traffic and transport assessment concept plan

21-Jul-2015 Prepared for – Association of the Franciscan Order of Friars Minor – ABN: 63 004 232 633

Association of the Franciscan Order of

Friars Minor

21-Jul-2015

Commercial-in-Confidence

Maryfields Estate

Revised Traffic and Transport Assessment for Concept Plan

AECOM

Maryfields Estate



Maryfields Estate

Revised Traffic and Transport Assessment for Concept Plan

Client: Association of the Franciscan Order of Friars Minor

ABN: 63 004 232 633

Prepared by

AECOM Australia Pty Ltd

Level 21, 420 George Street, Sydney NSW 2000, PO Box Q410, QVB Post Office NSW 1230, Australia

T +61 2 8934 0000 F +61 2 8934 0001 www.aecom.com

ABN 20 093 846 925

21-Jul-2015

Job No.: 60279404

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AECOM

Maryfields Estate



Quality Information

Document Maryfields Estate

Ref 60279404

Date 21-Jul-2015

Prepared by Marcel Cruz

Reviewed by Andy Yung

Revision History

Revision Revision

Date Details

Authorised

Name/Position Signature

A 15-Jun-2015 Draft Revised Traffic and

Transport Assessment

Andy Yung

Associate Director,

Transport Advisory

Original Signed

B 21-Jul-2015 Revised Traffic and Transport

Assessment

Andy Yung

Associate Director,

Transport Advisory

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Maryfields Estate



Table of Contents

1.0 Introduction 1 1.1 Background 1 1.2 Site description 2 1.3 Report framework 2

2.0 Existing conditions 3 2.1 Existing travel patterns 3

2.1.1 Background 3 2.1.2 Mode split 3

2.2 Public transport provision 4 2.2.1 Rail services 4 2.2.2 Bus services 5

2.3 Walking and Cycling 7 2.3.1 Pedestrian facilities 7 2.3.2 Cycling facilities 7

2.4 Road Network 8 2.4.1 Hume Motorway (M31) 8 2.4.2 Narellan Road 9 2.4.3 Blaxland Road/ Gilchrist Drive 9 2.4.4 Badgally Road 9 2.4.5 Maryfields Drive / The Kraal Drive 9 2.4.6 Internal road network 9 2.4.7 Key intersections 9

2.5 Existing traffic flows 10 3.0 Future Transport Context 13

3.1 Road Network 13 3.2 Public Transport Upgrades 13

3.2.1 Rail Clearways Program 13 3.2.2 Sydney’s Bus Future 13

3.3 Cycle network upgrades 14 3.3.1 Campbelltown City Council proposed upgrades 14 3.3.2 Macarthur Regional Cycle Trail 14

4.0 Proposed Development 15 5.0 Sustainable Travel Measures to Reduce Car Dependency 17

5.1 Introduction 17 5.2 Sustainable Travel Strategy 17 5.3 Proposed sustainable travel measures 17

6.0 Traffic Impact Assessment 19 6.1 Introduction and methodology 19 6.2 Traffic generation 20 6.3 Trip distribution and assignment 21

6.3.1 Northern Precinct 21 6.3.2 Southern Precinct 21

6.4 Traffic forecasts 21 6.5 Intersection performance 22

6.5.1 Blair Athol intersections 22 6.5.2 Narellan Road intersections 23

7.0 Summary and conclusions 26

Appendix A Existing Traffic Surveys A

Appendix B 2026 traffic forecasts B

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1.0 Introduction

1.1 Background

AECOM was commissioned by Capital Syndications Pty Ltd on behalf of the Association of the Franciscan Order

of Friars Minor (hereafter OFM) in 2012/2013 to prepare a Traffic and Transport Assessment for the proposed

Maryfields Estate development in Campbelltown. The assessment supported the January 2014 Maryfields Estate

Planning Proposal for 168-192 Narellan Road, Campbelltown which comprises six separate Lots of land. One of

these lots is the property of the Trustees of the Poor Clare Colletines (the related order of Catholic Nuns), hence

the Planning Proposal is to be put forward by both parties jointly. The Planning Proposal was approved by the

Minister of Planning in December 2014 to permit a Business Park, residential and seniors living, neighbourhood

centre and parkland, subject to the following relevant traffic and transport conditions:

4) Council's proposed Transport, Management and Access Plan (TMAP) should be undertaken, in consultation

with the Roads and Maritime Service and Transport for NSW, to ensure adequate road capacity to service

the proposal. An agreement should be reached regarding access and funding arrangements. This

agreement is to form part of the negotiated voluntary planning agreement with the proponent and other

relevant agencies.

5) Council is to ensure that the internal street network improves connectivity both within the site and with

external land uses such as the University of Western Sydney and the residential neighbourhood of Blair

Athol.

In order to discuss the above conditions and to confirm the requirements of additional analysis required for the

revised Traffic and Transport Assessment, a meeting was held with Roads and Maritime and Campbelltown

Council on 25th March 2015. The agreed meeting outcomes were:

- No TMAP is required. However, some further modelling requirements are needed, and are to include:

Microsimulation and SIDRA 6 models to reflect latest development scenario and internal road network

discussed.

Models to reflect pedestrian phases that are called every phase.

Roads and Maritime to also model using their in-house model.

Pedestrian phases on all legs to be in accordance with technical direction unless business case is

approved by Manager Network Operations (for less legs).

10-year background traffic growth to be included.

- It was agreed by all parties present that the provision of an all-traffic connection between Blair Athol and

Narellan Road would be detrimental to the greater road network as a whole. There may however be some

support for the ability to provide a controlled connection for the benefit of buses only and that this could be

achieved by way of a boom gate facility controlled by an on-bus transponder.

- In light of the above possibility and as well as other considerations discussed, it was agreed that the

illustrated access road stretching across the western edge of the main dam be revised so that a common

local road services the business park, retirement/aged care scheme and private recreation land which is

then capable of future connection with the local road network servicing the north-western stage of the

residential scheme.

- Council and landowner to further consider and determine whether any VPA’s are necessary to be attached

to future titles applying to the ultimate developers of the land.

- AECOM to update the traffic models and finalise its report for Council review which will then be on-sent to

Roads and Maritime for review.

Therefore, the main purpose of this report is to document the latest development scenario and the internal road

network (see Chapter 4.0) and the revised traffic impact assessment based on the further modelling requirements

specified by Roads and Maritime (see Chapter 6.0).

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1.2 Site description

The Maryfields Estate site is located in Campbelltown, approximately 55 kilometres south west of the Sydney

CBD. It is also located approximately two kilometres to the west of Campbelltown Town Centre and within one

kilometre north-west of the Macarthur Regional Centre. The overall site is triangular in shape and is bounded by

the Hume Motorway (M31) to the west, Narellan Road to the south and Maryfields Drive to the north.

Figure 1 Maryfields site

Source: Benson McCormack, 2013

1.3 Report framework

The report is structured as follows:

- Section 2.0 establishes the existing transport context in the vicinity of the development site. A review and

assessment of the existing road network has been undertaken to establish road network characteristics,

performance criteria and any road network deficiencies.

- Section 3.0 provides an overview of the future transport network context.

- Section 4.0 provides an overview of the proposed development with the latest development scenario and

the internal road network.

- Section 5.0 introduces the proposed Sustainable Travel Strategy which includes initiatives that would assist

in the reduction of car dependency for the proposed development.

- Section 6.0 presents the traffic impact assessment which includes trip generation and road network impacts

of the proposed development, based on the further modelling requirements specified by Roads and

Maritime.

- Section 7.0 summarises the conclusions of the revised traffic and transport assessment.

