TRAFFIC AND PARKING IMPACT ASSESMENT OF A PROPOSED RESIDENTIAL DEVELOPMENT · TRAFFIC AND PARKING IMPACT ASSESMENT OF A PROPOSED RESIDENTIAL DEVELOPMENT 18-24 Allawah Street in Blacktown

Motion Traffic Engineers Pty Ltd Telephone: 940 33588

[email protected]

ACN 600201583

TRAFFIC AND PARKING IMPACT ASSESMENT OF A PROPOSED RESIDENTIAL DEVELOPMENT

18-24 Allawah Street in Blacktown

Traffic and Parking Impact Assessment Report

Prepared for: Great Western Pty Ltd

N1715876N (Version 1a)

May 2017

Proposed Residential Development in Blacktown BC/MLN1715876N Report 1aa Page 2

1. INTRODUCTION

Motion Traffic Engineers was commissioned by Great Western Pty Ltd to prepare a traffic and parking impact assessment of the proposed residential development located at 18-24 Allawah Street in Blacktown. Currently the site is occupied by four residential dwellings.

In the course of preparing this assessment, the subject site and its environs have been inspected, plans of the development examined, and all relevant traffic and parking data collected and analysed.

2. BACKGROUND AND EXISTING CONDITIONS

2.1 Location and Land Use

The development is located west of Blacktown Town Centre and Blacktown Train Station. The adjacent land uses are primarily residential dwellings. St Patrick’s Church is located nearby as well as the St Patrick’s School.

Figure 1 shows an aerial view of the development site.

Figure 2 shows the location of the development using street directory.

Figures 3a to 3d show photographs of the development site.

Figure 1: Location of the development site from an aerial view

Proposed Development


Figure 2: Location of the development using street directory

Figure 3a: Photograph of 18 Allawah Street in Blacktown



Figure 3b: Photograph of 20 Allawah Street in Blacktown

Figure 3c: Photograph of 22 Allawah Street in Blacktown


Figure 3d: Photograph of 24 Allawah Street in Blacktown

2.2 Road Network

The development is located on and has frontage to Allawah Street

Allawah Street is a local road with one lane each way with a default speed limit of 50km/hr but is subject to a school zone near St Patrick’s Primary School. Unrestricted on-street parking is permitted on both sides of Allawah Street. Figure 4a presents a photograph of Allawah Street.

Kildare Road is a major collector road with one lane each way. The sign posted speed limit is 50 km/h. Unrestricted on-street parking is permitted on both sides of Kildare Road. Figure 4b presents a photograph of Kildare Road.

Newton Road is a major collector road with one lane each way with a sign posted speed limit of 60km/hr. Unrestricted on-street parking is permitted on both sides of Newton Road. Figure 4c presents a photograph of Newton Road.


Figure 4a: Allawah Street facing North

Figure 4b: Kildare Road facing South-West


Figure 4c: Newton Road facing West

2.3 Public Car Parking Opportunities

The development site is located west of Blacktown Town Centre. There is unrestricted on-street parking on both sides of Allawah Street. Site visits show that there are ample vacant car spaces on these roads especially outside of the school drop off and pick up period.

2.4 Intersection Description

As part of the traffic impact assessment, the performance of two nearby intersections were surveyed and assessed:

Priority intersection of Kildare Road with Allawah Street. Roundabout intersection of Newton Road with Allawah Street.

External traffic travelling to and from the development will have to travel through one of the above intersections.

The priority intersection of Kildare Road with Allawah Street is a four-leg intersection with all turn movements permitted. Drivers from Allawah Street must yield for the main traffic on Kildare Road. Figure 5 presents the layout of the intersection using SIDRA – an industry standard intersection software.


The roundabout intersection of Newton Road with Allawah Street is a four-leg intersection with one circulating lane. All turn movements are permitted. The numbers on the roundabout island represent the diameter of the island in metres in the relevant direction. Figure 6 presents the layout of the intersection using SIDRA.

