood Road is designated as a shared path. Furthermore, southbound cyclists on Longueville Road-Northwood Road are encouraged to leave the road traffic lanes and use this shared path (see photo below). The audit team raises the following concerns which should be considered in the development of the design:
▪ The signalised pedestrian crossing of the new departure leg providing access to the development (to be located opposite the Kenneth Street leg) would need to cater for cyclists as well. That is, a signalised bicycle crossing may be required adjacent to the pedestrian crossing and signs may be needed to advise each shared path user group to separate to their respective crossings. The crossing would need to be wide enough to allow both shared path user groups to cross (including movements in both direction) without impacting or blocking each other.
▪ Handrails or other holding devices may be needed so that cyclists can remain stable without toppling, when waiting for the signals to cross the road.
▪ Alternatively, signs or other measures may be needed to advise cyclists to dismount and use the crossing as a pedestrian. However, such measures usually experience a high degree of non-compliance with cyclists continuing to ride across the crossing.
Above: Looking southbound along Longueville Road towards the intersection with River Road West. Cyclists are encouraged to leave the road traffic lanes and enter the shared path on the eastern side of the road. The extension of Longueville Road to the south of the intersection is Northwood Road.
Low
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
Page 10 DC Traffic Engineering Pty Ltd –ABN 50 148 960 632
c:\users\damien\desktop\projects\traffix\lane cove\trf-proj-0015-01 fd rsa lane cove rev 2.docx
Ref Location Road safety audit finding Priority
7 Existing streetlighting pole and primary signal pole at the Northwood Road northern approach to its intersection with Kenneth Street.
There is an existing timber streetlighting pole adjacent to the hold line of Northwood Road in the northern approach to its intersection with Kenneth Street. The pole also acts as the primary signal post for the southbound direction and the secondary signal post for the northbound direction. The new eastern departure (site access road) will be positioned to the immediate south of this pole. As such, this pole may pose as an obstruction to entering vehicles. This is particularly the case for southbound left-turning vehicles whose swept path may not sufficiently clear the pole or the signals mounted to this pole. Such nuisance impacts could render the streetlight and/or traffic signals inoperable.
Above: Looking southbound along Northwood Road towards the existing streetlighting pole and the primary signals mounted to it.
Low
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
DC Traffic Engineering Pty Ltd –ABN 50 148 960 632 Page 11 trf-proj-0015-01 fd rsa lane cove rev 2
3 Concluding statement
DC Traffic Engineering has undertaken a feasibility stage road safety audit of this project
in accordance with the methodology outlined in Section 1 of this report.
Issues identified have been noted in this report for the Project Manager to review,
assess, and where appropriate, make the necessary recommendations to improve
safety.
Damien Chee
Audit Team Leader
DC Traffic Engineering Pty Ltd
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
Page 12 DC Traffic Engineering Pty Ltd –ABN 50 148 960 632
trf-proj-0015-01 fd rsa lane cove rev 2
Appendix A
Road Safety Audit Checklist
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
DC Traffic Engineering Pty Ltd –ABN 50 148 960 632 Page 13 trf-proj-0015-01 fd rsa lane cove rev 2
Issue Comment
1.1 General topics
1 Scope of project; function; traffic mix
▪ What is the intended function of the scheme? (comment)
▪ Is the design consistent with the function of the road? (eg. does it avoid
mixed function, mixing incompatible traffic activities, potential confusion
to drivers?)
▪ Will the proposed scheme/redesign adequately cater for:
▪ Cars?
▪ Motorcyclists?
▪ Pedal cyclists?
▪ Pedestrians?
▪ Heavy vehicles?
▪ Buses?
▪ Is the expected mix of traffic adequately catered for?
▪ Will the proposed scheme tie-in or be consistent with adjacent roads,
land forms and traffic management?
The project aims to modify the
Northwood Road/ Kenneth Street
intersection to allow access to a new
development on the eastern side of
Northwood Road.
