North Richmond 'Redbank' Transport Management and ... · 0 3 North Richmond 'Redbank' Transport Management and Accessibility Plan (TMAP) Traffic Review

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North Richmond 'Redbank'

Transport Management and

Accessibility Plan (TMAP)

Traffic Review

© GTA Consultants (GTA Consultants (NSW) Pty Ltd) 2013

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

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infringement of copyright. The intellectual property contained in this

document remains the property of GTA Consultants.

TIA

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NSW

(110920V

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North Richmond 'Redbank'

Transport Management and Accessibility Plan (TMAP),

Traffic Review

Issue: B 08/04/13

Client: Transport for NSW

Reference: 13S1236000

GTA Consultants Office: NSW

Quality Record

Issue Date Description Prepared By Checked By Approved By Signed

A 22/03/13 Final Sudhasil

Das Gupta Ken Hollyoak Ken Hollyoak Ken Hollyoak

B 08/04/13 Final – Revised Sudhasil

Das Gupta Ken Hollyoak Ken Hollyoak

Table of Contents

13S1236000 08/04/13

North Richmond 'Redbank' Issue: B

Transport Management and Accessibility Plan (TMAP), Traffic Review

Table of Contents

1. Introduction 1

1.1 Background 1

1.2 Purpose of this Report 2

1.3 References 2

2. Traffic Review 4

2.1 Existing Transport Context 4

2.2 Future Transport Context 4

2.3 The Redbank Project 6

2.4 Traffic Modelling Approach 9

2.5 Existing Intersection Performance 10

2.6 Future Base Intersection Performance 10

2.7 Traffic Impact Assessment 13

2.8 Package of Measures 15

2.9 RMS Comments to AECOM TMAP Submission 17

2.10 Recommended Infrastructure Summary 17

3. Conclusion 20

Figures

Figure 1.1: Site Location of Redbank in North Richmond

(AECOM North Richmond ‘Redbank’ TMAP) 1

Figure 2.1: Intersection locations and existing and alternate river crossings within

the study area (AECOM North Richmond ‘Redbank’ TMAP) 5

Figure 2.2: Proposed Redbank Staging and access arrangements


Figure 2.3: North Richmond internal Road Network


Tables

Table 2.1: Distribution of 2021 development traffic at access intersections 8

Table 2.2: Base intersection upgrades – without Alternate Yarramundi Bridge 11

Table 2.3: Base intersection upgrades – with Alternate Yarramundi Bridge 12

Table 2.4: Intersection upgrades - With Development & without alternate

Yarramundi Bridge 14

Table 2.5: Intersection upgrades – With Development & with alternate

Yarramundi Bridge 15

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Transport Management and Accessibility Plan (TMAP), Traffic Review

Table 2.6: Preferred Infrastructure Trigger Summary

- With Alternative Yarramundi Bridge 16

Table 2.7: Recommended Infrastructure Summary Options

- With and without alternate Yarramundi Bridge 18

Introduction

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Transport Management and Accessibility Plan (TMAP), Traffic Review Page 1

1. Introduction

1.1 Background

In March 2012, North Richmond Joint Venture (NRJV) has submitted a Planning Proposal to

Hawkesbury City Council for the rezoning of 180 hectares of land located at Lot 27 DP 1042890, 108

Grose Vale Road, North Richmond. The proposed development includes:

approximately 1,399 residential allotments

creation of a small scale neighbourhood centre

provision of an area of public open space

retention of an existing farm dam on Redbank Creek

vegetation improvement to the primarily riparian corridor along the south bank of Redbank

Creek

retention and modification of three to four existing farm dams within the project site to

become open water bodies.

Figure 1.1: Site Location of Redbank in North Richmond (AECOM North Richmond ‘Redbank’ TMAP)

The existing site is predominantly zoned RU4 Primary Production Small Lots under Hawkesbury Local

Environmental Plan 2012 with a small section to the north-west of the site zoned RU1 Primary

Production. Approval has already been granted by the Hawkesbury City Council for a Seniors Living

Development, situated within the Redbank site, providing:

aged care facility (ACF) for 80 residents

198 individual living units (ILUs) for over 55

a Residents Club

resident/community recreational facilities.

The Seniors Living Development will form part of the overall Redbank development, in addition to the

proposed approximate 1,399 new dwellings.

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The Department of Planning and Infrastructure (DP&I) has determined that the proposal should

proceed subject to conditions in the Gateway Determination (dated 27 July 2012). Condition No.1 of

this determination states that:

"Council is to finalise the TMAP and approve an approach to access and funding arrangements. This

agreement is to form part of a negotiated draft Voluntary planning agreement with the proponent

and other relevant agencies ensuring that any development of the land occurs at no cost to

government. The draft voluntary planning agreement is to be exhibited with the planning proposal."

AECOM Australia has prepared a Transport Management and Accessibility Plan (TMAP) for the

proposed development dated October 2012 and has since revised this study in light of the above

planning condition. A revised TMAP was submitted in January 2013.

GTA Consultants was commissioned by DP&I in February 2013 to undertake a review of the TMAP

prepared by AECOM (January 2013) for the proposed development and assess the scheduling of the

proposed local road works.

