TRAFFIC AND PARKING IMPACT ASSESSMENT OF CHILD CARE CENTRE …

18532.01FC - 16th April 2019

TRAFFIC AND PARKING IMPACT ASSESSMENT OF

CHILD CARE CENTRE

AT 36-40 TURNER CRESCENT, ORANGE

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 Witness

18532.01FC - 16th April 2019

Development Type: Child Care Centre

Site Address: 36-40 Turner Crescent, Orange

Prepared for: Australian Childcare Solutions

Document reference: 18532.01FC

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 LS CM 22nd January 2019

Draft B LS 30th January 2019

Final A LS CM 15th March 2019

Final B LS 18th March 2019

Final C LS 16th April 2019

18532.01FC - 16th April 2019

TABLE OF CONTENTS

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

1.1 Description and Scale of Development ................................................................... 1

1.2 State Environmental Planning Policy (Infrastructure) 2007 ..................................... 1

1.3 Site Description ....................................................................................................... 1

1.4 Site Context ............................................................................................................ 1

EXISTING TRAFFIC AND PARKING CONDITIONS ............................................... 3

2.1 Road Hierarchy ....................................................................................................... 3

2.2 Existing Traffic Management .................................................................................. 4

2.3 Existing Traffic and Parking Environment ............................................................... 4

Intersection Performances...................................................................................... 4 Mitchell Highway Operation .................................................................................... 6

2.4 Public Transport ...................................................................................................... 6

2.5 Future Road and Infrastructure Upgrades .............................................................. 7

PARKING ASSESSMENT ........................................................................................ 8

3.1 Council Parking Requirement ................................................................................. 8

Council DCP Parking Variation ............................................................................... 8 Queuing Analysis ................................................................................................... 9

3.2 Parent Parking ........................................................................................................ 9

3.3 Bicycle & Motorcycle parking Requirements ........................................................... 9

3.4 Servicing & Loading ................................................................................................ 9

3.5 Disabled Parking ..................................................................................................... 9

3.6 Car Park Design & Compliance ............................................................................ 10

Parking Allocation to be shown ............................................................................ 10

TRAFFIC ASSESSMENT ....................................................................................... 11

4.1 Traffic Generation ................................................................................................. 11

4.2 Traffic Assignment ................................................................................................ 11

4.3 Traffic Impact ........................................................................................................ 12

Intersection Performance Assessment ................................................................. 12

4.4 Residential Amenity .............................................................................................. 14

Turner Crescent ................................................................................................... 14 Sieben Drive ........................................................................................................ 14

COUNCIL QUERIES ............................................................................................... 15

5.1 Sight Distance of Entry from Turner Crescent ...................................................... 15

5.2 Circulation Design ................................................................................................. 16

CONCLUSION ........................................................................................................ 17

Child Care Centre Page 1 of 48 36-40 Turner Crescent, Orange 18532.01FC - 16th April 2019

INTRODUCTION

MCLaren Traffic Engineering (MTE) was commissioned by Australian Childcare Solutions to

provide a Traffic and Parking Impact Assessment of the Child Care Centre, as depicted in

Annexure A, at 36-40 Turner Crescent, Orange.

1.1 Description and Scale of Development

The proposed child care centre is to accommodate 94 children as per the following:

24 children between 0-2 years old;



Hours of operation are 6:30am to 6:30pm, Monday to Friday.

The site layout includes an outdoor car park with a total of 32 car parking spaces including

one (1) disabled space. Vehicular access to the car park is provided via the proposed two-

way driveway from Turner Crescent.

1.2 State Environmental Planning Policy (Infrastructure) 2007

The proposed development does not qualify as a development with relevant size and/or

capacity under Clause 104 of the SEPP (Infrastructure) 2007. Accordingly, formal referral to

the Roads and Maritime Services (RMS) is not necessary and Orange City Council officers

can determine this proposal accordingly.

1.3 Site Description

The subject site is currently unoccupied with frontages to Northern Distributor Road to the

north; Mitchell Highway to the east and Turner Crescent to the south. All vehicular access

to and from the site is currently undertaken via Turner Crescent. It should be noted that

access from Mitchell Highway is not possible as the client does not own the land between

Mitchell Highway and the site boundary.

The site is generally surrounded by low density residential dwellings, with Orange Anglican

Grammar School located to the north of the site.

1.4 Site Context

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


Site Location

FIGURE 1: SITE CONTEXT – AERIAL PHOTO

Site Location

FIGURE 2: SITE CONTEXT – STREET MAP


EXISTING TRAFFIC AND PARKING CONDITIONS

2.1 Road Hierarchy

Mitchell Highway (Molong Road) has the following characteristics within close proximity to

the site:

RMS Classified STATE Road (No. 7);

Approximately 15m in width facilitating one traffic lane in both directions and one

parking lane on both sides of the road;

Signposted 50km/h carriageway;

Unrestricted kerbside parking along both sides of the road;

Northern Distributor Road has the following characteristics within close proximity to the site:

Unclassified SUB-ARTERIAL road;

Approximately 13 in width facilitating one traffic lane in both directions and shoulders

on both sides of the road;

Signposted 50km/h carriageway;

No kerbside parking permitted on both sides of the road.

Mastronardi Way has the following characteristics within close proximity to the site:

Unclassified LOCAL road;

Approximately 10m in width facilitating two-way passing and kerbside parking along

both sides of the road;

No speed limit signposted - 50km/h applies;

Unrestricted kerbside parking permitted along both sides of the road.

Turner Crescent has the following characteristics within close proximity to the site:

Unclassified LOCAL road;

Approximately 10m in width facilitating two-way passing and kerbside parking along

both sides of the road;

No speed limit signposted - 50km/h applies;

Unrestricted kerbside parking permitted along both sides of the road.


2.2 Existing Traffic Management

Giveway controlled intersection of Mitchell Highway / Mastronardi Way;

Priority controlled intersection of Turner Crescent / Mastronardi Way;

Roundabout controlled intersection of Mitchell Highway / Northern Distributor Road;

Priority controlled intersection of Turner Crescent / Sieben Drive.

2.3 Existing Traffic and Parking Environment

Following agreement with RMS and Orange Council representatives, intersection traffic

surveys were undertaken over five (5) consecutive weekdays at the intersections of Mitchell

Highway / Northern Distributor Road, Mitchell Highway / Mastronardi Way, Turner Crescent

/ Sieben Drive between the hours of 7am – 9am and 3:30pm-6pm on Friday 7th December

2018 and Monday 10th – Thursday 13th December 2018. These surveyed dates represent

typical weekdays and will be used to assess the existing impact to the nearby intersection.

Intersection Performances

The existing intersection performances have been assessed using SIDRA INTERSECTION

8 with the existing AM and PM peak periods for each intersection taken as the maximum

weekday peak surveyed across the five weekdays. The analysis is summarised in Table 1

below, with detailed SIDRA results provided in Annexure B for reference.


