MCLAREN TRAFFIC ENGINEERING - orange.nsw.gov.au

MCLAREN TRAFFIC ENGINEERING

Address: Shop 7, 720 Old Princes Highway Sutherland NSW 2232 Postal: P.O Box 66 Sutherland NSW 1499

Telephone: + 9521 7199 Web: www.mclarentraffic.com.au

Email: [email protected]

Division of RAMTRANS Australia ABN: 45067491678 RPEQ: 19457

Transport Planning, Traffic Impact Assessments, Road Safety Audits, Expert Witness

Child Care Centre Page 1 of 26 4 Kearneys Drive, Orange 210692.02FA - 11 November 2021

11 November 2021 Reference: 210692.02FA

Hones Lawyers

Attention: Peter Clarke

LETTER OF ADVICE FOR THE PROPOSED CHILD CARE CENTRE

AT 4 KEARNEYS DRIVE, ORANGE

Dear Peter,

Reference is made to your request to provide Letter of Advice for the proposed 72 place Child Care

Centre at 4 Kearneys Drive, Orange as shown in Annexure A. This letter of advice provides a traffic

assessment of the basement proposal for a 72 place child care centre, including a critical review of

the intersection of Kearneys Drive / Margaret Street.

Traffic Assessment

Intersection turning movement counts have been provided by Stantec Australia Pty Ltd during the

commuter peak hours for the intersections of Matthews Avenue / Kearneys Drive and Margaret

Street / Kearneys Drive. These traffic volumes have been provided from the developed Stantec

Traffic Model of Orange and provide volumes within 2018 for the commuter AM and PM weekday

periods. The detailed raw results are reproduced in Annexure B for reference.

Reference is made to the RTA Guide to Traffic Generating Developments 2002 as adopted by

Transport for NSW (TfNSW), which outlines the following traffic generation rate relating to child care

centre developments:

Long-Day Care

AM Peak - 0.8 peak vehicle trips / child

PM Peak - 0.7 peak vehicle trips / child

Based upon the above, the proposed 72 place child care centre is expected to generate peak hour

vehicle trips as outlined in Table 1 below.

http://www.mclarentraffic.com.au/


TABLE 1: ESTIMATED TRAFFIC GENERATION

Land Use Time

Period Scale Rate

Peak Hour Vehicle

Trips

Child Care

Centre

AM Peak 72

children

0.8 vehicle trips per

child

58

(29 in, 29 out)

PM Peak 0.7 vehicle trips per

child

50

(25 in, 25 out)

As shown above, the proposed development is expected to generate 58 two-way vehicle trips and

50 two-way vehicle trips during the AM (29 in, 29 out) and PM (25 in, 25 out) peak hour periods

respectively.

Intersection traffic modelling has been undertaken for the existing 2018 traffic conditions and future

2018 traffic conditions with the development traffic. The results of the SIDRA assessment are

reproduced in Annexure C for reference, with a summary provided in Table 2 below.

The trip distribution to and from the site has been adopted as 50% to the south and 50% to the north.

The distribution of traffic at the intersection of Matthews Avenue / Kearneys Drive and Margaret

Street / Kearneys Drive is based upon the existing traffic volumes and it as per the following:

1. AM Peak:

o Intersection of Margaret Street / Kearneys Drive:

▪ 25% inbound from Margaret Street east;

▪ 75% inbound from Margaret Street west;

▪ 40% outbound towards Margaret Street west;

▪ 60% outbound towards Margaret Street east.

o Intersection of Matthews Avenue / Kearneys Drive

▪ 60% inbound from Matthews Avenue west;

▪ 40% inbound from Matthews Avenue east;

▪ 40% outbound towards Matthews Avenue west;

▪ 60% outbound towards Matthews Avenue east.

2. PM Peak:

o Intersection of Margaret Street / Kearneys Drive:

▪ 75% inbound from Margaret Street east;

▪ 25% inbound from Margaret Street west;


▪ 60% outbound towards Margaret Street west;

▪ 40% outbound towards Margaret Street east.

o Intersection of Matthews Avenue / Kearneys Drive

▪ 60% inbound from Matthews Avenue ease;

▪ 40% inbound from Matthews Avenue west;

▪ 60% outbound towards Matthews Avenue west;

▪ 40% outbound towards Matthews Avenue east.

