Integrated Transport and Access Review Arden Macaulay Amendment C190
28/06/13
13M1028000
Integrated Transport and Access Review
Arden Macaulay
Amendment C190
Issue: A 28/06/13
Client: Melbourne City Council Reference: 13M1028000 GTA Consultants Office: VIC
Quality Record Issue Date Description Prepared By Checked By Approved By
Cameron Martyn / Tom A 28/06/13 Final Nathan Moresi Courtice / Rory Rathborne
© GTA Consultants (GTA Consultants (VIC) Pty Ltd) 2012 The information contained in this document is confidential and intended solely for the use of the client for the purpose for which it has been prepared and no representation is made or is to be implied as being made to any third party. Use or copying of this document in whole or in part without the written permission of GTA Consultants constitutes an infringement of copyright. The intellectual property contained in this document remains the property of GTA Consultants.
Executive Summary
Executive Summary
GTA Consultants (GTA) has undertaken a review of the existing and future transport and access conditions for the Arden-Macaulay Structure Plan area, as shown in the figure below, to support Melbourne City Council’s C190 Amendment. Arden-Macaulay Structure Plan Area and C190 Amendment Area
The review has been based on the land use and transport change envisaged in the Arden-Macaulay structure plan. The following summary sets out the key findings of the review. Future Land Uses i Based on the land use and development assumptions agreed with Council, the following growth estimates have been adopted across the Arden-Macaulay Structure Plan area for the purpose of this study: an additional 9,328 residential dwellings an additional 467,000 sq.m of office/commercial area an additional 73,000 sq.m of retail area.
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ii The above land use estimates are considered to represent a highly conservative assessment and further consideration of these figures may be beneficial. Existing Issues The following existing issues have been identified and will need to be considered further in assessing the viability of the proposed Structure Plan. The pedestrian environment in the precinct offers opportunity for improvement. The existing network is not at ‘human scale’ (predominantly industrial scale streets) and this poses a challenge to pedestrian movement and activity e.g. lack of passive surveillance and perceptions of safety, poor surface quality, lack of DDA treatments. This will present an ongoing challenge to provide an improved public realm to support land use change and activity in the precinct. It is anticipated that Development Contribution Plans (DCPs) will have a strong role to play in providing public realm improvements. CityLink, the Upfield railway line and Moonee Ponds creek present a barrier with limited crossing points and poor surveillance, lighting and safety. This also represents an opportunity due to the north-south accessibility afforded by the Capital City Trail alignment. A high proportion of traffic in the precinct is through traffic, which does not promote local amenity or land uses. As the precinct develops, this through traffic is likely to be displaced to other routes and / or modes as local traffic increases, which will further impact on the congestion on surrounding arterial roads. Significant traffic volumes on roads at the edge of the precinct (Racecourse Rd / Flemington Rd) form barriers to local access. Freight traffic interface with sensitive land uses will need to be increasingly considered and carefully managed as the precinct transitions. In order to maintain a good public transport level of service, there is a need to relieve existing congestion, provide additional connectivity, cater for external growth and through trips (for example to growth areas) as well as growth within the study area . A key challenge for the future will be ensuring that public transport in the precinct (which will be carrying through trips) has sufficient capacity to cater for both existing and future local needs. Accessibility upgrades are required at local railway stations and tram stops to be consistent with Disability Standards for Accessible Public Transport (DSAPT). The main on-road cycling routes do not comply with the relevant Austroads guidelines, and should be upgraded to separated routes to encourage new cyclists to use them (part of a wider network issue).
Future Transport Network Operation
Traffic i GTA undertook an assessment of the likely additional traffic generated by future development as envisaged in the Structure Plan (based on agreed land uses) and its impacts on the surrounding road network. ii This assessment indicated that traffic generated by additional development in the precinct will be less than the existing through traffic (or within the capacity of the existing road network). This will likely result in a displacement of through traffic to accommodate locally generated traffic once the network reaches capacity. This displacement of traffic will occur gradually as local traffic demands on the network increase due to ongoing development activity.
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iii Boundary Road is a key north-south link through the precinct and is likely to carry in the order of 20,000vpd (in comparison to the estimated existing daily volume of 6,000vpd). Whilst at the upper limit of a 2 lane road, with appropriate intersection upgrades this is considered to be acceptable. Furthermore, introduction of bus priority measures could be considered to improve operation. iv Macaulay Road traffic capacity is currently restricted by the existing at-grade rail crossings. This situation may be exacerbated by additional train services on the Upfield and Craigieburn Lines. Traffic volumes on Macaulay Road are not predicted to increase although through trips are likely to be redistributed to other arterial routes. Direct access (crossovers) to major traffic routes should be avoided where practical or otherwise treated appropriately. v Stubbs Street is expected to carry in the order of 12,000vpd (in comparison to the estimated existing daily volume of 3,900vpd) and is an important route for traffic avoiding congestion in the vicinity of the Macaulay Road level crossing of the Craigieburn Line. The existing road configuration is considered appropriate to support this level of traffic. Direct access (crossovers) should be avoided where practical. vi The remaining local road network is expected to carry less than 3,000vpd (i.e. no significant increase on the existing daily volumes that will result in the re-classification of the roads) reflective of their local road status and could support pedestrian and cycle activity. vii More broadly, traffic demands on the surrounding arterial network are anticipated to increase significantly in the next 20 years resulting in increased pressure on the existing road network. In order to maintain good amenity to the future residents and encourage active transport take up, appropriate Local Area Traffic Management (LATM) measures should be implemented to restrict the intrusion of external traffic. viii The proposed East-West Link has minimal impact on the predicted traffic volumes within this precinct, but results in a decrease in the traffic demands on a number of surrounding arterial roads (Racecourse Road, Flemington Road).
Cycling i Key cycle routes through the precinct are Macaulay Road and Boundary Road. Given that both these routes are expected to carry significant levels of traffic, bicycle segregation along these routes is required. ii Given the other demands on Boundary Road, it is likely that in order to provide segregated cycle lanes a decrease in on-street car parking capacity would be required. A potential future cross section for Boundary Road is shown at Appendix C. iii Local roads are anticipated to carry levels of traffic that would support shared use by both bicycles and private vehicles, if appropriate speed limits are in place.
Walking i The existing pedestrian network provides adequate access but poor amenity within the structure plan area with low levels of priority at arterial road crossings. In addition, the Moonee Ponds Creek is a significant barrier to pedestrians. ii Improvements to walkability and the pedestrian network can usually be undertaken relatively simply with low cost when compared to new public transport or road infrastructure. iii The development of future land uses and built form changes envisaged by C190 are likely to improve the amenity for pedestrians.
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iv The proposed Smith Street crossing of Moonee Ponds Creek will increase the ability for pedestrians to cross the creek and responds to a key gap in the network between Racecourse Road and Macaulay Road. v The proposed network of roads generally provides for good connectivity for pedestrians linking them to key destinations such as transport nodes. vi Improvements to pedestrian priority and safety around key transport nodes will be required to support the take up and efficient operation of the future public transport network.
Public Transport i Significant increases to the existing public transport frequencies (such as a train every 10 minutes on the Upfield line) are anticipated in the modelling used for this report and result in a greater take up of public transport. ii The introduction of the Arden Station as part of the Melbourne Metro rail project will improve access to a broad range of employment and services in the area, in particular for commuters from southern and eastern suburbs. iii Implementation of a bus route on Boundary Road will provide an important north-south link with a direct connection via the Boundary Road extension to the future Arden Station. iv Improvements to bus priority on key links such as Macaulay Road and Boundary Road are required to encourage the take up of public transport.
Car Parking i GTA Identified appropriate car parking rates based on comparisons to other similar precincts with adopted rates. ii These comparisons suggest that the following car parking rates may be suitable for the Arden-Macaulay study area: Residential: 1.5 spaces per dwelling (maximum) Retail: 1 space per 100sqm (maximum) Office: 1 space per 100sqm (maximum) Industry: 1 space per 150sqm (maximum) iii The impact of these rates on the precinct is that each development site is likely to require the provision of 1-3 levels of car parking (but is anticipated to be predominantly 1-2 levels). Alternatively, to reduce the need to provide car parking on-site, consideration should be given to the provision of car parking stations which would also encourage greater sharing of car parking between compatible uses.
13M1028000 28/06/13 Integrated Transport and Access Review, Arden Macaulay Issue: A Amendment C190 Table of Contents
Table of Contents
1. Introduction 1 1.1 Scope and Objectives 1 1.2 Arden-Macaulay Structure Plan and Amendment C190 2 1.3 References 4 2. Arden-Macaulay Structure Plan 5 2.1 Preamble 5 2.2 Transport 6 2.3 Built Form and Land Use 8 3. Policy and Background Reports 13 3.1 Local Policy 13 3.2 State Policy 17 4. Existing Conditions 21 4.1 Existing Land Uses 21 4.2 Pedestrian Network 23 4.3 Public Transport Network 24 4.4 Cycling Facilities 27 4.5 Road Network 30 4.6 Car Parking 35 4.7 Mode Share 36 4.8 Freight Movement 37 4.9 Summary of Key Issues & Opportunities 38 5. Transport Modelling 40 5.1 Modelling Overview 40 5.2 2031 VITM Modelling 40 5.3 2031 Local Area Spreadsheet Modelling 44 5.4 Network Operation Review 50 5.5 Summary of Traffic Modelling Findings 54 6. Public Transport 56 6.1 Approach 56 6.2 Summary of public transport improvements 56 6.3 Through Trips 57 6.4 Total Public Transport Trips and Capacity 58 6.5 Melbourne Metro 58 6.6 Boundary Road 59 6.7 Summary 60
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7. Walking and Cycling 61 7.1 Approach 61 7.2 Walking Network 61 7.3 Cycling Network 62 7.4 Summary 63 8. Car Parking 64 8.1 Approach 64 8.2 Comparison of Rates 64 8.3 Summary of Findings 64 8.4 Suggested Parking Rates 65 8.5 Impact of Proposed Parking Rates on Built Form 66 9. Summary 67 9.1 Key Findings 67 9.2 Actions 68
Appendices A: VITM Modelling B: Car Parking Analysis C: Boundary Road Potential Future Typical Cross Section
Figures Figure 1.1: Project Tasks 1 Figure 1.2: Arden-Macaulay Structure Plan Area and C190 Amendment Area 3 Figure 2.1: Proposed Staging of Development within the Structure Plan Area 5 Figure 2.2: Long Term Transport Strategy for Arden-Macaulay 8 Figure 2.3: Built Form 10 Figure 2.4: Zoning to 2025 11 Figure 2.5: Long Term Land Use Strategy 12 Figure 3.1: SNAMUTS 2010 – Inner Melbourne 16 Figure 3.2: VicRoads SmartRoads Network Operating Plan 18 Figure 3.3: VicRoads Principal Bicycle Network and Bicycle Priority Routes 19 Figure 4.1: Existing Land Use by Sector 21 Figure 4.2: Existing VITM Population Densities 22 Figure 4.3: Existing VITM Employment Densities 23 Figure 4.4: Existing Pedestrian Network 24 Figure 4.5: Public Transport services in the City of Melbourne 25 Figure 4.6: Existing Public Transport Services 25 Figure 4.7: Access to Public Transport 27
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Figure 4.8: Bicycle Victoria Super Tuesday AM Peak Cyclist Volumes, March 201128 Figure 4.9: Cyclist Volumes Surveyed in August 2012 28 Figure 4.10: Traffic Volume Thresholds for Bicycle Treatments 29 Figure 4.11: Existing Road Network 30 Figure 4.12: AM Peak Hour Network Operation 32 Figure 4.13: PM Peak Hour Network Operation 33 Figure 4.14: Estimated Existing Daily Traffic Volumes on Key Roads 34 Figure 4.15: Observed Car Parking Demand 36 Figure 4.16: VISTA 09 Mode Shares [1] 37 Figure 4.17: Existing Freight Network 38 Figure 5.1: Spreadsheet Zone Model Structure 45 Figure 5.2: Anticipated 2031 Site Generated AM Peak Hour Volumes 49 Figure 5.3: Anticipated 2031 Site Generated PM Peak Hour Volumes 49 Figure 5.4: Anticipated 2031 Site Generated Daily Volumes 50 Figure 5.5: 2031 Daily Network Operation [1] 53 Figure 5.6: Daily Traffic Volume Comparison 54 Figure 6.1: Additional Public Transport Infrastructure – 2031 57 Figure 6.2: SNAMUTS – 2030 with Melbourne Metro 1 59 Figure 7.1: Access to Rail Stations with Existing Stations and Walking Network 61 Figure 7.2: Access to Rail Stations with MM1 and Sutton Street Link 62
Tables Table 2.1: Supporting Transport Projects Proposed in the Arden-Macaulay Structure Plan 7 Table 4.1: Public Transport Services 26 Table 5.1: Structure Plan versus DoT VITM Land Use Yields for 2031 41 Table 5.2: VITM Mode Share Summary 42 Table 5.3: VITM Private Motor Vehicle Traffic Generation Rates for the Local Study Area 43 Table 5.4: First Principals Base Traffic Generation Rate Summary 43 Table 5.5: First Principals Base Traffic Generation Rate Summary 44 Table 5.6: Anticipated AM Peak Hour Study Area Traffic Generation 46 Table 5.7: Anticipated PM Peak Hour Study Area Traffic Generation 47 Table 5.8: Anticipated Daily Peak Hour Study Area Traffic Generation 48 Table 5.9: Road Network Daily Capacity and Make Up - 2011 51 Table 5.10: Road Network Daily Capacity and Make Up - 2031 52 Table 8.1: Summary of Car Parking Findings 65
13M1028000 28/06/13 Integrated Transport and Access Review, Arden Macaulay Issue: A Amendment C190 Introduction
1. Introduction
1.1 Scope and Objectives
Melbourne City Council (Council) has appointed GTA Consultants to undertake a transport and access review of the proposed Arden-Macaulay Structure Plan area. The purpose of this study is to review the adequacy of transport and access proposals identified in the Arden-Macaulay Structure Plan and other State and local policy to support the anticipated future development that will be permitted under the proposed amendment.
This study comprises of two parts as demonstrated in Figure 1.1 below.
Figure 1.1: Project Tasks
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i Part 1 – Existing conditions. The objective of Part 1 is to understand current transport patterns within, to/ from and through the planning scheme amendment area, including traffic, public transport, walking, cycling and freight movement. ii Part 2 – Future conditions. Part 2 seeks to understand the impact the proposed level of development in the Arden Macaulay Structure Plan area and assess the associated proposed transport measures, to ensure that a high degree of access, mobility and amenity is achieved and to test whether traffic generated impacts. This has been done by undertaking a number of measures, including: assessing the anticipated 2031 traffic generated by the study area based on the level of development envisaged by the Arden Macaulay Structure Plan undertaking strategic transport modelling to test the impacts of external transport infrastructure (e.g. the East-West Link and public transport upgrades) and land use changes assessing the anticipated changes in public transport usage as a result of proposed improvements to the public transport network assessing the impact of car parking on the study area transport network and determining suitable parking rates for the study area assessing the impacts of proposed changes to pedestrian and cyclists facilities within the study area reviewing the impact of existing transport network constraints (e.g. level rail crossings) on the future development of the study area.
The ‘study area’ includes the entire Structure Plan area (noting that some analysis has been undertaken for transport links that extend beyond the study area).
1.2 Arden-Macaulay Structure Plan and Amendment C190
1.2.1 Arden Macaulay Structure Plan
The Arden Macaulay Structure Plan (Structure Plan) was prepared in March 2012 and outlines the future vision, land use and built form for the Arden-Macaulay precinct. The Structure Plan sets out the framework for renewing the existing precinct into a vibrant and liveable place that supports a community that is well connected to all transport modes. The urban renewal of the area is anticipated to result in a notable increase in job, and household densities along with the creation of new community hubs and parks. The Structure Plan is further discussed in Section 3 of this report.
1.2.2 Amendment C190
Amendment C190 will incorporate the zoning and built form controls for a portion of the Arden- Macaulay Structure Plan area. The Structure Plan and C190 amendment areas are shown in Figure 1.2.
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Figure 1.2: Arden-Macaulay Structure Plan Area and C190 Amendment Area
Amendment C190 will implement the recommendations of the Arden Macaulay Structure Plan by making the following Changes to the Melbourne Planning Scheme: “Generally re-zone land from industrial to mixed use and business zones. Apply building design controls for heights, boundary setbacks, active street frontages, weather protection and block access links through a new Schedule 60 to Design and Development Overlay (DDO60). Apply Schedule 26 to the Design and Development Overlay (North Melbourne, West Melbourne and Kensington noise attenuation area) to land being re-zoned from an industrial zone to one that allows residential and other sensitive uses. This DDO will require new, refurbished or converted residential developments and other noise sensitive uses in the vicinity of existing industrial operations to include acoustic measures against noise from those operations. This will ensure that there are no reverse noise amenity impacts from new sensitive uses encroaching on the viability of existing nearby industry.
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Apply an environmental audit overlay to manage potentially contaminated former industrial land where the proposed new zone will allow sensitive uses (such as residential). Delete the incorporated plan overlays affecting the Hotham Estate (IPO3) and the North West Corner of Mark and Melrose Street, North Melbourne (IPO4) as the requirements of these incorporated plans have now been met through the development of these sites and any redevelopment of these sites will now be required to comply with the requirements in DDO60.”
1.3 References
In preparing this report, a number of documents have been referenced, including:
Melbourne Planning Scheme City of Melbourne Municipal Strategic Statement Future Melbourne Melbourne Transport Strategy 2012 Arden-Macaulay Structure Plan and Background Report Amendment C190 Council Officer’s Report, dated 28 February 2012 “City North and Arden-Macaulay – Transport System Review” report prepared by UrbanTrans Melbourne Bicycle Plan 2012-2016 traffic and car parking surveys undertaken by GTA Consultants and obtained from VicRoads and Melbourne City Council as referenced in the context of this report various technical data as referenced in this report an inspection of the structure plan area and its surrounds other documents as nominated.
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2. Arden-Macaulay Structure Plan
2.1 Preamble
The Arden-Macaulay Structure Plan sets out the framework for renewing the existing precinct into a vibrant and liveable place that supports a new community and is well-connected by all modes of transport.
The background report focuses on existing conditions within the precinct, and details the issues and opportunities associated with additional development in the area. The Structure Plan details the desired outcomes for the area after it has undergone the proposed urban renewal, and sets out a number of short-term, medium-term and long-term goals in order to achieve these outcomes.
It is noted that the Structure Plan deals with the development of an area greater than that proposed for Amendment C190. As shown in Figure 2.1, the Structure Plan implementation has been separated into two stages. The first stage is as proposed in Amendment C190, with the second stage proposed for completion after the construction of the Melbourne Metro rail project.
Figure 2.1: Proposed Staging of Development within the Structure Plan Area
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2.2 Transport
The Arden-Macaulay Structure Plan examines the existing and proposed road infrastructure and public transport network, as well as a brief assessment of the provision of car parking, and pedestrian and cycling infrastructure. The report describes the road network in the vicinity of the study area, and assesses the issues and opportunities associated with it. The public transport network is examined in detail, both in terms of existing and proposed service frequency and passenger capacity. Road Network The Structure Plan envisages upgrades to a number of key intersections to provide appropriate priority for public transport, and to ensure the adequate functioning of the road network. This study is designed to support the c190 Amendment through undertaking a detailed analysis of road network and parking infrastructure required to support the level of development envisioned. Public Transport Network The Melbourne Metro project has the potential to enable enhanced public transport provision for the precinct by freeing up capacity at North Melbourne station. The improved rail services will enable greater utilisation of existing railway infrastructure, particularly at Macaulay and Flemington Bridge stations, and support the urban renewal proposed for areas in the vicinity of these stations.
The creation of a priority bus route along Boundary Road linking the land uses in the precinct to Arden Station is also a key public transport improvement listed in the structure plan. Walking and Cycling Walking and cycling are discussed, and issues and opportunities identified at a high level within the Structure Plan area, including east-west access across Moonee Ponds Creek. The Structure Plan proposes to provide an additional pedestrian crossing point over the Creek, and to enhance north-south connectivity on the western side of the creek. In addition, improving and enhancing what is described as an unfriendly pedestrian environment is identified as a key objective of the Structure Plan. This report is part of an ongoing effort by Council to ensure the area is well planned and an appropriate level of infrastructure provided to support the growth envisaged.
The transport related projects identified in the Arden Macaulay Structure Plan are summarised in Table 2.1, and the long term Structure Plan transport strategy is shown at Figure 2.2.