2 Type and degree of access to property and developments:
▪ Is the degree of access control consistent with the road's function and
with other sections of the road?
▪ Will sight distances be satisfactory:
▪ At intersections?
▪ At property accesses?
▪ Is the design speed (or the likely vehicle speeds) compatible with the
number and type of intersections/property accesses present?
▪ Does the width of the right of way satisfy access requirements?
Sight lines from the egress driveway
to the shared path need to be
resolved.
Sight lines from the southbound lanes
of Northwood Road to the site access
road need to be addressed.
3 Major generators of traffic
▪ Are all major generators of traffic (including housing or shopping
centres) far enough away to avoid unsafe influences on the form of the
design?
▪ Have existing or alternative accesses been arranged to ensure existing
suburbs/areas are not cut off by the development of the
scheme/works?
▪ Are the accesses for significant traffic generators far enough away from
intersections for safety?
▪ Is sight distance to and from accesses to significant traffic generators
adequate?
▪ Will the proposed scheme tie-in or be consistent with adjacent roads,
land forms and traffic management?
See above notes regarding sight
lines.
4 Staging requirements
▪ Will this design be implemented in one stage only?
▪ If the design is to be implemented in more than one stage, has safety
been given a high priority in transitions:
▪ Between stages?
▪ To existing roads?
Unknown.
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
Page 14 DC Traffic Engineering Pty Ltd –ABN 50 148 960 632
trf-proj-0015-01 fd rsa lane cove rev 2
Issue Comment
▪ Will the work avoid problems with safety standards elsewhere during
construction?
5 Future works
▪ Will the route be free of compromises in safety if there is to be:
▪ Future widening?
▪ The addition of a complete second carriageway?
▪ Later realignments?
▪ Major geometric changes at intersections?
▪ Linear extensions of the scheme?
Unknown.
6 Wider network effects
▪ Have any harmful safety effects of this scheme upon the surrounding
road network been identified?
▪ Have they been adequately dealt with?
Yes.
1.2 Design issues (general)
1 Route choice
▪ Are all aspects associated with the location of the route and/or its
alignment safe?
▪ If the route follows existing roads what are the effects of this?
(comment)
▪ If the route is in "green fields" (undeveloped corridor), is the alignment
safe? Could it be safer? (comment)
▪ Does the scheme fit in with the physical constraints of the landscape?
▪ Does the scheme take account of major network considerations?
An additional turning movement/
option from Kenneth Street will be
available (straight through movement
into the site access road). There are
issues regarding potential confusion
with the pavement arrows due to the
skewed alignment of Kenneth Street
in approach to Northwood Road.
2 Impact of continuity with the existing network
▪ Are all sections/transitions where the proposed road scheme connects
with the existing network free of potential problems?
Yes.
3 Broad design standards
▪ Have the appropriate design standards been used (having regard to the
scope of the project and its function in relation to the traffic mix)?
▪ Does the geometric plan and profile meet design guidelines?
▪ Has the appropriate design vehicle and check vehicle been used?
Yes.
4 Design speed
▪ Has the appropriate design speed been selected with regard to:
▪ Horizontal and vertical alignment?
▪ Visibility?
▪ Merging?
▪ Weaving?
▪ Decelerating or accelerating traffic at intersections?
▪ Is sight distance generally satisfactory at:
▪ Intersections? (if not, what implications?)
▪ Entry and exit ramps?
▪ Property entrances?
▪ Emergency vehicle access points?
There is no design available at
present. This audit was based on a
starting concept.
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
DC Traffic Engineering Pty Ltd –ABN 50 148 960 632 Page 15 trf-proj-0015-01 fd rsa lane cove rev 2
Issue Comment
▪ Can any sudden change in the speed regime or posted speed limit be
safely accommodated?
▪ Is the designated speed limit, if any, on the proposed road appropriate?
▪ Is the designated or intended speed limit consistent with the design
speed?
