Suite 6, 20 Young Street, Neutral Bay NSW 2089 - PO Box 1868, Neutral Bay NSW 2089 Ph: 9904 3224
Proposed Residential Apartments Development
Lots 5, 9, 11 & 16
1086 Richmond Road,
Marsden Park
TRAFFIC AND PARKING ASSESSMENT REPORT
20 July 2017
Ref 17329
VARGA TRAFFIC PLANNING PTY LTD
TABLE OF CONTENTS
1. INTRODUCTION .............................................................................................. 1
2. PROPOSED DEVELOPMENT ........................................................................ 5
3. TRAFFIC ASSESSMENT ................................................................................. 27
4. PARKING ASSESSMENT ................................................................................ 32
LIST OF ILLUSTRATIONS
Figure 1 Location
Figure 2 Site
Figure 3 Road Hierarchy
Figure 4 Existing Traffic Controls
Document Verification
Location: 1086 Richmond Road, Marsden Park Job Number 17329
Revision Details Prepared Approved
Final Final for DA Submission
By Date By Date
TN 20/07/17 CP 20/07/17
VARGA TRAFFIC PLANNING PTY LTD
1
1. INTRODUCTION
This report has been prepared to accompany a development application to Blacktown City
Council for a residential development proposal located at 1086 Richmond Road, Marsden
Park (Figures 1 and 2).
The proposed development involves the demolition of the existing dwelling house and
associated outbuildings on the site to facilitate the construction of a new residential apartment
development (plus a small number of townhouses) comprising four lots, Lots 5, 9, 11 & 16.
Off-street car parking is to be provided for each lot in new respective basement car parking
areas in accordance with Council’s requirements.
The subject site is located within the “Marsden Park” precinct as outlined in the Blacktown
City Council (BCC) Growth Centre Precincts Development Control Plan 2010 document
which envisages creating a series of new walkable residential neighbourhoods supported by
local retail, employment, community, open space and recreational opportunities, in an
environmentally sustainable manner.
New local roads are to be constructed to serve these future dwellings which will ultimately
connect to the existing road network, in accordance with the BCC Growth Centre Precincts
DCP 2010, including Richmond Road.
The purpose of this report is to assess the traffic and parking implications of the development
proposal and to that end this report:
• describes the site and provides details of the development proposal
• reviews the road network in the vicinity of the site
• estimates the traffic generation potential of the development proposal
• assesses the traffic implications of the development proposal in terms of road network
capacity
VARGA TRAFFIC PLANNING PTY LTD
2
• reviews the geometric design features of the proposed car parking facilities for
compliance with the relevant codes and standards
• assesses the adequacy and suitability of the quantum of off-street car parking and
loading provided on the site.
VARGA TRAFFIC PLANNING PTY LTD
3
VARGA TRAFFIC PLANNING PTY LTD
4
VARGA TRAFFIC PLANNING PTY LTD
5
2. PROPOSED DEVELOPMENT
Site
The proposed development is located on the western side of Richmond Road, directly
opposite the Garfield Road West intersection. The subject site has a street frontage of
approximately 350m in length to Richmond Road and occupies a total area of approximately
10.8ha.
The subject site is currently occupied by a single dwelling house with ancillary outbuildings.
Vehicular access to the site is provided via a single driveway located directly off Richmond
Road.
The new local roads within the subject site and surrounding areas are yet to be fully
completed, as shown in the recent aerial image below.
Source: Nearmap
VARGA TRAFFIC PLANNING PTY LTD
6
Marsden Park Precinct
The site is located within the “Marsden Park” precinct as detailed in the BCC Growth Centre
Precincts DCP 2010 document which envisages the redevelopment of the area to provide for
a range of housing types to meet the needs of a diverse community, supported by local
services, infrastructure, facilities and employment, in an environmentally sustainable manner.
The “Marsden Park” precinct redevelopment makes provision for the construction of a new
local road network which connects to the existing arterial road network at several locations.
In addition, direct road connections to Riverstone and Schofields Railways Stations are
proposed to ensure regional public transport accessibility. Consideration is also being given
to extending the North West Rail Link into the precinct in the future. The provision of public
transport connections within the precinct will also promote a community that is less
dependent on private vehicle use.
Extracts from the BCC Growth Centre Precincts DCP 2010 document illustrating the
“Marsden Park” precinct Indicative Layout Plan, Residential Structure and Precinct Road
Hierarchy are reproduced in the following pages.
Proposed Development
The proposed development involves the demolition of the existing dwelling house and
associated outbuildings on the site to facilitate the construction of a new residential apartment
development (with small number of townhouses), comprising four lots, Lots 5, 9, 11 and 16.