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Table 2.1: Supporting Transport Projects Proposed in the Arden-Macaulay Structure Plan Transport Mode Proposed Project / Structure Plan Vision Improvement of frequency on Upfield & Craigieburn Lines Redevelopment of Macaulay Station Redevelopment of Flemington Bridge Station Construction of Melbourne Metro with a station at Arden Street Public Transport East-west tram along Dynon Road from Footscray CAD to City via Docklands & E-Gate Tram link from Dynon Road to Spencer & Victoria Streets Re-route bus route 402 Footscray – East Melbourne via North Melbourne to create a Boundary Road priority bus route, associated bus priority measures Create a north-south off-road cycle link on the western side of Moonee Ponds Creek An underpass connecting Sutton Street and Smith Street Shared zones introduced on quiet local streets Creation of wider footpaths and open space areas for pedestrians at key locations Develop a well-signed, comprehensive pedestrian/cycle network that links key nodes in Active Travel the precinct Upgrade the Capital City Trail to connect to E-Gate, Docklands, the Yarra and Sandridge Beach Provide a link between the new Arden Central precinct and North Melbourne station Introduce a policy for a minimum of one bicycle space to be provided for each dwelling built Creation of priority away from private vehicles to PT, pedestrians and cyclists Develop a dynamic traffic management plan to minimise non-local vehicular traffic in the area Introduce traffic calming measures on main routes with high pedestrian activity (e.g. lowered speed limits, shared zones etc.) Traffic Retain and extend existing grid street network into development areas Extend Boundary Road corridor into new Arden Central precinct to connect to CBD Work with State Govt to ensure freight movement through area changes as land use does Review parking requirements across the area and prepare a Parking Precinct Plan to limit residential parking where possible and encourage car sharing / bicycle parking
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Figure 2.2: Long Term Transport Strategy for Arden-Macaulay
Source: Arden-Macaulay Structure Plan
2.3 Built Form and Land Use
The Arden-Macaulay Structure Plan includes detailed consideration of land use and built form, including preferred heights for each precinct. This is a critical input to the transport modelling stage of this study, as
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the heights (and resultant indicative development yield for different uses) are critical to understanding study area traffic generation and the anticipated future performance of the transport network.
The preferred future built form and proposed stage 1 zoning (to 2025) are shown in Figure 2.3 and Figure 2.4. Using these figures and other information from the structure plan, GTA prepared indicative land use totals (under a full build out scenario) for the structure plan area. The totals are considered to be conservative, as it is unlikely that the whole structure plan area would be built out to the fullest extent envisaged under the Structure Plan within the envisaged 2031 timeframe. However, this provides a conservative assessment and also ensures that the modelling accounts for any particular area / block that experiences a full build out.
The following development yields were assessed and agreed with Council as an input for the modelling (discussed in further detail in Section 5). These yields are conservative in that they assume that each development site within the Structure Plan area will be built out to a level 30% greater than the maximum height guidelines set out in the Structure Plan. Residential: 9,328 dwellings Office / Commercial: 467,000sq.m Retail: 73,000sq.m.
The long term land use strategy for the area is shown at Figure 2.5.
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Figure 2.3: Built Form
Source: Arden-Macaulay Structure Plan
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Figure 2.4: Zoning to 2025
Source: Arden-Macaulay Structure Plan
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Figure 2.5: Long Term Land Use Strategy
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3. Policy and Background Reports
3.1 Local Policy
3.1.1 Preamble
The Arden-Macaulay Structure Plan and associated Amendment have been prepared with reference to a number of key local policies, which are examined below. It is acknowledged that the policy identified below is not exhaustive, but merely those policies and reports that are most relevant to the transport and access objectives of the Structure Plan.
3.1.2 Future Melbourne
Overview Future Melbourne is Melbourne’s current overarching strategic plan, and was prepared by Melbourne City Council in 2007 to replace the City’s previous strategic plan. The plan envisages Melbourne to be: “a bold, inspirational and sustainable global city and one of the top ten most liveable and sustainable cities in the world.”
Six key goals are outlined in this plan to achieve this vision. They are: “A city for people A prosperous city An eco-city A knowledge city A creative city A connected city”
The areas of the Future Melbourne plan relevant to this study are outlined as follows. A city for people This goal identifies that Melbourne is to grow significantly over the next 10 years. Specifically, Future Melbourne identifies that the City of Melbourne’s residential population is to increase from 86,000 in 2008 to 140,000 in 2020. Along with growing, the city aims to remain a liveable, sustainable and economically vital area. A prosperous city Future Melbourne identifies the importance of providing infrastructure to support global connectivity and enhance prosperity within the city. The provision of high-quality passenger and freight transport infrastructure are seen as key elements of achieving this goal. An eco-city This goal aims to make Melbourne a zero net emissions city by having residents, workers and transport reduce their greenhouse gas emissions. Specifically to transport, the aim is to have a reduction in emissions for all trips within and to/from the municipality per passenger kilometre. This in effect aims to encourage the use of sustainable transport within the Melbourne City area.
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A connected city This goal is most relevant to the transport component of this study. In terms of public transport, the plan aims to provide effective and integrated public transport by improving and expanding metro public transport, encouraging new urban growth as transit-oriented development, integrate public transit with pedestrian and cycling and to provide an accessible and integrated public transport system.
For walking and cycling, the plan aims to reduce deaths and serious injuries to cyclists to zero by making the on-road and off-road cycling network safer, to provide quality end-of-trip facilities for cyclists, and to create a comprehensive and well-connected network of walking paths and pedestrian places to enhance Melbourne’s pedestrian friendliness.
3.1.3 Melbourne Municipal Strategic Statement
The Melbourne Municipal Strategic Statement (MSS) provides the overarching vision, objectives and strategies for managing the development and use of land within the City of Melbourne.
The Draft MSS was adopted by Melbourne City Council on 7 August 2012.
The MSS splits precincts of the city into ‘Stable Areas’ and ‘Urban Renewal Areas’. Urban Renewal Areas are identified as the locations for the next generation of the city’s urban renewal. The Arden- Macaulay precinct has been classified as one of the Urban Renewal Areas, along with the City North, E- Gate and Fishermans Bend precincts.
Urban Renewal Areas present an opportunity to develop new precincts and neighbourhoods with a mix of uses at higher densities, and enable the provision of high-quality walking, cycling and public transport facilities.
The Draft MSS also identifies the transport initiatives proposed for these precincts and the whole City, specifically the Melbourne Metro, Regional Rail Link, and the East-West road tunnel (WestLink). The existing and proposed transport infrastructures have all been factors when considering the future of the city.
3.1.4 Melbourne Transport Strategy 2012
The Melbourne Transport Strategy 2012 is the strategic transport planning document for the City of Melbourne. The Transport Strategy sets key directions and targets in terms of transport policy for the next two decades.
The key directions as outlined in the Transport Strategy are as follows:
Integrate transport and land use planning. Go anywhere, anytime public transport for inner Melbourne. Support public transport, walking and cycling as the dominant modes of transport in inner Melbourne. Make Melbourne a cycling city. Foster innovative, low-impact freight and delivery in central Melbourne.
In terms of its purpose, the strategy outlines five goals, as detailed below:
Coordinate the City of Melbourne’s transport initiatives: plans, programs, research and five- year capital works program. Coordinate the City of Melbourne’s strategic land use development policy.
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Advocate the City of Melbourne’s position on transport and related land use policy to State Government. Enable alignment between City of Melbourne and State Government investment in transport infrastructure, service improvements, programs and research. Enable alignment between the City of Melbourne and its many stakeholders including traders, businesses, universities and neighbours.
These directions and goals set out the aim of the strategy going forward. In terms of its direct relevance to the Arden-Macaulay precinct, the strategy identifies that the planned urban renewal in this precinct will require high-quality public transport and pedestrian links to/from these locations to ensure access to quality transport is available. The strategy resolves to work with State Government to ensure this planning outcome is achieved.
3.1.5 Transport Systems Review 2011
In January 2011, UrbanTrans provided the City of Melbourne with a Transport System Review of the City North and Arden-Macaulay precincts. Specifically, this study looked to the existing transport systems and infrastructure within the area, identified issues and opportunities in regards to transport in and around the precincts, projected the likely outcomes of the anticipated development proposed for the precincts, and provided a number of strategies and projects to address the transport needs and issues for Melbourne’s north.
The report identified that many key roads within the road network of the area were at or nearing capacity, and that the roads capable of accommodating additional traffic were along residential frontages, thus providing a conflicting planning outcome.
The report also identified that the proposed Melbourne Metro would provide great benefit to the Arden-Macaulay precinct with the proposed Arden railway station. This improved access and capacity on the public transport network would enable urban renewal of the area and specifically encourage the desired outcomes of transit-oriented development. The report also identified a number of tram route modifications and improvements to improve existing services and facilitate additional development within the precinct.
The draft report that was reviewed includes assessments about future transport demand to, from and through the Arden-Macaulay precinct.
3.1.6 SNAMUTS Melbourne 2010 Report
SNAMUTS (Spatial Network Analysis for Multimodal Urban Transport Systems) is a tool developed to determine accessibility to key land uses via public transport for a given urban area. SNAMUTS takes into account the minimum service standards of public transport services, activity nodes in the urban area, travel impediment (such as travel time and service frequency) and network performance in the weekday interpeak period. From these measures, areas of Melbourne have been evaluated as to their accessibility by public transport. A Composite Public Transport Accessibility Index has been determined as the measure of accessibility for individual areas within Greater Melbourne. These measures can be used in a planning sense to identify locations suitably located to provide for additional growth and development.
The Arden-Macaulay precinct has been identified as currently providing “Average” to “Good” public transport accessibility. SNAMUTS also identifies a number of potential future scenarios including
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service frequency boosts, travel time boosts, network additions / new infrastructure, and combinations of these. The report provides a comprehensive analysis of potential future scenarios. The future SNAMUTS projections provide a useful additional comparison and analysis tool for assessing future network upgrades, particularly the benefits of improving travel time and frequency of public transport services. These benefits are not always captured in simpler analyses that simply look at the location and accessibility of public transport stops, rather than what level of access and service can be attained from that stop.
The 2010 “Status Quo” map for inner Melbourne is shown at Figure 3.1 for reference.
Figure 3.1: SNAMUTS 2010 – Inner Melbourne
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3.1.7 City of Melbourne Bicycle Plan (2012 - 2016)
The draft Bicycle Plan 2012–16 is the City of Melbourne’s plan for bicycle infrastructure and programs to make Melbourne safer and more attractive for current and future cyclists. The plan focuses on creating a strong bicycle network and improving links between existing routes, particularly in the central city, and encouraging people of all ages and abilities to take up cycling or cycle more frequently for local trips.
The plan provides a status on current cycling and lists potential strategies and actions to achieve the vision of a cycling city. It outlines actions for infrastructure, facilities, services and programs for investment by the City of Melbourne and partners.
The goals of the Bicycle Plan are to:
plan and deliver a connected cycling network build high quality routes for local cycling trips increase participation in cycling make cycling safer.
More than 50 large and small-scale projects are proposed in the plan to strengthen the bike network both on- and off-road over the next four years.
The City of Melbourne will construct and upgrade a number of significant on-road routes, such as La Trobe Street, Princes Bridge, St Kilda Road, and Elizabeth, Exhibition and Clarendon streets. The plan also identifies off-road works that will improve transitions from off-road to on-road paths and particularly from the popular Yarra River Trail to the central city.
The plan commits to increasing bicycle parking throughout the municipality and working with peak groups and businesses to improve end-of-trip facilities to encourage more people to cycle to work.
The Plan proposes physical separation of bicycle facilities on roads with traffic speeds over 40km/h, and higher volumes of vehicles. This is generally consistent with Austroads guidelines for separation (refer to Figure 4.10).
Within Arden-Macaulay, the Plan envisages upgrades to cycle facilities on Arden Street and Macaulay Road by 2016. It is noted that the Arden-Macaulay Structure Plan proposes a bicycle facility on Boundary Road (also explored in this report). This may be appropriate as a longer term action as the area develops, to support local access by cyclists.
3.2 State Policy
3.2.1 Metropolitan Planning Strategy
In October 2012 the Victorian Government released Melbourne, let’s talk about the future – a discussion paper prepared by the Ministerial Advisory Committee for the Metropolitan Planning Strategy for Melbourne. The Strategy is expected to be finalised in 2013.
The discussion paper makes the following comments about the forthcoming Strategy:
The Strategy will include a vision for Melbourne’s transport system. Development and urban renewal in an expanded central city will be on a very large scale, and will focus on trains, trams, walking, cycling, buses and optimising road space.
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A key challenge is the disconnect between housing and jobs, with commuting times in danger of increasing rapidly due to a lack of accessible jobs.
The discussion paper includes nine principles to guide the future development and growth of Melbourne. These include:
Principle 6: A polycentric city linked to regional cities. Activity centre policy will be focussed on jobs, rather than retail, and a number of key employment precincts are likely to be included. Principal 7: Living locally – a ’20 minute’ city. This principle will extend the focus of Principle 6 to create genuine mixed use centres across the city to allow all residents to access a comprehensive range of employment and services within 20 minutes of where they live. Principle 8: Infrastructure investment that supports city growth. The Strategy will include a focus on infrastructure, including a vision for Melbourne’s transport system.
The discussion paper indicates that urban renewal in precincts such as Arden-Macaulay is likely to be strongly supported by the forthcoming Metropolitan Planning Strategy.
3.2.2 SmartRoads Network
The SmartRoads Network Operating Plan, prepared by VicRoads, details the priority given to different transport modes for limited road space available at particular times of day. The SmartRoads plan for the Arden-Macaulay area is shown in Figure 3.2.
Figure 3.2: VicRoads SmartRoads Network Operating Plan
The SmartRoads hierarchy includes Racecourse Road, which is a preferred traffic and tram priority route east of CityLink, and a tram priority route west of CityLink. Macaulay Road in the vicinity of
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Macaulay station is designated for pedestrian priority. Boundary Road and Macaulay Road are designated as traffic routes.
As SmartRoads is a “live” document, it is expected that it will be updated in response to land use and transport changes in the precinct, following the Planning Scheme Amendment. This may inclusde designating Boundary Road as a bus priority route and other key active transport links as bicycle or pedestrian priority routes.
3.2.3 Principal Bicycle Network
VicRoads is conducting a review of the Principal Bicycle Network (PBN) around the Melbourne Metropolitan area. The PBN details the network of existing and proposed bicycle routes and guides future planning and development of the bicycle network. The draft PBN has been released for comment.
In addition to the PBN routes identified, the revised PBN includes a number of designated bicycle priority routes. These routes are a subset of the PBN that have been identified for providing priority access for cyclists and to complement the existing requirements of the VicRoads “SmartRoads” framework.
The cycling network in the vicinity of the study area, detailing both bicycle priority routes and the revised PBN as determined in the PBN review are shown in Figure 3.3.
Figure 3.3: VicRoads Principal Bicycle Network and Bicycle Priority Routes
The amendment area contains a number of bicycle priority and PBN routes. Racecourse Road, Macaulay Road and Arden Street provide east-west connectivity, while the Capital City trail along Moonee Ponds Creek provides north-south connectivity. While not a bicycle priority route, Boundary Road is recognised as part of the PBN and provides additional north-south connectivity within the study area.
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Boundary Road is considered to be a future public transport priority route and its role as a future local access cycle route is also recognised. However, even in a 40km/h speed limited environment, given anticipated future traffic volumes it is considered that a separated cycle lane is required. Due to the available road space it may be difficult to provide dedicated lanes for all road users (bus, cycle, traffic) and it is recommended that further detailed investigation be undertaken into the future role and allocation of space and priority on Boundary Road.
A potential typical future cross section of Boundary Road is provided in Appendix C.
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4. Existing Conditions
4.1 Existing Land Uses The Arden-Macaulay Structure Plan Background Report examines the land uses in the Arden-Macaulay precinct, using data from the Australian and New Zealand Standard Industrial Classification (ANZSIC) from 2002 and 2008. According to the report, the precinct has approximately 480,000 square metres of leasable floorspace allocated to a number of retail, commercial and industrial activities, and industrial activity accounts for 68% of floorspace. Three broad sub-precincts with unique land uses have been identified within the Arden-Macaulay area. They are listed as follows: a large manufacturing area concentrated south of Arden Street, along Laurens Street west of Moonee Ponds creek storage activities situated between Racecourse and Macaulay Roads in the northern region of the precinct mixes of industrial, office and residential land uses in the central sub-precinct. The land use zones present in the study area include large areas of Industrial 1 zone, as well as areas of Industrial 3, Residential 1 and Mixed Use zones. The Department of Planning and Community Development and City of Melbourne’s Census of Land Use and Employment (CLUE) contain information on existing land uses in the City of Melbourne as of 2008. The Structure Plan area is characterised by a large amount of wholesale, manufacturing and storage, open space / recreation and unoccupied / vacant land, some of which is undergoing redevelopment, as shown in Table 4.1. Figure 4.1: Existing Land Use by Sector
1% 1% Education /Office 5% Retail
31% 24% Transport
Unoccupied/Vacant Land
Residential 5%
Wholesale/Manufactoring/S 33% torage Open Space/Recreation
Source: DPCD CLUE 2008
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4.1.1 Existing Employment and Residential Densities The existing employment and residential densities within the precinct and throughout Melbourne LGA have been sourced from the Department of Transport’s (DoT)Victorian Integrated Transport Model (VITM) are shown in Figure 4.2 and Figure 4.3 below. VITM is a tool used by DoT and VicRoads to assist in the planning of road and public transport infrastructure in Victoria. It is a multimodal (consisting of car/public transport/active transport modes) strategic level transport model that uses existing and future population and employment forecasts to forecast future impacts of changes to the road and public transport networks.
Figure 4.2: Existing VITM Population Densities
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Figure 4.3: Existing VITM Employment Densities
Study area
As can be expected, the existing population and employment density within the precinct is low, which corresponds with its largely industrial / post-industrial nature.
4.2 Pedestrian Network
Arden-Macaulay precinct generally has adequate pedestrian facilities provided on all roads with footpaths on both sides, as well as the Capital City Trail, which runs north-south along the Moonee Ponds Creek alignment (refer to Figure 4.4). There is generally a lack of east-west connectivity across Moonee Ponds Creek, with three crossings in the study area (Arden Street, Macaulay Road and Racecourse Road). It is noted that an additional crossing at Sutton Street / Smith Street is envisaged in the Structure Plan.
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Figure 4.4: Existing Pedestrian Network
The Structure Plan area is largely industrial in character, and as a result the pedestrian environment provides areas of poor amenity and safety for pedestrians. This can be attributed to a range of factors such as heavy vehicle traffic, blank frontages and a general lack of activation, activity, accessibility and passive surveillance.
In addition, as mentioned the issue of east-west connectivity due to the divide created by Moonee Ponds Creek and CityLink is prevalent in the precinct. The entire east-west connectivity is provided at only three crossing points at Racecourse Road, Macaulay Road and Arden Street (which are over 600m apart). Additional issues of safety are also present. However, there is potential to improve this and further improve access and integration, particularly with the Capital City trail.
4.3 Public Transport Network Figure 4.5 shows the public transport services within the City of Melbourne, while Figure 4.6 shows the available public transport services within the study area. Table 4.1 describes the route frequencies, duration of service and destinations.
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Figure 4.5: Public Transport services in the City of Melbourne
Source: Public Transport Victoria
Figure 4.6: Existing Public Transport Services
Source: Base map from TravelSmart
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Table 4.1: Public Transport Services Service Span Frequency
Service First/Last Service (Peak) Weekday Weekday Route Major Destinations Saturday Saturday Route Sunday Sunday Description on Route
West Coburg - Royal Melbourne 5:51am 5:50am 7:14am 55 Domain 4 mins 12 mins 12 mins Hospital & City /1:23am /1:23am /12:27am Interchange University of North Coburg - Melbourne, Royal 5:41am 5:40am 7:16am 19 5 mins 8 mins 8 mins City Elizabeth St Melbourne Hospital, /1:29am /1:29am /12:28am Queen Victoria Market Tram Showgrounds, West Flemington 5:39am 5:39am 7:21am 57 Maribyrnong – 6 mins 8 mins 12 mins Racecourse, Queen /1:23am /1:23am /11:59am City Elizabeth St Victoria Market Royal Melbourne Airport West – 5:28am 5:28am 7:22am 59 Hospital, Queen 6 mins 8 mins 8 mins City Elizabeth St /1:20am /1:20am /12:08am Victoria Market, City North Melbourne University, Melbourne – Royal Melbourne 6:48am 401 - - 3 mins - - University of Hospital, North /7:42pm Melbourne Melbourne Station Bus St Vincents Hospital, Footscray – East Royal Melbourne 6:10am 6:25am 9:10am 402 10 min 20 min 35 min Melbourne Hospital, Macaulay, /9:45pm /9:35pm /10:00pm Kensington, Footscray Craigieburn – North Melbourne, Craigieb 5:12am 5:38am 7:56am Flinders Street Kensington, 7 mins 20 mins 20 mins urn Line /1:26am /1:14am /12:14am (via City Loop) Newmarket Train Upfield Station – North Melbourne, Upfield 5:09am 5:28am 7:46am Flinders Street Macaulay, Flemington 20 mins 20 mins 20 mins Line /1:12am /1:22am /12:24am (via City Loop) Bridge
In addition, while outside the study area, North Melbourne and South Kensington stations are located to the south and south-west of the areas.