TABLE 1: INTERSECTION PERFORMANCES (SIDRA INTERSECTION 8)

Intersection Peak Hour

Degree of Saturation(1)

Average Delay(2)

Level of Service(3)

Control Type Worst Movement

(sec/veh)

EXISTING PERFORMANCE

Mitchell Hwy / Northern

Distributor Rd

AM 0.25 6.2 A

Roundabout

RT from Mitchell Hwy (N)

(Worst: 11.2) (Worst: A)

PM 0.27 6.2 A

RT from Northern Distributor Rd (W)


Mitchell Hwy / Mastronardi

Way

AM 0.20 1.6 NA

Give Way

RT from Mastronardi Way

(W) (Worst: 7.9) (Worst: A)

PM 0.16 2.2 NA RT from

Mastronardi Way (W) (Worst: 8.0) (Worst: A)

Sieben Dr / Turner Cres

AM 0.03 3.7 NA

Give Way

RT from Turner Cres (N)


PM 0.06 4.5 NA



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

As shown in Table 1 above the intersection of Mitchell Highway / Northern Distributor Road

is operating at Level of Service “A” during the peak AM and PM periods. This represents

minimal delays and additional spare capacity.

It should be noted that SIDRA provides a N/A overall LoS for assessed “Give-Way”

intersections due to the zero delays associated with major through movements, with the LoS

of the worst approach movement considered as an indicator of the operation of the

intersection. The “Give-Way” intersections of Mitchell Highway / Mastronardi Way and

Sieben Drive / Turner Crescent are currently performing at a high level of efficiency, with a

Level of Service “A” reported in both the AM & PM peak hours for both intersections for the

worst movement. The level of service “A” performance is characterised by low approach

delays and spare capacity.

It should also be noted that all intersections provide compliant Safe Intersection Sight

Distance (SISD) in accordance with AUSTROADS requirements.


Mitchell Highway Operation

In addition to the intersection surveys undertaken, 7-day bi-directional tube surveys were

undertaken between Friday 7th and Friday 14th December 2018 along the Mitchell Highway

and located approximately 50m to the south of the subject site. The existing operation of

Mitchell Highway as indicated from these surveys is summarised in Table 2 below

TABLE 2: MITCHELL HIGHWAY OPERATION

(SURVEY UNDERTAKEN 50m TO THE SOUTH OF THE SUBJECT SITE)

Road Direction

Average Weekday Peak Hour Volume Average

Weekday Volume

85th Percentile

Speed

Heavy Vehicles

Average Weekday Peak

Hour Volume

Mitchell Highway

Northbound

AM (8AM – 9AM)

202

2925 60.1km/h 8.4% PM

(5PM – 6PM) 299

Southbound

AM (8AM – 9AM)

400

3093 59.9 km/h 8.0%

PM (5PM – 6PM)

252

As shown in Table 2 above, the average two-way weekday peak hour volumes along

Mitchell Highway are 602 vehicles in the AM peak and 551 vehicles in the PM peak. Whilst

the sign posted speed limit along Mitchell Highway is 50km/hr, it is important to note the

results of the undertaken surveys indicate that the operational 85th percentile speed of

Mitchell Highway is 60 km/h.

2.4 Public Transport

The subject site has access to existing bus route 536 provided by Orange Buslines which

runs along Mitchell Highway, with the nearest bus stop located near the intersection of

Mitchell Highway / Mastronardi Way, approximately 400m walking distance from the site.

The 536 service provides access from Orange City Centre to Molong with only three services

running in each direction per day. Figure 3 below shows the local public transport map,

related to the sites location.


Site location

FIGURE 3: PUBLIC TRANSPORT MAP

2.5 Future Road and Infrastructure Upgrades

From Orange 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 or parking

conditions within the immediate vicinity of the subject site.


PARKING ASSESSMENT

3.1 Council Parking Requirement

Reference is made to Orange City Council 2004 DCP, Part 15.4 – Parking Requirements

which designates the following parking rates for child care centres:

“1 space for every 4 children in attendance”

Table 3 below, summaries Council’s car parking rates for the proposal.

TABLE 3: DCP PARKING REQUIREMENTS

Land Use Scale Rate Spaces

Required Spaces

Provided

Child Care Centre

94 children 1 per 4 23.5 (24) 32

Total 24 32

As shown in Table 3 above, the development requires a total of 24 car parking spaces. The

site provides a total of 30 car parking spaces, representing a numerical surplus of eight (8)

spaces above the Council’s minimum requirements. Therefore, the proposed car parking

provision complies with Council’s DCP parking requirements.

Council DCP Parking Variation

Council’s car parking requirement of 1 space per 4 children is the same as the RMS “Guide

to Traffic Generating Developments” 2002 (referred to as the RMS Guide) parking rate. The

underpinning analysis for the RMS Guide surveyed long day child care centres ranging in

size from 29 to 66 children, with the majority of the 9 survey sites having a capacity of 40

children.

Based on significant past experience the rate of 1 per 4 children generally holds true for

child care centres for up to some 60 children. As the proposal is for 94 children, it is

significantly above the underpinning analysis undertaken and used by the RMS and Orange

City Council.

RMS commissioned updated surveys and analysis of child care centres in 2015. While the

findings of this update have not been adopted officially, the following car parking rates were

found, with particular reference given to the centre size;

Centres with 20 to 35 children – 1 space per 4 children



Based upon application of the above parking rates for 94 children, would result in 16 car

parking spaces in total (based upon a rate of 1 space per 6 children). Hence, the provision

of 32 car parking spaces for the children care centres is a surplus of 16 car parking spaces

above the minimum required, based upon the 2015 RMS surveys.


Queuing Analysis

To further support the development, queuing analysis has been undertaken and is

reproduced in Annexure C for reference. The RMS Guide states that the average duration

of stay for a parent at a child care centre is 6.8 minutes. Applying the duration of stay to the

queuing analysis results in a parking demand of 7 parent car parking spaces based upon a

98th percentile parking demand outcome.

As a worst-case scenario an average stay length of 10 minutes has also been applied, with

the results showing, a parent parking demand of 10 car spaces based upon a 98th percentile

parking demand outcome. Based on the above queuing analysis, the provision of 10 parent

drop-off / pick-up satisfies the 98th percentile queue for the parking demand of the 94-place

child care centre.

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 each parent space to the entry, in a

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

plans provide 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 Bicycle & Motorcycle parking Requirements

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

and as such, the DCP does not require the provision of this facility. No on-site bicycle or

motorcycle parking has been provided.

