3.3 Existing Intersection Performance

14.397r01v3 TRAFFIX SCECGS Redlands, Cremorne, Stage 1 Development Application 20

3.3 Existing Intersection Performance

The assessment of impacts associated with the proposed development has been assessed against a

‘base case’ being the existing traffic conditions. Accordingly, Surveys were undertaken to assess the

performance of the surrounding road network at the following key intersections:

Winnie Street with Gerard Street;

Winnie Street with Military Road;

Winnie Street with Parraween Street.

Waters Road with Belgrave Street/Gerard Street.

Waters Road with Grosvenor Street;

Waters Road with Military Road; and

A summary of the weekday traffic count surveys for the respective AM and PM peak periods are

provided in Figure 10 and Figure 11 below. It is noted that the weekend intersection operations were

discussed and analysed in the concept proposal TIA but not considered necessary for the Stage 1 DA

as all works are associated with weekday operation only.


Figure 10: Existing AM Peak Turning Counts


Figure 11: Existing PM Peak Turning Counts


These surveys were taken on a typical school day in November 2014 from 7:00-9:00am during the

morning period and 2:00-6:00pm during the afternoon/evening period The PM surveyed period of 2pm-

6pm was surveyed to encompass the school peak departure times (2-4pm) and the road network peak

periods (4-6pm). The results of these surveys were analysed using the SIDRA computer program to

determine their performance characteristics under existing traffic conditions. The SIDRA model

produces a range of outputs, the most useful of which are the Degree of Saturation (DOS) and

Average Vehicle Delay per vehicle (AVD). The AVD is in turn related to a level of service (LOS)

criteria. These performance measures can be interpreted using the following explanations:

Degree of Saturation (DOS) - a measure of the operational performance of individual intersections. As

both queue length and delay increase rapidly as DOS approaches 1, it is usual to attempt to keep DOS

to less than 0.9. When DOS exceeds 0.9 residual queues can be anticipated, as occurs at many

major intersections throughout the metropolitan area during peak periods. In this regard, a practical

limit at 1.1 can be assumed. For intersections controlled by roundabout or give way/stop control,

satisfactory intersection operation is generally indicated by a DOS of 0.8 or less.

Average Vehicle Delay (AVD) - the AVD for individual intersections provides a measure of the

operational performance of an intersection. In general, levels of acceptability of AVD for individual

intersections depend on the time of day (motorists generally accept higher delays during peak

commuter periods) and the road system being modelled (motorists are more likely to accept longer

delays on side streets than on the main road system).

Level of Service (LOS) - this is a comparative measure which provides an indication of the operating

performance of an intersection as shown in Table 1 below.


Table 1: Intersection Performance Characteristics

Level of

Service

Average Delay per

Vehicle (secs/veh) Traffic Signals Give Way and Stop Signs

A less than 14 Good operation Good operation

B 15 to 28 Good with acceptable delays and spare

capacity Acceptable delays and spare

capacity

C 29 to 42 Satisfactory Satisfactory but accident study

required

D 43 to 56 Operating near capacity Near capacity and accident study

required

E 57 to 70 At capacity; at signals incidents will

cause excessive delays. Roundabouts require other control mode

At capacity and requires other control mode

F More than 70 Unsatisfactory and requires additional

capacity. Unsatisfactory and requires other control mode or major treatment.

A summary of the modelled results are provided in Table 2 below.

Table 2: Intersection Performance - Existing

Intersection Description Control Type Period Degree of

Saturation

Intersection

Delay

Level of

Service

Winnie Street / Gerard Street

Signals

AM 1.023 38.3 C

PM 0.938 40.3 C

Waters Road / Belgrave Street/Gerard Street

Signals

AM 0.764 9.5 A

PM 0.645 9.7 A

Waters Road / Grosvenor Street

Giveway

AM 0.104 4.6 A

PM 0.155 4.4 A

Winnie Street / Murdoch Street /

Military Road Signals

AM 1.038 40.5 C

PM 0.998 48.1 D

Waters Road / Military Road

Stop

AM 0.141 14.4 A

PM 0.212 15.1 B

Winnie Street / Parraween Street

Giveway

AM 0.251 6.9 A

PM 0.154 6.6 A


It can be seen from Table 1 that all intersections operate satisfactorily under existing conditions. It is

noted that the intersection of Winnie Street, Murdoch Street with Military Road operates at near

capacity during the PM peak period. Notwithstanding this, it is stressed that the purpose of the existing

analysis is to compare the relative change in the performance parameters as a result of the proposed

development. This is discussed further in Section 7.

3.4 Public Transport

A pedestrian overpass located on Military Road provides convenient and direct pedestrian access

route to/from north and south of Military Road. The public bus services on the local road network are

shown in Figure 12, and those which travel within approximately 400m of the subject site are as

follows:

Route M30: Metrobus Spit Junction to Sydenham

Route 225: Neutral Bay Wharf to Cremome Wharf

Route 243: Spit Junction to City via North Cremome

Route 257: Balmoral Beach to Chatswood

Route 263: Crows Nest to City via Neutral Bay and Kirribili

Route 169,173: Narraweena to city and Milsons Point

Route 227-230: Mosman Junction, Clifton Gardens, Beauty Point and Mosman Wharf to Milsons

Point

Route 244-249: Chowder Bay, Balmoral, Taronga Zoo and Spit to City

Route 140,143,145: Epping and Chatswood to Mainly

Route 160s,170s,180s: Northern Beaches Services as far as Palm Beach.