4.3.1 Public Transport Accessibility
Public transport accessibility is affected by a number of factors other than the distance from bus and tram stops or train stations. Clearly, the quality of service that is available and the destinations that can be reached are critical factors in determining the level of accessibility, as well as less tangible measures such as the quality, amenity and safety of pedestrian links to public transport that may influence people to walk.
Notwithstanding this, most public transport services in the precinct provide reasonable frequency (20 minute or better) during peak times, adequate span of hours to provide a viable seven day service, and access to a wide range of employment and services (mainly in the CBD). In light of this, the distance to public transport stops / stations provides a legitimate measure of accessibility.
The other less tangible factors of pedestrian amenity, safety and priority are also important factors in the context of Arden-Macaulay precinct, since much of the precinct suffers from poor pedestrian amenity, safety and priority. It can be expected that future amenity, safety and pedestrian priority improvements in the precinct would increase the attractiveness of public transport.
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The accessibility to public transport in the study area (and wider area) is shown at Figure 4.7, which examines the number of modes that can be accessed within various catchments, being 400m for bus, 600m for tram and 800m for rail. Figure 4.6 indicates that the Arden-Macaulay precinct is well serviced by public transport modes and provides a wider comparison of public transport access for surrounding localities. As demonstrated below, with the exception of a small part in the southern extent, the majority of the study area is accessible by at least two public transport modes.
Figure 4.7: Access to Public Transport
Study area
SNAMUTS Melbourne 2010 Report The SNAMUTS report provides a relatively sophisticated assessment of accessibility by public transport across the metropolitan area. As noted in Section 3.1.6, the SNAMUTS currently indicates an “average” to “good” level of accessibility across the Arden-Macaulay study area (refer to Figure 3.1).
4.4 Cycling Facilities
The existing cycling network in the study area is shown at Figure 2.2. This shows that there is a level of connectivity for cyclists in the area, although the network is reliant on a small number of key through routes which serve longer distance commuter demand, rather than a comprehensive network of routes servicing all destinations within the precinct. While there is no cycle facility on Boundary Road, the north-south connectivity afforded by Stubbs Street, the Capital City Trail and Melrose Street means that this is not a major barrier to cycle use in the area. However, in the longer term the lack of a facility on Boundary Road may impact on local access, as land use intensifies in the area.
The existing land uses in the precinct do not generate a significant amount of demand for cyclist trips, so the vast majority of existing trips are through trips to / from the CBD and other areas such as
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Melbourne University. The commuter based pattern of cycling in the precinct is illustrated by the Super Tuesday AM peak hour count for key routes within the precinct, which is shown diagrammatically in Figure 4.8.
Figure 4.8: Bicycle Victoria Super Tuesday AM Peak Cyclist Volumes, March 2011
334
214 Macaulay Rd 19
44
131
10 Arden St 146 27
8 AM PEAK CYCLIST VOLUMES Date: Super Tuesday 2011
Time: 7:00am-9:00am Dryburgh St Dryburgh Capital City TrailCapital City Peak Period: 2 hours
GTA also undertook surveys of the key commuter cyclist activity in the precinct during the AM peak hour as shown in Figure 4.9 below.
Despite these surveys being conducted on a cold winter morning, there were still significant numbers of cyclists counted, in smaller numbers but similar proportions to the Super Tuesday counts.
Figure 4.9: Cyclist Volumes Surveyed in August 2012
132
42 Macaulay Rd 12
18
6
6 Arden St 90 6
AM PEAK CYCLIST VOLUMES Date: Wed 15 Aug 2012
Time: 8:00am-9:00am Dryburgh St Dryburgh Capital City TrailCapital City Peak Period: 1 hour
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This indicates that the cycling infrastructure in the precinct experiences relatively high levels of commuter demand throughout the year. Cyclists within the Arden-Macaulay precinct can take advantage of the connectivity of the cycling network to/from the city.
As discussed in the pedestrian network analysis, the issue of poor east-west connectivity is present within the precinct for cyclists. Crossing points are limited and poor lighting and restrictions through shared road space on main roads results in safety issues for cyclists travelling across the precinct. While a number of roads are provided with cycle facilities, the majority of roads within the study area provide no dedicated facilities.
Selection of an appropriate type of cycling facility can be determined by the traffic volumes and speed of a road, as shown in Figure 4.10. This guideline has been adopted into Austroads, and is summarised in the figure below.
Figure 4.10: Traffic Volume Thresholds for Bicycle Treatments
Based on these guidelines, the existing on-road cycle lanes on Racecourse Road, Boundary Road and Macaulay Road should be upgraded to separated facilities. The conflict of cyclists in close proximity to high volumes of high speed traffic creates a safety issue for cyclists on these routes.
The separation of facilities raises the question of road space allocation and the ability to provide sufficient space within the road reserve for dedicated cycle facilities. It is noted that Boundary Road, in particular, may have difficulty catering for all modes, noting that it is both a key traffic route as well as a future public transport priority route, and part of the Principal Bicycle Network.
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4.5 Road Network
4.5.1 Overview
The existing road network in the vicinity of the structure plan area is shown in Figure 4.11. The precinct is well located in proximity to Melbourne’s arterial road network. CityLink provides access from the study area to the airport in the north, industry to the west and the Port of Melbourne to the south. The precinct has access to CityLink via the Racecourse Road and Dynon Road interchanges.
Racecourse Road is a designated east-west highway arterial road, while the north-south through route of Macaulay Road and Boundary Road are arterial road links through the study area. City access is provided primarily via Macaulay Road and Dryburgh Street, as well as Arden Street and Racecourse Road / Flemington Road.
Figure 4.11: Existing Road Network
4.5.2 Road Network and Intersection Performance
In order to gauge an understanding of the existing road network operation GTA carried out the following:
Undertook observational surveys of key locations during the AM and PM commuter peak periods.
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Sourced Sydney Coordinated Adaptive Traffic System (SCATS)1 turning volume data for key signalised intersections in the study area from VicRoads. Undertook onsite sample turning movement observations to cross-check the SCATs data. Estimated the peak hour and daily volumes on key roads (based on the SCATS data and onsite observations). Prepared SIDRA INTERSECTION 5.12 intersection models for key signalised intersections in the study area to assess their performance during the commuter peak hours. Used the Department of Transport’s Victorian Integrated Transport Model (DoT VITM) to assess the proportion of through verses local trips in the study area. Used DoT VITM to assess the public transport mode share for trips generated by the study area.
To confirm that the road network can support the level of growth and infrastructure changes proposed for the study area, GTA undertook strategic modelling to confirm appropriate development levels and supporting strategic transport infrastructure elements.
DoT’s Victorian Integrated Transport Model (VITM) was adopted and refined for the study. This model is a travel demand model incorporating a link-based network model with an integrated public transport model. The VITM networks contain all major freeways, main arterials and connector roads covering the entire Melbourne Statistical Division. In essence VITM is a simplified representation of the real world and is a strategic level decision guidance tool. The transport model’s strengths lie in indicating the likely scale of changes brought about by the implementation of transport infrastructure schemes (e.g. new train stations and services), land use changes or policy driven measures, and the use of outputs in a sensible and pragmatic manner. It is highlighted that the purpose of strategic modelling is to identify broad level traffic and travel patterns and changes.
The base year (existing conditions) DoT VITM was refined in terms of its network (i.e. no zone disaggregation occurred) by GTA within and around the study area to ensure it reflected local intersection and road characteristics (e.g. road link and intersection coding was refined based on onsite observations).
Based on existing land use estimates, the base year DoT VITM indicates that the precinct currently generates some 8,400 external vehicle trips per day.
4.5.3 AM and PM Peak Hour Network Operation
Based on onsite observations and SCATS data collected for key signalised intersection, the AM and PM peak hour traffic volume on key roads was determined. SIDRA intersection models based on the SCATS data were also prepared to assess the existing operation of key signalised intersections. The resulting volumes and intersection Degree of Saturations (DOS) are summarised below in Figure 4.12 and Figure 4.13. The DOS represents the flow-to-capacity ratio for the most critical movement on each leg of the intersection. For the assessment below, the DOS has been classified as follows:
1 SCATS volume data is collected at signalised intersections by the signal control software and is collated by VicRoads for all signalised intersections in Victoria. 2 Program used under license from Akcelik & Associates Pty Ltd.
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‘Good’ – degree of saturation from 0.0 – o.9 (‘level of service’ A – C). Indicates that the intersection is operating with capacity. ‘Acceptable’ – degree of saturation between 0.9 – 0.95 (‘level of service’ D). Indicates that the intersection is operating near capacity. ‘Undesirable’ – degree of saturation over 0.95 (‘level of service’ E – F). Indicates that the intersection is operating at capacity.
Generally, for signalised intersections a DOS of around 0.95 is considered the ‘ideal’ limit, beyond which queues and delays increase disproportionately. As shown in Figure 4.12 and Figure 4.13 a number of intersections in the study area are operating at capacity during peak times. It is noted that although the intersections are operating above the ‘ideal’ limit, this doesn’t necessarily indicate the failure of the road network. Indeed, Melbourne’s continuing development and resultant traffic growth have meant that such desirable levels of service are no longer realistic, particularly for intersections within fully developed urban areas during peak periods.
Figure 4.12: AM Peak Hour Network Operation
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Figure 4.13: PM Peak Hour Network Operation
The congestion on Macaulay Road indicated in Figure 4.12 and Figure 4.13 is in part due to the level rail crossing on Macaulay Road west of Stubbs Street. Queuing and delays were observed along Macaulay Street as a result of the rail crossing operation. Currently the frequency of rail services is approximately one train every 20 minutes and it was observed that there was adequate time between rail services to allow congestion on Macaulay Street caused by the boom gates being down to clear.
4.5.4 Daily Midblock Volumes
Based on onsite observations and the collected SCATS data, the estimated daily midblock traffic volumes on key roads within and around the study area are shown in Figure 4.14. Based on the Austroads capacity limits3, the roads within the study area are all operating well below their theoretical capacity at mid-block locations (estimated available mid-block capacity varies between 47% - 89%). Based on this, and the levels of congestion observed at intersections, it is clear that the operation of the network is driven by intersection performance during peak times rather than the capacity of midblock road sections.
3 The estimated daily volumes have been assessed using the Austroads Standards “Guide to Traffic Management – Part 3 Traffic Studies and Analysis” document which provides guidance on daily traffic carrying capacity.
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Figure 4.14: Estimated Existing Daily Traffic Volumes on Key Roads
4.5.5 Local and Through Trips
VITM has been used to assess existing conditions in the vicinity of the Arden Macaulay study area and determine the number of trips originating both within and external to the Arden Macaulay study area.
In this regard VITM indicates the following patterns:
87% of trips do not start or finish in the Arden Macaulay study area, but travel through the study area to other destinations 3% of trips starting outside the study area have a destination within the study area 13% of trips are internal trips in that they start and finish within the study area.
GTA has undertaken a select link analysis on key roads within the Arden Macaulay study area to determine which roads in particular carry higher levels of external to external vehicle trips. In this regard it is noted that the following roads have been identified as carrying high levels of external through traffic:
Flemington Road: 96% Racecourse Road: 91% Macaulay Road: 90%
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4.5.6 Existing Issues
Traffic volumes on arterial roads, particularly those that bound the study area such as Racecourse Road and Flemington Road, were a key issue identified within the existing conditions study. These roads carry significant volumes of traffic, the largest portion of which is external through traffic, and as such create a barrier for local access to/from the study area. The railway level crossings in the study area constrain capacity (which is expected to worsen as rail service frequency increases). The impact of the Macaulay Road crossing within the study area is exacerbated by the additional crossing just to the west of the study area. Some ‘rat running’ occurs through local streets to avoid congested arterial links. The existing variety of land uses within the study area leads to a mixing of residential and industrial traffic. The location of the study area in relation to the freeway network provides great connectivity and opportunities for growth. The CityLink freeway connects the study area directly to Melbourne Airport, the Port of Melbourne as well as the wider freeway network across Melbourne.
4.6 Car Parking
GTA Consultants conducted on-site observations on a typical Thursday of car parking supply and demand on major roads in the Arden-Macaulay precinct. The results of these observations are shown in Figure 4.15.
It is noted that the results presented below are general in nature and are not the result of detailed parking demand surveys. As such, detailed information regarding restrictions, exact parking supply and variance in demand across the course of the day has not been surveyed for this precinct.
The results show that parking demand was generally high in the areas around Macaulay Road and on Boundary Road, and low to moderate elsewhere within the precinct. The expected levels of land use change in the area indicate that existing parking patterns are not directly relevant to future demands, however it can be assumed that the majority of future car parking provision will need to be provided on site, given the land use intensity envisaged for the precinct.
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Figure 4.15: Observed Car Parking Demand
4.7 Mode Share
Mode share data for the Melbourne LGA has been sourced from the Victorian Integrated Survey of Travel and Activity 2009 (VISTA 2009) data compiled by the DoT and is shown in Figure 4.16.
The VISTA data indicates that for the Melbourne LGA that the active transport mode share (walk/cycle) is the most dominant. The data also indicates that the Melbourne LGA has a notably higher walk/cycle and public transport mode share in comparison to the whole of Metropolitan Melbourne. This is expected given the relatively short distances to key employment/educational/activity centre facilities in the Melbourne LGA.
It is anticipated that the Arden-Macaulay study area mode share figures would favour private vehicles more strongly and active transport modes less than the Melbourne LGA averages due to lesser proximity to major employment, leisure and education centres and a strong through traffic emphasis. Private vehicle trips may also be increased due to the existing industrial and storage type land uses that would promote more road based vehicle movements.
Mode share data from the VITM model is not directly comparable with VISTA data, and is not considered as useful since it does not include trips within a zone (short trips), which leads to under- reporting of walking and cycling trips in particular.
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Figure 4.16: VISTA 09 Mode Shares [1] 90% 79% 80%
70%
60% 48% 50% Melbourne LGA 40% 36% Metro Melbourne 30%
20% 13% 15% 10% 7% 1% 1% 0% Walk/Cycle Private Vehicle Public Transport Other
[1] The mode share data shown accounts for all journeys to/from the Melbourne LGA/Metro Melbourne area for an average weekday.
4.8 Freight Movement
The Arden-Macaulay Background Report identifies Racecourse Road, Boundary Road and Macaulay Road as key freight routes. These routes are shown in Figure 4.17.
It is noted that CityLink provides a key bypass opportunity for non-local freight vehicles, passing through the precinct with interchanges at Racecourse Road and Dynon Road. As the precinct changes nature from a primarily industrial to a mixed residential and commercial area, the precinct could be expected to play less of a role in the movement of non-local freight and goods.
Two key issues relating to freight affect the precinct:
Congestion on key east-west routes such as Dynon Road causes some undesirable freight movement through the precinct, for example on Arden Street (which is not a designated freight route). Existing land uses within the precinct include a number of industrial uses, such as the cement batching plant in the southern part of the precinct. These uses generate a significant amount of local freight traffic in the precinct, which affects the amenity of other uses. This will need ongoing management in the future, particularly as land uses change.
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Figure 4.17: Existing Freight Network
Source: City of Melbourne
4.9 Summary of Key Issues & Opportunities
4.9.1 Issues
The following existing issues and opportunities have been identified and will need to be considered further in assessing the viability of the proposed Structure Plan.
The pedestrian environment in the precinct is poor. Existing network is not ‘human scale’ (predominantly industrial scale streets) and this poses a challenge to pedestrian movement and activity e.g. lack of passive surveillance and perceptions of safety, poor surface quality, lack of DDA treatments. This will present an ongoing challenge to provide an improved public realm to support ongoing land use change and activity in the precinct.
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CityLink, the Upfield railway line and Moonee Ponds creek present a barrier with limited crossing points and poor surveillance, lighting and safety. This also represents an opportunity due to the north-south accessibility afforded by the Capital City Trail alignment. A high proportion of traffic in the precinct is through traffic, which does not promote local amenity or land uses. As the precinct develops, this through traffic is likely to be displaced to other routes and / or modes as local traffic increases, which will further impact on the congestion on surrounding arterial roads. Significant traffic volumes on roads at the edge of the precinct (Racecourse Rd / Flemington Rd) form barriers to local access. Freight traffic interface with sensitive uses will have to be increasingly managed as the precinct transitions, and is somewhat an issue at present. In order to maintain a good level of public transport, there is a need to relieve existing congestion, provide additional connectivity, cater for external growth and through trips (e.g. growth areas) as well as growth within the study area. A key challenge for the future will be ensuring that public transport in the precinct (which will be carrying through trips) has sufficient capacity to cater for local needs. Accessibility upgrades are required at local railway stations and tram stops to be consistent with Disability Standards for Accessible Public Transport (DSAPT). The main on-road cycling routes do not comply with the relevant Austroads guidelines, and should be upgraded to separated routes to encourage new cyclists to use them (part of a wider network issue).
4.9.2 Opportunities
Based on our findings and analysis presented in this section, the following opportunities have been identified:
The study area has excellent access to the freeway network and ports via the arterial road network. The area has excellent access to the public transport network (existing and future). The road network provides a permeable and walking scale network of local roads, albeit somewhat disconnected by Moonee Ponds Creek. Moonee Ponds Creek / Capital City Trail provides a strong walking / cycling link through the precinct. Carriageway widths of main roads are generally sufficient to cater for traffic, cyclist and public transport facilities / priority measures where applicable.
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5. Transport Modelling
5.1 Modelling Overview
To test the objectives of the Structure Plan, traffic modelling was undertaken to estimate future (2031) traffic volumes on keys roads within the Structure Plan area. The modelling process involved the following: i Updating the 2011 DoT VITM strategic model for the study area. This involved refining the local area road network within VITM to correlate to existing conditions in more detail than the DoT model. ii Based on the refined 2011 VITM, developing a further refined version of 2031 VITM (with local area land use and road network refinements) for the study area to test the impacts of major transport infrastructure changes (e.g. the East-West Link). iii Reviewing the VITM outputs at a strategic level to gauge an understanding of anticipated travel patterns (mode share changes and directional distributions) across the study area road network. iv Using the VITM outputs develop a spreadsheet model of the local study area to define traffic volumes at a local level. This involved refinements to local area traffic generation rates and distribution onto the local road network. v Identification of anticipated midblock traffic volumes on the local road network.
5.2 2031 VITM Modelling
5.2.1 VITM Overview
As previously outlined in Section 4.5.2, VITM was used in this study to confirm if the study area transport network is appropriate to support the proposed land use development levels at a strategic level. VITM is a tool used by DoT and VicRoads to assist in the planning of road and public transport infrastructure in Victoria. It is a multimodal (consisting of car/public transport/active transport modes) strategic level transport model that uses existing and future population and employment forecasts to forecast future impacts of changes to the road and public transport networks.
As previously outlined in Section 4.1.1, VITM is a travel demand model incorporating a link-based network model with an integrated public transport model, and its networks contain all major freeways, main arterials and connector roads covering the entire Melbourne Statistical Division. Its strengths lie in indicating the likely scale of changes brought about by the implementation of transport infrastructure schemes (e.g. new train stations and services), land use changes or policy driven measures, and the use of outputs in a sensible and pragmatic manner. It is highlighted that the purpose of strategic modelling is to identify broad level traffic and travel patterns and changes.
5.2.2 2031 Land Use Review
GTA assessed the future land use yields for the wider study area using the following data:
Employment Land Study for Kensington and North Melbourne (SGS Economics and Planning, dated July 2010).
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Background Report of the Arden-Macaulay Structure Plan (Dated May 2011). The Arden-Macaulay Structure Plan (dated March 2012).
The 2031 land use yields on page 5 of the Structure Plan for Arden Macaulay were cross-checked against the land use yield included in DoT VITM for 2031. A comparison of the Structure Plan and DoT VITM land use yields is provided in Table 5.1.
Table 5.1: Structure Plan versus DoT VITM Land Use Yields for 2031
Yields Structure Plan VITM Difference
Residential Population 16,495 4,093 12,402 Number of Households [1] 9,328 3,337 6,750 Number of Jobs 12,816 12,119 697 Number of Education Enrolments [2] n/a 0 n/a
[1] Number of dwellings determined by applying an average unit size of 65 sqm to the total residential developable floor area, see Section 5.3.2 for more detail. [2] No enrolment projection data is provided in the Structure Plans Where the VITM land use yields were lower than those anticipated in the Structure Plan, the yields were increased to accord with the Structure Plans. Where VITM yields were higher than the Structure Plan yields, the VITM yields were retained to allow for a conservative assessment.