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2.0 Existing conditions

2.1 Existing travel patterns

2.1.1 Background

Travel characteristics for NSW residents travelling to work are gathered from the journey-to-work data extracted

from Australian Bureau of Statistics (ABS) 2011 census data. The journey-to-work data set includes details of the

origin and destination zones of trips, as well as characteristics of the journey such as mode of travel.

The Maryfields Estate is located within the boundaries of Campbelltown City Council. The key population and

employment statistics for the local government area (LGA) in comparison to Sydney are shown in Table 1.

Table 1 2011 key population and employment data

Area Population Average

Dwelling Size Employment Labour Force

Employment

Rate

Greater Sydney 4,391,674 2.7 2,063,268 2,188,854 94%

Campbelltown LGA 145,967 2.9 65,055 70,236 93%

Source: 2011 ABS Census data

Campbelltown LGA has a higher average dwelling size and slightly lower employment rate than the Greater

Sydney average. The existing South West Subregion (Liverpool, Campbelltown, Camden and Wollondilly local

government areas) population generates more than 1.4 million trips on an average weekday, at a rate of 3.6 trips

per person, with more than 70 per cent of these trips starting and ending within the South West Subregion. Trip

containment in this region is the third highest of any region in Sydney.

2.1.2 Mode split

The Maryfields Estate site is located adjacent to the residential suburb of Blair Athol. Mode split data for Blair

Athol was used to generate the potential travel mode split pattern for the proposed development area. The mode

splits of travel zone (TZ) 3214, representing the suburb of Blair Athol, and of Campbelltown at a SA3 level are

illustrated in Table 2.

Table 2 Journey to work mode split

Area Total JTW

Trips

Vehicle

Driver

Vehicle

Passenger Train Bus Other*

Campbelltown (SA3) 65,194 70% 6% 18% 1% 5%

Blair Athol (Tz 3214) 1,430 67% 6% 22% 2% 3%

*- including walking, cycling and travel modes not stated

Source: 2011 ABS Census data

Based on the 2011 Journey to Work (JTW) data, commuters in the neighbouring suburb are slightly less reliant

(73% compared to 76% for the SA3) on private vehicles for journey-to-work trips due to their proximity to

Macarthur and Campbelltown Stations. Public and active transport trips account for approximately 24% of the

daily trips from this suburb.

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2.2 Public transport provision

2.2.1 Rail services

The Maryfields Estate site is situated north of Macarthur Station and west of Campbelltown Station. These

stations are located approximately 2 to 3 kilometres from the site. As a result, these stations are not within walking

distance (usually considered to be 800 metres to 1 kilometre). However, the site is well connected to both stations

by several bus routes which operate along Narellan Road, including a service along The Kraal Drive. Bus routes

travel via Macarthur Station and terminate at Campbelltown Station.

Macarthur Station is located at the south-western limit of the Sydney Train’s suburban rail network and is serviced

by the Southern Highlands and Airport Line (T2). The station is well-connected to Macarthur Square with a bus

interchange located on Kellicar Road. A number of parking areas including a 750 space commuter car park are

located in proximity to Macarthur Station and Macarthur Square.

At Campbelltown Station, services are more frequent, with additional train services provided via the Cumberland

Line (T5) and Inner West & South Line (T2). A significant amount of commuter car parks are provided on both

sides of Campbelltown station including the a recently completed commuter car park with 380 car park spaces at

Farrow Road. The existing Sydney Train’s network serving south-western Sydney and the Maryfields Estate site

is shown in Figure 2.

Figure 2 Sydney Trains network

Note: Inner West & South Line does not stop at Macarthur Station

Source: Sydney Trains, 2015

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Table 3 Railway services

Train Line AM peak

(7am – 9am)

Off peak

(10am – 3pm)

PM peak

(4pm – 6pm))

Airport Line (T2)

Macarthur to City via Airport or Sydenham 10 (4)* 11 (4)* 8

City to Macarthur via Airport or Sydenham 8 12 (5)* 8 (3)*

Inner West & South Line (T2)

Campbelltown to City via Granville 6 10 4

City to Campbelltown via Granville 4 10 4

Cumberland Line (T5)

Campbelltown to Schofields 4 10 4

Schofields to Campbelltown 3 10 3

Southern Highlands

Campbelltown to Goulburn 3 5 3

Goulburn to Campbelltown 3 5 3

* numbers in brackets are additional services which begin or terminate at Campbelltown Station

Source: SydneyTrains, 2015

Accessibility to Macarthur and Campbelltown Station is provided for all modes with the following interchange

facilities provided in close proximity to the station:

- Bus interchange;

- Taxi rank;

- Bike racks and lockers;

- Kiss and ride zones; and

- Commuter car park.

2.2.2 Bus services

Two bus stops are located in close proximity to the site. A bus stop is located along Narellan Road west of the

existing intersection of Narellan Road | UWS Access Road and another along The Kraal Drive. The location of the

nearest bus stops and bus routes are shown in Figure 3.

Busabout currently operate a number of bus services to areas in the vicinity of the site. There are eight routes

running along Narellan Road, including:

- Route 890/890C – Campbelltown to Harrington Park via Narellan Vale and Narellan

- Route 891 – Campbelltown to Mt Annan South via Currans Hills

- Route 892 – Campbelltown to Mt Annan via Narellan Vale

- Route 893 – Campbelltown to Narellan via Narellan Vale, Spring Farm and Elderslie

- Route 894/894X – Campbelltown to Bridgewater Estate via Narellan and Camden

- Route 895 – Campbelltown to Camden South via Narellan and Camden

- Route 896 – Campbelltown to Oran Park via Gregory Hills

- Route 898 – Campbelltown to Harrington Park via Narellan Road

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Picton Buslines also operate Route 900 along Narellan Road, a bus service between Campbelltown, Narellan and

Picton. In addition, route 879 operates along The Kraal Drive providing connectivity between Blair Athol and

Macarthur and Campbelltown Stations.

Majority of the bus routes servicing the local area connect to Macarthur Station and Macarthur Square, via

Gilchrist Drive, before terminating at Campbelltown Station. Bus priority infrastructure is currently provided along

Narellan Road. A bus jump is installed on the eastbound approach of the Narellan Road / Gilchrist Drive /

Blaxland Road intersection. However, anecdotal information suggested that the bus jump is not effectively used

due to the congestion on Narellan Road during peak hours.

Figure 3 Bus services

Source: AECOM, 2015

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The frequencies of the bus services destined for Campbelltown Station is shown in Table 4.

Table 4 Frequency of bus services to Campbelltown Station

Route Description Peak Off Peak

Narellan Road services

890 Campbelltown – Harrington Park 20 – 45 min 60 min

890C Campbelltown – Camden via Narellan town centre Limited 60 min

891 Campbelltown – Mt Annan 30 min 30 min

892 Campbelltown – Narellan Vale 30 – 60 min 60 min

893 Campbelltown - Narellan 20 – 30 min 30 min

894 Campbelltown –Bridgewater Estate 15 – 30 min –

894X Campbelltown –Bridgewater Estate via Camden Bypass Limited –

895 Campbelltown –Camden South 10 – 15 min 30 min

896 Campbelltown – Oran Park 13 – 30 min 60 min

898 Campbelltown - Harrington Park via Narellan Road 12 – 15 min

900 Picton to Campbelltown 1 service –

The Kraal Drive services

879 Campbelltown – Leumeah 30 min 60 min

Source: Busabout, 2015 and Picton Buslines, 2015

2.3 Walking and Cycling

2.3.1 Pedestrian facilities

The proposed site is not within walking distance to Macarthur or Campbelltown Stations, which are approximately

2 to 3 kilometres away. Bus stops for services running to Macarthur and Campbelltown Stations are, however,

located in close proximity to the site access points. For bus routes to Macarthur and Campbelltown Stations via

Narellan Road, a bus stop is located approximately 50 meters from the Narellan Road site access point. For

services operating in the opposite direction from Campbelltown, pedestrians can access the bus stop on the

southern side of Narellan Road via a signalised crossing located approximately 100 meters away from the

proposed Maryfields Estate site entrance. There are currently no footpaths connecting the site entrance to the bus

stands, and the bus stands are not sheltered and have no seating.