It is clear from the above that there are a multitude of public transport options for school patrons.

Section 4 discusses the travel mode characteristics of the site in particular the utilisation of public

transport by students and staff.


Figure 12: Public Transport


3.5 Minibuses

The school has a fleet of 6 minibuses which are all loaded and unloaded from the existing internal area

accessed via Military Road (two access driveways). Three of these buses are stored on the main

campus with the additional three buses stored within the Adams Centre site (accessed via Hampden

Avenue). The movement of the buses are sporadic with the use of the buses generally in the AM peak

and PM peak (3-4pm) and infrequently throughout the day for school excursions. The buses are

generally used to transport students to external sporting venues.


4. Description of Proposed Development

4.1 Overview

A detailed description of the proposed development is provided in the Statement of Environmental

Effects prepared separately by Urbis. In summary, Stage 1 of the development for which approval is

now sought comprises the sub-stages:

Stage 1A

Demolition of landscape & erect 7 modular classrooms for relocation of visual and performing

arts

Relocation of music to 7 & 8 Monford Place

Demolition of Gerard Street Cottages

Landscape forecourt expansion

Stage 1B

Construct of shell for car park / music / performing arts /infrastructure

Relocation of music / performing arts / b block in the new building upon completion.

Stage 1C

Install 7 additional modular classrooms + relocate 7 on top of music / car park to

accommodate faculties from Mowll

Demolition of buildings (Mowll, 7 & 8 Monford Place, garage)

Construction of forecourt & stormwater relocation - as separable portion + enabling works

Sewer relocation - as separable portion + enabling works

Construction of new learning hub

Provision of interim car park layout with a total of 45 parking spaces including 2 disabled

parking spaces.

Stage 1D

Relocation of faculties into the new learning hub + removal of modular classrooms

Completion of car park, driveway and landscape


parking spaces.


Stage 1E

New learning hub complete

Demolition of redundant cottages

Construction of new access road and bus parking (entry from Waters Road and exit onto

Military Road)

The traffic and parking impacts arising from the development are discussed in Sections 5 and 6.

Reference should be made to the plans submitted separately to Council which are presented at

reduced scale in Attachment 1.

4.2 Vehicular Access

The concept proposal TIA provided an overview of the proposed access driveway and the discussions

undertaken by TRAFFIX in consultation with the RMS. The access driveway that is proposed during

Stage 1 works is consistent with the master plan for the site with the only variance being the reduced

traffic generation as the car park operation will be primarily utilised during weekdays and will

accommodate a maximum of 68 parking spaces. In order to provide clarity and background, the

below overview is provided which summarises the access driveway location and discussions with

RMS.

Vehicular access to the new car park is proposed onto Gerard Street, approximately 38m to the west

of the Winnie Street Intersection, and 70m to the east of the Waters Road intersection. This access

location on Gerard Street has been selected for the following reasons:

Access options have being investigated from Winnie Street (directly opposite Parraween Street).

Although, it had been identified as a prohibited location under AS 2890.1, TRAFFIX reviewed the

potential to construct a public intersection (roundabout controlled). For various safety reasons and

road geometry constraints, this option was not considered acceptable or supportable. In addition to

the extensive compliance reasoning, North Sydney had also previously raised concern regarding

access via this intersection.

Monford Place was considered unsuitable for use due to its narrow width which permits one-way

flow only (with parking on both sides) and the fact that this cul-de-sac road primarily only

accommodates residential traffic.


Having considered the above primary options and noting that the school must maintain the day to

day operation of the school during the various stages, the only remaining viable option for access

to the car park is via Gerard Street.

Figure 13: Proposed Access Location

Discussions have been held with RMS regarding the proposed new access driveway onto Gerard

Street, and RMS has advised that it is generally supportive of the proposed driveway, subject to the

following correspondence received from RMS Senior Land Use Planner, Angela Malloch on the 2nd

February 2015 which is also provided in Attachment 2.

“Roads and Maritime Services (Roads and Maritime) provides the following advice and information for

your review prior to lodging a formal application with the Department of Planning and Environment:

1) Roads and Maritime provides in-principle agreement to a vehicle access from Gerard Street.

At the meeting the restriction of movements to left in left out at this new access point were

discussed, however, due to the road corridor width, a median of sufficient width may not be

feasible and may impact on adjacent properties existing access. Roads and Maritime


suggested the applicant investigate lengthening the 'No Stopping' signs on Gerard Street to

allow a vehicle to pass a vehicle turning right into the site.

2) Roads and Maritime requires the proposed gate to the car park be located within the site to

allow for vehicles to queue within the property to reduce impact on through traffic on Gerard

Street.

3) Roads and Maritime suggested the applicant investigate the current pick up and drop off zones

to determine if the current provision is adequate to cater for the additional students and

additional facilities on site.

4) It is understood the existing exit (most eastern driveway) on Military Road will be closed in

stage 2, as a vehicular connection will be provided from Waters Road to the existing entry on

Military Road.

5) Roads and Maritime requested a Construction Traffic Management Plan be completed and a

Demolition Traffic Management Plan for all construction and demolition works, these

requirements may form part of the conditions of consent.

