52 Edward Street Riverstone (NSW)

Traffic Impact Assessment Report

Client: Abode Design

Prepared by

Evan Boloutis Director

EB Traffic Solutions Pty Ltd B.Eng (Civil), MEng Sc (Traffic), MBA

evan@ebtraffic.com.au www.ebtraffic.com.au

0408 395 729

18 September 2018 Rev A

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1. INTRODUCTION 1.1 Purpose of this report This report sets out an assessment of the traffic and parking implications of the proposed development, with specific consideration of the following:

• the existing conditions and a description of the proposal;

• an assessment of the development's car parking requirements;

• adequacy of the on-site car parking supply to accommodate the development’s car parking requirements stipulated in the Blacktown Development Control Plan (2015);

• the ability for an articulated vehicle to safely enter/exit the on-site loading bays and be able to exit from the site in a forward manner; and

• an assessment of the traffic anticipated to be generated by the proposal based upon case study survey data and the traffic impact of the proposal.

1.2 Referenced documents This report has been based upon a number of sources. These include:

• Information provided by the applicant;

• Discussions with officers from Council;

• NSW Transport (www.transitsystems.com.au);

• Melways maps, nearmap and Google maps;

• Discussions with representatives from Roads and Maritime Services;

• Blacktown Development Control Plan (2015), Blacktown Local Environmental Plan (2015) and Building Code of Australia;

• AutoTURN computer software for the swept path analysis;

• Australian Standards AS 2890.1 (2004), AS 2890.6 (2009) and AS 2890.2 (2002); and

• Layout plan prepared by Abode Design, Dwgs 1722-1 and 1722-2, Issue B, dated 26 August 2016.

2. EXISTING CONDITIONS

2.1 Location and Land use The existing site is located on the south-west corner of Brisbane Road and Edward Street. The location of the subject site is shown in Figure 2.1.

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Source: Copyright Melways Publishing Pty, Ltd. Reproduced from Melways online with permission

Figure 2.1: Location of the subject site

Information provided by the client indicates that the subject site was previously used as a Weld and Safety Supplies factory and is currently vacant (largely demolished). The site is located within an industrial estate. The nature of the site and the surrounding area is shown in Figure 2.2.

Source: nearmap (image taken 18 Jan 2018)

Figure 2.2: Nature of the subject site and surrounding land uses

Subject site

Subject site

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2.2 Road Network Edward Street and Brisbane Road are both local roads and contain undivided cross sections with a traffic and parking lane in each direction. Unrestricted parking applies along both sides of the road in the vicinity of the site. Photos showing the cross section of Edward Street and Brisbane Road adjacent to the site are shown in Figures 2.3 and 2.4, respectively.

Source: google maps street view

Figure 2.3: Edward Street looking west

Source: google maps street view

Figure 2.4: Brisbane Road looking north

2.3 Public Transport

There is a good level of public transport services which operate in close proximity to the site. This includes four bus routes which operate along Crown Street 650 m south of the site. Details of the bus routes operating along Crown Street are listed as:

• Bus route 661 operates between Windsor and Riverstone via McGraths Hill;

• Bus route 662 operates between Oakville and Maraylya to Riverstone and Windsor;

Subject site

Subject site

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• Bus route 746 operates between Riverstone and Box Hill; and

• Bus route T75 operates between Blacktown to Rouse Hill and Riverstone.

Bus stops are located on Crown Street approximately 650 m south of the site, as shown in Figure 2.5.

Source: google maps

Figure 2.5: Location of nearby bus stops

3. THE PROPOSAL It is proposed to construct and operate a material crushing plant, capable of processing up to 90,000 tonnes per annum of sandstone, concrete and asphalt waste. The warehouse has a floor area of 1,939 sqm and the office has a floor area of 24 sqm. It is understood that the facility receives concrete and sandstone from construction sites and infrastructure excavations. The materials are then crushed and leave the site as road base material. A weighbridge is proposed to be located within the warehouse adjacent to the site’s northernmost warehouse opening. There are five trucks which deliver materials to the site five times per day resulting in 25 truck trips per day. The development is proposed to operate 24/7. A total of 27 spaces are proposed to be provided which are comprised of 11 car parking spaces (including a disabled bay) in a car parking area accessed via two crossovers in Brisbane Road and 16 spaces in an under-croft car park accessed via a single crossover in Edward Street. Information provided by the client indicates that there will be a maximum of five staff on-site at any one time. The staff are comprised of one staff in the warehouse and four administration staff. No truck drivers will be parked on-site as all trucks and their drivers will originate from an external third party location.

