AMENDED TRAFFIC AND PARKING IMPACT ASSESSMENT OF ... · 16527.02da - 22nd january 2018 amended traffic and parking impact assessment of residential development / child care centre

16527.02DA - 22nd January 2018

AMENDED TRAFFIC AND PARKING IMPACT ASSESSMENT OF

RESIDENTIAL DEVELOPMENT / CHILD CARE CENTRE

AT 38 - 40 HORNSEY ROAD, 53 - 57 HENLEY ROAD, 107-109 ARTHUR STREET,

STRATHFIELD

Address: Shop 7, 720 Old Princes Highway Sutherland NSW 2232

Postal: P.O Box 66 Sutherland NSW 1499

Telephone: +61 2 8355 2440

Fax: +61 2 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 Witnessss

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

16527.02DA - 22nd January 2018

Development Type: Residential Development / Child Care Centre

Site Address: 38 - 40 Hornsey Road, 53 - 57 Henley Road, 107-109 Arthur

Street, Strathfield

Prepared for: Active Kids Pty Ltd

Document reference: 16527.02DA

Please be aware that all information and material contained in this report is the property of McLaren Traffic

Engineering. The information contained in this document is confidential and intended solely for the use of the

client for the purpose for which it has been prepared and no representation is made or if to be implied as being

made to any third party. Any third party wishing to distribute this document in whole or in part for personal or

commercial use must obtain written confirmation from McLaren Traffic Engineering prior to doing so. Failure

to obtain written permission may constitute an infringement of copyright and may be liable for legal action.

Status Issue Prepared By Checked By Date

Draft A MM 22nd January 2018

Final A MM 16th February 2018

16527.02DA - 22nd January 2018

TABLE OF CONTENTS

INTRODUCTION ....................................................................................................... 1

1.1 Site Description ....................................................................................................... 1

1.2 Description and Scale of Development ................................................................... 1

1.3 State Environmental Planning Policy (Infrastructure) 2007 ..................................... 2

1.4 Site Context ............................................................................................................ 3

EXISTING TRAFFIC AND PARKING CONDITIONS ............................................... 4

2.1 Road Hierarchy ....................................................................................................... 4

2.2 Existing Traffic Management .................................................................................. 5

2.3 Existing Child Care Centre Operation ..................................................................... 5

2.4 Existing Traffic and Parking Environment ............................................................... 6

Intersection Performances...................................................................................... 6 Kerbside Parking Availability .................................................................................. 8

2.5 Public Transport ...................................................................................................... 9

2.6 Future Road and Infrastructure Upgrades .............................................................. 9

PARKING ASSESSMENT ...................................................................................... 10

3.1 Car Parking Requirement – Stage 1 ..................................................................... 10

3.2 Parent Parking ...................................................................................................... 10

3.3 Car Parking Requirement Stage 2 ........................................................................ 10

3.4 Bicycle & Motorcycle Parking Requirements ........................................................ 12

3.5 Servicing & Loading .............................................................................................. 12

3.6 Disabled Parking ................................................................................................... 13

3.7 Car Park Design & Compliance ............................................................................ 13

TRAFFIC ASSESSMENT ....................................................................................... 15

4.1 Traffic Generation ................................................................................................. 15

Stage 1................................................................................................................. 15 Stage 2................................................................................................................. 15

4.2 Traffic Assignment ................................................................................................ 16

4.3 Traffic Impact ........................................................................................................ 17

4.4 Residential Amenity .............................................................................................. 18

Hornsey Road ...................................................................................................... 18 Henley Road ........................................................................................................ 19

CONCLUSION ........................................................................................................ 20

Residential Development / Child Care Centre Page 1 of 50 38 - 40 Hornsey Road, 53 - 57 Henley Road, 107-109 Arthur Street, Strathfield 16527.02DA - 22nd January 2018

INTRODUCTION

MCLaren Traffic Engineering (MTE) was commissioned by Active Kids Pty Ltd to provide a

Amended Traffic and Parking Impact Assessment of the Residential Development / Child

Care Centre at 38 - 40 Hornsey Road, 53 - 57 Henley Road, 107-109 Arthur Street,

Strathfield as depicted in Annexure A.

1.1 Site Description

The subject site is currently occupied by an ‘Active Kids’ child care centre and five (5)

residential dwellings and is zoned R3 Medium Density Residential under the Strathfield

Municipal Council Local Environmental Plan 2012.

The site is generally surrounded by medium to high density residential dwellings with

Hudson Park Public Golf Course to the south of the site, Flemington Train Station to the

north, Rookwood General Cemeteries Reserve Trust to the south-west and Homebush West

Sydney Markets to the north-west of the site.

1.2 Description and Scale of Development

The development application consists of two stages as per the following:

Stage 1:

• Retention of current childcare centre (90 place) at 28 – 40 Hornsey Road, Homebush

West

• Retention of dwellings on 107 and 109 Arthur Street, Strathfield

• Demolition of the residential dwellings on 53 – 57 Henley Road, Homebush West,

107 Arthur Street, Strathfield

• Construction of a new 4 storey childcare centre with 59 car parking spaces, capacity

for 200 children and 34 staff at 53 – 57 Henley Road, Homebush West. The split of

children’s ages within the centre will be as follows:

o Children aged 0-2 years old – 52 (13 staff assumed);

o Children aged 2-3 years old - 54 (11 staff assumed);

o Children aged 3-5 years old – 94 (10 staff assumed).

• All vehicular access / egress from the child care centre will be from the proposed two-

way driveway off Henley Road.

Stage 2:

• Demolition of the existing 90 place childcare centre at 28 – 40 Hornsey Road,

Homebush West;


• Demolition of dwellings on 107 and 109 Arthur Street;

• Construction of a 5-storey residential building with the following scale: o 4 x studio apartments; o 17 x 1-bedroom apartments;

o 20 x 2-bedroom apartments;

o 1 x 3-bedroom apartment;

o 54 residential car parking spaces;

o 8 residential visitor car parking spaces.

All vehicular access to the residential car park will be from a one-way driveway from Hornsey

Road and all vehicular egress from the residential car park will be via Henley Road.

1.3 State Environmental Planning Policy (Infrastructure) 2007

The proposed development does qualify as a development with relevant size and/or capacity

under Clause 57 of the SEPP (Educational Establishments and Child Care Facilities) 2017.

Accordingly, formal referral to the Roads and Maritime Services (RMS) is necessary.

The proposed development is within the LGA of Strathfield Municipal Council and is subject

to their relevant planning controls.


1.4 Site Context

The site location is shown on aerial imagery and a map in Figure 1 & Figure 2 respectively.

Residential Child Care Centre

FIGURE 1: SITE CONTEXT – AERIAL PHOTO

Residential Child Care Centre

FIGURE 2: SITE CONTEXT – STREET MAP


EXISTING TRAFFIC AND PARKING CONDITIONS

2.1 Road Hierarchy

Centenary Drive has the following characteristics within close proximity to the site:

• RMS Classified STATE Road (No. 200);

• Approximately 27m in width (including a median strip) facilitating three traffic flow

lanes in both directions;

• Signposted 80km/h carriageway;

• Signposted “No Stopping” along both sides of the road.