5 Design volume and traffic characteristics
▪ Is the design appropriate with regard to the design volume and traffic
characteristics (including the effects of unusual proportions of heavy
vehicles, cyclists and pedestrians, or side friction effects)?
▪ Will the scheme safely cope with unforeseen or large increases in
traffic volume?
▪ Will the scheme safely cope with unforeseen changes in the traffic
characteristics?
Yes.
1.3 Intersections
1 Number and type of intersections
▪ Are all aspects of intersections (eg. spacing, type, layout, etc.)
appropriate with respect to:
▪ The broad concept of the project?
▪ The function of this road and intersecting roads?
▪ The traffic mix on this road and intersecting roads?
▪ Types which are consistent within the scheme, and consistent with
adjacent sections?
▪ Is the frequency of intersections appropriate (neither too high or too
low):
▪ For safe access?
▪ To avoid impacts on the surrounding network?
▪ For emergency vehicle access?
▪ Have all physical, visibility or traffic management constraints which
would influence the choice or spacing of intersections been
considered? (comment needed)
▪ Has the vertical and/or horizontal alignment been taken into account
with regard to the style or spacing of intersections?
▪ Are all of the proposed intersections necessary or essential?
▪ Can any unnecessary intersections be removed / can access be
achieved more safely by changes on the surrounding road network?
▪ Will the angle of the intersecting roads and the sight lines be adequate
for the safety of all road users?
▪ Is the movement of vulnerable road users safely catered for at all
intersections?
▪ Is the movement of heavy vehicles safely catered for at all
intersections?
No. Several relevant issues raised in
Tables 3 and 4.
1.4 Environmental constraints
4-16 Northwood Road and 274 Longueville Road, Lane Cove-Feasibility design road safety audit
Page 16 DC Traffic Engineering Pty Ltd –ABN 50 148 960 632
trf-proj-0015-01 fd rsa lane cove rev 2
Issue Comment
1 Safety aspects
▪ Is the surrounding terrain free of physical or vegetation defects which
could affect the safety of the scheme? (eg. heavy planting, forestry,
deep cuttings, steep or rocky bluffs which constrain the design).
▪ Have effects like wind, mist, ice, fog, sun angles at sunrise and sunset
been given adequate consideration?
▪ Do the gradients, curves and general design approaches fit in with the
likely weather or environmental aspects of the terrain? (eg. fog prone
areas)
▪ Has safety been considered in the location of environmental features
(eg. noise fences)?
▪ Does the scheme deal adequately with potential animal conflicts? (eg.
kangaroos, wombats, cattle, etc.)
▪ Will the scheme perform safely at night when it is wet, or there is fog?
▪ Are visual distractions (eg. scenic vistas) adequately dealt with (eg. by
providing areas for people to stop safely)?
▪ Has the issue of unstable country been considered (eg. mine
subsidence)?
Potential sight obstructing elements
were identified and will need to be
resolved at the subsequent design
stage.
1.5 Any other matters
1 Safety aspects not already dealt with
▪ Has the possibility of flooding been adequately dealt with?
▪ Have any railway level crossings been identified and are they treated
adequately?
▪ Is any movement of stock safely accommodated?
▪ Have other distractions (eg. low flying aircraft, advertising, etc.) been
adequately dealt with?
▪ Has the need for laybys or parking (eg. for tourist routes, trucks, picnic
or rest areas) been considered?
▪ Has the potential of the location to attract roadside stalls been
considered?
▪ Will there be special events? Have any consequent unusual or
hazardous conditions been considered?
▪ Have all classes of pedestrians that could be seriously affected by the
proposal been catered for? (eg. school children, elderly, etc.)?
▪ Have any safety or accident problems on the existing network been
addressed? (Not carried over to the new scheme)
▪ Has the issue of providing lighting for the design been considered?
▪ Has the need for drivers to stop been considered (eg. generally, rest
areas, truck parking, enforcement)?
▪ Any other matter which may have a bearing on safety?
Issues identified with respects to
safety of pedestrians and cyclists on
the eastern shared path of Northwood
Road.