Traffic Engineering Report

Proposed Rural Residential Subdivision Lot 6, Jillamatong Drive, Staghorn Flat

Prepared for Baranduda Springs Pty Ltd

September 2020

G28449R-01C

Level 28, 459 Collins St T: 03 9822 2888 Traffix Group Pty Ltd [email protected] Melbourne Victoria 3000 F: 03 9822 7444 ABN: 32 100 481 570 traffixgroup.com.au Traffic Engineering Report Lot 6, Jillamatong Drive, Staghorn Flat

Document Control

Our Reference: G28449R-01C

Issue No. Type Date Prepared By Approved By

A First Issue 26/05/2020 J. Place H. Turnbull

B Second Issue 4/06/2020 J. Place H. Turnbull

C Third Issue 4/09/2020 J. Place H. Turnbull

COPYRIGHT: The ideas and material contained in this document are the property of Traffix Group (Traffix Group Pty Ltd – ABN 32 100 481 570). 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.

G28449R-01C i Traffic Engineering Report Lot 6, Jillamatong Drive, Staghorn Flat

Table of Contents

1. Introduction 1

2. Proposal 1

3. Existing Conditions 2 3.1. Subject Site 2 3.2. Land Use 5 3.3. Road Network 6 3.4. Existing Traffic Volumes 9 3.5. Crash History 10 3.6. Public Transport 10

4. Development Plan Overlay (DPO17) 11

5. Traffic Engineering Assessment 13 5.1. Traffic Generation 13 5.2. Traffic Distribution 14 5.3. Traffic Growth 15 5.4. Design Traffic Volumes 16 5.5. Traffic Impact 17 5.6. AustRoads Turn Warrants 18 5.7. Internal Road Network Traffic Volumes 19 5.8. Cross-Sections and Road Hierarchy 20 5.9. Bicycle & Pedestrian Network 21 5.10. DPO17 Requirements 21 5.11. Access for Service & Emergency Vehicles 23

6. Conclusions 26

G28449R-01C ii Traffic Engineering Report Lot 6, Jillamatong Drive, Staghorn Flat

1. Introduction Traffix Group has been engaged by Baranduda Springs Pty Ltd to prepare a traffic engineering report for the proposed rural residential subdivision located at Lot 6, Jillamatong Drive, Staghorn Flat. This report provides a detailed traffic engineering assessment of the proposal with particular attention to traffic and access considerations. In particular, this report addresses the criteria set out in the Infrastructure Design Manual (IDM1) for both a Traffic Impact Assessment Report (addressing external road network impacts) and a Traffic Management Assessment Report (addressing the internal road layout, road widths, functions and connectivity).

2. Proposal It is proposed to develop the site for the purposes of a low-density residential subdivision comprising in the order of 130 lots, generally ranging in size from 2,000m2 to 20,000m2, plus a large (approx.100,000m2) lot which incorporates conservation zoned land and backs onto Ridge Lane. The proposed subdivision also includes a reserve with a designated waterway corridor extending through the reserve. Primary vehicular access to the proposed subdivision will be via an extension of Jillamatong Drive. A secondary “left-out-only” access point will be constructed to Wodonga-Yackandandah Road. In addition, pedestrian/cycle connectivity to adjacent developed areas will be facilitated to the south via Bromley Lane and to the North via Ridge Lane, ultimately connecting to Barton Drive. Emergency vehicle access will be possible via the pedestrian/cycle link to Ridge Lane at the northern end of the development. A copy of the proposed Development Plan is attached at Appendix A.

1 The Infrastructure Design Manual (IDM) is a joint initiative of Victorian rural and regional Council’s working together to formulate and maintain a set of consistent requirements and standards for the design and development of infrastructure. The current version is Version 5.30 (March 2020) – www.designmanual.com.au. Wodonga Council has adopted the manual.

G28449R-01C 1 Traffic Engineering Report Lot 6, Jillamatong Drive, Staghorn Flat

3. Existing Conditions

3.1. Subject Site The subject site is located on the west side of Wodonga-Yackandandah Road south of Ridge Lane in Staghorn Flat, as shown in the locality plan presented at Figure 1.

SUBJECT SITE

Jillamatong Road

Figure 1: Locality Map The subject site comprises four titles, as follows: • Lot 6 on PS500354, • Lot A on PS442444, • Lot 100 on PS 610934, and • Lot 1 on PS512093.

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The overall subject site is irregular in shape with an area of approximately 88.7 hectares and frontages to Jillamatong Drive, Ridge Lane, Bromley Lane and Yackandandah-Wodonga Road. The site is currently vacant rural land with a number of dams scattered across the land. Existing access is provided via a farm gate to Ridge Lane, Jillamatong Drive and several farm gates fronting Wodonga-Yackandandah Road directly. An aerial view of the site is shown in Figure 2 below.

Existing Access Gates

SUBJECT SITE

Figure 2: Subject Site – Aerial View

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Figure 3: Subject Site – Looking North from End of Jillamatong Drive

Figure 4: Subject Site – Looking South from Ridge Lane at Existing Access Gate

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3.2. Land Use The subject site is predominantly located within the Low Density Residential Zone (LDRZ) under the Wodonga Planning Scheme as presented in Figure 3 below. The north-western corner is within the Rural Conservation Zone (RCZ).

SUBJECT SITE

Figure 5: Land Use Zoning Map

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The site is affected by Development Plan Overlay – Schedule 17 (DPO17) and is a designated bushfire prone area. Surrounding land use includes established low-density residential development to the north (LDRZ) and south-west (within the Rural Living Zone – RLZ), farming land to the east and Baranduda Regional Park (Rural Conservation Zone – RCZ) to the west.

3.3. Road Network Wodonga-Yackandandah Road Wodonga-Yackandandah Road is an arterial road (Road Zone Category 1) which forms part of Route C527, and extends approximately 18km in a generally northeast-southwest direction between Kiewa Valley Highway and Cemetery Lane. Beyond Cemetery Lane, Route C527 continues as Isaacs Avenue. In the vicinity of the site, Wodonga-Yackandandah Road is configured with a 6.2m wide carriageway between painted edge-lines, carrying one traffic lane in each direction within a 60m road reservation. At its intersection with Fitzpatrick Drive, Wodonga-Yackandandah Road flares to provide a 125m long channelised right turn lane and a 60m (including taper) auxiliary left turn lane. A posted speed limit of 100km/h applies.