Arthur Street has the following characteristics within close proximity to the site:

• RMS Classified REGIONAL Road (No. 2057);

• Approximately 12m in width facilitating one traffic flow lane in both directions;

• Signposted 50km/h carriageway;

• Signposted “No Stopping” along both sides of the road, with a small unrestricted

kerbside parking area provided along the north side of Arthur Street.

Henley Road has the following characteristics within close proximity to the site:

• Unclassified LOCAL road;

• Approximately 12m in width facilitating one traffic flow lane in both directions and one

parking lane on both sides of the road.

• No speed limit signposted - 50km/h applies;

• Unrestricted kerbside parking permitted along both sides of the road.

Hornsey Road has the following characteristics within close proximity to the site:

• Unclassified LOCAL road;

• Approximately 12m in width facilitating one traffic flow lane on both sides of the road

and kerbside parking on both sides of the road;

• Signposted 50km/h carriageway including 40km/h School Zone to the north of the

site;

• Unrestricted kerbside parking permitted along both sides of the road.


2.2 Existing Traffic Management

• Signal controlled intersection of Arthur Street/ Centenary Drive;

• Median controlled left in / left out only intersection of Hornsey Road/ Arthur Street;

• Signal controlled intersection of Henley Road/ Arthur Street.

2.3 Existing Child Care Centre Operation

To provide the most accurate basis on which to complete this assessment interview surveys

were undertaken to establish travel mode behaviour of parents currently accessing the

existing child care centre. Additionally, in-house surveys of the staff travel mode were

concurrently undertaken. The results of the surveys are provided in Annexure B for

reference and the results related to the transport mode selected by parents and staff during

the survey period are summarised in Table 1 below.

TABLE 1: EXISTING TRANSPORT MODE OF PARENTS AND STAFF

Type Car Driver Walk Train Child

Occupancy(1)

Staff 15 4 6 n.a

Parent- AM 59 24 2 1.10

Parent- PM 47 25 0 1.15

Note: (1) The child occupancy is taken as the number of children per car driver.

As summarised above, out of the total 25 staff members, 15 (60%) travelled via car with the

remaining 10 (40%) travelling via train or walking.

In regard to parent drop off and pick up activity, during the morning period 69% of parents

travelled via car and in the evening 65% travelled via car. The average number of children

per vehicle was 1.10 in the morning and 1.15 in the evening.

The observed traffic generation in the morning and evening peak periods is summarised in

Table 2 below.

TABLE 2: ARRIVAL RATE OF PARENTS

Scale Time Vehicle trips

per hour Traffic Generation

90 children 7:00-9:00AM 56 28 in / 28 out

4:00-6:00PM 48 24 in / 24 out

As shown above, the existing development attracted a peak of 56 and 48 vehicle trips

during both the AM (28 in, 28 out) and PM (24 in, 24 out) peak hour periods. It should be

noted that the RMS Guide would result in a traffic generation of 72 and 63 vehicle trips in

the AM and PM peak period for a 90 place child care centre. The existing traffic generation


of the child care centre is roughly 78% and 76% of that outlined in the RMS Guide during

the AM and PM peak period.

2.4 Existing Traffic and Parking Environment

Traffic counts were completed at the intersections of Arthur Street / Hornsey Road, Arthur

Street / Henley Road, Tavistock Road / Henley Road and Tavistock Road / Hornsey Road

on Thursday 8th December 2016 between the periods of 7:00-10:00am and 3:30-6:30pm,

representing a usual weekday. The survey results are reproduced and provided in

Annexure B for reference.

During the same time period of 7:00-10:00am and 3:30-6:30pm kerbside car parking surveys

were undertaken in close proximity to the site (within 150m walking distance) along Henley

Road, Hornsey Road and the north side of Arthur Street between Hornsey Road and Henley

Road. The parking survey results are provided in Annexure B for reference.

Intersection Performances

Existing intersection performances have been assessed using SIDRA INTERSECTION 7.0.

The results of this assessment are shown in Table 3 below, with detailed SIDRA outputs

reproduced in Annexure C for reference.


TABLE 3: INTERSECTION PERFORMANCES (SIDRA INTERSECTION 7.0)

Intersection Peak

Hour

Degree of

Saturation(1)

Average

Delay(2)

(sec/vehicle)

Level of

Service(3)(4)

Control

Type

Worst

Movement

EXISTING PERFORMANCE

Arthur Street

/ Hornsey

Road

AM 0.6 1.2 (25.3) NA

(Worst: B)

Stop

Left turn

from

Hornsey Rd

PM 0.62 1.4 (29.4) NA

(Worst: C)

Left turn

from

Hornsey Rd

Arthur Street

/ Henley

Road

AM 0.45 8.5 (30.2) A

Signal

RT from

Henley Rd

PM 0.54 10.3 (29.7) A RT from

Henley Rd

Tavistock

Road /

Henley Road

AM 0.13 4.5 (9.1) N/A (Worst:

A)

Stop

Right Turn

from

Tavistock

Rd (W)

PM 0.10 2.9 (9.9) N/A (Worst:

A)

Right Turn

from

Tavistock

Rd (W)

Tavistock

Road /

Hornsey

Road

AM 0.08 5.4 (8.1) A

(Worst: A)

Roundabout

Right Turn

from

Hornsey Rd

(N)

PM 0.06 5.7 (8.0) A (Worst:

A)

Right Turn

from

Tavistock

Rd (W)

NOTES:

(1) Degree of Saturation is the ratio of demand to capacity for the most disadvantaged movement.

(2) Average delay is the delay experienced on average by all vehicles. The value in brackets represents the delay to the most

disadvantaged movement.

(3) 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) Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is

not a good LOS due to zero delays associated with major road movements.

SIDRA INTERSECTION 7 provides an output of Level of Service (LoS) “N/A” for stop priority

controlled intersection of Arthur Street / Hornsey Road and Tavistock Road / Henley Road.

This is caused by free flow assumptions for major road movements, resulting in zero delays


associated with major road movements. To provide an indication of the operation of each

intersection the individual turning movements will be used.

The worst turning movement at the Arthur Street / Hornsey Road intersection is LoS “B” in

the AM and LoS “C” in the PM peak, however, all other movements have LoS A or better

resulting in an overall satisfactory LoS. Further, the worst movement at the Tavistock Road

/ Henly Road intersection is LoS “A” meaning that even the delays experienced from the

minor road movements are minimal and the overall intersection is operating at an acceptable

LoS with acceptable delays and spare capacity.

The intersection of Arthur Street / Henley Road and Tavistock Road / Hornsey Road as

shown in Table 3 above, are operating satisfactorily at Level of Service (LoS) “A” during the

morning and afternoon peak periods. This represents minimal delays and additional spare

capacity.

Kerbside Parking Availability

The existing local parking supply is summarised in Table 4 below.

