TRAFFIC IMPACT ASSESSMENT - Home - Blacktown City · 4. access & internal considerations 23 4.1 vehicular access 23 4.2 parking provision 25 4.2 parking provision 25 4.3 internal

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TRAFFIC AND PARKING

IMPACT ASSESSMENT

14 SCHOFIELDS ROAD, SCHOFIELDS

(PROPOSED RESIDENTIAL FLAT

BULDING DEVELOPMENT)

Date:

September 2017

Office:

Suite 15/9 Hoyle Ave., Castle Hill

NSW 2154

All Correspondence: 75 Gindurra Ave., Castle Hill NSW

2154

Ph: (02) 8850 2788

Mob:

0418 262 125 (David Thompson)

0450 747 401 (Yafeng Zhu)

Email:

[email protected]

[email protected]

Website:

www.thompsonstanbury.com.au

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Schofields Road, Schofields 16-179

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TABLE OF CONTENTS

PAGE NO.

1. INTRODUCTION 3

2. SURROUNDING ROAD NETWORK 5

2.1 PRECINCT PLANNING 5

2.2 14 SCHOFIELDS ROAD, SCHOFIELDS (SUBJECT SITE) 7

2.2.1 Site Location 7

2.2.2 Site Description 7

2.2.3 Existing Uses 7

2.2.4 Surrounding Uses 8

2.3 SURROUNDING ROAD NETWORK 8

2.3.1 Road Hierarchy 8

2.3.1.1 Existing Surrounding Road Network 8

2.3.1.2 Planned Road Network 9

2.2.2 Projected Traffic Volumes 13

2.2.3 Traffic Control 15

2.2.4 Projected Intersection Performance 15

2.2.5 Discussion of Traffic Impacts Associated with Proposed Development 16

2.4 PUBLIC TRANSPORT 20

3. PROPOSED DEVELOPMENT 21

3.1 BUILT FORM 21

4. ACCESS & INTERNAL CONSIDERATIONS 23

4.1 VEHICULAR ACCESS 23

4.2 PARKING PROVISION 25

4.2 PARKING PROVISION 25

4.3 INTERNAL CIRCULATION AND MANOEUVRABILITY 26

4.4 SITE SERVICING 28

5. CONCLUSION 30

APPENDICES

1. Swept Path Plans

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1. INTRODUCTION

The Practice of Thompson Stanbury Associates has been commissioned by Toplace

Pty. Ltd. to prepare a Traffic & Transport Impact Assessment accompanying a

Development Application (DA) lodged with Blacktown City Council. The subject DA

proposes the demolition of existing site structures and the construction of a residential

flat building development comprising 17 apartment buildings yielding a total of 1,381

apartments within six parcels of land, located at 14 Schofields Road, Schofields.

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

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

the Alex Avenue Precinct prepared by the Department of Planning & Environment. It

is acknowledged that Blacktown City Council has previously approved the road layout

associated with the subdivision of land at the subject address (Ref No.: DA-13-1712),

which slightly deviates from the ILP. The road layout proposed to service the subject

development makes a few further modifications to the approved subdivision road

network as follows:

1) Deletion of the north-south road along the eastern boundary of the existing sub-

station site, within the proposed Lot 2; and

2) Road 1 and Road 3 of the proposed road layouts (as shown in the Site

Masterplan) have shifted west marginally compare to the approved road layout

under the sub-division DA.

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

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

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

assess the internal and immediately adjoining development traffic and parking

considerations. Specifically, this report:

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

development;

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Assesses the suitability of the proposed direct vehicular access arrangements

based on standards specified by the Australian Standards;

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

provision having regard to the rates specified by Blacktown City Council

Growth Centre Precincts DCP; and

Assesses the proposed parking, internal circulation and servicing layout with

respect to internal circulation and vehicle manoeuvrability.

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

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

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

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

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

with Disabilities (AS2890.6-2009);

A letter from the Roads and Maritime Services’ dated 27 March 2017 (Ref:

SYD16/00248/02(A16680086));

Blacktown City Council’s Growth Centre Precincts Development Control Plan

2010 and Schedule One (Alex Avenue Precinct);

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

Revision Traffic and Transport Model Year 2036 (NWGC TTM 2036); and

Blacktown City Council’s Section 94 Contributions Plan No. 20 – Riverstone

and Alex Avenue Precincts.

Architectural plans have been prepared by Krikis Tayler Architects, which should be

read in conjunction with this report.