As illustrated in Figure 5.1, whilst the VITM total number of jobs within the study area is comparable to the Structure Plan, the Structure Plan envisages significantly greater household/population yields than VITM.
5.2.3 2031 VITM Road Network Scenarios
The future year DoT VITM strategic models include all committed future year road network and public transport infrastructure improvement projects.
The 2031 GTA refined VITM includes toll roads (CityLink and EastLink) and wider area infrastructure improvements as included in DoT VITM. The road network projects in VITM are in line with the VicRoads “Road Improvement Program” which outlines the possible future road improvement projects for modelling purposes. The future year public transport network inputs were provided by DoT and have been adopted in the base future models. A list of the road improvements included in the 2031 VITM is provided in Appendix A.
Once the VITM land use yields for the Arden Macaulay areas were updated to reflect the respective Structure Plans, VITM was run for the following road network scenarios:
without the East-West Link (as per the 2031 base DoT VITM network) with the East-West Link.
Both Scenarios were run to extract AM and PM peak 2-hour and daily volumes.
5.2.4 VITM: 2031 Traffic Volumes
The VITM volume output plots for the tested road network scenarios are included in Appendix A. The key findings of the VITM modelling in relation to the local study area are summarised as follows:
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VITM anticipates that traffic demands on the surrounding arterial road network will increase significantly by 2031. For example the demands on Racecourse Road will double, there will be a 50% increase in demands on Macaulay Road, five times the existing demand on Boundary Road and double the existing demand on Flemington Road. This level of additional demand will lead to significant future congestion on these roads. The introduction of the East-West Link will provide minimal benefit on the surrounding arterial roads with the exception of Racecourse Road. With the introduction of East-West Link the demands on Racecourse Road are anticipated to increase by a further 20% to 70% more than the existing demand. The East-West Link is not anticipated to have a significant impact on the degree of saturation (DOS) on the local roads within the Arden Macaulay study area. VITM anticipates that with the new rail stations in the Melbourne LGA, improved peak time public transport service frequencies and connections on the surrounding road network, that private vehicle usage will decrease by some 33% from 45% to 28% (see Section 5.2.4 for more detail). VITM anticipates the following distribution of private vehicle trips generated by the Arden Macaulay study area: 32% to the south 26% to the east 27% to the west 15% to the north.
5.2.5 2031 VITM Mode Share Predictions The VITM generated mode shares for person trips to/from and within the Melbourne LGA are summarised in Table 5.2.
Table 5.2: VITM Mode Share Summary Total Person Trips Percentage of Total Person Trips 2031 2031 Travel Mode 2011 without East with East West 2011 without East with East West West Link Link West Link Link
Car 236,169 247,275 251,209 45% 28% 28%
Public Transport 158,472 371,660 368,582 30% 42% 42%
Walk/Cycle* 128,673 263,863 263,863 25% 30% 30%
Total 523,314 882,798 883,654 100% 100% 100%
*Note the limitations of VITM in assessing walk / cycle trips as explained below. As a comparison, the Victorian Integrated Survey of Travel and Activity (VISTA) 2009 data for the Melbourne LGA reported existing mode shares of 36% for private vehicle, 15% for public transport and 49% for walking and cycling. Based on the percentages reported in Table 5.2 it would appear that VITM appears to be overestimating private vehicle and public transport use and underestimating walking/cycling trips. It is however noted that the zones within VITM are relatively large and that the model generates trips between zones and therefore does not account for trips that are fully contained
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within a zone, these trips are short in distance and are likely to favour walking and cycling. Accordingly, VITM’s strengths lie in assessing the shift in mode share from private vehicle to public transport. In this regard, Table 5.2 shows that VITM anticipates that the public transport usage will increase by some 12% by 2031 (42% of all trips) as a result of improved public transport facilities and services and increasing running costs associated with private vehicle use.
For comparison purposes, the City of Melbourne Transport Strategy 2012 aims for 60% of all weekday trips to the municipality to be by public transport by 2030, this is greater than the 42% public transport mode share predicated by VITM, accordingly the traffic volume outputs of VITM are considered to be conservative.
5.2.6 Review of VITM Traffic Generation Rates
VITM generates trips based on residential (number of households), employment (number of jobs) and educational enrolments (number of students) inputs. For the VITM modelling undertaken for this study VITM determined the generation rates outlined in Table 5.3.
Table 5.3: VITM Private Motor Vehicle Traffic Generation Rates for the Local Study Area VITM Derived Traffic Generation Rate Landuse AM 2-hour Peak PM 2-hour Peak Daily Residential 0.11 trips/household 0.19 trips/household 0.66 trips/household Employment [1] 0.19 trips/job 0.2 trips/job 0.76 trips/job
[1] Combined average rate for retail and commercial employment For comparative purposes, typical existing first principles traffic generation rates traffic generation rates for key uses in the study area are summarised in Table 5.4.
Table 5.4: First Principals Base Traffic Generation Rate Summary First Principals Traffic Generation Rate Landuse AM 1-hour Peak PM 1-hour Peak Daily Residential [1] 0.3 trips/household 0.3 trips/household 3.0 trips/household Office [1] 0.5 trips/100sqm 0.5 trips/100sqm 4.5 trips/100sqm Retail [2] 0.63 trips/100sqm 2.41 trips/100sqm 27.1 trips/100sqm
[1] Rates based on surveys of similar uses in inner metropolitan areas of Melbourne [2] Rate based on GTA surveys of the Bondi Junction (131,500 sqm) and Parramatta (139,300 sqm) Westfield Shopping Centres in the absence of available Melbourne based data. As can be seen in Table 5.3 and Table 5.4, the VITM traffic generation rates are significantly lower than then the comparable first principals determined rate. The difference is attributed to the first principal’s rates being based on survey data of existing land uses with no account taken for the future anticipated mode shift towards sustainable (active and public transport) forms of travel and increased traffic congestion whereas the VITM generation rates take into account anticipated future mode share changes. Accordingly the generation rates outlined in Table 5.5 have been adopted in assessing the traffic generated by the study area (discussed further in Section 5.3).
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Table 5.5: First Principals Base Traffic Generation Rate Summary First Principals Traffic Generation Rate Landuse AM 1-hour Peak PM 1-hour Peak Daily Residential 0.11 trips/household 0.19 trips/household 0.66 trips/household Office 0.19 trips/100sqm 0.2 trips/job 0.76 trips/job Retail [1] 1.81 trips/100sqm [2] 1.81 trips/100sqm 20.33 trips/100sqm
[1] The first principals generation rates were reduced by 25% to account for the anticipated reduction in private vehicle mode share in 2031 [2] The AM peak hour conservatively assumed to be equal to the PM peak hour rate to account for the rail uses potential being fully operational during the AM peak hour.
5.3 2031 Local Area Spreadsheet Modelling
5.3.1 Spreadsheet Modelling Overview
It is noted that VITM is a strategic level modelling tool and that outputs at a local level need to be refined through spreadsheet modelling to assess impacts on local roads (in this case within the Amendment areas. VITM provides details on external trip distribution patterns, background traffic volumes and mode shares. As such, it is useful for testing the impacts of major infrastructure projects (e.g. the East-West link).
The manual refinements undertaken in spreadsheet modelling process include the following:
Developing a finer grain zone structure is developed where each zone represents a street block. The built form of each street block is considered (in contrast to VITM that assumes a more coarse level of land use spreading). Through the interrogation of land zoning and built forms outlined in the Structure Plans, developable floor area estimates can be determined and the associated trip generation estimates for each street block can be assessed from a first principles view point. A redistribution (if required) of volumes generated by VITM across the network, should VITM be found to be favouring particular routes which are not favoured over alternatives under observed traffic conditions. A comparison between the VITM traffic generation and the first principles generation can be made and rates can be factored if necessary through the spreadsheet modelling process.
The spreadsheet modelling involved the following steps:
Extracting background traffic volumes and distributions from VITM. Manual refinement the background volumes to reflect observed and anticipated local travel patterns. Extracting the external trip distribution for local area generated trips to/from external destinations from VITM. Determining the traffic generated by each street block zone in the local area from first principles and distributing them onto the network based on the distributions extracted from VITM. Adding the first principles local area generated traffic to the background VITM volumes.
It is noted that the modelling process assumed that “rat running” in the local area would be negligible as a result of the implementation of traffic calming measures to enhance local amenity.
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5.3.2 Spreadsheet Model Structure and Land Use Inputs
The extent of the spreadsheet model and the zones modelled are shown in Figure 5.1 for the Structure Plan area.
Figure 5.1: Spreadsheet Zone Model Structure
The land use inputs for each zone included in the spreadsheet model are summarised in Appendix A.
The land use inputs are based on the Urban Structure and Built Form maps in the Structure Plan Documents and the long term land use zoning maps. The process used to derive the land uses from the structure plan was agreed with Council, and is as follows:
The likely mix of land uses was assessed for each land parcel, based on criteria such as location, proximity to major roads, surrounding land uses (divided into retail, commercial or residential). The height guidelines for each area were increased by 30% to reflect the likely maximum development yield of each block. The heights were converted into a number of storeys, based on 4.5m for each retail floor, 4m for commercial and 3.5m for residential. An assumption was made that the developable floor area for each block was 50% of the total land area on the basis that the remaining 50% of the block area would be made up of public road reserves, onsite parking, access and landscaping areas. Resultant areas were then calculated for each land use in each block.
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It is noted that this methodology resulted in a conservative land use figure (i.e. higher than likely development scenarios, particularly for retail and commercial land uses) as a result of it being assumed that each site would be developed to 30% more than the height guideline set out in the Structure Plan, in reality it is unlikely that all development sites within a street block will be developed to a maximum height which is 30% more than that stipulated in the Structure Plan. This ensures that the modelling is highly conservative, and in the event that any particular block or area is built out to a very high density.
5.3.3 Anticipated Study Area Traffic Generation
Based on the traffic generation rates summarised in Section 5.2.6, the traffic anticipated to be generated by the study area is summarised in Table 5.6 to Table 5.8.
Table 5.6: Anticipated AM Peak Hour Study Area Traffic Generation Developable Floor Area (sqm)/ No. Traffic Generation Study Units Area Residential Office Retail Residential Zone Office Retail Total (sqm)[1] (sqm) (sqm) [2] 1 1,832 126,906 0 151 241 0 392 2 223 10,250 2,250 18 19 41 79 3 288 21,250 1,250 24 40 23 87 4 485 0 0 40 0 0 40 5 415 0 0 34 0 0 34 6 904 55,950 18,650 75 106 338 518 7 132 8,550 0 11 16 0 27 8 757 24,600 0 62 47 0 109 9 886 28,800 0 73 55 0 128 10 790 32,800 0 65 62 0 127 11 137 13,650 4,175 11 26 76 113 12 69 6,750 2,250 6 13 41 59 13 388 13,650 5,250 32 26 95 153 14 594 41,100 13,000 49 78 235 362 15 42 900 0 3 2 0 5 16 215 4,300 1,900 18 8 34 60 17 268 8,600 2,800 22 16 51 89 18 316 27,700 7,250 26 53 131 210 19 462 37,500 14,000 38 71 253 363 20 128 3,700 0 11 7 0 18 Total 9,329 466,956 72,775 770 887 1,317 2,974
[1] Number of units determined by applying an average unit size of 65sqm to the developable floor area [2] A reduction factor of 25% was applied to allow for internal trips within a zone (Based on Section 3.3 of RTANSW ‘Guide to Traffic Generating Developments’ dated October 2002).
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Table 5.7: Anticipated PM Peak Hour Study Area Traffic Generation Developable Floor Area (sqm)/ No. Traffic Generation Study Units Area Residential Office Retail Residential Zone Office Retail Total (sqm)[1] (sqm) (sqm) [2] 1 1,832 126,906 0 261 254 0 515 2 223 10,250 2,250 32 21 41 93 3 288 21,250 1,250 41 43 23 106 4 485 0 0 69 0 0 69 5 415 0 0 59 0 0 59 6 904 55,950 18,650 129 112 338 578 7 132 8,550 0 19 17 0 36 8 757 24,600 0 108 49 0 157 9 886 28,800 0 126 58 0 184 10 790 32,800 0 113 66 0 178 11 137 13,650 4,175 20 27 76 122 12 69 6,750 2,250 10 14 41 64 13 388 13,650 5,250 55 27 95 178 14 594 41,100 13,000 85 82 235 402 15 42 900 0 6 2 0 8 16 215 4,300 1,900 31 9 34 74 17 268 8,600 2,800 38 17 51 106 18 316 27,700 7,250 45 55 131 232 19 462 37,500 14,000 66 75 253 394 20 128 3,700 0 18 7 0 26 Total 9,329 466,956 72,775 1,329 934 1,317 3,580
[1] Number of units determined by applying an average unit size of 65sqm to the developable floor area [2] A reduction factor of 25% was applied to allow for internal trips within a zone (Based on Section 3.3 of RTANSW ‘Guide to Traffic Generating Developments’ dated October 2002).
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Table 5.8: Anticipated Daily Peak Hour Study Area Traffic Generation Developable Floor Area (sqm)/ No. Total Traffic Generation Study Units Area Zone Residential Residential Office Retail Office Retail Total [1] [2] 1 1,832 126,906 0 907 964 0 1,871 2 223 10,250 2,250 110 78 457 646 3 288 21,250 1,250 143 162 254 558 4 485 0 0 240 0 0 240 5 415 0 0 206 0 0 206 6 904 55,950 18,650 447 425 3,792 4,664 7 132 8,550 0 65 65 0 130 8 757 24,600 0 375 187 0 562 9 886 28,800 0 439 219 0 658 10 790 32,800 0 391 249 0 640 11 137 13,650 4,175 68 104 849 1,020 12 69 6,750 2,250 34 51 457 543 13 388 13,650 5,250 192 104 1,067 1,363 14 594 41,100 13,000 294 312 2,643 3,249 15 42 900 0 21 7 0 27 16 215 4,300 1,900 106 33 386 525 17 268 8,600 2,800 133 65 569 767 18 316 27,700 7,250 156 211 1,474 1,841 19 462 37,500 14,000 228 285 2,846 3,360 20 128 3,700 0 63 28 0 91 Total 9,329 466,956 72,775 4,618 3,549 14,795 22,962
[1] Number of units determined by applying an average unit size of 65sqm to the developable floor area [2] A reduction factor of 25% was applied to allow for internal trips within a zone (Based on Section 3.3 of RTANSW ‘Guide to Traffic Generating Developments’ dated October 2002) that are accounted by the predicted retail/office trips. As shown in Table 5.6 to Table 5.8, the Arden Macaulay study area is anticipated to generate some 3,000 and 3,600 vehicles per hour in the AM and PM peak hours respectively, and some 23,000 vehicles per day.
5.3.4 Anticipated 2031 Traffic Volumes
Structure Plan Traffic Generation and Distribution Based on the methodology described, the anticipated traffic volumes on the local road network are summarised in Figure 5.2 to Figure 5.4
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Figure 5.2: Anticipated 2031 Site Generated AM Peak Hour Volumes
Figure 5.3: Anticipated 2031 Site Generated PM Peak Hour Volumes
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Figure 5.4: Anticipated 2031 Site Generated Daily Volumes
Figure 5.2 to Figure 5.4 indicate that local roads within the study area are anticipated to carry traffic volumes expected on Connector Streets or lower order roads, if an assumption is made that no “rat running” takes place. The impacts of the site generated traffic on the arterial road network are discussed further in Section 5.4.
5.4 Network Operation Review
5.4.1 Network Capacity
Based on the modelling undertaken, Table 5.9 and Table 5.10 have been prepared to summarise the anticipated daily capacity availability and make up of traffic within the Arden Macaulay Road network in 2011 and 2031 respectively.
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Table 5.9: Road Network Daily Capacity and Make Up - 2011 2011 Capacity Location Local Trips Thru Trips % Local % Thru % Spare [1] Total Trips [3] [4] Trips Trips Capacity
Racecourse Road (west of [2] 20,000 1,700 17,500 19,200 9% 88% 4% Stubbs Street) Racecourse Road (between [2] 20,000 1,600 16,600 18,200 8% 83% 9% CityLink and Boundary Road) Stubbs Street (south of 18,000 400 2,800 3,200 2% 16% 82% Racecourse Road) Stubbs Street (north of 18,000 500 3,400 3,900 3% 19% 78% Macaulay Road) Boundary Road(south of 18,000 800 5,200 6,000 4% 29% 67% Racecourse Road) Boundary Road (north of 18,000 800 5,100 5,900 4% 28% 67% Macaulay Road) Boundary Road (south of 7,000 100 900 1,000 1% 13% 86% Macaulay Road) Macaulay Road west of Stubbs [2] 10,000 900 8,300 9,200 9% 83% 8% Street Macaulay Road (between [2] 10,000 300 7,800 8,100 3% 78% 19% CityLink and Boundary Road) Melrose Street (north of 7,000 400 2,600 3,000 6% 37% 57% Macaulay Road) Arden Street (west of Lloyd 7,000 100 1,400 1,500 1% 20% 79% Street) Arden Street (west of 36,000 600 5,900 6,500 2% 16% 82% Macaulay Road) Arden Street (east of Macaulay 36,000 900 8,100 9,000 3% 23% 75% Road) Macaulay Road (north of [2] 29,800 1,100 9,500 10,600 4% 32% 64% Arden Street) Dryburgh Street (south of Arden 36,000 800 7,600 8,400 2% 21% 77% Street)
[1] Road capacities are based on Austroads theoretical midblock capacities. [2] Road capacity taken to be reflective of the existing daily traffic volume rather than the Austroads theoretical midblock capacity, as capacity is constrained by other physical features (e.g. rail crossings, intersections and tram lines). [3] Consists of trips with either an origin or destination in the study area. [4] Consists of trips that are using the road network to travel to origins and destinations outside the study area. As discussed in Section 4.5, a number of arterial roads are considered to be operating close to capacity as a result of physical features such as rail crossings and tram lines. As illustrated in Table 5.9, the demand on these roads are predominantly generated by vehicles travelling through the precinct rather than local trips. Local roads in the area are generally operating below capacity and carrying minimal amounts of local traffic indicating that the bulk of traffic using local roads does not have an origin or destination in the study area.
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Table 5.10: Road Network Daily Capacity and Make Up - 2031 2031 Capacity Location Local Trips Thru Trips % Local % Thru % Spare [1] Total Trips [3] [4] Trips Trips Capacity
Racecourse Road (west of [2] 20,000 4,800 15200 20,000 24% 76% 0% Stubbs Street) Racecourse Road (between [2] 20,000 4,500 15500 20,000 23% 78% 0% CityLink and Boundary Road) Stubbs Street (south of 18,000 3,800 2000 5,800 21% 11% 68% Racecourse Road) Stubbs Street (north of 18,000 3,100 1900 5,000 17% 11% 72% Macaulay Road) Boundary Road(south of 18,000 4,700 13300 18,000 26% 74% 0% Racecourse Road) Boundary Road (north of 18,000 3,800 14200 18,000 21% 79% 0% Macaulay Road) Boundary Road (south of 7,000 1,700 2100 3,800 24% 30% 46% Macaulay Road) Macaulay Road west of [2] 10,000 1,000 6600 7,600 10% 66% 24% Stubbs Street Macaulay Road (between [2] 10,000 1,300 2700 4,000 13% 27% 60% CityLink and Boundary Road) Melrose Street (north of 7,000 1,900 1400 3,300 27% 20% 53% Macaulay Road) Arden Street (west of Lloyd 7,000 1,900 300 2,200 27% 4% 69% Street) Arden Street (west of 36,000 3,500 19600 23,100 10% 54% 36% Macaulay Road) Arden Street (east of 36,000 3,000 25900 28,900 8% 72% 20% Macaulay Road) Macaulay Road (north of [2] 29,800 4,600 25200 29,800 15% 85% 0% Arden Street) Dryburgh Street (south of 36,000 4,800 18000 22,800 13% 50% 37% Arden Street)
[1] Road capacities are based on Austroads theoretical midblock capacities. [2] Road capacity taken to be reflective of the existing daily traffic volume rather than the Austroads theoretical midblock capacity, as capacity is constrained by other physical features (e.g. rail crossings, intersections and tram lines). [3] Consists of trips with either an origin or destination in the study area. [4] Consists of trips that are using the road network to travel to origins and destinations outside the study area. As described earlier, the existing demands on a number of key routes through the precinct are generated predominantly by through traffic trips. As such, the additional traffic anticipated to be generated by study area onto the key routes through the precinct is unlikely to significantly increase the overall traffic volume or operation of these links; rather it will lead to existing through traffic being displaced onto other routes as existing capacity is absorbed by local traffic. This is reflected in Table 5.10 which indicates that all roads within the study area can operate at or below capacity following full development of the structure plan areas.