3.4 Servicing & Loading

Council’s DCP does not specifically outline a rate for the provision of loading facilities at

child care centres. The typical size of vehicles used for small and infrequent deliveries to

child care centres is a B99 utility / courier van (i.e. Toyota Hiace) which can access a normal

sized car space. The site can accommodate a delivery vehicle on-site between 9am and

4pm, hence outside peak visitor times such that a portion of visitor spaces are very likely to

be vacant. This can be under a management plan if required, however it is common practice

and will not be seen to noticeably affect operation of the site. It is reiterated that deliveries

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

It is proposed by the client for waste to be collected via kerbside collection by Council. Waste

bins will be wheeled to the kerbside and collected by Council vehicles along the site’s

frontage within Turner Crescent.

3.5 Disabled Parking

Council’s DCP does not outline any requirements for accessible parking for child care

centres. As such, reference is made to the BCA. A child care centre is a Class 9b building,


as such requires the provision of one (1) disabled space per 100 spaces provided, or part

thereof. Therefore, the site requires one (1) disabled space, which has been provided as per

AS2890.6:2009 design requirements.

3.6 Car Park Design & Compliance

The proposed parking layout, as depicted Annexure A, has been assessed against the

relevant Australian standards, namely AS2890.1:2004 and AS2890.6:2009. The car parking

layout has been assessed to generally achieve the relevant objectives and requirements of

these standards subject to any non-compliances / recommended changes detailed in the

sub-sections below. The following are relevant to note:

Staff spaces within minimum dimensions of 2.4m width by 5.4m length (note design

width is greater than the minimum required)

Visitor parking spaces with minimum dimension of 2.6m width by 5.4m length;

Disabled car parking space with minimum dimensions of 2.4m width by 5.4 length,

with adjacent shared space with dimensions of 2.4m width by 5.4m length;

6.3m wide driveway providing a separate entry and egress driveway path via a raised

median;

Parking aisle with a minimum width of 5.8m, design width exceeds this minimum and

provides a 6.6m width for greater parking ease.

Parking Allocation to be shown

It is recommended to designate 10 parking spaces on the side of the parking aisle closest

to the child care centre as parent parking spaces, as per the allocation plan in Annexure D,

with the remaining spaces to be unmarked to be used by both parents and staff.

While the design has been assessed as generally compliant with the relevant standards,

subject to any non-compliances in the subsections above, it is usual and expected that a

compliance certificate is required at the construction certificate stage to account for any

design changes during or after the DA process.


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 the subject child care centre of a proposed 94

children is based upon the RMS “Guide to Traffic Generating Developments, which assumes

a worst case of a high proportion of private vehicle trips. The traffic generation is summarised

in Table 4 below.

TABLE 4: TRAFFIC GENERATION OF SITE

Time Rate Traffic Generation Direction

7:00-9:00am 0.8 per child 75 trips 38 in; 37 out

2:30-4:00pm 0.3 per child 28 trips 14 in; 14 out

4:00-6:00pm 0.7 per child 66 trips 33 in; 33 out

As shown in Table 4 above, during the 7-9am period the traffic generated by the site equates

to 75 vehicles trips (38 in; 37 out) based upon a rate of 0.8 vehicle trips per child. For the 4-

6pm period, the site generated traffic equates to 66 vehicle trips (33 in; 33 out) based upon

a rate of 0.7 vehicle trips per child as per the RMS Guide.

It is assumed as a worst-case assessment that the peak site generated traffic occurs during

the recorded commuter AM and PM peak hour periods as recorded during the intersection

surveys, with 100% of the above volumes occurring during the one hour.

4.2 Traffic Assignment

Given the surrounding road network and available routes to / from the site coupled with the

existing surveys, it is assessed that all traffic will travel to and from the site in the allocation

shown in the forecast traffic assignment as shown in Figure 4 below.


FIGURE 4: TRAFFIC ASSIGNMENT

4.3 Traffic Impact

Intersection Performance Assessment

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

traffic volumes recorded. SIDRA INTERSECTION 8 was used to reassess the key

intersections listed in Table 1 previously. The purpose of this assessment is to compare the


existing intersection operations to the future scenario under the forecast increased traffic

load associated with the proposed child care centre. The results of this assessment are

shown in Table 5 below, with detailed SIDRA outputs provided in Annexure B for reference.

TABLE 5: INTERSECTION PERFORMANCES (SIDRA INTERSECTION 8)

Intersection Peak Hour

Degree of Saturation(1)

Average Delay(2)

Level of Service(3)

Control Type Worst Movement

(sec/veh)

EXISTING PERFORMANCE

Mitchell Hwy / Northern

Distributor Rd

AM 0.25 6.2 A

Roundabout

RT from Mitchell Hwy (N)


PM 0.27 6.2 A

RT from Northern Distributor Rd (W)


Mitchell Hwy / Mastronardi

Way

AM 0.20 1.6 NA

Give Way

RT from Mastronardi Way



Mastronardi Way (W) (Worst: 8.0) (Worst: A)

Sieben Dr / Turner Cres

AM 0.03 3.7 NA

Give Way



PM 0.06 4.5 NA



FUTURE PERFORMANCE

Mitchell Hwy /

Northern

Distributor Rd

AM 0.25 6.3 A

Roundabout

RT from Mitchell

Hwy (Worst: 11.3) (Worst: A)

PM 0.28 6.2 A

RT from Northern

Distributor Rd (Worst: 10.8) (Worst: A)

Mitchell Hwy /

Mastronardi

Way

AM 0.21 2.1 NA

Give Way

RT from

Mastronardi Way



Mastronardi Way


Sieben Dr /

Turner Cres

AM 0.03 3.8 NA

Give Way

RT from Turner

Cres (N) (Worst: 5.7) (Worst: A)

PM 0.06 4.5 NA

RT from Turner

Cres (N) (Worst: 5.7) (Worst: A)

Notes: Refer to Table 1


As shown in Table 5 above, the existing intersection performances remain unaltered under

the future scenario in terms of Level of Service. The existing Level of Service “A” for the

intersection of Mitchell Highway / Northern Distributor Road, and the worst turning

movements of the intersections of Mitchell Highway / Mastronardi Way and Turner Crescent

/ Sieben Drive remains unaltered under the future scenario, with minimal additional delays

and capacity maintained.

4.4 Residential Amenity

Turner Crescent

The existing peak two-way traffic volumes surveyed along Turner Crescent were 90 two way

vehicles during the morning and 129 two way vehicles during the evening peak hour. These

existing two-way flows are well below the environmental goal of 200 vehicles per hour or the

maximum threshold of 300 vehicles per hour for a local street as specified in the RMS Guide

to Traffic Generating Developments 2002.

The additional traffic generation of 75 AM peak (38 in; 37 out) and 66 PM peak (33 in; 33

out) vehicular trips along Turner Crescent will result in a two-way peak traffic flow of 165

and 195 vehicles during the AM and PM peak periods respectively. These two-way traffic

flows are below the environmental goal of 200 vehicles per hour and well below the

maximum threshold of 300 vehicles per hour for local streets as specified in the RMS Guide

and is supported.