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2. SURROUNDING ROAD NETWORK

2.1 Precinct Planning

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

guided by the Sydney Metropolitan Strategy document The Metropolitan Plan for

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

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

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

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

The Alex Avenue Precinct under the Growth Centres SEPP was one of the first

precincts to be released in the north west of Sydney. The Growth Centres, orchestrated

by the NSW Department of Planning and Environment (DPE), had a mandate of

expediting the delivery of residential housing to market to assist with chronic housing

shortages, and to plan for employment growth to serve that incoming residential

population.

The precinct planning process examined the future use of the land through specialist

studies such as biodiversity, transport and access, flooding and drainage, heritage, noise

and odour, land capability, visual landscape, bushfire and employment / retail

opportunities. These technical studies assisted in the determination of the location of

various land uses such as residential, employment, educational, recreational parks and

others.

The above technical studies resulted in the formulation of the Alex Avenue Precinct

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

Precinct. Figure 1 overleaf illustrates the Alex Avenue Precinct ILP and the parcel of

land subject to this assessment.

The above planning process resulted in the preparation of Schedule 1 (Alex Avenue

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

2010 by the Department of Planning & Environment. This Development Control Plan

communicates the planning, design and environmental objectives and controls against

which Blacktown City Council will use to assess Development Applications.

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FIGURE 1

SUBJECT SITE LOCATION WITHIN THE CONTEXT OF THE ALEX

AVENUE PRECINCT INDICATIVE LAYOUT PLAN

Source: Schedule One (Alex Avenue Precinct) - Blacktown City Council Growth Centre Development

Control Plan 2010

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

site as detailed within Blacktown City Council’s Section 94 Contributions Plan No. 20

– Riverstone and Alex Avenue Precincts are as follows:

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

accommodating two lanes of traffic in each direction to accommodate increases

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

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

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

East West Road, roundabout at Southern East West Road;

SUBJECT SITE

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Realignment of Pelican Road to provide north/south connectivity between

Schofields Road and Burdekin Road;

Signalisation of the following intersections on Schofields Road:

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

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

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

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

connection between Schofields Road in the east with South Street and

Richmond Road in the west.

2.2 14 Schofields Road, Schofields (Subject Site)

2.2.1 Site Location

The subject site is situated on the southern side of Schofields Road, between Railway

Terrace and Junction Road, Schofields. It is proposed to be serviced by seven new local

roads running north/south and east/west across the site, effectively subdividing the land

into six separate allotments. This location has previously been illustrated within the

Alex Avenue Precinct ILP, shown in Figure 1.

2.2.2 Site Description

The subject site has a legal property description of Lot 121 within Deposited Plan

1203646 and a street address of 14 Schofields Road, Box Hill. The subject allotment

form an irregular development site that currently provides a single frontage to

Schofields Road of approximately 570m at its northern boundary. The total area of the

site is in the order of approximately 120,265m2.

2.2.3 Existing Uses

The subject site currently accommodates a series of outbuildings scattered throughout

the site, serviced by a single access driveway off Schofields Road. A land sub-division

DA for the site, DA No. 13-1712, was approved on 15 April 2014. Works covered by

this approved

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DA includes the demolition of existing structure and earthworks, including the

formation of 8 new roads, to sub-divide the site into 8 “Super Lots”.

2.2.4 Surrounding Uses

The site is located within a peri-rural area within the North-West Growth Centre

Precinct. In this regard, surrounding sites currently accommodate primarily similar

rural residential land-uses to that contained within the subject site. However, this land

is subject to redevelopment in the immediate term in accordance with current planning

policy governing Alex Avenue precinct.

The projected traffic generation associated with the proposed site improvements and its

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

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

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

West Growth Centre Indicative Layout Plan Revision Traffic and Transport Model Year

2036.

2.3 Surrounding Road Network

2.3.1 Road Hierarchy

2.3.1.1 Existing Surrounding Road Network

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

immediate vicinity of the subject site:

Pelican Road

Pelican Road currently performs a local road function under the care and control of

Blacktown City Council. In this regard, it provides a north-west/south-east connection

between Railway Terrace in the immediate vicinity of Schofields train station in the

north-west and Burdekin Road in the south-east. It forms T-junctions with both Railway

Terrace under a single lane roundabout and Burdekin Road under major/minor priority

control, with Burdekin Road forming the priority route.

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

traffic in each direction between unsealed shoulders. A speed limit of 50km/h applies

to Pelican Road in accordance with State Government policy for local residential roads.

