930 Old Northern Rd & 4 Post Office Rd, Glenorie

Transcription

1 Proposed Mixed Use Development 930 Old Northern & 4, Glenorie TRAFFIC AND PARKING ASSESSMENT REPORT 13 December 2016 Ref Suite 6, 20 Young Street, Neutral Bay NSW PO Box 1868, Neutral Bay NSW Ph:

2 TABLE OF CONTENTS 1. INTRODUCTION PROPOSED DEVELOPMENT TRAFFIC ASSESSMENT PARKING ASSESSMENT LIST OF ILLUSTRATIONS Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Location Site Road Hierarchy Existing Traffic Controls Existing Parking Restrictions APPENDIX A TRAFFIC SURVEY DATA Document Verification Location: 930 Old Northern & 4, Glenorie Job Number Revision Details Prepared Approved By Date By Date Final Final for DA Submission TN 13/12/16 RV 13/12/16

3 1. INTRODUCTION This report has been prepared to accompany a development application to Council for a mixed use development proposal to be located at 930 Old Northern Road & 4 Road, Glenorie (Figures 1 and 2). The proposed development involves the redevelopment of the Glenorie Shopping Village which includes the demolition of the majority of the existing retail shops and commercial suites on the site and the staged construction of a new shop top development. Off-street parking is to be provided over three levels, including two basement levels, with all parking to be constructed during Stage 1 works. The purpose of this report is to assess the traffic and parking implications of the development proposal and to that end this report: describes the site and provides details of the development proposal reviews the road network in the vicinity of the site, and the traffic conditions on that road network estimates the traffic generation potential of the development proposal, and assigns that traffic generation to the road network serving the site assesses the traffic implications of the development proposal in terms of road network capacity reviews the geometric design features of the proposed car parking and loading facilities for compliance with the relevant codes and standards assesses the adequacy and suitability of the quantum of off-street car parking and loading provided on the site. 1

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6 2. PROPOSED DEVELOPMENT Site The subject site is located on the southern corner of the Old Northern Road and Road intersection and lies within the Glenorie town centre. The site has street frontages approximately 85m in length to Old Northern Road, approximately 170m in length to Post Office Road and occupies an area of approximately 6,387m². A recent aerial image of the site and its surroundings is reproduced below. Source: Nearmap No.930 Old Northern Road is currently occupied by the Glenorie Shopping Village which comprising a number of retail shops including a bakery, butchery, pizzeria, newsagent, Thai restaurant, clothing store, hair dresser and beautician plus a number of commercial suites including a dental clinic, chiropractor and real estate. The cumulative floor area of the existing shopping village is approximately 1,065m². Off-street parking for the existing shopping village is currently provided for 77 cars in an outdoor at-grade car parking area. Vehicular access to the car parking area is provided via separate entry and exit driveways located off Road. 4

7 No.4 Road is currently occupied by a single-storey dwelling house with off-street parking. Vehicular access to the site is provided via a single driveway located in Road. Proposed Development The proposed development involves the redevelopment of the shopping village on the site on the site and the staged construction of a new shop top development. Stage 1 involves the demolition of the existing dwelling house and the southern portion of the existing shopping village building (whilst retaining the northern and western portions), and the construction of a new two-level basement car park, four ground floor retail shops/commercial suites and residential apartments on the two levels above. Stage 2 involves the demolition of the existing northern portion of the existing shopping village building and the construction of a new two-storey building, comprising a retail shop/commercial suite on the ground floor level and a gymnasium on the level above. A total of 20 residential apartments are proposed in the new development as follows: 1 bedroom apartments: 3 2 bedroom apartments: 17 TOTAL APARTMENTS: 20 The cumulative floor area of the non-residential component (including the retail, commercial and gymnasium) is approximately 2,943m 2. Off-street parking is proposed for a total of 164 cars (comprising 41 residential spaces, 8 visitor spaces, 114 non-residential spaces and a carwash bay) over three levels, including two basement levels, with residential parking separated from the non-residential parking. Vehicular access to the car parking facilities is to be provided via a new entry/exit driveway located midway along the Road site frontage, where the site s existing entry-only driveway is located. 5