6) Roads and Maritime requested consideration be given to the relocation of the bus stop on

Military Road on the western boundary of the site to the eastern side of the entry (existing)

driveway. This would avoid students crossing the proposed new road through the site. “

In response, TRAFFIX NOW advises as follows:

Item 1 has been addressed and is provided in Attachment 3. The “No Stopping” restrictions will need

to be extended approximately 18 metres on the northern side of Gerard Street to permit vehicles to

pass right turning vehicles into the site. In addition, “No Stopping” restrictions will need to increase by

approximately 44 metres on the southern side of Gerard Street to allow safe sightlines to be provided

in accordance with AS 2890.1 (2004).

In relation to Item 2, the roller shutter door is to be located 18 metres within the property boundary

which provides queuing area for approximately 3 vehicles. This is more than sufficient for weekday

operation when only staff will utilise the car park during peak periods. At this stage weekend operation

of the car would be limited until such time that Stage 2 works (Sports Facilities) are completed. The car

park may be utilised to accommodate infrequent school events at weekends which are currently

accommodated on street.


Item 3 requests the utilisation of the pick-up & drop-off areas has been reviewed and is discussed in

Section 3.4.1 and Section 11 Recommendations.

The internal vehicular link (as discussed in RMS Item 4) will now be provided in Stage 1 and this link

will service bus related trips only and infrequent servicing of the site (deliveries and waste collection) as

discussed in the RMS meeting. There are currently two access driveways located on Military Road

facilitating access to the existing visitor and staff car park. The most western driveway will be closed

and an amended eastern driveway will be maintained between Stage 1A and Stage 1D

accommodating approximately 11 parking spaces (the layout is discussed in Section 9).

RMS requested a Construction Traffic Management Plan be completed and a Demolition Traffic

Management Plan for all construction and demolition works. This is addressed in Section 7 of this

report with a high level overview of the traffic principles that will be adopted primarily relating to truck

access locations and the ability for vehicles to enter and exit in a forward direction. In addition, a

Preliminary Construction Management Plan has been prepared and submitted separately by TBH.

Item 6 requested consideration for the relocation of the bus stop to accommodate the exit access

driveway onto Military Road. It is considered that the bus stop be relocated to the west resulting in the

loss of 1-2 parking spaces. This however is an item for discussion with STA and liaison would be

required as to the most appropriate location during the Detailed Design CC stage.

4.3 General Vehicular & Pedestrian Access

An overview of the general vehicular and pedestrian access throughout all stages (including demolition

and operational stages) is provided in Attachment 4 of this report.


5. Parking Requirements

5.1 Council Controls

North Sydney Development Control Plan ‘Section 10 Car Parking & Transport’ provides controls for car

parking and associated MAXIMUM parking rates for all land uses. In this regard, it is noted that Table

B-10-10.3 of Council’s DCP requires parking to be provided at a rate of 1 space per 6 staff for

‘Educational Establishments. As discussed within the masterplan concept traffic report, adoption of

this ‘generic’ parking rate should not be a mandatory requirement because the LEP rate does not

contemplate a situation where the development is an existing school with existing parking demands

and travel characteristics, which reflect established practices. Indeed, assessment based on RMS

Guidelines recommends surveys of these existing demands as the preferred methodology. Similarly,

the LEP does not therefore consider the adverse amenity impacts on local residents caused by on-

street parking demands and the benefits that may be available to local residents if this parking overspill

is dealt with on-site, as now proposed. Reference should be made to Section 3.5 of the concept

proposal report which summarises the existing parking demand of Redlands’ Senior Campus. This is

also summarised below in the merit parking assessment that has been undertaken.

5.2 Parking Assessment - Completion of Stage 1

A total of 68 parking spaces are provided upon completion of all Stage 1 works. As discussed in the

concept proposal TIA, this level of provision is supported for the following reasons:

The travel mode questionnaire undertaken for the concept proposal identified that a maximum

demand of 82 staff spaces are presently accommodated on-street at any one time on a typical

weekday, which should ideally be accommodated on-site within the proposed car park, even in the

absence of any redevelopment proposal. The proposed relocation of the current parking demand

to the on-site car park (Monday-Friday) will thus improve on-street parking conditions and provide a

direct benefit to the local community. In addition, the existing parking demand of 17 spaces on site

demonstrates an overall staff parking demand of 99 parking spaces.

With the above in mind, the provision of 68 parking spaces will satisfy a high proportion of the

existing parking demand on-site. The opportunity does exist to provide a proportion of parking

dedicated for staff who car share with other employees thereby assisting in reducing the use of

private vehicles upon completion of Stage 1. It is therefore recommended that 10 parking spaces

would be allocated for car-pooling and this represents approximately 15% of the total parking


provisions. Furthermore, it is proposed that upon completion of all Stage 1 works, 14 parking

spaces are allocated to visitor parking which seeks to reallocate the parking that is currently

provided on site and accessed via Military Road.

This approach is consistent with North Sydney Council’s DCP Quantity Requirements Objective to

ensure that sufficient car parking is provided on site for the users of the development, taking into

account the travel mode characteristics of the site.

