traffic impact assessment · [email protected] | +61 2 9083 6601 | suite 5.02, level 5, 1...

[email protected] | +61 2 9083 6601 | Suite 5.02, Level 5, 1 Castlereagh Street. Sydney, NSW 2000

Traffic Impact Assessment Proposed Commercial Development 13 Mount Street, Mt Druitt Ref: P0884r02 22/08/2019

Prepared for

BLUE FOUNTAIN TRUST

Document Control Project No: P0884

Project: 13 Mount Street, Mt Druitt

Client: Blue Fountain Trust

File Reference: P0884r02v4 DA TIA_13 Mount St, Mt Druitt

Revision History

Revision Date Details Author Approved by

- 19/06/2019 Draft S. Hu A. Rasouli

1 28/06/2019 Issue I M. Tangonan T. Lewis

2 28/06/2019 Issue II M. Tangonan

3 19/08/2019 Issue III M. Tangonan

4 22/08/2019 Issue IV M. Tangonan

This document has been prepared for the sole use of the Client and for a specific purpose, as expressly stated in the document. Ason Group does not accept any responsibility for any use of or reliance on the contents on this report by any third party. This document has been prepared based on the Client’s description of its requirements, information provided by the Client and other third parties.

Table of Contents 1 INTRODUCTION .......................................................................................................... 1

1.1 OVERVIEW ............................................................................................................. 1 1.2 REFERENCES ......................................................................................................... 1 1.3 REPORT STRUCTURE .............................................................................................. 2

2 OVERVIEW OF PROPOSAL ....................................................................................... 3

3 EXISTING CONDITIONS ............................................................................................. 6 3.1 SITE & LOCATION ................................................................................................... 6 3.2 ROAD NETWORK..................................................................................................... 9 3.3 PUBLIC TRANSPORT, CYCLING AND PEDESTRIAN ACCESS ....................................... 13

4 FUTURE CONTEXT (WITHOUT PROPOSAL) .......................................................... 15 4.1 BACKGROUND GROWTH ........................................................................................ 15 4.2 FUTURE INTERSECTION PERFORMANCE ................................................................. 15

5 CAR PARKING .......................................................................................................... 19 5.1 EXISTING PARKING DEMANDS ................................................................................ 19 5.2 DCP CAR PARKING REQUIREMENTS ...................................................................... 20 5.3 PROPOSED CAR PARKING PROVISION .................................................................... 23 5.4 ACCESSIBLE PARKING ........................................................................................... 23 5.5 PARKING SUMMARY .............................................................................................. 24

6 SERVICING AND WASTE COLLECTION ................................................................. 25

7 TRAFFIC ASSESSMENT ........................................................................................... 26 7.1 GENERATION RATES ADOPTED .............................................................................. 26 7.2 EXISTING TRAFFIC GENERATION ............................................................................ 26 7.3 PROPOSED TRAFFIC GENERATION ......................................................................... 28 7.4 NET TRAFFIC INCREASE ........................................................................................ 28 7.5 TRAFFIC DISTRIBUTION & ASSIGNMENT .................................................................. 29 7.6 TRAFFIC IMPACTS ................................................................................................. 30

8 DESIGN COMMENTARY ........................................................................................... 32 8.1 RELEVANT DESIGN STANDARDS ............................................................................ 32 8.2 SITE ACCESS ....................................................................................................... 32 8.3 SERVICE / LOADING AREA ..................................................................................... 33

9 CONCLUSIONS ......................................................................................................... 34 9.1 SUMMARY AND KEY FINDINGS ............................................................................... 34 9.2 RECOMMENDATIONS ............................................................................................. 36 9.3 CONCLUSION ........................................................................................................ 36

Appendices Appendix A: Existing Gross Lettable Area Retail and Car Parking Plan

Appendix B: Swept Path Analysis & Design Commentary

P0884r02v4 13 Mount Street, Mount Druitt | DA Submission - Traffic Impact Assessment Issue IV | 22/08/2019 Page 1

1 Introduction

1.1 Overview

Ason Group has been engaged by Blue Fountain Trust to prepare a Traffic Impact Assessment (TIA) to

support the proposed commercial development at 13 Mount Street, Mt Druitt (the Site). The proposal

generally relates to redevelopment of part of the Site for a new commercial development, whilst retaining

substantial amounts of the existing premises, including the Uncle Buck’s Hotel (the Hotel) and balance

of retail premises at the western end of the Lot (the Proposal). New basement level car parking

(162 spaces) is proposed on-site; accessed via an existing access road (Midin Place) to the rear (north)

of the Site.

The Site is located within the Blacktown City Council Local Government Area (LGA) and is therefore

subject to that Council’s controls.

1.2 References

This TIA provides an assessment of the relevant traffic, transport and parking implications of the

Proposal. In preparing this TIA, Ason Group has referenced the following key planning document:

▪ Blacktown Development Control Plan (2015), and

▪ Blacktown Local Environmental Plan (2015).

This TIA also references general access, traffic and parking guidelines, including:

▪ Roads and Maritime Services, Guide to Traffic Generating Developments (RMS Guide),

▪ Australian Standard 2890.1: Parking Facilities – Off Street Car Parking (AS 2890.1), and

▪ Australian Standard 2890.2: Parking Facilities – Off Street Commercial Vehicle Facilities

(AS 2890.2).


1.3 Report Structure

The report is structured as follows:

▪ Section 2 provides a summary of the proposed development.

▪ Section 3 describes the existing site conditions, land uses and existing public transport, pedestrian

and cycling links.

▪ Section 4 describes the future of the traffic growth on the surrounding road network (without the

Proposal).

▪ Section 5 outlines the parking requirements applicable to the existing and proposed developments.

▪ Section 6 assesses the traffic impacts of the development including the Site’s projected trip

generation and forecasted network performance.

▪ Section 7 discusses the site access and internal design of the development.

▪ Section 8 provides a summary of the key conclusions.


2 Overview of Proposal

In summary, the application relates to the demolition of a portion of the existing buildings and

construction of a new commercial building with basement level car parking. Figure 1 below provides

an appreciation of the proposed development area comparing to the overall subject site.

Figure 1: Proposed Development Area

The following summarises key aspects of the Proposal:

▪ 1,740m2 of existing retail and commercial use Gross Floor Area (GFA) on ground floor to be

retained.

