Milk Processing Factory 87-123 Hamilton Street, Finley (NSW) · 2021. 4. 27. · 200431: Milk Processing Factory 87-123 Hamilton Street, Finley – Traffic Impact Statement FINAL:

Milk Processing Factory

87-123 Hamilton Street, Finley (NSW)

Traffic Impact Statement

Client:

Dairy Group Australia Pty Ltd

Project No. 200431

Final Report – 03/02/2021

1st Floor 132 Upper Heidelberg Road Ivanhoe Vic 3079

PO Box 417 Ivanhoe Vic 3079

Ph: (03) 9490 5900

www.trafficworks.com.au

http://www.trafficworks.com.au/

200431: Milk Processing Factory 87-123 Hamilton Street, Finley – Traffic Impact Statement

FINAL: 03/02/2021

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Trafficworks Pty Ltd

ABN 59 125 488 977

1st Floor 132 Upper Heidelberg Rd Ivanhoe Vic 3079


Ph (03) 9490 5900

Fax (03) 9490 5910


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Document Control

Report Title Milk Processing Factory - 87-123 Hamilton Street, Finley

Traffic Impact Statement

Project Number 200431

Client Dairy Group Australia Pty Ltd

Client Contact Matt Johnson of Habitat Planning

Rev Date Issued Revision Details / Status Prepared by Authorised by

Draft 17/12/20 For review Aaron Wu Stuart Redman /

Kate Kennedy

FINAL 03/02/21 Issued to client Stuart Redman Kate Kennedy



FINAL: 03/02/2021

EXECUTIVE SUMMARY Trafficworks has been engaged by Habitat Planning, on behalf of Dairy Group Australia Pty Ltd, to

prepare a traffic impact statement of the proposed development of a proposed milk processing

factory at 87-123 Hamilton Street in Finley.

Vehicular access to the subject site is proposed to be via Hamilton Street and Broockmanns Road.

Trucks will access the proposed development via Hamilton Street and light vehicles will access an

off-street car park via Broockmanns Road.

A traffic impact statement was prepared to:

• estimate the traffic generation and distribution to / from the proposed development

• determine the suitability of the access locations

• determine the likely traffic impacts on the existing road network

• identify any necessary mitigation works

• determine the car and bicycle parking demand.

It has been identified that the proposed development:

• would not adversely affect traffic conditions on the adjacent road network

A summary for the site and the proposed development is shown below.

Address 87 – 123 Hamilton Street, Finley

Zoning Primary Production Zone (RU1)

Proposed

development

Milk Processing Factory

Road network Hamilton Street

Broockmanns Road

Traffic generation AM peak vehicle movements:

• 13 light

• 2 heavies

PM peak:

• 22 light

• 2 heavies

Car parking Statutory requirement: 20 car parking spaces

Proposed supply: 20 car parking spaces


FINAL: 03/02/2021

Recommendations It is recommended that:

Recommendation 1: that all trucks are to access the site from the

Riverina Highway, via Hamilton Street, to and from the north.

Recommendation 2: Should security gates be proposed for the

accesses to the development the security gate for Access A should be

setback such that one B-Double truck can wait at the gate within the

premises without obstructing Hamilton Street traffic.


FINAL: 03/02/2021

Referenced Documents

References used in the preparation of this report include the following:

• RTA Guide to Traffic Generating Developments, Version 2.2, October 2002 for traffic

generation predictions and parking requirements

• Austroads Guide to Road Design - Part 4A: Unsignalised and Signalised Intersections for

intersection treatments and sight distance evaluation

• Austroads Standards AS2890.6 Part 6: Off-street parking for people with disabilities

• AS/NZS 2890.1:2004 Parking Facilities Part 1: Off-street car parking

• Berrigan Development Control Plan 2014

• Berrigan Local Environment Plan 2013


FINAL: 03/02/2021

TABLE OF CONTENTS

1 INTRODUCTION ................................................................................................................. 1

2 EXISTING CONDITIONS ..................................................................................................... 2

2.1 Subject site ............................................................................................................................. 2