Figure 7: Priority Intersection Layout of Kildare Road with Allawah Street (SIDRA)


Figure 8: Roundabout Intersection Layout of Newton Road with Allawah Street (SIDRA)

2.5 Existing Traffic Volumes

Traffic volumes were collected as part of this project for the weekday AM and PM peak hour period in May 2017 for the two surveyed intersections presented. The AM peak hour is from 8am to 9am. The PM peak hour was 5pm to 6pm.

The following Figure presents the existing weekday AM and PM peak hour traffic volumes respectively in vehicle numbers.


Figure 9: Weekday Existing AM Peak Hour Traffic Volumes


AllawahStreet

Kildare Road

Kildare Road

7 1 8

8 1 7

479

14

5

253

15

3

AllawahStreet

Newton Road

Newton Road

AllawahStreet

46 23 43

8 10 12

501

80

21

204

66

5

Proposed Residential

Development 18-24 Allawah Street

Figure 10: Weekday Existing PM Peak Hour Traffic Volumes


2.6 Intersection Assessment

An intersection assessment and survey has been undertaken for the weekday AM peak hours for both intersections.

The existing intersection operating performance was assessed using the SIDRA 7.0 software package to determine the Degree of Saturation (DS), Average Delay (AVD in seconds) and Level of Service (LoS) at each intersection. The SIDRA program provides Level of Service Criteria Tables for various intersection types. The key indicator of intersection performance is Level of Service, where results are placed on a continuum from ‘A’ to ‘F’, as shown in Table 1.

LoS Traffic Signal / Roundabout

Give Way / Stop Sign / T-Junction control

A Good operation Good operation

B Good with acceptable delays and spare capacity

Acceptable delays and spare capacity

C Satisfactory Satisfactory, but accident study required

D Operating near capacity Near capacity & accident study required

E At capacity, at signals incidents will cause excessive delays.

At capacity, requires other control mode

F Unsatisfactory and requires additional capacity, Roundabouts require other control mode

At capacity, requires other control mode

Table 1: Intersection Level of Service

The Average Vehicle Delay (AVD) provides a measure of the operational performance of an intersection as indicated below, which relates AVD to LOS. The AVD’s should be taken as a guide only as longer delays could be tolerated in some locations (i.e. inner city conditions) and on some roads (i.e. minor side street intersecting with a major arterial route). For traffic signals, the average delay over all movements should be taken. For roundabouts and priority control intersections (sign control) the critical movement for level of service assessment should be that movement with the highest average delay.


LoS Average Delay per Vehicles (seconds/vehicle)

A Less than 14

B 15 to 28

C 29 to 42

D 43 to 56

E 57 to 70

F >70

Table 2: Intersection Average Delay (AVD)

The degree of saturation (DS) is another measure of the operational performance of individual intersections. For intersections controlled by traffic signals both queue length and delay increase rapidly as DS approaches 1. It is usual to attempt to keep DS to less than 0.9. Degrees of Saturation in the order of 0.7 generally represent satisfactory intersection operation. When DS exceed 0.9 queues can be anticipated.

The results of the intersection assessment are as follows:

Priority intersection of Kildare Road with Allawah Street All turn movements have a LoS A or B for the AM and PM peak hours There is spare capacity at this intersection

Roundabout of Newton Road with Allawah Street The intersection has a LoS A for the AM and PM peak hour There is spare capacity at this intersection

The full SIDRA results are presented in Appendix A for the existing conditions.

2.7 Public Transport

The nearest bus stop to the development site is 460 metres away on Newton Road. This stop is serviced by the 726, 728, 729 and 756 bus routes. These provide transport to a range of suburbs including Doonside, Arndell Park, Rooty Hill and Blacktown Town Centre. Blacktown Train Station is approximately 650 metres away, with services regularly departing to Penrith, Parramatta and the City. Figure 10 shows the proximity of the site to public transport services. The site has access to public transport.


Figure 11: Public Transport Services near the site

2.8 Conclusions on the Existing Conditions

The two intersections assessed performed adequately in the AM peak hour with capacity to accommodate additional development traffic.

The location of the development has access to public transport.

There is satisfactory on-street parking available surrounding the development.