There are additional benefits associated with providing 68 parking spaces in Stage 1, this primary

consideration being forward planning and the ability for this car park to satisfy the Stage 2

proposed works (discussed in the concept proposal TIA). These works will result in the provision

of a sports hall will accommodate a total of four (4) courts (for netball and basketball) and two (2)

tennis courts. Application of the above recreational facility parking requirement (1 space per

100m2) to the sports facility GFA of 6,906m2 results in a maximum parking requirement of 69

parking spaces based on Council’s DCP. In response, it is proposed that the parking layout

provide 68 parking spaces (upon the completion of Stage 1) and in compliance with Council

controls.

In summary, the parking demands associated with the existing Redlands’ Senior Campus weekday

operation will be largely allocated on site in the proposed car park (68 parking spaces) resulting in

significant improvements to the on street parking capacities in the locality. The provision of the car

park upon completion of Stage 1 also directly benefits the Stage 2 future work and would comply with

Council’s DCP ensuring that no adverse impacts are created during the weekend periods.

5.3 Stage 1 – Sub-stages & car park construction

As discussed above, the delivery of the car park will ultimately result in the provision of 68 parking

spaces however due to the intricacies associated with the construction methodology, the parking layout

will be delivered in two stages. These are

Stage 1C


parking spaces.

Stage 1D


parking spaces.


The staged car park layout does not however affect the ultimate benefits associated with providing car

parking on site and provides direct benefits to the on-street parking capacities in the community which

will gradually improve upon the completion of Stages 1D and 1C.

5.4 Disabled Parking

North Sydney Council’s Parking DCP specifies a requirement of 1-2% of all non-residential parking

spaces to be designated for use by the disabled. Contrary to the above, Council’s Access DCP also

states that disabled spaces must be provided in accordance with Table D3.5 of the BCA and results in

a requirement of 1 space per 100 for a school.

Application of the accessible parking rate included in Council’s DCP suggests a single accessible

parking requirement within the new car park.

As shown in the reduced plans included as Attachment 1, the two accessible parking spaces that are

provided are generally designed in accordance with the requirements of AS2890.6 with minimum 2.4m

wide parking spaces and 2.4m wide adjacent shared zones. An assessment of the architectural plans

indicates that the parking layout for the disabled spaces accommodates a 7.6m width and therefore is

fully capable of accommodating the necessary 7.2m width to comply with AS 2890.6 (2.4m space,

2.4m shared area and 2.4m space). This can be readily addressed in response to a suitable condition

of consent.

These spaces are located within close proximity to the car park lift core for ease of access. A

minimum of 2.5m headroom will be required over the parking spaces and adjacent clear zones. The

path of vehicular travel from the car park entrance to the accessible parking spaces and from those

spaces to the car park exit will be required to have a minimum headroom of 2.2m.

It is envisaged that any detailed design matters relating to the accessible parking spaces can be

addressed and finalised at construction certificate stage. Nonetheless, the provision of 2 parking

spaces complies with Council’s DCP.


5.5 Bicycle Parking

Council’s DCP does not specify bicycle parking requirements for a secondary school. It does refer to

Tertiary Educational Institution which requires minimums of 1 per 10 staff and 1 space per 10 students.

The DCP specifically states for ‘Other’ types of development that “On merit”, Council will give

consideration to the rates contained within the Planning guidelines for walking and cycling 2004 which

requires:

Long Term Use: 3-5% Staff (5-8 spaces)

Short Term Use: 5-10% Staff (8-16 spaces)

With regard for the above, the school would require between 13-24 bicycle parking spaces. In

response, the development provides 15 bicycle parking spaces within the basement car park suitable

for use by staff.

5.6 Motorcycle Parking

Motorcycle parking is required to be provided at a “minimum” rate of 1 space per 10 cars or part

thereof. This requires 7 motorcycle parking spaces based on the Stage 1 provision of 68 spaces.

Council’s DCP also requires the motorcycle spaces to be designed with minimum dimension of 1.2m x

3m opposed to AS 2890.1 design requirement of 1.2m x 2.5m. These spatial requirements have been

provided within the car park for the ultimate scenario.

The development proposes a total of 7 motorcycle parking spaces which complies with Council’s

minimum DCP requirements.

5.7 Servicing

The existing service access points have been discussed in Section 2.2. It is reiterated all waste

collection currently occurs on site with access from Gerrard Street. This access and servicing

provision will be maintained until the delivery of the internal site through link (Stage 1E). Upon

completion of Stage 1E, the waste collection vehicle (and associated delivery vehicles) will access via

Waters Road and exit onto Military Road.


Finally, it is highlighted that the existing car park currently accessed via Military Road will be modified

to provide a single access driveway and approximately 11 parking spaces. This area will continue to

be capable of accommodating small vans (B99 design vehicles) as per the current parking

arrangements and until such time that the through site link is constructed.

5.8 Minibuses

It is proposed (as documented in the masterplan concept report), that the school’s minibus fleet will

ultimately be stored and loaded within the site’s through link located on the western site boundary.

This through link will be delivered in Stage 1E. An interim management plan is proposed until such

time, with three buses to be maintained within the Adams Centre site and the remaining buses to be

stored within the junior school campus.


6. Traffic Impacts

6.1 Trip Generation

6.1.1 Introduction

The Stage 1 works will not result in additional traffic generation during weekday operation, rather the

redistribution of traffic in the locality to the proposed car park. That is to say, the school is an existing

development which currently accommodates the traffic associated with 920 students and 150 staff on

the external road network.

