ISAAC PROPERTY DEVELOPMENTS

PTY LTD

AUGUST 2020

COLSTON BUDD ROGERS & KAFES PTY LTD

ACN 002 334 296

Level 18 Tower A

Zenith Centre

821 Pacific Highway

CHATSWOOD NSW 2067

Telephone: (02) 9411 2411

Email: cbrk@cbrk.com.au

REF: 11579

TRAFFIC REPORT FOR

PROPOSED KFC, GYM AND

CHILD CARE CENTRE, 89-91

RAILWAY TERRACE, SCHOFIELDS

Colston Budd Rogers & Kafes Pty Ltd

TABLE OF CONTENTS

TABLE OF CONTENTS

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

2. EXISTING CONDITIONS .............................................................................................. 3

3. IMPLICATIONS OF PROPOSED DEVELOPMENT ...................................................... 8

Colston Budd Rogers & Kafes Pty Ltd

CHAPTER 1

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1. INTRODUCTION

1.1 Colston Budd Rogers and Kafes Pty Ltd has been commissioned by Isaac Property

Developments Pty Ltd to prepare a report examining the traffic implications of a

proposed KFC, gym and child care centre at 89-91 Railway Terrace, Schofields.

The site is on the eastern side of Railway Terrace, north of Station Street, as

shown in Figure 1.

1.2 The site is within the Riverstone Precinct. The Riverstone Precinct has been

rezoned to provide some 9,000 new homes, as well as a number of schools and

neighbourhood centres. The site forms part of the southern neighbourhood

centre.

1.3 The site has development consent for some 1,519m2 retail plus 60 residential

apartments. The proposed development includes a KFC, 800m2 gym, a 100 place

child care centre and a café of 76m2. Vehicular access is proposed from Railway

Terrace and Rothwell Lane.

1.4 A series of previous reports and studies has been prepared to examine the overall

transport requirements to accommodate development in the Riverstone Precinct.

A series of transport, road and infrastructure works has been identified, either as

part of approved development applications or included in developer agreements

or Section 7.11 plans for the area.

1.5 The overall works to accommodate development of the Riverstone Precinct have

therefore been identified, with mechanisms in place to facilitate their

implementation.

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1.6 This report has been prepared in the context of those previous studies, and

concentrates on local implications with respect to access, parking provision,

servicing, internal layout and local traffic effects, through the following chapters:

o Chapter 2: describing existing conditions; and

o Chapter 3: assessing the implications of the proposed development.

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2. EXISTING CONDITIONS

Site Location and Road Network

2.1 The site is at 89-91 Railway Terrace, Schofields on the eastern side of the road

and north of Station Street, as shown in Figure 1. The site also has frontage to

Rothwell Lane.

2.2 Railway Terrace connects Garfield Road in the north with Schofields Road and

Burdekin Road in the south. In the vicinity of the site it provides for one traffic

lane and one parking lane in each direction, clear of intersections. There is a

pedestrian crossing on Railway Terrace north of Station Street.

2.3 South of the site, Station Street connects to Railway Terrace at an unsignalised t-

intersection. Station Street provides for one traffic lane and one parking lane in

each direction, clear of intersections.

2.4 Rothwell Lane runs north from Station Street, east of Railway Terrace, and

terminates at the site. It provides a carriageway width of some ten metres, with

parking on both sides and provision for two-way traffic. It provides access to the

rear of properties fronting Railway Terrace. There is a turning area provided at

the northern end of Rothwell Lane.

Previous Work

2.5 As previously noted, the Riverstone Precinct has been rezoned to provide some

9,000 new homes, as well as schools and neighbourhood centres.

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2.6 Previous planning for the area has been undertaken to examine the overall

transport requirements to accommodate development in the Riverstone Precinct.

The traffic report1 prepared for the precinct, as well as The Riverstone and Alex

Avenue Precincts Section 94 Contributions Plan identify upgrades to Railway

Terrace to be funded by a combination of development contributions and the

Special Infrastructure Contribution. Additionally, rail upgrades, including track

duplication and a new station at Schofields, have been completed.

2.7 The overall works to accommodate development of the Riverstone Precinct have

therefore been identified, with mechanisms in place to facilitate their

implementation.

Traffic Flows

2.8 Traffic generated by the proposed development will have its greatest effects

during weekday morning and afternoon peak periods when it combines with other

traffic on the surrounding road network. In order to gauge traffic conditions,

counts were undertaken at these times at the following intersections:

o Railway Terrace/Station Street; and

o Station Street/Rothwell Lane.

