traffic solutions pty ltd

mi SOLUTIONS

TRAFFIC SOLUTIONS PTY LTD Reference No: 90.21.0292

17 December 2020

The Chief Executive Officer Orange City Council PO Box 35 Orange NSW 9800

Dear Sir,

Traffic and Parking Statement - Proposed Child Care Centre, 47-49 Hill Street. Orange

Traffic Solutions Pty Ltd has been engaged by Gowrie NSW Pty Ltd to provide Council with an assessment of the potential traffic and parking implications of a proposed 9 place Long Day Care Centre at the subject location.

This assessment has been undertaken with reference to plans prepared by Become Architects, Job No 20051, Drawing Numbers DA- 010A, DA-015D, DA-100D, DA-100A and DA-101A, dated 10 December 9090.

Twenty (20) parking spaces are proposed with vehicle access via the existing separate 8m wide entry and exit driveways off Kite Street. The existing driveway locations are satisfactory and will provide good sight distance in both directions along Kite Street. The available sight distance easily exceeds the desirable 69m distance suggested by AS/NZS 9890.1:2004 for 50km/h. No on-street parking spaces will be lost as a result of the proposal, as the existing driveways off Kite Street are incorporated into the vehicle access and car park design.

PARKING

Geometric design requirements for car park layouts are specified in the 'Australian/New Zealand Standard, Parking Facilities Part I; O.ff Street Car Parking ( ASINZS 2890.1) of 20CH and Australian/New Zealand Standard, Parking Facilities Part 6: Off street Parking for People with Disabilities of 9009. Part 1 of this standard classifies this development as a Class 3 off street car parking facility requiring a category 1 driveway. The table on the following page provides a comparison on the requirements of AS/NZS 9890.1 and AS/NZS 9890.6 applicable to the car parking proposal.

Traffic Solutions Pty Ltd, PO Box 9161, Bathurst NSW 9795 Ph: 09 6331 0467 • Email: erai@ trafficsolutions.com.au

ABN 63 074 165 963

FEATURE AS/NZS 9890.1 & AS/NZS 9890.6 PROPOSED CONFORMS REQUIREMENT TO

STANDARD Parking 5.4m x 2.4m long tern car space 5.4m x 2.6m wide short term spaces Space 5.4m x 2.6m short term car space 5.4m x 9.4m wide staff spaces

Additional SOOmm when adjacent a No spaces adjacent a wall YES wall

5.4m x2.1m end parallel car space 5.4m x2.1m end parallel space 6. Im x2.1m intermediate parallel 6. lm x .1m intermediate parallel spaces with 3.8m aisle spaces YES

5.4m x .4m plus 5.4m x .4m shared 5.4m X 2.4m plus 5.4m X 2.4m zone for disabled spaces shared area for disable car space YES

Aisle Width 5.8m min for 90 degree spaces 5.8m min YES S.Om wide one way aisle for parallel S.Sm wide one way aisle adjacent spaces parallel spaces

Blind Aisle I.Om 2.6m plus turning area YES

Driveway Category I d/w = 3m -5.5m Sm entry and exit driveways YES Width Category 2 d/w = 6m - 9m

Note: Driveways are normally combined, but if separate, both entry and exit widths should be 3.0m min.

Ramp • 1 in 20(5%) for 1· 6m Car park at grade no ramps YES Grades • > 20m 1 in 5 (20%) max

• <90m 1 in 4(25%) max. Transition required if grade change in excess of I in 8(12.5%)

Headroom 2.Sm desirable No restrictions YES .2m minimum 2.5m above disabled space

Pedestrian 2m (along frontage) x 2.5m (into site) Restricted by existing landscaping NO sight line (see note) splay

Note: It is a recommendation of this assessment that the existing landscaping be trimmed/removed to provide the 9.0m x 2.5m pedestrian sight line splay required on both sides of the exit driveway.

Accordingly, this development proposal adheres to the above Australian Standard Requirements with the exception of the provision of the required pedestrian sight line splays. These splays are recommended to be complied with as a condition of any consent.

CAR PARKING

An indication of the parking requirements of child care centres can be obtained by referencing the Roads and Maritime Services "Guide to Traffic Generating Developments, Section 5- Parking Requirements for Specific Landuses" of October 9009. This document states that off-street parking should be provided at the rate of one space for every four children in attendance.

Council's Development Control Plan ( Orange DCP 2004, adopted 19th November 2019) specifies the same car parking requirements.