Figure 6: Wodonga-Yackandandah Road Looking North Figure 7: Wodonga-Yackandandah Road Looking South from Fitzpatrick Drive Intersection Towards Fitzpatrick Drive Intersection

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Fitzpatrick Drive Fitzpatrick Drive is a local access street which extends approximately 1.2km in a generally westerly direction from Wodonga-Yackandandah Road and terminates at a dead-end. Between Wodonga-Yackandandah Road and Jillamatong Drive, Fitzpatrick Drive is configured with a divided carriageway separated by a wide median, with a single traffic lane in each direction, and an indented bus bay on the southern side, with a median break for buses to undertake a U-turn to head back to Wodonga-Yackandandah Road. To the west of Jillamatong Drive, Fitzpatrick Drive is configured with a 5.6m (approx.) carriageway providing two-way traffic flow (one lane in each direction). The default “built-up-areas” speed limit of 50km/h applies.

Figure 8: Fitzpatrick Drive Looking East Figure 9: Fitzpatrick Drive (Westbound) Looking West

Jillamatong Drive Jillamatong Drive is a rural access street which extends approximately 280m north from Fitzpatrick Drive and terminates at a dead-end at the site boundary. The carriageway is crushed rock construction, and varies in width between approximately 6m and 8m, within a 20m road reservation. The default “built-up-areas” speed limit of 50km/h applies.

Figure 10: Jillamatong Drive Looking North Figure 11: Jillamatong Drive Looking South from end

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Bromley Lane Bromley Lane is a rural access street which is aligned in a southeast-northwest direction from approximately 130m southeast of Fitzpatrick Drive to approximately 1km northwest of Fitzpatrick Drive, with dead-ends at both ends of the road. Along the site boundary the Bromley Lane carriageway is crushed rock construction, and varies in width, generally allowing for passing, within a 23m reservation. The default “built-up-areas” speed limit of 50km/h applies. Ridge Lane Ridge Lane is signed as a fire access road and extends approximately 3km generally in an east- west direction between Wodonga-Yackandandah Road and the Baranduda Range Track/Trig Point Track intersection. In the vicinity of the site, Ridge Lane is crushed rock construction and is generally single width, with areas for passing. There are no auxiliary turning lanes on Wodonga-Yackandandah Road at Ridge Lane.

Figure 12: Ridge Lane Looking Southwest from Figure 13: Wodonga-Yackandandah Road Looking North Wodonga-Yackandandah Road Towards Ridge Lane Intersection

Figure 14: Ridge Lane Looking Southeast Towards Figure 15: Ridge Lane Looking West Near Proposed Fire Wodonga-Yackandandah Road Access Location

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3.4. Existing Traffic Volumes An AM peak turning movement count was undertaken by SJE Consulting at the intersection of Wodonga-Yackandandah Road/Fitzpatrick Drive on Thursday 3rd September 2009 between 7:00am and 9:00am. The AM peak hour occurred between 7:45am and 8:45am. The recorded AM peak hour turning movements are illustrated in Figure 16 below.

1 65

Fitzpatrick Drive

30 0

ckandandah Road Ya -

1 235 Wodonga

Figure 16: AM Peak Hour Turning Movements Based on a typical peak-to-daily ratio of 10%, the following two-way daily 2009 traffic volumes are estimated: • Wodonga-Yackandandah Road north of Fitzpatrick Drive: 3,310vpd • Fitzpatrick Drive at Wodonga-Yackandandah Road: 320vpd It is noted that the peak-to-daily ratio estimate for two-way daily traffic on Wodonga- Yackandandah Road is similar to traffic data provided by VicRoads from the first week of September 2009, which shows an average midweek two-way daily traffic volume of 3,018vpd. The VicRoads data also indicated 244 northbound and 83 southbound vehicles during the AM peak hour and 109 northbound and 224 southbound vehicles in the PM peak hour. More recent traffic data is available on the Department of Transport (DOT – formerly VicRoads) Open Data Portal. For Wodonga-Yackandandah Road south of the Kiewa Valley Highway intersection, the indicative 2020 two-way daily traffic volume is 4,000vpd, with 7% heavy vehicles and a growth rate of 1.2%. Fitzpatrick Drive is a discrete traffic catchment, providing the only route to the arterial road network for a catchment of 36 existing rural residential dwellings on Fitzpatrick Drive, Jillamatong Drive, Bromley Lane and Kearny Lane. A total of 32 peak hour turning movements to/from Fitzpatrick Drive at Wodonga-Yackandandah Road corresponds to a peak hour traffic generation rate of 0.89 vehicle movements per dwelling.

G28449R-01C 9 Traffic Engineering Report Lot 6, Jillamatong Drive, Staghorn Flat

3.5. Crash History A review of the State Road Accident Records (CrashStats) has been undertaken in the vicinity of the site for the most recent 5 years of available data (1st January 2015 to 31st December 2019). The review area included: • Wodonga-Yackandandah Road between Ridge Lane and Fitzpatrick Drive, • Fitzpatrick Drive (entire length), • Jillamatong Drive (entire length), • Bromley Lane (entire length), and • Ridge Lane (entire length). The results of the CrashStats review are summarised in Table 2 below. Table 1: CrashStats Review (2015 – 2019)

Location Crash Type Light Date Time Severity (DCA) Conditions

Wodonga- Left off Yackandandah carriageway Monday 9th Serious (taken Road midblock Dusk 5:15pm into object March 2015 to hospital) (south of Ridge (DCA 171) Lane)

Wodonga- Yackandandah Head on – Monday 28th Road midblock Serious (taken overtaking Day November 6:35am (north of to hospital) (DCA 150) 2017 Fitzpatrick Drive)

3.6. Public Transport Bus Route 7 operates between Beechworth and Albury, with three Albury-bound services and three Beechworth-bound services operating daily. The nearest bus stop is located on Fitzpatrick Drive between Wodonga-Yackandandah Road and Jillamatong Drive.

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4. Development Plan Overlay (DPO17) DPO17 was introduced into the Wodonga Planning Scheme via Planning Scheme Amendment C81 in December 2011, and applies to the subject site, which is known as Baranduda Springs. The objective of DPO17 is … “ to coordinate the low density residential development of the land that is generally in accordance with the Baranduda Springs Concept Plan”. A copy of the concept plan is shown at Figure 17 below.