On Maryfields Drive, the closest bus stand is approximately 250 meters away, on The Kraal Drive. A footpath on

the northern side of the road facilitates pedestrian movements to the bus stop.

2.3.2 Cycling facilities

Macarthur and Campbelltown stations are within cycling distance of the proposed development. From the

Narellan Road site entrance, Macarthur Station is approximately 2 kilometre cycle distance, and Campbelltown

Station is approximately 2.5 kilometre cycle distance. However, gaps in the existing cycle network mean that there

are currently no formal cycle connections between the proposed Maryfields Estate site and Campbelltown and

Macarthur Stations.

The Campbelltown cycleway network consists of a number of on and off-road routes which provide cyclists with

connectivity around the city, illustrated in Figure 4. Off-road cycle routes are provided in Glen Alpine connecting

to the on-road cycle path on Menangle Road. On-road cycle routes are provided on:

- Menangle Road from the M31 overbridge near Medhurst Road into Macarthur;

- Narellan Road from Appin Road to Camden Bypass; and

- Hume Motorway.

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Off-road cycling facilities are also provided along the residential collector roads of Blair Athol, intermittingly along

Kellicar Road and Gilchrist Drive.

The provision of the proposed cycle routes, including those along Gilchrist Drive, Kellicar Road and Tindall Street,

Blaxland Road, Hurley Street, Oxley Street and Broughton Street, would improve connectivity to the town centres

and stations, as well as improving local cycle travel amenity within the Campbelltown CBD area.

Bicycle storage is provided at Macarthur Station (located on Menangle Road on the ground level car park and

near the pedestrian overpass to station) and Campbelltown Station (located on Hurley Street next to the station

entrance and Farrow Road car park).

Figure 4 Campbelltown cycleway network

Source: AECOM, 2012 with reference to Campbelltown City Council, 2011

2.4 Road Network

Maryfields Estate is in close proximity to several key strategic roads within the Campbelltown LGA which includes

the Hume Motorway, Narellan Road, Blaxland Road and Badgally Road. Currently, the Precinct is only accessible

via Narellan Road.

2.4.1 Hume Motorway (M31)

The M31 is a National Highway and therefore has an emphasis on catering for freight and inter-regional trips to

the Southern Highlands and Canberra. It also provides trunk commuter access between south western Sydney,

the Sydney CBD and industrial areas along the M5 Motorway.

North of Narellan Road, the Hume Motorway is a six lane arterial road with a speed limit of 110km/h. It provides

northbound and southbound interchanges onto Narellan Road allowing vehicles to access the proposed

Maryfields Estate site and broader Campbelltown, Narellan and Camden localities.

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The Highway was recently upgraded between Raby Road and Narellan Road from two lanes to three lanes in

each direction with an additional northbound on-ramp from Raby Road, an improved exit ramp to Campbelltown

Road and a pedestrian bridge between Claymore and Woodbine.

2.4.2 Narellan Road

Narellan Road is an arterial road providing access between Campbelltown, Camden and the Hume Motorway.

The four lane road has a posted speed limit of 80km/h. Narellan Road is a cross regional commuter link providing

east-west movements and local access to residential areas. It is also a main route to Campbelltown and

Macarthur Stations, as well as to Macarthur Square Regional Shopping Centre and Campbelltown Hospital. The

Narellan Road access to the Maryfields Estate site is currently provided at two priority intersection. With the

completion of the Narellan Road upgrade, the access to the Maryfields Estate site will be consolidated into a

single intersection – the fourth (northern) leg to the traffic signals at Narellan Road / UWS Campbelltown Access

Road intersection.

The Narellan Road corridor currently experiences congestion in the peak periods, with queuing occurring between

the Hume Motorway interchange and Blaxland Road. The intersection of Narellan Road | Blaxland Road | Gilchrist

Drive is considered to be the pinch point of the road network experiencing congested conditions in the AM and

operating at capacity in the PM peak.

The NSW 2021 State Plan has specifically identified Narellan Road as road infrastructure in South Western

Sydney required to be upgraded in order to relieve congestion and improve safety. Roads and Maritime Services

is currently upgrading Narellan Road to a six lane divided road to improve traffic flow and safety along the road

corridor.

2.4.3 Blaxland Road/ Gilchrist Drive

Blaxland Road runs in a north south direction and links the suburb of Blair Athol to Macarthur Square. It is a four

lane sub-arterial road, sign posted at 60km/h. The Maryfields Drive site entrance points can be accessed via

Blaxland Road and The Kraal Drive. To the west, Blaxland Road connects to Gilchrist Drive and Narellan Road.

2.4.4 Badgally Road

Badgally Road is a sub-arterial road with a speed limit of 60 km/h. North of Johnson Street, Badgally Road is a

two lane road, and south of Johnson Road, it is a four lane carriageway. Badgally Road provides access into the

proposed site from the north east, via Johnson Road and The Kraal Drive.

2.4.5 Maryfields Drive / The Kraal Drive

Maryfields Drive and The Kraal Drive are residential collector roads which forms the internal road loop network of

Blair Athol. These roads are capable of bus operations with The Kraal Drive currently being used as part of

Busways’ route 879.

Maryfields Drive borders the Precinct to the north, which has the potential to provide access to the Precinct via the

two roundabouts along this section of Maryfields Drive. One roundabout is located at the intersection of Maryfields

Drive / The Kraal Drive and the other at Maryfields Drive / Gabriel Circuit.

2.4.6 Internal road network

The site currently has two formal roads which are privately owned and provides access to the Franciscan Friary

and Monastery. These two roads are accessible along Narellan Road via two priority intersections, one east and

one west of the intersection of Narellan Road | UWS Access Road, and are both configured as a single lane.

Again with the completion of the Narellan Road upgrade, the access to the Maryfields Estate site will be

consolidated into a single intersection – the fourth (northern) leg to the traffic signals at Narellan Road / UWS

Campbelltown Access Road intersection.

2.4.7 Key intersections

Key intersections in the surrounding network in vicinity of the site include:

- Narellan Road | UWS Campus Access Road (traffic signals);

- Narellan Road | Gilchrist Drive / Blaxland Road (traffic signals); and

- Blaxland Road | The Kraal Drive | Farrows Road (traffic signals).

