new st helena estate (stages 2 – 7) lot 100 - lot 102 dp … · 2018. 8. 10. · assessment for a...

RESIDENTIAL SUBDIVISION ST HELENA ESTATE (STAGES 2 – 7)

LOT 100 - LOT 102 DP 1216128

ST HELENA CLOSE, LOCHINVAR

PREPARED FOR: HUNTER LAND PTY LTD

MAY 2018

TRAFFIC IMPACT ASSESSMENT

Traffic Impact Assessment – St Helena Close Lochinvar - Residential Subdivision (Stages 2 - 7)

17/154 HUNTER LAND PTY LTD TRAFFIC IMPACT ASSESSMENT RESIDENTIAL SUBDIVISION LOT 100 - LOT 102 DP 1216128 ST HELENA CLOSE LOCHINVAR Intersect Traffic Pty Ltd (ABN: 43 112 606 952) Address: Shop 7 Metford Shopping Village Cnr Chelsmford Drive & Tennyson Street Metford NSW 2323 PO Box 268 East Maitland NSW 2323 Contact: (Ph) 02 4936 6200 (Mob) 0423 324 188 Email: [email protected]

QUALITY ASSURANCE This document has been prepared, checked and released in accordance with the Quality Control Standards established by Intersect Traffic Pty Ltd.

Issue Date Description By

A 27/10/17 Draft DD

B 16/11/17 Edit JG

C 16/05/18 Final Proof / Amended Plan JG

D 18/05/18 Approved JG

Copyright © Intersect Traffic Pty Ltd

This document has been authorised by Date 18

th May 2018

Disclaimer This report has been prepared based on the information supplied by the client and investigation undertaken by Intersect Traffic Pty Ltd & other consultants. Recommendations are based on Intersect Traffic’s professional judgement only and whilst every effort has been taken to provide accurate advice, Council and any other regulatory authorities may not concur with the recommendations expressed within this report. This document and the information are solely for the use of the authorised recipient and this document may not be used, copied or reproduced in whole or part for any purpose other than that for which it was supplied by Intersect Traffic Pty Ltd. Intersect Traffic makes no representation, undertakes no duty and accepts no responsibility to any third party who may use or rely upon this document or the information. Confidentiality Statement All information, concepts, ideas, strategies, commercial data and all other information whatsoever contained within this document as well as any and all ideas and concepts described during the presentation are provided on a commercial in confidence basis and remain the intellectual property and Copyright of Intersect Traffic Pty Ltd and affiliated entities.


CONTENTS 1.0 INTRODUCTION 1

2.0 SITE LOCATION 2

3.0 EXISTING ROAD NETWORK 3

3.1 NEW ENGLAND HIGHWAY 3

3.2 ST HELENA CLOSE 4

3.3 NEW ENGLAND HIGHWAY/ST HELENA CLOSE

INTERSECTION 4

4.0 ROAD NETWORK IMPROVEMENTS 6

5.0 TRAFFIC VOLUMES 6

6.0 ROAD CAPACITY 7

7.0 ALTERNATE TRANSPORT MODES 9

8.0 DEVELOPMENT PROPOSAL 9

9.0 TRAFFIC GENERATION 10

10.0 TRIP DISTRIBUTION 11

11.0 TRAFFIC IMPACTS OF DEVELOPMENT 12

11.1 ROAD NETWORK CAPACITY 12

11.2 INTERSECTION CAPACITY 12

11.3 SUBDIVISION INTERSECTIONS 14

11.4 VEHICULAR ACCESS 15

11.5 OFF-STREET CAR PARKING 16

12.0 PEDESTRIAN & CYCLE FACILITIES 16

13.0 PUBLIC TRANSPORT FACILITIES 16

14.0 CONCLUSIONS 17

15.0 RECOMMENDATION 18

ATTACHMENTS ATTACHMENT A DEVELOPMENT PLANS

ATTACHMENT B TRAFFIC COUNT DATA

ATTACHMENT C SIDRA MOVEMENT SUMMARY TABLES

FIGURES

Figure 1 – Site Location 3

Figure 2 – Development Traffic Trip Distributions –

Stages 1 - 7 11

TABLES Table 1 Adopted Road Capacities 8

Table 2 - Road Capacity Assessment 12

Table 3 – Sidra Results - New England Highway /

Terriere Drive (St Helena Close) intersection

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PHOTOGRAPHS Photograph 1 – Development site – from St Helena