Bus stops

Subject site

Bus stops

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Access to the on-site parking areas for staff and visitors is provided via a crossover located adjacent to the site’s Edward Street boundary. Access for trucks to the warehouse facility and to five parking bays (including a disabled bay) abutting the warehouse will be via two crossovers located along Brisbane Road. The layout of the proposed development is shown in Attachment A. 4. CAR PARKING CONSIDERATIONS 4.1 Car Parking Requirements The car parking requirements for the proposal are set out in the Blacktown Development Control Plan, (2015), specifically in Part A, Chapter 6.3. Further, reference to the Blacktown LEP (2015), indicates that the proposed development is considered to correspond to the land use category ‘Light Industry, general industry, heavy industry and warehouse or distribution centre’. Reference to the Blacktown Development Control Plan, (2015), specifically Chapter 6.3, indicates that the car parking requirements for the proposed land use is summarised as:

• 1 space per 75 sqm GFA plus 1 space per 40 sqm GFA for the office component Application of the car parking requirement to the proposed development results in a car parking requirement of 27 spaces. Further, reference to the Building Code of Australia indicates that, for a class 5, 7, 8 and 9c building, there is a requirement to provide ‘1 car space for every 100 car parking spaces or part thereof’, resulting in the requirement to provide one disabled parking space, which has been provided. Therefore, the total parking requirement of the proposed development is 27 car spaces, inclusive of a disabled bay which is satisfied by the provision of 27 car spaces. It is also noted that the development’s Edward Street and Brisbane Road frontages can accommodate a total of eight on-street parking spaces. Further the above, the following assessment has been undertaken to illustrate the likely demand for parking spaces, and whether it is appropriate to allow the supply of fewer spaces on the proposed development site. The considerations and the respective factors considered relevant to this application are listed as:

4.1.1 Short-stay and long-stay parking demand

The derivation of short and long stay parking demands can be examined through case study survey data collected at the existing resource recovery facility. Information provided by the applicant indicates that the site is expected to have up to five staff on site at any one time, all of whom drive and therefore generate a peak car parking demand of five spaces. While there are minimal visitors generated to this facility, it is conservatively assumed that there could be a peak visitor parking demand of up to one space at any one time.

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Therefore, the actual peak car parking demands generated by the existing development is six spaces (five staff spaces and one visitor space), which can be comfortably accommodated within the proposed on-site parking provision of 27 spaces. 4.1.2 Public Transport Availability As detailed in section 2.3, the site is conveniently located to nearby public transport facilities with four bus routes operating in close proximity to the proposal. Bus stops are conveniently located along Crown Street to the immediate south of the site as shown in Figure 2.5. Reference to the bus timetable of the bus service indicate that the bus service operates at times during the weekday periods which coincide with the proposal’s operating hours.

4.1.3 The provision of bicycle and end of trip facilities for cyclists

Reference to the Blacktown Development Control Plan (2015), indicates that there are no specific bicycle parking requirements for the proposed development. Notwithstanding the above, it is noted that in the event of a staff member cycling to the facility, there is ample room on site for a staff member to safely store their bicycle. 4.1.4 Access to the provision of alternative transport modes The proposed development has convenient access to four bus routes which provide an alternative to private car travel for staff, if desired.

4.2 Adequacy of Parking Provision

The proposed development is considered to represent a minimal impact on the surrounding road network having regard to the following characteristics:

• The assessment indicates that the proposed development’s car parking requirements correspond to 27 spaces, which is satisfied by the proposed parking provision of 27 car parking spaces, inclusive of a disabled parking space;

• The assessment indicates that the proposed development’s anticipated peak car parking demands, based upon information provided by the applicant, is five staff and one visitor space. The provision of 27 car parking spaces, inclusive of a disabled parking space, exceeds the car parking demands anticipated to be generated by the proposed development;

• The development’s Edward Street and Brisbane Road frontages can accommodate a total of eight on-street spaces which is able to accommodate any potential overspill parking demand generated by the proposed development;

• The availability of public transport in the immediate area, namely its proximity to four bus routes operating along Crown Street in close proximity to the proposal; and

• In the event of a staff member cycling to the facility, there is ample room on site for a staff member to safely store their bicycle.