The school has advised as part of the masterplan concept proposal (Stage 1 - Stage 5), there is

potential for the student numbers to increase by 30 students and staff numbers to increase by 10

people. This is unlikely to occur within Stage 1 works. Section 6.12 provides an overview of the

estimated traffic generation increase associated with the above and is a worst case assessment.

6.1.2 Weekday

As discussed in the masterplan concept traffic report, the development will generate an additional 12

vehicle arrivals in the AM peak with 6 vehicle arrivals associated with student drop off and 6 vehicle

trips associated with staff arrivals. Furthermore, 10 vehicle departures will be generated during the

peak afternoon period with 4 vehicle trips being student pick up and 6 trips associated with staff

departures.

The trips associated with students must however be factored to account for pick-up or drop-off

movements. In this case, the school is not the end destination of the driver (parent) and therefore the

impact upon the external road network would be doubled. This is referred to as a linked trip. It must

also be acknowledged that the proposed volumes occur over the school peaks which range from 6-

9am and 2-4pm. The impact of the above mentioned traffic volumes has been summarised below

based on the findings of the questionnaire travel mode surveys

Staff Peaks

AM peak (6-9am) with 73% of staff arriving between 7-8 am

PM Peak (3-6pm) with 53% of staff departing between 4-5 pm


Student Peaks

AM peak (7-9am) with 61% of students arriving between 8-9am

PM Peak (3-6pm) with 85% of students departing between 3-4pm

In this regard, the following volumes represent the additional vehicle movements taking into account

linked trips and the peak splits that will occur on the external road network. The results are

summarised in Table 3 and Table 4.

Table 3: Proposed Morning Hourly Volumes: Weekday

Period

In

Veh/hr

Out

Veh/hr

Total

Veh/hr

6-7am 1 0 1

7-8am 11 6 17

8-9am 11 11 22

Total 23 17 40

Table 4: Proposed Evening Hourly Volumes: Weekday

Period

In

Veh/hr

Out

Veh/hr

Total

Veh/hr

3-4pm 9 9 18

4-5pm 1 4 5

5-6pm 0 2 2

Total 10 15 25

Table 3 identifies that the peak AM period occurs between 8-9am and results in an additional traffic

generation of 22 veh/hr. Table 4 indicates that the peak PM period will occur from 3-4pm generating

an additional 18 veh/hr over and above the existing development traffic generation. It is highly

noteworthy also that the PM peak occurs outside of the external road network peak experienced

between 5-6pm.


The above volumes are not significant and will have a negligible impact on the external road network.

In fact, if all 22 veh/hr during the AM peak or 18 veh/hr during the PM peak were distributed to a single

intersection, there would be a minimal impact noting that this would represent very minor increase over

and above existing traffic volumes. Indeed, taking into consideration the various arrival and departure

routes that are available, the additional impacts will be further minimised through the dispersion of

traffic surrounding the site. Finally, it is highly noteworthy that school has historically accommodated

over 1,000 students which has reduced over the past years. The increased student population that is

now proposed will not exceed the previous peaks which have been previously fully accommodated by

the surrounding road network.

In summary, the additional impacts of Redlands’ Senior Campus redevelopment are minor and will

have little measurable impact on the external road network.

6.1.3 Bus Related Trips

Access to the site’s through link will be appropriately managed for general use by the school’s mini bus

fleet per week. Anticipated volumes are as expected to reach a maximum of:

AM peak (8-9am): 6 veh/hr primarily associated with Redland’s Senior Campus mini-buses

departing for extracurricular activities.

PM Peak (3-4pm): 12 veh/hr (worst case associated with school mini fleet buses and Thursday use

of 65 seater buses (14.5m Buses).

The through link will be capable of accommodating larger buses (14.5m or 65 seater) and these are

generally only required on Thursdays for transportation of students to external sporting facilities. The

buses are generally used to transport students to external sporting venues however with the proposed

redevelopment of the entire site and provision of the Sports and Performing Arts Centre, the school’s

reliance upon the minibuses will reduce over time and be utilised for general excursions.

In addition to the above, the infrequent attendance of waste collection vehicles (5 times per week) and

general deliveries (1-2) times per day will ensure that the through site link will remain a low volume

thoroughfare utilised only by service vehicles and buses. This will be appropriately managed by the

school and it is anticipated that a Management Plan would be developed as part of a suitable condition

of consent to ensure efficient operation of the thoroughfare and that only authorised vehicles are

provided with access.


7. Construction Traffic Management

A detailed Construction Traffic Management Plan (CTMP) for Stage 1 works will be prepared (and

submitted to Council) separate to this Development Application. At this stage, a Preliminary

Construction Management Plan has been prepared by TBH and has been submitted separately.

The below commentary addresses the overall management principles for the site during the

construction process. It is noted that the preparation of a detailed CTMP report would require

significant input from the appointed builder and would heavily rely upon the construction methodology

which at this point cannot be confirmed. The proposed development would however adhere to the

general CTMP principles that are provided below for information purposes:

Truck routes

The truck routes to and from the site are provided in Figure 14 below. These truck routes would be

utilised for the construction of the proposed development (Stage 1A – Stage 1D) and seek to utilise the

arterial road network where possible. A copy of these routes would be provided to all drivers prior to

attending the site and all trucks servicing the site will do so via the following routes. The proposed

truck routes are recommended so that all vehicles could access the site in a forward direction and

likewise the vehicle could also exit the site in a forward direction. These truck routes are therefore

recommended to ensure that no reverse manoeuvres occur on the public roadway and along Gerard

Street, a classified arterial road.