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Figure 5 Road network

Source: AECOM, 2015

2.5 Existing traffic flows

Traffic count surveys were undertaken by Austraffic during the morning (7-9am) and afternoon (4-6pm) peak

hours on the 20th

November 2013 at the following intersections:

- Blaxland Road | The Kraal Drive | Farrows Road

- Maryfields Drive | The Kraal Road

- Maryfields Drive | Gabriel Circuit

The existing traffic flows for the intersections above is shown in Appendix A

Intersection performance was assessed using SIDRA Intersection 5.1. SIDRA output data used in this study

includes:

- Degree of Saturation (DoS) – a measure of the ratio between traffic volumes and capacity of the

intersection. As DoS approaches 1.0, both queue length and delays increase rapidly. Satisfactory operations

usually occur with a DoS range between 0.7-0.8 or below;

- Average Delay – duration, in seconds, of the average vehicle waiting at an intersection; and

- Level of Service (LoS) – a measure of the overall performance of the intersection (refer to Table 5)

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Table 5 Level of service criteria for intersections

Level of

Service

Ave. Delay

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

A Less than 14 Good operation Good operation

B 15 to 28 Good with acceptable delays and spare

capacity Acceptable delays and spare capacity

C 29 to 42 Satisfactory Satisfactory, but accident study required

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

required

E 57 to 70 At capacity; at signals incidents will

cause excessive delays At capacity; requires other control mode

F >70 Roundabouts require other control mode At capacity; requires other control mode

Source: Guide to Trip Generating Development, RTA 2002

Level of service (LoS) is one of the basic performance parameters used to describe the operation of an

intersection. The levels of service range from A (indicating good intersection operation) to F (indicating over

saturated conditions with long delays and queues). At signalised and roundabout intersections, the LoS criteria

are related to average intersection delay (seconds per vehicle). At priority controlled intersections, the LoS is

based on the average delay (seconds per vehicle) for the worst movement.

The intersections along Maryfields Drive, adjacent to the Maryfields Estate site, are two single lane roundabouts

with single lane approaches and exits as shown in Figure 6. The intersection of Blaxland Road | The Kraal Drive |

Farrows Road is a signalised intersection with left turn slip bays and right turn bays on all approaches as shown in

Figure 7.

Figure 6 Maryfields Drive roundabouts layout

Source: AECOM, 2013

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Figure 7 Blaxland Road | The Kraal Drive | Farrows Road intersection layout

Source: AECOM, 2013

The existing performance of the key intersections has been assessed and the results are presented in Table 6.

Table 6 2013 intersection performance summary

Intersection Peak

Demand

Flow

(veh/h)

Level of

service

Ave Delay

(sec)

Degree of

saturation

(v/c)

95th

back of queue

(m)

Blaxland Road / Farrow

Road

AM 2,861 C 39 0.84 154

PM 3,348 C 36 0.89 251

Maryfields Drive / Gabriel

Circuit

AM 73 A 9 0.02 1

PM 76 A 9 0.03 1

Maryfields Drive / The

Kraal Drive

AM 164 A 10 0.06 2

PM 155 A 9 0.06 2

Source: AECOM, 2013

The SIDRA analysis shows that the intersections in the vicinity of the proposed site are currently operating at

acceptable levels of service (LoS C or better) during both peak hours. These key intersections operate

satisfactorily with reserve capacity, particularly at the two roundabout intersections along Maryfields Drive.

At the intersection of Blaxland Road | The Kraal Drive | Farrows Road, queue lengths on The Kraal Drive (western

approach) reaches the adjacent roundabout during both the AM and PM peak due to the heavy right turn

movement.

The two existing intersections along Narellan Road have not been modelled since they are close to capacity

during the AM and PM peak and will be upgraded in the future to provide additional capacity.

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3.0 Future Transport Context

3.1 Road Network

To improve road network efficiency for the rapidly expanding South West region of Sydney, a number of road

upgrades have been recently completed or identified by Roads and Maritime.

Recently completed road network upgrades include:

- Upgrades at the intersection of Campbelltown Road | Blaxland Road and Narellan Road | Blaxland Road |

Gilchrist Drive as part of Road and Maritime Services’ Pinch Point Program with the aim of reducing delays,

managing congestion, improving safety and maintaining reliable travel times, which were both completed in

2008;

- Upgrade of the Hume Motorway to six lanes between Raby Road and Narellan Road (completed in March

2012) and eight lanes between Raby Road and Brooks Road (completed in December 2011) to cater for

increased traffic; and

- Interim works on Narellan Road between the Hume Motorway interchange and Mt Annan Driver to three

lanes in the westbound direction.

The following works are expected to be completed by 2016:

- Construction of Camden Valley Way between Narellan Road and Bringelly Road.

- Construction of Narellan Road Stage 1, between the M31 Hume Motorway and the access road to the

TAFE/University of Western Sydney. The upgrade of Narellan Road to three lanes and the upgrade of the

UWS Campus Access Road intersection as part of the UWS Residential Masterplan will remove the current

access to the precinct and be replaced by a new northern approach to the intersection as a consolidated

access to the Maryfields Estate site.

Stage 2 of the Narellan Road upgrade between the M31 Hume Motorway and Camden Valley Way and from the

access road to the TAFE/University of Western Sydney at Campbelltown to the Blaxland Road/Gilchrist Drive

intersection is in detailed design. Roads and Maritime expects to go to tender for this work in mid-2015, award the

contract later that year and construction would start in early 2016. The work will be completed in mid-2018,

weather permitting.

3.2 Public Transport Upgrades

3.2.1 Rail Clearways Program

Macarthur Station has been identified as one of the many projects involved in the Rail Clearway Program to

strengthen reliability and increase capacity on the CityRail network.

Stage 1 of the project involved providing an easy access upgrade of the station, a bus-rail interchange adjacent to

the station and a new commuter car park.

As part of Stage 2 of the Macarthur Station upgrade, The Macarthur Turnback Project involves the construction of

an additional track on the southern side of the existing track and a new platform. This will improve capacity and

reliability by allowing additional services to terminate at Macarthur Station during peak times.

3.2.2 Sydney’s Bus Future

Sydney’s Bus Future is the NSW Government’s long term plan to redesign the city’s bus network to meet

customer needs now and into the future. It sets out step by step actions required to deliver fast and reliable bus

services for customers. The three stages of Sydney’s Bus Future is to improve bus customer experience,

integrate bus services across Sydney and serve future growth.

A three tiered network is proposed comprising of rapid, suburban and local service routes. A rapid route is

planned for the South West Growth Centre between Liverpool and Campbelltown via Leppington, which has

identified Narellan Road as a key corridor as shown in Figure 8.

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The rapid bus route for the South West Growth Centre supports the South West Rail Link and provides

connectivity to Leppington Station.

Figure 8 Sydney’s Bus Future rapid bus and suburban bus routes

Source: Sydney’s Bus Future, 2013

3.3 Cycle network upgrades

3.3.1 Campbelltown City Council proposed upgrades

As shown in Figure 4, a number of proposed on road and off road cycleway will provide better connectivity to

Macarthur and Campbelltown Stations.

Planned on-road cycleways include:

- Moore-Oxley Bypass from Narellan Road to Campbelltown city centre.

- Gilchrist Drive from Therry Road to Narellan Road.

- Kellicar Road and Hurley Street from Macarthur Square to Campbelltown city centre.

3.3.2 Macarthur Regional Cycle Trail

The Macarthur Regional Recreational Trail is being planned from Macarthur Station through the UWS

Campbelltown site, Mount Annan Botanic Gardens, the Menangle Park and Spring Farm release areas to

Camden. The trail will improve linkages between existing communities and provide an attractive future mode of

active transport from Camden to Macarthur/Campbelltown.

It should be noted that the future public transport and cycle network upgrades, which will have a significant impact

in reducing car trips, may not be fully reflected in the future year traffic forecasts provided by the Roads and

Maritime Services and adopted in the modelling used for the traffic impact assessment as documented in Section

6.0. Therefore, the traffic impact assessment has assessed a worst case scenario in terms of car trips generated

by the development.

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15

4.0 Proposed Development

The concept plan for the Maryfields Estate proposes a number of land uses within the site including:

- A campus-style business office park;

- Residential dwellings comprising of low and medium density residential dwellings;

- Seniors living and aged care; and

- Private recreation zone including woodplain/creek, heritage and park areas.