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4.3 Car Park Layout 4.3.1 Dimensions of car accommodation

Reference to the layout plans show that the parking bays in the car park adjacent to Brisbane Road at a width of 2.5 m and a length of 5.5 m with an aisle in excess of 5.8 m. The car parking bays in the car park adjacent to Edward Street are provided at a width varying between 2.5 m and 2.75 m and a length of 5.4 m with an adjacent aisle width of 7 m. The dimensions of the parking bays and adjacent aisles accords with the Australian Standard for Off-street car parking, AS 2890.1:2004. A blind aisle extension has been provided at the western end of the car park adjacent to Edward Street, however while a blind aisle extension of 550 mm has been provided at the eastern end of the car park (which is less than the required 1 m), the end bay has been provided at a width of 2.75 m, which collectively results in an effective blind aisle extension of 800 mm adjacent to the end parking bay. The swept path analysis undertaken in Section 4.3.2 indicates that a motorist can however safely enter and exit the end bay, which is recommended to be designated as a staff space. The bays located in the car park adjacent to Brisbane Road which are adjacent to end walls have been offset by a distance of 250 mm from the end walls. As this offset distance is technically less than that stipulated by the Australian Standards for Off-street car parking, AS 2890.1:2004, it is recommended that these end bays be designated as staff bays. An accessible parking bay has been provided at a width of 2.4 m with a central adjacent shared/manoeuvring space provided at a width of 2.4 m and a length of 5.5 m. To accord with Australian Standard, Parking facilities: Off-street parking for people with disabilities, AS 2890.6:2009, a centrally located column is required to be located within the shared space at an offset distance of 800 mm from the accessway. While blind aisle extensions have been provided at less than 1 m at the northern and southern car park aisles, motorists are able to safely enter and exit the end bays as shown by the swept path assessment in Section 4.3.2.

4.3.2 Access to/from car accommodation spaces

The swept paths of a vehicle entering and exiting the proposed on-site car spaces on the

development site have been assessed with the use of the AutoTURN swept path computer

software for a B85 motor car.

Reference to the swept path analysis indicates that motorists can safely enter and exit the on-

site parking bays and exit from the development site in a forward manner.

The swept path analysis, which is shown in Attachment B, shows that motorists can safely

enter and exit the parking bays within both of the car parking areas.

4.3.3 Width of accessway

Reference to the layout plans indicate that the width of the accessway to the car park abutting

Edward Street has been provided at a width of 6 m which accords with AS 2890.1:2004.

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4.3.4 Gradient of access ramp Based upon an RL of 32.9 at the top of the ramp and an RL of 32.65 at the title boundary at the Edward Street access, the gradient of the accessway is 1:30 which accords with the requirements stipulated in AS 2890.1:2004. 4.3.5 Columns

The columns within the under-croft car park have been located between 0.5 m and 1.1 m of the access aisle. To accord with Figure 5.2 of AS/NZS 2890.1:2004, the columns are required to be located between 0.75 m and 1.75 m from the edge of the accessway.

4.3.6 Headroom clearance

To accord with the relevant Australian Standards, the headroom clearance within the under-croft car park is required to be a minimum of 2.2 m. Reference to the layout plans indicate that a minimum headroom clearance of 2.6 m has been provided in the under-croft parking area.

4.3.7 Sight lines for exiting motorists

Figure 3.3 of the Australian Standard for off-street car parking, AS 2890.1:2004 specifies that

the minimum sight lines for pedestrian safety along a circulation driveway or domestic

driveway.

The minimum sight lines are specified as clear sight line triangles which extend 2 m along the

frontage road from the edge of an exit lane and 2.5 metres along the exit lane from the

frontage. The sight line triangles are required to be clear of visual obstructions to provide the

exiting motorist with a clear view of pedestrians on the footpath of the frontage road (and vice

versa).

Reference to the layout plans indicate that sight line triangles have been provided on either

side of the accessways at the title boundary. It is recommended that any vegetation of

landscaping provided within the sight line triangles not exceed a height of 900 mm.

5. COMMERCIAL VEHICLES

5.1 Headroom clearance Information provided by the applicant indicates that there is a height clearance of 10.5 m within the warehouse, which can accommodate the height of a 19 m Truck and Dog Trailer and satisfies the headroom clearance requirements of the Blacktown Development Control Plan (2015), which specifies a headroom clearance of 3.6 m and that stipulated in the Australian Standard AS 2890.2 (2002), which specifies a headroom clearance of 4.5 m for a 19 m truck.