GTA Consultants met with AECOM on Tuesday 19th

March 2013 to seek clarification on a number of

issues. AECOM provided a revised TMAP submitted by AECOM, on the 20 March 2013, that provided

additional information and GTA’s review is based upon this final document.

1.2 Purpose of this Report

This report sets out an assessment of the TMAP prepared by AECOM including consideration of the

following:

i Review of the access arrangements of the proposed development taking into account the

existing road network constraints.

ii Review of the historic capacity assessment study undertaken by Hyder for RMS on the

Richmond Bridge and Approaches in 2012.

iii Review of the traffic generation and estimated distribution of the proposed development.

iv Traffic impact of the proposed development on the surrounding road network during peak

periods and at key intersections.

v An assessment of proposed infrastructure and upgrading works and the cost estimates.

vi Assess whether the proposed mitigation measures will effectively manage the traffic and

transport impact of the proposed development.

vii Prioritise the main transport infrastructure works associated with the development.

viii Identify and document any key issues or discrepancies or inconsistencies in the TMAP.

ix Determine if the proposed infrastructure and upgrading works are consistent with the

current and future requirements of the area as stipulated by Roads and Maritime Services

(RMS) and the conditions of the Gateway Determination dated 27 July 2012.

1.3 References

In preparing this report, reference has been made to the following:

an inspection of the site and its surrounds

AECOM (2012). “North Richmond Redbank Transport Management and Accessibility Plan

(TMAP)”. Final Issue. January 2013

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AECOM (2012). “North Richmond Redbank Transport Management and Accessibility Plan

(TMAP)”. Final Issue. Revision March 2013

AECOM comments to GTA Draft Traffic Review

TfNSW/RMS feedback resulting in NRJV contribution offer, 31 January 2013

Arup (2012a). “Jacaranda Ponds Glossodia. Traffic and Transport

Hyder (2012). “Richmond Bridge and Approaches Congestion Stage 1 Study

Traffic Analysis Report”, RMS, March

“Guide to Traffic Generating Developments”, RTA (2002). Issue 2.2. October

other documents and data as referenced in this report.

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2. Traffic Review

2.1 Existing Transport Context

As part of the preparing the TMAP for the proposed development at North Richmond, AECOM has

reviewed the existing travel behaviour and transport conditions, including:

i existing public transport provision

ii existing active transport provision

iii existing road infrastructure

iv historical traffic growth

v existing traffic conditions and road network performance.

GTA Consultants has reviewed the above sections within the TMAP and has found them to be

consistent.

2.2 Future Transport Context

As part of the development for a future year base scenario, the TMAP takes into account the expected

growth in the growth centre and the subregion, the potential increase in traffic and public transport

demand as well as the planned provision of transport services and infrastructure upgrades to cater for

these future developments. The assumptions for establishing the future transport scenario include:

i future year land use assumptions

ii future road network assumptions

regional upgrades

local road upgrades

alternative Yarramundi Bridge Crossing.

iii public transport assumptions

iv future base traffic demand

background traffic growth

senior living development (SLD)

future year traffic forecasts (without Redbank development).

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Figure 2.1: Intersection locations and existing and alternate river crossings within the study area

(AECOM North Richmond ‘Redbank’ TMAP)

2.2.1 Local Road Upgrades

Indicative intersection upgrades on the local road network have been historically identified as part of

the Richmond Bridge and Approaches Congestion Stage 1 Study undertaken by Hyder/RMS for TfNSW.

These include short term (over the next five years to 2016) and medium-term (2016 to 2021)

improvements to the following intersections:

Bells Line of Road / Grose Vale Road

Kurrajong Road / Yarramundi Lane

Kurrajong Road / Bosworth Street.

GTA understands that the NSW State Government has advised that there are no funds available to

apply to a corridor solution. On this basis Council is currently reviewing a VPA schedule to be part of an

impending VPA agreement which includes for the alternate Grose River / Yarramundi bridge solution to

be delivered by the proponent NRJV at no cost to government.

2.2.2 Alternate Yarramundi Bridge

In consultation with the Department of Planning and Infrastructure, it was also identified that there is

an opportunity for an alternative crossing of the Hawkesbury River at Yarramundi. This would

effectively provide another access from North Richmond to east of the Hawkesbury River and reduce

the amount of traffic on the existing Richmond Bridge. The TMAP has considered the impacts of the

development on the wider regional transport network for the forecast years (2015, 2018, 2021) with the

following scenarios:

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i with and without the Redbank development; and / or

ii with and without the alternative Yarramundi bridge crossing.

It should however be noted that, as per the meeting dated 16th January 2013, Council has not

considered the proposal for the alternate bridge formally. Therefore, at this stage, it is recommended

that the required infrastructure schedule should be prepared for both options.

2.2.3 Background Traffic - Jacaranda Ponds

A planning proposal has also been submitted to The Department of Planning and Infrastructure (DoPI)

for a Gateway Determination for the rezoning of 185 hectares of land adjacent to Spinks Road,

Glossodia in a development known as Jacaranda Ponds. The proposed development consists of

approximately 580 residential allotments. The impact of this development has been assessed by ARUP

and has been independently reviewed by Fred Gennaoui on behalf of (DoPI) in December 2012.