Notwithstanding, it is anticipated that the arterial road network in the area will be under increased pressure in line with the broader Metropolitan Melbourne area. Local Area Traffic Management (LATM) measures are recommended to deter non-local traffic from “rat-running” on the local road network.
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5.4.2 Daily Operation
Based on the above, the anticipated daily local area road network operation summarised in Figure 5.5.
Figure 5.5: 2031 Daily Network Operation [1]
“Good” Operation = Traffic Volume to Road Capacity Ration (VCR) of less than 0.8. This represents stable flow conditions with only occasional backups at intersections. “Acceptable Operation” = a VCR of between 0.8 and 1.0. This represents tolerable travel speeds can generally be maintained but temporary restrictions may cause delays, vehicle manoeuvrability is also restricted. “Undesirable” Operation = a VCR greater than 1.0. This represents forced flow conditions, stoppages for long periods and low operating speeds. Figure 5.5 shows that from a daily operation viewpoint that local roads within the study area are anticipated to operate within their theoretical capacity and allow for good pedestrian and cyclist amenity to be provided. However, Boundary Road and to a lesser extent Macaulay Road (west of Stubbs Street) are expected to be close to or at their capacity, resulting in forced traffic flow conditions and low operating speeds.
Figure 5.6 has been prepared to summarise the existing (2011) and future (2031) daily traffic volumes generated by the study area onto the surrounding arterial road network.
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Figure 5.6: Daily Traffic Volume Comparison
5.5 Summary of Traffic Modelling Findings
Based on the traffic modelling undertaken, the key findings of the assessments are summarised as follows:
This assessment indicated that traffic generated by the precinct is less than the existing through traffic (or within acceptable road capacities) and will likely result in a displacement of existing through traffic onto alternative routes / transport modes rather an increase in existing traffic volumes. Boundary Road is a key north-south link through the precinct and is likely to carry in the order of 20,000vpd (in comparison to the estimated existing daily volume of 6,000vpd). Whilst at the upper limit of a 2 lane road, with appropriate intersection upgrades this is
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considered to be acceptable. Furthermore, introduction of bus priority measures could be considered to improve operation. Macaulay Road capacity is currently restricted by the existing level crossings which may increase as a result of additional train services. Traffic volumes on Macaulay Road are not predicted to increase rather through trips are likely to be redistributed to other arterial routes. Direct access (crossovers) should be avoided where practical or otherwise treated appropriately. Stubbs Street is expected to carry in the order of 12,000vpd, the existing configuration is considered appropriate to support this level of traffic. Direct access (crossovers) should be avoided where practical or otherwise treated appropriately. The remaining local road network is expected to carry less than 3,000vpd reflective of their local road status and could support pedestrian and cycle activity. More broadly, traffic demands on the surrounding arterial network are anticipated to increase significantly in the next 20 years resulting in increased pressure on the existing road network. In order to maintain good amenity to the future residents and encourage active transport take up, it is imperative that appropriate LATM measures are implemented to restrict the intrusion of external traffic into the study area. The proposed east-west tunnel will have minimal impact on the predicted traffic volumes within this precinct but will not result in a decrease to the traffic demands of a number of surrounding arterial roads (Racecourse Road, Flemington Road).
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6. Public Transport
6.1 Approach
The future VITM modelling undertaken for the area assumes that tram, train and bus services will increase in frequency, but that no new routes will be added (with the exception of Melbourne Metro – Arden and Parkville Stations). The model assumes that increases in service frequency are sufficient to increase public transport mode share to 58%, in line with City of Melbourne forecasts.
Therefore, in the context of these assumed improvements, the purpose of this section is to assess the adequacy of existing and planned public transport services to cater for the expected land use change in the area, in such a way that public transport is an attractive and viable alternative means of transport (and indeed preferable for most trips over private vehicles).
It is also acknowledged that the State Government is responsible for the provision of public transport services, and that Council’s role is therefore primarily one of advocacy, along with creating better pedestrian links and priority to public transport nodes and local attractors.
6.2 Summary of public transport improvements
The VITM modelling undertaken for this project has the following public transport improvements / assumptions built in:
Upfield train frequency is improved to ten minutes during peak times. A new Craigieburn line with trains running at a frequency of six minutes during peak times. A new Airport – South Yarra line with trains running at a frequency of five minutes during peak times. Tram frequency and capacity of vehicles is improved. Bus frequency is improved.
These assumptions assist in creating the mode share inputs to this project (i.e. 58% of all trips to/from VITM zones in the City of Melbourne will be by public transport).
The structure plan transport projects are indicated in Figure 2.2. These also include the Boundary Road bus service, which was not directly modelled during this project. However, consideration was given to the traffic volumes on Boundary Road and maintaining the potential to create bus lanes and / or bus priority measures to support the future provision of this service. New public transport initiatives are shown in Figure 6.1.
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Figure 6.1: Additional Public Transport Infrastructure – 2031
6.3 Through Trips
The analysis of traffic presented in Section 5 indicates that a proportion of the private vehicle through traffic will be redistributed away from the precinct by new land uses and the resultant traffic, further constraining the road network. A proportion of this redirected traffic will be distributed across the arterial road network, and other trips may change to public transport or other modes.
This will put further pressure on existing public transport services in the area, which currently carry a high proportion of through trips (mainly to and from the CBD and Parkville), with many tram and train services approaching or at capacity during peak times. It is evident that additional public transport trips
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generated within the Arden-Macaulay precinct will not displace other public transport users, but will result in additional demands on the network (and may result in more overcrowding and services operating above capacity). This problem is typical of many locations around the CBD, where many public transport services arriving during peak times are already full with commuters from further out.
There are three key responses to the issue of overcrowding from through trips: i Run additional services to ensure that there is capacity when public transport services reach the precinct during peak times. ii Run short “feeder” services (e.g. bus services) to connect to rail stations and / or land use attractors, such as the Boundary Road bus link to Arden Station in future (similar to the existing 401 bus service from North Melbourne Station to Melbourne University). iii Increase diversity of land uses in the precinct (particularly jobs) so that the precinct is less of a conduit for through trips, and more of a destination in its own right (thereby freeing up public transport capacity as people disembark within the precinct).
From an efficiency and land use / transport integration perspective, (i) above is clearly the least efficient. A mix of the second two responses is likely to be the preferred integrated response, and most efficient in the longer term.
6.4 Total Public Transport Trips and Capacity
The 2011 VITM modelling indicates that AM and PM peak (2-hour) total capacity of the public transport system servicing the study area is some 33,300 passengers (seat capacity) and 82,000 passengers (crush capacity). VITM anticipates that public transport services enter the study area with occupancy in the order of 90% of the seat capacity.
The 2031 VITM modelling indicates that AM and PM peak (2-hour) total capacity of the public transport system servicing the study area will increase to 159,500passengers (seat capacity) and 404,500 passengers (crush capacity) as a result of improvements in public transport services and routes. The total occupancy of the public transport services as they enter the study area is anticipated by VITM to be in the order of 70 – 80% of the seat capacity.
From this analysis it can be expected that there will be more spare capacity on public transport services as they enter the study area in 2031 and it will therefore be easier for public transport user to board and access services.
6.5 Melbourne Metro
The future introduction of the Melbourne Metro is assumed in the modelling undertaken for this report. There is clearly a key benefit for the southern part of the precinct (around Arden Station) as a major transport hub with high-density development potential. As this is integral to both the VITM model and any future rezoning of the southern part of the precinct, an assessment without Melbourne Metro was not undertaken for this report.
The Metro project objectives centre on providing additional capacity on existing lines rather than creating new links. As shown in the SNAMUTS report (and outlined in Figure 6.2), the introduction of Melbourne Metro does not greatly increase accessibility for many areas around central Melbourne. Specifically, the Structure Plan area will remain at an ‘average’ to ‘above average’ level of access
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following the introduction of Arden Station. Given the range of land use scenarios that may occur as a direct or indirect consequence of the Arden Station development and other transport network improvements, it is currently difficult to determine any change in the future classification of surrounding areas under the SNAMUTS model.
Notwithstanding this, the land use and urban renewal opportunities and accessibility benefits that will be created by the new system will clearly be of great benefit to the Arden-Macaulay area.
Figure 6.2: SNAMUTS – 2030 with Melbourne Metro 1
6.6 Boundary Road The introduction / rerouting of a bus service on Boundary Road is a key element of the Structure Plan. This service is intended to run from the north (origin unclear, but potentially from the north-west or from a local destination such as Flemington Bridge station) to Arden Station. This would provide an
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important local access “feeder” route to greatly enhance the accessibility of the whole precinct to the Melbourne Metro, and would ensure that all land uses on Boundary Road were within very short walking distance of public transport (and provide excellent access to the metropolitan rail system). The key challenges to providing a bus route on Boundary Road (apart from the obvious funding and implementation issues) are: Ensuring that the route responds to an existing or latent demand. It is considered likely that a short distance “feeder” service to the Metro rail line would have a high chance of being successful (similar to the highly successful 401 bus route from North Melbourne to Melbourne University). Ensuring that the frequency is sufficiently high to provide a genuine “turn up and go” service (ideally better than five minute headway), and that services provide early morning and late evening services, seven days a week. Ensuring that the route is given adequate priority along Boundary Road to be more attractive than private vehicle travel, i.e. making it faster and more convenient than a car. This should be achieved through a suite of measures such as: bus priority measures at intersections, and if necessary at mid-block locations pedestrian priority treatments on Boundary Road, particularly around public transport stops (e.g. ensuring signalised pedestrian crossings are provided at all bus stops) ensuring that other demand management tools (such as car parking) support the public transport priority measures. The carriageway width on Boundary Road is generally adequate to cater for traffic and public transport, but in some locations may not be able to also cater appropriately for bicycles. Early consideration should be given to the design of the cross section of this road to support the transport and land use objectives of the precinct. An indicative potential future cross section is shown at Appendix C.
6.7 Summary The provision of attractive and sufficient public transport services in Arden-Macaulay precinct will continue to be an ongoing challenge for Council and the Victorian Government. Clearly, many of the major land use changes (particularly around Arden Station) require significant investments in public transport infrastructure to be achieved. This report notes the existing good level of public transport access in the precinct, but it is clear that future land use intensification will require the additional services envisaged in the VITM model. New services such as a Boundary Road bus service will greatly enhance the accessibility within the precinct, but are not as critical as the major upgrades to rail infrastructure, frequency and the tram system around the northern and eastern periphery of the precinct. A key challenge, highlighted in the SNAMUTS methodology, will be to ensure that service improvements are not confined to the peak periods. It is clear that an all-day, go-anywhere public transport service relies on high frequency all day and on weekends, good transfers between modes, and late night / early morning services. If improvements are confined to peak periods, there will be far less incentive for the broad scale mode shift and travel behaviour decisions that are required to support the land use and transport objectives of the structure plan.
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7. Walking and Cycling
7.1 Approach
While walking and cycling are critical to the overall mode share ambitions of the structure plan, they are less readily able to be modelled and quantified, and far less likely to suffer from capacity issues. Rather, the issues for walking and cycling are mainly to do with safety, priority treatment at intersections, amenity and connectivity.
7.2 Walking Network
The structure plan envisages the development of a comprehensive, safe and well connected pedestrian network throughout the precinct to link residents and workplaces with public transport, open space and activity centres. As noted in Section 4, the current network of pedestrian paths in the precinct is relatively comprehensive, providing a good basis for future improvements to achieve the vision above.
This study has not undertaken detailed catchment analysis for the precinct, based on the observation that there is already a high level of accessibility throughout the precinct. Notwithstanding the improvements to accessibility created through the future implementation of the Sutton Street link and Melbourne Metro project (shown in Figure 7.1 and Figure 7.2), the main priority for the walking network should be to improve the amenity, safety and pedestrian priority throughout the precinct to support the broader mode shift requirements of the structure plan. It is anticipated that potential future 40kph speed limits on local roads would contribute to prioritising and improving the pedestrian network.
Figure 7.1: Access to Rail Stations with Existing Stations and Walking Network
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Figure 7.2: Access to Rail Stations with MM1 and Sutton Street Link
The increased access to a number of stations with the Sutton Street link and Melbourne Metro project as indicated in Figure 7.2 above is due both to the proposed new rail station at Arden Street along with increased pedestrian permeability and additional links within the area.
7.3 Cycling Network
The existing cycle network within the area generally provides a good level of connectivity for through trips (e.g. to the CBD). There are three key issues for the future cycle network, based on the expected future land use in the precinct:
Ensuring that existing and new facilities are constructed in accordance with the relevant Austroads guidelines. This means that facilities on major roads (Arden Street, Macaulay Road, Racecourse Road, Stubbs Street and Boundary Road) should be upgraded to separated facilities to ensure an appropriate level of facility to provide a safe environment to increase cycling mode share. Creating a safe environment for shared cycle and general traffic on the local street network, through measures such as lower speed limits, LATM and signage. Ensuring that local access is prioritised as land uses intensify. Boundary Road is a key north- south access route, which is duplicated to the east and west for longer journeys. However, Boundary Road is part of the PBN and should function as (at least) a local access route as land uses intensify in this area.
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7.4 Summary
Walking i The existing pedestrian network provides adequate access but poor amenity within the structure plan area with low levels of priority at arterial road crossings. In addition, the Moonee Ponds Creek is a significant barrier to pedestrians. ii The development of future land uses is likely to improve the amenity for pedestrians. iii The proposed Smith Street crossing of Moonee Ponds Creek will increase the ability for pedestrians to cross the creek and responds to a key gap in the network between Racecourse Road and Macaulay Road. iv The proposed network of roads generally provides for good connectivity for pedestrians linking them to key destinations such as transport nodes. v Improvements to pedestrian priority around key transport nodes will be required to support the take up and efficient operation of the future public transport network.
Cycling i Key cycle routes through the precinct are Macaulay Road and Boundary Road. Given that both these routes are expected to carry significant levels of traffic, bicycle facilities should be segregated on these routes. ii It is noted that Boundary Road has numerous competing demands (bus priority, general traffic, and pedestrian priority and bicycle facilities). It is likely that there is insufficient road width to accommodate all these modes at all locations along Boundary Road, and further work is recommended to determine the preferred future cross section, intersection treatments and priority measures on Boundary Road. iii Local roads are anticipated to carry levels of traffic that would support shared use by both bicycles and private vehicles.
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8. Car Parking
8.1 Approach
In order to identify car parking rates that may be appropriate to apply to the Arden Macaulay Structure Plan area consideration has been given to a number of key elements that influence on-site car parking requirements. These elements have been used to compare a number of key precincts with the City of Melbourne and in particular those precincts that have established car parking rates.
The key car parking influences used in this comparison are:
existing car parking provisions for inner Melbourne areas existing car ownership levels population and employment density accessibility to public transport.
Each of the above elements were assessed and compared in further detail with a summary of the key findings described below. Further detail is provided at Appendix B. It should be noted that the assessment of car parking and recommendation of rates carried out for this review is not considered sufficiently detailed and rigorous to inform the development of a car parking overlay for the precinct, but rather should be seen as a robust indication of the rates that may be appropriate to support the land use objectives of the structure plan.
8.2 Comparison of Rates
The existing car parking rates applicable within the City of Melbourne are summarised as follows:
Residential: 0 – 2 spaces per dwelling Retail: 0.5 – 4 spaces per 100sqm of floor area Office: 0.5 – 3.5 spaces per 100sqm of floor area Industry: 0.5 – 2.9 spaces per 100sqm of floor area.
Data on existing car ownership within the LGA was also considered in the analysis of residential rates. A detailed analysis of the rates in different areas of the City is included at Appendix B.
8.3 Summary of Findings
Based on the analysis contained in Appendix B, Table 8.1 has been provided to summarise the findings outlined above:
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Table 8.1: Summary of Car Parking Findings Population and Public Transport Area Existing Parking Rates Car Ownership Employment Densities Accessibility The reduced Docklands The existing employment Zone parking rates in the ABS data suggests a Docklands is currently and population densities planning Scheme are decrease in car serviced by good tram for Docklands are maximum limits for ownership between 2006 catchment coverage. generally comparable to Docklands parking and take into and 2011, with average No further improvements the2031 densities consideration the good car ownership levels in the public transport envisaged for Arden active and public currently estimated to be catchment coverage Macaulay and City transport accessibility to 0.9 cars per dwelling. are envisaged by VITM. North. the area. The Southbank Structure Southbank is currently ABS data suggests a The existing population Plan recommends that serviced by a very good decrease in car density for Docklands is reduced parking rates bus and tram catchment ownership between 2006 generally comparable to be applied to the area coverage. No further Southbank and 2011, with average the2031 densities as a means to promote improvements in the car ownership levels envisaged for Arden active and public public transport currently estimated to be Macaulay and City transport accessibility to catchment coverage 0.88 cars per dwelling. North. the area. are envisaged by VITM The CBD is served by Parking rates are ABS data suggests a excellent public transport restricted to reduced decrease in car The 2031 population catchment coverage, traffic impacts and ownership between 2006 density for the CBD is with this coverage Capital City enhance amenity and and 2011, with average comparable to the 2031 extending into portions Zone (CBD) encourage the use of car ownership levels estimates for City North of the City North study active and public currently estimated to be and Arden Macaulay. area through the transport. 0.55 cars per dwelling. provision of new train routes and stations. ABS data for North Notable increases in New rail routes and Consideration should be Melbourne suggests a population density are stations improve public given to reducing very slight increase in car envisaged by 2031with transport catchment parking rates as a means ownership between 2006 levels anticipated to be coverage in the City City North of enhancing amenity and 2011, with average comparable to current North area resulting in and encouraging the car ownership levels population density levels the area being very well use of sustainable currently estimated to be in Docklands and serviced by public transport modes. 0.70 cars per dwelling. Southbank. transport catchments. ABS data for Kensington Notable increases in New rail routes and Consideration should be suggests a decrease in population density are stations improve public given to reducing car ownership between envisaged by 2031with transport catchment parking rates as a means Arden 2006 and 2011, with levels anticipated to be coverage in Arden of enhancing amenity Macaulay average car ownership comparable to current Macaulay area resulting and encouraging the levels currently estimated population density levels in the area being very use of sustainable to be 0.91cars per in Docklands and well serviced by public transport modes. dwelling. Southbank. transport catchments.
8.4 Suggested Parking Rates
Based on the findings summarised in Table 8.1 it is deduced that by 2031 the Arden Macaulay area is anticipated to have similar characteristics to the Docklands in terms of public transport accessibility catchments and population densities and car ownership levels.
Accordingly the following parking rates are suggested for the Arden Macaulay area:
Residential: 1.5 spaces per dwelling (maximum) Retail: 1 space per 100sqm (maximum) Office: 1 space per 100sqm (maximum) Industry: 1 space per 150sqm (maximum).
It is noted that prior to the new train routes and stations being built that the suggested parking rates may result in an off-street parking demand greater than the required supply. This is envisaged to be a
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short to medium term impact and that the rates suggested aim to assist in realising the longer term aspirations for the area. The short-to-medium term demand surplus could be accommodated by the on-street parking supply in the area (which was observed to be currently underutilised) or any vacant parcels of Council land (where available).
8.5 Impact of Proposed Parking Rates on Built Form
Based on the above suggested parking rates, it is anticipated that 1-2 levels of car parking will be required to support individual development buildings in the Arden Macaulay Structure Plan area following the urban renewal process. This could be provided as basement level parking (if ground conditions permit) to enhance amenity in the Structure Plan area.
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9. Summary
9.1 Key Findings
Traffic Impacts i GTA undertook an assessment of the likely traffic generated by the Structure Plan (based on agreed land uses) and its impacts on the surrounding road network. ii This assessment indicated that traffic generated by the precinct is less than the existing through traffic (or within acceptable road capacities) and will likely result in a displacement of existing through traffic rather an increase in existing traffic volumes. iii Boundary Road is a key north-south link through the precinct and is likely to carry in the order of 20,000vpd (in comparison to the estimated existing daily volume of 6,000vpd). Whilst at the upper limit of a 2 lane road, with appropriate intersection upgrades this is considered to be acceptable (furthermore, introduction of bus priority measures could be considered to improve operation). iv Macaulay Road capacity is currently restricted by the existing level crossings which may increase as a result of additional train services. Traffic volumes on Macaulay Road are not predicted to increase rather through trips are likely to be redistributed to other arterial routes. Direct access (crossovers) should be avoided where practical or otherwise treated appropriately. v Stubbs Street is expected to carry in the order of 12,000vpd (people needing to avoid the congestion across the Macaulay Road level crossing of the Craigieburn Line) but the existing configuration is considered appropriate to support this level of traffic. Direct access (crossovers) should be avoided where practical or otherwise treated appropriately. vi The remaining local road network is expected to carry less than 3,000vpd reflective of their local road status and could support pedestrian and cycle activity. vii More broadly, traffic demands on the surrounding arterial network are anticipated to increase significantly in the next 20 years resulting in increased pressure on the existing road network. In order to maintain good amenity to the future residents and encourage active transport take up, appropriate Local Area Traffic Management (LATM) measures should be implemented to restrict the intrusion of external traffic. viii The proposed East-West Link has minimal impact on the predicted traffic volumes within this precinct, but results in a decrease in the traffic demands on a number of surrounding arterial roads (Racecourse Road, Flemington Road).