Close 2

Photograph 2 – New England Highway near St Helena

Close 4

Photograph 3 – St Helena Close near the Site. 5

Photograph 4 – New England Highway / St Helena

Close Intersection 5


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1.0 INTRODUCTION Intersect Traffic Pty Ltd was engaged by Hunter Land Pty Ltd to undertake a traffic impact assessment for a proposed residential subdivision of Lots 100 - 102 DP 1216128, St Helena Close, Lochinvar. The proposed subdivision creates 167 residential lots (plus 2 drainage lots and a residual lot) varying in size from 800 m2 to 2,902 m2 and represents stages 2 – 7 of the St Helena residential estate. The subject site is within the Lochinvar Urban Release Area and is currently a vacant rural property to the south of the existing farming dwellings off St Helena Close. The new allotments are to be accessed via the existing road intersection at the New England Highway (St Helena Close) and the new subdivision roads part of which are to be constructed within the approved Stage 1 subdivision. The new subdivision roads will be constructed to Maitland City Council requirements in accordance with the relevant version of the Lochinvar Urban Structure Plan and supporting documents i.e. traffic study. The proposed subdivision plan is shown in Attachment A. This report is required to support a development application to Maitland City Council as the consent authority and allow the Council to assess the proposal regarding its impact on the local and state road network. This report presents the findings of the traffic assessment and includes the following: 1. An outline of the existing situation near the site. 2. An assessment of the traffic impacts of the proposed development including the predicted

traffic generation and its impact on existing road and intersection capacities. 3. An assessment of the proposed access for the subdivision. 4. Reviews parking, public transport, pedestrian and cycle way requirements for the proposed

development, including assessment against Council and Australian Standards. 5. Presentation of conclusions and recommendations.


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2.0 SITE LOCATION The subject site is located on the southern side of the New England Highway approximately 500 metres west of Windermere Road, Lochinvar. The site is currently vacant rural land and its location from a local context is shown in Figure 1 below. The site is titled and addressed as Lot 100 – Lot 102 DP 1216128, St Helena Close, Lochinvar and has an area of approximately 50 ha. The site is zoned R1 General Residential and E3 – Environmental Management pursuant to the Maitland LEP (2011). Photograph 1 shows part of the existing conditions at the site. The site does not have frontage to the New England Highway with all traffic required to access the site via St Helena Close which is a local rural road under the care and control of Maitland City Council.

Photograph 1 – Development site – from St Helena Close


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Figure 1 – Site Location

3.0 EXISTING ROAD NETWORK

3.1 New England Highway The New England Highway (A43) is part of the classified state highway network (SH9) and is a major arterial road in the region under the care and control of the NSW Roads and Maritime Services (NSW RMS). With the opening of the Hunter Expressway it now performs the function of a sub-arterial road connecting Maitland to the rural areas of Lochinvar, Greta and Branxton. Near the site the New England Highway is a two lane two way sealed rural road constructed to highway standards. Lane widths are approximately 3.5 metres and wide sealed shoulders are provided. A 60 km/h speed limit applies to this section of road and at the time of inspection the New England Highway was observed to be in good condition (Photograph 2).


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Photograph 2 – New England Highway near St Helena Close

3.2 St Helena Close St Helena Close provides the connection between the New England Highway and the site and is a local access road under the care and control of Maitland City Council with its primary function to provide access to properties over its length. Near the site it is a two lane two way sealed rural road with grass verges / table drains. The total sealed carriageway width is approximately 7 to 8 metres wide. A 50 km/h speed limit applies to this section of road and at the time of inspection St Helena Road was observed to be in fair condition (sees Photograph 3). St Helena Close also provides a u-turn facility near its access to the New England Highway.