TABLE 4: EXISTING WEEKDAY KERBSIDE PARKING SUPPLY & MINIMUM SPARE

CAPACITY (WITHIN 150M OF THE SITE)

Parking Area Total

Capacity

7-9AM Spare

Capacity

4-6PM Spare

Capacity

North side of Arthur St 7 3 (43%) 3 (43%)

West side of Henly Rd 14 1 (7%) 0 (0%)

East side of Henly Rd 11 3 (27%) 1 (9%)

South side of Tavistock

Rd 13 7 (54%) 6 (46%)

North side of Tavistock

Rd 13 4 (31%) 3 (23%)

East side of Honsey Rd 12 2 (17%) 0 (0%)

West side of Hornsey

Rd 13 2 (15%) 1 (8%)

Total 83 25 (30%) 20 (24%)

*The total spare capacity is the overall minimum spare capacity of the entire survey area at any given time.

As shown above, there is an abundance of on-street parking available within close proximity

to the site in both the 7-9AM and 4-6PM peak periods on a weekday.

Parking surveys were also undertaken for the existing 90 place child care centre over the

same time period. The existing child care centre provides a parking supply of 23 spaces,

with a peak parking demand of 11 and 10 vehicles during the AM and PM peak period


respectively. This results in approximately 12, and 13 spare parking spaces respectively

during the AM and PM peak period for the existing child care centre.

2.5 Public Transport

The subject site is within 50m walking distance of a bus stop servicing the existing bus route

408 provided by Sydney Buses Network (operated by State Transit Sydney) which runs

along Arthur Street. The 408 service provides access from Burwood to Rookwood Cemetery

via Flemington.

Flemington Railway Station is approximately 650m walking distance to the north along

Henley Road. Flemington train station services the T2 Inner West & South Line, with typically

two trains every 15 minutes during the peak hour. Figure 3 below shows the public transport

network relative to the site’s location.

Site Location

FIGURE 3: PUBLIC TRANSPORT NETWORK MAP

2.6 Future Road and Infrastructure Upgrades

From Strathfield City Council’s Development Application tracker and website, it appears that

there are no future planned road or public transport changes that will affect traffic conditions

within the immediate vicinity of the subject site.


PARKING ASSESSMENT

3.1 Car Parking Requirement – Stage 1

Reference is made to Strathfield Development Control Plan 2005 which provides the

following car parking rates applicable to the Stage 1 development:

Childcare Centre

Car parking shall be provided at a rate of 1 space per employee (stack parking is

permitted for staff parking) and 1 visitor space per 8 children or part thereof (stack

parking is not permitted for parents or guardians).

TABLE 5: DCP PARKING REQUIREMENTS

Land Use Category Scale Rate Spaces

Required

Childcare Centre

Employee 34 1 per employee 34

Parent 200 1 per 8 children 25

Subtotal - - - 59

As shown in Table 5 above, Stage 1 development of a 200 place child care centre requires

the provision of 59 car parking spaces under Council’s DCP. The application identifies 59

car parking spaces for the child care centre, complying with Council’s DCP car parking

requirements.

3.2 Parent Parking

Visitor parking involves parents and carers exiting or entering the site by vehicle and a

pedestrian movement to / from the centre’s entrance. The RMS promotes Child Care

Centres to provide this parking in a SAFE and CONVENIENT way. The most SAFE and

CONVENIENT way is with a dedicated footpath from the spaces to the entry, in a low traffic

volume area and with minimal crossings of driveways and roads. The proposed plans

provide 25 visitor spaces on-site with a dedicated pedestrian path to the entry separate to

the parking aisle. This is determined to be safe and convenient as per the RMS Guide.

3.3 Car Parking Requirement Stage 2

Stage 2 development includes the demolition of the existing 90 place child care centre at

38-40 Hornsey Road and dwellings at 107 and 109 Arthur Street to make way for the

construction of a residential flat building.

State Environmental Planning Policy 65 (SEPP 65) – Design Quality of Residential

Apartment Development requires proposed developments to comply with the Apartment

Design Guide (ADG).

Referring to the ADG, Objective 3J-1 requires the following design criteria:

For development in the following locations:


• On sites that are within 800 metres of a railway station or light rail stop in

the Sydney Metropolitan Area

The minimum car parking requirement for residents and visitors is set out in the

Guide to Traffic Generating Developments, or the car parking requirement

prescribed by the relevant council, whichever is less.

The car parking rates within the RMS “Guide to Traffic Generating Developments” 2002

are as follows:

Section 5.4.3 – High density residential flat buildings

Metropolitan Sub-Regional Centers

0.6 spaces per 1-bedroom unit



1 space per 5 units (visitor parking)

Referring to Strathfield Development Control Plan 2005 – Part C: Multiple Unit Housing

which designates the following parking rates applicable to the proposed development:

Multi-Unit Housing

1 space per 1-bedroom dwelling

1.5 spaces per 2-bedroom dwelling

2 spaces per 3-bedroom dwelling

1 space per 5 dwellings for visitors

Car parking spaces may be “stacked” but only to the extent of one car space behind

one other for each dwelling. Both spaces must belong to the same dwelling.

The site is within 800m walking distance of a train station and therefore the ADG (which

makes reference to the RMS Guide) sets the parking requirement. The car parking rates

contained within the RMS Guide are less than Strathfield Council’s DCP and therefore as

the SEPP 65 and ADG require, the rates of parking provided in the RMS Guide are the

minimum requirement. The resulting car parking requirement for Stage 2 is summarised in

Table 6 below.

TABLE 6: RMS & COUNCIL PARKING REQUIREMENTS – STAGE 2

Land Use Category Scale RMS Rate RMS

Parking Requirement

Council Parking

Requirement

Residential

1 bedroom 21 0.6 per dwelling 12.6 21

2 bedroom 20 0.9 per dwelling 18 30

3 bedroom 1 1.4 per dwelling 1.4 2

Visitor 42 1 per 5

dwellings 8.4 8.4

Total 40.4 (41) 61.4 (62)


As shown above, the residential portion of the development requires a minimum of 41 car

parking spaces based upon the RMS and 62 car parking spaces based upon Council’s DCP.

The site provides a total of 62 (54 residential, 8 visitor) car parking spaces and one car wash

bay, complying with Council and RMS car parking requirements.

3.4 Bicycle & Motorcycle Parking Requirements

Referring to Strathfield Development Control Plan 2005 which designates the following for

bicycle parking rates for multiple unit housing.

“Suitable facilities for accommodating bicycle parking in all residential flat buildings

must be provided."

Council’s DCP therefore requires the provision of 1 bicycle parking space per unit. This is

not necessarily required as a dedicated bicycle space, but could be provided within

residential storage cages located within the basement. Regardless, the proposed car park

provides 55 bicycle parking separate from any dedicated storage areas exceeding the rate

of 1 per unit.

Council’s DCP does not provide bicycle parking rates for child care centres, and as such,

the DCP does not require the provision of this facility. Therefore, no on-site bicycle parking

has been provided for the child care centre.