The TMAP for Redbank prepared by AECOM does not take the development flows from Jacaranda

Ponds within the background traffic.

It is understood that during the Redbank TMAP Project Control Group meeting dated 21st June 2012, a

decision was taken not to allow for traffic generated from the Jacaranda Ponds (Glossodia) residential

development within the background traffic component of the Redbank TMAP.

However, it should be noted that the Transport Impact Assessment for Jacaranda Ponds has taken into

account the cumulative impact of the two developments (Redbank and Jacaranda Ponds). An

allowance of around 300 trips has been made for the Redbank development which is appropriate

assuming the Yarramundi Bridge is provided.

The Arup report found that at the intersection of Bells Line of Road /Terrace Road, the traffic from the

Jacaranda Ponds development results in negligible changes to traffic delay. The proportion of

development traffic on the intersection from the Jacaranda Ponds Development was estimated to be

25% (112 vehicles) compared to 75% (approx 300 vehicles) from the North Richmond development.

Subsequently, Jacaranda Ponds have committed to a contribution ($150,000) towards the

improvement of the intersection as this will increase capacity for traffic travelling from Richmond along

the Bells Line of Road.

2.3 The Redbank Project

The proposed development at Redbank is situated on 180 hectares out of which a total of 147 hectares

of the site have been assessed as being suitable for urban development, allowing for up to 1,399

residential dwellings.

2.3.1 Site Access Arrangement

The AECOM TMAP mentions that the proposed development is likely to have multiple access points:

two on Grose Vale Road

two on Arthur Phillip Drive

one to Townsend Road.

In Section 6.4.1, the TMAP mentions two new vehicular accesses on Grose Vale Road are proposed at

the following locations:

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approximately 1km west of Pecks Road

approximately 1.5km west of Grose River Road.

Access to the development is also provided via Arthur Phillip Drive which connects to Pecks Road.

Figure 2.2: Proposed Redbank Staging and access arrangements

(AECOM North Richmond ‘Redbank’ TMAP)

GTA Consultants has reviewed the relevant sections within the TMAP and understands that the

network diagram provided in Appendix H of the AECOM TMAP shows key accesses through Grose Vale

Road and Charles Street intersections that provides connectivity to the Bells Line of Road / Kurrajong

Road corridor which are part of the regional road network and does not reflect the total number of

inbound and outbound trips. Table 2.1 provides a distribution of the 2021 development traffic

accessing through the through Grose Vale Road and Charles Street intersections.

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Table 2.1: Distribution of 2021 development traffic at access intersections

Access

Intersections

Outbound Inbound

AM PM SAT AM PM SAT

2021 Without Alternative Bridge Crossing at Yarramundi

Grose Vale Road 58% 76% 84% 30% 52% 33%

Charles Street 34% 16% 11% 16% 37% 19%

Sub-total 92% 92% 94% 46% 89% 52%

Others* 8% 8% 6% 54% 11% 48%

2021 With Alternative Bridge Crossing at Yarramundi

Grose Vale Road 41% 62% 52% 37% 27% 32%

Charles Street 8% 26% 23% 0% 13% 13%

Sub-total 49% 88% 75% 37% 40% 45%

Others* 51% 12% 25% 63% 60% 55%

*Includes development trips which use the intersection of Grose Vale Road / Grose River Road intersection, internal trips,

trips heading north which use Grose Vale Road instead of Bells Line of Road and trips which use the direct alternate route

via Pitt Lane and Riverview Street to bypass the intersection of Bells Line of Road / Grose Vale Road / Terrace Road.

It is assumed that several inbound traffic are opting to use the direct alternate route’ to access Grose

Vale Road and outbound traffic not being captured in the intersections within the study area. In

addition, 5% of the Redbank development generated trips will be internal (to local neighbourhood

centres, shops and schools in North Richmond) which does not require the use of any of the

intersections along Bells Line of Road, therefore not captured in the network diagram flows.

Figure 2.3: North Richmond internal Road Network (AECOM North Richmond ‘Redbank’ TMAP)

2.3.2 Sustainable Travel Measures

AECOM has identified potential sustainable strategy measures as part of the proposed development.

These could be summarised as follows:

Household Travel Behaviour Measures

Household Information Packs (HIPs) for each household in the Redbank development

Public Transport Measures

bus service coverage

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timing of bus services and development staging – early ‘Start up’ buses

integration of public transport services

good quality bus stops with coverage throughout the Redbank development.

Bicycle Measures

dedicated, high quality cycle routes

bicycle parking at key locations

bicycle User Group

promotion of bicycle initiatives.

Pedestrian Measures

highly permeable and safe pedestrian network.

Travel Demand Management Measures

car sharing scheme

sustainable home deliveries of groceries

community garden and farm.

GTA Consultants has reviewed the relevant sections within the TMAP and comments are in the

following sections:

Public Transport Measures: The impetus should be to provide public transport closer to

occupation so that the travel behaviour of new residents can be influenced as early as

possible. It is understood that further consultation with operators and stake holders will be

undertaken to establish suitable bus route options at an initial stage.