▪ 780m2 of proposed medical centre GFA on Ground floor,

▪ 6,060m2 of proposed commercial use GFA (Level 1 and above),

▪ 254 car parking spaces, as follows:

• Provision of 162 new basement car parking spaces, and

• Reconfigure the existing ground floor car parking area to accommodate new structure from

building above, resulting in a provision of 92 car parking spaces in total, and

▪ Vehicular access from the Midin Place located at the rear of the Site.

Reference should be made to the plans prepared by Marchese Partners which will be submitted

separately. A reduced copy of the relevant plans are reproduced at a reduced scale for context below.


Figure 2: Ground Floor Layout – including altered existing car parking – 92 spaces

Figure 3: Basement Level 1 Layout – 45 Car Parking Spaces



3 Existing Conditions

3.1 Site & Location

The Site is located at 13 Mount Street in Mt Druitt which is within the Blacktown City Council and is

legally known as DP 1119915. A location plan is presented in Figure 6 which provides an appreciation

of the Site and the existing conditions.

Works related to this DA are largely confined to the eastern portion of the broader Site that includes the

existing Pizza Hut, Muscle Factory and medical centre plus a portion of the existing Uncle Buck’s Hotel.

Figure 6: Location Plan

3.1.1 Existing Land Use

The Site is currently zoned as B4 – Mixed Use under Blacktown Local Environmental Plan (2015). Site

inspections undertaken in February 2019 confirmed that the Site is currently occupied by a mixture of

land-uses. A land-use schedule (2012) for the Site has been provided to Ason Group which shows the

Gross Lettable Area (GLA) of each tenancy. This schedule has then been updated in accordance with

site observations and detailed in Table 1. A reduced copy of the original land-use schedule (from 2012)

is attached in Appendix A


Table 1: Existing Land-Uses

Land-Use GLA (m2) Proposal

Pizza Hut 126 Demolished

Body Beyond 95 Demolished

Medical and Dental Surgery 76 Demolished

Uncle Bucks Hotel 1,322 Partly Demolished

Yummy Chicken 94 Demolished

CMJ Spice 95 Demolished

Local Grocery 132 Retained

Pawn shop 91 Retained

Cash Away 375 Retained

Medical Imaging 772 Retained

Total 3,178

It is noteworthy that, as part of this DA, it is intended to demolish only a portion of the existing uses on

the Site which comprises the Pizza Hut, Body Beyond, Medical and Dental Surgery, Yummy Chicken,

CMJ Spice and a part of Hotel to allow for the proposed development. The balance of the Site may be

developed as part of separate DAs at some time in the future; however, for the purposes of this DA, the

western section of the site shall remain unchanged.

3.1.2 Existing Site Access

The Site is primarily accessed via the existing Buran Close (a private road) car parking area located

immediately to the south of the Site which provides a connection to Mount Street to the east and the

wider shopping centre precinct to the west. A secondary access for loading/unloading and waste

management activities is also provided from Midin Place to the rear (north) of the building. The existing

Site accesses are indicated in Figure 7.


Figure 7: Existing Site Accesses

3.1.3 Existing On-street parking controls

The existing parking conditions is shown in Figure 8:

Figure 8: Existing Parking Conditions

The Site currently has a total of 87 car parking bays, including 2 accessible bays, as noted above. There

is currently a sign restricting the use of parking to a duration of 1-hour and for customers only.

Furthermore, the Site includes 1 service bay on Buran Close which is rarely used for any servicing

purposes.

Access 1 (western leg of the Mount St / B uran Cl roundabout)

Access 2 (left in / left out)

Access 3 (for service veh icles only)

Mou

nt S

t


3.2 Road Network

3.2.1 Road Hierarchy

The key roads providing accessibility in the vicinity of the Site are shown in Figure 9 and summarised

in below table:

Table 2: Road Hierarchy

Road Name Road Classification

Available Traffic Volumes1 Comments

Luxford Road Sub-arterial AM Peak~1,566 vph PM Peak~1,657 vph

Daily~16,500 vpd

generally, runs in an east-west direction to the north of the Site and carries approximately 16,500 vehicles per day (bidirectional) and carries two lanes of traffic in both directions, which are separated by a central solid median. A speed limit of 60km/h applies to Luxford Road in the general vicinity of the Site.

Mount Street Local Road AM Peak~655 vph PM Peak~885 vph Daily~9,000 vpd

a local collector road that traverses in the north-south direction and forms the eastern frontage of the Site and provides access to Luxford Road to the north and North Parade to the south. Mount Street in this vicinity operates under a speed limit of 50km/hr.

Midin Place Local Road AM Peak~16 vph PM Peak~23 vph

Daily<500 vpd

a 9-metre two-lane undivided local road which connects to the Luxford Road to the north and terminates to the rear of the Site to the south. Midin Place is currently connected to Luxford Road via a full movement T-intersection that allows for a one-stage right turn out movement. This road currently provides service vehicle and waste collection vehicle access for the subject site.

Buran Close Private Road ~<1,000 vpd a private road that forms the southern frontage of the Site. Buran Close includes a total of 87 car parking spaces on both sides and is actually a private access road dedicated to this Site. However – in nature – this road is utilised as a public access road with no limitation. Buran Close runs east-west and provides accessibility to Mount Street to the east and wider shopping centre precinct to the west.

Note: 1) Sourced and estimated from Ason Group peak hourly traffic surveys and site inspections undertaken in February 2019.


Figure 9: Site and Road Hierarchy

3.2.2 Existing Traffic Profile

The existing traffic profile on the surrounding road network has been established through 3- hour peak

period traffic surveys (AM and PM) on a typical weekday in February 2019 at the intersections of Luxford

Road with Mount Street and Midin Place. Accordingly, the morning and afternoon peak hour traffic

profile on the surrounding road network is shown in Figure 10.

Figure 10: Existing Traffic Profile

655 755 510 5868 9 94 175

3 2 720 884 103 176 603 6229 3 2 3 269 408 201 114

Traffic: 2019 Existing (Survey Data)

Vehicles: Car + Truck + Bus

AM PeakPM Peak

Luxford Road Luxford Road

Mount StreetMidin Place


3.2.3 Existing Intersection Performance

The key intersections in the vicinity of the site are discussed below:

▪ Luxford Road / Mount Street is a signalised T-intersection which has been observed to operate

at a good Level of Service (LoS) during both AM and PM peak periods. According to the advice

provided by RMS this intersection (TCS 2984) does not have permanent communications line link

to the SCATS systems. To assess the performance of this signalised intersection during the

morning and afternoon peak periods SIDRA Network platform has been used which is discussed

further in this section.