Sieben Drive

The existing two-way traffic volumes surveyed along Sieben Drive were 107 two-way

vehicles during the morning and 114 two-way vehicles during the evening peak hour. These

existing two-way flows are well below the environmental goal of 300 vehicles per hour or the

maximum threshold of 500 vehicles per hour for a Collector Road as specified in the RMS

Guide to Traffic Generating Developments 2002.

The additional traffic of 4 AM peak and 4 PM peak vehicular trips along Sieben Drive will

result in a two-way traffic flow of 111 and 118 vehicles during the AM and PM peak periods

respectively. These two-way traffic flows are well below the environmental goal of 300

vehicles per hour and the maximum threshold of 500 vehicles per hour for collector streets

as specified in the RMS Guide and is supported.


Council Queries

Reference is made to Council’s queries raised within an email dated 30th March 2017 for a

previously proposed Child Care Centre of larger scale for the subject site of 36 – 40 Turner

Crescent, Orange. The Council concerns are considered to remain relevant for the currently

proposed Child Care Centre and have been addressed within the following subsections.

5.1 Sight Distance of Entry from Turner Crescent

Council has requested additional information in relation to “sight distance for vehicles

entering the site”. The proposed entry driveway has been provided along a bend on Turner

Crescent and as a result, vehicles turning right into the development may cut the corner,

before adequate sight line has been achieved to vehicles along Turner Crescent. To restrict

this illegal manoeuvre, a concept has been provided in Annexure E for reference. The

concept provides a raised median and BB lines along Turner Crescent with a break in the

median when adequate sight lines have been achieved for vehicles turning right into the site

to opposing vehicles. The concept provided in Annexure E also provides a linemarking plan

for Mastronardi Way. During a site inspection this arrangement was recommended and the

suggested formal arrangement shown in Annexure E provides a safer outcome for all

vehicles.

Reference is made to Section 7.4.1 of AUSTROADS Guide (Part 3), which specifies the

formula for determining the minimum radius values for horizontal curves based on the

operating speed of the road, superelevation and side friction factor. Refer to Figure 5 below.

FIGURE 5: MINIMUM RADIUS OF HORIZONTAL CURVE

Using the existing corner radius of 13.2m, (measured along the actual vehicle path that

would be used and not the kerb path), superelevation of 3% and a side friction factor of 0.3-

0.35, the vehicle speed is equivalent to 23.5-25 km/h. As a result, approaching vehicles from

Turner Crescent from the south west would be slowing down prior to the corner.

Furthermore, the “Stopping Sight Distance” for a 50km/h speed limit has been determined

in accordance with Clause 5.3 of AUSTROADS Guide (Part 3) (Figure 6 below). The

absolute minimum SSD for a northbound vehicle along Turner Crescent results in a SSD of


48m when using a reaction time of 1.5 seconds with no adjustment due to the longitudinal

grade as the road is generally level.

FIGURE 6: STOPPING SIGHT DISTANCE (AUSTROADS)

Regardless of the stopping sight distance, the provision of a median within Turner Crescent

prior to the entry driveway of the site will force vehicles to slow down prior to turning into the

site driveway, which will provide adequate site distances to all vehicles travelling along the

road. The inclusion of the median along Turner Crescent does not impact on any

surrounding driveways, in relation to entry and egress paths as demonstrated by swept

paths included in Annexure D for the driveway serving the adjacent residence.

5.2 Circulation Design

Council has requested additional information in relation to the “circulation design within the

car park to accommodate peak hour traffic volumes”. Based on the queuing analysis detailed

in Section 3.1.2, as a worst-case scenario, 98% of the time, 10 parent car parking spaces

(10-minute stay length) will be sufficient for the parking demand of the site. The RMS

provides an average wait time of 6.8 minutes which results in 7 parent spaces being

sufficient 98% of the time. Hence, the occurrence that all car parking spaces will be occupied

is highly unlikely. Regardless, a turning bay has been provided, such that vehicles can turn

around within the car park, refer to Annexure D for swept paths. Furthermore, a parking

demand layout has been provided in Annexure C, showing the 98th percentile parking

demand for a typical child care centre operation. This shows that there are adequate parking

bays remaining for both staff and parents to use.


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

and parking impact assessment are relevant to note:

Orange City Council requires 24 car parking spaces, the ground level at-grade car

park provides 32 car parking spaces, resulting in compliance with Council’s DCP

requirements, with an actual surplus of eight (8) spaces.

The proposed parking layout, as depicted Annexure A, has been assessed against

the relevant Australian standards, namely AS2890.1:2004 and AS2890.6:2009 and

found to be compliant, subject to any non-compliances or recommended changes

mentioned in Section 3.6.

The child care centre is expected to generate 75 and 66 vehicle trips in the AM (38

in, 37 out) and PM (33 in, 33 out) peak periods. This additional level of traffic has

been assessed using SIDRA intersection analysis which indicates that the existing

traffic movement and intersection “A” LoS of all assessed key intersections listed in

Tables 1 and 5 has been retained. This unaltered LoS of “A” represents minimal

delays and that additional spare capacity is maintained.

The additional traffic generation of 75 peak AM and 66 peak PM vehicular trips will

result in a two-way traffic flow of 165 and 195 vehicles during the AM and PM peak

periods respectively within Turner Crescent. These two-way traffic flows are below

the environmental goal of 200 vehicles per hour and well below the maximum

threshold of 300 vehicles per hour for local streets as specified in the RMS Guide.

The impact upon the COLLECTOR road of Sieben Drive is also acceptable as

outlined in Section 4.4 of this report.

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

centres, and as such, the DCP does not require the provision of this facility. No on-

site bicycle or motorcycle parking has been provided.

The typical size of vehicles used for small and infrequent deliveries to child care

centres is a B99 utility / courier van (i.e. Toyota Hiace) which can access a normal

sized car space. The site can accommodate a delivery vehicle on-site between 9am

and 4pm, hence outside peak visitor times such that a portion of visitor spaces are

very likely to be vacant.


A queuing analysis has been undertaken for the proposed development. The results

of the queuing analysis results in a parking demand of 7 parent car parking spaces

(average length of stay 6.8 minutes) based upon a 98th percentile parking demand

outcome. As a worst-case scenario an average stay length of 10 minutes has also

been applied, with the results showing, a parent parking demand of 10 car spaces

based upon a 98th percentile parking demand outcome. Based on the above queuing

analysis, the provision of 10 parent drop-off / pick-up spaces satisfies the 98th

percentile queue for the parking demand of the proposed 94 place child care centre.


ANNEXURE A: PROPOSED SITE PLAN

(SHEET 1 OF 1)


ANNEXURE B: SIDRA ANALYSIS

(SHEET 1 OF 12)

MOVEMENT SUMMARY

Site: 101 [Northern Distributor Rd / Mitchell Hwy EX AM]

Northern Distributor Road / Mitchell Highway Existing conditions AM peak period Site Category: (None) Roundabout

Movement Performance - Vehicles

Mov ID

Turn Demand Flows Deg.