Bicycle Measures: Clarity is required on the functioning of local Bicycle User Groups (BUGs)

within the residential development, i.e. which organisation would initially facilitate and own

the groups.

Pedestrian Measures: The provision of good quality, accurate and useful directional signing

to promote walking and cycling is essential and it is proposed that this is provided stating

times to destination in minutes taken as well as distances in half kilometres. In addition, the

signage will promote links to local community facilities such as sports and shopping.

2.4 Traffic Modelling Approach

The adopted modelling approach involves a combination of CUBE model and SIDRA modelling to

assess the requirements for infrastructure upgrades at the nominated intersections within the study

area.

The Sydney Strategic Traffic Assignment Model, developed and maintained by AECOM, provides

traffic forecasts on key roads on the network. To enable the model to more accurately reflect the traffic

in the study area, a subarea model was extracted and enhanced. Once the calibration was achieved,

future year traffic models (2015, 2018 and 2021) with and without the alternative bridge crossing at

Yarramundi was developed to determine the likely traffic forecast on the surrounding road network and

key intersections. The following intersections were assessed in SIDRA using forecast traffic flows for

the AM, PM and the Saturday peak hours for each of the years 2015, 2018 and 2021.

i Grose Vale Road/Grose River Road

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ii Bells Line of Road/Charles Street

iii Bells Line of Road/Grose Vale Road/Terrace Road

iv Kurrajong Road/Old Kurrajong Road/Yarramundi Lane

v Kurrajong Road/Bosworth Street

vi Castlereagh Road/Bosworth Street/Lennox Street

vii Castlereagh Road/Inalls Lane/Southee Lane

viii Castlereagh Road/Springwood Road

ix Springwood Road/Rivatts Road.

GTA Consultants has reviewed the relevant sections within the TMAP and considers that the Base

model sub area calibration and validation is suitable for the purpose of this study. Moreover, this

approach for assessing the future performance of the key intersections and determining infrastructure

upgrade requirements is considered to be reasonable.

2.5 Existing Intersection Performance

SIDRA analysis was undertaken for the key intersections for the existing scenario using existing signal

phasing and timings observed during the peak hours. The results of the analysis suggest that the

following intersections are currently experiencing operational issues:

i Bells Line of Road / Grose Vale Road / Terrace Road

ii Kurrajong Road / Old Kurrajong Road / Yarramundi Lane

iii Kurrajong Road / Bosworth Street.

2.6 Future Base Intersection Performance

SIDRA modelling for the future base years (2015, 2018, and 2021) was undertaken assuming potential

upgrades proposed by Hyder at three key intersections along Bells Line of Road and Kurrajong Road,

even though there is no commitment by RMS to provide these upgrades.

i Bells Line of Road / Grose Vale Road

ii Kurrajong Road / Yarramundi Lane

iii Kurrajong Road / Bosworth Street.

2.6.1 Analysis without Alternate Yarramundi Bridge

SIDRA analysis suggested that, with the exception of conversion of Bells Line of Road / Charles Street

to a seagull intersection and conversion of Kurrajong Road / Old Kurrajong Road / Yarramundi Lane

intersection to a to a left-in left-out intersection, no further upgrades were required in addition to those

proposed by Hyder. The summary of upgrades is provided in Table 2.2.

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Table 2.2: Base intersection upgrades – without Alternate Yarramundi Bridge

Base year Intersection Upgrades

2015

Bells Line of Road /

Grose Vale Road /

Terrace Road;

Upgrades recommended in the Richmond Bridge and Approaches

Congestion Stage 1 Study:

-Provision of a westbound shared through/left lane.

- Prohibiting on-street parking during peak periods.

- Banning of eastbound right turn movement.

- Conversion of existing eastbound right turn bay to a second westbound

shared through/right lane.

- Extension of eastbound merge lane.

Upgrade of Kurrajong

Road / Old Kurrajong

Road / Yarramundi

Lane



- Provision of an eastbound right turn bay

- Provision of a northbound left turn slip lane with an

acceleration lane on Kurrajong Road

Kurrajong Road /

Bosworth Street / March

Street

Short-term upgrade recommended in the Richmond Bridge and

Approaches Congestion Stage 1 Study:

-Parking to be banned from Chapel St to Bosworth

Street on eastbound entry lane.

- Parking lane shortened along March Street.

2018


Charles Street Conversion to seagull intersection.

Kurrajong Road / Old

Kurrajong Road /

Yarramundi Lane

Conversion to a left-in left-out intersection with

eastbound right turn from Kurrajong Road into Yarramundi Lane allowed

only.

2021 Kurrajong Road /


Street

Medium-term upgrade recommended in the Richmond Bridge and


-Provision of eastbound right turn bay.

- Parking to be banned from Chapel St to Bosworth



2.6.2 Analysis with Alternate Yarramundi Bridge

SIDRA analysis suggested that, with the alternative bridge crossing, no further upgrades were required

in addition to those proposed by Hyder within the Richmond Bridge Approached Congestion Stage 1

Study. The summary of upgrades without development traffic and with alternate Yarramundi Bridge is

provided in Table 2.3.