8 Loading/servicing for the proposed development is expected to be undertaken by a variety of commercial vehicles up to and including 12.5m long heavy rigid trucks (HRV). A loading area is to be located on the ground floor level, in the far southern corner of the site. Vehicular access to the loading bay is to be provided via separate new entry and exit driveways located at the southern end of the Road site frontage. Plans of the proposed development have been prepared by Design Cubicle and are reproduced in the following pages. 6

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14 3. TRAFFIC ASSESSMENT Road Hierarchy The road hierarchy allocated to the road network in the vicinity of the site by the Roads and Maritime Services is illustrated on Figure 3. Old Northern Road is classified by the RMS as a State Road and provides the key north-south road link in the area, linking Wisemans Ferry and Dural. It typically carries one traffic lane in each direction in the vicinity of the site with turning bays provided at key locations. Kerbside parking is generally prohibited along both sides of the road in the vicinity of the site although is generally permitted further afield. Cattai Ridge Road is classified by the RMS as a Regional Road and provides the key eastwest road link in the area, linking Maraylya and Glenorie. It typically carries one traffic lane in each direction in the vicinity of the site. Road is a local, unclassified road which is primarily used to provide vehicular and pedestrian access to frontage properties. Kerbside parking is generally permitted on both sides of the road. Existing Traffic Controls The existing traffic controls which apply to the road network in the vicinity of the site are illustrated on Figure 4. Key features of those traffic controls are: a 60 km/h SPEED LIMIT which applies to Old Northern Road a 50 km/h SPEED LIMIT which applies to the Road and all other local roads in the area a RIGHT TURN HOLDING BAY for southbound traffic in Old Northern Road turning into Road 12

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17 GIVE WAY restrictions in Road where it intersects with Old Northern Road. Existing Traffic Conditions An indication of the existing traffic conditions on the road network in the vicinity of the site is provided by detailed peak period traffic surveys undertaken as part of this traffic study. The traffic surveys were undertaken in Old Northern Road at its intersection with Road during the weekday morning and afternoon commuter peak periods. The results of the traffic surveys are reproduced in Appendix A and reveal that: two-way traffic flows in Old Northern Road, south of Road, are typically in the order of 360 vehicles per hour (vph) during the morning on-road peak period, increasing to 550 vph during the afternoon on-road peak period two-way traffic flows in Old Northern Road, north of Road, are typically in the order of 290 vph during the morning on-road peak period, increasing to 380 vph during the afternoon on-road peak period two-way traffic flows in Road at the far northern end, are typically in the order of 190 vph during the morning on-road peak period, increasing to 460 vph during the afternoon on-road peak period. In addition to the above intersection traffic surveys, surveys were also undertaken of the existing shopping village s vehicular access driveways during the weekday morning and afternoon commuter peak periods. The results of the traffic surveys are also reproduced in Appendix A and reveal that: two-way traffic flows into and out of the existing shopping village during the morning on-road peak period was in the order of 44 vph, comprising 25 trips IN and 19 trips OUT. Based on the existing floor area of 1,065m 2, this equates to 1 vehicle trip per 24.2m 2 15

18 two-way traffic flows into and out of the existing shopping village during the afternoon on-road peak period was in the order of 86 vph, comprising 38 trips IN and 48 trips OUT. Based on the existing floor area of 1,065m 2, this equates to 1 vehicle trip per 12.4m 2. Projected Traffic Generation An indication of the traffic generation potential of the development proposal is provided by reference to the former Roads and Maritime Services publication Guide to Traffic Generating Developments, Section 3 - Landuse Traffic Generation (October 2002). The RMS Guidelines are based on extensive surveys of a wide range of land uses and nominates the following traffic generation rates which are applicable to the residential component of the development proposal: Medium Density Residential Flat Buildings peak hour vehicle trips per 1 & 2 bedroom dwelling peak hour vehicle trips per 3 bedroom dwelling In order to determine the traffic generation potential of the non-residential component of the development proposal, reference is made to the traffic generation rates of the existing shopping village i.e. 1 vehicle trip per 24.2m 2 during the morning on-road peak period and 1 vehicle trip per 12.4m 2 during the afternoon on-road peak period. Application of the above traffic generation rates to the various components of the development proposal yields a traffic generation potential of approximately 132 vph during the AM on-road peak period and 247 vph during the PM on-road peak period, as set out below: Projected Traffic Generation Potential AM PM Residential (20 apartments): 10 vph 10 vph Non-residential (2,943m 2 ): 122 vph 237 vph TOTAL TRAFFIC GENERATION POTENTIAL: 132 vph 247 vph 16