Satn Average

Delay Level of Service

95% Back of Queue Prop. Queued

Effective Stop Rate

Aver. No. Cycles

Average Speed Total HV Vehicles Distance

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

South: Mitchell Hwy (S)

1 L2 8 0.0 0.066 5.3 LOS A 0.3 2.1 0.43 0.52 0.43 54.0

2 T1 106 4.7 0.115 5.3 LOS A 0.6 4.0 0.43 0.56 0.43 54.6

3 R2 86 1.2 0.115 10.2 LOS A 0.6 4.0 0.42 0.61 0.42 53.9

Approach 200 3.0 0.115 7.4 LOS A 0.6 4.0 0.43 0.58 0.43 54.3

East: Northern Distributor Rd (E)

4 L2 103 1.9 0.114 5.5 LOS A 0.5 3.7 0.44 0.57 0.44 54.3

5 T1 149 14.1 0.236 5.3 LOS A 1.2 9.5 0.45 0.60 0.45 53.9

6 R2 123 8.9 0.236 10.4 LOS A 1.2 9.5 0.45 0.60 0.45 54.0

Approach 375 9.1 0.236 7.0 LOS A 1.2 9.5 0.45 0.59 0.45 54.1

North: Mitchell Hwy (N)

7 L2 120 1.7 0.122 5.0 LOS A 0.5 3.6 0.36 0.53 0.36 54.6

8 T1 265 3.0 0.245 4.8 LOS A 1.2 9.0 0.37 0.49 0.37 55.8

9 R2 36 69.4 0.245 11.2 LOS A 1.2 9.0 0.37 0.49 0.37 53.4

Approach 421 8.3 0.245 5.4 LOS A 1.2 9.0 0.37 0.50 0.37 55.2

West: Northern Distributor Rd (W)

10 L2 31 0.0 0.052 5.3 LOS A 0.2 1.5 0.40 0.53 0.40 54.4

11 T1 150 9.3 0.114 5.0 LOS A 0.5 3.6 0.38 0.48 0.38 55.8

12 R2 1 0.0 0.114 10.0 LOS A 0.5 3.6 0.38 0.47 0.38 56.1

Approach 182 7.7 0.114 5.1 LOS A 0.5 3.6 0.38 0.49 0.38 55.5

All Vehicles 1178 7.6 0.245 6.2 LOS A 1.2 9.5 0.41 0.54 0.41 54.7

Site Level of Service (LOS) Method: Delay (RTA NSW). Site LOS Method is specified in the Parameter Settings dialog (Site tab).

Vehicle movement LOS values are based on average delay per movement.

Intersection and Approach LOS values are based on average delay for all vehicle movements.

Roundabout Capacity Model: SIDRA Standard.

SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.

Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).

HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.



(SHEET 2 OF 12)

MOVEMENT SUMMARY

Site: 101 [Northern Distributor Rd / Mitchell Hwy EX PM]

Northern Distributor Road / Mitchell Highway Existing conditions PM peak period Site Category: (None) Roundabout


Mov ID


Satn Average



Effective Stop Rate

Aver. No. Cycles




1 L2 8 12.5 0.103 6.0 LOS A 0.5 3.4 0.47 0.56 0.47 53.5

2 T1 182 3.3 0.179 5.6 LOS A 0.9 6.5 0.47 0.59 0.47 54.5

3 R2 112 0.0 0.179 10.5 LOS A 0.9 6.5 0.47 0.63 0.47 54.0

Approach 302 2.3 0.179 7.4 LOS A 0.9 6.5 0.47 0.60 0.47 54.3


4 L2 154 1.9 0.147 4.7 LOS A 0.7 4.8 0.31 0.49 0.31 54.8

5 T1 201 6.5 0.274 4.5 LOS A 1.5 10.9 0.32 0.54 0.32 54.6

6 R2 167 9.6 0.274 9.8 LOS A 1.5 10.9 0.32 0.54 0.32 54.6

Approach 522 6.1 0.274 6.3 LOS A 1.5 10.9 0.32 0.53 0.32 54.7


7 L2 139 11.5 0.129 5.1 LOS A 0.6 4.2 0.39 0.55 0.39 54.3

8 T1 137 4.4 0.119 4.8 LOS A 0.5 3.8 0.37 0.48 0.37 55.7

9 R2 10 10.0 0.119 10.1 LOS A 0.5 3.8 0.37 0.48 0.37 55.6

Approach 286 8.0 0.129 5.1 LOS A 0.6 4.2 0.38 0.51 0.38 55.0


10 L2 8 12.5 0.059 6.3 LOS A 0.2 1.8 0.48 0.58 0.48 53.5

11 T1 174 10.3 0.130 5.6 LOS A 0.6 4.3 0.46 0.54 0.46 55.2

12 R2 6 16.7 0.130 10.7 LOS A 0.6 4.3 0.46 0.53 0.46 54.9

Approach 188 10.6 0.130 5.8 LOS A 0.6 4.3 0.46 0.54 0.46 55.1











(SHEET 3 OF 12)

MOVEMENT SUMMARY

Site: 101 [Mitchell Hwy / Mastronardi Way EX AM]

Mitchell Highway / Mastronardi Way Existing Conditions AM peak period Site Category: (None) Giveway / Yield (Two-Way)


Mov ID


Satn Average



Effective Stop Rate

Aver. No. Cycles




1 L2 10 0.0 0.081 5.5 LOS A 0.0 0.0 0.00 0.04 0.00 58.0

2 T1 144 4.2 0.081 0.0 LOS A 0.0 0.0 0.00 0.04 0.00 59.6

Approach 154 3.9 0.081 0.4 NA 0.0 0.0 0.00 0.04 0.00 59.5


8 T1 339 2.7 0.198 0.1 LOS A 0.2 1.8 0.06 0.05 0.06 59.3

9 R2 32 0.0 0.198 6.0 LOS A 0.2 1.8 0.06 0.05 0.06 57.1

Approach 371 2.4 0.198 0.6 NA 0.2 1.8 0.06 0.05 0.06 59.1

West: Mastronardi Way (W)

10 L2 57 1.8 0.102 6.0 LOS A 0.4 2.6 0.28 0.61 0.28 52.5

12 R2 48 0.0 0.102 7.9 LOS A 0.4 2.6 0.28 0.61 0.28 52.1

Approach 105 1.0 0.102 6.9 LOS A 0.4 2.6 0.28 0.61 0.28 52.3

All Vehicles 630 2.5 0.198 1.6 NA 0.4 2.6 0.08 0.14 0.08 57.9



Minor Road Approach LOS values are based on average delay for all vehicle movements.

NA: 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 measure due to zero delays associated with major road movements.






