PROPOSED RESIDENTIAL SUBDIVISION

Transcription

1 PROPOSED RESIDENTIAL SUBDIVISION PART OF TARNEIT ROAD & 1121 DOHERTYS ROAD, TARNEIT Prepared For: TCG (RM) Developments Pty Ltd MARCH 2014 OUR REF: 16740R#1

2 PROPOSED RESIDENTIAL SUBDIVISION PART OF TARNEIT ROAD & 1121 DOHERTYS ROAD, TARNEIT Traffic Engineering Assessment Study Team: Nathan Woolcock B.E. (Civil), M.I.E. Aust., M.V.P.E.L.A. Brent Chisholm B.E. (Civil) Hons Released By: 4 th March, 2014 Document Status: Final COPYRIGHT: The ideas and material contained in this document are the property of Traffix Group (Traffix Group Pty Ltd ABN , Traffix Survey Pty Ltd ABN , Traffix Design Pty Ltd ABN ). Use or copying of this document in whole or in part without the written permission of Traffix Group constitutes an infringement of copyright. LIMITATION: This report has been prepared on behalf of and for the exclusive use of Traffix Group s client, and is subject to and issued in connection with the provisions of the agreement between Traffix Group and its client. Traffix Group accepts no liability or responsibility whatsoever for or in respect of any use of or reliance upon this report by any third party.

3 TABLE OF CONTENTS 1 INTRODUCTION EXISTING CONDITIONS THE SITE EXISTING LAND USE ROAD NETWORK PUBLIC TRANSPORT PROPOSED DEVELOPMENT INTERNAL TRAFFIC MATTERS TRAFFIC GENERATION AND ROAD HIERARCHY ROAD CROSS-SECTIONS Connector Streets (Avenue 1 & Avenue 2) Connector Street (Street 2) Access Street (Street 1) Access Street (Local Road) Access Place (Reserve/Service Road) Laneway PARKING PROVISION ACCESS FOR SERVICE AND EMERGENCY VEHICLES PEDESTRIAN AND CYCLING ACCESS PUBLIC TRANSPORT CONSIDERATIONS TRAFFIC CONTROL EXTERNAL ACCESS CONSIDERATIONS CONCLUSIONS R#1

4 1 INTRODUCTION Traffix Group has been engaged by TCG(RM) Developments Pty Ltd to undertake a traffic engineering assessment and to prepare a report for the proposed residential subdivision located at Part of Tarneit Road & 1121 Dohertys Road, Tarneit. This report provides a detailed traffic engineering assessment of the internal road layout and access arrangements and considers the vehicle connections with the surrounding road network in association with the proposed development. The site is located within the area that is identified for the future Tarneit North Precinct Structure Plan (PSP1089). 2 EXISTING CONDITIONS 2.1 The Site The subject site is located on the east side of Tarneit Road in Tarneit, between Dohertys Road (to the north) and the Regional Rail Link (to the south), as presented in the locality plan at Figure 1. Subject Site Figure 1: Locality Plan Reproduced with Permission of Melway Publishing Pty Ltd 16740R#1 Page 1

5 2.2 Existing Land Use The subject site is zoned Urban Growth Zone 1 UGZ1 under the Wyndham Planning Scheme as indicated in Figure 2. The site is currently vacant rural land. Land use within the immediate vicinity of the subject site is also predominately vacant rural land. Adjacent to the north-west corner of the site is a power line reservation. A railway line reservation is located a short distance south of the site. A recently constructed bridge on Tarneit Road over the railway line provides grade separation. Subject Site 2.3 Road Network Tarneit Road Figure 2: Land Use Zoning Map Source: Planning Maps Online, Tarneit Road is aligned in a north-south direction along the western boundary of the site. Tarneit Road is a higher order road under the control of Council and is zoned Road Zone Category 2 under the Planning Scheme. In the vicinity of the subject site, Tarneit Road has a road reservation width of approximately 20m and a 6.7m wide (approximate) sealed carriageway which accommodates a single traffic lane in each direction R#1 Page 2