2.9 The results of the surveys are shown in Figures 2 and 3, and summarized in Table

2.1.

1 “North West Growth Centre Indicative Layout Plan Revision Traffic and Transport Model.” Prepared for NSW

Department of Planning by Road Delay Solutions and UrbanHorizon, July 2009.

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Table 2.1: Existing two-way (sum of both directions) peak hour traffic flows

Road Location AM peak hour PM peak hour

Railway Terrace North of Station Street 960 1,185

South of Station Street 1,045 1,225

Station Street East of Railway Terrace 195 120

East of Rothwell Lane 180 115

Rothwell Lane North of Station Street 25 35

2.10 Table 2.1 shows that Railway Terrace carried some 960 to 1,225 vehicles per

hour two-way during the surveyed morning and afternoon peak hours. Station

Street carried lower flows of some 115 to 195 vehicles per hour two-way.

Rothwell Lane carried some 25 to 35 vehicles per hour two-way.

Intersection Operations

2.11 The capacity of the road network is largely determined by the capacity of its

intersections to cater for peak period traffic flows. The surveyed intersection has

been analysed using the SIDRA program for the traffic flows shown in Figures 2

and 3.

2.12 SIDRA simulates the operations of intersections to provide a number of

performance measures. The most useful measure provided is average delay per

vehicle expressed in seconds per vehicle. Based on average delay per vehicle,

SIDRA estimates the following levels of service (LOS):

o For traffic signals, the average delay per vehicle in seconds is calculated as

delay/(all vehicles), for roundabouts the average delay per vehicle in seconds

is selected for the movement with the highest average delay per vehicle,

equivalent to the following LOS:

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0 to 14 = “A” Good

15 to 28 = “B” Good with minimal delays and spare capacity

29 to 42 = “C” Satisfactory with spare capacity

43 to 56 = “D” Satisfactory but operating near capacity

57 to 70 = “E” At capacity and incidents will cause excessive

delays. Roundabouts require other control mode.

>70 = "F" Unsatisfactory and requires additional capacity

o For give way and stop signs, the average delay per vehicle in seconds is selected

from the movement with the highest average delay per vehicle, equivalent to

following LOS:

0 to 14 = “A” Good

15 to 28 = “B” Acceptable delays and spare capacity

29 to 42 = “C” Satisfactory but accident study required

43 to 56 = “D” Near capacity and accident study required

57 to 70 = “E” At capacity and requires other control mode

>70 = "F" Unsatisfactory and requires other control mode

2.13 It should be noted that for roundabouts, give way and stop signs, in some

circumstances, simply examining the highest individual average delay can be

misleading. The size of the movement with the highest average delay per vehicle

should also be taken into account. Thus, for example, an intersection where all

movements are operating at a level of service A, except one which is at level of

service E, may not necessarily define the intersection level of service as E if that

movement is very small. That is, longer delays to a small number of vehicles may

not justify upgrading an intersection unless a safety issue was also involved.

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2.14 The analysis found that the unsignalised intersection of Railway Terrace with

Station Street is operating with average delays for all movements of less than 15

seconds per vehicle or less during weekday morning and afternoon peak periods.

This represents level of service A/B, a good level of service.

2.15 The unsignalised intersection of Station Street with Rothwell Lane operates with

average delays for all movements of less than 15 seconds per vehicle during peak

periods. This represents level of service A/B, a good level of service.

Colston Budd Rogers & Kafes Pty Ltd

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3. IMPLICATIONS OF PROPOSED DEVELOPMENT

3.1 The proposed development includes a KFC with drive-through, 800m2 gym, a 100

place child care centre and a café of 76m2. Vehicular access is proposed from

Railway Terrace and Rothwell Lane. This chapter assesses the traffic implications

of the proposed development through the following sections:

parking provision;

access, servicing and internal layout;

traffic generation and effects;

matters raised by council; and

summary.

Parking Provision

3.2 The Blacktown City Council Growth Centre Precincts Development Control Plan

2010 does not include specific parking requirements for gymnasia or fast food

restaurants. For child care centres, the DCP parking rate is one space per

employee plus one space per six children. For cafés, the requirement is one space

per 10m2 dining area and one space per three employees.

3.3 By comparison, the TfNSW “Guide to Traffic Generating Developments”, which is

based on extensive surveys, recommends a provision of one space per four

children for child care centres. This rate includes staff parking. The guidelines

also include a parking rate of three spaces per 100m2 for gymnasia in mixed use

developments and a maximum parking requirement for KFC of 13 spaces for

stores with a drive-through.