3. PROPOSED RESIDENTIAL DEVELOPMENT

The land uses for the proposed development are as follows: Residential

24 x one bedroom apartments 99 x two bedroom apartments 14 x three bedroom apartments Total of 137 apartments

Car spaces are provided on two basement levels with 178 car spaces provided on site. Waste collection bay is located on the ground floor. Vehicle access and egress is via Allawah Street.

A full scaled plan of the proposed development is provided as part of the Development Application. Scaled measurements should use these plans.


4. CAR PARKING CONSIDERATIONS

4.1 Blacktown City Council’s Development Control Plan

The car parking requirements for residential multi storey apartment developments are presented in Blacktown City Council’s Development Control Plan 2015 with the car parking rates as follows: Apartments

1 car space per one or two-bedroom apartment 2 car spaces per three-bedroom apartment 1 visitor car space per 2.5 dwellings

Table 3 summarises the car parking requirements of the proposed development.

The proposed development in relation to council’s car parking requirements

Apartment Type Number Parking Rate Spaces Required Spaces Provided

1 bedroom 24 1 per apartment 24

178 2 bedroom 99 1 per apartment 99

3 bedroom 14 2 per apartment 28

Visitor 1 per 2.5 dwellings 55

Total 206 178

Table 3: Car Parking Requirements

4.2 State Environmental Planning Policy 65 Residential Flat Design Code

The residential development is located less than 800m (walking distance) from Blacktown Train and Bus Interchange, therefore the State Environmental Planning Policy 65 (SEPP) Residential Flat Design Code applies. Under SEPP 65, the RTA Guide to Traffic Engineering Management parking rates apply as follows for the proposed development in a sub-regional centre. Apartments

0.6 car space per one-bedroom apartment 0.9 car spaces per two-bedroom apartment 1.4 car spaces per three-bedroom apartment 1 visitor car space per 5 apartments

Commercial 1.25 per 100m2


Land Use Number Parking Rate Spaces Required Spaces Provided

1 bedroom 24 0.6 per apartment 14.4

178 2 bedroom 99 0.9 per apartment 89.1

3 bedroom 14 1.4 per apartment 19.6

Visitor 137 1 per 5 dwellings 27.4

Total 151 178 Table 3b: Car Parking Requirements

4.3 Adequacy of Car Parking Provision

The proposed development does not comply with council’s residential car parking requirements parking rates with 206 car spaces required and 178 car spaces provided. However due to the development’s location to the Blacktown train and Bus interchange, SEPP 65 applies. Should visitor car parking exceed 27 car spaces, there are vacant car spaces on Allawah Street.


5. VEHICLE TRAFFIC IMPACT CONSIDERATIONS

5.1 Traffic Generation

The RTA Guide to Traffic Generating Developments publishes car trip rates as follows for the weekday peak hour for a high density residential flat building in a sub-regional centre:

0.29 trips per apartment for the AM and PM peak hour Table 4 summarises the proposed trip generation for the proposed development.

Table 5 summarises the trip distribution of the generated trips. The proposed development is a low trip generator.

Apartments Trip rate per apartment Trips

137 0.29 40

Table 4: Trips Generated by the Residential Development Weekday AM Peak Hour

Origin Destination Total

AM Peak Hour 32 8 40

PM Peak Hour 8 32 40

Table 5: Trips Generated by the Residential Development in the Weekday AM Peak Hour


5.2 Forecast Traffic Volumes

The following presents the existing and with development traffic volumes for the AM and PM Peak Hour distributed onto the two intersections with the development traffic. The additional traffic is in red for origin trips and blue for destination trips.


AllawahStreet

Kildare Road

Kildare Road

33+6

135

+10

5 1 1

22923+2

1

53724+

2

1

AllawahStreet

Newton Road

Newton Road

AllawahStreet

88 44 76

8+3

33+3

28+10

236

56

40+2

477

124

12+2



Figure 12: Weekday AM Peak Hour with additional development Traffic in Red for Origin Trips

and Blue for Destination Trips


AllawahStreet

Kildare Road

Kildare Road

7+2

18

+2

8 1 7

479

14+10

5

25315+6

3

AllawahStreet

Newton Road

Newton Road

AllawahStreet

4623+3

43

8+2

1012+2

501

80

21+10

204

66

5+3



Figure 13: Weekday PM Peak Hour with additional development Traffic in Red for Origin Trips

and Blue for Destination Trips


5.3 Intersection Assessment

This section assesses the following intersections for the existing traffic with the development traffic. The intersection results are as follows:

Priority intersection of Kildare Road with Allawah Street All turn movements have a LoS A or B for the AM and PM peak hours The additional trips do not change the LoS for any turn movements for the

AM and PM peak hours.