(SHEET 4 OF 12)

MOVEMENT SUMMARY

Site: 101 [Mitchell Hwy / Mastronardi Way EX PM]

Mitchell Highway / Mastronardi Way Existing Conditions PM peak period Site Category: (None) Giveway / Yield (Two-Way)


Mov ID


Satn Average



Effective Stop Rate

Aver. No. Cycles




1 L2 41 0.0 0.160 5.6 LOS A 0.0 0.0 0.00 0.08 0.00 57.6

2 T1 263 3.4 0.160 0.0 LOS A 0.0 0.0 0.00 0.08 0.00 59.2

Approach 304 3.0 0.160 0.8 NA 0.0 0.0 0.00 0.08 0.00 59.0


8 T1 194 3.1 0.164 0.6 LOS A 0.6 4.5 0.27 0.19 0.27 57.4

9 R2 81 2.5 0.164 6.7 LOS A 0.6 4.5 0.27 0.19 0.27 55.2

Approach 275 2.9 0.164 2.4 NA 0.6 4.5 0.27 0.19 0.27 56.7


10 L2 56 0.0 0.073 6.4 LOS A 0.3 1.9 0.36 0.62 0.36 52.5

12 R2 22 0.0 0.073 8.0 LOS A 0.3 1.9 0.36 0.62 0.36 52.0

Approach 78 0.0 0.073 6.9 LOS A 0.3 1.9 0.36 0.62 0.36 52.4

All Vehicles 657 2.6 0.164 2.2 NA 0.6 4.5 0.16 0.19 0.16 57.2










(SHEET 5 OF 12)

MOVEMENT SUMMARY

Site: 101 [Turner Cres / Sieben Dr EX AM]

Turner Crescent / Sieben Drive Existing conditions AM peak period Site Category: (None) Giveway / Yield (Two-Way)


Mov ID


Satn Average



Effective Stop Rate

Aver. No. Cycles



East: Sieben Dr (E)

5 T1 17 11.8 0.016 0.1 LOS A 0.1 0.4 0.11 0.23 0.11 57.4

6 R2 11 0.0 0.016 5.6 LOS A 0.1 0.4 0.11 0.23 0.11 55.3

Approach 28 7.1 0.016 2.3 NA 0.1 0.4 0.11 0.23 0.11 56.6

North: Turner Cres (N)

7 L2 10 0.0 0.033 5.6 LOS A 0.1 0.8 0.11 0.57 0.11 53.3

9 R2 33 0.0 0.033 5.7 LOS A 0.1 0.8 0.11 0.57 0.11 52.8

Approach 43 0.0 0.033 5.7 LOS A 0.1 0.8 0.11 0.57 0.11 52.9

West: Sieben Dr (W)

10 L2 31 3.2 0.030 5.6 LOS A 0.0 0.0 0.00 0.32 0.00 55.6

11 T1 26 0.0 0.030 0.0 LOS A 0.0 0.0 0.00 0.32 0.00 57.2

Approach 57 1.8 0.030 3.0 NA 0.0 0.0 0.00 0.32 0.00 56.3

All Vehicles 128 2.3 0.033 3.7 NA 0.1 0.8 0.06 0.38 0.06 55.2










(SHEET 6 OF 12)

MOVEMENT SUMMARY

Site: 101 [Turner Cres / Sieben Dr EX PM]

Turner Crescent / Sieben Drive Existing conditions PM peak period Site Category: (None) Giveway / Yield (Two-Way)


Mov ID


Satn Average



Effective Stop Rate

Aver. No. Cycles



East: Sieben Dr (E)

5 T1 20 0.0 0.021 0.1 LOS A 0.1 0.6 0.11 0.28 0.11 57.1

6 R2 19 0.0 0.021 5.6 LOS A 0.1 0.6 0.11 0.28 0.11 55.0

Approach 39 0.0 0.021 2.8 NA 0.1 0.6 0.11 0.28 0.11 56.1


7 L2 30 0.0 0.058 5.6 LOS A 0.2 1.5 0.07 0.57 0.07 53.5

9 R2 47 4.3 0.058 5.7 LOS A 0.2 1.5 0.07 0.57 0.07 52.7

Approach 77 2.6 0.058 5.7 LOS A 0.2 1.5 0.07 0.57 0.07 53.0

West: Sieben Dr (W)

10 L2 33 0.0 0.025 5.5 LOS A 0.0 0.0 0.00 0.41 0.00 54.9

11 T1 14 0.0 0.025 0.0 LOS A 0.0 0.0 0.00 0.41 0.00 56.4

Approach 47 0.0 0.025 3.9 NA 0.0 0.0 0.00 0.41 0.00 55.4

All Vehicles 163 1.2 0.058 4.5 NA 0.2 1.5 0.06 0.46 0.06 54.4










(SHEET 7 OF 12)

MOVEMENT SUMMARY

Site: 101 [Northern Distributor Rd / Mitchell Hwy FU AM Two Way driveway]

Northern Distributor Road / Mitchell Highway Future conditions with Two Way driveway AM peak period Site Category: (None) Roundabout


Mov ID


Satn Average



Effective Stop Rate

Aver. No. Cycles




1 L2 8 0.0 0.071 5.4 LOS A 0.3 2.3 0.43 0.52 0.43 54.0

2 T1 110 4.5 0.124 5.3 LOS A 0.6 4.4 0.43 0.57 0.43 54.6

3 R2 97 1.0 0.124 10.2 LOS A 0.6 4.4 0.43 0.62 0.43 53.8

Approach 215 2.8 0.124 7.5 LOS A 0.6 4.4 0.43 0.59 0.43 54.2


4 L2 115 1.7 0.124 5.4 LOS A 0.6 4.0 0.44 0.57 0.44 54.3

5 T1 149 14.1 0.237 5.3 LOS A 1.2 9.6 0.46 0.60 0.46 53.9

6 R2 123 8.9 0.237 10.4 LOS A 1.2 9.6 0.46 0.60 0.46 54.0

Approach 387 8.8 0.237 7.0 LOS A 1.2 9.6 0.45 0.59 0.45 54.1


7 L2 120 1.7 0.124 5.1 LOS A 0.5 3.7 0.37 0.54 0.37 54.6

8 T1 269 3.0 0.250 4.8 LOS A 1.2 9.2 0.38 0.50 0.38 55.7

9 R2 36 69.4 0.250 11.3 LOS A 1.2 9.2 0.38 0.50 0.38 53.4

Approach 425 8.2 0.250 5.4 LOS A 1.2 9.2 0.38 0.51 0.38 55.2


10 L2 31 0.0 0.052 5.3 LOS A 0.2 1.5 0.41 0.54 0.41 54.4

11 T1 150 9.3 0.115 5.0 LOS A 0.5 3.7 0.39 0.48 0.39 55.7

12 R2 1 0.0 0.115 10.0 LOS A 0.5 3.7 0.39 0.48 0.39 56.0

Approach 182 7.7 0.115 5.1 LOS A 0.5 3.7 0.39 0.49 0.39 55.5











(SHEET 8 OF 12)