Maryfields Estate will be divided into two areas with the mixed residential component located to the north and the

business office park and seniors living and aged care component to the south. The Maryfields Estate concept plan

is shown in Figure 9

The residential precinct provides mixed density residential dwellings for housing choice over 16.5 hectares of

land. A total of 620 residential dwellings are proposed which comprises of low and medium density residential

dwellings.

The business office park is approximately 52,000 sqm and is intended to tie in with the medical component of

UWS Campbelltown Campus providing employment for 1,200 staff.

The seniors and aged care precinct is proposed to provide approximately 260 self-care dwellings and 100 lots for

assisted care. The assisted care component of Maryfields Estate is expected to cater for 40 staff.

Figure 9 Maryfields Concept Plan

Source: Benson McCormack Architects, 2015

Access to the residential precinct will be provided by the existing local road network within Blair Athol via either

one or both of the existing roundabouts. Addition of the southern approach to the two roundabout intersections

along Maryfields Drive may be required to provide connections to the residential component of Maryfields. The

business office park, seniors living / aged care and private recreation sites of the development will be accessed at

the existing signalised intersection of Narellan Road / UWS Access Road.

AECOM

Maryfields Estate



16

In order to facilitate a bus connection without creating a rat-running route through the precinct, a boom-gate

facility could be provided to facilitate a controlled connection between Maryfields Drive and Narellan Road for

buses only, but this would subject to the proposal and agreement of a local bus operator to operate new or

extended bus routes through the Maryfields Estate.

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17

5.0 Sustainable Travel Measures to Reduce Car Dependency

5.1 Introduction

Sustainable Transport and Travel Demand Management (TDM) strategies involve the application of policies,

objectives, measures and targets to influence travel behaviour, to encourage uptake of sustainable forms of

transport, i.e. non-car modes, wherever possible and to reduce the need to travel and hence reduce overall

transport and travel demand and the impacts of new development.

5.2 Sustainable Travel Strategy

A Sustainable Travel Strategy (STS) for the Maryfields Estate development is designed to encourage the use of

public transport, walking, cycling wherever possible for all journey purposes. Where alternatives to the car are not

viable, options to encourage car sharing can be promoted to minimise the need for single occupancy vehicle

travel. The benefits of similar strategies are now widely understood and include:

- Reducing air and noise pollution and other types of negative environmental impact;

- Improving fitness, health and wellbeing due to increased physical activity;

- Reducing traffic congestion and associated road network delays and costs;

- Reducing the need for costly road infrastructure upgrades (which research has shown only serves to attract

additional vehicle traffic, necessitating future highway upgrades);

- Helping residents save money by reducing their need to own and operate motor vehicles;

- Improving travel options, particularly for non-drivers or non-car owners;

- Reducing the need for parking provision and maximising land opportunity for other uses;

- Supporting strategic land use planning objectives, such as reduced urban sprawl; and

- Improving local environmental quality and community cohesion.

The role of the STS for the Maryfields Estate development is to encourage local trips by bus, bicycle and walking

wherever possible and longer distance trips by bus and rail, by making these modes viable and realistic

alternatives. This is facilitated through the design of the built form of the Maryfields Estate development to

accommodate public transport penetration into the residential area which link to neighbourhood / retail shops and

to the nearby stations of Macarthur and Campbelltown. It is also facilitated through good quality, highly permeable

pedestrian and bicycle networks throughout the development, including crossing facilities where appropriate and

end-of-trip facilities such as bicycle parking.

5.3 Proposed sustainable travel measures

The proposed sustainable travel measures include a range of different types of initiatives which together reinforce

the principles and objectives of the sustainable travel strategy. These measures include:

1) Travel behaviour measures – Initiatives to encourage sustainable travel.

2) Service measures – Service delivery standards to maximise potential uptake of sustainable modes.

3) Infrastructure measures – Provision of infrastructure designed to facilitate sustainable travel.

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Maryfields Estate



18

Table 7 Sustainable Travel Strategy measures

Item Travel Measures Business zone Residential

Household Travel Behaviour Measures

1 Household Information Packs (HIPs) for each household ●

2 One week free public transport (MyMulti) start up discount ticket ●

3 Discount voucher for purchasing bike (with local bike shop) ● ●

Public Transport Measures

4 Integration of public transport services ● ●

5 Bus service coverage ● ●

6 Timing of bus services and development staging – early ‘Start up’

buses

● ●

7 Bus service frequencies to Service Planning Guidelines ● ●

8 Good quality bus stops with coverage ● ●

9 Design for bus priority ● ●

Bicycle Measures

10 Dedicated, high quality cycle routes with good connections to

surrounding network and major land uses

● ●

11 Secure, weatherproof bicycle parking at key locations ●

12 Bicycle User Group ● ●

13 Promotion of bicycle initiatives ●

Pedestrian Measures

14 Highly permeable and safe pedestrian network ● ●

15 Pedestrian facilities connecting to bus stops ● ●

Parking Restraint Measures

16 Restrained parking for high density residential ●

17 Co-sharing parking provision ● ●

18 Parking preference for carpooling ●

Travel Planning Measures

19 ‘Voluntary’ workplace travel plans ●

20 Multi-modal access guide ●

Travel Demand Management Measures

21 Car sharing scheme such as GoGet ● ●

22 Provision of facilities and employment which reduce the need to

travel

●

23 Provision of a shuttle bus service to and from the business zone ●

Source: AECOM, 2013

The implementation of the proposed Sustainable Travel Strategy measures listed above should result in a

reduction of car dependency for the future residents of Maryfields Estate development, with improved mode shifts

towards public transport and walking and cycling modes. It should be noted that the impacts / influence on

potential mode shifts from car travel as a results of the STS have not been reflected in the modelling and

therefore the impact assessment has considered a worst case scenario in terms of car trips generated by the

development and impacts on the surrounding road network.

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19

6.0 Traffic Impact Assessment

6.1 Introduction and methodology

The development proposed for the Maryfields Estate will result in additional trips and increased use of the road

network in close proximity of the site. Demand for travel within the localised road network has been determined

through the development of a spreadsheet model and assessed though detailed traffic modelling.

As discussed in Chapter 1 of the report, the meeting held with Roads and Maritime and Campbelltown Council on

25th March 2015 confirmed that some further modelling are required:

- Microsimulation and SIDRA 6 models to reflect latest development scenario and internal road network

discussed.

- Models to reflect pedestrian phases that are called every phase.

- Pedestrian phases on all legs to be in accordance with technical direction unless business case is approved

by Manager Network Operations (for less legs).

- 10-year background traffic growth to be included.

In order to assess the impacts of the proposal, the study area includes the following intersections:

- Narellan Road / UWS Access Road / Maryfields Access Road (Paramics and SIDRA);

- Narellan Road / Blaxland Road / Gilchrist Drive (Paramics and SIDRA);

- Blaxland Road / The Kraal Drive / Farrows Road (SIDRA);

- Maryfields Drive / The Kraal Drive (SIDRA); and

- Maryfields Drive / Gabriel Circuit (SIDRA).

To understand the impacts of the intersections along Narellan Road, Paramics has been used to assess the

intersection of Narellan Road / UWS Access Road / Maryfields Access Road and Narellan Road / /Blaxland Road

/ Gilchrist Drive, given the congested nature of Narellan Road. It was agreed that the Paramics model developed

for the UWS Campbelltown Traffic and Transport Assessment in 2012 would be updated and used as part of the

study. Roads and Maritime also requested that these intersections on Narellan Road to be assessed in SIDRA

with the actual forecast traffic demands, in case there are traffic held up in the rest of the network in the Paramics

model. This will provide an indication if additional upgrades are required in case all the actual traffic forecasts

were released onto the road network.

