Controls (C)

Acceptable solutions (AS)

Explanatory notes

1. fulfil their designated roles within the network
2. accommodate utility services and drainage systems
3. create a safe, shaded, and attractive environment.

1. has a clear structure
2. provides physical distinctions between each road and pathway type; and
3. is consistent with City of Newcastle's (CN) adopted road hierarchy, as defined in Table C2.01, and Figure C2.01 as well as any other relevant document/s currently adopted and under implementation by the CN.

AS-2. Development provides a logical extension of infrastructure and linkages to adjoining existing and potential developments.

AS-3. Public open space, drainage reserves, ecological habitat and riparian corridors are separated from development by a perimeter road.  Generally, lots are not supported where proposed with rear boundaries against such areas.

AS-4. The design features of local roads encourage responsible driver behaviour and restrain traffic volumes and speed. Speed reduction techniques are used to achieve desired speeds.

AS-5. The road layout maximises solar access to lots. Roads generally running east-west, and north-south are preferred.

AS-6. Development is suitably located on the road hierarchy.

AS-7. The road and lot layout facilitates passive surveillance of open space areas.

AS-8. The road network caters for existing or future public transport routes extensions.

Relevant documents adopted and under implementation may include, but are not limited to, a plan, policy, guideline, technical manual, standard drawing/s, publication or the like.

Allotments/development with a frontage to, or seeking access (vehicle or pedestrian) from, a classified road may be restricted and concurrence will be required from the State road authority, being Transport for NSW (or equivalent agency if renamed, restructured or the like). NSW road network classifications can be found on Transport for NSW website.

1. opportunities for connectivity within the site and to adjoining sites and/or surrounds
2. the existing streetscape
3. the location of existing and proposed activity centres
4. the natural topography, vegetation and shade offered by existing tree canopy
5. opportunities for views and vistas
6. natural drainage and open space systems
7. eliminate need for retaining walls on any land to be dedicated to the public.

C-3. Movement networks are designed to encourage walking and cycling.

AS-9.Internal and external connectivity is enhanced through use of a modified grid pattern that explores modal filter devices and minimises cul-de-sacs and dead end streets.

AS-10.The movement network incorporates appropriate paths and cycle routes to encourage walking and cycling within the neighbourhood and to local activity centres.

Controls (C)

Acceptable solutions (AS)

Explanatory notes

1. street blocks facilitate safe and efficient internal and external pedestrian, cyclist and vehicular movements and public transport, while optimising orderly lot layouts and energy efficiency
2. the design reflects the role of the road and the needs of road users; is based on sound engineering practices; and meets relevant CN requirements and best practice design standards as appropriate
3. the design creates a safe, shaded, and attractive environment.

AS-1. The road hierarchy is designed to the requirements of Table C2.01, and Figure C2.01, and relevant CN requirements and best practice design standards.

1. makes best use of the natural topography and vegetation to minimise cut and fill for road construction and future construction of development
2. eliminates the need for retaining walls on any land to be dedicated to the public
3. utilises an access corridor that is at a grade that is less than 20%
4. avoids the modification and crossing of creek headwaters and watercourses, including infilling of riparian land
5. provides perimeter roads to separate development from bushfire areas, public open space and from ecological habitat and corridors
6. incorporates the required emergency access and evacuation routes
7. maximises sustainable waste collection by optimising waste collection routes and collection points.

AS-3. The road design creates convenient and highly permeable movement networks between lower and higher order roads, whilst not adversely affecting the safety and role of the higher order road.

AS-4. The road reserve width is sufficient to cater for all road roles, including: parked vehicles; safe and efficient movement of all users; and the location, construction and maintenance of public utilities.

AS-5. The alignment and geometry of roads identified for bus routes allows for efficient movement of buses and provision of accessible transport stops.

AS-6. The carriageway width of roads identified as bus routes allows for movement of buses unimpeded by parked cars and safely accommodates cyclists.

1. they serve no more than 10 lots
2. the end of the cul-de-sac is clearly visible from the cross-street
3. designed to allow a 10m wide active transport connection through to the existing road or open space with no lots proposed at the head of the cul-de-sac. A shared path of 3m in width is to connect the two ends with cycling connections to any roads at either end
4. consideration is given to on-street parking and the design of vehicles.