MOVEMENT SUMMARY

Site: 101 [Northern Distributor Rd / Mitchell Hwy FU PM Two Way driveway]

Northern Distributor Road / Mitchell Highway Future conditions with Two Way driveway PM peak period Site Category: (None) Roundabout


Mov ID


Satn Average



Effective Stop Rate

Aver. No. Cycles




1 L2 8 12.5 0.108 6.0 LOS A 0.5 3.6 0.47 0.56 0.47 53.4

2 T1 185 3.2 0.187 5.6 LOS A 1.0 6.8 0.47 0.60 0.47 54.5

3 R2 122 0.0 0.187 10.5 LOS A 1.0 6.8 0.47 0.63 0.47 53.9

Approach 315 2.2 0.187 7.5 LOS A 1.0 6.8 0.47 0.61 0.47 54.3


4 L2 164 1.8 0.155 4.7 LOS A 0.7 5.0 0.32 0.50 0.32 54.8

5 T1 201 6.5 0.275 4.6 LOS A 1.5 11.0 0.33 0.54 0.33 54.6

6 R2 167 9.6 0.275 9.8 LOS A 1.5 11.0 0.33 0.54 0.33 54.5

Approach 532 6.0 0.275 6.2 LOS A 1.5 11.0 0.32 0.53 0.32 54.6


7 L2 139 11.5 0.131 5.1 LOS A 0.6 4.3 0.39 0.55 0.39 54.2

8 T1 141 4.3 0.123 4.8 LOS A 0.5 3.9 0.38 0.49 0.38 55.7

9 R2 10 10.0 0.123 10.1 LOS A 0.5 3.9 0.38 0.49 0.38 55.5

Approach 290 7.9 0.131 5.2 LOS A 0.6 4.3 0.38 0.52 0.38 55.0


10 L2 8 12.5 0.060 6.3 LOS A 0.2 1.8 0.48 0.59 0.48 53.4

11 T1 174 10.3 0.132 5.6 LOS A 0.6 4.4 0.47 0.54 0.47 55.2

12 R2 6 16.7 0.132 10.8 LOS A 0.6 4.4 0.46 0.53 0.46 54.9

Approach 188 10.6 0.132 5.8 LOS A 0.6 4.4 0.47 0.54 0.47 55.1











(SHEET 9 OF 12)

MOVEMENT SUMMARY

Site: 101 [Mitchell Hwy / Mastronardi Way FU AM Two Way driveway]

Mitchell Highway / Mastronardi Way Future Conditions with Two Way driveway AM peak period Site Category: (None) Giveway / Yield (Two-Way)


Mov ID


Satn Average



Effective Stop Rate

Aver. No. Cycles




1 L2 25 0.0 0.089 5.5 LOS A 0.0 0.0 0.00 0.09 0.00 57.6

2 T1 144 4.2 0.089 0.0 LOS A 0.0 0.0 0.00 0.09 0.00 59.2

Approach 169 3.6 0.089 0.8 NA 0.0 0.0 0.00 0.09 0.00 58.9


8 T1 339 2.7 0.209 0.1 LOS A 0.4 2.6 0.09 0.08 0.09 58.9

9 R2 48 0.0 0.209 6.1 LOS A 0.4 2.6 0.09 0.08 0.09 56.8

Approach 387 2.3 0.209 0.9 NA 0.4 2.6 0.09 0.08 0.09 58.7


10 L2 72 1.4 0.143 6.0 LOS A 0.5 3.7 0.30 0.63 0.30 52.4

12 R2 70 0.0 0.143 8.2 LOS A 0.5 3.7 0.30 0.63 0.30 51.9

Approach 142 0.7 0.143 7.1 LOS A 0.5 3.7 0.30 0.63 0.30 52.1

All Vehicles 698 2.3 0.209 2.1 NA 0.5 3.7 0.11 0.19 0.11 57.3










(SHEET 10 OF 12)

MOVEMENT SUMMARY

Site: 101 [Mitchell Hwy / Mastronardi Way FU PM Two Way driveway]

Mitchell Highway / Mastronardi Way Future Conditions with Two Way driveway PM peak period Site Category: (None) Giveway / Yield (Two-Way)


Mov ID


Satn Average



Effective Stop Rate

Aver. No. Cycles




1 L2 61 0.0 0.171 5.6 LOS A 0.0 0.0 0.00 0.11 0.00 57.3

2 T1 263 3.4 0.171 0.0 LOS A 0.0 0.0 0.00 0.11 0.00 58.9

Approach 324 2.8 0.171 1.1 NA 0.0 0.0 0.00 0.11 0.00 58.6


8 T1 194 3.1 0.175 0.7 LOS A 0.7 5.2 0.31 0.21 0.31 57.1

9 R2 94 2.1 0.175 6.8 LOS A 0.7 5.2 0.31 0.21 0.31 55.0

Approach 288 2.8 0.175 2.7 NA 0.7 5.2 0.31 0.21 0.31 56.4


10 L2 69 0.0 0.101 6.4 LOS A 0.4 2.6 0.37 0.64 0.37 52.4

12 R2 35 0.0 0.101 8.3 LOS A 0.4 2.6 0.37 0.64 0.37 51.9

Approach 104 0.0 0.101 7.1 LOS A 0.4 2.6 0.37 0.64 0.37 52.3

All Vehicles 716 2.4 0.175 2.6 NA 0.7 5.2 0.18 0.23 0.18 56.7










(SHEET 11 OF 12)

MOVEMENT SUMMARY

Site: 101 [Turner Cres / Sieben Dr FU AM]

Turner Crescent / Sieben Drive Future conditions AM peak period Site Category: (None) Giveway / Yield (Two-Way)


Mov ID


Satn Average



Effective Stop Rate

Aver. No. Cycles



East: Sieben Dr (E)

5 T1 17 11.8 0.018 0.1 LOS A 0.1 0.5 0.12 0.27 0.12 57.0

6 R2 15 0.0 0.018 5.6 LOS A 0.1 0.5 0.12 0.27 0.12 54.9

Approach 32 6.3 0.018 2.7 NA 0.1 0.5 0.12 0.27 0.12 56.0


7 L2 10 0.0 0.034 5.6 LOS A 0.1 0.8 0.11 0.57 0.11 53.3

9 R2 33 0.0 0.034 5.7 LOS A 0.1 0.8 0.11 0.57 0.11 52.8

Approach 43 0.0 0.034 5.7 LOS A 0.1 0.8 0.11 0.57 0.11 52.9

West: Sieben Dr (W)

10 L2 34 2.9 0.032 5.6 LOS A 0.0 0.0 0.00 0.33 0.00 55.5

11 T1 26 0.0 0.032 0.0 LOS A 0.0 0.0 0.00 0.33 0.00 57.1

Approach 60 1.7 0.032 3.2 NA 0.0 0.0 0.00 0.33 0.00 56.2

All Vehicles 135 2.2 0.034 3.8 NA 0.1 0.8 0.06 0.39 0.06 55.1










(SHEET 12 OF 12)