19 The abovementioned traffic generation potential of the proposed development assumes that gymnasium s peak operating period coincides with the on-road peak period. Gymnasiums however, tend to be busiest between 6am and 7am and again between 6pm and 7pm i.e. outside the on-road peak period such that the actual traffic generation potential during the on-road peak periods will be less than the figures suggested above. In any event, that projected future level of traffic generation potential should however, be offset or discounted by the volume of traffic associated with the existing shopping village on the site, in order to determine the nett increase in the traffic generation potential expected to occur as a consequence of the development proposal. As noted in the foregoing, traffic surveys undertaken of the existing vehicular access driveways determined that the shopping village generated 44 vph during the AM on-road peak period and 86 vph during the PM on-road peak period. Furthermore, the RMS Guidelines indicates that the existing dwelling house located on the No.4 Road site generates 1 vehicle trip during the AM and PM on-road peak periods. As such, the existing site generates in the order 45 vph during the AM on-road peak period and 87 vph during the PM on-road peak period, as set out below: Existing Traffic Generation AM PM Shopping village (1,065m 2 ): 44 vph 86 vph Dwelling house (1 dwelling): 1 vph 1 vph TOTAL TRAFFIC GENERATION POTENTIAL: 45 vph 87 vph Accordingly, it is likely that the proposed development will result in a nett increase in the traffic generation potential of the site of approximately 87 vph during the AM on-road peak period and 160 vph during the PM on-road peak period, as set out below: Projected Nett Increase in Peak Hour Traffic Generation Potential of the site as a consequence of the development proposal AM PM Projected Future Traffic Generation Potential: 132 vph 247 vph Less Existing Traffic Generation Potential: -45 vph -87 vph NETT INCREASE IN TRAFFIC GENERATION POTENTIAL: 87 vph 160 vph 17

20 That projected increase in the traffic generation potential of the site as a consequence of the development proposal will not have any unacceptable traffic implications in terms of road network capacity, as is demonstrated by the following section of this report. Traffic Implications - Road Network Capacity The traffic implications of development proposals primarily concern the effects that the additional traffic flows generated by the development may have on the operational performance of the adjacent road network. Those effects can be assessed using the SIDRA 7 capacity analysis program as is widely used by the RMS and many LGAs for this purpose. Criteria for evaluating the results of SIDRA capacity analysis are reproduced in the following pages. The results of the SIDRA analysis of the Old Northern Road & Road intersection are summarised on Table 3.1 below, revealing that: the intersection currently operates at Level of Service A, with total average vehicle delays in the order of 3-4 seconds per vehicle under the projected additional traffic flows expected to be generated by the development proposal, the intersection will continue to operate at Level of Service A, with increases in average vehicle delays of less than 1 second/vehicle. In the circumstances, it is clear that the proposed development will not have any unacceptable traffic implications in terms of road network capacity. 18

21 TABLE RESULTS OF SIDRA ANALYSIS OF OLD NORTHERN ROAD & POST OFFICE ROAD Key Indicators Existing Traffic Demand Projected Development Traffic Demand AM PM AM PM Level of Service A A A A Degree of Saturation Average Vehicle Delay (secs/veh) Road (south) L R Old Northern Road (east) L T Old Northern Road (west) T R TOTAL AVERAGE VEHICLE DELAY OLD_POSX OLD_POSP 19