With regard for the access locations identified in the Preliminary Construction Management Plan

(prepared by TBH), a swept path analysis assessment has been undertaken demonstrating forward

entry and forward exit manoeuvres with all reverse manoeuvres to occur on site. This swept path

analysis is provided in Attachment 5. The access locations are summarised below in Figure 15-17.

At this stage, it is unclear if access to the site at Stage 1d (Figure 17) will be feasible and a temporary

works zone may be required outside the hours of clearway operation. This will be addressed during

the preparation of the detail CTMP report.

Finally, Stage 1E will result in the delivery of the site through link and the demolition of the cottages

which are located along the western site boundary. It is anticipated that the initial site establishment

and demolition works may necessitate a short term works zone on Waters Road and this would be

addressed during the preparation of the detailed CTMP report. Upon completion of the demolition, all

trucks will utilise the site through link, with all vehicles entering and exiting in a forward direction.


Truck Size and Volumes

The maximum size of vehicles and frequency of construction delivery vehicles will be documented in

the detailed CTMP report however it is anticipated that a maximum vehicle size of 12.5m HRV is

generally feasible as demonstrated in the swept path analysis provided in Attachment 5. The

anticipated truck volumes are estimated and discussed in the Preliminary Construction Management

Plan.

Contractor parking

Contractors will be encouraged to either use public transport or ride share to / from the site noting that

the delivery of the car park interim layouts (Stage 1C & Stage 1D) would allow a small proportion of

construction employee vehicles to park on site. This parking would of course be restricted for

construction employees who car pool to reduce the impact and this can be further detailed subject to

the detailed CTMP which will be undertaken at CC stage.

Traffic Control Plans (If necessary)

Traffic Control Plans (TCP) will be designed in accordance with the RMS Traffic Control at Worksites

Manual and AS 1742.3. The TCP’s would primarily relate pedestrian control to ensure appropriate

safety measures are implemented.

Swept Path Analysis

Swept Path Analysis has been undertaken for each construction stage and is provided in Attachment 5

(as discussed above) demonstrating forward entry and exit during all construction stages. All entry and

exit movements will be monitored by certified traffic controllers.

Accordingly, it is anticipated that a standard condition of consent would be imposed requiring a site

specific CTMP be provided for this development application. The CTMP will be designed in

accordance with the above principles and the draft CTMP would be issued to Council at a later stage

for consideration and review.


Figure 14: Truck Routes – To/From the Site


Figure 15: Stage 1A Construction Vehiuclar Access

Figure 16: Stage 1B – 1C General Construction Vehicluar Access


Figure 17: Stage 1D General Construction- Access or Work Zone


8. DGR Assessment and Compliance

Section 5 of the Director General’s Environmental Assessment provided a number of considerations in

relation to traffic and transport to be addressed within the concept proposal traffic report. The following

DGR Assessment & Compliance Table is provided confirming that all conditions have been addressed

in the report and providing a summary of the relevant responses in relation to specific traffic matters.

Table 5: Stage 1 DA - DGR Requirements

Item Section Compliance

(Y/N)

Comments

First Stage Construction

Detail construction access

arrangements and measures to

mitigate any associated pedestrian,

cycle, public transport or traffic

impacts.

Section 7 Y

A high level overview of the

construction principles are

provided in Section 7. In addition

the preliminary CTMP report has

been separately provided by TBH.

Details regarding car parking

arrangements during construction,

including the displacement of visitor

and staff car parking. Alternative

parking arrangements (on or off

site) should be made for staff and

construction workers.

Section 7 Y As noted above.

First Stage Operational

Detail proposed first stage

operational access arrangements

and measures to mitigate any

associated traffic impacts and

impacts on public transport,

pedestrian and cycle networks

Section 4.3 Y An overview is provided in

Attachment D as discussed in

Section 4.3.


Demonstrate the provision of

appropriate on-site car parking and

pickup and drop-off facilities, having

regard to the availability of public

transport and compliance with

requirements of relevant car

parking codes and Australian

Standards (i.e. turn paths, sign

distance requirements, aisle widths,

etc).

Section 5 Y Refer to Section 5 for overview of

parking assessment.

Refer to Section 9 for compliance

with Australian Standards.

Details of delivery, servicing and

loading arrangements.

Section 5.5 Y All servicing will be

accommodated on site with all

waste vehicles access via the

existing access onto Gerard

Street. As noted in Section 5.5,

the delivery of the through site

link at Stage 1E will enable all

waste collection and delivery

vehicles to be continue to be

accommodated on site.