The PM peak hour trip distribution at the intersection of Matthews Avenue / Kearneys Drive and

Margaret Street / Kearneys Drive will be the same as the AM peak hour period, but in the opposite

direction.


TABLE 2: INTERSECTION PERFORMANCE (SIDRA INTERSECTION 9.0)

Intersection Peak Hour

Degree of Saturation(1)

Average Delay(2)

Level of Service(3)(4)

Control Type Worst Movement

(sec/veh)

EXISTING PERFORMANCE

Matthews Avenue / Kearneys Drive

AM 0.18

2.9 NA

Give Way

RT from Kearneys Drive south

(Worst: 8.7) (Worst: A)

PM 0.22

3.2 NA RT from Kearneys

Drive north (Worst: 9.8) (Worst: A)

Margaret Street / Kearneys Drive

AM 0.08

3.8 NA

Give Way

RT from Kearneys Drive north


PM 0.07



FUTURE PERFORMANCE (POST- DEVELOPMENT)

Matthews Avenue / Kearneys Drive

AM 0.18

3.1 NA

Give Way

RT from Kearneys Drive south


PM 0.22


Drive north (Worst: 10) (Worst: A)

Margaret Street / Kearneys Drive

AM 0.09

4.0 NA

Give Way

RT from Kearneys Drive north


PM 0..08



NOTES: (1) The Degree of Saturation is the ratio of demand to capacity for the most disadvantaged movement. (2) The average delay is the delay experienced on average by all vehicles. The value in brackets represents the delay to the most disadvantaged movement. (3) The Level of Service is a qualitative measure of performance describing operational conditions. There are six levels of service, designated from A to F, with A representing the best operational condition and level of service F the worst. The LoS of the intersection is shown in bold, and the LoS of the most disadvantaged movement is shown in brackets. (4) No overall Level of Service is provided for Give Way and Stop controlled intersections as the low delays associated with the dominant movements skew the average delay of the intersection. The Level of Service of the worst approach is an indicator of the operation of the intersection, with a worse Level of Service corresponding to long delays and reduced safety outcomes for that approach.

As shown, the assessed intersections all retain the same overall level of service under future

conditions with minimal additional delays and spare capacity maintained, indicating that there will be

minimal impact on the existing road network as a result of the proposed development. The proposed

development is therefore supportable on traffic flow efficiency grounds.

The shown in Table 1, the 72 place child care centre is forecast to generate 58 two-way vehicle trips

in the AM peak hour period and 50 two-way vehicle trips in the PM peak hour period. A comparison

of existing and future traffic flows along Kearneys Drive is provided in Table 3 below.


TABLE 3: FORECAST TRAFFIC VOLUMES ALONG KEARNEYS DRIVE - 2018

Location

2018 two-way Traffic

Volumes

Future 2018 two-way Traffic

Volumes

AM PM AM PM

Kearneys Drive north of Dale

Street 141 148 170 (141 + 29) 177 (148 + 29)

Kearneys Drive south of Dale

Street 134 142 159 (134 + 25) 167 (142 + 25)

As shown above, the future two-way traffic flows along Kearneys Drive remain below the desirable

environmental goal of 200 two-way vehicles per hour and below the maximum environmental goal

of 300 two-way vehicles per hour as outlined in the RTA (now TfNSW) Guide to Traffic Generating

Developments. Hence, it can be concluded that residential amenity will not be adversely impacted.

Review of Intersection layout – Margaret Street / Kearneys Drive

A detailed review of the safety and operation of the existing operation of Margaret Street / Kearneys

Drive has been undertaken. The existing configuration of the intersection has Margaret Street as the

major road running east / west with a lateral shift of the road occurring at the intersection of Kearneys

Drive. The minor road is Kearneys Drive which operates as a Give-Way Intersection and provides

BB-lines in the middle of the road on the approach to Margaret Street.

A detailed aerial view of the intersection is shown Figure 1 below.

FIGURE 1: INTERSECTION OF MARGARET STREET / KEARNEYS DRIVE

In addition to the above, bus route 533 runs through the intersection, with the route requiring buses

to turn right from Margaret Street into Kearneys Drive.


A detailed review of the sight lines for the intersections has been undertaken against the normal

design domain (NDD) and extended design domain (EDD) as outlined within AUSTROADS Guide

to Road Design Part 3: Geometric Design for stopping sight distance and AUSTROADS Guide to

Road Design Part 4A: Unsignalised and Signalised Intersections for safe intersection sight distance

and minimum gap sight distance.