22 Criteria for Interpreting Results of SIDRA Analysis 1. Level of Service (LOS) LOS Traffic Signals and Roundabouts Give Way and Stop Signs 'A' 'B' 'C' 'D' 'E' 'F' Good operation. Good with acceptable delays and spare capacity. Satisfactory. Operating near capacity. At capacity; at signals incidents will cause excessive delays. Roundabouts require other control mode. Unsatisfactory and requires additional capacity. Good operation. Acceptable delays and spare capacity. Satisfactory but accident study required. Near capacity and accident study required. At capacity and requires other control mode. Unsatisfactory and requires other control mode. 2. Average Vehicle Delay (AVD) The AVD provides a measure of the operational performance of an intersection as indicated on the table below which relates AVD to LOS. The AVDs listed in the table should be taken as a guide only as longer delays could be tolerated in some locations (ie inner city conditions) and on some roads (ie minor side street intersecting with a major arterial route). Level of Service Average Delay per Vehicle (secs/veh) Traffic Signals, Roundabout Give Way and Stop Signs A less than 14 Good operation. Good operation. B 15 to 28 Good with acceptable delays and spare Acceptable delays and spare capacity. 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. Roundabouts require other control mode. 3. Degree of Saturation (DS) The DS is another measure of the operational performance of individual intersections. At capacity and requires other control mode. For intersections controlled by traffic signals 1 both queue length and delay increase rapidly as DS approaches 1, and it is usual to attempt to keep DS to less than 0.9. Values of DS in the order of 0.7 generally represent satisfactory intersection operation. When DS exceeds 0.9 queues can be anticipated. For intersections controlled by a roundabout or GIVE WAY or STOP signs, satisfactory intersection operation is indicated by a DS of 0.8 or less. 1 The values of DS for intersections under traffic signal control are only valid for cycle length of 120 secs. 20

23 4. PARKING IMPLICATIONS Existing Kerbside Parking Restrictions The existing kerbside parking restrictions which apply to the road network in the vicinity of the site are illustrated on Figure 5 and comprise: NO STOPPING / NO PARKING restrictions in the vicinity of the Old Northern Road and Road intersection generally UNRESTRICTED kerbside parking along both sides of Old Northern Road, east of the site generally UNRESTRICTED kerbside parking along both sides of Road, including along the site frontage BUS ZONES located at regular intervals along both sides of Old Northern Road, including directly outside the site. Off-Street Parking Provisions The off-street parking requirements applicable to the development proposal are specified in The Hill s Development Control Plan 2012 Part C Section 1 Parking document in the following terms: Residential Flat Buildings One bedroom unit: Two or three bedroom unit: Visitors: 1 space per unit 2 spaces per unit 2 spaces per 5 units Commercial Premises (including Business Premises & Office Premises) 1 space per 25m 2 GFA Centre Commercial 1 space per 40m 2 GFA 21

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25 Retail Shops (including Shopping Centres and General Business Retail) 1 space per 18.5m 2 GLFA Gymnasiums/Fitness Centre 1 space per 25m 2 GFA As the precise nature of the retail/commercial tenancies are not yet known, for the purposes of this assessment, the off-street parking rate of 1 space per 25m 2 has been adopted as it represents a middle ground between the abovementioned parking rates. Therefore application of the above parking requirements to the various components outlined in the development proposal yields an off-street parking requirement of 163 parking spaces as set out below: Residential (20 apartments): Visitors: Non-residential (2,943m 2 ): TOTAL: 37 spaces 8 spaces 118 spaces 163 spaces The proposed development makes provision for a total of 164 off-street car parking spaces, comprising 41 residential spaces, 8 visitor spaces, 114 non-residential spaces and a carwash bay, thereby resulting in an overall shortfall of 1 parking space when assessed in accordance with Council s parking code requirements. However, it is noted in this regard that: the peak parking demands generated by the gymnasium will occur early in the morning and later in the evening (i.e. typically between 6am-7am and between 6pm-7pm) and will not coincide with the peak parking demands generated by the other commercial/retail uses on the site a portion of the customers using the proposed shopping village will be drawn from residents living within the apartments above, thereby further reducing the parking demands associated with a stand-alone shopping village. 23