Council’s DCP does not provide motorcycle parking rates for child care centres or multiple

unit housing, and as such, the DCP does not require the provision of this facility. Therefore,

no on-site motorcycle parking has been provided for the child care centre component of the

development, but motorcycle parking will be made available for the residential component

within the car park.

3.5 Servicing & Loading

Council’s DCP Part E: Child Care Centres requires child care centres to provide parking for

service vehicles. The site can accommodate a service vehicle on-site between 9am and

4pm, outside peak visitor times such that a portion of visitor spaces will be vacant. Loading

and servicing operations can be undertaken under a management plan if required, however

it is common practice and will not noticeably affect the operation of the site. Deliveries and

other arrivals of similar nature are low in frequency and can be easily managed. The typical

size of vehicle used for deliveries will be a B99 large car / van (i.e Toyota Hiace).

Waste collection for the residential units and the child care centre after completion of stage

2 will be carried out on-site within the dedicated loading bay by either Council or a private

waste contractor. The on-site loading bay has been designed to facilitate the entry / egress

of a 9.6m length Heavy Rigid Vehicle (HRV), in accordance with Strathfield Council’s DCP.

All vehicular access for a HRV will be from the proposed one-way driveway from Hornsey

Road and exit to Henley Road. Swept paths for the entry and egress of a 9.6m vehicle using

Councils design specifications have been undertaken and are reproduced in Annexure D

for reference.


Waste collection after completion of stage 1 (child care centre) will be undertaken from the

kerbside by Council’s waste collection service, no change over the existing operation of the

three dwellings on-site.

3.6 Disabled Parking

Council’s DCP Part E designates the following for disabled parking for child care centres.

“Access for people with disabilities should be provided to allow continuous

wheelchair access from the street, car park, building entry and into individual

playrooms and toilets.”

Council’s DCP does not designate a rate for disabled parking and as such parking will be

allocated in accordance with the BCA. A child care centre is a Class 9b building, as such

requires the provision of 1 disabled space per 100 spaces provided, or part thereof.

Therefore, the site requires one (1) disabled space and provides two (2) disabled space

which has been provided as per AS2890.6:2009 design requirements.

Best practise for providing disabled car parking spaces for residential development is to

provide one disabled parking space for each adaptable dwelling. Council’s DCP outlines

that a minimum of 15% of dwellings should be designed in accordance with Australian

Standard AS4299 – Adaptable Housing. This results in a requirement of 6.3 (6) dwellings to

be adaptable. Hence, the site requires six (6) disabled car parking spaces for residents

which have been provided and designed in accordance with AS2890.6:2009. Additionally,

one (1) visitor disabled space has been provided.

3.7 Car Park Design & Compliance

The car park has been assessed against the relevant Australian Standards, namely

AS2890.1:2004, AS2890.6:2009 and AS2890.2:2002. The following design features are

relevant to note:

• 2.2m clear headroom throughout the basement car park and along ramps for vehicles

and 2.5m headroom above disabled spaces;

• Minimum of 4.5m headroom along the circulation path for Council’s waste collection

vehicle;

• Minimum of 4.7m driveway width to facilitate service vehicle and residential entry into

the development;

• Minimum of 7.5m driveway width to facilitate entry to the child care centre and egress

for the whole development;

• Ramp grades compliant with the Australian Standards for vehicular entry;

• Residential and staff parking spaces with minimum dimensions of 2.4m width by 5.4m

length


• Disabled car parking spaces with minimum dimensions of 2.4m width by 5.4m length

and associated shared space;

• Parent parking spaces with minimum dimensions of 2.6m width by 5.4m length;

• Visitor parking spaces with minimum dimensions of 2.5m width by 5.4m length;

• Parking aisle with minimum dimensions of 5.8m in width.

Any acceptable variations from the Australian Standards are outlined below:

• The ramp grades for access by service vehicles are not strictly in accordance with

AS2890.2:2002, as such undercarriage vertical clearance testing has been

undertaken to ensure that scraping for service vehicles will not occur and is

reproduced in Annexure D for reference.

Swept paths testing has been undertaken and is reproduced in Annexure D showing two-

way passing within the child care centre car park.

While we have assessed the car park to be generally compliant with the relevant Australian

Standards, it is usual that a design certificate is required, prior to construction due to possible

changes during or after the DA stage.


TRAFFIC ASSESSMENT

The impact of the expected traffic generation levels associated with the subject proposal is

discussed in the following sub-sections.

4.1 Traffic Generation

The estimated traffic generation level for children & residents for the subject child care centre

and residential dwelling is separated into two stages and has been estimated based upon

the RMS “Guide to Traffic Generating Developments”, which assumes a worst case of a

high proportion of private vehicle trips. The estimated traffic generation is summarised in

Table 7, 8 and 9 below.

Stage 1

• Stage 1 includes the demolition of an existing single dwelling and the construction of

a 200-place child care centre. For the purposes of this analysis the existing trips

associated with the single dwelling have been disregarded.

TABLE 7: TRAFFIC GENERATION OF SITE

Time Rate Traffic Generation Direction

7:00-9:00am 0.8 per child 160 trips 80 in; 80 out

2:30-4:00pm 0.3 per child 60 trips 30 in; 30 out

4:00-6:00pm 0.7 per child 140 trips 70 in; 70 out

Stage 2

• Stage 2 includes the demolition of the existing 90-place child care centre to make

way for the construction of a residential flat building with a total of 42 units.

TABLE 8: TRAFFIC GENERATION OF STAGE 2

Time Rate Scale Traffic Generation Direction(1)

AM peak hour 0.19 trips per unit 42 8

2 in; 6 out

PM peak hour 6 in, 2 out

Note: 1) 80/20 split has been adopted during the AM peak period and vice versa during the PM peak period.

TABLE 9: END OF PROJECT

Time Traffic Generation Direction

AM peak hour 168 trips 82 in; 86 out

PM peak hour 148 trips 76 in; 72 out

As shown above, the site is expected to generate 168 & 148 vehicles trips in both the AM

(82 in; 86 out) and PM (76 in; 72 out) peak period respectively.


It should be noted that Table 9 above does not take into consideration the existing loss of

vehicle trips caused by the demolished child care centre. Consideration will be taken into

account, when assessing the impact of the proposed development on the surrounding road

network by the demolished child care centre. That is, based on survey results a reduction of

56 and 48 vehicle trips in the AM and PM peak period respectively, the reduction of vehicle

trips is only expected to impact the through movements along Arthur Street at the

intersection of Hornsey Road / Arthur Street and Henley Road / Arthur Street. A 60/40

reduction will be applied for eastbound and westbound vehicular movements along Arthur

Street respectively.

The traffic generation outlined in Table 9 above, could be further reduced by 20% as a result

of the observed arrival rate of parents outlined in Table 2. As a worst case scenario this

discount will not be applied to allow for a worst case scenario of high vehicle trips for the

proposed development.

4.2 Traffic Assignment

Given the surrounding road network and available routes to / from the site, it is assumed

that 100% of traffic entering the residential carpark will arrive from the Centenary drive and

turn left at the intersection of Arthur St / Hornsey Rd. Conversely, 100% of exiting traffic will

circle the block, turning right at the intersections of Hornsey Road / Tavistock Road,

Tavistock Road / Henley Road and Henley Road / Arthur Street to utilise Centenary Drive.