For ease of reference the NDD refers to the design which is typically used for greenfield and

brownfield sites. However, in some cases it is not practical or possible to achieve all the relevant

NDD values in constrained locations, in which case EDD can be adopted. The research on the use

of the EDD criteria indicates that they are acceptable alternatives and have been found to provide

suitable solutions in constrained situations, typically brownfield sites such as the subject intersection

of Kearneys Drive / Margaret Street.

Detailed site photos of the intersection of Margaret Street / Kearneys Drive are shown in Annexure

E for reference, with a summary of the results shown in Table 4 below. The problematic sight line

relates to the sight distance to the west of Kearneys Drive and as such will be the only one which is

assessed.

TABLE 4: SITE LINE ASSESSMENT OF THE INTERSECTION OF MARGARET STREET / KEARNEYS DRIVE

Sight Distance (West)

Distance (m)

Required for a

50km/h Speed

Limit (NDD)

Distance (m)

Required for a

50km/h Speed

Limit (EDD)

Distance (m)

Achieved(1)

Safe Intersection Sight

Distance (SISD) 90m(2) 63m(4) 43m

Stopping Sight Distance

(SSD)(2) 48m(2) 42m(3) 43m

Note: 1 – Relates to 3m setback from the give-way line.

2 – NDD: SSD & SISD Parameters, reaction time = 1.5 seconds, coefficient of deceleration = 0.36

3 – EDD: SSD Parameters, reaction time = 1.5 seconds, coefficient of deceleration = 0.46

4 – EDD: SISD Parameters, Observation time 1.5 seconds, reaction time 1.5 seconds, coefficient of deceleration = 0.46

As shown above, the existing intersection of Margaret Street / Kearneys Drive does not comply with

the NDD criteria, with the SISD falling short by 47m and the SDD falling short by 6m. Similarly, under

the EDD criteria the SISD falls short by 20m, whilst the SSD complies.

Considering the above, there are existing shortfalls of the existing geometry and operation of the

intersection which introduces road safety issues into the road network, particularly for right turn

movements out of Kearneys Drive. There are limited inbuilt safety features of the intersection that

are available to drivers to avoid an accident such that modifications should be undertaken to the

intersection to provide a safer road environment. Such treatments should consist of designs that

reduce the operating speed through the intersection, particularly along Margaret Street.


There are three (3) available options for the intersection that would achieve a safer outcome which

should be further discussed with Council as per the following:

1. Provide a raised threshold treatment for the entire intersection to slow vehicle speeds on

approach (Section 7.2.5 of AUSTROAD Guide to Traffic Management Part 8: Local Area

Traffic Management).

2. The installation of a mini-roundabout / small diameter roundabout (Section 7.2.5 of

AUSTROAD Guide to Traffic Management Part 8: Local Area Traffic Management) in

accordance with Figure 3.5 of AS1742.13-2009: Part 13: Local Area Traffic Management.

The roundabout will be required to be fully mountable (inner circle and nil median islands on

approaches) to retain bus movements from Margaret Street into Kearneys Drive.

3. Change the priority of the intersection, such that Kearneys Drive becomes the major road,

with both east and west approaches along Margaret Street operating under a STOP

controlled intersection.

Photo examples of each option above are shown in Annexure F for reference.

It should be noted that under the above options, there will be loss of on-street parking. But improving

the safety of the intersection would outweigh the loss of on-street car parking. Any implementation

of the measures discussed above would be acceptable from a road safety perspective for both pre

and post development.

In terms of the direct impact of the proposed development to the operation of the intersection of

Kearneys Drive / Margaret Street, the critical movements are the left and right turn movements out

of Kearneys Drive, which contribute to the risk associated with the existing deficient design of the

intersection. The proposed development contributes 15 vehicle movements in the AM peak hour

period and 13 vehicle trips during the PM peak hour period, which is an increase of 14% during the

AM peak hour period and 92% during the PM peak hour period.

For ease of reference to assist Council, existing crash data has been reproduced from Transport for

NSW website and is shown in Figure 2 below.

FIGURE 2: CRASH DATA – MARGARET STREET / KEARNEYS DRIVE


As shown above, there was only one accident reported in 2019, with the accident having a RUM

Code of 81, being off carriageway left on right bend into object / parked vehicle.