2

Utilising this rate, the requirements for a 92 place child care centre is 93 spaces. Consequently, the proposed child care centre falls short of the Roads and Maritime Services and Council's parking requirements with the provision of 20 off-street parking spaces.

On site observations reveal that the Hill and Kite Street frontages of the subject site has unrestricted 1,5° degree parking and there is sufficient available spaces to cater for the 3 car space shortfall. In this regard, on street parking capacity could be increased with the implementation of marked angle spaces.

TRAFFIC

An estimation of the traffic generation of the proposed development can be calculated by referring to the Roads and Maritime Services 'Guide to Traffic Generating Developments, Section 3- Landuse Traffic Generation' of October 2002. The guide specifies the following peak hour generation rates:

Centre Type Peak Vehicle Trips/Child

7.00-9.00am 4.00-6.00pm

Pre-school

Long day care

Before/ after care

1.4

0.8 0.7

0.5

92.30-4.00pm

0.8

0.3

0.2 0.7

Accordingly, the estimated traffic generation of this development calculates as:

Children number and centre type AM Peak Hour PM Peak Hour

92 place long day care 92 x 0.8= 73.6 9 x 0.7 =644

Total 74 Trips 64 Trips

The estimated increase in traffic generation is in the order of 74 and 64 trips in the morning and evening peak hours, respectively. The RMS defines a vehicle trip as a one-way vehicular movement from one point to another excluding the return journey. Accordingly, the estimated trips will be in the order of 37 approaching and departing in the morning peak hour and 39 approaching and departing in the evening peak hour.

Data on the traffic movements in the vicinity of the subject site haw been collected as part of this assessment by surveys undertaken by of this firm from 7.45am -9.00am and 2.·45pm - 5.15pm on Tuesday, 15 December 2020 at the roundabout controlled intersection of Hill and Kite Streets. Conditions on this day were overcast with light rain with no unusual circumstances encountered.

The weekday peak hour at the intersection in the morning and evening was found to be between 8.00am --9.00am and 3.00pm - 4.00pm, respectively. Detailed results of the survey are attached. The recorded peak hour flows passing the existing driveways along Kite Street during these times are as follows:

3

Direction of traffic flow along AM Peak Hour PM Peak Hour Kite Street 8.00am -- 9.00am 3.45pm - 4.45pm

Eastbound 368 9208

Westbound 156 303

Total 594 511

The Road's and Maritime Services 'Guide to Traffic Generating Developments, Section 4 Interpretation of Traffic Impacts' provided the operating level of service of urban roads based upon peak flows per direction. A copy of table 4.4 of the RMS guide is reproduced below:

Table 4.4 Urban road peak hour flows per direction

Level of One Lane Two Lanes Service (veh/hr) (veh/hr)

A 200 900 B 380 1400 C 600 1800 D 900 2900 E 1400 92800

Therefore Kite Street with a peak hour direction flow of up to 368 vehicles travelling eastbound in the morning peak hour, is currently operating at a good level of service 'B' and the potential additional 74 vehicle trips will alter this operational level of service to a satisfactory level of service 'C.

The level of service is used as the performance standard. This is a qualitative assessment of the quantitative effect of factors such as speed, volume of traffic, geometric features, traffic interruptions, delays and freedom of manoeuvre. There are six levels of service (LOS) as described below, from AUSTROADS Guide to Traffic Engineering Practice -- Part 9: Roadway Capacity, (1988).

Level of Service A

This, the top level is a condition of free flow in which individual drivers are virtually unaffected by the presence of others in the traffic stream. Freedom to select desired speeds and to manoeuvre within the traffic stream is extremely high, and the general level of comfort and convenience provided is excellent.

Level of Service B

This level is in the zone of stable flow and drivers still have reasonable freedom to select their desired speed and to manoeuvre within the traffic stream, although the general level of comfort and convenience is little less than that of the level of Service A.

Level of Service C

The general level of comfort and convenience declines noticeably at this level.

Level of Service D

This level is close to the limit of stable flow but is approaching unstable flow. All drivers are severely restricted in their freedom to select their desired speed and to manoeuvre within the traffic stream. The general level of comfort and convenience is poor, and small increases in traffic flow will gen er ally cause operational problems.

4

Level of Service E

This occurs when traffic volumes are at or close to capacity and there is virtually no freedom to select desired speeds or to manoeuvre within the traffic stream. Flow is unstable and minor disturbances within the traffic stream will cause a traffic jam.