MOVEMENT SUMMARY

Site: 101 [Turner Cres / Sieben Dr FU PM]

Turner Crescent / Sieben Drive Future conditions PM peak period Site Category: (None) Giveway / Yield (Two-Way)


Mov ID


Satn Average



Effective Stop Rate

Aver. No. Cycles



East: Sieben Dr (E)

5 T1 20 0.0 0.021 0.1 LOS A 0.1 0.6 0.11 0.28 0.11 57.1

6 R2 19 0.0 0.021 5.6 LOS A 0.1 0.6 0.11 0.28 0.11 55.0

Approach 39 0.0 0.021 2.8 NA 0.1 0.6 0.11 0.28 0.11 56.1


7 L2 33 0.0 0.063 5.6 LOS A 0.2 1.6 0.07 0.57 0.07 53.5

9 R2 51 3.9 0.063 5.7 LOS A 0.2 1.6 0.07 0.57 0.07 52.7

Approach 84 2.4 0.063 5.7 LOS A 0.2 1.6 0.07 0.57 0.07 53.0

West: Sieben Dr (W)

10 L2 33 0.0 0.025 5.5 LOS A 0.0 0.0 0.00 0.41 0.00 54.9

11 T1 14 0.0 0.025 0.0 LOS A 0.0 0.0 0.00 0.41 0.00 56.4

Approach 47 0.0 0.025 3.9 NA 0.0 0.0 0.00 0.41 0.00 55.4

All Vehicles 170 1.2 0.063 4.5 NA 0.2 1.6 0.06 0.46 0.06 54.3









ANNEXURE C: QUEUING ANALYSIS

(SHEET 1 OF 4)



(SHEET 2 OF 4)

Based on AUSTROADS the detailed queueing analysis for the proposed short term parking

spaces for parent use associated with the proposed child care centre is outlined below:

- Adopted duration of stay of 6.8 minutes. (as all parking provided fully on-site

compared to the average of 7.8 minutes for long day care centres that reply (in part)

on available on-street parking near the centre)

- Number of service bays = 10 (7 only required for a 98th percentile queue)

- Inbound traffic flow is worst case 94 * 0.8 trips per child / 2 = 37.6 inbound vehicles

Based on Austroads Guide to Traffic Management: Part 3: Traffic Studies and Analysis,

Section 5.1.2, the resulting queueing results are shown below.

TABLE 6: QUEUING RESULTS

Number of units in system

Number of vehicles in

queue

Probability of this many

units in system (%)

Probability of this many units in

system or less (%)


system or more (%)

0 0 39.12 39.12 100.00

1 0 23.82 62.94 60.88

2 0 14.50 77.44 37.06

3 0 8.83 86.27 22.56

4 0 5.37 91.64 13.73

5 0 3.27 94.91 8.36

6 0 1.99 96.90 5.09

7 0 1.21 98.11 3.10

Based upon the queue theory, the provision of 10 parent parking spaces exceeds the 98th

percentile queue demand. The satisfaction of the 98th percentile is in accordance with

AS2890.1:2004 requirements.



(SHEET 3 OF 4)

Based on AUSTROADS the detailed queueing analysis for the proposed short term parking

spaces for parent use associated with the proposed child care centre is outlined below:

- Adopted duration of stay of 10 minutes.

- Number of service bays = 10 (10 required under a 98th percentile queue)

- Inbound traffic flow is worst case 94 * 0.8 trips per child / 2 = 37.6 inbound vehicles

Based on Austroads Guide to Traffic Management: Part 3: Traffic Studies and Analysis,

Section 5.1.2, the resulting queueing results are shown below.

TABLE 7: QUEUING RESULTS

Number of units in system

Number of vehicles in

queue

Probability of this many

units in system (%)


system or less (%)


system or more (%)

0 0 37.33 37.33 100.00

1 0 23.40 60.73 62.67

2 0 14.66 75.39 39.27

3 0 9.19 84.58 24.61

4 0 5.76 90.34 15.42

5 0 3.61 93.94 9.66

6 0 2.26 96.20 6.06

7 0 1.42 97.62 3.80

8 0 0.89 98.51 2.38

Based upon the queue theory, the provision of 10 parent parking spaces satisfies the 98th

percentile queue demand, for a worst-case scenario of an average 10-minute duration of

stay. The satisfaction of the 98th percentile is in accordance with AS2890.1:2004

requirements.



(SHEET 4 OF 4)

98th percentile parking demand during peak periods

The parking demand for 10 parent parking spaces is based on an average 10-minute stay

length (queuing analysis) and the staff parking demand is based on a rate of 1 space per 2

staff.

It should be noted that staff typically arrive and depart progressively between 9:00am and

4:00pm resulting in an offset staff peak parking period.


ANNEXURE D: SWEPT PATHS AND COMPLIANCE

(SHEET 1 OF 7)

Australian Standard 85th percentile size vehicle (B85)

Australian Standard 99th percentile size vehicle (B99)

Blue – Tyre Path

Green – Vehicle Body

Red – 300mm Clearance



(SHEET 2 OF 7)

AUSTRALIAN STANDARD SMALL RIGID VEHICLE (SRV)

Blue – Tyre Path

Green – Vehicle Body

Red – 500mm Clearance



(SHEET 3 OF 7)

B99 two-way passing and driveway entry and exit

Tested at 5km/h

Successful

Blue = Tyre Paths

Green = Vehicle body

Red = 300mm clearance



(SHEET 4 OF 7)

B85 aisle end space-entry/exit

1 manoeuvre in, 2 out - Successful – subject to confirmation of no obstruction greater than

150mm in height within landscaped area, otherwise an additional 300mm is required



(SHEET 5 OF 7)

B85 proposed turning bay-entry/exit

1 movement in, 4 out – Successful - subject to confirmation of no obstruction greater than

150mm within landscaped area, otherwise an additional 300mm clearance is required



(SHEET 6 OF 7)

B85 entry/exit of driveway - 159 Mitchell Highway

Tested @ 5km/h

Successful



(SHEET 7 OF 8)

SRV Entry and Exit of Driveway

Tested at 5km/h

Successful – subject to access occurring outside of visitor peak periods where

visitor parking spaces are clear



(SHEET 8 OF 8)

Proposed Parking Allocation - 10 parent spaces allocated, with the remaining

spaces to be shared spaces


ANNEXURE E: EXTERNAL TRAFFIC MANAGEMENT MEASURES

(SHEET 1 OF 5)



(SHEET 2 OF 5)



(SHEET 3 OF 5)



(SHEET 4 OF 5)



(SHEET 5 OF 5)

Documents

TRAFFIC AND PARKING IMPACT ASSESSMENT OF CHILD CARE CENTRE …