Cycling i Key cycle routes through the precinct are Macaulay Road and Boundary Road. Given that both these routes are expected to carry significant levels of traffic, bicycle segregation along these routes is required. ii Local roads are anticipated to carry levels of traffic that would support shared use by both bicycles and private vehicles, if appropriate speed limits are in place.
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Walking i The existing pedestrian network provides adequate access but poor amenity within the structure plan area with low levels of priority at arterial road crossings. In addition, the Moonee Ponds Creek is a significant barrier to pedestrians. ii The development of future land uses is likely to improve the amenity for pedestrians. iii The proposed Smith Street crossing of Moonee Ponds Creek will increase the ability for pedestrians to cross the creek and responds to a key gap in the network between Racecourse Road and Macaulay Road. iv The proposed network of roads generally provides for good connectivity for pedestrians linking them to key destinations such as transport nodes. v Improvements to pedestrian priority around key transport nodes will be required to support the take up and efficient operation of the future public transport network.
Public Transport i Significant increases to the existing public transport frequencies (such as a train every 10 minutes on the Upfield line) are anticipated in the modelling used for this report and result in a greater take up of public transport. ii The introduction of the Arden Station will improve access to a much broader range of employment and services, particularly for the southern part of the study area. iii Implementation of a bus route on Boundary Road will provide an important north-south link with a direct connection via the Boundary Road extension to the future Arden Station. iv Improvements to bus priority on key links such as Macaulay Road and Boundary Road are required to encourage the take up of public transport.
Car Parking i GTA Identified appropriate car parking rates based on comparisons to other similar precincts with adopted rates. ii These comparisons suggest that the following car parking rates would be suitable for the Arden-Macaulay study area: Residential: 1.5 spaces per dwelling (maximum) Retail: 1 space per 100sqm (maximum) Office: 1 space per 100sqm (maximum) Industry: 1 space per 150sqm (maximum). iii The impact of these rates on the precinct are that each development site is likely to require the provision of 1-3 levels of car parking (predominantly 1-2).
9.2 Actions
Based on the key findings above, the following actions are recommended following the completion of the C190 Planning Scheme Amendment: i Conduct further detailed investigations into the design and function of Boundary Road, including consideration of: cross section to include separated cycle facilities, traffic and bus priority
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priority treatment for bicycles and public transport at intersections pedestrian priority around transport nodes and land use attractors. ii Separation of cycle facilities throughout study area (except on minor local roads) is required as a short term priority. iii Further detailed analysis is required for car parking rates, in order to proceed to a car parking overlay for the precinct (can proceed as a short to medium term priority, depending on the type and rate of development applications received in the precinct).
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Appendix A A Appendix
VITM Modelling
13M1028000 28/06/13 Integrated Transport and Access Review, Arden Macaulay Issue: A Amendment C190 Appendix A draft
Appendix A A Appendix
VITM Modelling
1 VITM Project List 2 2011 (Existing Conditions) VITM Outputs DoT Base Case VITM Outputs (i.e. no road network refinements)
GTA / Dot Base Case Model Comparisons (i.e. no road network refinements)
GTA Refinement Summary
3 2031 VITM Inputs and Outputs 2031 Outputs – Without the East-West Link
2031 Outputs – With the East-West Link
Summary of VITM Input Changes
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1. VITM Project List
VITM Project List
Project No Year Project LGA 1110 2011 Grieve Pde - Kororoit Ck Rd to North of Pinnacle Rd Hobsons Bay 1115 2011 Plummer Street - Graham St to Todd Rd Port Phillip 2156 2016 Kororoit Creek Rd - Grieve Pde to Millers Rd (4 lanes divided, includes grade Hobsons Bay separation) 3011 2021 Westlink Freeway - connecting docks area via tunnel to Sunshine Road, plus Brimbank, Maribyrning, Melbourne extension westwards to Western Ring Road 6005 2036 Westlink - Eastern Fwy to Tullamarine Fwy Melbourne, Yarra 6006 2036 Westlink - Tullamarine Fwy to Dock Link Rd Melbourne 8015 2046 Westgate Fwy - Western Ring Rd to Williamstown Rd Hobsons Bay 8016 2046 Punt Road - Swan Street to St Kilda junction Melbourne 8141 2046 Hoddle St - Victoria St to Swan St Melbourne 9015 2046+ Tullamarine Freeway - Bell St to Bulla Rd Moonee Valley 9016 2046+ Tullamarine Freeway - Calder Fwy to Western Ring Rd Moonee Valley 9156 2046+ Maribyrnong River Crossing - Military Rd to Ashley St Moonee Valley, Maribyrnong 9172 2046+ Victoria St - Dynon Rd to Swanston St Melbourne 9176 2046+ Elliot Avenue - Macarthur Road to The Avenue Melbourne 9196 2046+ Point Cook Road - Dunnings Road to Princes Fwy Hobsons Bay 9208 2046+ Wests Road Extension and Maribyrnong River crossing Maribyrnong, Moonee Valley 9209 2046+ Williams Road/Burnley Street connection - new bridge over Yarra River Stonnington / Yarra
9210 2046+ Yarra River Tunnel - connect Webb Dock area via tunnel under Yarra River and Hobsons Bay, Port Phillip connect to West Gate Freeway to west of West Gate Bridge 9217 2046+ Wurundjeri Way - Dudley St to Dynon Rd Melbourne 9237 2046+ Queen Street - Merton Street to Victoria Street Hobsons Bay 9238 2046+ Central Avenue - Point Cook Road to Skehan Bvd Hobsons Bay 9245 2046+ Dynon Road- Smithfield Rd/Ballarat Rd to Victoria St Maribyrnong, Melbourne 9288 2046+ Paramount Rd - Geelong Rd to Sunshine Rd Maribyrnong 9399 2046+ Bell Street - Tullamarine Fwy to Sydney Rd Moreland 9401 2046+ Macarthur Road - Elliott Av to Royal Pde Melbourne 9402 2046+ Ballarat Road - Ashley St to Geelong Rd Maribyrnong 9403 2046+ Hopkins Street - Donald St to Moore St Maribyrnong 9404 2046+ Somerville Road - Williamstown Rd to Fehon St Maribyrnong 9405 2046+ Whitehall Street - Francis St to Footscray Rd Maribyrnong 9406 2046+ Francis Street - Hyde St to Whitehall St Maribyrnong 9407 2046+ Hyde Street - West Gate Fwy to Francis St Hobsons Bay 9408 2046+ New east-west link - Williamstown Rd to Hyde St Hobsons Bay, Maribyrnong 9409 2046+ Kingsway - West Gate Fwy to Queens Rd Melbourne, Port Phillip
2. 2011 (Existing Conditions) VITM Outputs
2011 DoT Base Case VITM Outputs
AM 2-Hour Peak Volumes
PM 2-Hour Peak Volumes
Daily Volumes
VITM 2012 - Integrated Transport and Access Review Arden-Macaulay and City North 13M1028100 - 2 Hrs AM Total vehicle Year 2011 Base 9 0 2 821 3 6
1 8 1 1 2 7 4
9 1 22 9 3 8
218 9 4 1 1 2 0 1 1 8 8
9 1 1103 2 0 6
4
2 2 03 6 8 11 8 3
5 1 8 2 5 2786 9 2 5 4 1237 1 4 8 0 9 9 9 3 1 1 0 4 1 9 1 1 2 2 1 1 4 8 3 7 3 4 0 3 3 5 2 222 3 5 2 9 7 9
6 5 7 6 8 5 9 5 1 7 2 3 3 4 9 3 3 9 1 4 9 7 5 1 0 2
9 3 9 2 7 5 4 7 8 4 1 8 4 1 1 5 1 1 5 2 0 3 4 2 9 7 8 9 3 1 1752 5 2 1752 1371 13 9 75 17 29 5 1 52 23 6 3 17 2 3 5 5 1 1569 2 8 7 6 5 15 2 92 3251 3 1 8 69 69 7 8 85 1 5 8 4 8 5 15 1 0 0 6 4 2 1 69 3 1 0 1 7 9 2 2 8 2 4 805 56 5 3 6 3 3 6 4 1 5 5 661 5 9 2 5 1 7 8 2 5 1 2 1 8 1 2083 3874 9 6 00 0 0 3 2 5 2 3 2 6 9 5 9 2 2 918 7 3 6 4 4175 1 El 7 9 1 2628 5 8 1 0 liot A 9 8 2570 39797 ve 5 7 104 4 4 2 379 1 0 3 27 7 2 20 69 1 5 73 2 39 3 2 1 308 882 17 5 1236 7 239 2 3200 3200 6 4 d 1 2576 25 9 9 752 R 76 7 76 1782 5 1 y 8 9 2 5 6 0 r 1769 17 1 6 7 8 8 8 7 1 15 2 a 4 69 3 6 9 9 1 3 6 7 1 1 d 5 7 5 4 8 5 9 6 2 8 3 2 2 7 0 n 3 1 3 0 4 8 5 9 5 9 1 7 3 5 2 9 u 1 2785 3 2 0 7 6 9 o 2 8 3 9 2 3 6 1 5 B 6 2772 4 1 8 1 5 8 0 1 2 5 8 9 2 1 9 8 3 6 3 9 F 5 2 4 l 5 3 5 e 9 m 8 5 1 4 1 i 8 5 3309 9 n 9 4 8 2771 g 3 11 33 2 7 09 5 6 to 0 5 8 0 n 3 3305 2 3 4 3 3 1 R 1 6 3009 9 5 6 1 3 0 4 1 11 0 397 2 2 d 1 0 9 8 6 3 5 1 0 57 1683 6 9 8 2773 2 7 1 3 7 3976 115 0 1 00 33 2 9 4756 5624 9 4 9 5 2 1 7 62 7 9 5 8 3 9 5 2 2 9 7 8 4 15 1 1101 52 2 d 5 1 6 2 9 1 3 5 88 88 8 1 9 2 6 1 8 52 9 1 5 9 1 0 3 5 9 R 7 9 3 1 4 6 1 0 7 9 6 7 3 14 9 6769 5 3 7 5 y 5 1 1 4 2 1 0 0 5 r 1 2 9 1 0 5 4 7 1 3 9 8 7 9 3 1 7 4 2 a 1 4 1 5 9 6 9 d 0 5 3 0 1 1 7 n 6 9 1 1 7 u 2 2 7 1235 06 1 4 o 6 0 2 7 6 2 1 6 B 8 3 05 8 26 1 5 8 3 5 4 9 7 0 e 3 8 2 223 18 5 105 15 1 d 4 6 5 8 1530 7 6 P 0 7 3 8 0 1525 7 9 7 l 1 9 3 8 180 5 5 2 6 1 a 2 9 1 89 2 5 6 6 1 y 6 194 5 8 4 o 5 23 14 0 9 6 0 2784 6 2 0 7 191 6 R 43 4 8 2 8 1 0 3
5 2 3 2 6 365 1 7 4 2 365 8 1 29 1 3 8 7 7 0 2 3 7 0 2 3
9 7 3 0 6 6
6 7 2 1 6 3
4 6 1 572 1 6
7 9 2 1260 0 1 3 1 8 274 6 2 t 127 6 1 4 1 12 2 S 2 t 45 2 2 M 2 S 6 108 1551 d a 2 225 r 5 r 3 9 2774 2776 3 c 7 1 e 0 7 22 7 5 2775 o 1 9 a 2779 k 9 2 0 f r 7 1 1 4 3 4 u 3 4 0 2 s a 3 3 0 8 1 2 l t 6 2 9 6 a 2 32 6 7 H 5 7 6 1 y o 9 3 7 9 2 1 2 5 0 b 7 R 1 6 1 2 30 1 7 31 0 b 9 6 d 2788 1 3 4 9 8 2 2 3 9 25 7 A 1 2787 1 1 69 28 3 4 6 3 1 2
0 8 7 2782 2 6 3 5 0 9 1 1 1 3 8 3 7 4 4 2 2 2889 3 2783 8 6 4 9 1 7 6 6 84 7 1 8 7 3 1 3 122 1 6 9 7 3 0 6 7 8
6 2 1 2 3644 0 6 3 54 3 2 6 1 4 1 6 124 2 0 512 1 9 7 0 77 7 1164 4 2086 1 9 1 8 9 1242 1 3 0 20 976 261 Arde 7 3 94 7 2 n S 2 8 2 5 69 835 t 4 5 7 2 94 11 5 18 0 1 32 1 4 6 1 76 75 1 8 6 7 9 27 0 1743 3 1 07 3 1 828 2 8 5 7 401 83 4 7 6 31 1 5 1 1150 680 2 2 796 1 8 4 139 5 2793 0 7 4 2 3 3 2781 4 0 5 0 2 4 3 6 25 8 2792 6 5 2 2 6 5 7 7 8 4 8 3 8 50 3 0 0 1 4 2 9 0 4 1 52 4 6 9 1 1 5 0 6 0 2 2 9 5 0 9 1 1 3 3 3 4 2 3 3 1 2 1 8 3 2 1 2 6 1 8 1 1 2 6 4 2 8 4 2777 3 9 0 8 2 2 8 3 0 8
1 2 4 8 6 8 2 2 5 1 8 3 1526 2 0 3 5 7 5 3 9 8 16 6 1 4 9 1 0 2 3 5 9 173 2 5 1 2 8 3394 160 3 109 3 8 4 2 0 9 1 4 3 4 3 1 9 3 4 5 2794 22 1 3 8 5 5 8 8 13 51 8 36 39 2 1 8 1 2791 0 83 3 2790 2 7 277 8 22 5 89 2 7 3 8 2 0 1 1 8 7 7 33 2 8 5 6 82 4 0 5 4 5 1 34 1 8 0 66 2795 13 5 0 2 0 91 3 7 2 2 2 1 5 3 2 1 2 6 1 9 4 2 67 2778 69 7 9 1 5 2 0 0 3 1 2 0 2 5 5 10 1 4 7 7 2 68 5 9 3 9 2 4 2 7 4 5 7 2 2 3 90 1 4 2 8 2 1 7 1 65 1 0 3 3 2 7 2780 3 2 8 5 3 32 3 10 6 9 5 26 4 2 4 4 76 235 5 2 10 2 6 0 0 4 3 72 79 8 2392 1 7 2378 1528 84 4 4 8 47 70 9 7 2 4 6 2 3 5 4 6 1 2 7 4 2 4 0 9 6 4 8 5 9 4 9 2 4 6 6 2 0 5 3 5 2 3 5 0 1 5 1529 1 2789 6 9 9 4 33 1 1 11 3905 2 9 15 3 2 7 1 2 3 2 3 3 3 1 2 1231 8 3 108 4 2 2 6 10 9 8 6 0 6 8 3 1 4 3 628 1 7 4 3 7 6 8 1 9 2 4 0 13 3 0 4 4 7 9 3 9 7 7 0 9 3 788 3 8 3 90 8 8 2 8 1 8 1 6 852 0 3 7 400 4 6 2 9 9 0
2 7 8 8 9 0 2 8 3 8 3 1 1 8 1 1 0 6 1 221 98 7 4 7 0 7 0 5 2 4 3 1 3 3 7 6 2 0 3 4 7 0 4 3 8 2 36 1 4 1 9 3 4 0 2 3 8 1639 8 9 2 6 4866 6 3 3 1 8 35 3 5 4 4 2802 2 490 5 57 37 8 1 1 9 6 4998 34 1 1 3 2 3 3 1 3 6 2 5 9 36 4 2804 5304 7 1 1 7 6 7 6 5 6 3 9 0 5 6 1 4 1 25 1 3 1 59 6 0 7 3 1 5 1 0 9 8 4 0 4 1 1 5 1 5 11 12 9 4 7 0 2803 6 719 1 6 4 1 3 5 38 3 7 1 2 4 1 4 5 9 2 5 3 5 4 99 42 3 5 9 0 9 2 6 5 21 1 4 3 9 8 5 3 1 5 6 1 8 4 2 7 653 5 3 9 9 4 6 2 2 4 4 3 7 0 7 6 4 3 3 327 1 1 4 72 3 0 1 5 1 6 14 4 40 6 4 4 1 1 3 7 9 1 7 4 4 3 2 7 8 8 2 0 8 8 7 0 5 6 2 4 5 5 3 9 7 9 3 5 8 1 16 1 4 7 4 2 13 1 2895 9 5 35 4 8 2 5 5 72 6 4 9 1 32 1108 0 2 2 4 1 5 3 1 1 2798 7 1 5 1 1 1 5 9 5 2 1 1945 5 2 28 3 3 1 9 1 4 5 2 1 2 8 4 2 43 5 2797 4 3 8 1 3 1 9 4 7 2 7 8 876 0 1 7 5 6 3570 3 7 3 1 96 26 2024 8054 5 5 5 8 0 6 2 5 7 1 7 7 1 8 258 3 487 6 6 1 4 74 2800 1 12 2 0 6 2 1 4 5 3 42 7 286 1 4 3 1 1 7 6 4 6 3 8 7 6 9 2 7 44 04 2 9 1 3 5 9 23 2 1 1 6 2 3 3 1 3 2 31 8 20 1 2 1 8 66 1 3 7 1 4 2 1 1 338 74 9 8 1 1 9 9 5 3 2 2 1 9 1 4 4 4 1 3 4 7 1 4 7 35 1 7 6 7 4 13 7 2 31 2801 0 2 7 0 1 7 7 1 5 6 1 6 1 1 1 9 55 1 2 9 6 8 1 8 6 2799 4 4 1 1 2 42 4 1 7 8 3 7 0 5 4 3 6 7 0 4 1 5 8 3 8 7 3 1 5 7 8 2 655 3 6 1 1 8 1 1 4 9
0 4 4 7 8 8 5 0 366 1 2 1 71 2 6 0 1 9 1 2 5 5 52 6 1 8 3 1 0 7 5 0 4 3 9 5 5 4 1 0 2 07 2 56 5 1 4 3 5 5 3 3 8 2 2 3 7 9 7 1 6 9 5 66 6 3 3 3 1 1 1 23 1 89 4 2 6 3 5 6 0 7 05 3 1 7 41 1 2 2 8 0 2 4 4 1 7 0 2807 1 26 8 5 5 4 1 6 7 3 1 9 6 7 4 1 7 9 4 3 6 4 2 1 4 8 4 1 8 4 1 4 4 6 0 5 4 3 4 7 1 5 2 4 1 3 23 2 1 3 7 8 1 26 4 1 5 1 6 7 1 4 1 2806 1 7 1 9 5 1 5 4 3 1 8 5 4 0 6 5 1 4 6 0 5 5 5 7 84 7 73 3 4 7 1 1 5 7 5 1 1 5 7 5 7 3 3 4 7 2 2 3 3 3 4 8 5 2 5 Legend: 1 4 2 2 5 1 6 9 2 7 6 8 2 3 3 5 2 8 4 5 88 16 3 5 3 3 5 5 1 0 9 64 04 0 3 0 9 3 4 95 9 2 1 1 3 0 1 2 3 2 1 1 2810 Rail Lines 3 03 3 5 1 8 7 8 3 3 2 5 2 1 5 0 2 9 10 1 17 34 9 3 5 5 3 3 2 5 4 1 1 7 4 4 3 8 7 0 1 8 6 4 4 7 2 8 5 Public Transit Only 3 13 9 1 1 6 1 3 0 3 2 1 2 1 6 3 6 5 6 3 6 8 8 6 8 0 4 9 2 6 9 8 0 5 3 2 9 6 8 4 Walking, Park and Ride 2 2 1 9 0 5 6 5 44 0 3 5 3 11 0 4 2 0 5 0 34 7 5 18 2 4 0 6 1 1 9 8 0 6 1 19 4 2 2 1 6 Future Road Network 1 5 2 7 2 1 2 3 7 8 5 3 4 5 8 8 2 5 14 56 0 1 2 1 1 0 3 4 8 8 2 1 1 1 8 3 6 9 1 4 5 5 3 8 4 3 1 0 9 2 5 0 7 M:\VITM\VITM2012_V120110\Base\Y2011 Ref\HWY_AM_AFTERTRIPASSIGN_Base.Y20116 Ref.NET 2 1 10/4/2012 Licensed to GTA Consultants VITM 2012 - Integrated Transport and Access Review Arden-Macaulay and City North