A total of 266 dwellings are proposed in the new development as follows:
Lot 5 Lot 9 Lot 11 Lot 16 TOTAL
Studio apartments 2 1 3 4 10
1 bedroom apartments 3 7 5 0 15
2 bedroom apartments 64 69 44 32 209
3 bedroom apartments 7 12 3 4 26
3 bedroom townhouses 0 6 0 0 6
TOTAL DWELLINGS 76 95 55 40 266
VARGA TRAFFIC PLANNING PTY LTD
7
Off-street parking is proposed for 440cars, comprising 383 residential spaces, 53 visitor
spaces and 4 dedicated car wash bays, in accordance with Council’s requirements as follows:
Lot 5 Lot 9 Lot 11 Lot 16 TOTAL
Residential spaces 111 133 80 59 383
Visitor spaces 15 19 11 8 53
Car wash bay 1 1 1 1 4
TOTAL SPACES 127 153 92 68 440
Each townhouse in Lot 9 will have its own single car garage within the Lot 9 basement car
parking area.
Vehicular access to each of the basement car parking areas is to be provided via respective
new two-way driveways located off the future internal roads.
In this regard, the proposed residential development includes the construction of a number of
new internal local roads with typical road reservation widths of between 17.4m and 20m, and
road carriageway widths of between 9m and 12m, which is consistent with the BCC Growth
Centre Precincts DCP 2014 requirements.
Loading/servicing for the proposed development is expected to be undertaken by a variety of
commercial vehicles up to and including 11m long rigid trucks, with loading bays to be
located on the ground floor level of each lot. Vehicular access to the respective loading bays
is to be provided via the abovementioned proposed site access driveways.
Plans of the proposed development have been prepared by The Bathla Group and are
reproduced in the following pages.
VARGA TRAFFIC PLANNING PTY LTD
8
VARGA TRAFFIC PLANNING PTY LTD
9
VARGA TRAFFIC PLANNING PTY LTD
10
VARGA TRAFFIC PLANNING PTY LTD
11
VARGA TRAFFIC PLANNING PTY LTD
12
VARGA TRAFFIC PLANNING PTY LTD
13
VARGA TRAFFIC PLANNING PTY LTD
14
VARGA TRAFFIC PLANNING PTY LTD
15
VARGA TRAFFIC PLANNING PTY LTD
16
VARGA TRAFFIC PLANNING PTY LTD
17
VARGA TRAFFIC PLANNING PTY LTD
18
VARGA TRAFFIC PLANNING PTY LTD
19
VARGA TRAFFIC PLANNING PTY LTD
20
VARGA TRAFFIC PLANNING PTY LTD
21
VARGA TRAFFIC PLANNING PTY LTD
22
VARGA TRAFFIC PLANNING PTY LTD
23
VARGA TRAFFIC PLANNING PTY LTD
24
VARGA TRAFFIC PLANNING PTY LTD
25
VARGA TRAFFIC PLANNING PTY LTD
26
VARGA TRAFFIC PLANNING PTY LTD
27
3. TRAFFIC ASSESSMENT
Road Hierarchy
The road hierarchy allocated to the road network in the vicinity of the site by the Roads and
Maritime Services is illustrated on Figure 3.
Richmond Road is classified by the RMS as a State Road and provides the key north-south
road link in the area, linking Blacktown to Bligh Park. It has recently been upgraded to dual
carriageway standard, with opposing traffic flows separated by a central landscaped median
island. Turning bays are provided at key locations.
Garfield Road West is also classified by the RMS as a State Road and provides the key east-
west road link in the area, linking Marsden Park to Riverstone. It typically carries one traffic
lane in each direction in the vicinity of the site however is scheduled to also be upgraded to
dual carriageway standard in the vicinity of the site, with construction works expected to be
completed in 2017.
Existing Traffic Controls
The existing traffic controls which apply to the road network in the vicinity of the site are
illustrated on Figure 4. Key features of those traffic controls are:
▪ an 80 km/h SPEED LIMIT which applies to Richmond Road
▪ a 60 km/h SPEED LIMIT which applies to Garfield Road West
▪ a 50 km/h SPEED LIMIT which applies to all other local roads in the area
▪ TRAFFIC SIGNALS in Richmond Road where it intersects with Elara Boulevard and
also Garfield Road West
▪ a CENTRAL MEDIAN ISLAND in Richmond Road which precludes right-turn
movements into and out of the site.
VARGA TRAFFIC PLANNING PTY LTD
28
VARGA TRAFFIC PLANNING PTY LTD
29
VARGA TRAFFIC PLANNING PTY LTD
30
Projected Traffic Generation
An indication of the traffic generation potential of the development proposal is provided by
reference to the Roads and Maritime Services publication Guide to Traffic Generating
Developments, Section 3 - Landuse Traffic Generation (October 2002). The RMS Guidelines
are based on extensive surveys of a wide range of land uses and nominates the following
traffic generation rates which are applicable to the townhouse component of the development
proposal:
Medium Density Residential Flat Buildings
3 bedroom apartments: 0.5-0.65 peak hour vehicle trips/dwelling
The RMS Guidelines and the updated TDT 2013/04a are also based on extensive surveys of a
wide range of land uses and nominate the following traffic generation rates which are
applicable to the apartment component of the development proposal:
High Density Residential Flat Dwellings
AM: 0.19 peak hour vehicle trips per unit
PM: 0.15 peak hour vehicle trips per unit
The RMS Guidelines also make the following observation in respect of high density
residential flat buildings:
Definition
A high density residential flat building refers to a building containing 20 or more dwellings. This does
not include aged or disabled persons housing. High density residential flat buildings are usually more
than 5 levels, have basement level car parking and are located in close proximity to public transport
services. The building may contain a component of commercial use.