3.3 New England Highway/St Helena Close intersection The New England Highway / St Helena Close intersection is a give way-controlled T- intersection constructed to a rural CHR standard. A protected right turn deceleration lane is provided at the intersection to facilitate the safe movement of right turn traffic off the highway into St Helena Close (Photograph 4).


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Photograph 3 – St Helena Close near the Site.

Photograph 4 – New England Highway / St Helena Close Intersection


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4.0 ROAD NETWORK IMPROVEMENTS The major road network upgrade that occurred recently is the opening of the Hunter Expressway (M15). This motorway connects the New England Highway at Branxton to the M1 Pacific Motorway at Seahampton and has been constructed to relieve traffic congestion through Branxton, Greta, Lochinvar and Maitland. Therefore, it has resulted in a decrease in traffic volumes on the New England Highway through Lochinvar and has increased the available spare capacity in the state road network near the site. The subject site is also within the Lochinvar Urban Release Area (LURA) and has been rezoned within the new LEP (2011). As part of the plan a road network layout has been adopted which is likely to result in many road upgrading’s in the area. Of most relevance to this development will be:

♦ Provision of a major intersection (signalised) at the intersection of the southern ring road and the New England Highway.

This is located west of the New England Highway / St Helena Close intersection and is unlikely to have any major impact on the New England Highway / St Helena Close intersection except that it may create some platooning of traffic along the New England Highway. There are no plans to upgrade the New England Highway / St Helena Close intersection within the current Lochinvar Structure Plan.

5.0 TRAFFIC VOLUMES The RMS was sourced for traffic volumes on the New England Highway near the St Helena Close intersection. As part of the Hunter Expressway project the RMS carried out significant network modelling to predict the impact of the Hunter Expressway on future traffic volumes on the arterial road

network. The RMS have advised that its Lower Hunter Traffic Model (V14) predicts the following average daily traffic volumes (ADT) on the New England Highway east of Allandale Road are:

♦ 2016 – 9,500 – 10,500 vtpd (vehicles per day)

♦ 2026 – 17,000 – 18,000 vtpd; and

♦ 2031 – 24,000 – 25,000 vtpd RMS undertook counts on the New England Highway east of Allandale Road in August 2014 (post Hunter Expressway opening) to check the impact of the expressway on traffic volumes on the highway. These counts showed a two-way average daily traffic of 11,040 vtpd indicating the modelling undertaken may have overestimated the impact of the Expressway on traffic volumes on the Highway. Using the general rule of thumb that on the arterial road network peak hour traffic volumes are approximately 10 % of ADT values the 2014 count value can be converted to the following peak hour volumes using a 3 % per annum traffic growth rate:

♦ 2017 – 1,200 vtph (vehicle trips per hour); and

♦ 2027 – 1,600 vtph. Intersect Traffic also carried out 1-hour manual traffic counts at the New England Highway / Windermere road intersection on Monday 28th April 2014 between 8.00 am and 9.00 am and 3.30 pm to 4.30 pm i.e. expected AM & PM peak traffic periods to allow SIDRA modelling of this intersection to be undertaken. The New England Highway intersection with Windermere Road is only 500 metres to the east of the development site and the results of the peak hour traffic counts recorded on the New England Highway at Windermere Road are considered satisfactory to use at the St Helena Close intersection with a 3% per annum increase from 2014 to 2017. It also provides mid-block peak hour traffic volumes on the New England Highway. The resulting AM and PM peak hour traffic volumes on the New England Highway near St Helena Close (2014) are:


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♦ New England Highway AM peak hour traffic – 993 vtph. (1,085 vtph – 2017 @ 3 % per annum)

♦ New England Highway PM peak hour traffic – 1,059 vtph. (1,157 vtph – 2017 @ 3 % per annum).