6 A speed limit of 70km/h currently applies to Tarneit Road in the vicinity of the site. Tarneit Road in the vicinity of the site is shown in Figures 3 and 4. Figure 3: Tarneit Road view North Figure 4: Tarneit Road view South Dohertys Road Dohertys Road is a higher order road managed by Council and is aligned in an east-west direction. In the vicinity of Tarneit Road, Dohertys Road has a sealed carriageway which accommodates a single traffic lane in each direction. The intersection of Dohertys Road and Tarneit Road is controlled by a roundabout. A speed limit of 80km/h applies to Dohertys Road in the vicinity of Tarneit Road. Dohertys Road, in the vicinity of Tarneit Road, is shown in Figures 5 and 6. Figure 5: Dohertys Road view East Figure 6: Dohertys Road view West 2.4 Public Transport The site currently has limited access to public transport services, typical of developing areas. As the area develops it is likely that public transport services will be extended to provide new services to the area. Potential future bus routes within the area are likely to be determined and identified as part of the work that will be undertaken in association with the Tarneit North PSP (PSP1089) R#1 Page 3

7 3 PROPOSED DEVELOPMENT The proposal is to subdivide the site to ultimately provide a total of approximately 453 residential allotments, including roads and paths consistent with current practice. Various open space will also be provided as part of the development. Ultimate site access for vehicles is proposed as follows:- a signalised intersection to Tarneit Road, approximately midway along the site s western boundary, a left-in/left-out intersection to Tarneit Road at the north-west corner of the site, and via several connections that will be available with adjacent land to the north, east, and south of the site once adjacent land has also been developed. A plan of the proposed subdivision is attached at Appendix A. 4 INTERNAL TRAFFIC MATTERS 4.1 Traffic Generation and Road Hierarchy The RTA Guide to Traffic Generating Developments (2002) (RTA Guide) sets out traffic generation rates based on survey data collected in New South Wales for a range of land uses. This guide is used by VicRoads and is generally regarded as the standard for metropolitan development characteristics. The RTA Guide sets out the following rates for standard residential dwellings: daily vehicle trips = 9.0 per dwelling weekday peak hour vehicle trips = 0.85 per dwelling However the RTA Guide states that... The Australian Model Code for Residential Development (AMCORD) assumes a daily vehicle generation rate of 10.0 per dwelling, with 10% of that taking place in the commuter peak period. The use of these figures provides some allowance for later dual occupancy development. If we conservatively adopt a rate of 10 vehicle trip-ends (vte) per day then it would be expected that no more than 4,530 daily vte would be generated by the proposed subdivision. Of these, we will conservatively assume that in the order of 10% would be generated during each of the AM and PM peak hours 1. This results in a traffic generation of 453 vte during each of the peak hours. Based on the above, a road hierarchy plan for internal roads has been prepared when having consideration for the identified road layout and connections with the external road network. This is attached at Appendix B. 1 Previous experience with residential subdivisions indicate that less than 10% of daily traffic is generated during each of the commuter peak hours in outer metropolitan areas such as this R#1 Page 4

8 4.2 Road Cross-Sections All road reservations are identified to ensure that the future characteristics of each street are generally in accordance with Clause of the Wyndham Planning Scheme and current practice. Each of the proposed road/street types are outlined below Connector Streets (Avenue 1 & Avenue 2) An entry Connector Street (Avenue 1) is proposed to run in an east-west orientation between Tarneit Road and the western boundary of the large Active Open Space that is proposed at the eastern side of the site. This road is identified with a total road reservation width of 28m. This road reservation would provide dual carriageways that accommodate a 3.5m wide traffic lane, 1.7m wide bicycle lane and 2.3m wide parking lane in each direction. This road reservation width is sufficient to accommodate all necessary road user groups including the provision of 1.5m wide footpaths on each side of the road and is shown in Figure 7. Figure 7: Connector Road (Avenue 1) cross-section Another form of Connector Street (Avenue 2) is proposed adjacent to the eastern side of the site s southern boundary. This road is proposed to have a total road reservation of 24.5m and a cross-section that is virtually the same as the entry Connector Street with the exception of no bicycle lanes Connector Street (Street 2) A Connector Street (Street 2) is proposed adjacent to the large Active Open Space that is proposed at the eastern side of the site. This road is proposed to have a total road reservation width of 24m. This road reservation provides for a 3.5m wide traffic lane, 1.7m wide bicycle lane and 2.3m wide parking lane in each direction R#1 Page 5

9 This road reservation width is sufficient to accommodate all necessary road user groups including the provision of 1.5m wide footpaths on each side of the road. A cross-section of the proposed Connector Street (Street 2) is shown in Figure 8. Figure 8: Connector Street (Street 2) Cross-Section Access Street (Street 1) Three (3) Access Streets (Street 1) are proposed throughout the site. These roads are proposed to have a total road reservation width of 20.6m. This road reservation provides for a 3.5m wide traffic lane and 2.3m wide parking lane in each direction. This road reservation width is sufficient to accommodate all necessary road user groups including the provision of 1.5m wide footpaths on each side of the road. A cross-section of the proposed Access Street (Street 1) is shown in Figure 9Figure R#1 Page 6