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Table 2.3: Base intersection upgrades – with Alternate Yarramundi Bridge


2015


Grose Vale Road /

Terrace Road;






- Conversion of existing eastbound right turn bay to a second westbound

shared through/right lane.


Upgrade of Kurrajong

Road / Old Kurrajong

Road / Yarramundi

Lane



- Provision of an eastbound right turn bay.


acceleration lane on Kurrajong Road.

Kurrajong Road /


Street

Short-term upgrade recommended in the Richmond Bridge and


-Parking to be banned from Chapel Street to Bosworth



2018

Alternative bridge

crossing at Yarramundi -

Springwood Road /

Alternative bridge

crossing intersection

New priority intersection has been assessed which provides access to the

new bridge at Springwood Road.

2021

Kurrajong Road /


Street

Medium-term upgrade recommended in the Richmond Bridge and


-Provision of eastbound right turn bay.

- Parking to be banned from Chapel Street to Bosworth



GTA Consultants has reviewed the relevant sections within the TMAP and has commented in the

following sections below:

Section 5.5.1 - The modelling and intersection assessment suggested that to improve the

efficiency of operation along the Kurrajong Road corridor, it is possible to ban all right turn

movements with the exception of the eastbound right turn movement (from Kurrajong Road to

Yarramundi Lane) at the intersection of Kurrajong Road / Old Kurrajong Road / Yarramundi Lane

from 2018. The potential impacts of the proposed change should be manageable as there are

minimal westbound and northbound right turn movements and the southbound right turn

movement can be re-directed to the intersection of Kurrajong Road / Bosworth Street / March

Street. However, this treatment is not required if the alternative bridge crossing is implemented.

i. Existing access from Yarramundi Lane currently bans the right turn onto Bells Line

of Road on Saturday and Sunday between 8am and 5pm. It is evident from peak

hour counts that turning movements at this junction are minimal. GTA understands

that the proposed right turn bans will be implemented only during the peak hours to

reduce the impact on other groups such as movement of heavy vehicles and farm

vehicles.

ii. The paragraph above Table 2.3 (within the AECOM TMAP) should be 2021 AM, PM

and Saturday peak hour.

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iii. The paragraph after Table 23 (within the AECOM TMAP) should be medium term

upgrades provided for Kurrajong Road / Bosworth Street / March Street as part of

the Richmond Bridge and Approaches Congestion Study.

Section 8.5 - Medium-term upgrade of Kurrajong Road / Bosworth Street / March Street in 2018.

i. As identified in the Richmond Bridge and Approaches Congestion Stage 1 Study

undertaken by Hyder/RMS, short term upgrades are suggested in 2015 and medium

term upgrades are suggested in 2021.

2.7 Traffic Impact Assessment

2.7.1 Trip Generation of Proposed Development

AECOM have adopted the RTA (2002) trip generation rates for single residential dwelling of 0.85

trips/hour per dwelling. Therefore, 1,399 dwellings are expected to generate around 1,190 trips. The

use of the RTA generation rates for residential units is considered appropriate.

On the basis of analysis of the 2006 JTW data and EMME OD data AECOM has proposed that, a

minimum 5% of the generated trips during the peak hour were considered to be internal. Based on

Figure 2.3 of the TMAP, the assumption of 5% of the Redbank development trips as internal is

considered to be reasonable.

2.7.2 Trip Distribution and Assignment

Distribution of development trips has been based on the future year base case (background traffic)

travel pattern from Sydney Strategic Traffic Assignment Model CUBE model, which includes future

year regional trip pattern as a result of changes in population and employment forecasts for each of the

modelled years.

GTA Consultants has reviewed the relevant sections within the TMAP and considers this to be a

reasonable approach.

2.7.3 Future Year Traffic Forecast with Development

GTA Consultants has reviewed the relevant sections within the TMAP and comments are as below:

Section 8.4 - The Richmond Bridge and Approaches Congestion Stage 1 Study recommends

additional capacity at Richmond Bridge is required to cater for the peak hour traffic conditions

and traffic volumes forecasts in 2021 – with approximately 1,800 veh/h in the peak traffic

direction. Therefore, the Richmond Bridge and its approaches are likely to require upgrades by

2018 (three years earlier than suggested by the Richmond Bridge and Approaches Congestion

Stage 1 Study)

GTA understands that the TMAP provides a conservative assessment of the background traffic

component and the peak hour traffic on the Richmond Bridge could actually be lower as a result of the

development proposed sustainable travel options and as a result of peak spreading.

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2.7.4 Intersection Performance

SIDRA modelling for the base years (2015, 2018, and 2021) was undertaken assuming potential

upgrades proposed by Hyder at three key intersections along Bells Line of Road and Kurrajong Road.

Further upgrades were recommended as a result of SIDRA analysis for:

i without the alternative Yarramundi Bridge crossing

ii with alternative Yarramundi Bridge crossing.

With Development and without the Alternative Bridge Crossing

The summary of upgrades with development traffic and without alternate Yarramundi Bridge is

provided in Table 2.4.

Table 2.4: Intersection upgrades - With Development & without alternate Yarramundi Bridge


2015

Bells Line of Road / Grose Vale

Road / Terrace Road;

Upgrade of Kurrajong Road / Old


Kurrajong Road / Bosworth Street /

March Street

Upgrades recommended in the Richmond Bridge and

Approaches Congestion Stage 1 Study (Ref Table 2.1).