The trip distribution for the child care centre portion of the development during the AM and

PM peak periods is shown in Figure 4 below.


Legend: AM ##, PM (##)

FIGURE 4: CHILD CARE CENTRE TRIP DISTRIBUTION

4.3 Traffic Impact

The traffic generation outlined in Section 4.1 & 4.2 above has been added to the existing

traffic volumes recorded. SIDRA INTERSECTION 7 was used to assess the intersections

performance. The purpose of this assessment is to compare the existing intersection

operations to the future scenario under the increased traffic load. The results of this

assessment are shown in Table 10 below with detailed SIDRA results reproduced in

Annexure C.


TABLE 10: INTERSECTION PERFORMANCES (SIDRA INTERSECTION 7.0)

Intersection Peak

Hour

Degree of

Saturation(1)

Average

Delay(2)

(sec/vehicle)

Level of

Service(3)(4)

Control

Type

Worst

Movement

EXISTING PERFORMANCE

Arthur Street /

Hornsey Road

AM 0.6 1.2 (25.3) NA

(Worst: B) Stop

Left turn from

Hornsey Rd

PM 0.62 1.4 (29.4) NA

(Worst: C)

Left turn from

Hornsey Rd

Arthur Street /

Henley Road

AM 0.45 8.5 (30.2) A

Signal

RT from

Henley Rd

PM 0.54 10.3 (29.7) A RT from

Henley Rd

FUTURE PERFORMANCE

Arthur Street /

Hornsey Road

AM 0.61 1.3 (27.6) NA

(Worst: B) Stop

Left turn from

Hornsey Rd

PM 0.64 1.4 (33.9) NA

(Worst: C)

Left turn from

Hornsey Rd

Arthur Street /

Henley Road

AM 0.53 12.1 (27.1) A

Signal

RT from

Henley Rd

PM 0.54 11.8 (29.5) A RT from

Henley Rd

As shown in Table 10 above, the nearby intersections of Arthur Street / Henley Road and

Arthur Street / Hornsey Road remains unaltered under the future scenario. The existing LoS

and worst turning movements have been retained with minimal additional delays and

additional capacity maintained.

The additional traffic generation of 8 residential trips during the AM and PM peak period for

the intersection of Tavistock Road / Henley Road and Tavistock Road / Hornsey Road is

considered negligible and will not have a detrimental impact upon the existing operation of

these intersections.

4.4 Residential Amenity

The impact of the additional vehicular traffic on residential amenity is assessed in the

following sub-sections.

Hornsey Road

The existing two-way traffic volume surveyed along Hornsey Road at the intersection of

Hornsey Road and Arthur Street were 98 two way vehicles during the morning and 110 two

way vehicles during the evening peak hour. The environmental capacity for residential

streets for two-way flows based upon the RMS Guide is 200 vehicles per hour


(environmental goal) or the maximum threshold of 300 vehicles per hour for a local street.

Under the existing conditions Hornsey Road is below the environmental goal for local streets

The additional traffic of some 8 vehicle trips will not be significantly detrimental to residential

amenity within Hornsey Road due to the current level of two-way traffic being well below the

environmental goal to which residential amenity is compared.

Henley Road

The existing two-way traffic volumes surveyed along Henley Road at the intersection of

Henley Road / Arthur Street were 247 two way vehicles during the morning and 363 two way

vehicles during the evening peak hour.

The environmental capacity for residential streets for two-way flows based upon the RMS

Guide is 200 vehicles per hour (environmental goal) or the maximum threshold of 300

vehicles per hour for a local street. The environmental capacity for Collector streets for two-

way flows based upon the RMS Guide is 300 vehicles per hour and a maximum of 500

vehicles per hour.

While the existing conditions of Henley Street are above the maximum threshold of 300

vehicles per hour for local streets, these guidelines only apply to local streets which only

serve residential properties. Based upon the above, it is relevant to note the surrounding

land uses that Henley Road serves, that is Homebush West Public School, Flemington Train

Station and commercial / retail precinct along the northern section of Henley Road. As a

result of the surrounding existing land uses that Henley Road services the RMS

environmental goals for local streets do not apply to Henley Road as the road does not serve

only residential developments.

Henley Street acts more closely to a collector road, as such the additional traffic of 168 and

148 vehicle trips during the AM and PM peak period respectively at the intersection of Henley

Road / Arthur Street results in a two-way traffic flow of 415 and 511 during the AM and PM

peak period. This is below the maximum threshold of 500 vehicle trips per hour during the

AM peak period and just over the maximum during the PM peak period. The surplus of 11

vehicle trips within the peak PM period is within the acceptable fluctuations of day to day

vehicle trips.

Furthermore, the proposed entry and egress driveway is located within 40m of Henley Road

offset from Arthur Street, such that the residential impact to residents along Henley Road is

limited. Based upon the above, the development is therefore supportable on grounds of

traffic impact.


CONCLUSION

In view of the foregoing, the subject proposal (as depicted in Annexure A) is fully

supportable in terms of its traffic and parking impacts. The following outcomes of this traffic

impact assessment are relevant to note:

• Council requires the provision of 59 car parking spaces for the child care centre, the

site provides 59 off-street spaces for the child care centre resulting in compliance

with Council’s DCP requirement. The residential portion of the development requires

41 car parking spaces based upon the RMS Guide and 62 car parking spaces under

Council’s DCP parking requirements. The site provides 62 (54 residential, 8 visitor)

car parking spaces and one car wash bay, a surplus of 21 parking space from the

RMS guide and complying with Council’s car parking requirements.

• The site (child care centre and residential) is expected to generate 168 & 148 vehicles

trips in both the AM (82 in; 86 out) and PM (76 in; 72 out) peak period respectively.

The future intersection performances based upon additional traffic generation and a

reduction of through movements on Arthur Street caused by the existing child care

centre results in an unchanged LoS for both the intersection of Henley Road / Arthur

Street and the worst turning movements of the intersection of Arthur Street / Hornsey

Road. The existing LoS have been retained with minimal additional delays and

additional capacity maintained.

• The additional traffic of some 8 vehicle movements on Hornsey Road will not be

significantly detrimental to residential amenity due to the current level of two-way

traffic along Hornsey Road being well below the environmental goal to which

residential amenity is compared. Henley Road acts more like a collector road and the

additional traffic generations is below the maximum threshold of 500 vehicle trips per

hour during the AM peak period and just over the maximum during the PM peak

period. The surplus of 11 vehicle trips within the peak PM period is within the

acceptable fluctuations of day to day vehicle trips. Furthermore, the proposed entry

and egress driveway is located within 40m of Henley Road offset from Arthur Street,

such that the impact to residents along Henley Road is limited. Based upon the

above, the development is therefore supportable on grounds of traffic impact

• The car park has been assessed against the relevant Australian Standards, namely

AS2890.1:2004, AS2890.6:2009 and AS2890.2:2002 and found to be generally

compliant.