Figure 17: Baranduda Springs Concept Plan – DPO17 (2011)

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Clause 3.0 of DPO17 states that the development must include the following: • The provision of an additional road access point to Wodonga-Yackandandah Road and any upgrades to the existing Fitzpatrick Drive intersection as required by VicRoads; • The provision of a 2 metre wide public footpath along the waterway reserve; • The minimisation of road crossings over waterways; • Bromley Lane being sealed from the Wodonga-Yackandandah Road to proposed lots located along Bromley Lane with building envelopes located south of the designated watercourse. Principle vehicle access to remaining proposed lots fronting Bromley Lane to be via Jillamatong Drive; • A pedestrian and bicycle friendly internal road network layout and design, and a linkage to possible future network along the Wodonga-Yackandandah Road; Clause 3.0 of the DP017 states that the development plan must be supported by … “a Traffic Impact Assessment Report (TIAR) prepared having regard to VicRoads Access Management Policies to determine the extent of mitigating works required on any declared arterial road. Any mitigating works should be determined in consultation with VicRoads.”

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5. Traffic Engineering Assessment

5.1. Traffic Generation The RTA Guide to Traffic Generating Developments (2002) (RTA Guide) sets out traffic generation rates for a range of developments, based on survey data collected in New South Wales, and is generally regarded as a standard for metropolitan development characteristics. The RTA Guide sets out the following rates for dwelling houses, based on surveys conducted where new subdivisions are being built: Standard Dwellings: • Daily Vehicle Trips = 9 per dwelling • Weekday Peak Hour Vehicle Trips = 0.85 per dwelling Clause 12.3.1 of the Infrastructure Design Manual (IDM) specifies that estimated traffic volumes for undeveloped areas should normally be based upon at least 10 vehicle movements per day (vpd) per lot. Additionally, the AM peak hour traffic survey at the Wodonga-Yackandandah Road/Fitzpatrick Drive intersection identified an AM peak hour traffic generation rate of 0.89 vehicle trips per dwelling for the Fitzpatrick Drive traffic catchment area. For the purpose of undertaking a conservative assessment of the traffic impacts, a rate of 10 vehicle trip-ends per lot per day (IDM rate) has been adopted, with a rate of 0.89 vehicle trips per dwelling adopted for the AM and PM peak hours. Based on these rates, the anticipated daily and peak hour traffic generation is calculated in Table 3 below. Table 2: Traffic Generation Summary

Daily Traffic Generation Peak Hour Traffic Generation Use No. Rate Volume Rate Volume

LDRZ Dwellings 130 10 per dwelling 1,300vpd 0.89 per dwelling 116vph

Table 3 indicates that the proposed low-density residential subdivision is anticipated to generate in the order of 1,300 vehicle trips per day with 116 vehicle trips occurring during the road network peak hours, based on full build-out of the subdivision.

G28449R-01C 13 Traffic Engineering Report Lot 6, Jillamatong Drive, Staghorn Flat

5.2. Traffic Distribution The subject site is located approximately 15 minutes’ drive from central Wodonga, which is the closest major employment, retail and services hub, and approximately an hour from Wangaratta. All traffic entering the site will do so via Fitzpatrick Drive, while exiting traffic will be split across two egress points; Fitzpatrick Drive and the proposed left-out access directly to Wodonga- Yackandandah Road. For the purpose of analysis, the following traffic distribution assumptions have been adopted: • 75% out and 25% in during the AM road network peak hour, • 40% out and 60% in during the PM road network peak hour, • 90% to/from the north (towards Wodonga, Albury, Rutherglen and Corowa), • 10% to/from the south (towards Yackandandah, Beechworth, Myrtleford and Wangaratta), • all “right-out” traffic via Fitzpatrick Drive, and • “left-out” traffic split one-third via Fitzpatrick Drive and two-thirds via the new egress to Wodonga-Yackandandah Road. Figure 18 below shows the anticipated AM and PM peak hour turning movements generated by the site at the Fitzpatrick Drive/Wodonga-Yackandandah Road intersection and the new egress point based on the preceding assumptions.

New Egress 52 (28)

) 62 (

Fitzpatrick Drive

26 (14) 9 (5)

Yackandandah Road -

) 7

( 3 Wodonga

Figure 18: AM (PM) Peak Hour Site-Generated Turning Movements

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5.3. Traffic Growth Traffic count data provided by VicRoads for the first week of September 2009 showed an average midweek two-way daily traffic volume of 3,018vpd. The 2020 traffic volume data on DOT’s Open Data Portal gives an indicative current two-way daily traffic volume of 4,000vpd, with a growth rate of 1.2%. For the purpose of providing a conservative analysis, we have adopted a higher growth rate of 2% per year for the next 10 years to estimate the Wodonga-Yackandandah traffic conditions for the “design year”. Table 4 below shows the 2009, 2020 and estimated 2030 (“design year”) two-way daily traffic volumes on Wodonga-Yackandandah Road in the vicinity of the subject site. Table 3: Wodonga-Yackandandah Road Traffic Volumes

AM Peak PM Peak Two-Way Year Daily Northbound Southbound Northbound Southbound (Midweek)

2009 244vph 83vph 109vph 224vph 3,018vpd

2020 323vph 110vph 144vph 297vph 4,000vpd

2030 388vph 132vph 173vph 356vph 4,800vpd

The adopted 2030 “through” traffic volume on Wodonga-Yackandandah Road at the Fitzpatrick Drive intersection is highly conservative, as this accounts for only the external traffic. Once the proposed subdivision traffic is added, the “design” 2030 two-way daily traffic volume on Wodonga-Yackandandah Road north of Fitzpatrick Drive will be 5,790vpd, corresponding to a 4.5% growth rate per year on Wodonga-Yackandandah Road north of Fitzpatrick Drive.

G28449R-01C 15 Traffic Engineering Report Lot 6, Jillamatong Drive, Staghorn Flat

5.4. Design Traffic Volumes Based on the existing (2009 surveyed) turning movements at Fitzpatrick Drive, full build-out of the site and 2030 through traffic assumptions, Figure 19 below shows the “design” full build-out AM and PM peak hour turning movements at the Wodonga-Yackandandah/Fitzpatrick Drive intersection.