2.2 Road network ......................................................................................................................... 3

2.3 Crash history ........................................................................................................................... 4

2.4 Pedestrians and cyclists ........................................................................................................ 4

2.5 Public transport ...................................................................................................................... 5

3 PROPOSED DEVELOPMENT ............................................................................................. 6

3.1 Proposed development summary ......................................................................................... 6

4 ASSESSMENT .................................................................................................................... 7

4.1 Trip generation and distribution ............................................................................................ 7

4.2 Sight distance ...................................................................................................................... 10

4.3 Turn provisions .................................................................................................................... 13

4.4 Access operation and security gate ................................................................................... 16

5 CAR PARKING .................................................................................................................. 18

5.1 Statutory car parking requirements ................................................................................... 18

5.2 Car parking design considerations .................................................................................... 18

6 CONCLUSIONS ................................................................................................................ 20

ATTACHMENT A – LAYOUT PLAN


FINAL: 03/02/2021 1

1 INTRODUCTION Trafficworks has been engaged by Habitat Planning, on behalf of Dairy Group Australia Pty Ltd, to

prepare a traffic impact statement of the proposed milk processing factory at 87-123 Hamilton

Street in Finley.

Vehicular access to the subject site is proposed to be provided via Hamilton Street and

Broockmanns Road. Heavy vehicles will access the site via Hamilton Street and staff car parking

will be accessible via Broockmanns Road.

A traffic impact statement was prepared to:

• estimate the traffic generation and distribution to / from the proposed development

• determine the suitability of the access locations

• determine the likely traffic impacts on the existing road network

• identify any necessary mitigation works

• determine the car and bicycle parking demand.


FINAL: 03/02/2021 2

2 EXISTING CONDITIONS

2.1 Subject site

The subject site falls within a Primary Production Zone (RU1) under the Berrigan Shire Council (the

Council) Local Environment Plan (LEP), refer to Figure 1.

The subject site is abutting the west side of the Finley township. The subject site is currently used

as farmland.

Figure 1: Land Use and Locality Plan (Source: ePlanning Spatial Viewer – Planning Portal – NSW Government Website)

The subject site is located on the west side of Hamilton Street. The location of the site and its

surrounding road network is shown in Figure 2.

SUBJECT SITE

LEGEND

RU1 – Primary production

RU5 – Village

R5 – Large Lot Residential

IN1 – General Industrial

SP2 – Special Purpose

RU1

SP2

IN1

RU5

R5


FINAL: 03/02/2021 3

Figure 2: Aerial Photograph (Source: SIX Maps)

2.2 Road network

2.2.1 Hamilton Street

Hamilton Street is a local road managed by Council. It is aligned in a northeast to southwest

direction and provides connection between the Riverina Highway in the northeast to Broockmanns

Road in the southwest.

Hamilton Street is a two-way road with approximately a 5.0 m wide traffic lane and 2.0 m wide

unsealed shoulders on both sides of the road. A posted speed limit of 70 km/h applies to Hamilton

Street.

Hamilton Street is listed on the Transport for NSW Restricted Access Vehicle (RAV) maps as

approved for B-doubles (including higher mass HML) as well as the Road Train Map (excluding

Type 2 A-triples).

There is no traffic volume data publicly available for Hamilton Street.

2.2.2 Broockmanns Road

Broockmanns Road is a local road managed by Council. It is aligned in an east to west direction

and provides connection between Hamilton Street in the east and Lower Finley Road in the west.

SUBJECT SITE

Finley


FINAL: 03/02/2021 4

Broockmanns Road is a two-way road with approximately a 5.0 m wide traffic lane and 1.0 m wide

unsealed shoulders on both sides of the road near the subject site. The default rural speed limit of

100 km/h applies to Broockmanns Road.

There is no traffic volume data publicly available for Hamilton Street.

2.2.3 Nearby truck routes

There are multiple roads near the subject site which are approved truck routes, which are shown

in Figure 3 below.