In relation to the intersection of Matthews Avenue / Kearneys Drive, that Matthews Avenue is an

approved B-double route, this does not present an issue in relation to the use of Matthews Avenue

by the proposed development. Most roads, partially collector roads, sub-arterial and arterial roads

have heavy vehicles on them. Further, the use of Matthews Road by the proposed development is

no different to the following developments located nearby:

• Bletchington Public School;

• Nuture One Hill Street Childrens Centre;

• Courallie Park Child Development Centre.

Please contact the undersigned on 9521 7199 should you require further information or assistance.

Yours faithfully

McLaren Traffic Engineering

Matthew McCarthy Senior Traffic Engineer Bachelor of Civil Engineering Masters of Engineering Science Accredited Level 1 Road Safety Auditor RMS Accredited Traffic Management Plan Designer


ANNEXURE A: PROPOSED PLANS (Sheet 1 of 2)


ANNEXURE A: PROPOSED PLANS (Sheet 2 of 2)


ANNEXURE B: STANTECH TRAFFIC MODEL 2018 RESULTS (Sheet 1 of 1)


ANNEXURE C: SIDRA RESULTS (Sheet 1 of 8)

MOVEMENT SUMMARY

Site: 101 [Matthews Avenue / Kearneys Drive Existing AM (Site Folder: General)]

Matthews Avenue / Kearneys Drive Existing AM Peak Site Category: (None) Give-Way (Two-Way)

Vehicle Movement Performance

Mov ID

Turn

INPUT VOLUMES

DEMAND FLOWS

Deg. Satn

Aver. Delay

Level of Service

95% BACK OF

QUEUE Prop. Que

Effective Stop Rate

Aver. No. Cycles

Aver. Speed

[ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h % v/c sec veh m km/h

South: Kearneys Drive (south)

1 L2 1 0.0 1 0.0 0.041 5.8 LOS A 0.1 1.0 0.39 0.60 0.39 53.3

2 T1 33 0.0 35 0.0 0.041 5.8 LOS A 0.1 1.0 0.39 0.60 0.39 53.5

3 R2 1 0.0 1 0.0 0.041 8.7 LOS A 0.1 1.0 0.39 0.60 0.39 52.8

Approach 35 0.0 37 0.0 0.041 5.9 LOS A 0.1 1.0 0.39 0.60 0.39 53.4

East: Matthews Avenue (east)

4 L2 1 0.0 1 0.0 0.089 6.3 LOS A 0.3 2.2 0.23 0.19 0.23 55.9

5 T1 100 0.0 105 0.0 0.089 0.4 LOS A 0.3 2.2 0.23 0.19 0.23 57.5

6 R2 46 0.0 48 0.0 0.089 6.2 LOS A 0.3 2.2 0.23 0.19 0.23 55.4

Approach 147 0.0 155 0.0 0.089 2.3 NA 0.3 2.2 0.23 0.19 0.23 56.8

North: Kearneys Drive (north)

7 L2 53 0.0 56 0.0 0.178 6.4 LOS A 0.7 4.9 0.40 0.64 0.40 53.0

8 T1 104 0.0 109 0.0 0.178 6.1 LOS A 0.7 4.9 0.40 0.64 0.40 53.2

9 R2 11 0.0 12 0.0 0.178 8.2 LOS A 0.7 4.9 0.40 0.64 0.40 52.5

Approach 168 0.0 177 0.0 0.178 6.3 LOS A 0.7 4.9 0.40 0.64 0.40 53.1

West: Matthews Avenue (west)

10 L2 8 0.0 8 0.0 0.123 5.6 LOS A 0.0 0.1 0.00 0.02 0.00 58.1

11 T1 218 0.0 229 0.0 0.123 0.0 LOS A 0.0 0.1 0.00 0.02 0.00 59.8

12 R2 1 0.0 1 0.0 0.123 5.8 LOS A 0.0 0.1 0.00 0.02 0.00 57.5

Approach 227 0.0 239 0.0 0.123 0.2 NA 0.0 0.1 0.00 0.02 0.00 59.7

All Vehicles 577 0.0 607 0.0 0.178 2.9 NA 0.7 4.9 0.20 0.28 0.20 56.5



MOVEMENT SUMMARY

Site: 101 [Matthews Avenue / Kearneys Drive Existing PM (Site Folder: General)]