Level of Service F

This service level is in the zone of forced flow. With it, the amount of traffic approaching the point under consideration exceeds that which can pass it. Flow break-down occurs and queuing delays result.

To assess the impact of the development on the intersection of Kite and Hill Streets, the estimated morning and evening peak hour approach and departure vehicle trips have been assigned proportionally to this intersection on the basis of existing flows.

It is recognised that some of the traffic generated by the development may approach and depart the site via Kite Street west, however, by concentrating the potential traffic generated by this development to this intersection a higher impact upon this intersection ( and therefore a worst case scenario) is modelled.

Using SIDRA intersection 6.0 plus, a software program developed for the purpose of analysing signalised, roundabout and controlled intersections, the effect of the estimated traffic generation of this development on the adjacent road system has been assessed.

A comparison of intersection performance between the existing and projected traffic demands during the morning and evening peak hours upon the intersection of Kite and Hill Streets has been modelled. Tabled below are the results of the intersection modelling and a copy of the SIDRA summary output file is attached for Council's information.

Intersection Intersection of Hill and Kite Streets, Orange -Roundabout control Operational Existing Proposed Indicators AM PM AM PM Level of Service A A A A Degree of Saturation 0.2294 0.334 0.3224 0.355 Total Average Delay (sec/veh) 6.6s 6.9s 6.8s 7.0s

The results of the SID RA analysis reveal:

• The very good Level of Service at the intersection of Hill and Kite Streets will not change with the estimated additional traffic generation of the proposed development.

• The additional traffic demand on the intersection of Hill and Kite Streets as a consequence of the proposed development will only alter the Degree ofSaturation and Total Average Delays minutely.

MANOEUVRING

To depict how vehicles can manoeuvre within the development, turning paths have been generated using AUTOCAD VEHICLE TRACKING software. Attached for Council's

5

consideration are AUTOCAD drawings depicting the AS/NZS 92890.1:2004, B85 car manoeuvring through the car park and undertaking a 3-point turn at the turn around space. These attachments depict that that the design vehicle can satisfactorily manoeuvre within the proposed development.

CONCLUSIONS and RECOMMENDATION

The preceding assessment has revealed the following:

• The access driveways proposed to serve the development are suitably located and will provide good sight distance in both directions along Kite Street.

• The proposed development satisfies the related geometric design specifications contained in the Australian Standards for off street parking and vehicular access. It is recommended that the existing landscaping be trimmed/ removed to provide the 2.0m x 9.5m pedestrian sight line splay required on both sides of the exit driveway.

• The off-street parking provided in the proposed development is 3 car spaces short of the requirements specified by the RMS and Council's Development Control Plan, however, sufficient on street parking is available directly in front of the site to cater for this shortfall, without impacting upon the amenity of the surrounding residential properties.

• The proposal has a potential increase in estimated peak hour traffic flows in the order of 74 vehicle trips in the morning and 6+ evening peak hours respectively, which will not have a noticeable or detrimental effect upon Kite Street or the surrounding road network.

Should you require any additional information or clarification of the contents of this letter please contact me on the numbers provided.

Yours sincere! y

Craig Hazell Director

6

Location:

Date:

Weather conditions:

Hill and Kite Streets, roundabout, Orange.

15 December 2020

Cloudy/drizzle

Layout:

0 4 5 6

<' l '--7 « 0 7

% 8

4 9

< t > 12 1110

Time 1 2 3 4 5 6 7 8 9 10 11 12 Total Hourly 15 16 Period total

600- 615

615 -630

630- 645

645 700

700- 715

715- 730

730- 745

745 8.00 8 48 I 4 19 42 20 25 I I 22 I 193

800-815 10 46 1 5 23 41 19 26 2 2 28 3 206

815-830 11 89 1 15 30 48 25 22 2 2 40 3 288

830 -- 845 13 87 3 13 27 73 38 26 2 3 54 1 340 1027

845 -- 900 16 84 7 14 33 71 29 25 1 8 47 3 318 1152

Peak hour 50 306 12 47 113 193 111 99 7 15 169 10 1152 total

Location: Hill and Kite Streets, roundabout, Orange. Layout:

Date: 15" December 2020 ·El e ) J 4 Weather conditions: Cloudy/drizzle 3

0 7 2 -)

f-- 8 1 2 % 9

~ 1 > 121110

Time 1 2 3 4 5 6 7 8 9 10 11 12 Total Hourly Period Total

1500- 1515 7 43 2 22 33 52 56 54 4 8 34 4 319

1515 - 1530 8 50 I 17 21 46 43 45 2 5 21 2 261

1530- 1545 15 63 I 19 35 53 39 59 2 6 40 3 335

1545 - 1600 13 51 2 21 32 53 38 48 4 5 29 1 297 1212

1600 - 1615 7 47 2 22 34 50 34 55 2 6 44 0 303 1196

1615- 1630 7 30 2 23 43 59 59 55 1 5 30 2 317 1252

1630- 1645 3 47 0 23 44 48 61 53 1 6 50 0 336 1253

1645- 1700 5 38 I 16 52 26 41 55 I 5 34 0 274 1230

1700- 1715 3 37 I 24 38 47 58 60 I 5 37 0 311 1238

1715- 1730

1730- 1745

1745 - 1800

Peak Hour 27 175 6 89 153 210 201 211 8 22 153 3 1253 Total

SITE LAYOUT VJ' Site: Existing AM peak Hill and Kite Streets, Orange Roundabout

f Hill St

I

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Created: Wednesday, 16 December 2020 2.01:17 PM SIDRA INTERSECTION 6.0.24.4877

t

Hill St

---------------- .µ u ---------------(11 h± - .

Copyright© 2000-2014 Akcelik and Associates Pty Ltd www.sidrasolutions.com

Project: T:\20202021\022\sidra\Hill and Kite.sip6 8000870, 6016543, TRAFFIC SOLUTIONS PTY LTD, PLUS / 1PC

SIDRA INTERSECTION 6

INPUT VOLUMES Vehicles and pedestrians per 60 minutes

W site: Existing AM peak Hill and Kite Streets, Orange Roundabout

Volume Display Method: Separate

Volumes are shown for Movement Class(es): Light Vehicles and Heavy Vehicles

Total Intersection Volumes (veh)

All Movement Classes: 1132

Light Vehicles (LV): 1132

Heavy Vehicles (HV): 0

0 113 0 0

Hill St

n% (ii U) 't. 306 '911 99 0 (l; • 0 5 ? ;g

HIii St

169 10 0 15 ,,r

Created: Wednesday, 16 December 2020 2:01 :23 PM SIDRA INTERSECTION 6.0.24.4877


Project: T:1202020211022\sidra\Hill and Kite.sip6 8000870, 6016543, TRAFFIC SOLUTIONS PTY LTD, PLUS/ 1 PC



9W site: Existing PM peak Hill and Kite Streets, Orange Roundabout







4IL 0 153 0

0

Hill St

3% rn . 7 t 175 ' ? 211 .8 M

0 :i2 :i2 0 -? :g

Hill St

153 22 0 3 ,rr

Created: Wednesday, 16 December 2020 2:01 :38 PM SIDRA INTERSECTION 6.0.24.4877

Copyright© 2000-2014 Akcelik and Associates Ply Ltd www.sidrasolutions.com

Project: T:120202021\022\sidra\Hill and Kite.sip6 8000870, 6016543, TRAFFIC SOLUTIONS PTY LTD, PLUS/ 1PC


MOVEMENT SUMMARY site: Existing AM peak Hill and Kite Streets, Orange Roundabout

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed

veh/h % vlc sec veh m rveh km/h South: Hill St 1 L2 11 0.0 0.190 5.5 LOSA 1.1 7.5 0.47 0.56 52.8 2 T1 178 0.0 0.190 5.8 LOSA 1.1 7.5 0.47 0.56 54.0 3 R2 16 0.0 0.190 10.0 LOSA 1.1 7.5 0.47 0.56 53.8 Approach 204 0.0 0.190 6.1 LOSA 1.1 7.5 0.47 0.56 53.9

East Kite St 4 L2 7 0.0 0.008 5.8 LOSA 0.0 0.3 0.41 0.52 53.4 5 T1 104 0.0 0.165 5.2 LOSA 1.0 6.7 0.40 0.59 53.2

R2 117 0.0 0.165 LOSA 1.0 6.7 0.40 0.59 53.0 Approach 228 0.0 0.165 7.4 LOSA 1.0 6.7 0.40 0.59 53.1