To understand the impacts of the development on the local road network of Blair Athol, SIDRA intersection

modelling will be undertaken to assess the intersections of:

- Maryfields Drive / The Kraal Drive;

- Maryfields Drive / Gabriel Circuit; and

- Blaxland Road / The Kraal Drive / Farrows Road

The impact assessment was undertaken for the future year of 2026 with and without the proposed development to

determine upgrades required to cater for the Maryfields Estate development. The background traffic growth up to

2026 was included in the original Paramics models developed for the UWS Campbelltown Traffic and Transport

Assessment in 2012, based on traffic growth estimated in the Roads and Maritime EMME/2 models that takes into

account of regional population and employment growth.

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20

6.2 Traffic generation

Trips generated by the different land use proposed for the Maryfields Estate has been based on Roads and

Maritime Guide to Traffic Generating Developments and Roads and Maritime Trip Generation Surveys, Medium

Density Residential Dwellings – Analysis Report (GTA Consultants, 2013).

Based on the data provided in these documents a summary of the peak hour trips rates applied to the proposed

land uses for Maryfields is presented in Table 8.

Table 8 Trip generation rates

Land use AM Peak PM Peak

Low density residential

dwellings#

0.86 per dwelling 0.89 per dwelling

Medium density residential

dwellings^

0.71 per dwelling 0.67 per dwelling

Business office park* 0.67 per staff 0.43 per staff

Seniors living 0 per dwelling

(morning peak does not coincide with

the network peak)

0.4 per dwelling

Assisted care Assumes visitors do not arrive / depart during the peak hours and 70% of the

staff arrive during peak hours

# the trip rate used for the low density residential dwellings is the average vehicle trip rate on the road network for the six

Sydney sites surveyed.

^ Medium density residential dwellings had a range of trip generation rates, the rates applied to the residential component of the

development have used the maximum trip rate providing a conservative assessment.

* traffic surveys for office blocks in the Sydney region which weren’t located near a major station such as North Sydney,

Chatswood and Parramatta were analysed to determine a trip rate per staff.

Source: Roads and Maritime Services, 2013

As part of the assessment it has been assumed majority of the proposed 620 residential dwellings are low

density, presenting a worst case scenario.

Using the peak hour trip rates mentioned above a total of 1,365 trips and 1,201 trips are expected to generate

from the proposed development during the AM and PM peak respectively. Table 9 provides a summary of the

expected number of trips generated by the proposed development.

Table 9 Land use traffic generation

Land use Lots / staff AM Peak PM Peak

Northern Precinct

Low density 620 lots 533 552

Southern Precinct

Business office park 1,200 staff 804 516

Seniors living 262 lots 0 105

Assisted Care 40 staff 28 28

Sub-total 698 563

Total 1,365 1,201

Source: AECOM, 2013

These traffic movements have been added to the 2026 base case Paramics model, which has already reflected

future background traffic growth in the wider road network.

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Maryfields Estate



21

6.3 Trip distribution and assignment

6.3.1 Northern Precinct

Distribution of development-related trips in the northern precinct has been based on the existing distribution of the

trips using the two access points for Blair Athol. 53 per cent and 57 per cent of existing traffic at Blair Athol use

the intersections of Blaxland Road / The Kraal Drive / Farrows Road in the AM peak and PM peak respectively.

As part of the assessment it has been assumed during the AM peak 90 per cent of the development trips will

leave the site and 10 per cent will enter the site. During the PM peak it has been assumed 80 per cent will enter

the site and 20 per cent will leave the site. It has been assumed that traffic generated by the northern precinct will

split even between the two roundabouts along Maryfields Drive.

6.3.2 Southern Precinct

Distribution of development-related trips in the southern precinct at the intersection of Narellan Road / UWS

Access Road / Maryfields Access Road has been based on the following assumptions:

- Distribution of business office park trips has been based on journey to work data for similar employment

areas and medical precincts such as Macquarie Park and Kogarah, where 22 per cent of trips originate

within the same area. In this case it would assume 22 per cent of trips would originate from the

Campbelltown LGA which would from the east and the rest of the trips would originate from the wider

Sydney area using the M31;

- Majority (90%) of self-care dwelling trips are destined for the Campbelltown and Macarthur area (originate

from the east) during the AM peak and reversed in the PM peak;

- Assisted care staff trips have been based on the place of residence of journey to work data where 52 per

cent originate from Campbelltown (originate from the east).

As part of the assessment it has been assumed 80 per cent of the business office park trips, 10 per cent of self-

care dwelling trips and 90 per cent of assisted care staff trips would enter the southern precinct in the AM peak

and reversed in the PM peak.

6.4 Traffic forecasts

The 2026 traffic forecasts has been derived from the approved Paramics model which includes regional

background traffic growth and the UWS Campbelltown development related traffic.

Based on the trip generation and trip distribution pattern assumed for the Maryfields Estate the total 2026 AM and

PM peak traffic forecasts is show in Appendix B.

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22

6.5 Intersection performance

6.5.1 Blair Athol intersections

The key intersections within Blair Athol providing access to the residential component of Maryfields Estate have

been modelled in SIDRA 6.1 for the AM and PM peak hour in 2026. The intersection performance results for the

AM and PM peak hour are shown in Table 10.

Table 10: 2026 intersection performance summary

Scenario Peak

Demand

Flow

(veh/h)

Level of

Service

Ave Delay

(sec)

Degree of

Saturation

(v/c)

95th

back of queue

(m)

Blaxland Rd | The Kraal Drive | Farrow Rd

Without development AM 3,886 C 32 0.81 280

PM 4,365 D 45 0.91 419

With development AM 4,197 D 50 0.95 389

PM 4,719 D 54 0.94 490

Maryfields Drive / Gabriel Circuit

Without development AM 72 A 4 0.02 1

PM 75 A 4 0.03 1

With development AM 343 A 6 0.17 6

PM 355 A 4 0.16 6

Maryfields Drive / The Kraal Drive

Without development AM 162 A 4 0.06 2

PM 153 A 4 0.06 2

With development AM 698 A 5 0.30 13

PM 709 A 5 0.30 13

*The worst movement LoS is given for priority controlled and roundabout intersections

Source: AECOM, 2015

The SIDRA model outputs were compared to determine the likely impacts in traffic performance of the key

intersections after the proposed development is in place. The modelling showed no additional infrastructure

upgrades are required for the intersection assessed in SIDRA. The two roundabout intersections along Maryfields

Drive continue to perform within capacity with levels of service A.

The intersection of Blaxland Road / The Kraal Drive / Farrow Road operates at a LoS C during the AM and PM

peak without the proposed development. The intersection operates near capacity, with a DoS approaching 1 in

2026. This is due to the increased future through traffic estimated on Blaxland Road. Consequently, it is

anticipated that long queues would be experienced on The Kraal Drive approach, which is an existing issue.

With the additional traffic generated by the development the intersection operates at an acceptable level of

service with marginal increase to delays and queue length. The intersection falls to LoS D under during the AM

peak, which is still considered to be acceptable in an urban context. Similar queues are experience on The Kraal

Drive approach, which is still considered to be acceptable in an urban context.

AECOM

Maryfields Estate



23

6.5.2 Narellan Road intersections

The intersection of Narellan Road | UWS Access Road | Maryfields Access Road and Narellan Road | Blaxland

Road | Gilchrist Drive have been modelled in Paramics and SIDRA 6.1 as agreed with Roads and Maritime and

Campbelltown City Council.