Figure 3: Nearby truck routes (Source: NSW road train map)

2.3 Crash history

The New South Wales Crash and Casualty Statistics database details all injury crashes on roads

throughout New South Wales. Scrutiny of these records indicates that there have been no casualty

crashes near the subject site in the last five year period that data is available for (1/01/2015 –

31/12/2019).

Conclusion 1: The roads near the subject site do not have a traffic safety problem that requires

urgent remedial action.

2.4 Pedestrians and cyclists

There are no footpaths or cycle paths along Hamilton Street near the subject site. Most pedestrian

and cyclist activity are likely to occur within the Finley township instead of along Hamilton Street.

These road users have not been considered further in this report.

LEGEND

B-triple routes Truck route with travel conditions


FINAL: 03/02/2021 5

2.5 Public transport

There are regional bus services which stop in Finley once a day on certain days of the week. The

regional bus services which stop in Finley include the following:

• Route 733 Wagga Wagga to Echuca

• Route 734 Echuca to Wagga Wagga

• Route 741 Albury to Echuca

• Route 742 Echuca to Albury.

These services are too infrequent for use by staff of the proposed factory, and public transport

is not considered further in this report.


FINAL: 03/02/2021 6

3 PROPOSED DEVELOPMENT

3.1 Proposed development summary

The proposed milk processing factory consists of the following:

• factory net floor area (NFA) 1,628 m2

• office space NFA 184.5 m2

• turn around area for trucks

• sheltered drive-through area for truck deliveries

• 20 on-site car parking spaces (including one accessible space)

• Vehicular access to the subject site is proposed at three locations:

o Access A – truck ingress and egress via Hamilton Street

o Access B – truck egress via Hamilton Street

o Access C – light vehicle ingress and egress (staff carpark) via Broockmanns Road

Trucks will be able to enter and depart the subject site via Hamilton Street in a forward direction.

An extract of the proposed development plans is shown in Figure 4 below and the full development

plans are attached in Attachment A.

Figure 4: Proposed development access

Access A

Access B

Access C


FINAL: 03/02/2021 7

4 ASSESSMENT

4.1 Trip generation and distribution

4.1.1 Existing traffic

There is no publicly available traffic volume data along Hamilton Street or Broockmanns Road. The

two-way daily traffic on both Hamilton Street and Broockmanns Road was conservatively assumed

to be 500 vehicles per day (vpd) based on the following:

• there is only farmland on Broockmanns Road

• Hamilton Street is on the fringe of the Finley township. There is minimal development along

the road. Development that can be accessed via Hamilton Street includes a few residential

dwellings and two commercial developments which generate some freight movement.

• the majority of Finley traffic will access the town via the Riverina Highway or the Newell

Highway

Typically, the peak hour carries 10% of daily traffic volumes, and therefore it is estimated that both

Hamilton Street and Broockmanns Road carry 50 vehicles per hour (two-way) in the AM and PM

peak hours. It has been assumed that:

• the traffic is evenly split by direction along each road

• trucks represent 2% of the traffic volumes.

4.1.2 Traffic generation

Typically, the traffic generation for new developments is determined using the traffic generation

rates provided in the RTA Guide to Traffic Generating Developments, October 2002. However, the

RTA Guide does not currently have traffic generation rates for milk processing facilities. Therefore,

the traffic generation for the proposed development was determined empirically based on the

employee vehicles and heavy vehicle deliveries that are likely to occur during the morning and

evening peak hours of the day.

Empirical assessment

Information provided by Dairy Group Australia indicates that the proposed milk processing factory

will not operate at full capacity until the third year after opening. This assessment will consider the

peak traffic generation for when the factory is fully operational in the third year.

The factory will operate 24 hours a day, seven days a week. The factory will be accessed by the

following:

• seven administration staff will work between 8.30 am to 4.30 pm

• production staff will work the following shifts:

o 7 am to 3 pm morning shift – ten staff

o 2 pm to 10 pm evening shift – ten staff

o 10 pm to 7 am night shift – three staff

• visitors may access the facility during normal business hours


FINAL: 03/02/2021 8

• three deliveries of raw milk to the facility per day between 5 am to 7 pm

• up to three deliveries of finished produce per day

• deliveries from the facility will be spread evenly throughout normal business hours.