▪ Luxford Road / Midin Place is an existing full movement T-intersection; surveyed to have 16 to

23 turning volumes during the road network AM and PM peak hours respectively. Site observations

suggest that the right turning movements at this intersection may occur ONLY as a result of the

gaps generated at the Luxford Road / Mount Street signals. However, the right turn egress

movement from Midin Place onto Luxford Road requires crossing at least four lanes of traffic which

is not desirable. The SIDRA Network has also been extended to include this intersection. It is

noteworthy that, in accordance with the proposed access arrangement, this intersection will

primarily provide vehicular access to the proposed development.

▪ Mount Street / Buran Close an existing roundabout intersection which has been observed with

spare available capacity and minimal delays on each leg during the AM and PM peak periods.

According to the proposed access arrangement the proposal will not have any material traffic

impact on this roundabout and as such this intersection was not deemed to require further

assessment in SIDRA.

The performance of the key intersections has been analysed using the SIDRA Intersection computer

program. SIDRA modelling outputs a range of performance measures, in particular:

▪ Average Vehicle Delay (AVD) – The AVD (or average delay per vehicle in seconds) for intersections

also provides a measure of the operational performance of an intersection and is used to determine

an intersection’s Level of Service (see below). For signalised intersections, the AVD reported

relates to the average of all vehicle movements through the intersection. For priority (Give Way,

Stop & Roundabout controlled) intersections, the AVD reported is that for the movement with the

highest AVD.

▪ Level of Service (LOS) – This is a comparative measure that provides an indication of the operating

performance, based on AVD.

The following table provides a recommended baseline for assessment as per the RMS Guide:


Table 3: RMS Level of Service Summary

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 & spare capacity Acceptable delays & spare capacity

C 29 to 42 Satisfactory Satisfactory, but accident study required

D 43 to 56 Operating near capacity Near capacity & accident study required

E 57 to 70 At capacity; at signals, incidents will

cause excessive delays. Roundabouts require other control mode

At capacity, requires other control mode

F More than 70 Unsatisfactory and requires additional capacity.

Unsatisfactory and requires other

control mode or major treatment.

The local network performance is provided in Table 4 which presents the SIDRA intersection modelling

results of the key intersections under the existing “baseline” scenario.

Table 4: Local Network Performance - Existing Baseline Scenario

Intersection Control Type Period Intersection Delay Level of Service

Luxford Road / Mount Street Signals

AM 16 B

PM 20 B

Luxford Road / Midin Place Priority

AM 49 D

PM 57 E

The analysis indicated that the signalised intersection of Luxford Road / Mount Street operates

satisfactorily under the existing ‘baseline’ scenario. However, the existing T-intersection of Luxford

Road / Midin Place readily operates with poor LoS. This is a result of high delays to vehicles turning

right out of Midin Place.

Copies of relevant output summaries and electronic SIDRA files can be provided, upon request, if

required by Council and/or RMS.


3.3 Public Transport, Cycling and Pedestrian Access

The Site is well serviced by local public transport infrastructure. Key rail and bus services local to the

Site are presented in Figure 11 and summarised below.

3.3.1 Railway Services

The Integrated Public Transport Service Planning Guidelines, Sydney Metropolitan Area (Transport for

NSW, December 2013) states that rail services influence the travel mode choices of areas within

800 metres (approximately 10 minutes’ walk) of a railway station. It is therefore noteworthy that the Site

is located approximately 800 metres walking distance to the Mount Druitt Railway Station. The walking

opportunities from the Mount Druitt station to the Site has been reviewed during the site inspection and

found to be conveniently available through direct footpath connections on Mount Street or other existing

connections through shopping and leisure centre precinct.

3.3.2 Bus Services

Having regard to the standard bus travel, the Integrated Public Transport Service Planning Guidelines

state that bus services influence the travel mode choices of sites within 400 metres (approximately

5 minutes) of a bus stop. The Site is well serviced by two bus stops on Mount Street immediately to the

south of the existing roundabout at Mount Street / Buran Close as shown in Figure 11. These two

stops provide connectivity to bus route 754 which connects the Site to Mount Druitt Station and

Blacktown area.

3.3.3 Existing Pedestrian Accessibility

Pedestrian access is provided by external footpaths along Luxford Road, Mount Street and Buran Close

which currently provide convenient pedestrian access to the surrounding areas including the shopping

centre precinct and Mount Druitt station.

3.3.4 Existing Cycle Routes

There are currently existing cycling facilities and routes provided within the general proximity of the

development. With reference to Figure 11, on-road paths are provided along Railway Street to the east

of the Site, with an off-road shared path on Cleave Close to the west.


Figure 11: Public Transport Network


4 Future Context (without Proposal)

4.1 Background Growth

The background traffic growth rates on the surrounding road network - extracted from RMS’s Strategic

Traffic Forecasting Model (STFM) - have been provided by the Roads and Maritime Services (RMS).

For the purposes of this study, relevant future base year assumed to be the year 2036.

4.2 Future Intersection Performance

To assess the future performance of the critical intersections for the 2036 future baseline, extracted

EMME growth factors have been applied to the 2019 surveyed volumes and a future base traffic profile

has been developed which is shown in Figure 12.

Figure 12: 2036 Baseline Traffic Profile

Accordingly, the 2036 baseline intersection performance has been analysed in SIDRA Network and the

results are provided in below table.

Table 5 : Local Network Performance – Future (2036) Base Case (without Project)

Intersection Scenario Period Intersection Delay Level of Service

Luxford Road / Mount Street 2036 Baseline

AM 18 B

PM 23 B

Luxford Road / Midin Place 2036 Baseline

AM 85 F

PM 100 F

As outlined in the above table the signalised intersection of Luxford Road / Mount Street will continue to

operate at a LoS “B” during both AM and PM peak period in 2036. However, the priority-controlled

755 883 588 6869 11 108 205

4 2 842 1,019 121 205 706 71710 3 2 3 310 470 234 131

Luxford Road Luxford Road

Mount StreetMidin Place


intersection of Luxford Road / Midin Place will operate at a LoS “F” with excessive delays during the

critical network peaks; high delays experienced by right-out movements in particular.