These figures appear to correlate well with the RMS data therefore these peak hour counts have been adopted for assessment purposes. 2027 volumes can be estimated using a 3 % per annum background traffic growth rate as 1,410 vtph (AM) and 1,505 vtph (PM). Existing traffic generation during peak hour from St Helena Close is currently negligible however for this report 10 vehicle trips per hour have been adopted for both the AM and PM peak periods. The tally sheets for the manual traffic counts taken in 2014 at the Windermere Road intersection are provided within Attachment B.

6.0 ROAD CAPACITY The capacity of urban roads is generally determined by the capacity of intersections. However, Tables 4.3 and 4.4 of the RMS’ Guide to Traffic Generating Developments provides some guidance on mid-block capacities for urban roads and likely levels of service. These tables are reproduced below.

Source: - RTA’s Guide to Traffic Generating Developments (2002)


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Based on these tables it is considered that the New England Highway would have a two-way mid- block capacity of up to 2,800 vtph if a level of service D was considered acceptable on sub-arterial roads while St Helena Close would have a technical mid-block capacity of up to 1,800 vtph on the assumption that a level of service C was desirable on local roads. However, regarding a local street network which contains residential dwellings it is deemed the environmental road capacity thresholds provided within Table 4.6 of the RMS Guide to Traffic Generating Developments (reproduced below) are of more relevance when considering the local road networks capacity to cater for additional traffic.

Source: - RTA’s Guide to Traffic Generating Developments (2002)

As St Helena Close will function as a collector road for this development this table would indicate that a maximum peak hour volume of 500 vph would be relevant for this road to meet the environmental performance standards set by the RMS. The road capacities adopted in this assessment for the local road network impacted by this development are therefore as shown below in Table 1.

Table 1 Adopted Road Capacities

Street Two Way Road Capacity (vph)

New England Highway 2,800

St Helena Close 500

From the traffic volume data provided by the RMS and the data collected by Intersect Traffic for this assessment as existing traffic volumes (Section 5) are less than the determined road capacities (Table 1) there is existing spare capacity within the local road network to cater for additional traffic generated by the development.


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7.0 ALTERNATE TRANSPORT MODES The subject site is within 900 metres of an existing bus service being the Singleton to Greenhills service run by Hunter Valley Buses. This service provides a frequent public transport service to all major retail, commercial and medical facilities in both the Maitland and Singleton CBD’s as well as connecting to the Cityrail train service at Maitland Station. This provides connection to Newcastle the Central Coast and Sydney via the regular Cityrail services. The nearest bus stop is located on the New England Highway in Lochinvar.

There are no existing bicycle and/or pedestrian pathways near the site except for the wide sealed shoulder provided on the New England Highway.

8.0 DEVELOPMENT PROPOSAL The proposed development involves the subdivision of the property known as Lot 100 – Lot 102 DP 1216128, St Helena Close, Lochinvar into 167 residential lots (plus 2 drainage lots and a residue lots) varying in size from 800 m2 to 2,902 m2. The subdivision plan is provided within Attachment A. The subdivision will be constructed within six (6) stages of between 21 and 37 lots however this assessment is based on the full development of the proposal. Eight (8) new local roads (streets) and associated drainage will be constructed as part of the subdivision with these being constructed in accordance with Maitland City Council’s Manual of Engineering Standards.


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9.0 TRAFFIC GENERATION The RMS’ Guide to Traffic Generating Development’s provides specific advice on the traffic generation potential of various land uses. However, the RMS has released a Technical Direction (TDT 2013/4) releasing the results of updated traffic surveys and as a result amended land use traffic generation rates. Regarding low density residential dwellings, the following amended advice is provided within the Technical Direction. Rates. Daily vehicle trips = 10.7 per dwelling in Sydney, 7.4 per dwelling in regional areas Weekday average evening peak hour vehicle trips = 0.99 per dwelling in Sydney (maximum 1.39), 0.78 per dwelling in regional areas (maximum 0.90). Weekday average morning peak hour vehicle trips = 0.95 per dwelling in Sydney (maximum 1.32), 0.71 per dwelling in regional areas (maximum 0.85). (The above rates do not include trips made internal to the subdivision, which may add up to an additional 25 %). Therefore, the additional traffic generated by the proposed residential lots during the weekday peak period can be calculated as follows (rounded up) by adopting the maximum hourly rates;

Daily vehicle trips = 167 dwellings x 7.4 trips per dwelling = 1,236 vtpd.