The morning peak hour of the facility would be between 6.30 am to 7.30 am during the staff

changeover between the night and morning shifts. The afternoon peak hour of the facility would

be between 2 pm to 3 pm during the staff changeover between the morning and evening shifts.

It is unlikely that any heavy vehicles will enter the subject site during morning or afternoon

commuter peak hour. However, for this assessment it has been assumed that one heavy vehicle

will enter and depart the subject site during each of the peak hours. For this assessment, it has

been assumed that one visitor will enter and depart during the evening peak hour.

Table 1 below summarises the anticipated vehicle movements generated by the proposed facility

during the peak periods.

Table 1 – Peak hour traffic generation (light vehicles)

AM Peak PM Peak

IN OUT IN OUT

Production staff 10 3 10 10

Administration staff 0 0 0 0

Visitors 0 0 1 1

Total Light Vehicles 10 3 11 11

Table 2 – Peak hour traffic generation (heavy vehicles)

AM Peak PM Peak

IN OUT IN OUT

Deliveries 1 1 1 1

Total Heavy Vehicles 1 1 1 1

Conclusion 2: The proposed facility is likely to generate 13 light vehicle movements and two heavy

vehicle movements in the AM peak hour.

Conclusion 3: The proposed facility is likely to generate 22 light vehicle movements and two heavy

vehicle movement in the PM peak hour.

4.1.3 Traffic distribution

Based on the road network, the following traffic distribution of additional traffic is assumed:

• 50% of light vehicles will be accessing the site to / from the north

• 50% of light vehicles will be accessing the site to / from the south


FINAL: 03/02/2021 9

• 100% of heavy vehicles will be accessing the site to / from the north

It is noted that trucks can use McNamara Street to the south of the subject site as it is an approved

truck route. However, McNamara Street is a local road with residential dwellings. Ideally heavy

vehicles should access the site using the Riverina Highway instead.

It is recommended that truck drivers accessing the facility are advised to enter Hamilton Street via

the Riverina Highway instead of McNamara Street.

Recommendation 1: that all trucks are to access the site from the Riverina Highway, via Hamilton

Street, to and from the north.

4.1.4 Anticipated traffic volumes

Assuming that construction of the development will be completed in 2022 and the facility will

operate at full capacity in the third year after opening, the existing traffic volumes were projected

from 2020 to 2025 using a 2% annual compounded growth rate. It has been assumed that the

existing commuter peak hour traffic volumes will coincide with the peak period of the facility (which

is unlikely).

Figures 5 and Figure 6 show the anticipated peak hour traffic volumes at the proposed

development when the facility is operating at full capacity.

Figure 5: Anticipated AM peak hour traffic volumes.

TOTAL TRAFFIC VOLUMES

AM Peak (6:30 am - 7:30 am)

1 1

0 31

28

2

1

31

1 0

28

1

0

3

LEGEND

AM Peak

10 0 PM Peak

1 26 26 1 XX Light Vehicles

XX Heavy Vehicles

\

SUBJECT


FINAL: 03/02/2021 10

Figure 6: Anticipated PM peak hour traffic volumes.

The proposed development will add a small amount of traffic during the peak periods and is

unlikely to cause significant congestion.

Conclusion 4: The additional traffic generated by the proposed development to the road network

is negligible.

4.2 Sight distance

The visibility criterion normally applied to intersections is Safe Intersection Sight Distance (SISD).

This is nominated in the Austroads Guide to Road Design, Part 4A (AGRD4) as the minimum

distance which should be provided on the major road at any intersection (refer to Section 3.2.2 in

AGRD4A) and provides sufficient distance for a driver of a vehicle on the major road to observe a

vehicle from the minor access approach moving into a collision situation (e.g. in the worst case,

stalling across the traffic lanes) and to decelerate to a stop before reaching the collision point (refer

Figure 7).