26 The geometric design layout of the proposed car parking facilities have been designed to comply with the relevant requirements specified in the Standards Australia publication Parking Facilities Part 1 - Off-Street Car Parking AS in respect of parking bay dimensions, ramp gradients and aisle widths. Loading/Servicing Provisions The proposed new mixed use building is expected to be serviced by a variety of commercial vehicles up to and including 12.5m long HRV trucks. A loading area is to be located on the ground floor level, in the far southern corner of the site. The manoeuvring area has been designed to accommodate the swept turning path requirements of these 12.5m heavy rigid trucks, allowing them to enter and exit the site in a forward direction at all times. In summary, the proposed parking and loading facilities satisfy the relevant requirements specified in Council s Parking Code as well as the Australian Standards and it is therefore concluded that the proposed development will not have any unacceptable parking or loading implications. 24

27 APPENDIX A TRAFFIC SURVEY DATA

28 Client Job No/Name Day/Date R.O.A.R. DATA Reliable, Original & Authentic Results PEDS WEST SOUTH EAST PEDS WEST SOUTH EAST Old Northern Old Northern Old Northern Old Northern Ph , Fax Time Per TOT Peak Per TOT Mobile : Varga Traffic Planning : 6017 GLENORIE : Tuesday 17th May PEAK HR Per End 33 Lights WEST SOUTH EAST Heavies WEST SOUTH EAST Combined WEST SOUTH EAST Old Northern Old Northern Old Northern Old Northern Old Northern Old Northern Time Per T R L R L T TOT Time Per T R L R L T TOT Time Per T R L R L T TOT Per End Per End Per End Lights WEST SOUTH EAST Heavies WEST SOUTH EAST Combined WEST SOUTH EAST Old Northern Old Northern Old Northern Old Northern Old Northern Old Northern Peak Per T R L R L T TOT Peak Per T R L R L T TOT Peak Per T R L R L T TOT PEAK HR PEAK HR PEAK HR

29 R.O.A.R. DATA Reliable, Original & Authentic Results PEDS WEST SOUTH EAST PEDS WEST SOUTH EAST Ph , Fax Time Per Old Northern Old Northern Old Northern Old Northern TOT Peak Per TOT Mobile Client : Varga Traffic Planning Job No/Name : 6017 GLENORIE Day/Date : Tuesday 17th May PEAK HR Per End Lights WEST SOUTH EAST Heavies WEST SOUTH EAST Old Northern Old Northern Old Northern Old Northern Combined WEST SOUTH EAST Old Northern Old Northern Time Per T R L R L T TOT Time Per T R L R L T TOT Time Per T R L R L T TOT Per End Per End Per End Lights WEST SOUTH EAST Heavies WEST SOUTH EAST Combined WEST SOUTH EAST Old Northern Old Northern Old Northern Old Northern Old Northern Old Northern Peak Per T R L R L T TOT Peak Per T R L R L T TOT Peak Per T R L R L T TOT PEAK HR PEAK HR PEAK HR

30 R.O.A.R. DATA Client : Varga Traffic Planning Reliable, Original & Authentic Results Job No/Name : 6017 GLENORIE Ph , Fax , Mob Day/Date : Tuesday 17th May 2016 N Intersection Details Obtained via satellite May be incorrect AM PEAK HOUR Combined figures only Old Northern T AM PM R T PM AM PM AM L R L Old Northern PM PEAK HOUR Weather >>>

31 R.O.A.R. DATA Reliable, Original & Authentic Results PEDS NORTH EAST SOUTH PEDS NORTH EAST SOUTH Ph , Fax Time Per Nth D-Way TOT Peak Per Nth D-Way TOT Mobile Client : Varga Traffic Planning In Job No/Name : 6017 GLENORIE Other Day/Date : Tuesday 17th May Table PEAK HR Per End 17 Lights NORTH EAST SOUTH Heavies NORTH EAST SOUTH Nth D-Way Nth D-Way Time Per T L R L R T TOT Time Per T L R L R T TOT Time Per T L R L R T TOT Per End Per End Per End Lights NORTH EAST SOUTH Heavies NORTH EAST Nth D-Way Nth D-Way SOUTH Combined NORTH EAST SOUTH Nth D-Way Combined NORTH EAST SOUTH Nth D-Way Peak Per T L R L R T TOT Peak Per T L R L R T TOT Peak Per T L R L R T TOT PEAK HR PEAK HR PEAK HR