Weekday AM peak hour = 167 dwellings x 0.85 trips per dwelling = 142 vtph.

Weekday PM Peak hour = 167 dwellings x 0.9 trips per dwelling = 151 vtph. It is noted that the Stage 1 subdivision which currently has approval but is yet to be developed will have approximately 24 residential lots that will also need to be considered in this assessment. The traffic generated by Stage 1 of the estate which is adopted in this assessment is as follows;

Daily vehicle trips = 24 dwellings x 7.4 trips per dwelling = 178 vtpd.

Weekday AM peak hour = 24 dwellings x 0.85 trips per dwelling = 21 vtph.

Weekday PM Peak hour = 24 dwellings x 0.9 trips per dwelling = 22 vtph.


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10.0 TRIP DISTRIBUTION Before carrying out any traffic assessment the additional peak hour traffic generated by the development needs to be distributed through the adjoining road network. This involves making many assumptions as to distribution patterns to and from the development. In distributing the peak hour traffic through the adjacent road network, the following assumptions have been made for this site:

♦ Traffic from the development will be distributed as 80% outbound and 20% inbound in the AM peak and 20% inbound and 80% outbound in the PM peak.

♦ Origin / destinations for traffic accessing the development will be split 50:50 from and to the east (Maitland) and west (Branxton).

Based on the assumptions listed above the resulting predicted peak hour trip distributions for traffic generated by the full development of the site (i.e. completed subdivision) at the New England Highway/St Helena Close intersection are calculated as shown below in Figure 2:

Figure 2 – Development Traffic Trip Distributions – Stages 1 - 7


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11.0 TRAFFIC IMPACTS OF DEVELOPMENT The traffic impacts that the development will have on the local road network include:

♦ The impact of the additional traffic generated by the development on the capacity of the road network;

♦ The road safety issues associated with the proposed vehicular access to the development; and

♦ Impact of additional demand for alternate transport modes.

11.1 Road Network Capacity It has previously been shown in Section 6 of this report that the local road network is currently operating well within its technical mid-block capacity. The proposed subdivision of the site (including the approved stage 1) is likely to generate the following additional traffic on the local road network based on the trip distributions shown in Figure 2:

♦ New England Highway – 85 vtph in the AM peak and 85 vtph in the PM peak.

♦ St Helena Close – 162 vtph in the AM peak and 172 vtph in the PM peak. The addition of this traffic onto the existing traffic volumes determined in Section 5 will not result in the capacity thresholds for the New England Highway and St Helena Close determined in Section 6 to be reached. Even with 3 % per annum traffic growth over a ten-year period these road capacity thresholds are not reached. This is demonstrated in Table 2 below.

Table 2 - Road Capacity Assessment

Traffic scenario

Road

Capacity

(vph) 2014 (vph)

2017 (post

development) (vtph)

2027 traffic

(vph)

New England Highway AM 2,800 1,017 1,189 1,571

New England Highway PM 2,800 1,108 1,293 1,709

St Helena Close AM 500

172 173

St Helena Close PM 500

182 183

Therefore, it can be concluded that the local road network subject to satisfactory intersection control in place has sufficient spare two-way mid-block capacity to cater for the proposed development.

11.2 Intersection Capacity In assessing intersection performance, the main intersection of concern will be the New England Highway / Terriere Drive intersection. In terms of this assessment it needs to be demonstrated that the intersection as currently constructed can cater for the additional traffic generated by this development. Figure 3 and 4 below show the estimated trip distribution for the existing 2017 scenario and for the further 2027. The impacts of the development are best assessed using the SIDRA INTERSECTION modelling software. This software package predicts likely delays, queue lengths and thus levels of service that will occur at intersections. Assessment is then based on the level of service requirements of the RMS shown below:


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Assumptions made in this modelling are:

♦ The intersection layout will remain as per current condition which is essentially a CHR/BAL type intersection under nomenclature adopted by Austroads.