North: Hill St 7 L2 203 0.0 0.172 6.0 LOSA 1.1 7.4 0.55 0.62 53.0 8 T1 119 0.0 0.168 6.4 LOSA 1.0 6.9 0.56 0.64 53.1 9 R2 49 0.0 0.168 10.5 LOSA 1.0 6.9 0.56 0.64 52.9 Approach 372 0.0 0.172 6.7 LOSA 1.1 7.4 0.55 0.63 53.0

West Kite St 10 L2 13 0.0 0.015 6.4 LOSA 0.1 0.5 0.47 0.55 53.2 1f T1 322 0.0 0.294 5.8 LOSA 1.9 13.1 0.51 0.59 53.7 12 R2 53 0.0 0.294 9.9 LOSA 1.9 13.1 0.51 0.59 53.5 Approach 387 0.0 0.294 6.4 LOSA 1.9 13.1 0.51 0.59 53.6

All Vehicles 1192 0.0 0.294 6.6 LOSA 1.9 13.1 0.49 0.60 53.4

Level of Service (LOS) Method: Delay (RTA NSW) Vehicle movement LOS values are based on average delay per movement Intersection and Approach LOS values are based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Ak~elik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Processed: Wednesday, 16 December 2020 2:24:02 PM Copyright O 2000-2014 Akcelik and Associates Ply Ltd SIDRA INTERSECTION 6.0.24.4877 www.sidrasolutions.com Project: T:\20202021\022\sidra\Hill and Kite.sip6 8000870, 6016543, TRAFFIC SOLUTIONS PTY LTD, PLUS/ 1PC


MOVEMENT SUMMARY W site: Existing PM peak Hill and Kite Streets, Orange Roundabout


veh/h % vlc sec veh m er veh km/h South: Hill St 1 L2 23 0.0 0.217 7.2 LOSA 1.3 9.2 0.65 0.69 52.2 2 T1 161 0.0 0.217 7.5 LOSA 1.3 9.2 0.65 0.69 53.3 3 R2 3 0.0 0.217 11.6 LOSA 1.3 9.2 0.65 0.69 53.2 Approach 187 0.0 0.217 7.5 LOSA 1.3 9.2 0.65 0.69 53.2

East: Kite St 4 L2 8 0.0 0.010 6.2 LOSA 0.0 0.3 0.45 0.54 53.3 5 T1 222 0.0 0.334 5.7 LOSA 2.2 15.6 0.51 0.63 52.9 6 R2 212 0.0 0.334 9.8 LOSA 2.2 15.6 0.51 0.63 52.7 Approach 442 0.0 0.334 7.7 LOSA 2.2 15.6 0.51 0.63 52.8


West: Kite St 10 L2 6 0.0 0.008 6.7 LOSA 0.0 0.3 0.50 0.55 52.9 11 T1 184 0.0 0.174 5.9 LOSA 1.0 7.1 0.51 0.59 53.7 12 R2 0.0 0.174 10.1 LOSA 7.1 0.51 0.59 53.5 Approach 219 0.0 0.174 6.5 LOSA 1.0 7.1 0.51 0.59 53.6


Level of Service (LOS) Method: Delay (RTA NSW). Vehicle movement LOS values are based on average delay per movement Intersection and Approach LOS values are based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akc;:elik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Processed: Wednesday, 16 December 2020 2:24:04 PM Copyright© 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.24.4877 www.sidrasolutions.com Project: T:\20202021\022\sidra\Hill and Kite.sip6 8000870, 6016543, TRAFFIC SOLUTIONS PTY LTD, PLUS / 1PC



VJ' Site: Potential AM Hill and Kite Streets, Orange Roundabout







4IL 0 113 0

0

Hill St

n? U1 7 't. 337 ? 123 0 V V 0 5 5 ;g

Hill St

169 12 0 15 ,,r

Created: Thursday, 17 December 2020 10:16.59 AM SIDRA INTERSECTION 6.0.24.4877


Project: T:\20202021\022\sidra\Hill and Kite.sip6 8000870, 6016543, TRAFFIC SOLUTIONS PTY LTD, PLUS/ 1PC



VJ' Site: Potential PM peak Hill and Kite Streets, Orange Roundabout




All Movement Classes: 1322 Light Vehicles (LV): 1322


!IL 0 153 0

0

Hill St

% 7 7 t 202 'zy 1 232 0 2 8 0 -? ? ? zg

Hill St

153 24 0 3

lr

Created: Thursday, 17 December 2020 10:18:16 AM SIDRA INTERSECTION 6.0.24.4877


Project: T:120202021I022\sidra\Hill and Kite.sip6 8000870, 6016543, TRAFFIC SOLUTIONS PTY LTD, PLUS / 1PC