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3.4 The parking requirement is therefore 65 spaces, including 13 spaces for KFC, 24

spaces for the gym, 25 spaces for the child care centre and three spaces for the

café based on 20m2 dining area and three employees. 65 parking spaces, including

two disabled spaces, are proposed in accordance with this requirement.

3.5 It should be noted that not all uses will have their peak parking requirements at

the same time. People would be dropping off and picking up children in the

morning and afternoon, when the KFC would be less busy or closed. During the

day, the child care centre parking would be the employee spaces and in the

evening and on weekends, the child care centre would be closed.

3.6 There will therefore be more parking available on weekdays and weekends, for

the uses that require them at these times.

Access, Servicing and Internal Layout

3.7 Site access will be provided from Railway Terrace and from Rothwell Lane. The

pre-development application plans did not include access from Railway Terrace.

The plans have been amended to include an entry driveway from Railway Terrace

at the southern end of the site. To accommodate the driveway, the existing mail

zone on Railway Terrace would be relocated a short distance to the north or

south. The proposed access arrangements are consistent with the provision of an

efficient site layout.

3.8 The driveways will be designed in accordance with the Australian Standard for

Parking Facilities (Part 1: Off-street car parking and Part 2: Off-street commercial

vehicle facilities), AS 2890.1:2004 and AS 2890.2:2018. The ramps from Railway

Terrace and Rothwell Lane will be provided with appropriate grades and

transitions, in accordance with AS 2890.1:2004 and AS 2890.2:2018.

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3.9 Parking will be provided at grade, and beneath the gym and child care centre

building. Spaces will be a minimum of 2.6 metres wide by 5.4 metres long, with

columns set back 750mm from the front of spaces. Disabled spaces will be 2.4

metres wide, with a 2.4 metre wide adjacent area for wheelchairs. The two-way

circulation aisles will be a minimum of 5.8 metres wide, and wider where they are

used by service vehicles. Height clearance will be a minimum of 2.2 metres.

These dimensions are appropriate, being in accordance with AS 2890.1:2004 and

AS 2890.6:2009.

3.10 A loading bay will be provided for garbage collection and deliveries. The bay will

provide for 8.8 metre medium rigid trucks. Service vehicles will be able to enter

the site, circulate and make deliveries before exiting in a forward direction. The

number of deliveries will generally be low and be made at quieter times such as in

the morning. Service vehicle swept paths are shown in Figure 4.

3.11 The KFC will include a drive-through. The drive-through will readily

accommodate more than 10 cars, in accordance with TfNSW guidelines.

3.12 A pedestrian connection will be provided from Railway Terrace, to connect to the

site. This connection is shown on plans prepared Richmond + Ross.

Traffic Generation and Effects

3.13 As discussed in Chapter 2, previous studies undertaken for the Riverstone

Precinct assessed the overall future road and intersection requirements to

accommodate some 9,000 dwellings as well as schools and neighbourhood

centres. The proposed development will comprise part of the land for the

southern neighbourhood centre on the eastern side of Railway Terrace.

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3.14 Surveys undertaken by TfNSW have found the following peak hour two-way

traffic generation rates:

o fast food outlets: 50 vehicles two-way during the afternoon;

o child care centres: 0.7 – 0.8 vehicles per child on weekdays; and

o gymnasia: nine vehicles per 100m2.

3.15 TfNSW notes that, typically, about 50 per cent of fast food customers are passing

trade, i.e. they would have passed the site regardless of their decision to visit the

restaurant.

3.16 Total traffic generation would therefore be some 160 and 210 vehicles per hour

two-way during weekday morning and afternoon peak hours respectively. In

practice, a proportion of customers to the development would visit more than

one facility. This would reduce traffic generation.

3.17 As discussed in Chapter 2, a series of road works has been identified to cater for

traffic from the proposed development of the Riverstone Precinct, including the

subject site. Contributions plans are in place to fund these works, including

upgrading Railway Terrace.

3.18 The overall works to accommodate development of the Riverstone Precinct have

therefore been identified, with mechanisms in place to facilitate their

implementation.

3.19 The development traffic has been assigned to the road network. Existing traffic

flows plus the additional development traffic are shown in Figures 2 and 3, and

summarised in Table 3.1.