♦ Traffic volumes used in the modelling are as collected by Intersect Traffic on Monday 28th April 2014 i.e. post opening of the Hunter Expressway and converted to current and future traffic volumes using an adopted background traffic growth rate of 3 % per annum being representative of strong development in the LURA.

♦ Traffic generated by the subdivision (Stages 1 – 7) is distributed as per Figure 2. The results of the modelling for the New England Highway / Terriere Drive (St Helena Close) intersection in the AM and PM peak for the all vehicles case and worst movement level of service are summarised in Table 3 below. The Sidra Movement Summary Tables are provided in Attachment C.

Table 3 – Sidra Results - New England Highway / Terriere Drive (St Helena Close) intersection

Modelling scenario

Degree

Saturation (v/c)

Average Delay

(s)

Level of

Service

95 % back of

queue length

(cars)

2017 AM with development 0.376 2.1 B 1.6

2017 PM with development 0.371 1.4 B 0.5

2027 AM with development 0.829 5.9 E 5.0

2027 PM with development 0.494 2.0 D 1.3

This modelling shows that the New England Highway / Terriere Drive (St Helena Close) intersection currently operates satisfactorily during the AM and PM peak and would continue to do so post development through to at least 2027 with strong background traffic growth. Average delays, LoS and 95% back of queue lengths all remain at acceptable levels for the New England Highway based on the RMS assessment criteria listed above. The LoS for Terriere drive (St Helena Close) falls to LoS E for the 2027 scenarios however the Back of Queue (Vehicle) is relatively low at 5.0 for the AM and 1.3 for the PM while the Degree of Saturation remains below capacity i.e. (0.9). The results do show that by 2027 the intersection is reaching capacity and any further development off the intersection will require the intersection to be upgrade to either roundabout or signal control.


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Overall it is concluded that the proposed subdivision (Stages 1 – 7) will not adversely impact on the operation and efficiency of the New England Highway / Terriere Drive (St Helena Close) intersection.

11.3 Subdivision Intersections In assessing performance of the new subdivision road intersection’s, it is assumed that arrivals at each of the intersections would be 50 % of the traffic generated by the development and it is noted that traffic volumes within each of these subdivision access roads arriving at these intersections will be less than 80 vtph for the PM peak and it is unlikely that traffic on the main collector road (Terriere Drive) will exceed 180 vtph. These volumes are well below the thresholds contained in the following table taken from Austroads Guide to Traffic Management – Part 6 – Intersections, Interchanges & Crossings (2009) for which the guide states a detailed analysis to demonstrate adequate capacity is available is unlikely to be necessary as uninterrupted flow conditions would prevail.

On this basis it is concluded that the proposed internal subdivision intersections will perform satisfactorily and with uninterrupted flow conditions. In determining the construction requirements for the St Helena Close / Terriere Drive and Enderle Drive / Terriere Drive/ Irma Place subdivision access road intersections reference is made to the graphs shown in Figure 4.9 of Austroads Guide to Road Design – Part 4A – Unsignalised and Signalised Intersections reproduced below. Noting the use of graph (b) for a design speed of less than 100 km/h and that for St Helena Close, Irma Place and Enderle Drive QL would be < 50 vtph at each intersection and the major road traffic volume on Terriere Drive QM is 180 vtph at each intersection this places the intersections within the BAR/BAL section of the graph. It is therefore concluded that BAR/BAL standard intersections will be sufficient for these two internal subdivision intersections. Regarding the location of the intersections it is important to ensure suitable Safe Intersection Sight Distance (SISD) and Approach Sight Distance (ASD) is available to the intersection. With a 50 km/h speed environment, under the requirements of Austroads Guide to Road Design – Part 4A – Unsignalised and Signalised Intersections a minimum SISD and ASD of 100 metres and 55 metres respectively is required. SISD and ASD will need to be checked at detailed design stage for the new subdivision access roads however the gentle sloping terrain along the subdivision access road centrelines should make the provision of the required SISD and ASD easily achievable.