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5.2 Accessibility The ability for a 19 m Truck and Dog Trailer to enter/exit the loading bay and then exit from the site in a forward manner was assessed with the use of the AutoTURN swept path computer software, the analysis of which is shown in Attachment C. The analysis indicates that a 19 m Truck and Dog Trailer can safely enter and exit the loading dock areas within the warehouse to then depart from the site in a forward manner. 5.3 Gradient of access ramp Discussions with the applicant indicate that the loading docks will be restricted to a Truck and Dog Trailer which is 19 m in length. The requirements in AS 2890.2 (2002), which stipulate, amongst other things, that the maximum gradient for an MRV is 1:6.5 (15.4 %) with a maximum change of gradient of 1:16 (6.25 %) over a length of 7 m. A ground clearance assessment has been undertaken with the use of the AutoTURN computer software to examine whether a 19 m Truck and Dog Trailer would scrape its underside along the access ramps. The analysis indicates that this vehicle could safely travel along the accessways into and out of the warehouse without scraping its underside. 5.4 Refuse Refuse bins will be located within the warehouse and would be serviced by a private contractor in a 12.5 m Heavy Rigid Vehicle. 6. TRAFFIC IMPACT

The impact of the proposed development can be assessed having regard to the anticipated number of vehicle movements likely to be generated at the development access during the commuter peak periods. Information provided by the applicant indicate that the vehicle trips generated by the development will correspond to a maximum of 5 staff and up to one visitors. The staff parking demands will typically start around 9 am and finish at 5 pm. Specifically, the warehouse manager is likely to arrive around 6 am and depart around 6 pm. The four administration staff would be expected to typically arrive and depart during the commuter peak hours. The customer trip (up to one space) is expected to be minimal and likely to be generated during the daytime period between 9 am and 4 pm. In addition, information provided by the applicant indicates that an average of 25 truck movements a day is anticipated to be generated by the site. A maximum of up to five truck movements per hour is anticipated when the facility is at its busiest. The peak operating times of the facility is expected to occur outside of the commuter peak hours, that is, between 9 am and 4 pm. During the commuter peak hours, there could be around one to two trucks, at most, arriving and departing from the site.

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Information provided by the applicant indicates that trucks are likely to travel to the site from Riverstone Parade along either Edward Street or Loftus Street and depart from the site along either Edward Street or Loftus Street to Riverstone Parade. Further, it is expected that around two thirds of truck movements will be generated to/from the south with one third of all truck trips generated to/from the north. On the basis of the above forecast traffic movements, it is considered that the number of generated traffic movements are minimal and well within the road carrying capacity of Brisbane Road and Edward Street would not represent an adverse impact upon the operation of the surrounding road network. 7. CONCLUSIONS AND RECOMMENDATIONS Having regard to the above, it is considered that:

• The assessment indicates that the proposed development’s car parking requirements correspond to 27 spaces, which is satisfied by the proposed parking provision of 27 car parking spaces, inclusive of a disabled parking space;

• The provision of 27 car parking spaces, inclusive of a disabled parking space, exceeds the car parking demands anticipated to be generated by the proposed development; and

• The number of generated traffic movements are minimal and well within the road carrying capacity of Brisbane Road and Edward Street would not represent an adverse impact upon the operation of the surrounding road network.

Further, it is recommended that:

• the columns are required to be located between 0.75 m and 1.75 m from the edge of the accessway; and

• the bays adjacent to the walls in the car park adjacent to Brisbane Road and the easternmost bay in the car park adjacent to Edward Street be designated as staff bays.

Evan Boloutis Director EB Traffic Solutions Pty Ltd B.Eng (Civil), MEng Sc (Traffic), MBA

Copyright

The information contained in this report is confidential and intended for the use of the client specified on the front of the report.

No representation is made or is implied to be made to any third party. No part of this report may be reproduced or used without

the written permission of EB Traffic Solutions Pty Ltd. Any unauthorised use of this report will constitute an infringement of

copyright.

Disclaimer

EB Traffic Solutions Pty Ltd takes no responsibility in any way to any person or organisation, other than that for which the report

has been prepared, in respect of the information contained in this report, including any omissions or errors.

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ATTACHMENT A LAYOUT OF THE PROPOSED DEVELOPMENT

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ATTACHMENT B

SWEPT PATH ANALYSIS (B85 CAR)

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ATTACHMENT C

SWEPT PATH ANALYSIS (19 M TRUCK AND DOG TRAILER TRUCK)