13M1028100 - 2 Hrs PM Total vehicle Year 2011 Base 4 2 2 5 2 7 0 8 1 0 3 7
3 7 22 3 1 2 2 218 1 4 1 3 6 0 1 1 1 1 1 0 740 5 1 2
7 6 2 3 40 2 1 7 0 1 2
1 9 0 4 3 2786 1 1 1237 4 9 0 0 1 3 7 1 7 0 7 0 6 8 1 4 4 3 1 7 0
3 1 6 3 0 1 9 3 0 8 9 3 222 1 9 2 1 3 6 9 0 7 9 1 4 7 7 0 8 4 5 2 8 8 6 1 4 0 5 4 8 0 8 9 5 6 7 8 3 5 7 9 9 4 1 1 1 5 6 9 8 1 9 8 8 1 0 1 4 2 1 1 1 3 1 7 1634 163 995 9 4 34 4 962 9 16 1634 5 0 1 23 0 3 63 8 3 535 4 8 9 6 8 1 15 2 47 2380 4 1 3 35 35 0 13 12 6 6 7 9 3 5 15 1 3 30 5 6 2 1 35 8 2 1 1 6 5 3 5 0 9 1 480 53 3 1 2 2 7 3 1 6 7 4 421 5 4 3 2 1 4 9 1 8 4 1 5 2 7 4 3071 2320 1 5 46 5 1 2 5 5 2 3 8 2 2 4 1 573 9 6 2 3 8 2699 7 7 5 1 6 3803 9 4 2 6 1 5 9 3651 4275 5 6 104 6 227 2 3 6 3 9 39 5 6 24 84 1 93 1 24 2 4 1 4373 820 26 5 1236 4189 6 2246 2246 3 4315 5 1634 4315 6 684 3285 1 2 4 4 1 5 8 8 2684 26 8 5 1 8 7 9 1 0 2 6 535 6 8 7 1 2 6 4 5 2 8 6 7 0 1 9 7 9 1 4 6 2 3 5 7 8 5 2 7 7 1 4 9 3 5 1 9 4 5 0 8 9 8 5 7 2785 3 8 3 4 1 1 1 7 3 4 4 7 7 6 1 2772 7 1 2 5 0 2 4 8 1 6 1 4 1 7 3 3 3 6 1 1 F 9 5 l 2 7 2 9 e 3 m 4 9 2 9 7 i 2 7 3055 4 n 4 8 35 2771 g 3 12 305 6 5 5 to 8 1 7 9 8 n 3 4350 2 5 8 1 0 4 R 2 3096 1 0 4 3 3 5 6 1 85 0 505 3 d 9 5 9 0 2 5 3 1190 6 6 5 146 3 2 2773 9 0 2 3 0 4 2 5050 19 1 5 3 6 3147 6371 1 1 8 9 3 1 63 1 2 4 7 8 6 5 9 8 3 3 5 5 0 0 2 2 78 7 898 64 4 7 7 d 9 0 0 4 1 3 29 29 1 1 1 4 4 4 9 8 35 8 8 7 4 1 3 8 3 9 R 4 2 2 0 1 2 2 8 2 58
1 0 5 14 6 5822 9 8 1 2 y 9 0 2 8 8 2 5 9 r 1 9 5 8 2 2 2 1 8 6 4 5 1 8 8 62 8 a 2 7 1 9 9 0 9 8 d 9 4 5 6 1 7 n 8 2 2 8 8 6 u 2 33 6 1235 6 5 o 3 0 1 9 5 3 B 3 8 1 2 98 4 26 8 3 9 7 6 4 8 0 e 2 9 6 223 30 4 6 d 2 5 7 9 1530 7 6 9 2 426 P 2 7 2 8 3 6 1525 2 4 l 6 5 41 8 2 6 1 5 3 1 1 a 1 83 5 8 2 2 3 3 1 y 6 4 8 40 8 o 8 3 3 9 2784 9 7 1 3 1 443 5 8 R 8 3 58 9 0 8 1 6 8 1 1 8 646 3 6 2 9 1646 8 0 29 2 9 8 5 0 5 3 8 2 1 5 6 6 5 6 5 1 2 9 1 2 3
0 3 2 1 7 1225 7 2 6 175 9 8 0 1 7 211 0 8 6 6 3 t 21 1 15 10 2 9 S 2 46 5 1 M 9 4 447 252 d 6 t 2 144 a r 4 3 2774 2776 3 5 c 6 S 2 4 4 14 2775 4 o 4 6 3 a 2779 6 1 f r 0 8 2 3 6 0 u 5 2 01 e 1 s 1 3 1 2 2 l t 1 k 1 4 6 7 a 1 21 4 r 6 9 2 6 5 4 y o a 0 1 5 0 4 2 1 7 b 5 2 2 R H 2 8 7 15 30 0 9 4 b 2 7 d 2 5 5 4 2788 2 6 4 25 6 A 2787 1 2
6 60 9 2 4 28 8 4 5 6 4 6 2782 6 3 1 1 3 0 1 6 7 5 7 7 5 5 9 1 3 2 2889 2 2783 1 5 7 1 7 9 4 3 73 3 1 1 1 5 1 9 84 3 4 2 7 5
1 0 0 6 1 2 2 6 1519 8 2 0 3 05 1 4 3 6 1 7 1 2 83 862 2 2 3
2 1 3 2 1122 2500 9 8 111
5 6 831 1 8 1 925 6 2 2454 466
1 1 9 3 9 103 543 9 8 1 2 91 93 8 1 10 9 1 8 5 0 9 11 598 5 2 00 11 27 1 1009 27 5 53 9 3 1 2 9 2490 5 8 9 6448 3 5 31 5 5 9 1081 566 4 60 8 3 3 2465 6 2793 4 6 5 9 2781 3 5510 1 3 0 8 6 93 9 2792 8 2 1 2 9 3 5 6 4 8 4 3 1 4 95 8 6 4 7 7 0 2 3 8 1 8 0 8 2 2 7 7 2 2 1 3 1 8 1 8 6 1 0 1 6 9 5 9 1 2 8 6 1 2 2 7 1 5 0 0 2 2 3 7 1 3 2 4 2777 9 2 6 4 6 5 0
2 6 3 2 4 5 8 1 1 3 1 1 1 3 1526 3 3 1 4 2 9 2 5 1 1 5 3 6 3 1 5 6 7 21 2 4 3 2 6 1860 41 7 109 1 8 0 7 7 07 0 9 3 9 109 9 2794 1 1 77 9 193 5 7 33 8 75 02 204 3 2791 1 2 1 262 2790 8 23 9 1 6 9 149 3 283 5 6 3 3 1 3 3 1 33 7 8 3 1 0 0 869 8 1 8 0 5 34 3 5 8 0 74 10 2795 4 8 3 13 1 4 3 1 5 5 2 30 2 2 4 1 10 23 2778 85 3 7 1 7 2 9 5 2 9 4 8 1 5 5 103 7 2 5 7 6 0 2 1 7 4 2 6 1 2 2 3 7 4 4 9 2 2 6 1 7 0 3 1 2 6 9 2 228 1 9 4 5 4 2780 0 3 1 3 2 32 3 4 11 8 9 9 5 3 0 4 7 60 3 822 4 6 11 2 22 1 2 20 3 5 876 5 8 7 900 1528 59 2 3 1 8 42 75 1 8 0 1 5 20 2 0 3 4 3 1 3 7 0 3 1 2 8 7 7 1 5 2 1 5 0 4 8 1 2 5 2 0 8 6 55 1 0 3 3 3 4 1 1529 2789 2 3 0 05 2 3 2 1 8 2 1 2 1156 3 7 4 4 4 0 1 9 4 4 2 1 591 3 7 8 2 89 3 5 6 2 4 4 0 0 1 9 2 3 0 1 2 43 3 4 3 4 1 6 8 8 1 0 1 5 19 8 5 7 2 6 1 1 9 1 0 7 4 1 3792 3 2 6 524 2 2 2 7 2 3 5 2 1 1517 7 2 9 504 5 5 6 1 3 2 7 4 3 7 6 4 8 1 9 6 9 5 3 5 3 2 0 5 3 7 2 8 6 69 67 9 4 8 3 7 3 7 5 5 3 8 2 04 8 1 3 3 6 0 1 1 1 3 52 2 5 8 1 2 3 5 5 1639 1 5 6 9 3 3 5508 8 2 5 6 50 3 2802 4 5 33 1 1 501 7 9 37 9 5 3 0 1 2 4 5 59 41 9 2 6 2 9 5 95 3 9 3 8 8 4 84 8 3 36 5 3 2804 8 1 1 8 169 4 3 8 5163 55 7 1 0 6 1 7 5 5 2 2 4 0 8 4 4 3 1 7 6 3 2 1 3 1 4 6 0 4 2803 6 104 5 9 8 305 2 3 38 6 5 8 8 2 6 2 9 1 5 7 4 6 35 93 9 2 1 7 1 3 8 3 74 2 5 6 1 5 0 1 4 1 3 6 0 2 1 546 3 1 4 4 4 5 3 0 6 9 7 8 2 7 5 3 6 0 4 2 4 363 7 0 1 9 3 8 5 1 1 0 98 7 40 7 7 1 2 4 1 2 7 8 5 2 8 5 1 6 8 7 3 7 6 0 1 7 6 7 2 2 7 4 3 7 0 2 5 1 1 1 6 5 2 1 9 4 9 9 17 3 0 1 5 9 1 8 8 8 35 8 0 5 15 3671 5 2 1 2 91 6 7 2798 1 2 8 7 2 1 6 1 3 3 3 1 2 2187 8 4 24 0 1 1 6 4 0 1 3 0 0 222 4 2797 4 5 13 2 1 4 1 8 1 1 9 29 7 5 6 9 3 9 72 0 1 7 4 2 5 1270 70 45 9 5 3 4 2 1 06 3 3 7 3 5 2 2 5 5 2 215 37 0 2800 1 2 7 5 6 6 3 8 9 7 3 8 5 4 9 1 6 0 8 7 4 179 6 2 6 5 4 7 7 3 1 4 3 7 279 5 6 5 59 7 6 9 7 7 1 6 5 4 3 4 3 1 1 8 9 6 6 4 14 38 1 1 3 1 6 7 87 6 3 7 3 9 1 730 6 7 3 9 1 1 2 8 6 2 2 4 1 4 7 5 5 4 4 3 6 2 4 737 6 6 7 20 3 0 1 5 2801 2 6 0 0 9 6 1 8 9 2 1 5 9 1 0 3 82 1 6 4 1 2 4 1 8 5 2799 1 1 42 7 7 3 5 0 5 8 3 8 1 8 1 6 3 6 8 9 8 5 0 5 3 3 3 1 8 1 5 22 1 282 6 4 5 9 8 1
0 7 4 3 5 5 625 6 1 4 4 1 2 66 0 5 1 0 1 6 3 9 6 1 8 3 3 9 35 6 9 5 6 5 2 7 7 7 5 8 2 6 68 4 1 1 8 1 6 4 9 1 5 8 6 6 5 3 5 1 1 1 7 1 25 4 3 5 5 1 6 0 6 73 3 0 3 9 1 1 6 6 2 35 8 4 1 3 41 5 1 2 8 8 6 7 6 1 9 6 18 5 7 8 2 96 2 2807 5 5 0 6 0 1 1 2 1 3 8 2 3 7 1 8 1 2 86 1 7 0 1 4 6 1 6 8 5 9 3 1 6 6 3 6 1 20 8 1 9 5 8 5 3 7 8 6 1 4 0
7 7 2806 7 8 8 1 1 6 1 3 1 4 6 8 9 5
7 7 3 1 8 8 3 3 6 3 3 9 8 3 8 7 7 2 1 7 1 1 6 9 4 3 4 3 9 1 5 1 8 4 5 0 1 2 2 Legend: 8 5 0 0 1 9 3 1 4 6 6 8 1 5 6 6 0 2 3 2 5 1 69 34 3 4 33 6 1 8 1 7 0 3 8 7 7 2 6 2 21 1 8 5 5 4 1 8 5 2 2810 Rail Lines 4 8 8 9 5 42 5 0 0 2 5 2 5 4 4 1 1 8 5 7 9 4 10 1 7 17 0 8 7 1 9 3 7 0 1 1 1 2 08 1 7 1 7 6 1 5 Public Transit Only 7 7 5 4 1 5 1 1 2 4 3 1 2 3 8 1 2 8 1 6 4 5 2 4 6 5 4 1 0 0 7 6 0 0 0 1 2 7 9 6 5 2 3 1 9 8 Walking, Park and Ride 2 8 1 3 2 6 1 1 9 44 7 5 8 7 6 1 11 4 1 9 8 2 4 9 6 5 3 1 1 67 0 2 7 69 9 31 2 1 Future Road Network 8 9 4 1 4 1 8 1 2 4 2 9 1 7 7 6 0 1 7 8 1 4 4 5 1 6 8 1 1 46 2 4 2 1 3 2 1 2 1 8 3 6 41 4 2 25 9 2 8 2 7 1 6 7 0 4 8 M:\VITM\VITM2012_V120110\Base\Y2011 Ref\HWY_PM_AFTERTRIPASSIGN_Base.Y20118 Ref.NET 9 2 2 10/4/2012 Licensed to GTA Consultants VITM 2012 - Integrated Transport and Access Review Arden-Macaulay and City North
13M1028100 - Daily Total vehicle Year 2011 Base 3 0
7
0 0
7
0 3 22
0
0
218 3 6
0
0
1 1
5
4 2 6 0 2 0 0 1 09 0 0 1 0 6 3 0 3 2786 0 0 7 1237 0 4 5 0 0 7 5 0 0 1 7 0 9 6 5 3 0 2 0 1 1
0 0 6 6 0 8 3 222 3 0 4 0 0
0 3 0 7 0 0 4 7 0 7 0 3
6 5 5 0 3 0 0 9 7 0 1 0 2 1 0 1 0 0 1 0 1 0 0 4 1 0 0 1 0 7 6 7 25700 16600 3 3 25700 4 7 23
0 6 0 4 0 700 0 0 0 0 700 0 17 2 4 2 6 0 0 5 25 2 5 0 2 1 1 3 57 7 8 0 1 5 0 4 0 0 3 6 4200 1 0 0 0 5 0 0 3950 4510 0 8 0 0 5 0 0 7 0 4830 6 2 0 7 4 4 3 0E 0 7 lliot Av 0 5 0 4 2 e 0 7 104 6 3 47000 0 3 1 4050 80 0 1 0 5 0 2 1236 475 35800 3 00 d 0 25700 R 80 35 2 y 0 0 0 0 r 35800 8 0 0 0 9 0 0 a 8 1 8 9 5 0 6 d 0 0 0 0 2 1 0 4 0 0 0 3 0 3 n 0 0 0 1 4 1 2 4 7 2 u 0 3 2785 2 7 0 o 9 5 2 8 3 1 4 4 B 8 0 2772 0 0 0 0
0 0 2
0 8 0 0 8 F 2 0 6 0 l 0 e 4 00 3 7 m 1 4 7 in 16800 45 0 3 9 g 5 2771 0 0 4 2 to 0 0 0 4 0 0 n 0 49900 0 8 5 9 0 0 R 6 45500 5 0 575 0 3 d 1 0 00 4 2 2773 4 57500 0 8 9 0 2 460 0 0 00 0 7 0 0 14100 d 4 7 9 930 0 0 7 3 0 2 0 0 3 5 R 3 0 0 2 1 0 6
3 0 0 y 3
r 3 0 0 4 9300 0 a 4 4 0 9 0
d 1 2 6 1 0 n 1 8 0
u 0 1235 1 0 o 0 8 8 5 B 8 6 4 7 0 0 26
0 0
6 0 223 e 73 3 0 d 0 0 0 0 1530 1 P 0 0
0 1525 0 l 81 4 8 0 0 0 4 a
9 0 0 9 9 0 y 0 4 8 0 05 3 00 0 o 4 6 2784 5 0 4 800 0 R 0 4 1 0 2 3 0 8 9 6 8 9 29 1 0 0 0 0 0
0 0 4
7 0 4 0
8 5 5 1 1 8 4 60 7 0 0 9 0
0 0 0 2060 0 3 0 t 20 600 9
S 0 t 1 2 M 0 S 6 1200 2080 d 0 2 9 0 2774 a 2776 r 9 r 9 0 c e 0 2775 o 2779 2 k 0 0 a 0 f r 0 9 251 2 u 0 00 2 s a 0 0 0 l t 0 a 0 1 4 4 H 5 2 y o 0 2 8 0 0 4 8 R b 9 0 4 1 2 30 5 8 d b 2788 0 9 1 25 A 0 2787 0 0 0 70 28 0 3 7 0 1 0 0 2782 7 0 0 8 0 0 5
0 2889 6
5 2783 17 0 4 6 7 00 0 0
0 9 1 7 10 0 0 0 4 9 0 3 25 0 5 300 1 0 4 6 9 89 1 00 5 2 0 21300 0 0 9 0 890 1 4 0 0 0 1030 A 5 0 0 rde 0 20300 n St 0 9 2 0 0 1 23300 9700 400 2127000 9 4
98 3 3 00 6300 0 5 8 64 0 31 0 00 1 0 9 0 2793 0 0 2781 3 0 2792 6 0 0 0 0 6 0 3 0 0 6 0 0 0 1 600 4 7 0 0 0 7 0 3 0 0 9 1 0 0 0 5 4 2 1 9 2 6 0 5 0 8 2 2777 5 2 0 0 4 0
0 1 0 0 1 0 8 0 0 4 3 1 0 1526 2 0 6 8 0 4 2 6 3 3 4 7 500 3 24 0 3 8 400 0 170 0 109 0 40 0 0 0 18 0 0 00 2794 4
1 700 30 5 9 0 3 0 2791 0 4 2790 0 8 0 0
7 0 0 2 0 8 33 0 4 0 00 730 0 0 0 0 1 34 0 15 2795 0 0 00 8 0 0 7 6 2 29 0 1 0 0 1 63 0 2778 0 500 0 0 5 0 2 0 0 0 1 0 1 6 1 1 0 0 7 6 3 0 3 0 1 10 0 3 0 9 2 3 00 5 0 0 3 2 8 1 2780 4 0 32 1 0 0 4 0 0 9 4 1 4 50 3 1 5 1 0 0 900 0 4900 6 12500 4 3 1528 0 0 44 2 4 0 0 00 0 0 1 7 0 6 91 0 0 00 1 00 8 0 4 0 6 8 126 0 1529 2789 2 00 10 400 0 6 0 9 0 2 1 0 18 5 2 4 1 0 0 0 24 0 3 4 0 20 25200 0 1 0 8 0 24200 8
2 3 0 1 08 0 2 00 6260 0 0 0 0 0 0 0 0 0 2 0 2 6 0 4 2 1 0 9 0 2 7 624 5 0 0 0 2 0 0 0 6 2 0 4 639 1 00 1639 5 0 2 4 1 0 3 0 1 5 2 2 0 6160 4 3 2802 0 6 1 0 37 7 0 0 0 54 2 1 9 200 36 0 2804 0 5 0 8 4 0 0 2 69 1 0 80 2 0 0 0 2 0 6 1 0 0 0 2 6 262 9 2803 9400 7 0 38 0 0 1 6 712 5 3 00 00 0 0 2 0 5 0 1 1 3 9 67 2 3 6 2 1 1 2 0 0 0 7 0 2 5 5 0 0 0 0 5 4 0 5 3 0 160 40 1 0 0 0 3 0 0 8 0 0 7 0 0 0 0 1 0 5 2 7 0 0 6 0 5 1 1 8 7 0 8 2 2 1 8 7 5 0 0 1 35 7 5 1 2 0 3700 0 0 0 4 2 1 2798 1 4 0 9 0 3 0 230 0 00 40 900 0 39 0 1 3 5 7 1 50 212 2797 2 5 0 8 0 9 0 6 0 1 1 0 5 5300 5 0 0 10 6100 0 2 7 5 3 20 0 0 5 0 5 2800 0 0 0 0 0 8 0 1 0 618 0 0 0 0 0 00 00 00 6 3 0 0 1 0 9 8 610 8 0 2 1 8 00 0 4 1 0 1 6 6 8 1 9 645 6 0 1 2 9 00 5 5 0 2 6 0 6 0 0 0 0 3 1 9 0 4 5 0 0 9 0 1 2801 2 1 0 1 0 1 510 2 1 0 3 0 6 4 2799 0 6 6 0 2 1 42 6 0 0 5 1 0 1 0 4 0 0 0 0 0 3 0 9 0 0 1 0 0 60 6 53 1 2 0 0 98 6 1 0 0 0 6 4 0 9 4 0 0 2 0 6 5 5 2 4 0 3 0 5 0 5 0 5 2 0 100 0 0 2 0 0 6 6 0 2 6 0 41 0 8 0 6 5 0 2807 0 9 0 00 9 8 0 0 0 6 8 4 0 0 0 0 7 9 00 0 0 0 7 4 0 0 1 0 0 0 8 1 0 1 4 1 4 0 24 8 8 3 2 2 0 2806 7 5 0 8 0 0 6 3 0 0 0 6 0 0 1 0 9 0 0 0 0 6 9 2 0 9 1 6 2 0 1 0 0 8 3 0 5 0 1 1 1 9 2 Legend: 0 0 0 0 0 0 9 0 0 2 0 0 6 0 5 6 0 5 0 2 0 6 17 10 1 6 4 9 0 8 5 0 1 4 9 8 1 0 2810 Rail Lines 0 7 0 0 1 1 0 31 0 0 0 10 40 0 0 60 1 2 2 6 0 1 5 0 1 0 0 1 Public Transit Only 6 5 2 0 2 0 3 1 2 0 0 2 0 1 1 0 6 6 0 0 3 0 0 0 4 6 5 0 4 1 0 Walking,2 Park and Ride 1 1 0 0 1 2 9 44 1 6 0 11 1 0 9 7 3 0 0 1 0 2 00 2 0 0 2 0 1 1 33 1 0 0 Future Road Network 0 0 1 31 0 0 4 8 1 0 0 0 5 6 8 20 0 0 2 0 0 7 0 4 0 0 34 1 39 1 1 1 7 2 0 5
6 0 0 0 M:\VITM\VITM2012_V120110\Base\Y2011 Ref\HWY_Daily_AFTERTRIPASSIGN_Base.Y2011 Ref.NET 0 3 0 0 10/4/2012 Licensed to GTA Consultants
2011 GTA Base Case VITM Outputs
AM 2-Hour Peak Volumes
PM 2-Hour Peak Volumes
Daily Volumes
VITM 2012 - Integrated Transport and Access Review Arden-Macaulay and City North 13M1028100 - 2 Hrs AM Total Vehicle Year 2011 9 2 8 6 5
9 6 1 4 3 1 8 7 4 3 0 4 1 22 0 6 8 0 6
218 1 1 7 1 4 1 8 77 3 1 11 2 3 7 06 3 0 5 8 6 8 9 4 4 2 4 2 2 2 6 9 2 7 0 0 1 4 3 2 8 11 2 5 1
1 5 9 1 11 6 1 5 7 8 5 3 2786 1237 3 5 1 9 7 4 7 7 5 1 5 7 6 9 7 0 4 8 1 2 1 1 1 2
1 0 1 1 4 3 0 5 1 5 3 2 t 5 5 3 3 5 2 222 S
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Public Transit Only 4 4 8 4 0 1 4 6 8 4 2 1 7 1 1 1 2 1 7 8 0 4 3 0 7 2 9 1 5 5 5 9 4 2 5 0 4 0 2 0 1 9 4 4 4 1 3 7 5 6 3 0 0 2 0 7 4 1 1 7 8 8 5 1 2 6 Walking, Park and Ride 4 1 1 3 7 7 1 2 6 9 1 9 6 7 4 1 7 8 9 2 4 5 3 3 0 3 6 6 3 84 0 5 2 0 2 1 3 12 2 7 2 1 1 2 Future Road Network 7 7 4 1 8 9 5 8 1 9 1 8 9 2 2 0 0 5 1 0 2 7 6 7 8 60 4 4 8 8 4 1 2 6 8 9 47 3 2 1 1 7 3 6 1 2 6 2 7 1 0 2 4 9 4 6 2 3 6 M:\VITM\VITM2012_V120110\Base\M1028100-13\Y2011\HWY_PM_AFTERTRIPASSIGN_Base.M1028100-13.Y2011.NET8 0 5 8/13/2012 Licensed to GTA Consultants VITM 2012 - Integrated Transport and Access Review Arden-Macaulay and City North
13M1028100 - Daily Total Vehicle Volume Year 2011 6
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6 1 6 8 3 8 0 2 2 8
4 8 3 2 7 4 Walking, Park & Rida 1 1 3 9
4 44 2 2 8 6 11 0 0 9 8 58 3 5 7 7 8 0 6 88 0 1 96 8 8 7 Future Road Network 0 0 4 9 3 1 4 0 6 1 9 94 4 0 0 61 1 8 2 3 37 2 0 0 2 7 5 8 7 8 1 M:\VITM\VITM2012_V120110\Base\M1028100-13\Y2011\HWY_AM_AFTERTRIPASSIGN_Base.M1028100-13.Y2011.NET4 6 9 8/13/2012 Licensed to GTA Consultants
GTA Refinement Summary
Network Refinement Summary
GTA / DoT Base Case Model Comparisons
Network Refinement Summary
Network Refinements
The DoT VITM network for the Aden Macaulay and City North Study area is shown in Figure 1.