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Table 3.1: Existing two-way peak hour traffic flows plus development traffic

Road Location AM peak hour PM peak hour

Existing Plus

development

Existing Plus

development

Railway Terrace North of Station Street 960 +35 1,185 +45

South of Station Street 1,045 +60 1,225 +70

Station Street East of Railway Terrace 195 +75 120 +95

East of Rothwell Lane 180 +50 115 +70

Rothwell Lane North of Station Street 25 +125 35 +170

3.20 Table 3.1 shows that traffic increases in Rothwell Lane, from where access is

proposed, would be some 125 to 170 vehicles per hour two-way at peak times.

Increases on Railway Terrace and Station Street would be lower at some 35 to 95

vehicles per hour two-way.

3.21 The intersections previously analysed in Chapter 2 have been reanalysed with

SIDRA for the additional development traffic flows shown in Figures 2 and 3. The

analysis found that the intersection of Railway Terrace with Station Street would

continue to operate with average delays for all movements of less than 15 seconds

per vehicle during peak periods. This represents level of service A/B, a good level

of service.

3.22 The intersection of Station Street with Rothwell Lane would continue to operate

with average delays for all movements of less than 15 seconds per vehicle during

peak periods. This represents level of service A/B, a good level of service.

3.23 Therefore, the road network will be able to cater for the traffic from the

proposed development.

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Matters Raised by Council

3.24 In pre-development application advice of 22 April 2020, council raised a number

of traffic matters, which are discussed below.

Rothwell Lane at present cannot cater for servicing of the proposed mixed use development.

Laneways are created for low volume and frequency of vehicle movements and should not be

used as a primary access. An alternative access strategy is to be proposed for consideration

by Council in a subsequent PAM. The applicant must address pedestrian movement and

circulation. At present Rothwell Lane does not have footpaths which can safely facilitate

pedestrian movement to the site.

Given Railway Terrace is not an RMS road, access from Railway Terrace is to be utilised

wherever practicable, and Rothwell Lane can be used a secondary access. Notwithstanding

the flood affectation of the site and noting that during flood events there will be flooding

across the frontage of the site. We consider that a driveway access off Railway Terrace should

still be proposed which can be used during non-flood periods. This driveway should be located

at the south site of the site and could be managed with flood warning signage and by way of a

management plan to ensure someone is responsible for closing the access/driveway during

severe flood events. The second driveway is considered necessary as Council is concerned that

the laneway driveway is not appropriate for the extent of traffic to be generated from the

proposed development.

3.25 Site access will be provided from Railway Terrace and from Rothwell Lane. The

pre-development application plans did not include access from Railway Terrace.

The plans have been amended to include an entry driveway from Railway Terrace

at the southern end of the site. To accommodate the driveway, the existing mail

zone on Railway Terrace would be relocated. The proposed access arrangements

are consistent with the provision of an efficient site layout.

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3.26 With regards to pedestrians, a connection is proposed from Railway Terrace,

connecting to the site, as shown in plans prepared by Richmond + Ross. Rothwell

Lane includes an unformed footpath on the eastern side of the road.

Car parking and traffic

The proponent needs to demonstrate that there is sufficient parking on site and that

there will be no traffic related issues resulting from the proposed development.

Uses proposed cannot create on street parking problems and must be able to cater for

their own car parking demands within the subject site.

3.27 Appropriate parking provision is discussed in paragraphs 3.2 to 3.6. Traffic

generation and satisfactory effects are discussed in paragraphs 3.13 to 3.23.

All access roads must cater for the largest sized delivery and waste vehicles required to

service the development. Swept path analysis plans are to be provided.

3.28 Vehicle swept paths are attached to this report as Figure 4.

Note that as there is not enough details on the plans submitted for Council to assess

whether sufficient parking on site is provided. The following car parking requirements

are provided as a general guide for the following land uses:

o childcare development

- 1 designated space for disabled parking/service vehicles located close to

the main entrance.

- 1 visitor car space per 6 children.

- 1 space per employee based on the ratio of staff to children – calculated

as per the Education and Care Services National Regulations (NSW

jurisdiction). Carparking must also be provided for any additional staff

on site (e.g. cook, manager).

o gymnasium

- 1 space per 25sq.m GFA

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o Food and drink premises

- Takeaway food and drinks premises

12 spaces per 100sq.m GFA, plus 1 space per 5 seats or 1 space per

10sq.m dining area, whichever is the greater

- Restaurant or café

1 space per 10sqm of dining area plus 1 space per 2 employee

Variations to development controls relating to car parking provisions and in particular

the number of parking spaces provided onsite will not be supported. All car parking

required is to be provided on site.