Schofields Road

Schofields Road currently provides a State Road function under the care and control of

Roads & Maritime Services. In this regard, it provides an east-west arterial connection

between Windsor Road, Rouse Hill in the east and Railway Terrace, Schofields in the

west, effectively linking the two adjoining residential suburbs within Sydney’s north-

western region. Prior to the start of widening works, it had been provided with a 9m

wide pavement, providing one through lane of traffic in each direction between

unsealed road shoulders however with roadworks in progress detours etc are in force

to accommodate the road widening works. Traffic flow within Schofields Road is

governed by a sign posted speed limit of 60km/h generally with specific road work

speed zones to accommodate road detours etc.

2.3.1.2 Planned Road Network

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

generally adopted within the Alex Avenue Precinct, established within Schedule One

(Alex Avenue Precinct) - Blacktown City Council’s Growth Centre Development

Control Plan 2010 (DCP 2010). Figure 2 overleaf illustrates the road network defined

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

road network in the immediate vicinity of the subject site:

Pelican Road

Pelican Road is planned to be upgraded to perform a local collector function within the

surrounding road hierarchy. In this regard, it is to be realigned to form a north/south

road between Schofields Road in the north and Burdekin Road in the south.

Further, it is planned to be upgraded to provide a 20m road reservation comprising an

11m carriageway and 2 x 4.5m wide verges. At its southern extremity, construction is

currently being undertaken to install signals at Pelican Road’s intersection with

Schofields Road at its northern extremity.

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FIGURE 2

ALEX AVENUE PRECINCT- PLANNED ROAD HIERARCHY

Source: Schedule One (Alex Avenue Precinct) - Blacktown City Council Growth Centre Development

Control Plan 2010

Schofields Road

The State Road functionality/hierarchy of Schofields Road within the surrounding road

network is to remain unchanged under DCP 2010. In this regard, Schofields Road is

SUBJECT

SITE

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currently provides a dual carriageway, providing two through lanes of traffic in each

direction, separated by a 15m wide central median.

Further to the above, recent inspections have indicated that construction of the bridge

overpass connecting Schofields Road with South Street and Richmond Road is close to

completion. In this regard, traffic demands within Schofields Road can be expected to

increase, once the bridge is opened, as it is anticipated to service traffic from the

adjoining Marsden Park Precinct.

In addition to the above, the proposed residential development is to be serviced by a

series of local access roads illustrated in Figure 3 that provide efficient connectivity

between the residential development and the wider road network planned to service the

Alex Avenue precinct. These roads are to be designed in accordance with the minimum

dimensions specified for a “Medium-High Density Local Road” and a “Typical Access

Street” contained within DCP 2010, as shown in Figure 4 overleaf.It is understood that

the 16.0m width of these local road carriageways specified within DCP 2010 have been

agreed to by Council in a recent meeting with the architect and other project

stakeholders for local roads 5 and 6 adjoining Lot 1 only.

FIGURE 3

PLANNED LOCAL ROAD NETWORK

Source: Extract of Drawing No. DA001 – Site Analysis (prepared by Krikis Tayler Architects)

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FIGURE 4

PROPOSED STREET DESIGN

Source: Blacktown City Council Growth Centre Development - Control Plan 2010 (Sections 1 – 6)

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2.2.2 Projected Traffic Volumes

Intersection of Schofields Road and Junction Road/Pelican Road

Figure 5 presents an estimate of the projected 2036 peak hour traffic volumes at the

intersection of Schofields Road and Junction Road/Pelican Road, immediately

adjoining the subject site to the north-east, incorporating full redevelopment of Alex

Avenue and adjacent precincts, as detailed within the North West Growth Centre

Indicative Layout Plan Revision Traffic and Transport Model Year 2036 (NWGC TTM

2036).

FIGURE 5

POST-DEVELOPMENT (2036) WEEKDAY PEAK HOUR TRAFFIC

VOLUMES

INTERSECTION OF SCHOFIELDS ROAD AND JUNCTION

ROAD/PELICAN ROAD USING NWGC TTM 2036 VOLUMES

Legend: AM Peak / PM Peak

Figure 5 indicates following projected 2036 peak hour traffic demands generally

commensurate with the functional order of the surrounding roads:

Schofields Road is anticipated to accommodate bidirectional peak hour traffic

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

per hour;

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

vehicles per hour during peak periods; and

152/439 330/268 12/5

242/191 243/117 37/15

N

Pelican Road

Junction Road

102/210

1255/1816

233/386

150/149

1070/1288

210/273

Schofields Road

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

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

Traffic Generation Associated with Proposed Development

The consolidated development yield of the 17 apartment buildings is 1,381 dwellings

comprising 264 one-bedroom dwellings, 967 two-bedroom dwellings and 150 three-

bedroom dwellings. In order to estimate the potential traffic generation associated with

the proposed development, reference is made to the updated traffic surveys presented

within The Roads and Maritime Services TDT 2013/04 (Guide to Traffic Generating

Developments, which specifies the following peak hour traffic generation rate for high

density residential developments:

0.19 trips per dwelling during the AM Peak

Application of the above rate to the total residential development yield of 1,381

dwellings, the proposed development is estimated to produce a peak hour traffic

generation of 263 vehicle trips. It is noted that based on the future land use within Alex

Avenue & adjoining precincts and the land locked nature of the local road network

servicing the proposed development, it is envisaged that a significant portion of vehicle

trips generated by the proposed development is likely to travel to/from Schofields Road

via Pelican Road.