Bells Line of Road / Charles Street Conversion to seagull intersection.

2018

Kurrajong Road / Old Kurrajong

Road / Yarramundi Lane


eastbound right turn from Kurrajong Road into Yarramundi

Lane allowed only.

Upgrade to Richmond Bridge Upgrades recommended in the Richmond Bridge and

Approaches Congestion Stage 1 Study.

2021


March Street

Medium-term upgrade recommended in the Richmond

Bridge and Approaches Congestion Stage 1 Study (Ref Table

2.1).


Road / Terrace Road

Extension of westbound right turn bay by 50m.

Provision of a southbound left turn slip lane and a single

shared though/right turn lane on the Terrace.

Road approach; and Changing the configuration of the

northbound approach to provide three entry lanes (dual right

turn lane and one shared through/left turn lane) and one exit

lane on Grose Vale Road (removal of on-street short-term

parking between Bells Line of Rod and Riverview Street.

Kurrajong Road / Old Kurrajong

Road / Yarramundi Lane Upgrade to a signalised intersection.

Castlereagh Road / Lennox Street /

Bosworth Street Upgrade to a two lane roundabout.

With Development and with the Alternative Bridge Crossing

The summary of upgrades with development traffic and with alternate Yarramundi Bridge is provided

in Table 2.5.

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Table 2.5: Intersection upgrades – With Development & with alternate Yarramundi Bridge


2015


Road / Terrace Road;

Upgrade of Kurrajong Road / Old



March Street

Upgrades recommended in the Richmond Bridge and

Approaches Congestion Stage 1 Study (Ref Table 2.2).

2018

Alternative bridge crossing at

Yarramundi

Springwood Road / Alternative

bridge crossing intersection

New priority intersection has been assessed which provides

access to the new bridge at Springwood Road.

2021


March Street

Medium-term upgrade recommended in the Richmond

Bridge and Approaches Congestion Stage 1 Study (Ref Table

2.2).


Road / Terrace Road Extension of eastbound right turn bay by 50m.

Grose Vale Road / Grose River

Road to a roundabout Upgrade to a two lane roundabout.

It is recommended that layouts/plans for the proposed intersection upgrades should be procured from

TfNSW/RMS are included within in the TMAP for reference.

2.8 Package of Measures

As part of the draft TMAP submission, two options of mitigation measures were identified for the

proposed development:

Option 1: Infrastructure upgrades along Bells Line of Road / Kurrajong Road corridor

(assuming no alternative bridge crossing at Yarramundi)

Option 2: Construction of alternative bridge crossing at Yarramundi and approaches.

The TMAP suggests that North Richmond Joint Venture (NRJV) will not take responsibility for the cost

for intersection improvements, including those recommended in the Richmond Bridge and Approaches

Congestion Stage 1 Study. However, through further consultation, it was agreed that NRJV would

contribute to the intersection upgrades since the development would have a significant effect on the

Bells Line of Road corridor.

Contributions to the intersection upgrades identified were therefore determined based on the average proportion of development traffic over the total forecast traffic for the three peak periods assessed at each intersection.

Further discussions with RMS and TfNSW were held during December 2012 and January 2013 and Section

9.6 of the TMAP summarises the following key comments provided by TfNSW on 15th

January 2013:

There is no Government commitment to fund any infrastructure works identified in the

RMS Hyder Report.

Interim measures to be funded by the proponent for development to occur, prior to road

works on Kurrajong Road being required (or an alternative bridge crossing is provided).

TfNSW and RMS do not raise objection to the proposed Option 2 – with alternative bridge

crossing at Yarramundi. Therefore, this option is considered to be the preferred option.

NRJV and Council are aware that the NSW State Government has advised that there are no funds

available to apply to a corridor solution. On this basis Council is currently reviewing a VPA schedule to

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be part of an impending VPA agreement which includes for the alternate Grose River / Yarramundi

bridge solution to be delivered by the proponent NRJV at no cost to government.

2.8.1 Preferred Infrastructure Trigger Summary

Further to comments by TfNSW (15th

January 2013), AECOM carried out additional analysis to

determine the preferred infrastructure trigger summary by assessing the upgrade requirements at the

following locations:

Bells Line of Road / Grose Vale Road / Terrace Road

Kurrajong Road / Old Kurrajong Road / Yarramundi Lane

Kurrajong Road / Bosworth Street / March Street

Richmond Bridge (mid-block).

Traffic modelling confirmed that infrastructure upgrades in Table 2.6 delivered at the nominated lot

threshold can provide progressive improvement from the current level of service.

Table 2.6: Preferred Infrastructure Trigger Summary - With Alternative Yarramundi Bridge

Forecast

Year

(indicative only)

Trigger

(Controlling

parameter)

Component Infrastructure measure

2014

120 lots

settled

(0 occupied lots,

with 33% of SLD)

Seniors

Living

Upgrade of Bells Line of Road / Grose Vale Road /

Terrace Road intersection to provide a westbound

egress and merge lane (west of the Grose Vale Road

intersection).