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11.4 Vehicular Access The new subdivision roads will be required to be constructed to the requirements of Maitland City Council with road reserve and carriageway widths determined by the function and future function of each of the roads. It is considered that all roads except Terriere Drive can be constructed as local roads and as such 8 metre carriageway widths and 4.5 metre verges / footpaths are considered satisfactory. Terriere Drive is a future collector road which may carry buses therefore it is recommended it be constructed with a minimum carriageway width of 11 metres (or 13 metres if on-road cycle ways are required) and 4.5 metre verges / footpaths. Road widths however will be dependent on the final road hierarchy standards set for the Lochinvar Urban Release Area by Maitland City Council. As essentially urban residential development it would be expected that kerb and gutter and longitudinal underground drainage would be provided. From a review of the proposed subdivision plan all proposed allotments have sufficient road frontage for a residential access crossing to Maitland City Council requirements to be constructed as part of the future development of the allotment. Overall it is considered that the proposed access arrangements for the development are suitable for the type of development and the road environment near the site.


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11.5 Off-Street Car Parking As a residential subdivision the development itself does not generate any on-site parking demand. However, future developments of the individual allotments will generate a parking demand and on-site car parking will need to be further assessed at the development application stage for the development of the allotments. Maitland City Council’s DCP requires the provision of a minimum of 1 space per residential dwelling. Given that the residential lot sizes of the new allotments range between 800 m2 and 2,902 m2 it is considered that they are more than large enough to accommodate a large dwelling incorporating at least 1 on-site car parking space. It can be concluded that future development of the new allotments would be easily able to accommodate the required on-site car parking under Maitland City Council’s DCP and the development will not generate an unacceptable on-street car parking demand that would adversely impact on the local road network.

12.0 PEDESTRIAN & CYCLE FACILITIES As a residential subdivision the proposal is likely to generate additional pedestrian and bicycle traffic. Provision of pedestrian pathways / cycleways within the subdivision would provide some benefit to pedestrians / cyclists and will need to be provided in accordance with Maitland City Council’s subdivision standards and the standards and requirements for the Lochinvar Urban Release Area. It is however noted that traffic and pedestrian volumes within most of the internal subdivision roads would be such that the sharing of the roadways or use of grassed verges / footpaths would be acceptable. An off-road concrete pedestrian footpath and on-road or off-road cycleway would be recommended in Terriere Drive. Pedestrian and cycle links along the New England Highway to St Helena Close would provide benefit to future residents of the subdivision.

13.0 PUBLIC TRANSPORT FACILITIES The proposed development will generate additional public transport usage particularly regarding school bus services. Suitable public transport infrastructure (shelters / seats) is recommended to be constructed on the New England Highway adjacent to the Terriere Drive intersection and in Terriere Drive near St Helena Close and Enderle intersections.

It is noted however that the development of the LURA may in future require changes to the public transport services and require additional seats and shelters within the LURA. This will be reflected in the road upgrading works required by Maitland City Council and within the S94 contributions to be paid as a condition of this development. However, provision of infrastructure on the New England Highway near Terriere Drive is recommended subject to liaison with the local bus companies and NSW RMS.


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14.0 CONCLUSIONS This traffic impact assessment for a proposed 167 lot residential subdivision of Lots 100 - 102 DP 1216128, St Helena Close, Lochinvar (Stages 2 – 7 of St Helena residential estate) has concluded:

♦ Existing traffic volumes on the local road network are well within the technical mid-block capacity standards and / or environmental goals for urban roads determined by Austroads and the NSW Roads and Maritime Services (RMS). Therefore, the local road network is currently operating with satisfactory levels of service and acceptable delay for motorists.

♦ The proposed subdivision is likely to generate an additional 142 vtph during the AM peak traffic period and 151 vtph during the PM peak traffic period or 1,236 vtpd.

♦ The local road network has sufficient spare two-way mid-block capacity to cater for the development traffic generated by this development on the road network past 2027.