Matthews Avenue / Kearneys Drive Existing PM Peak Site Category: (None) Give-Way (Two-Way)


Mov ID

Turn

INPUT VOLUMES

DEMAND FLOWS

Deg. Satn

Aver. Delay

Level of Service

95% BACK OF

QUEUE Prop. Que

Effective Stop Rate

Aver. No. Cycles

Aver. Speed



1 L2 1 0.0 1 0.0 0.172 6.5 LOS A 0.6 4.5 0.51 0.73 0.51 52.5

2 T1 125 0.0 132 0.0 0.172 7.0 LOS A 0.6 4.5 0.51 0.73 0.51 52.6

3 R2 1 0.0 1 0.0 0.172 9.3 LOS A 0.6 4.5 0.51 0.73 0.51 52.0

Approach 127 0.0 134 0.0 0.172 7.0 LOS A 0.6 4.5 0.51 0.73 0.51 52.6


4 L2 3 0.0 3 0.0 0.218 6.0 LOS A 0.8 5.9 0.17 0.19 0.17 56.1

5 T1 255 0.0 268 0.0 0.218 0.2 LOS A 0.8 5.9 0.17 0.19 0.17 57.6

6 R2 118 0.0 124 0.0 0.218 5.9 LOS A 0.8 5.9 0.17 0.19 0.17 55.6

Approach 376 0.0 396 0.0 0.218 2.1 NA 0.8 5.9 0.17 0.19 0.17 57.0


7 L2 26 0.0 27 0.0 0.068 5.9 LOS A 0.2 1.7 0.26 0.60 0.26 52.5

8 T1 18 0.0 19 0.0 0.068 6.7 LOS A 0.2 1.7 0.26 0.60 0.26 52.6

9 R2 13 0.0 14 0.0 0.068 9.8 LOS A 0.2 1.7 0.26 0.60 0.26 52.0

Approach 57 0.0 60 0.0 0.068 7.0 LOS A 0.2 1.7 0.26 0.60 0.26 52.4


10 L2 16 0.0 17 0.0 0.065 5.6 LOS A 0.0 0.1 0.01 0.08 0.01 57.6

11 T1 102 0.0 107 0.0 0.065 0.0 LOS A 0.0 0.1 0.01 0.08 0.01 59.2

12 R2 1 0.0 1 0.0 0.065 6.4 LOS A 0.0 0.1 0.01 0.08 0.01 57.0

Approach 119 0.0 125 0.0 0.065 0.8 NA 0.0 0.1 0.01 0.08 0.01 58.9

All Vehicles

679 0.0 715 0.0 0.218 3.2 NA 0.8 5.9 0.22 0.31 0.22 56.0



MOVEMENT SUMMARY

Site: 101 [Matthews Avenue / Kearneys Drive Future AM (Site Folder: Existing + Development Volumes )]

Matthews Avenue / Kearneys Drive Future AM Peak Site Category: (None) Give-Way (Two-Way)