• Waste collection for the residential and child care centre will be carried out on-site

within the dedicated loading bay by either Council or a private waste contractor. The

on-site loading bay has been designed to facilitate the entry / egress of a 9.6m length

Heavy Rigid Vehicle (HRV), in accordance with Strathfield Council’s DCP and will

allow service vehicles to enter and leave the site in a forward direction. Waste

collection during the completion of stage 1 (child care centre) will be undertaken from


the kerbside by Coucnil’s waste collection service, similar to the current operation of

the existing dwellings.

• The child care centre requires one (1) disabled space based upon the BCA

requirements and the residential component requires six (6) disabled car parking

spaces based upon a provision of one space per adaptable dwelling. The site

provides two (2) disabled space for the child care centre component and six (6)

disabled spaces for residents and one (1) disabled space for visitors complying with

the disabled car parking requirement. All disabled car parking spaces have been

designed in accordance with AS2890.6:2009.


ANNEXURE A: PROPOSED PLAN

(Sheet 1 of 3)



(Sheet 2 of 3)



(Sheet 3 of 3)


ANNEXURE B: TRAFFIC AND PARKING SURVEYS

(SHEET 1 OF 11)



(SHEET 2 OF 11)



(SHEET 3 OF 11)



(SHEET 4 OF 11)



(SHEET 5 OF 11)



(SHEET 6 OF 11)



(SHEET 7 OF 11)



(SHEET 8 OF 11)



(SHEET 9 OF 11)



(SHEET 10 OF 11)



(SHEET 11 OF 11)


ANNEXURE C: SIDRA RESULTS

(SHEET 1 OF 10)

MOVEMENT SUMMARY

Site: 101 [Arthur St / Hornsey Rd EX AM]

Arthur Street / Hornsey Road Existing Conditions AM Stop (Two-Way)

Movement Performance - Vehicles

Mov ID

OD Mov

Demand Flows Deg. Satn

Average Delay

Level of Service

95% Back of Queue Prop. Queued

Effective Stop Rate

Average Speed Total HV Vehicles Distance

veh/h % v/c sec veh m per veh km/h

North: Hornsey Rd

7 L2 43 0.0 0.203 25.3 LOS B 0.6 4.5 0.88 1.01 42.5

Approach 43 0.0 0.203 25.3 LOS B 0.6 4.5 0.88 1.01 42.5

West: Arthur St W

10 L2 60 0.0 0.032 5.5 LOS A 0.0 0.0 0.00 0.58 53.6

11 T1 1154 0.0 0.592 0.1 LOS A 0.0 0.0 0.00 0.00 59.8

Approach 1214 0.0 0.592 0.4 NA 0.0 0.0 0.00 0.03 59.4

All Vehicles 1257 0.0 0.592 1.2 NA 0.6 4.5 0.03 0.06 58.6



(SHEET 2 OF 10)

MOVEMENT SUMMARY

Site: 101 [Arthur St / Hornsey Rd EX PM]

Arthur Street / Hornsey Road Existing Conditions PM Stop (Two-Way)


Mov ID

OD Mov


Average Delay

Level of Service


Effective Stop Rate



North: Hornsey Rd

7 L2 43 0.0 0.241 29.4 LOS C 0.8 5.3 0.90 1.02 40.6

Approach 43 0.0 0.241 29.4 LOS C 0.8 5.3 0.90 1.02 40.6

West: Arthur St W

10 L2 71 0.0 0.038 5.5 LOS A 0.0 0.0 0.00 0.58 53.6

11 T1 1207 0.0 0.619 0.1 LOS A 0.0 0.0 0.00 0.00 59.7

Approach 1278 0.0 0.619 0.4 NA 0.0 0.0 0.00 0.03 59.4

All Vehicles 1321 0.0 0.619 1.4 NA 0.8 5.3 0.03 0.06 58.5



(SHEET 3 OF 10)

MOVEMENT SUMMARY

Site: 101 [Hornsey Rd / Tavistock Rd EX AM]

Hornsey Road / Tavistock Road Existing Conditions AM Roundabout


Mov ID

OD Mov


Average Delay

Level of Service


Effective Stop Rate



South: Hornsey Rd S

1 L2 13 0.0 0.056 5.2 LOS A 0.3 1.9 0.15 0.50 53.2

2 T1 54 0.0 0.056 5.0 LOS A 0.3 1.9 0.15 0.50 54.0

3 R2 4 0.0 0.056 7.8 LOS A 0.3 1.9 0.15 0.50 53.6

Approach 71 0.0 0.056 5.2 LOS A 0.3 1.9 0.15 0.50 53.9

East: Tavistock Rd E

4 L2 20 0.0 0.043 5.1 LOS A 0.2 1.5 0.13 0.55 52.9

5 T1 20 0.0 0.043 4.9 LOS A 0.2 1.5 0.13 0.55 53.6

6 R2 15 0.0 0.043 7.8 LOS A 0.2 1.5 0.13 0.55 53.2

Approach 55 0.0 0.043 5.8 LOS A 0.2 1.5 0.13 0.55 53.2

North: Hornsey Rd N

7 L2 27 0.0 0.046 5.5 LOS A 0.2 1.5 0.25 0.53 52.8

8 T1 21 0.0 0.046 5.3 LOS A 0.2 1.5 0.25 0.53 53.6

9 R2 4 0.0 0.046 8.1 LOS A 0.2 1.5 0.25 0.53 53.2

Approach 53 0.0 0.046 5.6 LOS A 0.2 1.5 0.25 0.53 53.2

West: Tavistock Rd W

10 L2 6 0.0 0.083 5.4 LOS A 0.4 2.8 0.22 0.50 53.0

11 T1 86 0.0 0.083 5.2 LOS A 0.4 2.8 0.22 0.50 53.8

12 R2 5 0.0 0.083 8.0 LOS A 0.4 2.8 0.22 0.50 53.4

Approach 98 0.0 0.083 5.3 LOS A 0.4 2.8 0.22 0.50 53.7

All Vehicles 276 0.0 0.083 5.4 LOS A 0.4 2.8 0.19 0.52 53.6



(SHEET 4 OF 10)

MOVEMENT SUMMARY

Site: 101 [Hornsey Rd / Tavistock Rd EX PM]