Hyder

Upgrade of Kurrajong Road / Old Kurrajong Road /

Yarramundi Lane (short term):




Hyder

Upgrade of Kurrajong Road / Bosworth Street / March

Street intersection:

- Parking to be banned from Chapel Street to

Bosworth Street on eastbound approach (entry lane).

2015

400 lots

Settled

(300 occupied lots

- with 100% of SLD)

Hyder

Upgrade of Kurrajong Road / Bosworth Street / March

Street intersection:


- Parking lane shortened from Bosworth Street to

Chapel Street on eastbound approach (exit lane).

2016/17

1,000 settled

(800 occupied

lots)

Redbank

(NRJV)

Alternative bridge crossing at Yarramundi.

Upgrade of Springwood Road / Alternative bridge

crossing intersection.

Upgrade of Grose Vale Road / Grose River Road to a

roundabout.

2021 1,399

occupied lots

Redbank

(NRJV)

Upgrade of Bells Line of Road / Grose Vale Road /

Terrace Road intersection:

- Extension of eastbound right turn bay by 50m.

GTA Consultants reviewed the methodology and analysis in the TMAP, and recommends the following:

i In the additional SIDRA assessment, the right turn from Yarramundi Lane was banned in all

future scenarios (2014, 2015, and 2018 -with/without bridge) and not just from 2018 as

mentioned in Section 5.5.1 in the TMAP. This is also contrary to the suggested upgrade by

Richmond Bridge and Approaches Congestion Stage 1 Study by Hyder where a right turn

from Yarramundi Lane has been retained.

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ii While Table 42 (within the AECOM TMAP) assumes 1,399 occupied lots by 2021, Table (within

the AECOM TMAP) suggests 1,200 occupied lots. It is therefore not clear if the “occupied” or

the “settled” numbers are assumed to assess the intersection performance in 2021.

iii The proposed improvements to Bells Line of Road/ Terrace Road/ Grose Vale Road identified

within the Richmond Bridge and Approaches Congestion Stage 1 Study suggests short term

improvements by 2016. However, the infrastructure trigger summary does not take into

account the suggested upgrade to this intersection.

iv The result from the existing AM SIDRA model show that the intersection of Bells Line of

Road/ Terrace Road/ Grose Vale Road is operating at LOS C and the existing PM and

Saturday models show LOS F. There are significant delays and queue lengths on the

westbound approach, although the remaining approaches have available capacity. GTA

Consultants has further reviewed the existing and future SIDRA models and found that the

PM and Saturday model for the Bells Line of Road/ Terrace Road/ Grose Vale Road have

available capacity on most arms, other than Bells Line of Road (South approach), which

operates at F (with 93 sec cycle time). With the development flows and the proposed

intersection improvements, the intersection operates at LOS E. Assuming that RMS has

accepted the increased cycle time (150 sec) within the proposed layout scenario (including

development flows), it is accepted that the proposed scenario would be likely to perform

better than existing conditions.

2.9 RMS Comments to AECOM TMAP Submission

In an email dated 5th February 2013, the TfNSW and RMS do not object to the TMAP being placed on

public exhibition while the applicant works on the details of the required works and corresponding

timeframe advised.

TfNSW and RMS provided a number of comments in relation to the Traffic & Transport Impact

Assessment prepared by AECOM (2012). Key comments are as follows:

i Under chapter 9.6 it is stated TfNSW and RMS do not raise objection to the proposed Option 2 -

with alternative bridge crossing at Yarramundi. Therefore, this option is considered to be the

preferred option. As stated in the meeting dated 16th January 2013 Council has not considered

the proposal formally. Therefore, there is no Government preferred option. At this stage, the

applicant is required to work on both options.

ii As stated in the meeting dated 16th January 2013 all works associated with the proposal are to

be constructed at full cost to the proponent. TfNSW and RMS will not accept a cash contribution

for intersection works, accordingly this is to be changed to works in kind.

iii Timing of works identified in Table 42 does not match up to Table 44 - preferred Infrastructure

intersection performance summary.

2.10 Recommended Infrastructure Summary

The Council, in an email dated 5th February 2013, said that it has not considered the proposal for the

alternate bridge formally. In the event that the proposal for alternative Yarramundi Bridge is not

formalised, the VPA would need to be adjusted to commit to the provision and funding of all

improvement to facilitate the development. Table 2.7 suggests the recommended summary of

infrastructure for with and without the alternative Yarramundi Bridge crossing.

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Table 2.7: Recommended Infrastructure Summary Options - With and without alternate Yarramundi

Bridge

Year Without alternate Yarramundi Bridge With alternate Yarramundi Bridge

2014


Provide a westbound egress and merge lane (west

of the Grose Vale Road intersection).

Bells Line of Road / Grose Vale Road / Terrace

Road

-Provide a westbound egress and merge lane

(west of the Grose Vale Road intersection).

Kurrajong Road / Old Kurrajong Road /

Yarramundi Lane (short term):


- Provision of a northbound left turn slip lane with

an acceleration lane on Kurrajong Road.


intersection:

- Parking to be banned from Chapel Street to -

Bosworth Street on eastbound approach (entry

lane).