As a result of regional traffic growth and to improve traffic flow and road safety along the road corridor, Roads and

Maritime Services is proposing to upgrade Narellan Road. The latest intersection design for intersections along

Narellan Road has been reflected in both the Paramics and SIDRA models. As requested by Roads and Maritime

Services, the models call the pedestrian phase every cycle.

The proposed upgrades were identified as part of the UWS Campbelltown Traffic and Transport Assessment:

- Proposed Narellan Road upgrades to three lanes in each direction between Hume Motorway Interchange

and Blaxland Road; and

- Proposed duplication of eastbound and westbound right turn lanes at Narellan Road | Blaxland Road |

Gilchrist Drive.

The latest intersection design for Narellan Road | UWS Campus Access Road include:

- Three lanes in each direction along Narellan Road with an auxiliary bus lane in the westbound direction.

- Duplication of the eastbound right turn bay to 160m.

- A westbound left turn slip lane.

- Widening of the UWS Campus Access Road to two lanes in each direction to cater for the dual northbound

right turn and the provision of a dual northbound left turn lane.

- Provision of a northern approach and associated lanes on other approaches providing access to the existing

Franciscan Friary and Monastery.

If the business park development proceeds at the scale proposed, the intersection requires further upgrades to

provide access to the Maryfields Estate. The following upgrades have proposed for the Maryfields Access Road:

- Provision of a 100m eastbound left turn slip lane.

- Dual southbound right turn lane and a shared through/ left turn lane on the northern approach.

- Additional of staged pedestrian crossings on the eastern approach of the intersection.

Figure 10 Narellan Road | UWS Campus Road | Maryfields Access intersection layout

Without Maryfields development (with approved

Narellan Road Upgrade) With Maryfields development

Source: AECOM, 2015

AECOM

Maryfields Estate



24

The intersection of Narellan Road | UWS Access Road | Maryfields Access Road and Narellan Road | Gilchrist

Drive | Blaxland Road have been modelled in SIDRA 6.1. Table 11 presents the performance summary of the

intersections in isolation and Table 12 presents the performance summary of the intersection as a network model.

Table 11 2026 Narellan Road intersection performance – isolated

Scenario Peak

Demand

Flow

(veh/h)

Level of

Service

Ave Delay

(sec)

Degree of

Saturation

(v/c)

95th

back of queue

(m)

Narellan Road | UWS Access Road | Maryfields Access Road

Without development AM 6,504 D 54 0.96 647

PM 6,464 D 55 0.98 596

With development AM 7,272 C 42 0.96 675

PM 7,055 D 45 0.97 502

Narellan Road | Gilchrist Drive | Blaxland Road

Without development AM 7,996 F 77 1.07 304

PM 8,533 F 116 1.17 495

With development AM 8,281 F 93 1.10 356

PM 8,875 F 138 1.20 495

Source: AECOM, 2015

The intersection of Narellan Road | UWS Access Road | Maryfields Access Road operates at an acceptable LoS

(D or better) with and without the development. In both scenarios assessed the intersection operates near

capacity. In the AM peak the intersection experiences an improvement in average delays resulting in the

intersection operating at LoS C. During the PM peak the intersection experiences marginal improvements in

average delay and queuing.

The intersection of Narellan Road | Gilchrist Drive | Blaxland Road operates at LoS F with and without the

development. This intersection is the pinch point in the road network, with the development scenario experiencing

a marginal increase in delays and queuing.

Table 12 2026 Narellan Road intersection performance – network

Scenario Peak

Demand

Flow

(veh/h)

Arrival

Flows

(veh/h)

Level

of

Service

Ave

Delay

(sec)

Degree of

Saturation

(v/c)

95th

back of

queue (m)

Narellan Road | UWS Access Road | Maryfields Access Road

Without development AM 6,504 6,428 D 54 0.98 644

PM 6,464 6,121 C 42 0.90 416

With development AM 7,272 7,127 C 40 0.95 637

PM 7,055 6,665 D 48 0.91 460

Narellan Road | Gilchrist Drive | Blaxland Road

Without development AM 7,996 7,996 F 81 1.16 388

PM 8,533 8,533 F 144 1.40 478

With development AM 8,281 8,281 F 95 1.17 398

PM 8,875 8,875 F 165 1.55 496

Source: AECOM, 2015

The network model shows the intersections along Narellan Road operate similarly to the isolated intersections.

The intersection of Narellan Road | UWS Access Road | Maryfields Access Road experiences capacity issues as

the arrival flow for the westbound through movement is less than the total demand flows.

AECOM

Maryfields Estate



25

Two modelling scenarios were undertaken for the 2026 AM and PM peak hours which included without the

development (Base) and with development. Results of the Paramics modelling are shown in Table 13 and Table

14.

Table 13 2026 AM and PM peak hour Paramics network performance

Network performance

parameters

2026 AM 2026 PM

Base With dev Base With dev

Total no. of vehicles 12,050 12,845 13,406 14,059

Total travelled distance (m) 25,673,732 26,869,522 27,160,944 28,153,380

Total travelled time (s) 2,944,944 3,350,160 3,260,549 3,717,130

Average speed (km/hr) 31.4 28.9 30.0 27.3

Vehicle Hours Travelled

(VHT) 818 931 906 1,033

Vehicle Kilometres

Travelled (VKT) 25,674 25,870 27,161 28,153

Average Trip Time per

Vehicle (mins) 4.07

4.35

(17 seconds more

than the Base) 4.05

4.41

(22 seconds more

than the Base)

Source: AECOM, 2015

The network performance outputs for the 2026 Paramics models suggest minor differences between the two

scenarios modelled, when all the network parameters are compared, all attributed to the additional development

traffic on the network. This confirms that the full Maryfields Estate development has minimal adverse impacts to

the operation of Narellan Road.

The results show that the increase in average trip time per vehicle is approximately 20 seconds during both peak

periods across the network. This change is significantly less than what you would expect in a daily / hourly

variation across the day and therefore this would not normally warrant the need for additional offsets or any other

works.

Table 14 2026 AM and PM peak hour Paramics intersection performance

Intersection Intersection

performance

2026 AM Peak 2026 PM Peak

Base With dev Base With dev

Narellan Road | UWS

Access Road | Maryfields

Access Road

Volume (veh/hr) 6,477 7,134 6,388 6,905

Level of Service B C B B

Av. Delays (s) 24.1 30.5 22.1 27.0

Narellan Road |Blaxland

Road | Gilchrist Drive

Volume (veh/hr) 8,132 8,338 8,461 8,734

Level of Service E E F F

Av. Delays (s) 62.1 69.3 74.7 86.9

Source: AECOM, 2013

The Paramics modelling has shown the intersection of Narellan Road | UWS Access Road | Maryfields Access

Road performs satisfactorily with and without the development, however an eastbound left turn slip lane is

required in addition to the infrastructure upgrades proposed in the UWS Campbelltown Traffic and Transport

Assessment.

The intersection of Narellan Road | Blaxland Road | Gilchrist Drive operates at LoS E and LoS F in the AM and

PM peak under both scenarios. The modelling shows the Maryfields Estate development has minor impacts to the

intersection.

AECOM

Maryfields Estate



26

7.0 Summary and conclusions

A revised Traffic and Transport Assessment for the proposed Maryfields development in Campbelltown has been

prepared to address the conditions issued as part of the approval of the Maryfields Planning Proposal in

December 2014.