)

9 (7

2 (356) 132

Fitzpatrick Drive

56 (26) 9 (5)

Yackandandah Road -

) 9

( 4 Wodonga (173) 388 Figure 19: AM (PM) Peak Hour “Design” (2030) Turning Movements

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5.5. Traffic Impact The Wodonga-Yackandandah Road/Fitzpatrick Drive Give Way controlled intersection has been tested using SIDRA Intersection software based on the existing layout. The following scenarios have been tested:

• Scenario 1: Existing (2020) conditions. • Scenario 2: Future (2030) conditions without development (growth only). • Scenario 3: Future (2030) conditions with full subdivision build-out (130 lots). A degree of saturation (DOS) of less than 0.8 is considered to be good operating conditions for a Give Way controlled intersection. Table 5 below summarises the SIDRA output for the AM and PM road network peak hours. Full SIDRA output is attached at Appendix B.

Table 4: SIDRA Output – Wodonga-Yackandandah Road/Fitzpatrick Drive Give Way Controlled Intersection

Approach Degree of Saturation Average Delay 95th Percentile Queue

AM PM AM PM AM PM

Scenario 1 – Existing (2020) Conditions, No Development

W-Y Rd South 0.182 0.081 0.0 sec 0.1 sec 0.0m 0.0m

W-Y Rd North 0.062 0.168 0.1 sec 0.3 sec 0.0m 0.4m

Fitzpatrick Dr 0.036 0.013 7.2 sec 6.4 sec 0.1m 0.3m

Scenario 2 – Future Design Year (2030) Conditions, No Development

W-Y Rd South 0.219 0.098 0.0 sec 0.1 sec 0.0m 0.0m

W-Y Rd North 0.074 0.201 0.1 sec 0.3 sec 0.0m 0.4m

Fitzpatrick Dr 0.040 0.014 7.7 sec 6.7 sec 1.0m 0.3m

Scenario 3 – Future Design Year (2030) Conditions, Full Build-Out Development

W-Y Rd South 0.219 0.098 0.1 sec 0.3 sec 0.0m 0.0m

W-Y Rd North 0.074 0.202 1.3 sec 1.2 sec 0.9m 2.0m

Fitzpatrick Dr 0.091 0.037 8.3 sec 7.3 sec 2.3m 0.9m

Table 5 indicates that the Give-Way controlled intersection operates well within acceptable limits with negligible queues and delays, and will continue to do so under post-development conditions. Accordingly, no mitigating works are required at this intersection as a result of the proposed development.

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5.6. AustRoads Turn Warrants The Austroads “Guide to Traffic Management Part 6: Intersections, Interchanges and Crossings” sets out warrants for different turn treatments at arterial road intersections. Figure 20 below shows the warrants for Wodonga-Yackandandah Road at the Fitzpatrick Drive intersection, adopting a design speed of 100km/h and based on the ultimate design volumes shown in Figure 19.

Right Turn (AM) Left Turn (AM) Right Turn (PM) Left Turn (PM)

Figure 20: Austroads Turn Warrants (Design Speed Greater Than or Equal to 100km/h) Figure 20 indicates that the ultimate traffic volumes that the Wodonga-Yackandandah Road/ Fitzpatrick Drive intersection meet the warrants for a channelised right turn (CHR) and basic left turn treatment. Notably, the existing intersection turn lanes meet these requirements. Furthermore, the SIDRA analysis presented in Table 5 indicates that the 95th percentile queue length for vehicles turning right into Fitzpatrick Drive from Wodonga-Yackandandah Road will not exceed a single vehicle, and accordingly there is no requirement to lengthen the exiting turn lane to account for storage.

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5.7. Internal Road Network Traffic Volumes Figure 20 below summarises the two-way daily traffic volumes on the proposed internal road network.

40vpd

400vpd

390vpd

100vpd

120vpd

600vpd 120vpd

50vpd

100vpd

600vpd 240vpd

40vpd

920vpd

Figure 21: Two-Way Daily “Design” (2030) Traffic Volumes

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5.8. Cross-Sections and Road Hierarchy Figure 20 indicates that at its southern end, Jillamatong Drive will carry 920vpd, and will reduce to in the order of 600vpd within most of the subject site, with an anticipated volume of 390vpd at the left-out only connection to Wodonga-Yackandandah Road. All other roads within the site will carry less than 300vpd. Additionally, Fitzpatrick Drive currently carries 320vpd at its intersection with Wodonga- Yackandandah Road. Following full build-out of the proposed subdivision, this will increase to 1,230vpd. Clause 12.4 of the Infrastructure Design Manual sets out requirements for new roads and upgrading of existing roads located in the Low-Density Residential Zone (LDRZ). Table 6 below sets out the relevant requirements. Table 5: Road Characteristics – LDRZ

Indicative Minimum Maximum Minimum Minimum Seal Road Type Shoulder Kerbing Traffic Reserve Width Width Width Volume (vpd)

Low Density Residential 1,000vpd 20m 6.2m 1.5m n/a Access Road

Low Density Residential n/a 32.0m 10.5m 0.0m SM2 Court Bowl

Low Density Residential 6,000vpd 20m 7.0m 1.5m n/a Collector Road

All of the roads within the proposed subdivision will carry less than 1,000vpd and fall within the range for classification as a “Low Density Residential Access Road”. Between Fitzpatrick Drive and the site boundary, Jillamatong Drive is currently crushed rock construction, and varies in width between approximately 6m and 8m within a 20m reserve. As a result of the proposed subdivision, it will need to be upgraded to a 6.2m wide seal, consistent with the “Low Density Residential Access Road” IDM requirement. Fitzpatrick Drive between Jillamatong Drive and Wodonga-Yackandandah Road is already of sufficient construction to accommodate the anticipated development traffic, and no upgrades are required.

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5.9. Bicycle & Pedestrian Network The IDM does not require formal pedestrian or cycle paths on either side of access streets in the Low Density Residential Zone. Having regard to the low-density nature of the subdivision, the streets will carry low volumes and will generally operate as low-speed shared zones. The proposed Development Plan shows the provision of shared pathways along the waterway corridor within the proposed reserve for recreational use, as well as providing a connection to Bromley Lane from the Jillamatong Drive extension, and a connection to Ridge Lane from the end of the Jillamatong Drive extension, which will ultimately facilitate a connection to established residential areas and the wider Baranduda Loop Trail to the north (via Barton Drive). This new connection will also benefit existing residents of the Patricevale Estate to the south. We are satisfied that the proposed provision for pedestrians and cyclists is appropriate in the context of the low-density residential subdivision.