9. Access & Internal Design

9.1 Access

The proposed development requires a Category 3 Access Driveway with consideration for the ultimate

master plan car park layout to accommodate between 101-300 parking spaces and User Class 2 type

parking (sports facilities/medium term parking). A Category 3 Access Driveway in turn requires the

following dimensions:

6.0 metre entry width

4.0 – 6.0 metre exit width and

Separation of driveways for 1.0-3.0 metres

In our view, a 4.0 metre entry and exit width separated by a 2 metre median is suitable for adoption

noting that a swept path analysis assessment has been undertaken demonstrating that entering

movements can occur from the nearside lane and therefore the intent of the standard is met. In

summary, the design complies with the requirements of AS 2890.1 (2004) and will ensure satisfactory

operation.

9.2 Internal Design Aspects

The car park layout as shown in the reduced plans included as Appendix B has been developed based

upon the requirements of the relevant standards and guidelines, as outlined in the following sections.

9.2.1 Parking Modules

Parking spaces are generally 2.5m wide and 5.4m long, in accordance with the dimensional

requirements for a medium turnover parking facility (User Class 2) under AS 2890.1.

Parking aisle widths of minimum 5.8m are provided which complies with the minimum

requirement under AS 2890.1.

Dead-end aisles are provided with the required 1.0m aisle extension in accordance with Figure 2.3

of AS2890.1.


Disabled parking spaces are designed in accordance with AS2890.6. As discussed in Section

5.2, the necessary 2.4m parking space and located adjacent to a minimum shared area of 2.4m

can be provided.

The position of columns complies with the required design envelope as shown in Figure 5.2 of

AS2890.1 (generally 750mm – 1750mm from the open end of the parking bays).

9.2.2 Ramps

The ramp providing access to the car park level has a maximum gradient of 1:8 with transitions at

the top and bottom, to meet the requirements of AS2890.1.

A maximum grade of 1:20 is to be provided for a distance of 18m inside the property boundary.

9.2.3 Clear Head Heights

A minimum clear head height of 2.2m is to be provided for all areas within the basement car park,

as required under AS2890.1.

A clear head height of 2.5m is to be provided above the disabled parking spaces and adjacent

shared zones, as required under AS2890.6.

9.2.4 Other Considerations

Appropriate visual splays are provided in accordance with the requirements of Figure 3.3 of

AS2890.1 at the access driveway.

9.2.5 Through Site Link (Stage 1E)

A 6.6m driveway width (at the Waters Road boundary) is provided and is splayed externally to

provide a 7.4 m width. This width is necessary to facilitate the spatial requirements of a 14.5m

bus which will attend the site intermittently for excursions and visiting schools.

The curvature of the roadway requires extensive spatial requirements. Upon entry (from Waters

Road), the following cross section is generally required to accommodate a 14.5m bus and in

order for the vehicle to negotiate the road curvature:

300mm kerb

6.5 road width

300mm kerb and

1.2m footpath.


The road cross section required to accommodate parking for four mini bus vehicles necessitates

the following:

300mm kerb

3.5m road width

3.0m parking aisle suitable for access by School Mini Bus

300mm Kerb &

1.2m footpath

Visual splays of 2.5mX2.0m are provided on both sides of the driveway to ensure safe sightlines

towards pedestrians.

A 4.8m driveway width (at the Military Road boundary) which is required to be splayed externally

to a 7.8 m width is provided to accommodate exiting manoeuvres for the largest vehicle that will

access the sites through link.

The exit driveway on Military Road will require the relocation of the existing bus stop for approx. 3-

4 metres. The existing bus stop is provided with an approximate 27m length and by relocating

and maintain this facility, it will result in the loss of one (1) on street parking space.

Swept Path Analysis has been undertaken for the largest vehicle required to access the site’s

through link and is provided in Attachment 6.

9.2.6 Temporary Visitor Car Park (Military Road)

It is highlighted that the existing car park currently accessed via Military Road will be modified with a

single access driveway and approximately 11 parking spaces (refer to Figure 18 below). This area will

continue to be capable of accommodating small vans (B99 design vehicles) as per the current parking

arrangements until such time that the parking can be relocated to the basement car park accessed via

Gerard Street (Stage 1C). The layout has been designed in accordance with AS 2890.1 (2004).


Figure 18: Ammend Visitor Car-park Layout -Military Road (Temporary)

9.2.7 Internal Design Summary

In summary, the internal configuration of the basement car park and site’s through link has been

designed generally in accordance with the requirements of AS 2890.1, AS 2890.2, and AS 2890.6. It is

however envisaged that any minor amendments considered necessary (if any) can be dealt with as a

condition of consent for the requisite Staged DA, or prior to the release of a construction certificate.


10. Recommendations

The following recommendations have been identified and advised as part of the masterplan concept

report prepared by TRAFFIX. As previously highlighted, these are provided in order to improve the

efficiency of existing systems in place and reduce the ultimate parking demand of the existing

development which is currently accommodated on street. They are as follows:

It is clear from the parking surveys undertaken and on site observations that the Winnie street

(south) pick-up drop-off facility (5 spaces) is not adequately utilised. It is recommended that

parents are re-informed in relation to the dedicated areas for school use during these peak

periods. This is in line with the recommendation outlined in the Lyle Marshall & Associates report

which recommended a “Traffic Management Policy” document be prepared identifying signage

and time restrictions of each zone to inform parents.

Staff members to monitor zones and ensure time limits (2-5minute parking) are not exceeded.