Accordingly, we have tested measures to address delays at Luxford Road / Midin Place have been

explored and assessed as follows.

4.2.1 Signalised Option

To retain the full movements at the Luxford Road / Midin Place intersection, a signalised intersection

scheme has been considered, as indicated by Figure 13.

Figure 13: Alternation Intersection Scheme (Signalised)

However, RMS has indicated that it would not support introduction of signals at this location. As such,

this option has been discounted from further consideration.

4.2.2 No right Turn from Midin Place

Figure 14 presents an alternative intersection scheme with right turn out movement from Midin Place

being prohibited, and the SIDRA modelling results are included in Table 6.


Figure 14: Alternation Intersection Scheme (No Right-out)

Table 6 : Local Network Performance – Future (2036) Base Case (No right-out at Midin Place)



AM 18 B

PM 23 B


AM 13 A

PM 14 A

As indicated above, SIDRA results also indicate a good performance of the Luxford Road / Midin Place

intersection – without right turn out movements – during both peak periods (LoS A).

However, RMS has again raised concerns with this option in relation to the right-in movements from

Luxford Road, causing confusion due to its close proximity to the intersection of Luxford Road / Mount

Street resulting in rear-end accidents. As such, a separate Road Safety Audit – to the satisfaction of

Council and RMS - may need to be required at this intersection should this option be pursued further.

4.2.3 LI/LO Option

Having regard for the above, it is anticipated that this intersection shall be restricted to a left-in, left-out

(LI/LO) regardless of the proposed development traffic.

To assess the impact of the conversion of the intersection to LILO, Ason Group has undertaken a revised

SIDRA analysis for the baseline scenario. The intersection layout and SIDRA results for this scheme is

included in below:


Figure 15: Alternation Intersection Scheme (No Right-out)

Table 7 : Local Network Performance – Future (2036) Base Case (with LILO at Midin Place)



AM 18 B

PM 23 B


AM 4 A

PM 4 A

As indicated above, the conversion of the Luxford Road / Midin Place intersection to LILO will improve

the performance of this intersection (to LoS A) and will not have any material impact at the signalised

intersection of Luxford Road / Mount Street.

Additionally, to further clarify the impact of having LI/LO at this location, it is important to note that there

are existing roundabouts located in a close proximity at both sides of the Luxford Road / Midin Place

intersection to provide re-circulation opportunities:

▪ Luxford Road / Belmore Avenue Roundabout: approximately 950m to the west of the above-

mentioned intersection

▪ Luxford Road / Zeo Place Roundabout: approximately 170m to the west of the above-mentioned

intersection

Having regard for the above, it is evident that the traffic generated by the development is acceptable,

subject to the removal of right turn movements at Luxford Road / Midin Place.


5 Car Parking

5.1 Existing Parking Demands

In order to have a better understanding of the existing actual car park demands, a site visit and an on-

site survey have been undertaken on Friday 31 May 2019. As advised by Uncle Buck’s Hotel, Fridays

are generally the busiest weekday. As mentioned in Section 3.1.3, there is currently 87 car parking

spaces provided on Buran Close, including 2 accessible bays.

A utilisation survey was conducted from 8.00 AM to 7.30 PM for the entire Buran Close car parking area.

Furthermore, a questionnaire survey for the Uncle Buck’s Hotel was undertaken concurrently to

establish the traffic generation and car parking demand associated with the existing Hotel. Ason Group

staff also attended the Site during the morning and afternoon road network peak period to make

necessary observations to accompany the surveys.

Accordingly, Figure 16 provides a summary of the survey results for the overall car park demand and

the demand associated with Uncle Buck’s Hotel from 8.00 AM to 7.30 PM.

Figure 16: Car Park Demand (Surveyed)

As indicated in the above figure, the maximum car parking occupancy of the existing car park is 77

spaces (88.5%), and the peak parking demand occurs at around midday while the demand for Uncle

Buck’s Hotel is approximately 24 spaces. The minimum car parking utilisation is approximately 38

spaces (43.7%) and occurs at around 6:30pm.


Additionally, the survey results suggest a relatively low car parking demand associated with Uncle

Buck’s Hotel until approximately 7:00pm. Uncle Buck’s Hotel had a Poker Night event on the day of the

survey, therefore the car parking demand demonstrated in the above figure (maximum 51 spaces) is

considered to be higher compared to a standard trading night.

The earliest operating hours of the current tenants at the Site is 8:00am (Medical Imaging and Uncle

Buck’s Hotel) and, at the start of the survey period (8:00am), there were already 36 cars observed to be

parked within the car parking area. Based on site observations, these parked cars mainly belong to

commuters to / from Mount Druitt Station and employees from the Mount Druitt Police Station and the

Westfield shopping centre and not directly associated with the subject site. Site observation confirms

that these off-site car parking demand contribute to approximately 50% of the overall actual parking

demand experienced by the existing car park.

5.2 DCP Car Parking Requirements

The parking assessment for relevant land-uses has been established based on the parking rates

outlined in the Blacktown DCP 2015, Part A: Introduction and General Guidelines, as follows.

Table 8: Car Parking Rates (Council DCP)

Land Use Car Parking Rates

Retail Premises

Outside Blacktown CBD

1 space per 30 m2 GFA (if less than 200 m2).

1 space per 22 m2 GFA (200 m2 or greater).

Medical Centre 1 space per staff member, plus

additional visitor car parking at a rate of 1 space per 30 m2

Health Consulting Rooms

2 spaces for each surgery, plus

1 space for each employee

(Note: A minimum of 4 spaces shall be provided for development containing 1 surgery only)

Pub and Registered Club Land zoned B3 Commercial Core or B4 Mixed Use

Assessed on merit


Land Use Car Parking Rates

Office

Blacktown CBD

Refer to Part O

Outside Blacktown CBD

1 space per 40 m2 GFA.

Note: Site is technically located outside Blacktown CBD.

Application of the above rates to the existing GFAs for each land use results in the following car parking

requirement for the existing development.