It is rarely possible to precisely forecast the route that motorists will elect to utilise.

Perceived traffic safety, traffic efficiency and individual preferences are all variables

that will influence the traffic route selected by motorists. Nevertheless, for the purpose

of this traffic report and to have some basis for the assessment of traffic impacts, the

following routes are adopted based on the trip distribution presented within the North

West Growth Centre Indicative Layout Plan Revision Traffic and Transport Model Year

2036 study:

70% (or 184 trips) of traffic will arrive/depart the site via Schofields Road in

the north; and

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30% (or 79 trips) of traffic will arrive/depart the site via Burdekin Road in the

south.

Based on the above assumptions, the proposed development is estimated to account for

approximately 4.6% of the projected 2036 traffic volumes at the intersection of

Schofields Road and Pelican Road/Junction Road during the morning peak hour period.

For the evening peak hour period, the post-development traffic is estimated to account

for approximately 3.6% of the total projected 2036 traffic at the intersection of

Schofields Road and Pelican Road/Junction Road.

2.2.3 Traffic Control

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

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

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

Arrangement).

2.2.4 Projected Intersection Performance

In order to objectively assess the operation of the intersection performance of

Schofields Road and Junction Road/Pelican Road based on post-development 2036

traffic volumes, a SIDRA analysis has been undertaken. SIDRA is a computerised

traffic arrangement program which, when volume and geometrical configurations of an

intersection are imputed, provides an objective assessment of the operation efficiency

under varying types of control (i.e. signs, signal and roundabouts). Key indicators of

SIDRA include level of service where results are placed on a continuum from A to F,

with A providing the greatest intersection efficiency and therefore being the most

desirable by the Roads and Maritime Services.

SIDRA uses detailed analytical traffic models coupled with an iterative approximation

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

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

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

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

saturation is a useful and professionally accepted measure of intersection performance.

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

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

Level of Service).

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

volumes presented within Figure 5. Table 2 provides a summary of the SIDRA output

data whilst more detailed summaries are available upon request.

2.2.5 Discussion of Traffic Impacts Associated with Proposed Development

Table 2 indicates that the intersection of Schofields Road and Junction Road/Pelican

Road incorporating peak hour traffic demands at full redevelopment of the precinct

TABLE 1

LEVELS OF SERVICE CRITERIA FOR INTERSECTION

TRAFFIC SIGNALS Level of

Service

Average Delay per

Vehicle (secs/veh)

Expected Delay

A Less than 14 Good operation

B 15 to 28 Good with acceptable delays & spare capacity

C 29 to 42 Satisfactory

D 43 to 56 Near capacity

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

F > 70 Extreme delay

TABLE 2 – SIDRA OUTPUT

PROJECTED 2036 WEEKDAY PEAK HOUR PERFORMANCE


ROAD/PELICAN ROAD BASED ON NWGC TTM 2036 PEAK HOUR

TRAFFIC DEMANDS AM PM

Pelican Road South

Delay

Degree of Saturation

Level of Service

53.7

0.74

D

71.9

0.89

F

Schofields Road East

Delay


Level of Service

23.3

0.80

B

272.3

1.31

F

Junction Road North

Delay


Level of Service

63.2

0.99

E

318.2

1.30

F

Schofields Road West

Delay


Level of Service

20.3

0.80

B

384.1

1.37

F

Total Intersection

Delay


Level of Service

31.1

0.99

C

202.3

1.37

F

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

service ‘F’ during the PM peak. However, it must be stressed that the future peak hour

traffic demands specified within NWGC TTM 2036 is not reflective of the most

recent RMS traffic surveys relating to the traffic generating rates of high density

residential development, which characterises the predominant land use in the

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

Road.

The NWGC TTM 2036 document estimates the future peak hour traffic generating

capability of the precinct associated with residential land use to be 0.57 vehicle trips

per hour. The Roads & Maritime Services’ (RMS) TDT 2013/04 however specifies

morning and evening peak hourly traffic generation rates of 0.19 and 0.15 trips

respectively for high density residential flat buildings. These rates are approximately

a third of that utilised by the NWGC TTM 2036 to forecast 2036 traffic conditions.