♦ SIDRA INTERSECTION modelling of the New England Highway / Terriere Drive (St Helena Close) intersection has shown that with the additional traffic from the proposed subdivision included (stages 1 – 7); the current intersection will operate with satisfactory levels of service through to 2027.

♦ The internal subdivision road intersections will operate with uninterrupted flow conditions post development.

♦ BAR/BAL standard intersections will be sufficient for the St Helena Close / Terriere Drive and Enderle Drive / Terriere Drive / Irma Place internal subdivision intersections.

♦ Suitable Safe Intersection Sight Distance (SISD) and Approach Sight Distance (ASD) could be achieved at each internal subdivision intersection and will be established as part of the detailed design.

♦ The proposed access arrangements for the development are suitable for the type of development and the road environment near the site.

♦ Future development of the new allotments would be easily able to accommodate the required on-site car parking under Maitland City Council’s DCP and the development will not generate an unacceptable on-street car parking demand that would adversely impact on the local road network.

♦ Provision of internal pedestrian and cycle facilities will be up to the future asset owner i.e. Maitland City Council to determine however internal pedestrian and traffic volumes will be such that the sharing of the roadway and / or use of grassed verges / footpaths would be acceptable for pedestrians and cyclists except for Terriere Drive which may require off-road concrete pedestrian footpaths and on-road / off-road cycle ways.

♦ Provision of external pedestrian and cycle paths within the Lochinvar Urban Release Area (LURA) has been included in the S94 Contributions Plan for the LURA within which this subdivision lies. Payment of the S94 contributions required by the subdivision would therefore represent the developments fair and reasonable contribution to these required facilities. Facilities along the New England Highway to Terriere Drive would be of benefit to the future residents of the subdivision.

♦ The proposed development will generate some additional public transport usage particularly regarding school bus services. It is however unlikely given the scale of the development that additional infrastructure will be required within the development site however provision of infrastructure on the New England Highway near Terriere Drive is recommended subject to liaison with the local bus companies and the RMS.


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15.0 RECOMMENDATION Having carried out this traffic impact assessment it is recommended that the proposed 167 lot residential subdivision of Lots 100 - 102 DP 1216128, St Helena Close, Lochinvar (Stages 2 – 7 of St Helena residential estate) can be supported from a traffic impact perspective as the development will not adversely impact on the local and state road network and complies with all relevant Maitland City Council, Australian Standard and NSW Roads and Maritime Services (RMS) requirements.

JR Garry BE (Civil), Masters of Traffic Director Intersect Traffic Pty Ltd


Attachment A

ATTACHMENT A Development Plans


Attachment A


Attachment B

ATTACHMENT B Traffic Count Data


Attachment B

Day Thursday

Time 8:00am - 9:00am

Weather Fine

Conducted by: Daniel

MOVEMENT 1 2 3 4 5 6

8:00 - 8:15103 7 9 5 4 117

8:15 - 8:3093 2 12 5 4 113

8:30 - 8:45122 8 26 3 1 143

8:45 - 9:0095 13 12 2 1 118 1018

SUM 413 30 59 15 10 491

PEAK 413 30 59 15 10 491

Leg PHT (vph)

New England Highway West 929

New England Highway East 993

Windermere Road 114

Date 01-05-14

Day Thursday

Time 3:00pm - 4:00pm

Weather

Conducted by: Daniel

MOVEMENT 1 2 3 4 5 6

3:00 - 3:15124 19 9 2 1 106

3:15 - 3:30105 13 9 5 7 124

3:30 - 3:45149 14 2 9 6 117

3:45 - 4:00131 15 5 4 6 117

SUM 509 61 25 20 20 464

PEAK 509 61 25 20 20 464

Leg PHT (vph)

New England Highway West 1013

New England Highway East 1059

Windermere Road 126


Attachment C

ATTACHMENT C SIDRA Movement Summary Tables


Attachment C

new st helena estate (stages 2 – 7) lot 100 - lot 102 dp … · 2018. 8. 10. · assessment for a...

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