Roundabout of Newton Road with Allawah Street The intersection has a LoS A for the AM and PM peak hour The additional trips do not change the overall intersection LoS for the turn

movements or the overall LoS for the intersection during the AM and PM peak hours.

The two intersections performances will not change with the additional trips generated.

The full SIDRA results are presented in Appendix B for the existing conditions with the development traffic. The full SIDRA results are presented in Appendix A for the existing conditions.


6. CONCLUSIONS

Based on the considerations presented in this report, it is considered that:

Parking

The proposed development does not comply with council’s parking requirements. However, the proposed development complies with the State Environmental

Planning Policy (SEPP 65)

Traffic The development is a moderate trip generator in the AM and PM peak hour The additional development trips can be accommodated in the nearby intersection

without significantly affecting the performance or creating any noticeable delays or queues

There are no traffic engineering reasons why a planning permit for the development at 18-24 Allawah Street in Blacktown should be refused


APPENDIX A – SIDRA INTERSECTION EXISTING TRAFFIC CONDITIONS

Movement Performance - Vehicles Mov ID

OD Mov

Demand Flows Deg. Satn

AverageDelay

Level ofService

95% Back of Queue Prop. Queued

Effective Stop Rate

AverageSpeed Total HV Vehicles Distance

veh/h % v/c sec veh m per veh km/h South: Allawah Street 1b L3 33 0.0 0.109 6.1 LOS A 0.4 2.6 0.44 0.66 44.7 1a L1 1 0.0 0.109 7.7 LOS A 0.4 2.6 0.44 0.66 44.2 3a R1 35 0.0 0.109 10.8 LOS A 0.4 2.6 0.44 0.66 44.1 Approach 69 0.0 0.109 8.5 LOS A 0.4 2.6 0.44 0.66 44.4

NorthEast: Kildare Road 24a L1 23 0.0 0.130 4.6 LOS A 0.0 0.1 0.01 0.05 48.7 25 T1 229 0.0 0.130 0.0 LOS A 0.0 0.1 0.01 0.05 49.7 26 R2 1 0.0 0.130 7.1 LOS A 0.0 0.1 0.01 0.05 48.7 Approach 253 0.0 0.130 0.5 NA 0.0 0.1 0.01 0.05 49.6

NorthWest: Allawah Street 27 L2 1 0.0 0.016 6.6 LOS A 0.0 0.3 0.62 0.74 43.5 29a R1 1 0.0 0.016 10.1 LOS A 0.0 0.3 0.62 0.74 43.7 29 R2 5 0.0 0.016 10.9 LOS A 0.0 0.3 0.62 0.74 43.1 Approach 7 0.0 0.016 10.2 LOS A 0.0 0.3 0.62 0.74 43.3

SouthWest: Kildare Road 30 L2 1 0.0 0.295 5.7 LOS A 0.2 1.6 0.05 0.03 49.2 31 T1 537 0.0 0.295 0.1 LOS A 0.2 1.6 0.05 0.03 49.7 32b R3 24 0.0 0.295 6.3 LOS A 0.2 1.6 0.05 0.03 48.7 Approach 562 0.0 0.295 0.4 NA 0.2 1.6 0.05 0.03 49.7

All Vehicles 891 0.0 0.295 1.1 NA 0.4 2.6 0.07 0.09 49.1

Table A1: Existing Priority Intersection Performance of Kildare Road with Allawah Street for the Weekday AM Peak Hour