This would indicate that the traffic generation outcome of a fully redeveloped precinct

associated with residential land use is likely to be substantially less than that adopted

within the NWGC TTM 2036 traffic modelling assessment. The future peak hour

traffic volumes at the intersection of Schofields Road and Junction Road/Pelican

Road based on recent RMS traffic generation rates is detailed in Figure 6.

FIGURE 6

POST-DEVELOPMENT (2036) WEEKDAY PEAK HOUR TRAFFIC

VOLUMES


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

GENERATION RATES

Legend: AM Peak / PM Peak

51/147 110/90 4/2

81/64 81/39 13/5

N

Pelican Road

Junction Road

34/70

419/606

78/70

50/50

357/430

70/91

Schofields Road

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

generation rates have been modelled using SIDRA. Table 3 provides a summary of the

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

Table 3 indicates that intersection of Schofields Road and Junction Road/Pelican Road

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

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

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

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

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

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

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

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

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

values presented in Table 3 than Table 2.

At a local level, it has been previously presented that the proposed development is

forecasted to generate up 263 vehicle trips on the local road network based on the traffic

TABLE 3 – SIDRA OUTPUT

PROJECTED 2036 WEEKDAY PEAK HOUR PERFORMANCE


ROAD/PELICAN ROAD BASED ON PEAK HOUR TRAFFIC VOLUMES

ESTIMATED USING RMS TDT 2013/04A AM PM

Pelican Road South

Delay


Level of Service

44.8

0.21

D

55.3

0.26

D

Schofields Road East

Delay


Level of Service

13.9

0.21

A

18.4

0.37

B

Junction Road North

Delay


Level of Service

45.2

0.18

D

49.7

0.37

D

Schofields Road West

Delay


Level of Service

13.9

0.17

A

17.9

0.24

B

Total Intersection

Delay


Level of Service

21.8

0.21

B

24.9

0.37

B

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generation rates specified within RMS guidelines. The RMS guideline further specifies

for a local road accommodating peak hour traffic demands in the order of between 200

– 380 vehicles per hour, the level of service is expected to be ‘A/B’. In this regard, we

anticipate free flow traffic conditions within the local road network, with drivers able to

make turning movements to/from local road intersections with minimal delay and

impedance on the through traffic.

The Roads and Maritime Services’ (RMS) in their letter dated 27 March 2017 make

reference to the reliance of the Traffic Impact report dated December 2016 on the traffic

modelling undertaken for the North West Growth Centre. The RMS have indicated that

the subject development is increasing residential density in the locality and as such the

cumulative traffic impacts of the development should be considered on the surrounding

road network.

The response to this RMS statement is that as previously stated within this report, the

NWGC TTM 2036 adopted the much higher traffic generating rates associated with

residential developments within the precinct and thus the residential density does not

come into question, particularly as the residential zoning of the subject site has always

been classified as high density (R3) residential use.

The RMS also makes reference to the approved Traffic Signal Design for the

intersection of Schofields Road and Junction Road/Pelican Road and that any approval

to the modification to this intersection should be made at the request of the RMS under

Section 87 of the Roads Act 1993. In response, we note that the RMS was the approval

authority for the Traffic Signal Design and as such was required to be cognisant of all

the requirements for effective traffic signal control within the road network forming the

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

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

capable of accommodating all projected future traffic needs, particularly considering

these traffic demands have been previously assessed to be overwhelmingly high.

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

intersection control at the intersection of Schofields Road and Junction Road/Pelican

Road immediately adjacent to the subject site. This phasing arrangement enables

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turning movements to and from Pelican Road to occur in a safe and efficient manner

as it does from each of the other approaches.

2.4 Public Transport

The site will be serviced by existing bus services operating along Schofields Road which

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

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

that operate along Schofields Road. Further, additional commuter parking facilities are

scheduled to be provided adjoining the railway station to provide reasonable

accessibility for residents of the subject development and these public transport

facilities. In addition, pedestrian facilities within the proposed traffic signals servicing

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

Road and Pelican Road.

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3. PROPOSED DEVELOPMENT

3.1 Built Form

The subject DA the construction of a medium density residential development

comprising 17 apartment buildings within six lots providing the following dwelling mix

illustrated in Table 4.

The orientation of the above development within the context of its adjoining local road

network has been previously shown in Figure 3. The proposed residential development

within each lot is to be serviced by three levels of on-site passenger vehicle parking

(two levels of basement and one lower ground level parking), providing the following

parking provision presented in Table 5. Vehicular access to each lot is proposed to be

facilitated off the local and collector roads, also indicated in Table 5 and previously

shown diagrammatically in Figure 3.