Table 9: Parking Requirement – Existing Base Case (Estimated)

Land Use Yield (m2 GLA)

Yield1

(m2 GFA) (Estimated)

Parking Requirement

Retail Premises < 200 m2 (Pizza Hut, Body Beyond, CMJ Spice, Yummy

Chicken, Pawn Shop, Local Grocer) 633 665 22

Retail Premises > 200 m2 (Cash Away) 375 394 18

Health Consulting rooms

(Medical and Dental Surgery) 76 80 4


(Medical Imaging2) 772 811 162

Pub and Registered Club

(Uncle Buck’s Hotel) 1,322 1,388 514

Total 3,178 4,237 111

Notes: 1) The existing land use schedule provided in Appendix A is based on GLA and as such a conversion factor of 1.05 has been used for GLA to GFA. This factor is based on a comparison with the proposed demolished plan provided by Marchese Partners, which includes GFA of some shops.

2) Medical Imaging specifically provides services for diagnostic and interventional radiology including, X-ray, Ultrasound etc. and site observation suggests that it has a lower turn-over rate comparing to a typical medical centre. Therefore, the car parking rates of Health Consulting Rooms are adopted.

3) A total of 5 staff have been advised to be on-site of the Medical Imaging. Therefore, for conservative assessment, it is assumed that Medical Imaging has up to 5 consulting / diagnosis rooms.

4) According to the DCP, the parking requirement of Uncle Buck’s Hotel has been based on on-site survey as discussed in Section 5.1.


Accordingly, the theoretical parking requirement for the Site – under current use – is a total of

approximately 111 car parking bays. However, the Site currently has only 87 car parking bays on Buran

Close which translates into an existing shortfall of 24 car parking spaces.

Furthermore, as discussed in Section 5.1, the maximum car parking occupancy of the existing car park

is approximately 77 spaces (88.5%), which implies that the DCP car parking requirements largely

exceed the actual car parking demand on-site.

Following on from above, the theoretical parking requirement for the proposed redevelopment has also

been assessed in accordance with the Blacktown DCP 2015.

Table 10: Parking Requirement – Proposed Future Case

Land Use Yield (m2 GFA) Parking Requirement

Retail Premises < 200 m2 (Cashaway) 118 4

Retail Premises > 200 m2 (Video and Spice Centre) 212 10


(Medical Imaging) 816 16

Pub and Registered Club

(Uncle Buck’s Hotel) 594 511

Medical Centre 780 312

Office 6,060 152

Total 8,580 264

Notes: 1) Proposal results in a large reduction of Uncle Buck’s Hotel’s GFA; however, for conservative assessment, it is assumed that the car parking demand associated with Uncle Buck’s Hotel will remain consistent.

2) Assumes approximately 5 staff will be working on the proposed medical centre concurrently, based on the advice provided by the client.

Application of the relevant DCP rates to the proposed development yield results in a requirement for a

total of 264 car parking bays which comprises:

▪ 81 spaces for the retail shops, Medical Imaging and Uncle Buck’s Hotel (with reduced GFAs) that

are retained by the development, and

▪ 183 spaces for the proposed office and medical centre uses.


5.3 Proposed Car Parking Provision

The application includes the provision of a total of 254 car parking bays.

Therefore, it is established that the Proposal will have a total parking shortfall of 10 spaces (264 space

requirement, less 254 spaces provided) when compared to the theoretical requirements.

However, as discussed previously the Site currently has a theoretical shortfall of 24 car parking bays

and the on-site survey suggests that maximum car park occupancy of the existing car park is

approximately 77 spaces (88.5%), which results in a total of 10 spaces unoccupied.

In this instance, consideration should be given to the fact that the Proposal aims to reduce the current

theoretical parking shortfall from 24 spaces to 10 spaces, hence, an improvement when compared to

the existing parking supply on the Site.

5.4 Accessible Parking

The DCP does not suggest any particular rates for accessible parking. As such, reference is made to

Table D3.5 of the National Code of Australia (NCC 2016) which suggests the following rates for relevant

land-uses:

Table 11: Accessible Parking Requirements – NCC 2016

Land Use Accessible Parking Rate DCP Car Parking Requirement

Accessible Spaces Required

Retail 1 space / 50 car parking spaces

or part thereof 14 1

Medical 1 space / 50 car parking spaces or part thereof 47 1

Pub 1 space / 50 car parking spaces or part thereof 51 2

Office 1 space / 100 car parking spaces or part thereof 152 2

Total 264 6

Therefore, the Proposal is likely to require a total demand of 6 accessible car parking spaces.

In response, the development provides for a total of 6 spaces located on the ground level near the

building entrance and at locations near lifts in the basement carpark.


5.5 Parking Summary

In conclusion, the effective provision of 254 car parking spaces proposed– whilst less than the 264

spaces nominally required by the DCP - is deemed acceptable on the following grounds:

▪ On-site survey indicates that the maximum car parking occupancy of the existing car park is

approximately 77 spaces, which is 10 spaces less than the existing car parking provision, and 34

spaces less than the existing theoretical DCP requirements. Site observation suggests that a large

number of commuters to / from Mount Druitt Station and employees from the Mount Druitt Police

Station and Mount Druitt Westfield are using the car park, and these off-site car parking demand

contributes to approximately 50% of the overall parking demand, which further implies that the DCP

car parking requirements largely exceed the actual car parking demand on-site.

▪ The Proposal will provide basement level car parking area which can accommodate the proposed

demand for the new proposed medical centre and office uses on-site.

▪ Overall, the Proposal will reduce the existing parking shortfall from 24 spaces to 10 spaces, hence,

improving the theoretical parking shortfall for the Site.

▪ Furthermore, a Green Travel Plan (GTP) will be prepared for the Site to assist in reducing the

reliance on private vehicle demand for the proposed office and medical uses in consideration of

the Site’s excellent accessibility to public and active transport options.


6 Servicing and Waste Collection

According to the advice provided to Ason Group, service vehicles including waste trucks currently front-

load at Midin Place immediately to the rear of the Hotel Building and reverse back to Luxford Road,

which results in potential road hazards. Site observations confirmed that there is a large refuse bin

located on Midin Place which can be emptied via front loading refuse vehicles.

To improve truck circulation and road safety, the Proposal includes a dedicated loading bay at the rear

of the existing CMJ SPICE shop (to be converted to Loading Waste / Service Room). Swept path

analysis (included in Appendix B) has been undertaken for an 8.8 metre MRV which confirms the

accessibility of the proposed loading bay via Midin Place.