The Maryfields site is located in Campbelltown, approximately 55 kilometres south west of the Sydney CBD. It is

also located approximately two kilometres to the west of Campbelltown Town Centre and within one kilometre

north-west of the Macarthur Regional Centre. The overall site is triangular in shape and is bounded by the Hume

Motorway (M31) to the west, Narellan Road to the south and Maryfields Drive to the north.

The site has good accessibility to existing public transport services and facilities. The site is located approximately

2 to 3 kilometres from Macarthur and Campbelltown Stations. Two bus stops are located in close proximity to the

site, which provide bus services to the Macarthur Transport Interchange and Campbelltown Transport

Interchange.

The concept plan for the Maryfields Estate proposes a number of land uses within the site including:

- A campus-style business office park providing employment for 1,200 staff;

- Residential dwellings comprising of 620 residential dwellings (comprising of low and medium density

dwellings);

- Seniors living precinct comprising of 260 self-care dwellings and 100 lots for assisted care with 40 staff; and

- Private recreation zone including woodplain/creek, heritage and park areas.

A total of 1,365 trips and 1,201 trips are expected to generate from the proposed development during the AM and

PM peak respectively based on Roads and Maritime trip generation rates. It was assumed the 620 residential

dwellings were low density, presenting a worst case scenario. Roads and Maritime and Campbelltown City

Council were consulted to determine the methodology adopted for the study. It was agreed two modelling

packages, SIDRA and Paramics, would be utilised to assess the traffic impacts of the development.

To understand the impacts of the intersections along Narellan Road, Paramics and SIDRA has been used to

assess the intersection of Narellan Road / UWS Access Road / Maryfields Access Road and Narellan Road /

Blaxland Road / Gilchrist Drive, given the congested nature of Narellan Road.

The Paramics modelling showed the Maryfields Estate development has minimal adverse impacts to the

operation of Narellan Road.

To understand the impacts of the development on the local road network of Blair Athol, SIDRA intersection

modelling was undertaken to assess the intersections of:

- Maryfields Drive / The Kraal Drive;

- Maryfields Drive / Gabriel Circuit; and

- Blaxland Road / The Kraal Drive / Farrows Road

The SIDRA intersection modelling showed the above intersections operated at an acceptable LoS and no

additional infrastructure upgrades are required.

AECOM

Maryfields Estate



Appendix A

Existing Traffic Surveys

AM peak - 8 - 9

0

1

1

0

5 1

25

0 2

16

2 23

0 0

1

0

81

0

19 1

15

9 0

28

0 20

29

2 61

0 3

11 18

4231 2

11 3

271

859

2 28

212

20

576

3 3 3

3 255

52 106 53

464

58 17

323 103 37

2 4 20

187

10

21 4

Maryfields Drive

Maryfields Drive

AccessRoad 2

Gab

riel C

ircui

t

The Kraal Drive

Maryfields Drive

AccessRoad 3

The

Kraa

lDriv

e

Bagdally Road

Badgally Road

JohnsonRoad

Nor

th S

teyn

e Ro

ad

534

850

2

15% 2 82

3% 0 14

405 793 98

9 55 9

45 5

37 801 12

1 0

401

82% 5 438

1

31% 61% 8%

1296

38 8

1296 1277

FarrowsRoad

Farrows Road

BlaxlandRioad

Blax

land

Roa

d

PM Peak: 4:45 - 5:45

0

1

1

0

4 0

16

0 1

35

0 8

12 25

0 15

0 0 0 2

0 27

13 121 11

87

20 2

67 2

0 0

15 0

4631 1

514

556

0 63

208

7 322

0 2 1

1 171

46 120 41

416

52 2

251 136 28

2 5 4

402 5

56 1

Maryfields Drive

Maryfields Drive

AccessRoad 2

Gab

riel C

ircui

t

The Kraal Drive

Maryfields Drive

AccessRoad 3

The

Kraa

lDriv

e

Bagdally Road

Bagdally Road

JohnsonRoad

Nor

th S

teyn

eRo

ad

414

12% 0 51

1364

5% 0 21

1 21 0

83% 4 342

101 1257

5

40 0

38% 57% 6%

6

4 0

305

454 678 67

8 18

1199

261 9

1199 1860

FarrowsRoad

Farrows Road

BlaxlandRioad

Blax

land

Roa

d

AECOM

Maryfields Estate



Appendix B

2026 traffic forecasts

AM peak - 8 - 9

Light Vechiles 7

Development traffic

Total light vehicles

Heavy Vehicles

6 1

7

77

18

8

7

8 892 92 0

800 744 120

881

936

15 11 0366 1 74

2013

2046 999 0 2

366 11 74 753 738 120

2291

352

357 7

410

898

905

493 854 466

22 153 0

2291

15 3 32 30

15 8127 1 36 554 907 515

48

1503

1492

43116

2972

2967

0 0 0

40

681

6760 515

17

3082

3082

4 646

646

0 14 0

1782 19770 0 0

0 27 0

2

0 0 2400 0 0

1

0 114 126

31 4519 19

3

0 0 0 0 0 0

9 9 0 11 11

0 0 0 11 0 181782 1977

0 0 0 1 0 15

0 324 13 1815

2 187

61 02 23 23

1 00 0 0

8

0 2 2 0 134

20

62 62

1

9 55 9420 1213 149

2 4

405 1211 150

801 12

2 2 0

5 573

438

37

45 548 1342 29

0 30 14 2xx

2 184

82

xx

xxxx

FarrowsRoad

Farrows Road

BlaxlandRioad

Blax

land

Roa

d

Maryfields Drive

Maryfields Drive

AccessRoad 2

Gab

riel C

ircui

t

The Kraal Drive

Maryfields Drive

AccessRoad 3

The

Kraa

lDriv

e

Narellan Road

Narellan Road

Gilchrist D

rive

Blax

land

Roa

d

Narellan Road

Narellan Road

Uw

s Access Road

Acce

ss R

oad

1

Johnson Rioad

PM peak - 4:45 - 5:45

Light Vechiles 7

Development traffic

Total light vehicles

Heavy Vehicles

6 1

7

77

18

8

7

106

106 0 93 93 0

6 0 0 22 10 1

948 727 87

1044

1078 29

375 1 118

2560

2568 79

375 11 118 918 674 87

479

22 109 0

2783

2783

439

488 4

23

874

857

726 11390 437

437

15 3 32

28 11 9

336 1 113 757 1153 491

0 0 40

1384

1336

15

597

5490 92 17

2856

2856

78

2624

2592

0

1812 2401

0 27 0 0 126 0

0 24 32

31 193 2

0 0 0

0 0 55

19 19 1

0 0 0

0 0 0 0 0 0

0 11 0 18

9 9 0 11 20 3

1812 2401

0 0 0 1 0 11 0 0

0 59 61 0 0 2

108 95 12

2 23 23 0 0 0

1 0 11

344

344 8

0 2 1 0 32 8

1

9 55 9

589 1115 108

96 112

405 1099 109

12

10 10 0

5 376

438

37 801

45 5

203 1681 14

0 25 14 2xx

2 76 51

xx

xx

xx

FarrowsRoad

Farrows Road

BlaxlandRioad

Blax

land

Roa

d

Maryfields Drive

Maryfields Drive

AccessRoad 2

Gabr

iel C

ircui

t

The Kraal Drive

Maryfields Drive

AccessRoad 3

The

Kraa

lDriv

e

Narellan Road

Narellan Road

Gilchrist Drive

Blax

land

Roa

d

Narellan Road

Narellan Road

Uw

s Access Road

Acce

ss R

oad

1

Johnson Rioad

traffic and transport assessment concept plan

Documents