TABLE 4

DEVELOPMENT DATA OF PROPOSED MEDIUM DENSITY

RESIDENTIAL DEVELOPMENT

Lot Building Dwelling Composition

1x Bedroom 2x Bedrooms 3 x Bedrooms Total

1 A 10 27 5 42

2 B1, B2, C1 and C2 44 137 34 215

3 D1, D2, E1, E2, F,

G1 and H 48 239 27 314

4 J1, J2, K, L1 and M 48 180 24 252

5 N1 and N2 30 90 2 122

6 P1, P2, Q1, Q2, R1,

R2, R3, S1 and S2 84 294 58 436

Total Units 264 967 150 1,381

TABLE 5 - PROPOSED PARKING PROVISION

Lot Building

Passenger Vehicle Parking Spaces Bicycle

Parking

Spaces

Frontage

Road (for

vehicle

access) Resident Visitor Total

1 A 45 9 54 14 Road 5

2 B1, B2, C1 and C2 232 43 275 72

Pelican

Road

3 D1, D2, E1, E2, F,

G1 and H 328 63 391 105 Road 4

4 J1, J2, K, L1 and M 264 51 315 84 Road 4

5 N1 and N2 123 25 148 41 Road 3

6 P1, P2, Q1, Q2, R1,

R2, R3, S1 and S2 465 88 553 146 Road 4

Total 1457 279 1736 462

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

provided within the internal parking areas servicing each lot to ensure that all site

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

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

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

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4. ACCESS & INTERNAL CONSIDERATIONS

4.1 Vehicular Access

Passenger Vehicles

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

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

Standard provides appropriate driveway width specifications based on the primary land

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

the access road. With regard to AS2890.1-2004 specifications, the Table 6 below

provides a summary of the minimum requirements with respect to the proposed access

arrangements.

Table 6 indicates that the proposed access arrangements designated for the

development proposed within each of the six lots readily complies with the minimum

TABLE 6 – AS 2890.1-2004 ACCESS DRIVEWAY DESIGN REQUIREMENTS

Lot Building

No. of

Parking

Spaces

Provided

Frontage

Road

Hierarchy

User

Class

(AS2890.

1-2004)

Proposed Access

Arrangement

AS2890.1-2004

requirement

(minimum)

1 A 54 Local 1, 1A

6.0m (combined

ingress/egress

driveway)

3.0m (Category 1)

2

B1, B2,

C1 and

C2

275 Local 1, 1A

7.0m (combined

ingress/egress

driveway)

6.0m (Category 2)

3

D1, D2,

E1, E2,

F, G1 and

H

391 Local 1, 1A

11.0m (separated

6.0m wide ingress

driveway and 4.0m

wide egress driveway

by 1.0m wide median

at the centre)

6.0m entry lane,

4.0 wide exit lane,

separated by 1.0m

wide median

(Category 3)

4 J1, J2, K,

L1 and M 315 Local 1, 1A

11.0m (separated

6.0m wide ingress

driveway and 4.0m


by 1.0m wide median

at the centre)

6.0m entry lane,

4.0 wide exit lane,

separated by 1.0m

wide median

(Category 3)

5 N1 and

N2 148 Local 1, 1A

6.0m (combined

ingress/egress

driveway)

6.0m (Category 2)

6

P1, P2,

Q1, Q2,

R1, R2,

R3, S1

and S2

533 Local 1, 1A

11.0m (separated

6.0m wide ingress

driveway and 4.0m


by 1.0m wide median

at the centre)

6.0m entry lane,

4.0 wide exit lane,

separated by 1.0m

wide median

(Category 3)

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widths specified within AS2890.1-2004 with respect to accommodating passenger

vehicles.

However, there is one issue relating to the proposed access driveway servicing Lot 2,

in that it does not strictly comply with Clause 3.2.3 and Figure 3.1 of AS2890.1-2004,

which states that access driveways shall not be located directly opposite intersections.

The location of the proposed access driveway servicing Lot 2 is slightly within 6m

projected distance from the junction of Pelican Road and Road 5.