3.29 Appropriate car parking provision is discussed in paragraphs 3.2 to 3.6.

Traffic Engineering

The following comments have been provided by Council’s Senior Traffic Management Officer:

A traffic and parking impact assessment report prepared by a qualified consultant is

required to be submitted with the DA.

This report must address the traffic impact of the child care centre, gym and food and

drinks premises on the local road system, pedestrians and any traffic safety issues. The

report must also address the impacts turn movements at the intersection of Station

Street and Rothwell Lane and its proximity of the intersection with Railway Terrace due

to the additional traffic volume that will be generated from the proposed development.

3.30 Pedestrian connectivity to the site is discussed in paragraphs 3.12 and 3.26.

Traffic generation and its effects are discussed in paragraphs 3.13 to 3.23.

3.31 The SIDRA analysis indicates that with the proposed development, the 95 per

cent back of queue length for vehicles queuing in Station Street to turn into

Railway Terrace would be some one vehicle. The Rothwell Lane intersection is

some 35 to 40 metres from Railway Terrace. Therefore, vehicles at the Railway

Terrace intersection would not affect the Rothwell Lane intersection.

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Swept paths are to be provided that show how vehicles enter, unload and leave the site

in a forward direction.

3.32 Service vehicle swept paths are shown in Figure 4.

The access driveway, ramps, circulation aisles, loading area and car parking

arrangements must be designed in accordance with AS 2890.1, AS 2890.2 and AS

2890.6.

3.33 As noted in paragraphs 3.8 and 3.9, the access, parking and loading areas will be

provided in accordance with these Australian Standards. An appropriate condition

of consent could be included in this regard.

Rothwell Lane is used by service vehicles servicing the existing businesses along Railway

Terrace. The applicant needs to demonstrate how the vehicle and pedestrian

movements and safety will be managed through Rothwell Lane at the time when service

vehicles are parked in Rothwell Lane.

Address the issue of pedestrian movements through Rothwell Lane

3.34 As discussed in Chapter 2, Rothwell Lane is some 10 metres wide between kerbs.

There is limited parking on the western side (some two or three spaces), because

of the driveways to properties fronting Railway Terrace. There are some four

time-restricted parking spaces on the eastern side of the lane.

3.35 With allowance for a parking lane on each side of 2.1 metres (as per AS 2890.5 –

1993 for cars and light commercial vehicles in restricted conditions) or 2.3 metres

on the western side (for cars and light commercial vehicles in normal conditions),

a carriageway width of 5.6 to 5.8 metres wide would be available. This is

appropriate to cater for two-way traffic flow in Rothwell Lane. This width would

only be in a short section of the lane where there is parking on both sides.

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3.36 If considered appropriate by council, two parking spaces on the eastern side of the

lane (closest to the turning area) could be removed.

3.37 As also noted above, there is an unformed footpath on the eastern side of the

road. It should be noted that sites on the western side of Rothwell Lane will be

redeveloped at some point. This redevelopment will include provision for on-site

servicing and pedestrians for those sites.

Summary

3.38 In summary, the main points relating to the traffic implications of the proposed

development are as follows:

i) the site is within the Riverstone Precinct;

ii) access will be provided from Railway Terrace and Rothwell Lane;

iii) parking provision is appropriate;

iv) access, servicing arrangements and internal layout will be provided in

accordance with AS 2890.1:2004, AS 2890.2:2018 and AS 2890.6: 2009;

v) a series of road and intersections works has been identified in previous studies

to cater for development in the Riverstone Precinct;

vi) the road network will cater for the traffic from the proposed development;

and

vii) matters raised by council are discussed in paragraphs 3.24 to 3.37.

Location Plan

Figure 1

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- Existing Peak Hour Traffic Flows100

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LEGEND

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peak hour traffic flows plus

development traffic

Figure 2

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LEGEND

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peak hour traffic flows plus

development traffic

Figure 3

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NOTE:

SKETCH PLAN ONLY. PROPERTY BOUNDARIES,

UTILITIES, KERBLINES & DIMENSIONS ARE SUBJECT TO

SURVEY AND FINAL DESIGN. TRAFFIC MEASURES

PROPOSED IN THIS PLAN ARE CONCEPT ONLY AND

ARE SUBJECT TO FINAL DESIGN BY CIVIL ENGINEERS.

8.8m MEDIUM RIGID VEHICLE

SWEPT PATHS

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Swept Path of Vehicle Body

Swept Path of Clearance to Vehicle Body

11579 - Schofields Mixed UseColston Budd Rogers & Kafes Pty Ltd