OD Mov


AverageDelay

Level ofService


Effective Stop Rate


veh/h % v/c sec veh m per veh km/h South: Allawah Street 1 L2 88 0.0 0.212 5.4 LOS A 1.2 8.5 0.50 0.63 48.3 2 T1 44 0.0 0.212 5.3 LOS A 1.2 8.5 0.50 0.63 45.9 3 R2 76 0.0 0.212 8.5 LOS A 1.2 8.5 0.50 0.63 48.7 Approach 208 0.0 0.212 6.5 LOS A 1.2 8.5 0.50 0.63 47.9

East: Newton Road 4 L2 56 0.0 0.296 5.9 LOS A 1.9 13.0 0.42 0.57 48.8 5 T1 236 0.0 0.296 5.7 LOS A 1.9 13.0 0.42 0.57 53.3 6 R2 40 0.0 0.296 8.9 LOS A 1.9 13.0 0.42 0.57 49.4 Approach 332 0.0 0.296 6.1 LOS A 1.9 13.0 0.42 0.57 52.0

North: Allawah Street 7 L2 28 0.0 0.100 8.0 LOS A 0.6 4.0 0.70 0.72 47.3 8 T1 32 0.0 0.100 7.9 LOS A 0.6 4.0 0.70 0.72 45.0 9 R2 8 0.0 0.100 11.1 LOS A 0.6 4.0 0.70 0.72 47.7 Approach 68 0.0 0.100 8.3 LOS A 0.6 4.0 0.70 0.72 46.2

West: Newton Road 10 L2 12 0.0 0.522 6.2 LOS A 4.2 29.7 0.52 0.59 48.4 11 T1 477 0.0 0.522 6.0 LOS A 4.2 29.7 0.52 0.59 52.8 12 R2 124 0.0 0.522 9.2 LOS A 4.2 29.7 0.52 0.59 49.0 Approach 613 0.0 0.522 6.7 LOS A 4.2 29.7 0.52 0.59 51.9

All Vehicles 1221 0.0 0.522 6.6 LOS A 4.2 29.7 0.50 0.60 50.8

Table A2: Existing Roundabout Intersection Performance of Newton Road with Allawah Street for the Weekday AM Peak Hour



OD Mov


AverageDelay

Level ofService


Effective Stop Rate






All Vehicles 801 0.0 0.257 0.7 NA 0.2 1.2 0.06 0.05 49.5

Table A3: Existing Priority Intersection Performance of Kildare Road with Allawah Street for the Weekday PM Peak Hour



OD Mov


AverageDelay

Level ofService


Effective Stop Rate







Table A4: Existing Roundabout Intersection Performance of Newton Road with Allawah Street for the Weekday PM Peak Hour


APPENDIX B – SIDRA INTERSECTION EXISTING TRAFFIC CONDITIONS WITH APARTMENT TRAFFIC


OD Mov


AverageDelay

Level ofService


Effective Stop Rate






All Vehicles 911 0.0 0.297 1.3 NA 0.5 3.3 0.08 0.10 49.0

Table B1: Existing Priority Intersection Performance of Kildare Road with Allawah Street for the Weekday AM Peak Hour with Apartment Traffic



OD Mov


AverageDelay

Level ofService


Effective Stop Rate







Table B2: Existing Roundabout Intersection Performance of Newton Road with Allawah Street for the Weekday AM Peak Hour with Apartment Traffic



OD Mov


AverageDelay

Level ofService


Effective Stop Rate






All Vehicles 821 0.0 0.262 0.9 NA 0.2 1.7 0.07 0.07 49.3

Table B3: Existing Priority Intersection Performance of Kildare Road with Allawah Street for the Weekday PM Peak Hour with Apartment Traffic



OD Mov


AverageDelay

Level ofService


Effective Stop Rate







Table B4: Existing Roundabout Intersection Performance of Newton Road with Allawah Street for the Weekday PM Peak Hour with Apartment Traffic


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TRAFFIC AND PARKING IMPACT ASSESMENT OF A PROPOSED RESIDENTIAL DEVELOPMENT · TRAFFIC AND PARKING IMPACT ASSESMENT OF A PROPOSED RESIDENTIAL DEVELOPMENT 18-24 Allawah Street in Blacktown