However the proposed location of the proposed driveway to Lot 2 is considered to be

acceptable for the following reasons:

The future traffic volumes expected to utilise the local road (Road 5) opposite

the proposed driveway to Lot 2 is such that the probability of conflict between

turning movements to/from Road 5 and the traffic generated by the proposed

development would be an acceptable minimum;

The relevant section of AS2890.1-2004 outlining reasons for the restrictions

on driveway locations does not include access driveways to domestic

premises. It is assumed that this exception is due to the size of the vehicle that

would primarily utilise the driveway;

There are numerous examples where driveways are located opposite public

road junctions within the Sydney metropolitan area and where such driveways

are servicing a substantial number of residential units without any apparent

impact for vehicles entering or exiting to/from the public road via these

driveways;

The alignment of the intersecting roads at the adjacent intersection is such that

the projection line from which the 6m measured as specified within the

Standard is somewhat arbitrary. In this regard, the proposed driveway location

in consideration of the projection line could be considered to be offset by an

appropriate distance from an intersection as specified within AS2890.1-2004.

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Heavy Vehicles

It is further acknowledged that the proposed access driveways servicing each of the six

lots are also expected to accommodate heavy vehicles up to the size of 11m long refuse

collection trucks, with a 25m turning radius.

In order to demonstrate that the abovementioned proposed access arrangements are

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

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

vehicle (same 11.0m length and turning radius) provided within Autoturn (a copy of

which is provided in Appendix 1).

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

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

for each allotment forming the subject site in a safe and efficient manner, without any

unreasonable encroachment on the adjoining public and private infrastructure. In this

regard, the proposed access driveway arrangements are therefore considered to be

satisfactory.

4.2 Parking Provision

4.2 Parking Provision

The subject development is proposed to provide a consolidated parking provision of

1,736 comprising 1,457 resident spaces, 279 residential visitor spaces and 462 bicycle

parking racks to service a combined development yield of 264 x 1 bedroom dwellings,

967 x 2 bedroom dwellings and 150 x 3 bedroom dwellings.

Blacktown City Council has adopted the following locally sensitive parking

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

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

(Section One – Six) 2010:

Residential Flat Buildings in R3, R4 Zones

1 space per dwelling, plus

0.5 spaces per 3 or more bedroom dwelling.

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1 visitor car parking space per 5 dwellings

Bicycle parking spaces: 1 space per 3 dwellings

Table 7 identifies the off-street parking requirements based on Council’s rate.

TABLE 7

OFF-STREET PARKING REQUIREMENTS

BLACKTOWN GROWTH CENTRES (SCHEDULE ONE TO SIX) DCP 2010

Item Rate Spaces Required No. Provided

1 or 2 bedroom

dwellings

1 space per

dwelling 1,231

1,457

3 bedroom

dwellings

1.5 space per

dwelling 225

Visitor Parking 1 space per 5

dwellings 277 279

Bicycle parking 1 space per 3

dwellings 461 462

Total 1733 car spaces and

461 bicycle spaces

1,736 car spaces

and 462 bicycle

spaces

Table 7 indicates that the proposed development exceeds the numerical minimum off-

street parking requirements established within Blacktown City Council’s Growth

Centre Precincts Development Control Plan (Schedule One – Six) 2010.

4.3 Internal Circulation and Manoeuvrability

Each residential lot is proposed to be serviced by a lower ground and two basement

parking levels containing a series of 90 degree angled parking rows accessed via

internal circulating aisles.

In order to assess the suitability of the proposed internal circulation design servicing

the development, an audit of the architectural plans has been undertaken with respect

to the design criterion of AS2890.1-2004. A schedule of compliance with the relevant

sections AS2890.1-2004 is contained within Table 8 provided overleaf.

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TABLE 8

ASSESSMENT OF COMPLIANCE OF ON-SITE PARKING AREA WITH

AUSTRALIAN STANDARD (AS 2890.1-2004) Section Requirement Provided Compliance

2.3.3 < 100m parking module length <100m Yes

2.4.1 Residential 90 degree space

dimensions = 2.4m x 5.4m

Minimum space dimensions =

2.4m x 5.4m

Yes

2.4.2 (a) Parking aisle adjacent to 90 degree

residential spaces = 5.8m

Minimum parking aisle = 5.8m Yes

2.4.2 (c) Blind aisles to be extended a

minimum of 1m beyond last space

1m Yes

2.4.6 Maximum gradients, 1:20 parallel to

angle of parking and 1:16 @ 90

degrees to angle of parking

All parking areas are generally

provided on level ground

Yes

2.5.2 (a)

(ii)

Two-way straight roadway / ramp, at

least 5.5m wide

Minimum 5.5m Yes

2.5.3 (a) Maximum grade of roadway / ramp =

1 in 4

Maximum grade = 1 in 6.5 Yes

2.5.3 (d) Maximum change in grade = 1 in 8 Maximum = 1 in 8 Yes

3.4.2 Sight distance triangle 2.5m x 2m at

corner of driveway adjacent to

egressing vehicle must be clear of

obstructions

Sight distance triangle provided

at egress driveway clear of

obstructions

Yes

3.3 (a) Maximum grade within 6m of the

property boundary = 1 in 20

Maximum grade = 1 in 20 Yes

5.2 Columns to be located clear of space

envelope

Columns located clear of space

envelope

Yes

5.3 Minimum headroom = 2.2m Minimum headroom = 2.2m Yes

It is therefore considered that the proposed car park layouts servicing the development

suitably conform to the intentions of the requirements of AS2890.1-2004.