Mov ID

Turn

INPUT VOLUMES

DEMAND FLOWS

Deg. Satn

Aver. Delay

Level of Service

95% BACK OF

QUEUE Prop. Que

Effective Stop Rate

Aver. No. Cycles

Aver. Speed



1 L2 7 0.0 7 0.0 0.061 5.8 LOS A 0.2 1.5 0.35 0.62 0.35 52.8

2 T1 33 0.0 35 0.0 0.061 5.9 LOS A 0.2 1.5 0.35 0.62 0.35 53.0

3 R2 10 0.0 11 0.0 0.061 8.9 LOS A 0.2 1.5 0.35 0.62 0.35 52.3

Approach 50 0.0 53 0.0 0.061 6.5 LOS A 0.2 1.5 0.35 0.62 0.35 52.8


4 L2 7 0.0 7 0.0 0.092 6.3 LOS A 0.3 2.4 0.23 0.20 0.23 55.8

5 T1 100 0.0 105 0.0 0.092 0.4 LOS A 0.3 2.4 0.23 0.20 0.23 57.3

6 R2 46 0.0 48 0.0 0.092 6.3 LOS A 0.3 2.4 0.23 0.20 0.23 55.2

Approach 153 0.0 161 0.0 0.092 2.4 NA 0.3 2.4 0.23 0.20 0.23 56.6


7 L2 53 0.0 56 0.0 0.181 6.4 LOS A 0.7 5.0 0.41 0.65 0.41 53.0

8 T1 104 0.0 109 0.0 0.181 6.2 LOS A 0.7 5.0 0.41 0.65 0.41 53.1

9 R2 11 0.0 12 0.0 0.181 8.3 LOS A 0.7 5.0 0.41 0.65 0.41 52.4

Approach 168 0.0 177 0.0 0.181 6.4 LOS A 0.7 5.0 0.41 0.65 0.41 53.0


10 L2 8 0.0 8 0.0 0.129 5.8 LOS A 0.1 0.6 0.03 0.05 0.03 57.9

11 T1 218 0.0 229 0.0 0.129 0.0 LOS A 0.1 0.6 0.03 0.05 0.03 59.5

12 R2 10 0.0 11 0.0 0.129 5.8 LOS A 0.1 0.6 0.03 0.05 0.03 57.2

Approach 236 0.0 248 0.0 0.129 0.5 NA 0.1 0.6 0.03 0.05 0.03 59.3

All Vehicles 607 0.0 639 0.0 0.181 3.1 NA 0.7 5.0 0.21 0.30 0.21 56.2



MOVEMENT SUMMARY

Site: 101 [Matthews Avenue / Kearneys Drive Future PM (Site Folder: Existing + Development Volumes )]

Matthews Avenue / Kearneys Drive Future PM Peak Site Category: (None) Give-Way (Two-Way)


Mov ID

Turn

INPUT VOLUMES

DEMAND FLOWS

Deg. Satn

Aver. Delay

Level of Service

95% BACK OF

QUEUE Prop. Que

Effective Stop Rate

Aver. No. Cycles

Aver. Speed



1 L2 10 0.0 11 0.0 0.192 6.5 LOS A 0.7 5.0 0.51 0.74 0.51 52.3

2 T1 125 0.0 132 0.0 0.192 7.1 LOS A 0.7 5.0 0.51 0.74 0.51 52.5

3 R2 7 0.0 7 0.0 0.192 9.4 LOS A 0.7 5.0 0.51 0.74 0.51 51.8

Approach 142 0.0 149 0.0 0.192 7.2 LOS A 0.7 5.0 0.51 0.74 0.51 52.4


4 L2 12 0.0 13 0.0 0.223 6.0 LOS A 0.9 6.1 0.18 0.20 0.18 56.1

5 T1 255 0.0 268 0.0 0.223 0.2 LOS A 0.9 6.1 0.18 0.20 0.18 57.6

6 R2 118 0.0 124 0.0 0.223 5.9 LOS A 0.9 6.1 0.18 0.20 0.18 55.5

Approach 385 0.0 405 0.0 0.223 2.1 NA 0.9 6.1 0.18 0.20 0.18 56.9


7 L2 26 0.0 27 0.0 0.069 5.9 LOS A 0.2 1.7 0.27 0.60 0.27 52.4

8 T1 18 0.0 19 0.0 0.069 6.8 LOS A 0.2 1.7 0.27 0.60 0.27 52.6

9 R2 13 0.0 14 0.0 0.069 10.0 LOS A 0.2 1.7 0.27 0.60 0.27 51.9

Approach 57 0.0 60 0.0 0.069 7.1 LOS A 0.2 1.7 0.27 0.60 0.27 52.4


10 L2 16 0.0 17 0.0 0.069 5.8 LOS A 0.1 0.5 0.06 0.10 0.06 57.2

11 T1 102 0.0 107 0.0 0.069 0.1 LOS A 0.1 0.5 0.06 0.10 0.06 58.8

12 R2 6 0.0 6 0.0 0.069 6.4 LOS A 0.1 0.5 0.06 0.10 0.06 56.6

Approach 124 0.0 131 0.0 0.069 1.1 NA 0.1 0.5 0.06 0.10 0.06 58.5

All Vehicles 708 0.0 745 0.0 0.223 3.4 NA 0.9 6.1 0.23 0.32 0.23 55.8



MOVEMENT SUMMARY

Site: 101 [Margaret Street / Kearneys Drive Existing AM (Site Folder: General)]

Margaret Street / Kearneys Drive Existing AM Peak Site Category: (None) Give-Way (Two-Way)