5.10. DPO17 Requirements The relevant DPO17 requirements are addressed in Table 6 below. Table 6: DPO17 Requirements

Requirement Comment

The development must include the provision of An early iteration of the subdivision plan included a an additional road access point to Wodonga- full directional access point to Wodonga- Yackandandah Road and any upgrades to the Yackandandah Road. However, in order to meet the existing Fitzpatrick Drive intersection as turn lane requirements for vehicles entering at this required by VicRoads. location from a high-speed rural arterial road, significant native vegetation removal was required. We are advised that DELWP did not support the second access point to the subdivision directly from Wodonga-Yackandandah Road due to the impact on native vegetation as a result of the need to provide road widening for the turn lanes. Accordingly, an alternative option without this access point was submitted, with the requirement for road access to Wodonga-Yackandandah Road met through provision of an emergency access configuration onto Ridge Lane, which connects to Wodonga-Yackandandah Road. We are advised that CFA had concerns with this option, and in consultation with the authorities, the current plan, with “left out only” onto Wodonga- Yackandandah Road satisfies CFA requirements, negates the need for road widening for deceleration lanes on the arterial road, and minimises native vegetation removal.

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Requirement Comment A separate Road Safety Audit has been prepared at the request of the Department of Transport (DOT – formerly VicRoads) which addresses the suitability of the proposed access point (left out only) to Wodonga-Yackandandah Road. The existing Wodonga-Yackandandah Road/ Fitzpatrick Drive intersection includes a suitable CHR and BAL intersection treatment in accordance with the Austroads warrants for full build-out of the subdivision, and accordingly no mitigating works are required at that intersection to facilitate the subdivision.

The development must include the provision of The Development Plan attached at Appendix A a 2m wide public footpath along the waterway shows that a shared path is proposed along the reserve. waterway reserve, and accordingly this requirement is met.

The development must include the The proposed road layout achieves the intent of this minimisation of road crossings over requirement. waterways.

The development must include Bromley Lane Not applicable. being sealed from the Wodonga-Yackandandah It is not proposed to seal any part of Bromley Lane. Road to proposed lots located along Bromley Lane with building envelopes located south of The proposed subdivision layout has been designed the designated watercourse. Principle vehicle such that all new lots take access from the internal access to remaining proposed lots fronting road network, and the subdivision will not have any Bromley Lane to be via Jillamatong Drive. traffic impact on Bromley Lane.

The development must include a pedestrian Complies. and bicycle friendly internal road network The proposed subdivision includes pedestrian/cycle layout and design, and a linkage to possible connectivity to Bromley Lane and Ridge Lane and future network along Wodonga-Yackandandah makes provision for pedestrian /bicycle connection Road. to Patricevale (south) and Baranduda/Wodonga (north, via Ridge Lane and Barton Drive), as well as a connection to Wodonga-Yackandandah Road via the waterway reserve.

The development plan must be supported by a This report satisfies the requirements of a TIAR, TIAR prepared having regard to VicRoads including traffic generation and distribution Access Management Policies to determine the assessments, allowance for future arterial road extent of mitigating works required on any growth, SIDRA analysis, and assessment against the declared arterial road. Austroads turn warrants. A separate Road Safety Audit report (RSA) has been prepared at the request of DOT to address the design of the proposed left-out access point to Wodonga-Yackandandah Road.

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5.11. Access for Service & Emergency Vehicles The site is located within a designated bushfire prone area. The CFA Planning Guidelines for Subdivisions in Bushfire-Prone Areas includes a number of road access performance criteria and requirements, which area addressed in Table 7 below. Table 7: CFA Bushfire-Prone Areas Road Network Performance Criteria & Requirements

Performance Requirements Comments Criteria

The road All subdivisions must Complies. network enables have at least two The development includes the primary subdivision multiple different access access point (via Jillamatong Drive and Fitzpatrick Drive linkages to options. to Wodonga-Yackandandah Road), a secondary left-out different roads access point directly to Wodonga-Yackandandah Road within and and emergency access for CFA vehicles will also be external to the available to the north of the development via Ridge Lane subdivision. to Barton Drive or Wodonga-Yackandandah Road.

Roads within the There are limited opportunities for this to occur in the subdivision link to context of the surrounding land use zoning and rural road roads in adjacent construction, however a 6m wide pedestrian accessway subdivisions. connection is proposed between the subdivision and the adjacent Bromley Lane, and a 10m wide link is proposed to connect the northern end of Jillamatong Drive to Wodonga-Yackandandah Road and Barton Drive via Ridge Lane. Both are useable accessways in the event of a fire/emergency.

Perimeter roads are Bromley Lane, Ridge Lane and Wodonga-Yackandandah encouraged. Road essentially perform this function along much of the site perimeter. Due to the topography and land tenure, it is not feasible to place a perimeter road above all of the western edge of the development site, however all lots can be designed to provide access to CFA firefighting vehicles.

Dead-end roads and A number of short cul de sacs are proposed. All have cul de sacs are been appropriately designed to allow for service and discouraged. emergency vehicles to easily turn around, and none will carry more than 100vpd.

The road The capacity of the Complies. network is road network is likely There is ample spare capacity at the Wodonga- capable of to enable residents, Yackandandah Road/Fitzpatrick Drive intersection to handling the visitors and emergency accommodate increased traffic volumes in an volume of traffic traffic to use the road emergency, and residents and visitors can also exit the in bushfire network in bushfire subdivision efficiently via the left-out access point emergencies. emergencies with directly to Wodonga-Yackandandah Road, while CFA minimal conflicts and vehicles can enter via Ridge Lane and Fitzpatrick Drive. delay.

G28449R-01C 23 Traffic Engineering Report Lot 6, Jillamatong Drive, Staghorn Flat

Performance Requirements Comments Criteria

Residents and visitors All of the proposed roads within the subdivision will meet are unlikely to be the IDM and CFA requirements with regard to dimensions trapped on impassable and are suitable for passing and more than one egress and congested roads point is provided. during bushfires.