Furthermore, it should be noted that the existing service bay on Buran Close will be replaced by 4 car

parking spaces under the Proposal; all servicing activities (including the waste collection) will be from

the proposed loading bay near Midin Place. Removal of loading from Buran Close car park is a

beneficial outcome of the development.


7 Traffic Assessment

7.1 Generation Rates Adopted

The traffic generation from the Site for the existing and post development scenarios have been

estimated having regard for the peak hourly vehicular trip rate assumptions outlined in Table 12. It is

noteworthy that the RMS Guides suggest traffic surveys of similar sites for Registered Clubs (Uncle

Buck’s Hotel) to establish suitable rates. Therefore, a trip generation survey has been undertaken on a

Friday (31 May 2019); being the busiest day during a typical week.

Table 12: Traffic Generation Rates

Land-Use AM Rates PM Rates

All retail uses on the Site 23 trips per 1,000m2 of GLFA (50% of PM)

46 trips per 1,000m2 of GLFA1

Medical Centre 22 trips per 1,000m2 of GLFA (same as PM)

22 trips per 1,000m2 of GLFA2

Registered Clubs Traffic Survey Traffic Survey

Office 1.6 per 100m2 GFA 1.2 per 100m2 GFA3

Notes: 1) sourced from RMS Guides for speciality shop (ASS)1

2) sourced from Guide to Transport Impact Assessment for medical centres

3) sourced from RMS Guides Update for Office Blocks

7.2 Existing Traffic Generation

Trip generation survey results for Uncle Buck’s Hotel are presented in Figure 17. The survey results

indicate that the hourly trip generation associated with Uncle Buck’s Hotel during morning and evening

peak periods are:

▪ Moring Peak Periods (7:00 - 9:00): 11 trips per hour

▪ Evening Peak Periods (4:00 - 6:00): 34 trips per hour


Figure 17: Trip Generation Survey Results (Uncle Buck’s Hotel)

Application of above trip rates to the existing GLAs for other uses, in addition to the above Hotel traffic,

is summarised in Table 13.

Table 13: Existing Traffic Generation

Land-Use Yield (GFA m2) AM Peak (vph) PM Peak (vph)

Retail Uses

(Pizza Hut, Body Beyond, CMJ Spice, Yummy Chicken, Pawn Shop, Local Grocer, Cash Away)

1,059 23 46

Medical Centre1

(Medical Imaging, Medical and Dental Surgery) 892 17 17

Registered Clubs

(Uncle Buck’s Hotel) 1,388 11 34

Total 4,237 51 97

Note: 1) Medical Imaging and Medical and Dental Surgery are considered as typical medical centres, and site observation suggests that they have a lower turn-over rate comparing to a typical medical centre. However, for conservative assessment, the trip generation rates of medical centres are still adopted due to the lack of detailed survey results for these two tenants.

Accordingly, it is estimated that the existing land-uses on the Site can generate up to 51 and 97 vehicular

trips in AM and PM peak hour respectively.


7.3 Proposed Traffic Generation

Similarly, application of the trip rates included in Table 12 to the proposed development yield is

summarised in Table 14 below.

Table 14: Post Development Traffic Generation

Land-Use Yield (GFA m2) AM Peak (vph) PM Peak (vph)

Retail Uses

(Video and Spice Centre, Cash Away)

330 6 11

Registered Clubs

(Uncle Buck’s Hotel) 594 11 341

Medical Centre

(Medical Imaging) 816 13 13

Proposed Medical Centre on Ground Floor 780 13 13

Office 6,060 97 73

Total 8,580 140 144

Notes: 1) It is noted that the Proposal results in a large reduction of Uncle Buck’s Hotel’s GFA; however, for conservative assessment, it is assumed that the trip generation associated with Uncle Buck’s Hotel will remain consistent.

As outlined above the post development scenario is likely to have a total traffic generation of

approximately 140 and 144 vehicular trips during AM and PM peak periods.

7.4 Net Traffic Increase

Accounting for the peak hour generation of the existing land uses as discussed before, the current

application would result in a net increase in traffic generation during the morning and evening peak

periods of approximately 89 and 47 vehicle trips per hour for AM and PM peaks, respectively. As

indicated in Table 15, the overall trip generation associated with retail shops is expected to lower than

its current generation due to the demolition of some shops.

The proposed new medical centre and office development is expected to generate approximately

110 trips and 86 trips during morning and afternoon perk hours, respectively.


Table 15: Traffic Generation Comparison

Land-Use

AM Peak (vph) PM Peak (vph)

Existing Post Development Net Change Existing Post

Development Net Change

Retail Uses 23 6 -17 46 11 -35

Registered Clubs 11 11 0 34 34 0

Medical Centres 17 26 9 17 26 9

Office 0 97 97 0 73 73

Total 51 140 89 97 144 47

7.5 Traffic Distribution & Assignment

To assess the impact of the additional trips (110 AM trips and 86 PM trips) as a result of the proposed

office and medical centre uses over the existing traffic volumes on the surrounding road network the

following trip distribution percentage assumptions as outlined in Table 16 have been made.

It is noteworthy that the traffic associated with the existing uses remaining on the Site has been allowed

for on the surveyed volumes. Indeed, the surveyed volumes already include the total traffic associated

with the entire Site which suggest that the assessment in this TIA are more conservative and robust.

Furthermore, due to the access strategy of the proposal the increase of traffic will primarily be on Midin

Place with effective reduced traffic on Buran Close.

Table 16: Traffic Distribution Percentages

Land-Use AM Peak PM Peak

Inbound % Outbound % Inbound % Outbound %

Medical Centre 50 50 50 50

Office 80 20 20 80

The development traffic assignment has been undertaken having regard for the existing traffic patterns

on the surrounding road network during the AM and PM peak hours, key identified routes and the likely


origin/destination of the proposed users of the Site. Accordingly, the proposed development traffic

profile is shown in Figure 18.

Figure 18: Proposed Development Traffic Profile

7.6 Traffic Impacts

7.6.1 Short-term Impacts

The impact of the proposed office and medical centre on the critical intersections in the locality have

been assessed as a net increase over and above the existing on-street conditions and the results of this

analysis are summarised in Table 17.