Mov ID

Turn

INPUT VOLUMES

DEMAND FLOWS

Deg. Satn

Aver. Delay

Level of Service

95% BACK OF

QUEUE Prop. Que

Effective Stop Rate

Aver. No. Cycles

Aver. Speed


East: Margaret Street (east)

5 T1 22 0.0 23 0.0 0.015 0.1 LOS A 0.0 0.2 0.07 0.11 0.07 58.7

6 R2 5 0.0 5 0.0 0.015 5.7 LOS A 0.0 0.2 0.07 0.11 0.07 56.6

Approach 27 0.0 28 0.0 0.015 1.1 NA 0.0 0.2 0.07 0.11 0.07 58.3


7 L2 65 0.0 68 0.0 0.077 5.7 LOS A 0.3 2.1 0.13 0.56 0.13 53.2

9 R2 38 0.0 40 0.0 0.077 5.8 LOS A 0.3 2.1 0.13 0.56 0.13 52.7

Approach 103 0.0 108 0.0 0.077 5.7 LOS A 0.3 2.1 0.13 0.56 0.13 53.0

West: Margaret Street (west)

10 L2 26 0.0 27 0.0 0.040 5.5 LOS A 0.0 0.0 0.00 0.21 0.00 56.6

11 T1 47 0.0 49 0.0 0.040 0.0 LOS A 0.0 0.0 0.00 0.21 0.00 58.1

Approach 73 0.0 77 0.0 0.040 2.0 NA 0.0 0.0 0.00 0.21 0.00 57.5

All Vehicles

203 0.0 214 0.0 0.077 3.8 NA 0.3 2.1 0.08 0.37 0.08 55.3



MOVEMENT SUMMARY

Site: 101 [Margaret Street / Kearneys Drive Existing PM (Site Folder: General)]

Margaret Street / Kearneys Drive Existing PM Peak Site Category: (None) Give-Way (Two-Way)


Mov ID

Turn

INPUT VOLUMES

DEMAND FLOWS

Deg. Satn

Aver. Delay

Level of Service

95% BACK OF

QUEUE Prop. Que

Effective Stop Rate

Aver. No. Cycles

Aver. Speed



5 T1 62 0.0 65 0.0 0.071 0.2 LOS A 0.3 2.1 0.17 0.28 0.17 56.9

6 R2 58 0.0 61 0.0 0.071 5.7 LOS A 0.3 2.1 0.17 0.28 0.17 54.9

Approach 120 0.0 126 0.0 0.071 2.9 NA 0.3 2.1 0.17 0.28 0.17 55.9


7 L2 3 0.0 3 0.0 0.012 5.6 LOS A 0.0 0.3 0.10 0.58 0.10 53.3

9 R2 11 0.0 12 0.0 0.012 6.0 LOS A 0.0 0.3 0.10 0.58 0.10 52.8

Approach 14 0.0 15 0.0 0.012 5.9 LOS A 0.0 0.3 0.10 0.58 0.10 52.9


10 L2 70 0.0 74 0.0 0.049 5.6 LOS A 0.0 0.0 0.00 0.46 0.00 54.5

11 T1 18 0.0 19 0.0 0.049 0.0 LOS A 0.0 0.0 0.00 0.46 0.00 55.9

Approach 88 0.0 93 0.0 0.049 4.4 NA 0.0 0.0 0.00 0.46 0.00 54.8

All Vehicles

222 0.0 234 0.0 0.071 3.7 NA 0.3 2.1 0.10 0.37 0.10 55.3



MOVEMENT SUMMARY

Site: 101 [Margaret Street / Kearneys Drive Future AM (Site Folder: Existing + Development Volumes )]

Margaret Street / Kearneys Drive Future AM Peak Site Category: (None) Give-Way (Two-Way)