10 Figure 9: Access Street (Street 1) Cross-Section Access Street (Local Road) The majority of streets within the proposed subdivision are proposed to be Access Streets (Local Road) and are shown to have 16m wide road reservations. These road reservations are sufficient to accommodate all relevant road user groups. The proposed carriageway width of 7.3m for these roads can accommodate parking on both sides of the road and a single though lane of traffic. Alternatively, simultaneous two-way traffic can be accommodated when vehicles are parked on one side of the road only. Footpaths (1.5m wide) are to be provided on both sides of all of these roads. A cross-section of the proposed Access Street (Local Road) is shown in Figure R#1 Page 7

11 Figure 10: Access Street (Local Road) Cross-Section Access Place (Reserve/Service Road) Some Access Places (Reserve/Service Road) are also proposed within the subdivision. Each of these roads are proposed adjacent to local park/reserve and are shown to have a road reservation of 13m. These road reservations are sufficient to accommodate all relevant road user groups. The proposed carriageway width of 5.5m for these roads can accommodate parking on one side of the road and a single though lane of traffic. Alternatively, simultaneous two-way traffic can be accommodated when there are no vehicles parked. Footpaths (1.5m wide) are to be provided on one side of the road only. Footpaths on the other side of the road can be suitably accommodated within the adjacent local park/reserve where relevant. A cross-section of the proposed Access Place (Reserve/Service Road) is shown in Figure R#1 Page 8

12 Figure 11: Access Place (Reserve/Service Road) Cross-Section Laneway Some laneways are also proposed within the site at the rear of allotments. These are proposed with a 6.5m wide road reservation including a 6m wide carriageway, in excess the Planning Scheme requirements for an Access Lane. This carriageway width accommodates simultaneous two-way traffic and no parking which is an acceptable outcome given that associated allotments also have abuttal to an adjacent frontage road and/or side where on-street parking is possible. A cross-section of the proposed Laneway is shown in Figure R#1 Page 9

13 4.3 Parking Provision Figure 12: Laneway Cross-Section Parallel parking lanes will be provided on each side of the Connecter Streets and Access Streets (Street 1). Access Streets (Local Road) are proposed with a carriageway width of 7.3m wide which allows parking to readily occur on both sides of the road whilst maintaining a through lane for traffic. Alternatively, simultaneous two-way traffic would be possible if parking occurred on only one side of these roads. Parking will also be available along one side of Access Place (Reserve/Service Road) roads which is suitable given that residential abuttal will be provided on only one side of these streets. 4.4 Access for Service and Emergency Vehicles The 7.3m wide carriageway for Access Streets (Local Road) will adequately facilitate the relevant service and emergency vehicles and are consistent with the typical CFA requirements. This is similarly the case for the Access Place (Reserve/Service Road) streets which have a 5.5m wide carriageway but allows parking on one side of the road only. The proposed laneways which provide a 6.0m wide carriageway with no parking allowed will also adequately accommodate service and emergency vehicles. Furthermore, all allotments with laneway access are to also have abuttal to a frontage and/or side road which would be suitable for the placement of bins for associated collection by Council s standard refuse vehicles. All other proposed road have a cross-section with a 3.5m wide through lane (in each direction) clear of any bicycle and/or parking lanes which will also readily facilitate service and emergency vehicles. No dead-end roads are proposed in the development. Accordingly, the development does not require any turning provisions. However, we note that some consideration may 16740R#1 Page 10