Hornsey Road / Tavistock Road Existing Conditions PM Roundabout


Mov ID

OD Mov


Average Delay

Level of Service


Effective Stop Rate



South: Hornsey Rd S

1 L2 16 0.0 0.060 5.2 LOS A 0.3 2.0 0.15 0.54 52.9

2 T1 41 0.0 0.060 5.0 LOS A 0.3 2.0 0.15 0.54 53.6

3 R2 18 0.0 0.060 7.9 LOS A 0.3 2.0 0.15 0.54 53.2

Approach 75 0.0 0.060 5.7 LOS A 0.3 2.0 0.15 0.54 53.4


4 L2 21 0.0 0.046 5.2 LOS A 0.2 1.5 0.14 0.55 52.8

5 T1 21 0.0 0.046 4.9 LOS A 0.2 1.5 0.14 0.55 53.6

6 R2 15 0.0 0.046 7.8 LOS A 0.2 1.5 0.14 0.55 53.2

Approach 57 0.0 0.046 5.8 LOS A 0.2 1.5 0.14 0.55 53.2

North: Hornsey Rd N

7 L2 16 0.0 0.035 5.2 LOS A 0.2 1.1 0.16 0.52 53.0

8 T1 21 0.0 0.035 5.0 LOS A 0.2 1.1 0.16 0.52 53.8

9 R2 5 0.0 0.035 7.9 LOS A 0.2 1.1 0.16 0.52 53.4

Approach 42 0.0 0.035 5.4 LOS A 0.2 1.1 0.16 0.52 53.5


10 L2 6 0.0 0.030 5.4 LOS A 0.1 1.0 0.21 0.54 52.6

11 T1 18 0.0 0.030 5.1 LOS A 0.1 1.0 0.21 0.54 53.3

12 R2 11 0.0 0.030 8.0 LOS A 0.1 1.0 0.21 0.54 52.9

Approach 35 0.0 0.030 6.0 LOS A 0.1 1.0 0.21 0.54 53.1




(SHEET 5 OF 10)

MOVEMENT SUMMARY

Site: 101 [Henley Rd / Tavistock Rd EX AM]

Henley Road / Tavistock Road Existing Conditions AM Stop (Two-Way)


Mov ID

OD Mov


Average Delay

Level of Service


Effective Stop Rate



South: Henley Rd S

1 L2 12 0.0 0.046 5.6 LOS A 0.0 0.1 0.01 0.08 57.6

2 T1 77 0.0 0.046 0.0 LOS A 0.0 0.1 0.01 0.08 59.2

3 R2 1 0.0 0.046 5.8 LOS A 0.0 0.1 0.01 0.08 57.0

Approach 89 0.0 0.046 0.8 NA 0.0 0.1 0.01 0.08 59.0


4 L2 11 0.0 0.046 8.4 LOS A 0.2 1.2 0.27 0.93 51.7

5 T1 34 0.0 0.046 8.7 LOS A 0.2 1.2 0.27 0.93 51.5

6 R2 2 0.0 0.046 9.0 LOS A 0.2 1.2 0.27 0.93 51.2

Approach 46 0.0 0.046 8.6 LOS A 0.2 1.2 0.27 0.93 51.5

North: Henley Rd N

7 L2 11 0.0 0.068 5.7 LOS A 0.1 1.0 0.08 0.14 56.8

8 T1 97 0.0 0.068 0.1 LOS A 0.1 1.0 0.08 0.14 58.4

9 R2 21 0.0 0.068 5.7 LOS A 0.1 1.0 0.08 0.14 56.2

Approach 128 0.0 0.068 1.5 NA 0.1 1.0 0.08 0.14 57.9


10 L2 19 0.0 0.132 8.3 LOS A 0.5 3.4 0.29 0.92 51.5

11 T1 36 0.0 0.132 8.8 LOS A 0.5 3.4 0.29 0.92 51.3

12 R2 63 0.0 0.132 9.1 LOS A 0.5 3.4 0.29 0.92 51.0

Approach 118 0.0 0.132 8.9 LOS A 0.5 3.4 0.29 0.92 51.2

All Vehicles 382 0.0 0.132 4.5 NA 0.5 3.4 0.15 0.47 55.1



(SHEET 6 OF 10)

MOVEMENT SUMMARY

Site: 101 [Henley Rd / Tavistock Rd EX PM]

Henley Road / Tavistock Road Existing Conditions PM Stop (Two-Way)


Mov ID

OD Mov


Average Delay

Level of Service


Effective Stop Rate



South: Henley Rd S

1 L2 18 0.0 0.073 5.6 LOS A 0.0 0.2 0.02 0.09 57.5

2 T1 120 0.0 0.073 0.0 LOS A 0.0 0.2 0.02 0.09 59.1

3 R2 3 0.0 0.073 6.1 LOS A 0.0 0.2 0.02 0.09 56.9

Approach 141 0.0 0.073 0.9 NA 0.0 0.2 0.02 0.09 58.8


4 L2 19 0.0 0.064 8.7 LOS A 0.2 1.6 0.35 0.92 51.4

5 T1 27 0.0 0.064 9.5 LOS A 0.2 1.6 0.35 0.92 51.1

6 R2 11 0.0 0.064 9.8 LOS A 0.2 1.6 0.35 0.92 50.9

Approach 57 0.0 0.064 9.3 LOS A 0.2 1.6 0.35 0.92 51.1

North: Henley Rd N

7 L2 8 0.0 0.103 5.7 LOS A 0.1 0.4 0.02 0.04 57.9

8 T1 183 0.0 0.103 0.0 LOS A 0.1 0.4 0.02 0.04 59.5

9 R2 6 0.0 0.103 5.9 LOS A 0.1 0.4 0.02 0.04 57.3

Approach 198 0.0 0.103 0.5 NA 0.1 0.4 0.02 0.04 59.3


10 L2 1 0.0 0.080 8.5 LOS A 0.3 2.0 0.41 0.94 51.2

11 T1 34 0.0 0.080 9.5 LOS A 0.3 2.0 0.41 0.94 50.9

12 R2 26 0.0 0.080 9.9 LOS A 0.3 2.0 0.41 0.94 50.7

Approach 61 0.0 0.080 9.7 LOS A 0.3 2.0 0.41 0.94 50.8

All Vehicles 457 0.0 0.103 2.9 NA 0.3 2.0 0.12 0.29 56.8



(SHEET 7 OF 10)

MOVEMENT SUMMARY

Site: 101 [Arthur St / Henley Rd Ex AM]

Arthur Street / Henley Road Existing Conditions AM Signals - Fixed Time Isolated Cycle Time = 60 seconds (User-Given Cycle Time)


Mov ID

OD Mov


Average Delay

Level of Service


Effective Stop Rate



East: Arthur Street E

5 T1 909 0.0 0.413 6.4 LOS A 7.5 52.4 0.55 0.49 54.2

6 R2 20 0.0 0.413 11.9 LOS A 6.6 45.9 0.55 0.50 52.8

Approach 929 0.0 0.413 6.5 LOS A 7.5 52.4 0.55 0.49 54.2

North: Henley Road

7 L2 17 0.0 0.049 27.9 LOS B 0.4 2.9 0.85 0.68 40.4

9 R2 152 0.0 0.445 30.2 LOS C 4.1 29.0 0.93 0.79 39.4

Approach 168 0.0 0.445 29.9 LOS C 4.1 29.0 0.93 0.78 39.5

West: Arthur Street W

10 L2 72 0.0 0.452 12.1 LOS A 8.4 59.0 0.57 0.54 52.3

11 T1 1013 0.0 0.452 6.6 LOS A 8.5 59.4 0.57 0.52 53.9

Approach 1084 0.0 0.452 7.0 LOS A 8.5 59.4 0.57 0.52 53.8




(SHEET 8 OF 10)