Mov ID

Turn

INPUT VOLUMES

DEMAND FLOWS

Deg. Satn

Aver. Delay

Level of Service

95% BACK OF

QUEUE Prop. Que

Effective Stop Rate

Aver. No. Cycles

Aver. Speed



5 T1 22 0.0 23 0.0 0.018 0.1 LOS A 0.1 0.4 0.11 0.17 0.11 58.0

6 R2 9 0.0 9 0.0 0.018 5.7 LOS A 0.1 0.4 0.11 0.17 0.11 55.9

Approach 31 0.0 33 0.0 0.018 1.7 NA 0.1 0.4 0.11 0.17 0.11 57.4


7 L2 74 0.0 78 0.0 0.089 5.7 LOS A 0.3 2.4 0.13 0.56 0.13 53.2

9 R2 44 0.0 46 0.0 0.089 5.8 LOS A 0.3 2.4 0.13 0.56 0.13 52.7

Approach 118 0.0 124 0.0 0.089 5.7 LOS A 0.3 2.4 0.13 0.56 0.13 53.0


10 L2 37 0.0 39 0.0 0.046 5.6 LOS A 0.0 0.0 0.00 0.26 0.00 56.2

11 T1 47 0.0 49 0.0 0.046 0.0 LOS A 0.0 0.0 0.00 0.26 0.00 57.7

Approach 84 0.0 88 0.0 0.046 2.5 NA 0.0 0.0 0.00 0.26 0.00 57.0

All Vehicles 233 0.0 245 0.0 0.089 4.0 NA 0.3 2.4 0.08 0.40 0.08 55.0



MOVEMENT SUMMARY

Site: 101 [Margaret Street / Kearneys Drive Future PM (Site Folder: Existing + Development Volumes )]

Margaret Street / Kearneys Drive Future PM Peak Site Category: (None) Give-Way (Two-Way)


Mov ID

Turn

INPUT VOLUMES

DEMAND FLOWS

Deg. Satn

Aver. Delay

Level of Service

95% BACK OF

QUEUE Prop. Que

Effective Stop Rate

Aver. No. Cycles

Aver. Speed



5 T1 62 0.0 65 0.0 0.078 0.2 LOS A 0.3 2.4 0.18 0.30 0.18 56.7

6 R2 68 0.0 72 0.0 0.078 5.7 LOS A 0.3 2.4 0.18 0.30 0.18 54.6

Approach 130 0.0 137 0.0 0.078 3.1 NA 0.3 2.4 0.18 0.30 0.18 55.6


7 L2 11 0.0 12 0.0 0.023 5.6 LOS A 0.1 0.5 0.07 0.58 0.07 53.3

9 R2 16 0.0 17 0.0 0.023 6.1 LOS A 0.1 0.5 0.07 0.58 0.07 52.8

Approach 27 0.0 28 0.0 0.023 5.9 LOS A 0.1 0.5 0.07 0.58 0.07 53.0


10 L2 73 0.0 77 0.0 0.051 5.6 LOS A 0.0 0.0 0.00 0.47 0.00 54.5

11 T1 18 0.0 19 0.0 0.051 0.0 LOS A 0.0 0.0 0.00 0.47 0.00 55.9

Approach 91 0.0 96 0.0 0.051 4.5 NA 0.0 0.0 0.00 0.47 0.00 54.8

All Vehicles 248 0.0 261 0.0 0.078 3.9 NA 0.3 2.4 0.10 0.39 0.10 55.0


ANNEXURE D: BUS ROUTE (Sheet 1 of 1)

Bus Route 533 – Orange City Centre to North Orange (Loop Service)


ANNEXURE E: SITE PHOTOS (Sheet 1 of 4)

Photo taken along Margaret Street looking at Kearneys Drive from in front of 57 Margaret Street.

Marker visible, but not standing in correct location – distance 90m (SISD)

Compliance not achieved


Marker visible, but standing in wrong spot – distance approximately 69m

Compliance not achieved



Photo taken along Margaret Street looking at Kearneys Drive from in front of the park

Distance – 90m, (SISD compliant)


ANNEXURE E: SITE PHOTOS

(Sheet 3 of 4)

Photo taken from Kearneys Drive looking east

Distance – 90m, (SISD - compliant)


Marker visible– distance 48m (SISD)

Compliance not Achieved – Refer to following page



Photo taken from Kearneys Drive looking west

Distance – approximately 42-43m (SSD non- compliant)


ANNEXURE F: LOCAL AREA TRAFFIC MANAGEMENT (Sheet 1 of 2)


ANNEXURE F: LOCAL AREA TRAFFIC MANAGEMENT (Sheet 2 of 2)

Raised Threshold Treatments

Change priority to have Kearneys Drive as the major road with Margaret Street requiring to

operate under a STOP controlled intersection

Documents

MCLAREN TRAFFIC ENGINEERING - orange.nsw.gov.au