AS-8. Development caters for the orderly provision and extension of footpaths, kerb and guttering and associated works.

AS-9. Street name signs are erected at the junction of all roads in the subdivision. Proposed street names are to be submitted with the development application and are in accordance with the NSW Address Policy and User Manual.

AS-10. The alignment and width of proposed roads, which extend existing roads conform to existing construction.

1. minimise earthworks and retaining walls
2. minimise potential privacy and overshadowing impacts
3. optimise solar access, where slopes face south.

Requirements may be outlined in, but not limited to, a plan, policy, guideline, map/s, technical manual, standard drawing/s, advice, publication or the like. Best practice design standards include, but is not limited to, Australian Standards, Austroads publications, State road authority guidelines or the like.

C-2. In residential subdivisions, street blocks must not exceed a maximum of 180 metres long and 90 metres wide for local and collector streets.

Controls (C)

Acceptable solutions (AS)

Explanatory notes

C-1. Increase the opportunity for choice in mode of transport and facilitate efficient and accessible public transport services.

AS-1.For major development in new residential sites:

1. location and design of transport stops are in accordance with CN ‘Transport Stops, Shelters and Seating Guidelines’ (2019) and the ‘Disability Standards for Accessible Public Transport’ (Commonwealth of Australia) (as amended)
2. routes for bus services are designed in accordance with Table C2.01, and Figure C2.01
3. bus routes are direct and safely accessible from a majority of residences
4. the proponent shows evidence of consultation with the relevant transport authority and public transport service providers for the area and prepares an application for increased route kilometres to ensure that public transport services commence with development.

Refer to Transport for NSW, Guidelines for Public Transport Capable Infrastructure in Greenfield Sites, 2018.

Controls (C)

Acceptable solutions (AS)

Explanatory notes

C-1. Maximise opportunities for walking and cycling and where possible, provide bike paths physically separated from traffic.

AS-1. Dedicated cycle paths are provided in accordance with the relevant document/s and specifications currently adopted and under implementation by the CN.

AS-2. Footpaths are provided for the full width of any site frontage to a road in accordance with Table C2.01, and Figure C2.01 including for infill development, with an exception to reduce the minimum width of footpaths to 1.2 metres where greater footpath widths prevents the potential for tree plantings as per the CN standard drawings. Where the proposed footpath will adjoin and connect into an existing or approved footpath on an adjoining site, the width of the proposed footpath is to transition from the existing footpath width.

AS-3. Pedestrian and cycle paths comply with relevant Australian Standards, including AS1428 (Design for access and mobility), Austroads publications and road authority guidelines as appropriate.

1. are located and designed to complement the environment and reduce conflict with motor vehicles and other road users. It is preferable that pedestrian and cycle paths are separated from the road
2. provide a shorter route (in length) than the alternative car route, between activity nodes and recreation areas
3. include hazard warning, tactile ground surface indicators (TGIs), directional and interpretive signage
4. include support facilities such as bicycle parking, parking rails, access ramps, signage, seating, drinking water fountains
5. minimise conflict with landscaping infrastructure such as street trees.

Relevant documents adopted and under implementation by the CN may include, but are not limited to, a plan, policy, guideline, map/s technical manual, standard drawing/s, publication or the like.

When determining the requirement for footpaths, considerations by CN may include, but are not limited to the following:

• the development type, scale and density
• planned or likely intensification of an area
• adjoining or surrounding footpath infrastructure and surface treatments
• condition of any existing footpath and need for replacement
• CN forecasted infrastructure and asset projects or capital works programs
• topography of the road reserve along subject site frontage
• the presence of any utilities, services, assets, street trees, street furniture or the like.

CN public domain plans and standard drawings for footpaths.

1. Pedestrian and cycle paths design provides for safe, shaded, attractive and convenient movement to and from the development.

Notes:

1. Road reserve width does not include allowance for median. 
2. Footpath/shared pathway is to be set 1.8m from face of kerb.
3. If shared pathway is required by CN, minimum width is 3m and footway containing shared pathway is to be increased to 5.0m, with corresponding increase in road reserve.  Requirement for shared pathway will be determined based on consideration of various factors including land use, nearby attractors, activity levels, network connectivity and whether the route is identified as an off-road shared pathway in the CN's Cycling Plan.
4. Upright kerbing is required unless alternative, best practice WSUD treatments are agreed by CN