The travel mode questionnaire survey undertaken identified a demonstrated demand for drop

off at Hampden Avenue. Although it is not relied upon, it is recommended that a formal pick up,

drop off area be provided on the western side of Hampden Avenue in order to provide a safe pick

up and drop off facility. This would ideally provide 5 parking spaces with a 2 minute time limit

during school peak periods. This is of course provided for information purposes and discussion

with Council and would enhance the dispersion of traffic surrounding the site rather than the

concentration of traffic on streets such as Winnie Street, Gerard Street and Waters Road.

The new car park will provide a direct benefit to the parking amenity in the locality removing the

existing demand of staff vehicles that are parked on-street. The car park will accommodate 68

parking spaces in Stage 1 and 115 parking spaces as part of the masterplan for the subject site.

This will suitably improve conditions during a typical weekday and maintain conditions on a typical

Saturday.

The provision of a site through link will ensure that the development can store the school mini-

bus vehicles internally. The through link will also accommodate waste collection vehicles and

ensure forward entry and forward exit manoeuvres. Finally, the delivery of this facility will

accommodate the storage of visiting 14.5m buses which are currently accommodated on-street.

It is recommended that in addition to the ‘Traffic Management Policy’ for parent information, a

Workplace Travel Plan (WTP) be developed for staff. The implementation of a car pooling

scheme could ultimately reduce the impact of private vehicle use.


11. Conclusions

In summary:

11.1 Context

This application seeks consent for a detailed proposal for the first stage development referred to as

“Stage 1 New Learning Hub”. The associated works include Demolition of existing buildings and

structures, Fit-out of 7 and 8 Monford Pl for temporary use as an educational facility and the

construction of a new purpose built music and education building.

From a traffic perspective, the application will result in the creation of new vehicular access road off

Gerard Street for the new basement car park and a new internal vehicular access link facilitating

ingress from Waters Rd and egress onto Military Rd. As documented in this report, the internal site

link will accommodate buses and service vehicles only and is a low traffic volume thoroughfare that

will be appropriately managed to limit access.

The proposed modifications are generally intended to cater more safely and efficiently for the

requirements of the school, than the current facilities.

11.2 Parking Assessment

It is proposed that a total of 68 parking spaces are provided upon completion of all Stage 1 works.

The parking demands associated with the existing Redlands’ Senior Campus weekday operation

will be largely allocated on site in the proposed car park (68 parking spaces) resulting in significant

improvements to the on street parking capacities in the locality. Furthermore, the provision of the

car park upon completion of Stage 1 also directly benefits the Stage 2 future work and would

comply with Council’s DCP ensuring that no adverse impacts are created during the weekend

periods.


11.3 Access & Internal Design

The car park access has been discussed with RMS and is supported in principle by RMS, noting

that the analysis provided herein demonstrates a very satisfactory outcome.

All access locations and internal design or the proposed car parks have been reviewed and it is

confirmed that the layouts generally comply with both AS 2890.1 (2004), AS 2890.2 (2002) and AS

2890.6 (2009). It is however envisaged that any minor amendments considered necessary (if any)

can be dealt with as a condition of consent for the requisite Staged DA, or prior to the release of a

construction certificate.

11.4 Traffic Assessment Summary

To summarise, the following findings and outcomes have been derived from the traffic assessment for

weekday operation. The following proposed weekday development and hourly flows have been

estimated based on current travel behaviour of the existing Redlands’ Senior Campus. They are

associated with a maximum increase of 30 students and 10 staff members and assume a worst case

scenario with reference to Stage 1 works. That is to say, that the proposed works will generally relate

to the redistribution of the existing staff and student population and the delivery of the improved

learning facilities on site.

Table 6: Proposed Morning Hourly Volumes: Weekday

Period

In

Veh/hr

Out

Veh/hr

Total

Veh/hr

6-7am 1 0 1

7-8am 11 6 17

8-9am 11 11 22

Total 23 17 40

Table 7: Proposed Evening Hourly Volumes: Weekday

Period

In

Veh/hr

Out

Veh/hr

Total

Veh/hr

3-4pm 9 9 18

4-5pm 1 4 5

5-6pm 0 2 2

Total 10 15 25


A modelling assessment of the above mentioned flows is not warranted based on the low

nature of the volumes and the various arrival departure routes that exist surrounding the site.

In conclusion, it can be said that the proposed modifications are intended to largely cater more

efficiently and more safely for the existing requirements of the college. It is expected that the car park

will generally cater for traffic that is currently experienced by the school during the typical weekday

(with only very minor increases in staff and student numbers as part of the masterplan), and most

significantly the current parking demands of the school are accommodated in the local streets

surrounding the college due to a limited parking supply within the site itself.

In summary, the impacts of the proposal on the surrounding road network are generally expected to be

positive with a minor increase in traffic (worst case) that can be fully accommodated by the external

road network during weekend periods.

11.5 Construction Traffic Management

A Preliminary Construction Management Plan has been prepared by TBH and has been submitted

separately to this traffic report. An overview of the management principles to be adopted for the site

during the construction process have been provided in the subject report noting that all truck access

onto Gerard Street will be required to enter and exit in a forward direction. This has been

demonstrated in the swept path analysis assessment undertaken.

11.6 Conclusion

On the basis of the above, it is concluded that the development application for Stage 1 works is

supportable on traffic planning grounds, and should be approved from a traffic perspective.

.

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Documents

3.3 Existing Intersection Performance