The minimum SISD criterion specified in Table 3.2 of the Austroads Guide requires clear visibility

for a desirable minimum distance of:

• 151 m, relating to the general reaction time RT of 2 seconds and a design speed of 70

km/h. This sight distance is applicable to the Hamilton Street subject site frontage

TOTAL TRAFFIC VOLUMES

PM Peak (2:00 pm -3:00 pm)

1 1

0 32

32

2

1

32

1 0

32

1

0

11

LEGEND

AM Peak

11 0 PM Peak

1 26 26 1 XX Light Vehicles

XX Heavy Vehicles

\

SUBJECT


FINAL: 03/02/2021 11

• 248 m, relating to the general reaction time RT of 2 seconds and a design speed of 100

km/h. This sight distance is applicable to the Broockmanns Road subject site frontage.

It is noted that Broockmanns Road traffic is likely slowing down to speeds below 100 km/h

approaching the upcoming intersection with Hamilton Street.

Figure 7: Safe Intersection Sight Distance (SISD) (Source: Figure 3.2 from Austroads Guide to Road Design Part 4A)

Site observations reveal that this visibility requirement, measured at 5.0m from the edge of traffic

lane, is satisfied at the proposed access points on Hamilton Street and Broockmanns Road. No

further treatment is required in this regard.

Photo 1: sightlines looking north from Access A


FINAL: 03/02/2021 12

Photo 2: sightlines looking south from Access A

Photo 3: sightlines looking north from Access B

Photo 4: sightlines looking south from Access B


FINAL: 03/02/2021 13

Photo 5: sightlines looking east from Access C

Photo 6: sightlines looking west from Access C

Conclusion 5: The sight line requirements outlined in the Austroads Guidelines is satisfied at the

proposed development access locations for Broockmanns Road and Hamilton Street. .

4.3 Turn provisions

Separate turn lanes are typically provided to avoid congestion and/or delays to through traffic and

to improve safety for traffic movements at intersections and significant access points. The type of

turn treatment is determined based on speed environment and the combination of through and

turning traffic volumes.

Separate turn lanes can be provided to avoid turning traffic delaying through traffic and to improve

safety for traffic movements at intersections and significant access points.

The anticipated traffic generated from the proposed development was discussed in Section 4.1.4.

The formulas (shown in Figure 8) were used to determine the major road volume (QM). The results


FINAL: 03/02/2021 14

were then applied to Figure 4.9 from Austroads Guide to Road Design: Part 4 Unsignalised and

Signalised Intersections to determine the turning treatments for the intersections.

Figure 8: Formulas used to determine the major road traffic.

Intersection Turn Type

Major Traffic Volume

QM

Major Road

Left Turn from the west into

Minor Road QL QT2

Right Turn from the east into

Minor Road QR QT1 + QT2 + QL

4.3.1 Turn lane treatments

Traffic volumes are used to assist in determining appropriate turn lane treatments at intersections

/ access to large developments.

4.3.2 Hamilton Street / Access A intersection

Table 3 summarises the design year traffic volumes on Hamilton Street at the proposed truck

ingress location (Access A).

Table 3 - Peak hour turn parameters at Hamilton Street / Access A intersection

Major Minor Road Peak Period Left Turn QL

(vph)

Right Turn

QR (vph) Through QT (vph)

QM QM

Left Turn Right Turn

QM= QT2 QM=QT1+QT2+QL

Hamilton

Street Access A

AM 0 1

QT1 33

30 63

QT2 30

PM 0 1

QT1 33

34 67

QT2 34

The assessment indicates that the proposed northern access on Hamilton Street (Access A) meets

the warrants for a basic right (BAR) turn treatment at the intersection.

QR

QT1

QL

QT2


FINAL: 03/02/2021 15

The assessment has assumed that the truck will arrive during the AM and PM commuter peak

periods, which is considered unlikely. This assessment is overly conservative, and it is not

considered that turn lane treatments are required at this intersection.

Figure 9 – Turning warrants assessment diagram for the Hamilton Street / Access A intersection

Conclusion 6: No turn lane treatments are required at the proposed Hamilton Street / Access A

intersection.