In addition to the above requirements, roads should be designed to allow fire-truck access, including allowing for emergency vehicles and other vehicles to pass each other. Specifically, roads are required to meet the design standards specified in CFA’s reference documents, which include: • Requirements for Water Supplies and Access for Subdivisions in Residential 1 and 2 and Township Zones, and • CFA Preferred Requirements: Water Supplies & Access for Subdivisions in Rural Zones It is noted that both guidelines list the zones to which they apply, and neither list Low Density Residential Zone, however Rural Living Zone is listed in the Rural Zones document and is considered to be the appropriate standard in this case. Road Width The following relevant road access requirements apply: • Roads are wide enough for fire trucks to gain access to a safe working area close to buildings and water supplies whether or not on-street parking spaces are being occupied. • A minimum of 7.3m in trafficable width where cars park on both sides, or 5.4m in trafficable width where cars may park on one side only, or 3.5m width with no parking and 0.5m clearance to structures on either side and if this width applies, there must be passing bays at least 20m long, 6m wide and located not more than 200m apart. The proposed subdivision lots are large, and visitor parking will generally be accommodated on- site. Accordingly, the IDM access road width of 6.2m will satisfactorily provide for emergency vehicle access, even if a vehicle is parked on one side, and is appropriate. Turning Bays In relation to dead-ends, the CFA Guidelines state that … “constructed roads more than 60m in length from the nearest intersection must have a turning circle with a minimum radius of 8m (including roll-over kerbs if they are provided)”. Each of the proposed dead-ends has a court-bowl which exceeds this minimum requirement, complies with the IDM requirement, and will easily allow fire-trucks to turn around. Battle Axe Lots In relation to battle-axe lots, the CFA Guidelines state that … “constructed driveways within battle axe lots must be a minimum traffickable width of 3.5m and a minimum 0.5m clearance to structures either side of the traffickable width maintained with minimum vertical clearance of 4m”.

G28449R-01C 24 Traffic Engineering Report Lot 6, Jillamatong Drive, Staghorn Flat

There are a small number of battle-axe lots which may be proposed within the subdivision, and each will have a minimum width of 8m along the driveway section, which is more than sufficient to meet the CFA access requirements. Accordingly, we are satisfied that adequate provision is made for service and emergency vehicle access within the proposed subdivision. Road Construction In relation to road construction, the CFA Guidelines state that … “roads must be constructed to a standard so that they are accessible in all weather conditions and capable of accommodating a vehicle of 15 tonnes for the trafficable road width”. All roads within the site and providing access to the site will be sealed and will easily met this requirement. Ridge Lane is able to provide secondary emergency vehicle access and is already signed as a fire access track. The proposed emergency connection between Ridge Lane and the internal access road network does not need to be sealed, but will need to meet this requirement, and can be addressed via a permit condition. Road Grades CFA’s Guidelines provide the following guidance on grades for emergency vehicle access: • The average grade must be no more than one in seven (14.4%) (8.1 degrees) with a maximum of no more than one in five (20%) (11.3 degrees) for no more than 50 metres. The minimum radius for driveway curves is 10m. Dips must have no more than a one in eight (12%) (7.1 degree) entry and exit angle. The site has an undulating terrain, and some short sections of road will exceed a grade of 1 in 7 but can be graded so as not to exceed 1 in 5 for more than 50m in accordance with CFA’s requirements. This can be specified as a permit condition and addressed during detailed design.

G28449R-01C 25 Traffic Engineering Report Lot 6, Jillamatong Drive, Staghorn Flat

6. Conclusions Having undertaken a detailed traffic engineering assessment of the proposed LDRZ residential subdivision at Lot 6, Jillamatong Drive, Staghorn Flat (Baranduda Springs), we are of the opinion that:

a) the proposed residential subdivision provides appropriate connections to the surrounding road network, b) the likely traffic volume on each of the streets will be consistent with (or less than) the volumes suggested within the IDM for each given street, c) the Fitzpatrick Drive/Wodonga-Yackandandah Road Give-Way controlled intersection operates well within acceptable limits with negligible queues and delays, and will continue to do so under post-development conditions and accordingly, no mitigating works are required at this intersection as a result of the proposed development, d) Jillamatong Drive will need to be upgraded to at least a 6.2m wide sealed carriageway to comply with the IDM requirements having regard to the level of traffic generated by the subdivision, e) subject to d) above, traffic generated by the proposed subdivision can easily be accommodated on the surrounding road network and intersections without any adverse impacts and no mitigating works are required on the arterial road network, f) adequate provision is made within the subdivision for pedestrians and cyclists in accordance with the DPO17 and IDM requirements including connectivity to surrounding roads, g) the proposed road geometry will be sufficient for the passage of service and emergency vehicles subject to appropriate construction of the emergency access connection to Ridge Lane (capable of accommodating 15 tonne vehicles), and h) there are no traffic engineering reasons why a permit should not be granted for the proposed LDRZ residential subdivision at Lot 6, Jillamatong Drive, Staghorn Flat (Baranduda Springs).

G28449R-01C 26

Appendix A ppendix

Appendix A Development Plan

G28449R-01C 13 RIDGE LANE 5 6 7

8 2 6 8 2 3

2 15

4 4 3 9 2

9 2 2 2 4 10

11 4

KEY DESIGN FEATURES 10

WODONGA - YACKANDANDAH ROAD 1. DENSITY OF NEW LOTS BORDERING 4 PATRICEVALE ALONG BROMLEY LANE 2 TO MATCH DENSITY OF EXISTING LOTS ALONG BROMLEY LANE 4 2. STANDARD BUILDING SETBACK OF 10m FROM INTERNAL ROAD RESERVE 3. NO LOT ACCESS TO WODONGA - YACKANDANDAH ROAD 4. STANDARD BUILDING SETBACK 30m 2 4 FROM WATERWAYS 5. SECONDARY EMERGENCY ACCESS TO 12 DEVELOPMENT VIA EXISTING RIDGE 6 LANE 1 3 6. STANDARD BUILDING SETBACK 20m 2 FROM EXISTING PROPERTY AND ROAD RESERVE BOUNDARIES. 2 7. NO RESIDENTIAL LOT ACCESS FROM RIDGE LANE 8. SINGLE OWNER FOR LAND MANAGEMENT PURPOSES 12 2 9. MINIMUM 50m SETBACK FROM PROPERTY BOUNDARY BROMLEY LANE 10. BUILDING SETBACK 10m FROM PROPERTY BOUNDARY

JILLAMATONG 11. INTERNAL ROAD CREEK CROSSING 4 LOCATION SELECTED TO MINIMISE NATIVE VEGETATION LOSSES. 12. MINIMISE RESIDENTIAL LOT ACCESS FROM BROMLEY LANE. 12 1 4 13. SERVICES CORRIDOR AND FUTURE 6 PEDESTRIAN / CYCLE LINK. LEGEND 14. MINIMUM 5m SETBACK FOR BUILDINGS FROM REAR / SIDE BOUNDARIES. BUILDING ENVELOPES ROAD 12 15. DEVELOPMENT SECONDARY ACCESS BUILDING EXCLUSION ZONE VIA EXIT / LEFT TURN ONLY TO WODONGA - YACKANDANDA ROAD. FUTURE RESERVE BOUNDARY