MOVEMENT SUMMARY

Site: 101 [Arthur St / Henley Rd Ex PM]

Arthur Street / Henley Road Existing Conditions PM Signals - Fixed Time Isolated Cycle Time = 60 seconds (User-Given Cycle Time)


Mov ID

OD Mov


Average Delay

Level of Service


Effective Stop Rate




5 T1 971 0.0 0.539 8.3 LOS A 11.0 76.7 0.65 0.59 52.6

6 R2 69 0.0 0.539 15.0 LOS B 7.8 54.8 0.68 0.63 50.0

Approach 1040 0.0 0.539 8.8 LOS A 11.0 76.7 0.65 0.59 52.4

North: Henley Road

7 L2 47 0.0 0.128 27.4 LOS B 1.2 8.2 0.85 0.72 40.6

9 R2 195 0.0 0.524 29.7 LOS C 5.3 37.4 0.94 0.80 39.6

Approach 242 0.0 0.524 29.3 LOS C 5.3 37.4 0.92 0.79 39.8


10 L2 71 0.0 0.464 12.7 LOS A 8.8 61.5 0.59 0.56 51.8

11 T1 1012 0.0 0.464 7.2 LOS A 8.8 61.9 0.59 0.54 53.4

Approach 1082 0.0 0.464 7.5 LOS A 8.8 61.9 0.59 0.54 53.3




(SHEET 9 OF 10)

MOVEMENT SUMMARY

Site: 101 [Arthur St / Hornsey Rd FU AM]

Arthur Street / Hornsey Road Future Conditions AM Peak Period Stop (Two-Way)


Mov ID

OD Mov


Average Delay

Level of Service


Effective Stop Rate



North: Hornsey Rd

7 L2 43 0.0 0.225 27.6 LOS B 0.7 4.9 0.89 1.02 41.4

Approach 43 0.0 0.225 27.6 LOS B 0.7 4.9 0.89 1.02 41.4

West: Arthur St W

10 L2 63 0.0 0.034 5.5 LOS A 0.0 0.0 0.00 0.58 53.6

11 T1 1186 0.0 0.608 0.1 LOS A 0.0 0.0 0.00 0.00 59.8

Approach 1249 0.0 0.608 0.4 NA 0.0 0.0 0.00 0.03 59.4

All Vehicles 1293 0.0 0.608 1.3 NA 0.7 4.9 0.03 0.06 58.5

MOVEMENT SUMMARY

Site: 101 [Arthur St / Hornsey Rd FU PM]

Arthur Street / Hornsey Road Future Conditions PM Peak Period Stop (Two-Way)


Mov ID

OD Mov


Average Delay

Level of Service


Effective Stop Rate



North: Hornsey Rd

7 L2 43 0.0 0.281 33.9 LOS C 0.9 6.1 0.92 1.02 38.6

Approach 43 0.0 0.281 33.9 LOS C 0.9 6.1 0.92 1.02 38.6

West: Arthur St W

10 L2 84 0.0 0.045 5.5 LOS A 0.0 0.0 0.00 0.58 53.6

11 T1 1252 0.0 0.642 0.1 LOS A 0.0 0.0 0.00 0.00 59.7

Approach 1336 0.0 0.642 0.5 NA 0.0 0.0 0.00 0.04 59.3

All Vehicles 1379 0.0 0.642 1.5 NA 0.9 6.1 0.03 0.07 58.3



(SHEET 10 OF 10)

MOVEMENT SUMMARY

Site: 101 [Arthur St / Henley Rd FU AM]

Arthur Street / Henley Road Future Conditions PM Peak Period Signals - Fixed Time Isolated Cycle Time = 60 seconds (User-Given Cycle Time)


Mov ID

OD Mov


Average Delay

Level of Service


Effective Stop Rate




5 T1 898 0.0 0.529 10.2 LOS A 10.6 74.2 0.70 0.63 51.2

6 R2 54 0.0 0.529 17.4 LOS B 8.0 55.9 0.74 0.67 48.6

Approach 952 0.0 0.529 10.6 LOS A 10.6 74.2 0.71 0.63 51.0

North: Henley Road

7 L2 34 0.0 0.073 24.4 LOS B 0.8 5.4 0.79 0.70 42.0

9 R2 233 0.0 0.501 27.1 LOS B 6.1 42.4 0.91 0.80 40.7

Approach 266 0.0 0.501 26.7 LOS B 6.1 42.4 0.89 0.79 40.9


10 L2 122 0.0 0.526 14.8 LOS B 10.4 73.0 0.68 0.64 50.0

11 T1 1001 0.0 0.526 9.3 LOS A 10.5 73.8 0.68 0.62 51.7

Approach 1123 0.0 0.526 9.9 LOS A 10.5 73.8 0.68 0.62 51.5


MOVEMENT SUMMARY

Site: 101 [Arthur St / Henley Rd FU PM ]

Arthur Street / Henley Road Future Conditions PM Peak Period Signals - Fixed Time Isolated Cycle Time = 60 seconds (User-Given Cycle Time)


Mov ID

OD Mov


Average Delay

Level of Service


Effective Stop Rate




5 T1 960 0.0 0.587 9.5 LOS A 12.5 87.2 0.70 0.64 51.6

6 R2 84 0.0 0.587 17.3 LOS B 8.0 56.2 0.76 0.70 48.3

Approach 1044 0.0 0.587 10.2 LOS A 12.5 87.2 0.71 0.64 51.3

North: Henley Road

7 L2 77 0.0 0.191 26.9 LOS B 1.9 13.3 0.85 0.74 40.8

9 R2 242 0.0 0.602 29.5 LOS C 6.7 46.9 0.95 0.82 39.7

Approach 319 0.0 0.602 28.9 LOS C 6.7 46.9 0.93 0.80 40.0


10 L2 129 0.0 0.500 13.5 LOS A 9.7 68.2 0.63 0.61 50.9

11 T1 1002 0.0 0.500 8.0 LOS A 9.8 68.9 0.63 0.58 52.7

Approach 1132 0.0 0.500 8.6 LOS A 9.8 68.9 0.63 0.58 52.4


ANNEXURE D: SWEPT PATH TESTING


(Sheet 1 of 5)

9.6m Length Heavy Rigid Vehicle



(Sheet 2 of 5)

9.6m length HRV turning left / right onto Henley Street

Tested @ 5km/h

Successful – subject to minor splay of driveway to facilitate left egress

Blue – Vehicle Tyres

Green – Vehicle Body

Red – 300mm Clearance



(Sheet 3 of 5)

9.6m HRV left / right turn into the site from Hornsey Road

Tested @ 5km/h

Successful – subject to minor splay of driveway to facilitate left turns in






(Sheet 4 of 5)

9.6m HRV left into Hornsey Road from Arthur Street

Tested @ 5km/h

Successful






(Sheet 5 of 5)

HRV vertical clearance test

Successful

Documents

AMENDED TRAFFIC AND PARKING IMPACT ASSESSMENT OF ... · 16527.02da - 22nd january 2018 amended traffic and parking impact assessment of residential development / child care centre