Factors
The above rates include visitors, staff, service/delivery and on-street movements such as taxis and pick-
up/set-down activities.
Application of the above traffic generation rates to the various residential components of the
development proposal yields a traffic generation potential of approximately 53 vehicle trips
VARGA TRAFFIC PLANNING PTY LTD
31
per hour (vph) during the AM commuter peak period and 43 vph during the PM commuter
peak period, as set out below:
Projected Future Traffic Generation Potential
AM PM
Lot 5 (76 apartments): 14.4 vph 11.4 vph
Lot 9 (89 apartments): 16.9 vph 13.4 vph
Lot 9 (6 townhouses): 3.9 vph 3.9 vph
Lot 11 (55 apartments): 10.5 vph 8.3 vph
Lot 16 (40 apartments): 7.6 vph 6.0 vph
TOTAL TRAFFIC GENERATION POTENTIAL: 53.3 vph 43.0 vph
This is likely to comprise approximately 11 vph IN/42 vph OUT during the morning peak
period and 34 vph IN/9 vph OUT during the afternoon peak period.
Reference to the RMS Guidelines also indicates that approximately 25% of trips will be
internal to the precinct, involving local shopping, schools and local social visits. Thus the
volume of traffic accessing the external arterial road network is likely to be in the order of 8
vph IN/32 vph OUT during the morning peak period and 26 vph IN/7vph OUT during the
afternoon peak period.
In any event, that projected increase in traffic activity as a consequence of the development
proposal is minimal, consistent with the zoning objectives of the site, and will clearly not
have any unacceptable traffic implications in terms of road network capacity or traffic-related
environmental effects.
VARGA TRAFFIC PLANNING PTY LTD
32
4. PARKING IMPLICATIONS
Existing Kerbside Parking Restrictions
Given the function and transit nature of Richmond Road, kerbside parking is expected to be
generally prohibited along both sides of the road, including along the site frontage. Kerbside
parking throughout the future internal local road network however is expected to be generally
unrestricted.
Off-Street Car Parking Provisions
The off-street parking requirements applicable to the development proposal are specified in
BCC Growth Centre Precincts Development Control Plan 2010, Section 4.3.4 document in
the following terms:
Multi dwelling housing and Residential Flat Buildings
Residents: 1 space per dwelling, plus 0.5 per 3 bedroom or more unit dwelling
Visitors: 1 space per 5 dwellings
Application of the above parking requirements to the 266 residential dwellings outlined in the
development proposal yields an off-street car parking requirement of 335 parking spaces as
set out below:
Lot 5 Residents (76 dwellings): 79.5 spaces
Lot 5 Visitors: 15.2 spaces
Lot 9 Residents (94 dwellings): 104.0 spaces
Lot 9 Visitors: 19.0 spaces
Lot 11 Residents (55 dwellings): 56.5 spaces
Lot 11 Visitors: 11.0 spaces
Lot 16 Residents (40 dwellings): 42.0 spaces
Lot 16 Visitors: 8.0 spaces
TOTAL: 335.2 spaces
VARGA TRAFFIC PLANNING PTY LTD
33
The proposed development makes provision for a total of 440 off-street car parking spaces,
comprising 383 residential spaces, 53 visitor spaces and 4 designated car wash bays, thereby
satisfying Council’s DCP 2010 requirements as follows:
Lot 5 Lot 9 Lot 11 Lot 16 TOTAL
Residential spaces 111 133 80 59 383
Visitor spaces 15 19 11 8 53
Car wash bay 1 1 1 1 4
TOTAL SPACES 127 153 92 68 440
The geometric design layout of the proposed car parking facilities has been designed to
comply with the relevant requirements specified in the Standards Australia publication
Parking Facilities Part 1 - Off-Street Car Parking AS2890.1:2004 in respect of ramp
gradients, aisle widths and parking bay dimensions.
Loading/Servicing Provisions
Loading/servicing for the proposed development is expected to be undertaken by a variety of
commercial vehicles up to and including 11m long rigid trucks, with loading bays to be
located on the ground floor level of each lot. The manoeuvring area has been designed to
accommodate the swept turning path requirements of these 11m rigid trucks, allowing them
to enter and exit the site in a forward direction at all times.
The geometric design layout of the proposed loading facilities has been designed to comply
with the relevant requirements specified in the Standards Australia publication Parking
Facilities Part 2 – Off-Street Commercial Facilities AS2890.2:2002 in respect of ramp
gradients, overhead clearances and service area requirements for 11m long rigid trucks.
In summary, the proposed parking and loading facilities satisfy the relevant requirements
specified in both Council’s DCP 2010 as well as the Australian Standards and it is therefore
concluded that the proposed development will not have any unacceptable parking or loading
implications.