BUSHFIRE MANAGEMENT OVERLAY FOR SUBMISSION DEVELOPMENT LIMIT BARANDUDA SPRINGS DESIGNATED WATERWAY JILLAMATONG DR. STAGHORN FLAT DETERMINED WATERWAY RURAL RESIDENTIAL SUBDIVISION INDICATIVE PEDESTRIAN / CYCLIST LINK DEVELOPMENT PLAN EXISTING BUILDINGS BARANDUDA SPRINGS PTY LTD P. SPENCER INTERNAL SHARED ROAD 23588 30-04-2020 EXISTING DAM 1 of 1 FUTURE PEDESTRIAN / JCA Land Consultants 100 50 0 100 200(m) Surveying - Engineering - Town Planning CYCLE LINK BY COUNCIL 1:5000 Email [email protected] www.jcalc.com.au 04 A3

Appendix B ppendix

Appendix B SIDRA Output

G28449R-01C MOVEMENT SUMMARY Site: 101 [Wodonga-Yackandandah Road/Fitzpatrick Drive - AM Peak Existing] Wodonga Yackandandah Road/Fitzpatrick Drive AM Peak Hour Existing Conditions (2020) Site Category: (None) Giveway / Yield (Two-Way)

Movement Performance - Vehicles Mov TurnDemand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Aver. No. Average ID Total HVSatn Delay Service Vehicles Distance Queued Stop Rate Cycles Speed veh/h % v/c sec veh m km/h South: Wodonga-Yackandandah Rd (S) 1 L2 1 3.0 0.001 5.6 LOS A 0.0 0.0 0.00 0.58 0.00 53.5 2 T1 340 7.0 0.182 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 60.0 Approach 341 7.0 0.182 0.0 NA 0.0 0.0 0.00 0.00 0.00 59.9

North: Wodonga-Yackandandah Rd (N) 8 T1 116 7.0 0.062 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 60.0 9 R2 1 3.0 0.001 6.9 LOS A 0.0 0.0 0.41 0.55 0.41 51.9 Approach 117 7.0 0.062 0.1 NA 0.0 0.0 0.00 0.00 0.00 59.9

West: Fitzpatrick Drive 10 L2 32 3.0 0.036 7.2 LOS A 0.1 0.9 0.40 0.63 0.40 52.2 12 R2 1 3.0 0.036 9.6 LOS A 0.1 0.9 0.40 0.63 0.40 52.0 Approach 33 3.0 0.036 7.2 LOS A 0.1 0.9 0.40 0.63 0.40 52.2

All Vehicles 491 6.7 0.182 0.5 NA 0.1 0.9 0.03 0.04 0.03 59.3

Site Level of Service (LOS) Method: Delay (SIDRA). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement. Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: TRAFFIX GROUP PTY LTD | Processed: Tuesday, 19 May 2020 12:09:00 PM Project: P:\Synergy\Projects\GRP2\GRP28449\07-Analysis\SIDRA\28449 SIDRA.sip8 MOVEMENT SUMMARY Site: 101 [Wodonga-Yackandandah Road/Fitzpatrick Drive - AM Peak Future No Dev.] Wodonga Yackandandah Road/Fitzpatrick Drive AM Peak Hour Design Year Conditions (2030) - No Development Site Category: (None) Giveway / Yield (Two-Way)

Movement Performance - Vehicles Mov TurnDemand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Aver. No. Average ID Total HVSatn Delay Service Vehicles Distance Queued Stop Rate Cycles Speed veh/h % v/c sec veh m km/h South: Wodonga-Yackandandah Rd (S) 1 L2 1 3.0 0.001 5.6 LOS A 0.0 0.0 0.00 0.58 0.00 53.5 2 T1 408 7.0 0.219 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 60.0 Approach 409 7.0 0.219 0.0 NA 0.0 0.0 0.00 0.00 0.00 59.9

North: Wodonga-Yackandandah Rd (N) 8 T1 139 7.0 0.074 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 60.0 9 R2 1 3.0 0.001 7.3 LOS A 0.0 0.0 0.45 0.57 0.45 51.6 Approach 140 7.0 0.074 0.1 NA 0.0 0.0 0.00 0.00 0.00 59.9

West: Fitzpatrick Drive 10 L2 32 3.0 0.040 7.6 LOS A 0.1 1.0 0.44 0.66 0.44 51.9 12 R2 1 3.0 0.040 10.9 LOS B 0.1 1.0 0.44 0.66 0.44 51.6 Approach 33 3.0 0.040 7.7 LOS A 0.1 1.0 0.44 0.66 0.44 51.9

All Vehicles 582 6.8 0.219 0.5 NA 0.1 1.0 0.03 0.04 0.03 59.4

SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: TRAFFIX GROUP PTY LTD | Processed: Tuesday, 19 May 2020 12:11:51 PM Project: P:\Synergy\Projects\GRP2\GRP28449\07-Analysis\SIDRA\28449 SIDRA.sip8 MOVEMENT SUMMARY Site: 101 [Wodonga-Yackandandah Road/Fitzpatrick Drive - AM Peak Future Full Build-Out] Wodonga Yackandandah Road/Fitzpatrick Drive AM Peak Hour Design Year Conditions (2030) - Ultimate Full Build-Out Site Category: (None) Giveway / Yield (Two-Way)

Movement Performance - Vehicles Mov TurnDemand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Aver. No. Average ID Total HVSatn Delay Service Vehicles Distance Queued Stop Rate Cycles Speed veh/h % v/c sec veh m km/h South: Wodonga-Yackandandah Rd (S) 1 L2 4 3.0 0.002 5.6 LOS A 0.0 0.0 0.00 0.58 0.00 53.5 2 T1 408 7.0 0.219 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 60.0 Approach 413 7.0 0.219 0.1 NA 0.0 0.0 0.00 0.01 0.00 59.9

North: Wodonga-Yackandandah Rd (N) 8 T1 139 7.0 0.074 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 60.0 9 R2 28 3.0 0.032 7.5 LOS A 0.1 0.9 0.46 0.66 0.46 51.5 Approach 167 6.3 0.074 1.3 NA 0.1 0.9 0.08 0.11 0.08 58.3