4.3.3 Hamilton Street / Access B intersection

The southern proposed access on Hamilton Street (Access B) is for truck egress. No vehicles will

turn into Access B; and therefore, no turn lane treatments are required.

Conclusion 7: No turn lane treatments are required at the proposed Hamilton Street / Access B

intersection.

4.3.4 Broockmanns Road / Access C intersection

Table 4 summarises the design year traffic volumes on Broockmanns Road at the proposed car

park access (Access C).

The assessment indicates that the proposed access on Broockmanns Road (Access C) meets the

warrants for a basic right (BAR) turn treatment at the intersection. It is noted that access on

Broockmanns Road is located near the T-intersection with Hamilton Street. It is unlikely that

motorists turning into Broockmanns Road or eastbound motorists approaching the intersection are

travelling at 100 km/h.

It is noted that the forecasts for the traffic volumes on the adjacent road network, particularly for

Broockmanns Road is overly conservative. Added to the lower vehicular speeds near the Hamilton

Street intersection, it is not considered that turn lane treatments are required at this intersection.

63, 1

67, 1

30, 034, 0

0

20

40

60

80

100

120

0 200 400 600 800 1000 1200

Tu

rnin

g V

olu

me

s 'Q

R' o

r 'Q

L' (

vp

h)

Through Traffic Volume 'QM' (vph)

Turning Treatment Assessment

70 km/h < Design Speed < 100 km/h (Fig. 2.26b AGTM6)

Right Turn Treatment Left Turn Treatment


FINAL: 03/02/2021 16

Table 4 - Peak hour turn parameters at Hamilton Street / Access A intersection

Major Minor Road Peak Period Left Turn QL

(vph)

Right Turn

QR (vph) Through QT (vph)

QM QM

Left Turn Right Turn

QM= QT2 QM=QT1+QT2+QL

Broockmanns

Road Access C

AM 0 10

QT1 28

28 55

QT2 28

PM 0 11

QT1 28

28 55

QT2 28

Figure 10 – Turning warrants assessment diagram for the Broockmanns Road / Access C intersection

Conclusion 8: No turn lane treatments are required at the proposed Broockmanns Road /

Access C intersection.

4.4 Access operation and security gate

The proposed development is likely to include the installation of site security to restrict access for

both pedestrians and vehicular traffic. This will involve the provision of security gates being

installed at accesses to Hamilton Street and Broockmanns Road.

Should the development include security gates they should be setback from the road to cater for

queuing one B-Double truck waiting to enter the subject site at Access A (north Hamilton Street

access).

55, 10

55, 11

28, 0

0

20

40

60

80

0 200 400 600 800 1000 1200

Tu

rnin

g V

olu

me

s 'Q

R' o

r 'Q

L' (

vp

h)

Through Traffic Volume 'QM' (vph)

Turning Treatment Assessment

Design Speed ≥ 100 km/h (Fig. 2.26a AGTM6)

Right Turn Treatment Left Turn Treatment


FINAL: 03/02/2021 17

A setback would not be required at Access B (heavy vehicle egress) or Access C (light vehicle

ingress and egress).

Recommendation 2: Should security gates be proposed for the accesses to the development the

security gate for Access A should be setback such that one B-Double truck can wait at the gate

within the premises without obstructing Hamilton Street traffic.


FINAL: 03/02/2021 18

5 CAR PARKING

5.1 Statutory car parking requirements

The statutory car parking requirements for new developments are set out in section 3.4 of the

Councils Development Control Plan.

The Council Development Control Plan has the following minimum car parking rates:

• Industry component: 1 space per 100 m2 gross floor area (GFA)

• Office component: 1 space per 50 m2 GFA

Table 5 below summarises the statutory car parking requirement of the proposed development.

Table 5 - Statutory car parking requirement for the proposed development

Land Use Rate Floor Area Statutory Parking

Demand

Industry component 1 per 100 m2 1,628.0 m2 16.3 spaces

Office component 1 per 50 m2 184.5 m2 3.7 spaces

Total 20 spaces

The statutory car parking requirement for the proposed development is 20 spaces. The proposed

development has provision for 20 off-street car parking spaces. There is no shortfall in car parking

spaces.