In order to demonstrate the internal passenger vehicle manoeuvrability within the

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

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

using Autoturn software and derived from B85 and B99 vehicle specifications provided

within AS2890.1-2004.

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

to assess vehicle manoeuvring:

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

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

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

within smaller spaces than swept turning paths would suggest.’

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

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

internal parking and manoeuvring areas, vehicles can generally manoeuvre more

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

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

passenger vehicle parking spaces within the parking areas. The proposed site layout as

it relates to passenger vehicle manoeuvrability is considered satisfactory.

Further to the above, the following design criterion is provided with respect to disabled

parking spaces in accordance with AS2890.6-2009:

Disabled space width = 2.4m (plus adjoining 2.4m wide shared area, some of

which are contained within the adjoining manoevuring aisle);

Disabled parking space length = 5.4m; and

Clearance above disabled spaces = 2.5m.

The off-street parking areas are also proposed to provide bicycle parking racks that are

designed in accordance with AS2890.3-2015 as follows:

Bicycle parking rack spacing = 1.0m;

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

Rack separation = 1.5m.

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

vehicle circulation arrangements servicing the development are satisfactory.

4.4 Site Servicing

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

garbage and recycling bins contained within designated storage rooms on-site close to

the proposed access driveways and the adjoining internal manoeuvring areas. It is

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acknowledged that the largest vehicle proposed to service the site is Council’s refuse

collection vehicle.

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

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

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

plans based on similar size vehicle (11.0m length and 25m turning radius) have been

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

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

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

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

or impedance on internal passenger vehicle parking or circulation areas. In this regard,

the proposed servicing arrangements are therefore considered to be satisfactory.

In addition to the above, it is acknowledged that the transitional grades of the access

ramps servicing loading docks within the off-street car parking areas for each

residential lot slightly deviate from the guidelines provided within AS2890.2-2002.

However, a ground clearance assessment has been performed by overlying a 12.5m

long Heavy Rigid Vehicle (HRV) on the architectural plans. Our assessment of this

analysis has indicated that such vehicles (which also encompass 11m long refuse

collection vehicles) will be suitably capable of negotiating the proposed site access

roads in a safe and efficient manner, without bottoming out.

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5. CONCLUSION

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

considerations of a medium density residential development on land located at 14

Schofields Road, Schofields. Based on this assessment, the following conclusions are

now made:

The external traffic considerations of the subject development and the entire Alex Avenue

precinct was previously undertaken in association with the planning for the entire Alex

Avenue Precinct resulting in the preparation of the Schedule 1 (Alex Avenue Precinct) of

the Blacktown City Council Growth Centre Development Control Plan 2010 and

Riverstone & Alex Avenue Precincts Section 94 Contributions Plan;

A recent review of the projected peak hour traffic demands at the intersection of Schofields

Road and Junction Road/Pelican Road in the immediate vicinity of the subject site

specified within NWGC TTM 2036 utilise traffic generation rates for residential

developments of 0.57 vehicle trips per dwelling which is approximately three times greater

than more recent traffic surveys for residential developments adopted by RMS within TDT

2013/04. In this regard, the modelling undertaken at these intersections is based on the

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

impacts on the adjacent intersections are likely to be lower based on the RMS surveys;

The proposed access arrangements comply with the Australian Standard requirements with

respect to the land-use proposed, the capacity of the parking and servicing areas serviced

and the functional order of the frontage roads;

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

requirements;

The proposed internal circulation and servicing arrangements suitably conforms to the

intentions of the relevant requirements of AS2890.1-2004, AS2890.2-2002, AS2890.3-

2015 and AS2890.6-2009; and

The proposed internal circulation and manoeuvring arrangements are capable of providing

for safe and efficient vehicular movements during peak times.

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

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

application.

APPENDIX 1

Documents

TRAFFIC IMPACT ASSESSMENT - Home - Blacktown City · 4. access & internal considerations 23 4.1 vehicular access 23 4.2 parking provision 25 4.2 parking provision 25 4.3 internal