32 R.O.A.R. DATA Reliable, Original & Authentic Results PEDS NORTH EAST SOUTH PEDS NORTH EAST SOUTH Ph , Fax Nth D-Way Nth D-Way Time Per TOT Peak Per TOT Mobile Client : Varga Traffic Planning In Job No/Name : 6017 GLENORIE Other Day/Date : Tuesday 17th May Table PEAK HR Per End Lights NORTH EAST SOUTH Heavies NORTH EAST SOUTH Combined NORTH EAST SOUTH Nth D-Way Nth D-Way Nth D-Way Time Per T L R L R T TOT Time Per T L R L R T TOT Time Per T L R L R T TOT Per End Per End Per End Lights NORTH EAST SOUTH Heavies NORTH EAST SOUTH Combined NORTH EAST SOUTH Nth D-Way Nth D-Way Nth D-Way Peak Per T L R L R T TOT Peak Per T L R L R T TOT Peak Per T L R L R T TOT PEAK HR PEAK HR PEAK HR

33 R.O.A.R. DATA Client : Varga Traffic Planning Reliable, Original & Authentic Results Job No/Name : 6017 GLENORIE Ph , Fax , Mob Day/Date : Tuesday 17th May 2016 N Intersection Details Obtained via satellite May be incorrect No signage or line markings AM PEAK HOUR Combined figures only T L AM PM R 1 3 PM AM PM 74 5 AM T R L 0 0 North Driveway PM PEAK HOUR Weather >>>

34 R.O.A.R. DATA Reliable, Original & Authentic Results PEDS NORTH EAST SOUTH PEDS NORTH EAST SOUTH Ph , Fax Time Per Sth D-Way TOT Peak Per Sth D-Way TOT Mobile Client : Varga Traffic Planning Job No/Name : 6017 GLENORIE Day/Date : Tuesday 17th May PEAK HR Per End 14 Lights NORTH EAST SOUTH Heavies NORTH EAST SOUTH Sth D-Way Sth D-Way Time Per T L R L R T TOT Time Per T L R L R T TOT Time Per T L R L R T TOT Per End Per End Per End Lights Combined NORTH EAST SOUTH Sth D-Way NORTH EAST SOUTH Heavies NORTH EAST SOUTH Combined NORTH EAST SOUTH Sth D-Way Sth D-Way Sth D-Way Peak Per T L R L R T TOT Peak Per T L R L R T TOT Peak Per T L R L R T TOT PEAK HR PEAK HR PEAK HR

35 R.O.A.R. DATA Reliable, Original & Authentic Results PEDS NORTH EAST SOUTH PEDS NORTH EAST SOUTH Ph , Fax Time Per Sth D-Way TOT Peak Per Sth D-Way TOT Mobile Client : Varga Traffic Planning Job No/Name : 6017 GLENORIE Day/Date : Tuesday 17th May PEAK HR Per End Lights NORTH EAST SOUTH Heavies NORTH EAST SOUTH Combined NORTH EAST SOUTH Sth D-Way Sth D-Way Sth D-Way Time Per T L R L R T TOT Time Per T L R L R T TOT Time Per T L R L R T TOT Per End Per End Per End Lights NORTH EAST SOUTH Heavies NORTH EAST SOUTH Combined NORTH EAST SOUTH Sth D-Way Sth D-Way Sth D-Way Peak Per T L R L R T TOT Peak Per T L R L R T TOT Peak Per T L R L R T TOT PEAK HR PEAK HR PEAK HR

36 R.O.A.R. DATA Client : Varga Traffic Planning Reliable, Original & Authentic Results Job No/Name : 6017 GLENORIE Ph , Fax , Mob Day/Date : Tuesday 17th May 2016 N Intersection Details Obtained via satellite May be incorrect No signage or line markings AM PEAK HOUR Combined figures only T L 44 1 AM 96 0 PM 85 1 PM 64 2 AM T R R PM AM L 15 0 South Driveway PM PEAK HOUR Weather >>>