14 be necessary in relation to service and emergency vehicles when specific stages are being constructed. 4.5 Pedestrian and Cycling Access Footpaths, shared paths and bicycle lanes are to be provided in accordance with the requirements of the Wyndham Planning Scheme. This includes: Footpaths (as a minimum) on both sides of the development s internal roads (excluding laneways) or within adjacent local reserves where relevant, and On-road bicycle lanes on Avenue 1 and Street 2 Connector Streets. These will provide connections with adjacent land at a level that is consistent with the objectives of the Wyndham Planning Scheme and current practice, and will be appropriate to serve the proposed residential development. 4.6 Public Transport Considerations A bus network plan of the area will likely be developed as part of the Tarneit North PSP. It is likely that a potential future bus route will run adjacent to the site along Tarneit Road. It is also possible that a potential bus route(s) will operate through the site along the higher order road network which is appropriately identified to facilitate buses in accordance with current standards. If this is the case, any traffic control treatment that is provided along this route should be designed to ensure that buses can be accommodated. This potential level of public transport will ensure that all future dwellings in the development are within an acceptable walking distance of a bus route (less than 400m) at a level that is consistent with current objectives. 4.7 Traffic Control Clause of the Planning Scheme suggests that it is desirable for street blocks to be no more than approximately 240m long in order to facilitate pedestrian movement and control traffic speed. Having said this, it is not uncommon or inappropriate for higher order roads to be between m long between speed devices. The proposed subdivision, which includes the provision of a number of roundabouts that are identified along either the entry Connector Road (Avenue 1) or the central northsouth Access Street (Street 1), is generally in accordance with the above with a few exceptions as follows: The north-south aligned Access Street (Local Road) within the north-west portion of the site. A reverse priority T-intersection is suggested on this street. The north-south aligned Access Street (Local Road) located approximately midway along the site s southern boundary. A reverse priority T-intersection is suggested on this street. The central north-south Access Street (Street 1) towards the northern boundary of the site. A reverse priority T-intersection is suggested on this street. The Access Street (Street 2)/Access Street (Street 1) intersection at the eastern site boundary immediately south of the Active Open Space. A roundabout or some form of T-intersection treatment is suggested at the intersection. The suggested traffic control devices are shown in Figure 13. It is also noted that staggered T-intersections are appropriately separated throughout the site. The Access Street (Street 1)/Access Street (Local Road) cross-intersection that is located in the northern part of the site is expected to have minimal east-west through 16740R#1 Page 11

15 movements and we are satisfied that standard Statcon controls (Give Way signs and linemarking) would be appropriate on both the eastern and western leg in order to provide priority to motorists travelling along the north-south orientated Access Street (Street 1). Reversed Priority T-intersections Roundabouts Roundabout Reversed Priority T-intersection T-treatment or Roundabout Figure 13: Suggested Traffic Control Devices 5 EXTERNAL ACCESS CONSIDERATIONS The primary access point for the proposed residential subdivision will be located approximately mid-way along the site s western boundary via Tarneit Road. This site s primary access point is also well located in relation to Dohertys Road and the grade separation of the railway line, being approximately midway between the two. This intersection will likely be signalised under ultimate conditions and the provision of splays and flares will likely be needed in addition to the standard Tarneit Road reservation in order to accommodate associated turn lanes. A secondary site connection is proposed via Tarneit Road at the site s north-west corner. This connection is also well located, being approximately halfway between Dohertys Road to the 16740R#1 Page 12

16 north and the main site connection as proposed to the south. In the ultimate when Tarneit Road is duplicated, this secondary access may be restricted to left-in and left-out (and perhaps rightin) movements only. However, subject to suitable turn lanes being provided, we see no reason to suggest why all movements couldn t be accommodated under the interim (existing) Tarneit Road configuration if desired. 6 CONCLUSIONS Having visited the site, perused relevant documents and plans, predicted traffic generation, provided design advice to the internal layout and associated connections to the abutting road network, and undertaken other traffic engineering assessments, we are of the opinion that:- a) the proposed road reservations are consistent with what is required to accommodate appropriate carriageways, footpaths, services, etc. in accordance with the relevant standards, and current practice, b) public transport, on-street parking, pedestrian and cycle provisions are identified in a manner that is at least consistent with the Planning Scheme requirements, relevant standards, and current practice, c) all relevant vehicles will be able to adequately access the site including service and emergency vehicles subject to consideration for potential interim arrangements at any temporary dead-ends that may eventuate depending on staging within the development, d) traffic predicted to be generated by the proposed development will easily be accommodated by the ultimate road network and intersections without any adverse impacts, e) traffic control devices similar to those presented at Figure 13 of this report should be considered on the internal road network to control speed in a fashion consistent with current practice, and f) there are no traffic engineering reasons why a permit should not be granted for the proposed residential subdivision at Part of Tarneit Road & 1121 Dohertys Road, Tarneit R#1 Page 13

17 Appendix A Development Plan 16740R#1

18 16740R#1

19 Appendix B Road Hierarchy Plan 16740R#1

20 LEGEND Avenue 1 Avenue 2 Street 2 Street 1 Local road Reserve/Service Road Laneway 16740R#1