The Council Development Control Plan requires the development to provide one disabled access

parking space. The proposed car park will include one disabled parking space.

Conclusion 10: The proposed car parking spaces is in accordance with the statutory car parking

requirements.

5.2 Car parking design considerations

5.2.1 Car parking spaces

The proposed 90 degree angled car spaces are 2.6 m wide by 5.5 m long with an 8.5 m wide aisle

which is in accordance with Australian Standards AS2890.1 Parking facilities Part 1: Off-street car

parking.

The proposed disabled access parking space and shared area will have the same dimensions the

other 90 degree angled car spaces which is in accordance with Australian Standards AS2890.6

Part 1: Off-street car parking facilities for people with disabilities.

The proposed staff car parking has been physically separated from the loading area which is in

accordance with section 3.4 of the Council Development Control Plan.


FINAL: 03/02/2021 19

Conclusion 11: The proposed design of the car parking spaces is in accordance with the relevant

standards.

5.2.2 Site access

Staff car park access

The proposed car park layout constitutes a blind aisle, defined as a parking aisle closed at one

end. Australian Standard AS2890.1 states that at blind aisles, the aisle must be extended by 1.0 m

beyond the last parking space (refer Figure 11).

Figure 11 - Blind Aisle Extension (Source: Figure 2.3 from AS/NZS 2890.1)

In addition, for car parks open to the public, the maximum length of a blind aisle is the width of six

90-degree car parking spaces plus a 1.0m extension, unless provision is made for vehicles to turn

around at the end and drive out forwards.

At the north end of the proposed car park there is sufficient space for a vehicle to turn around

and drive out of the premises in a forward direction.

Truck access

The proposed internal road layout will allow heavy vehicles to enter the subject site via the northern

Hamilton Street access (Access A) and depart via the southern Hamilton Street access (Access B)

in a forward direction. Trucks may also use the turnaround area provided at the western end of the

premises to turn out of Access A.

Conclusion 12: the proposed development will permit entry and departure of all vehicles in a

forward direction.


FINAL: 03/02/2021 20

6 CONCLUSIONS The following conclusions are drawn from the assessment of traffic impacts resulting from the

proposed milk processing factory at 87 – 123 Hamilton Street in Finley, as depicted in the

proposed site plan shown in Attachment A:

• the roads near the subject site do not have a traffic safety problem that requires urgent

remedial action

• the proposed facility is likely to generate:

o 13 light vehicle movements and two heavy vehicle movements in the AM peak hour

o 22 light vehicle movements and two heavy vehicle movement in the PM peak hour

• the additional traffic generated by the proposed development to the road network is

negligible

• the sight line requirements outlined in the Austroads Guidelines is satisfied at the proposed

development access locations, so long as any proposed boundary fencing does not impede

the sightlines

• no turn lane treatments are required at the proposed:

o Hamilton Street / Access A intersection

o Hamilton Street / Access B intersection

o Broockmanns Road / Access C intersection

• the proposed car parking spaces are in accordance with the statutory car parking

requirements.

• the proposed design of the car parking spaces is in accordance with the relevant standards

• the proposed development will permit entry and departure of all vehicles in a forward’s

direction.

This Traffic impact statement has identified a number of detailed design matters that require

addressing in the preparation of plans to accompany the Planning Permit Application.

Recommendations throughout the report in this regard are summarised below:

• Recommendation 1: that all trucks are to access the site from the Riverina Highway, via

Hamilton Street, to and from the north.

• Recommendation 2: Should security gates be proposed for the accesses to the

development the security gate for Access A should be setback such that one B-Double truck

can wait at the gate within the premises without obstructing Hamilton Street traffic.

Subject to undertaking the above recommended actions, there are no traffic engineering reasons

that would prevent the development from proceeding.


FINAL: 03/02/2021

ATTACHMENT A – LAYOUT PLAN

1st Floor 132 Upper Heidelberg Rd Ivanhoe Vic 3079


ABN: 59 125 488 977

Ph: (03) 9490 5900