Table 17 : Local Network Performance – Project Case


Luxford Road / Mount Street

Baseline AM 16 B

PM 20 B

Baseline + Development AM 17 B

PM 20 B

Luxford Road / Midin Place

Baseline AM 49 D

PM 57 E

Baseline + Development AM 63 E

PM 95 F


The SIDRA analysis indicates that the ‘net’ traffic volumes arising from the new developments would

result in only moderate increases in average delay at the Mount Street signals with the LoS remaining

unchanged. The reported LoS at the Luxford Road / Midin Place changes from “D” to “E” during the AM

peak and from “E” to “F” during PM peak hour.; either at or exceeding capacity during peak periods.

In summary, it is understood that the proposed development traffic will not have any adverse traffic

impact on the performance of the traffic signal. Conversion of the Luxford Road / Midin Place to left-in,

left-out will resolve the traffic delays at this intersection. This is discussed further in the following

Section.

7.6.2 Future (2036) Traffic Impact

To assess the performance of these two intersections, Ason Group has extended the SIDRA Network

analysis to the future (2036) scenario. Accordingly, the development traffic has been added to the future

baseline traffic profile as discussed in Section 4.1. For the purpose of the future traffic impact analysis,

it was assumed that the baseline scenario is Luxford Road / Midin Place intersection as LILO to resolve

existing issues with delays for vehicles turning right at that intersection.

Therefore, the impact of the development on the surrounding road network and at the nominated future

design year 2036 has been then assessed through comparison between the “2036 Baseline” SIDRA

results with the “2036 Baseline + Development” scenario. The result of this assessment is summarised

in Table 18.

Table 18 : Local Network Performance – Future Project Case


Luxford Road / Mount Street

2036 Baseline AM 18 B

PM 23 B

2036Baseline + Development

AM 19 B

PM 23 B

Luxford Road / Midin Place

2036 Baseline AM 4 A

PM 4 A

2036 Baseline + Development

AM 4 A

PM 4 A

Accordingly, the Proposal will not have any material traffic impact at the signal and the converted (LILO)

intersection of Luxford Road / Midin Place even in longer future scenario.


8 Design Commentary

8.1 Relevant Design Standards

The site access, car park and loading areas should be designed to comply with Blacktown DCP (2015)

and the following relevant Australian Standards:

▪ AS2890.1 for car parking areas;

▪ AS2890.2 for commercial vehicle loading areas;

▪ AS2890.6 for accessible (disabled) parking.

It is expected that any detailed construction drawings in relation to any modified areas of the car park

or site access would comply with these Standards. Furthermore, compliance with the above Standards

would be expected to form a standard condition of consent to any development approval.

8.2 Site Access

A total of 162 car parking spaces, accessed via a local road (Midin Place) are proposed to be located

over 3 basement levels. Relevant design User Classes are as follows:

▪ Class 1A for office staff, and

▪ Class 3/3A short-turn parking for the proposed medical centre.

Accordingly, a Category 2 driveway is deemed to be required by AS2890.1-2004 for the proposed

development access on Midin Place.

Given the straight alignment of the access as an extension of Midin Place and in acknowledgement that

the majority of parking will be for use by staff, it is considered that reduced width entry and exit lanes

would be suitable. However, a central median – as required of a Category 3 driveway - would be

desirable to separate movements and provide for necessary security measures such as an intercom.

It is recommended that the Ground Level car parking spaces may be allocated to the medical centre

visitors and as such these bays should be designed in accordance with the requirements of User

Class 3. Notwithstanding, this Ground Level parking is largely existing and serving a similar use (retail

and medial) and, accordingly, it is appropriate to retain existing parking where possible.

Further details regarding the site access and security measures can be confirmed as part of

Construction Certificate documentation.


8.3 Service / Loading Area

The Proposal includes a dedicated loading bay at the rear of the existing CMJ SPICE shop (to be

converted to Loading Waste / Service Room). Swept paths analysis (as included in Appendix B) has

been undertaken for an 8.8 metre MRV which confirming the accessibility of the proposed loading bay

via Midin Place.


9 Conclusions

9.1 Summary and Key Findings

The key findings of this Traffic Impact Assessment are:

▪ Ason Group has been engaged by Blue Fountain Trust to prepare a Traffic Impact Assessment

(TIA) to support the proposed commercial development at 13 Mount Street, Mt Druitt (the Site).

The proposal generally relates to redevelopment of part of the site for a new commercial

development, whilst retaining substantial amounts of the existing premises, including the Uncle

Buck’s Hotel and balance of retail premises at the western end of the Lot. New basement level car

parking (162 spaces) is proposed on-site; accessed via an existing access road (Midin Place) to

the rear (north) of the Site.

▪ A total of 254 spaces are provided for in the plans.

▪ The Site is favourably located to the existing public transport facilities. It is located in a close

proximity to the Mount Druitt train station (approximately 800 metres walking distance) which

provides an excellent accessibility to the broader Metropolitan area and encourages the new

attendees to use alternative transport modes (other than private vehicles) to travel to and from the

Site. Bus Route 754 which traverses Mount Street services the Site with two (2) stops located

immediately to the south of Mount Street / Buran Close.

▪ Furthermore, the Site enjoys an excellent pedestrian connectivity to the existing pedestrian

network. On-road and off-road cycling routes are also available in proximity of the Site.

▪ Having regard for the Council DCP car parking rates, the existing uses on this Site results in a

requirement of 111 spaces. The Site currently provides 87 car parking spaces, which is less than

the DCP requirement by 24 spaces.

▪ On-site surveys indicate that the maximum demand of the car park is 77 spaces. Therefore, it is

considered that the DCP car parking requirement for the existing retail shops, Medical Imaging and

Uncle Buck’s Hotel exceeds the actual demand by 34 spaces. This is to be expected, with Council’s

rates applying across the LGA and not being overly responsive to the characteristics of this specific

site which is located within the Mt Druitt centre with good access to public transport.

▪ The proposed development will require a total of 264 spaces in accordance with the DCP

requirements. With an effective provision of 254 car parking spaces, the development results in a

theoretical shortfall of 10 parking bays. This compared with a theoretical shortfall of 24 spaces for

the existing use of the site.


▪ This TIA has established that the proposed parking provision of 254 spaces is sufficient to

accommodate the demands of the proposed development on the following grounds:

• The Proposal will provide new car parking area which can accommodate the proposed demand

associated with the newly proposed medical centre and office uses on-site. As such, any

shortfall is related to the existing uses retained and not the new building works.