West: Fitzpatrick Drive 10 L2 59 3.0 0.091 7.7 LOS A 0.3 2.3 0.48 0.71 0.48 51.5 12 R2 9 3.0 0.091 11.6 LOS B 0.3 2.3 0.48 0.71 0.48 51.3 Approach 68 3.0 0.091 8.3 LOS A 0.3 2.3 0.48 0.71 0.48 51.4

All Vehicles 648 6.4 0.219 1.3 NA 0.3 2.3 0.07 0.11 0.07 58.5

SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: TRAFFIX GROUP PTY LTD | Processed: Friday, 4 September 2020 12:23:13 PM Project: \\Tfxsrv02\group\Synergy\Projects\GRP2\GRP28449\07-Analysis\SIDRA\28449 SIDRA - Sept 2020.sip8 MOVEMENT SUMMARY Site: 101 [Wodonga-Yackandandah Road/Fitzpatrick Drive - PM Peak Existing] Wodonga Yackandandah Road/Fitzpatrick Drive PM Peak Hour Existing Conditions (2020) Site Category: (None) Giveway / Yield (Two-Way)

Movement Performance - Vehicles Mov TurnDemand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Aver. No. Average ID Total HVSatn Delay Service Vehicles Distance Queued Stop Rate Cycles Speed veh/h % v/c sec veh m km/h South: Wodonga-Yackandandah Rd (S) 1 L2 2 3.0 0.001 5.6 LOS A 0.0 0.0 0.00 0.58 0.00 53.5 2 T1 152 7.0 0.081 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 60.0 Approach 154 6.9 0.081 0.1 NA 0.0 0.0 0.00 0.01 0.00 59.9

North: Wodonga-Yackandandah Rd (N) 8 T1 313 7.0 0.168 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 60.0 9 R2 18 3.0 0.015 6.1 LOS A 0.1 0.4 0.26 0.56 0.26 52.3 Approach 331 6.8 0.168 0.3 NA 0.1 0.4 0.01 0.03 0.01 59.5

West: Fitzpatrick Drive 10 L2 13 3.0 0.013 6.2 LOS A 0.0 0.3 0.26 0.55 0.26 52.7 12 R2 1 3.0 0.013 9.7 LOS A 0.0 0.3 0.26 0.55 0.26 52.5 Approach 14 3.0 0.013 6.4 LOS A 0.0 0.3 0.26 0.55 0.26 52.7

All Vehicles 498 6.7 0.168 0.4 NA 0.1 0.4 0.02 0.04 0.02 59.4

SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: TRAFFIX GROUP PTY LTD | Processed: Tuesday, 19 May 2020 12:14:31 PM Project: P:\Synergy\Projects\GRP2\GRP28449\07-Analysis\SIDRA\28449 SIDRA.sip8 MOVEMENT SUMMARY Site: 101 [Wodonga-Yackandandah Road/Fitzpatrick Drive - PM Peak Future No Dev.] Wodonga Yackandandah Road/Fitzpatrick Drive PM Peak Hour Design Year Conditions (2030) - No Development Site Category: (None) Giveway / Yield (Two-Way)

Movement Performance - Vehicles Mov TurnDemand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Aver. No. Average ID Total HVSatn Delay Service Vehicles Distance Queued Stop Rate Cycles Speed veh/h % v/c sec veh m km/h South: Wodonga-Yackandandah Rd (S) 1 L2 2 3.0 0.001 5.6 LOS A 0.0 0.0 0.00 0.58 0.00 53.5 2 T1 182 7.0 0.098 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 60.0 Approach 184 7.0 0.098 0.1 NA 0.0 0.0 0.00 0.01 0.00 59.9

North: Wodonga-Yackandandah Rd (N) 8 T1 375 7.0 0.201 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 60.0 9 R2 18 3.0 0.015 6.2 LOS A 0.1 0.4 0.29 0.57 0.29 52.2 Approach 393 6.8 0.201 0.3 NA 0.1 0.4 0.01 0.03 0.01 59.6

West: Fitzpatrick Drive 10 L2 13 3.0 0.014 6.3 LOS A 0.0 0.3 0.29 0.56 0.29 52.6 12 R2 1 3.0 0.014 11.0 LOS B 0.0 0.3 0.29 0.56 0.29 52.4 Approach 14 3.0 0.014 6.7 LOS A 0.0 0.3 0.29 0.56 0.29 52.6

All Vehicles 591 6.8 0.201 0.4 NA 0.1 0.4 0.02 0.03 0.02 59.5

SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: TRAFFIX GROUP PTY LTD | Processed: Tuesday, 19 May 2020 12:15:52 PM Project: P:\Synergy\Projects\GRP2\GRP28449\07-Analysis\SIDRA\28449 SIDRA.sip8 MOVEMENT SUMMARY Site: 101 [Wodonga-Yackandandah Road/Fitzpatrick Drive - PM Peak Future Full Build-Out] Wodonga Yackandandah Road/Fitzpatrick Drive PM Peak Hour Design Year Conditions (2030) - Ultimate Full Build-Out Site Category: (None) Giveway / Yield (Two-Way)

Movement Performance - Vehicles Mov TurnDemand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Aver. No. Average ID Total HVSatn Delay Service Vehicles Distance Queued Stop Rate Cycles Speed veh/h % v/c sec veh m km/h South: Wodonga-Yackandandah Rd (S) 1 L2 9 3.0 0.005 5.6 LOS A 0.0 0.0 0.00 0.58 0.00 53.5 2 T1 182 7.0 0.098 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 60.0 Approach 192 6.8 0.098 0.3 NA 0.0 0.0 0.00 0.03 0.00 59.6

North: Wodonga-Yackandandah Rd (N) 8 T1 375 7.0 0.202 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 60.0 9 R2 83 3.0 0.071 6.3 LOS A 0.3 2.0 0.31 0.59 0.31 52.2 Approach 458 6.3 0.202 1.2 NA 0.3 2.0 0.06 0.11 0.06 58.4

West: Fitzpatrick Drive 10 L2 27 3.0 0.037 6.3 LOS A 0.1 0.9 0.32 0.59 0.32 52.2 12 R2 5 3.0 0.037 12.2 LOS B 0.1 0.9 0.32 0.59 0.32 52.0 Approach 33 3.0 0.037 7.3 LOS A 0.1 0.9 0.32 0.59 0.32 52.2

All Vehicles 682 6.3 0.202 1.2 NA 0.3 2.0 0.05 0.11 0.05 58.4