MOVEMENT SUMMARY @ site: Potential AM peak Hill and Kite Streets, Orange Roundabout


veh/h % vlc sec veh m rveh km/h South: Hill St 1 L2 13 0.0 0.197 5.8 LOSA 1.1 7.9 0.50 0.59 52.7 2 T1 178 0.0 0.197 6.0 LOSA 1.1 7.9 0.50 0.59 53.9 3 R2 16 0.0 0.197 10.2 LOSA 1.1 7.9 0.50 0.59 53.7 Approach 206 0.0 0.197 6.3 LOSA 1.1 7.9 0.50 0.59 53.8

East: Kite St 4 L2 7 0.0 0.009 5.9 LOSA 0.0 0.3 0.42 0.52 53.4 5 T1 129 0.0 0.186 5.3 LOSA 1.1 7.8 0.43 0.59 53.2

R2 117 0.0 0.186 9.5 LOSA 1.1 0.59 53.1 Approach 254 0.0 0.186 7.2 LOSA 1.1 7.8 0.43 0.59 53.2


West: Kite St 10 L2 14 0.0 0.017 6.4 LOSA 0.1 0.6 0.47 0.56 53.2 11 T1 355 0.0 0.324 5.8 LOSA 2.1 14.8 0.52 0.60 53.6 12 R2 58 0.0 0.324 10.0 LOSA 2.1 14.8 0.52 0.60 53.4 Approach 426 0.0 0.324 6.4 LOSA 2.1 14.8 0.52 0.60 53.6


Level of Service (LOS) Method: Delay (RTA NSW). Vehicle movement LOS values are based on average delay per movement Intersection and Approach LOS values are based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Ak~elik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Processed: Thursday, 17 December 2020 10:14:58 AM Copyright© 2000-2014 Akcelik and Associates Ply Ltd SIDRA INTERSECTION 6.0.24.4877 www.sidrasolutions.com Project: T:1202020211022\sidra\Hill and Kite.sip6 8000870, 6016543, TRAFFIC SOLUTIONS PTY LTD, PLUS/ 1PC


MOVEMENT SUMMARY V Site: Potential PM peak Hill and Kite Streets, Orange Roundabout


veh/h % vie sec veh m rveh km/h South: Hill St 1 L2 25 00 0.226 7.4 LOSA 1.4 9.7 0.68 0.71 52.1 2 T1 161 0.0 0.226 7.7 LOSA 1.4 9.7 0.68 0.71 53.2 3 R2 3 0.0 0.226 11.8 LOSA 1.4 9.7 0.68 0.74 53.1 Approach 189 0.0 0.226 7.7 LOSA 1.4 9.7 0.68 0.71 53.1

East: Kite St 4 L2 8 0.0 0.010 6.3 LOSA 0.0 0.3 0.46 0.54 53.3 5 T1 244 0.0 0.355 5.8 LOSA 2.4 17.0 0.54 0.64 52.9 6 R2 212 0.0 9.9 LOSA 2.4 17.0 0.64 52.7 Approach 464 0.0 0.355 7.7 LOSA 2.4 17.0 0.54 0.64 52.8


West: Kite St 10 L2 7 0.0 0 010 6.7 LOSA 0.0 0.3 0.51 0.56 52.9 11 T1 213 0.0 0.201 6.0 LOSA 1.2 8.4 0.52 0.60 53.6 12 R2 33 0.0 0.201 10.1 LOSA 1.2 8.4 0.52 0.60 53.4 Approach 253 0.0 0.201 6.5 LOSA 1.2 8.4 0.52 0.60 53.6


Level of Service (LOS) Method: Delay (RTA NSW). Vehicle movement LOS values are based on average delay per movement Intersection and Approach LOS values are based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akc;:elik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Processed: Thursday, 17 December 2020 10:17:32 AM Copyright© 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.24.4877 www.sidrasolutions.com Project: T:\20202021\022\sidra\Hill and Kite.sip6 8000870, 6016543, TRAFFIC SOLUTIONS PTY LTD, PLUS/ 1PC


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SITE BOUNDARY

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Address 4 7-49 Hill Street □runge Title AS/NZS 2890.1:2004 B85 cur swept turning pu ths Date 17 /12/20 Scale 1•200@A3

Client Gowrie NS'w'

File No. 20.21.022 Dwg No, 2

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