• The Proposal will result in reduction of the existing parking shortfall from 24 spaces to

10 spaces, hence, improving the theoretical parking shortfall for the Site.

• Furthermore, a Green Travel Plan (GTP) will be prepared for the Site to assist in reducing the

reliance on private vehicle demand for the proposed office and medical uses in consideration

of the Site’s excellent accessibility to the existing public and active transport.

▪ The proposed new medical centre and office development is expected to generate approximately

110 and 86 additional trips during morning and evening perk hours, respectively.

▪ SIDRA analysis of key surrounding intersections indicates that:

• the net traffic volumes resulting from the proposed uses on this Site would result in only

moderate increases in AVD and – importantly – LoS would remain unchanged at the signalised

intersection of Luxford Road / Mount Street.

• the existing Luxford Road / Midin Place intersection currently operates with poor LoS and

excessive average delays and will continue to operate as such post-development. It can

therefore be concluded that this intersection would need to be converted to LILO at some stage

in future, irrespective of the development.

• Following conversion to left-in, left-out, by closing the existing median break in Luxford Road,

the intersection will operate well with minimal delays. Options are available for traffic to re-

circulate such that the restriction of movements at this intersection will not have an unacceptable

outcome, particularly in light of the safety benefits associated with closure of the median break.

▪ The new access and basement has generally been designed having regard for Blacktown DCP

(2015) and relevant Australian Standards (AS2890 series). A standard condition of consent

requiring compliance these standards would be considered sufficient to ensure that any minor

changes to the plans required, if any, could be undertaken as part of detailed Construction

Certificate documentation.


9.2 Recommendations

▪ The intersection of Midin Place / Luxford Road be restricted to left-in, left-out movements only. This

may require localised works within Luxford Road including closure of the existing median opening.

▪ A standard condition of consent requiring compliance with Blacktown DCP (2015) and Australian

Standards (AS2890 series) would be considered sufficient to ensure that any minor changes to the

plans required, if any, could be undertaken as part of detailed Construction Certificate

documentation.

9.3 Conclusion

In summary, the Proposal is supportable on traffic and parking grounds, subject to the recommendations

above.

Appendix A Existing Gross Lettable Area Retail and Car Parking Plan

Appendix B Swept Path Analysis

B1 CAR SPACES: 45

43,244

35,612

26,930

6,055

2,730

5,605

13,870

5,805

3,960

8,365

5,920

8,355

9,479 5,400

2,185

27,920

1:4

1:8

MP

01

MP

02

MP

03

MP

30

MP

31

MP

32

MP

33

MP

34

MP

35

MP

36

MP

37

MP

38

MP

42

MP

43

MP

39

MP

40

MP

41

MP

44

MP

45

1:4

RA

MP

D

OW

N

LINE OF EXISTING BUILDING OVER

EXISTING UNCLE BUCK'S HOTEL

OVER, TO BE RETAINED

PLANT

LIFT 01LIFT 01

FEMALE

CHANGE ROOM

MALE

CHANGE ROOM

EN

D O

F T

RIP

FA

CILIT

IE

S

SITE BOUNDARY

PLANT

RL 53.30

PLANT

2,705

D a t e:

Drawing Number:

P r o j e c t:

S c a l e @ A3:

D r a w i n g T i t l e:

N o t e s:

This drawing is provided for information purposes only and should not be used for construction.

Client:

Drawn by: MatthewTangonan

File name: 0884d03 13 Mount Street, Mount Druitt.dwg

Angel Buck Investment Pty Ltd

0884

13 Mount Street, Mt Druitt

B99 & B85

B1 - B2 Ramp Circulation

20-Aug-19

NTS

AG01

Suite 5.02, Level 5, 1 Castlereagh St,

Sydney NSW 2000

[email protected]

Document Info:

B2 CAR SPACES: 58

43,244

35,809

26,930

6,055

35,612

2,400

2,400

2,400

2,400

2,400

2,400 2,400 2,400 2,400 2,400 2,400 2,400 2,400 2,400

2,400

2,400

2,400

2,400 2,400

2,400

2,400

2,400

2,400

2,400

2,400

8,365

6,425

9,480

5,400

5,920

1,600

5,805

2,700

2,705

5,615

2,730

3,960

13,870

CP

01

CP

02

CP

03

CP

04

CP

05

CP

40

CP

41

CP

42

CP

44

CP

45

CP

46

CP

47

CP

43

CP

48

CP

49

CP

50

CP

54

CP

55

CP

56

CP

57

CP

58

CP

51

CP

52

CP

53

RA

MP

D

OW

N

PLANT

LINE OF EXISTING BUILDING OVER

EXISTING UNCLE BUCK'S HOTEL

OVER, TO BE RETAINED

PLANT

LIFT 01LIFT 01

SITE BOUNDARY

PLANT

D a t e:

Drawing Number:

P r o j e c t:

S c a l e @ A3:


N o t e s:


Client:




0884


B99 & B85

B2 - B3 Ramp Circulation

20-Aug-19

NTS

AG02


Sydney NSW 2000

[email protected]

Document Info:

AutoCAD SHX Text

1:4

AutoCAD SHX Text

1:4

AutoCAD SHX Text

1:8

38,900

CARPARK ENTRY

PROPOSED

LOADING WASTE

/ SERVICES

WA

LK

W

AY

F

RO

M T

HE

B

AS

EM

EN

T

ROLLER DOOR

EXISTING

SHOP 8

EXISTING

SHOP 6

EXTENT OF UNCLE BUCK'S HOTEL

ROLLER DOOR

PROPOSED

LOADING BAY

1:12

1:20

EXISTING

CAR PARK

38,900

CARPARK ENTRY

PROPOSED

LOADING WASTE

/ SERVICES

WA

LK

W

AY

F

RO

M T

HE

B

AS

EM

EN

T

ROLLER DOOR

ROLLER DOOR

PROPOSED

LOADING BAY

1:12

1:20

EXISTING

CAR PARK

D a t e:

Drawing Number:

P r o j e c t:

S c a l e @ A3:


N o t e s:


Client:




0884


8.8m MRV

Loading Bay Access

20-Aug-19

NTS

AG03


Sydney NSW 2000

[email protected]

Document Info:

traffic impact assessment · [email protected] | +61 2 9083 6601 | suite 5.02, level 5, 1...

Documents