Chapel Street on eastbound approach (exit

lane).

2015

Upgrades recommended in the Richmond Bridge

and Approaches Congestion Stage 1 Study (Ref

Table 1)

Kurrajong Road / Old Kurrajong Road / Yarramundi

Lane (short term):





intersection:

- Parking to be banned from Chapel Street to -

Bosworth Street on eastbound approach (entry

lane).



Chapel Street on eastbound approach (exit lane).

Bells Line of Road / Grose Vale Road / Terrace Road;




- Conversion of existing eastbound right turn bay to a

second westbound shared through/right lane.



Road;

-Provision of a westbound shared through/left

lane.

- Prohibiting on-street parking during peak

periods.


- Conversion of existing eastbound right turn bay

to a second westbound shared through/right

lane.


Bells Line of Road / Charles Street

Conversion to seagull intersection

2018


Lane


eastbound right turn from Kurrajong Road into

Yarramundi Lane allowed only.

Alternative bridge crossing at Yarramundi

Upgrade of Springwood Road / Alternative

bridge crossing intersection.

Upgrade of Grose Vale Road / Grose River Road

to a roundabout.

Upgrade to Richmond Bridge

Upgrades recommended in the Richmond Bridge

and Approaches Congestion Stage 1 Study.

2021


Medium-term upgrade recommended in the

Richmond Bridge and Approaches Congestion

Stage 1 Study (Ref Table 1).


Road intersection:

- Extension of eastbound right turn bay by 50m.

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Year Without alternate Yarramundi Bridge With alternate Yarramundi Bridge


Extension of westbound right turn bay by 50m.

Provision of a southbound left turn slip lane and a

single shared though/right turn lane on the Terrace

Road approach.

Changing the configuration of the northbound

approach to provide three entry lanes (dual right

turn lane and one shared through/left turn lane) and

one exit lane on Grose Vale Road (removal of on-

street short-term parking between Bells Line of Rod

and Riverview Street.


Lane

Upgrade to a signalised intersection.

Castlereagh Road / Lennox Street / Bosworth Street

Upgrade to a two lane roundabout.

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3. Conclusion

Based on the analysis and discussions presented within this report, the following conclusions are made:

i The adopted modelling approach, involving a combination of CUBE model and SIDRA

modelling to assess the requirements for infrastructure upgrades at the nominated

intersections within the study area, is considered to be reasonable. The base model sub area

calibration and validation is considered suitable for the purpose of this study.

ii It is understood that during the Redbank TMAP Project Control Group meeting dated 21st June

2012, a decision was taken not to allow for traffic generated from the Jacaranda Ponds

(Glossodia) residential development within the background traffic component of the Redbank

TMAP. However, the Jacaranda Ponds development has made a reasonable allowance of

approximately 300 trips from the Redbank development in its traffic assessment.

iii Clarity is required on the functioning of local Bicycle User Groups (BUGs) within the residential

development.

iv The provision of good quality, accurate and useful directional signing to promote walking and

cycling is essential and it is proposed that this is provided stating times to destination in

minutes taken as well as distances in half kilometres. In addition, the signage will promote

links to local community facilities such as sports and shopping.

v It is understood that further consultation with operators and stake holders will be undertaken

to establish suitable bus route options at an initial stage.

vi GTA understands that the proposed right turn bans at the Kurrajong Road / Old Kurrajong

Road / Yarramundi Lane intersection will be implemented only during the peak hours to reduce

the impact on other groups such as movement of heavy vehicles and farm vehicles.

vii GTA understands that the TMAP provides a conservative assessment of the background traffic

component and the peak hour traffic on the Richmond Bridge could actually be lower as a result

of the development proposed sustainable travel options and as a result of peak spreading.

viii It is recommended that layouts/plans for the proposed intersection upgrades should be

procured from TfNSW/RMS are included within in the TMAP for reference.

ix GTA Consultants has further reviewed the existing and future SIDRA models and found that

the PM and Saturday model for the Bells Line of Road/ Terrace Road/ Grose Vale Road have

available capacity on most arms, other than Bells Line of Road (South approach), which

operates at F (with 93 sec cycle time). With the development flows and the proposed

intersection improvements, the intersection operates at LOS E. Assuming that RMS has

accepted the increased cycle time (150 sec) within the proposed layout scenario (including

development flows), it is accepted that the proposed scenario would be likely to perform

better than existing conditions.

x The upgrades mentioned within the Richmond Bridge and Approaches Congestion Stage 1

Study considers the cumulative effect of all development in Richmond in the future years. It is

noted that the Jacaranda Ponds development is contributing $150,000 to upgrade the

intersection and Redbank is proposing to undertake approximately $835,000 + GST ($375,648

+ $458,832) of works at this intersection.

xi The Council, in an email dated 5th February 2013, said that it has not considered the proposal

for the alternate bridge formally. In the event that the proposal for alternative Yarramundi

Bridge is not formalised, the VPA would need to be adjusted to commit to the provision and

funding of all improvement to facilitate the development.

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North Richmond 'Redbank' Transport Management and ... · 0 3 North Richmond 'Redbank' Transport Management and Accessibility Plan (TMAP) Traffic Review