Figure 1: Arden Macaulay & City North – Base DoT VITM Network Coding
For the purpose of this study no zone refinements have been undertaken. However, refinements have been made to link, zone centroid connectors and intersection coding to provide a finer and level of detail within the study area. Furthermore a full review of network coding was undertaken to ensure that the link coding reflected actual road conditions. The refinements will allow for an improved definition within the study area and therefore will result in more accurate distribution of trips within the study area. Network refinements were undertaken based on site visit findings. A full review of all links within the study area was conducted to ensure that they reflect existing road conditions. In addition a number of additional links which represent local roads were included in the model. Details of the network refinement are summarised in Figure.2 and Table1.
Figure.2: Arden Macaulay & City North Road Network Refinements
Table1: Network Refinements No. Network Changed VITM DoT Study Network Refinements New Road Connections 1 Eastwood St n/a Capacity 1500, speed 50 2 Rankins Rd n/a Capacity 1500, speed 50 3 Chelmsford St n/a Capacity 1500, speed 50 4 Elizabeth St n/a Capacity 1500, speed 50 5 Bent St n/a Capacity 1500, speed 50 6 Alfred St n/a Capacity 1500, speed 50 7 Sutton St n/a Capacity 1500, speed 50 8 Mark St n/a Capacity 1500, speed 50 9 Buncle St n/a Capacity 1500, speed 50 10 Boundary Rd n/a Capacity 1500, speed 50 11 Llyod St n/a Capacity 1600, speed 50 12 Langford St n/a Capacity 1500, speed 50 13 Graice St n/a Capacity 1500, speed 50 14 Green St n/a Capacity 1500, speed 50 15 Fogarty St n/a Capacity 1500, speed 50 16 Hainess St n/a Capacity 1500, speed 50 17 Shiel St n/a Capacity 1500, speed 50 18 Melrose St n/a Capacity 1500, speed 50 19 Curran St n/a Capacity 1500, speed 50 20 Brougham St n/a Capacity 1500, speed 50 21 Erskine St n/a Capacity 1500, speed 50 22 Canning St n/a Capacity 1500, speed 50 23 Druburg St n/a Capacity 1500, speed 50 24 Chapman St n/a Capacity 1500, speed 50 25 O’Shanassy St n/a Capacity 1500, speed 50 26 Harcourt St n/a Capacity 1500, speed 50 27 Courtney St n/a Capacity 1500, speed 50 28 Villers St n/a Capacity 1500, speed 50 29 Blackwood St n/a Capacity 1500, speed 50 Modifications to Existing Road Connections 1 Gatehouse St 2 lanes 1 lanes effective 2 Abbotsford St 2 lanes 1 lanes effective 3 Boundary Rd 2 lanes 1 lanes effective 4 Racecourse Rd 3 lanes 2 lanes effective 5 Royal Pde 4 lanes 2 lanes effective 6 Swanston St 2 Lanes 1 lanes effective 7 Flemington Rd East of Harker St 4 lanes 3 lanes effective 8 Victoria St West of Peel St 3 lanes 2 lanes effective 9 Arden St west of Curzon St 3 lanes 2 lanes effective
In addition, a number of turn bans were observed during the site visits and were accordingly coded in VITM. These turning restrictions are summarised in Table 2
Table 2: Study Area Turn Bans coded in GTA VITM No. Turn Bans Time 1 Canning St west of Macaulay St – Right turn only All time 2 Macaulay Rd south of Hainess St to Hainess St All time 3 No right turn to Abbostford St from Brougham St All time 4 No right turn from Abbostford St to Flemington Rd All time 5 Left out only from Chapman St to Harker St All time 6 No right turn to Flemington road from Harcourt St All time 7 No right turn to Flemington road from Villers St All time 8 No right turn to Flemington road from Wreckyn St All time 9 No right turn to Flemington road from Blackwood St All time 10 No right turn to Flemington road from Harcourt St All time
GTA / DoT Base Case Model Comparisons
VicRoads Guidelines The strategic models are generally calibrated and validated in accordance with the criteria set out in the VicRoads report titled ’Transport Modelling Guidelines, Volume 2: Strategic Modelling (April 2012)’. Key criteria set out in the VicRoads Guidelines are discussed in the following subsections
Scatter Plots
Figure 3, Figure 4, and Table 3 present comparison between the surveyed and modelled traffic volumes for roads within the study area. The plots shown in Figure 3 and Figure 4, shows best fit regression line and the coefficient of determination (R2). The VicRoads guidelines set out targets for slope of best fit regression line between 0.9 and 1.1 and greater than or equal to 0.90 for R2.
Figure 3: Modelled vs. Observed Traffic at Study Area Counts (AM 2 hours)
AM Peak Period Trips GTA Model AM DoT Model AM 8000 7000 6000 y = 1.6314x R² = 0.7716 5000 4000 y = 1.037x Modelled 3000 R² = 0.6753 2000 1000 0 0 1000 2000 3000 4000 5000 Counted
Figure 4: Modelled vs. Observed Traffic at Study Area Counts (PM 2 hours)
PM Peak Period Trips GTA Model PM DoT Model PM 7000 6000
5000 y = 1.2433x 4000 R² = 0.3084 3000 y = 1.0177x
Modelled R² = 0.736 2000 1000 0 0 1000 2000 3000 4000 5000 Counted
Table 3: Surveyed verses Modelled Traffic Volumes
Figure 3 and Figure 4 illustrate that the GTA refined VITM models, although not completely meeting the VicRoads criteria, represent more accurate representation of the surveyed results than the corresponding DoT VITM. As such, the GTA VITM is considered to be suitable for use in testing future land use and infrastructure in the Arden Macaulay / City North area.
Percent Root Mean Square Errors
The Percentage Root Mean Squared Error (%RMSE) is an indication of the correlation between modelled volumes and counts; however it is dependent on the size of the count volume. The %RMSE is generally used during the validation process of a strategic model, as it emphasises the need for counts with high volumes to be validated accurately. The VicRoads criteria for the validation of strategic models states that the overall %RMSE should be below 30%.
Table 4 shows the %RMSE criteria results for both AM and PM GTA refined VITM.
Table 4: GTAVITM 2 Hour AM and PM Peak Periods – Root Mean Squared Error Calibration Statistics
VITM DoT VITM GTA Refinement Count Count Range Category AM Peak PM Peak AM Peak PM Peak
1 0 - 1000 72 62 75 82 2 1000 - 2000 88 112 37 32 3 2000 - 5000 85 64 24 22 4 5000 - 10000 - - - - 5 > 10000 - - - - All Counts 92 84 39 34
Table 4 shows that the GTA refined VITM meets the VicRoads criteria for counts greater than 2,000 vehicles in the AM and PM peak. It is highlighted that strategic network models are not expected to accurately match traffic counts at individual locations; instead model calibration is typically measured by comparing counts at regional level where traffic volumes are higher and less effected by typical traffic variations. As such, given that overall the AM and PM peak counts meet the VicRoads requirement, the refined models are considered suitable for testing the land use and road network scenarios proposed for the Arden Macaulay/ City North area.
Assignment Convergence
Assignment convergence relates to the use of equilibrium or incremental assignment algorithms. The VicRoads Guidelines defines the following parameters in regard to assignment convergence validation:
• RGAP - Relative difference between the costs along the chosen routes and those along the minimum cost routes, summed across the whole network, and expressed as a percentage of the minimum costs (also referred to as ‘Delta’ or the Duality Gap). • RAAD - Relative average absolute difference in link flows between successive iterations. • AAD - Average absolute difference in link flows between successive iterations. • Pdiff - Percentage of links whose change in volumes between iterations is less than a set value.
The results of the GTA VITM convergence validation against the targets set out in the VicRoads Guidelines are shown on Table 5.
Table 5: Validation Summary - Assignment Convergence GTA VITM VicRoads Within No Parameter AM Peak PM Peak Requirement Criteria (after 57 ( after 46 iterations) iterations) 1 RGAP 1% 1% <1% 2 RAAD 0.5% 0.5% <1% 3 AAD 0.5 0.5 <1 veh/h 4 Pdiff 100% 100% >95%
Volume Bandwidth Plot
Figure.5 and Figure.6 have been prepared to illustrate a volume bandwidth plot for the Arden Macaulay / City North area in the AM and PM peaks.
Figure.5: 2 Hrs. AM Total Private Vehicle Volumes
Figure.6: 2 Hrs. PM Total Private Vehicle Volumes
The results presented in Figure.5 and Figure.6 illustrates the locations of links with the highest volumes correlate with onsite observations.
Comparison of Surveyed and Modelled Volumes
A comparison of the surveyed and modelled traffic volumes on the key roads in the study area has been undertaken for the AM and PM peaks and the results are shown in Figure7 and Figure 8.
Figure7: AM Trips Model and Survey Volumes on Main Roads 8000
AM Observed 7000 AM VITM DoT AM VITM GTA 6000
5000
4000
2 2 Hrs Volume 3000
2000
1000
0 Flemington Rd Racecourse Rd Elizabeth St / Swanston St / Racecourse Rd Victoria St / Grattan St / Arden St / Bouverie St / Racecourse Rd / Harker St / Stubbs St Queensberry St Victoria St / Boundary Rd Elizabeth St Royal Parade Macaulay Rd Victoria St / Stubbs St (north) (west) (north) (west) (west) (north) (north) (north) SB (east) (east) Main Road
Figure 8: PM Trips Model and Survey Volumes on Main Roads 7000 PM Observed 6000 PM VITM DoT PM VITM GTA 5000
4000
3000 2 2 Hrs Volume
2000
1000
0 Flemington Rd Racecourse Rd Elizabeth St / Swanston St / Racecourse Rd Victoria St / Grattan St / Arden St / Bouverie St / Racecourse Rd / Harker St / Stubbs St Queensberry St Victoria St / Boundary Rd Elizabeth St Royal Parade Macaulay Rd Victoria St / Stubbs St (north) (west) (north) (west) (west) (north) (north) (north) SB (east) (east) Main Road
The results illustrate an acceptable level of correlation between the GTA VITM modelled and surveyed traffic volumes.
GEH Statistic
The GEH statistic has also been calculated to compare surveyed and modelled volumes. Figure.9 illustrates a plot of GEH versus one hour volume equivalent in the AM and PM peak, whilst Table.6 presents the associated percentage data.
The VicRoads Guidelines recommended targets for applying the GEH statistics are as follows:
• 50% of cases have a GEH < 5 • 80% cases have a GEH < 10
Figure.9: GTA Refined VITM - GEH Plot of One-Way One-Hour Link Volume – AM & PM Peak
30
GEH AM 25 GEH PM
20
15 GEH
10
5
0 0 500 1000 1500 2000 2500 3000 1 Hrs. Equivalent Link Volume
Table.6: GEH Percentile of 1-Way 1 Hour Volumes – AM & PM Peak GEH VITM DoT Model (%) VITM GTA Model (%)
AM PM AM PM
<5 23 16 34 44
<10 42 37 63 76
<15 58 49 88 88
<20 70 65 96 96
The results indicate that the GTA VITM volumes are marginally outside the VicRoads GEH criteria. Nevertheless, a comparison with the DoT VITM volumes illustrates that the GTA refinement model results provide a more accurate representation of the existing traffic volumes. As such, the GTA refinement model results are considered acceptable.
3. 2031 VITM Outputs and Inputs
2031 VITM Outputs – Without East-West Link
AM 2-Hour Peak Volumes
PM 2-Hour Peak Volumes
Daily Volumes
VITM 2012 - Integrated Transport and Access Review Arden-Macaulay and City North
61 3 13M1028100 - 2 Hrs AM Total Vehicle Year 2031B Opt 1 (GTA Landuse + Westlink - Eastern Freeway) 6 2 0 7 1 2 0 6 0 0 9 3 0 0 40 0 5 1020 5 2 2 7 1 0 300 1 5 3 2 6 0 1 2 0 7 0 1 1 0 190 4 8 0 4 7 5
0 9 1 0 190 0 4 0 2
1 0 0 0 1
4 8 2 1
1 0 70 3 1 0
0 4
4 2 3 1 6 5 4 5 4 4 6 1 7 8 0 1 0 0 9 1 4 0 1 5 9 0 0 0
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8 1 0 7 2 2 7 0 4 460 0 8 8 2 0 0 1 0
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10 2 8 13M1028100 - 2 Hrs PM Total Vehicle Year 2031B Opt 1 (GTA Landuse + Westlink - Eastern Freeway) 8 1 0 4 2 0 1 8 0 0 9 2 0 290 0 4 580 7 0 6 1 1 86 0 0 7 0 1 9 8 3 2 8 5 0 4 1 1 0 40 7 3 6
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3 y a 1 4 830 15 S 2 0 0 00 3 0 0 d 1 0 R 0 0 1 0 p 0 790 r 7 0 4 0 9 t 0 m 6 5 2 0 2 0 6 d 0 2 2 t 7 7 0 o 9 8 1 3 0 0 0 a 2 4 7 f S 8 1 1 22 0 2 1 0 n 0 2 7 0 r 1 s 3 0 3 t 3 6 t Se 0 1040 0 S k 0 3 0 4 8 S 0 o r t 0 1 2 h 0 a 9 t 2 7 20 d 9 y i b 8 3 8 80 9 e 3 R E t H S 0 2 1 b 1 0 r l 0 2 330 n 2 a t 1 l 0 0 S 0 r 0 i t HA to z 1 9 g 0 ain 4 u g G3 ree nS S o 8 t 180 es St 6 o 2 a 0 t in ie F 1 1 c 0 87 1260 0 1 b c r 6 0 ns 7 a 30 0 5 220 a 1 0 4 4 e r 1 0 6 0 e 1 170 3 2 t G 0 6 H K 0 2 1 70 2 6 7 0 8 h 0 330 0 8 0 0 0 1 7 0 0 0 2 S 4 0 8 5 5 1 7 8 2 7 7 0 2 30 7 3 2 0 9 3 0 8 0 4 t 7 6 0 0 3 0 0 0 0 2 410 0 0 2 2 5 0 0 6 5 40 4 1 G O 5 0 r 7 0 0 8 a 0 1 'S tt 0 4 0 0 1 a 0 h 0 0 1 n 4 0 0 a 7 0 0 0 n 4 2 0 St a 2 4 5 s 5 9 1 s 6 0 4 y 1 6 5 3 2 9 St 0 4 8 0 9 0 1 7 0 1 1 6 2 0 7 6 40 1 6 0 6 4 9 1 1 1 2 1 1 6 0 3 11 1 0 2 11 0 3 8 0 1 2 30 7 1 0 12 1800 0 6 0 1 3 4 1 1500 00 0 1 0 1 0 9 1 1 3 7 14 220 1 0 50 t 9 590 6 9 0 30 2 1 4 1180 8 02 0 S 0 2 510 0 12 0 8 1280 1 0 1 1 80 Ard0 e 0 2 s 1 1 1490 6 2 8 410 0 n St 0 r 0 1 1 2 9 0 5 42 9 0 0 3 0 0 0 0 e 0 1 3 4 20 9 i 810 30 1 l 8 8 8 0 1 5 5 1 9 l 0 0 5 5 0 0 14 2 80 00 4 9 i 0 0 8 0 0 1 0 1 7 1 7 0 5 1 1 3 3 7 3 0 3 1 V 0 1 0 0 0 8 21 1 5 0 60 1 5 5 1 0 1 0 2 40 3 2 0 3 7 2 1 5 1610 62 8 2 0 0 8 0 4 1160 600 0 4 0 16 620 8 1 0 t 1 70 S 8 5 15 0 t 7 2 0 0 0 0 0 2 0 d 8 0 9 91 7 0 8 0 0 S 6 0 o 7 0 4 8 4 4 2 8 1 900 o 0 0 1 0 1 2 0 0 0 t n 6 0 0 0 2 8 60 0 w 0 0 5 4 3 0 0 0 2 1 1 0 9 9 0 o 1 k 0 S 3 1 1 5 1 5 1 9 1 0 0 c 2 2 g 8 6 5 3 2 0 0 a 0 8 n 0 5 3 2 9 l 1 y 0 0 1 1 0 2 0 36 0 0 o 2 B 0 0 0 C L 9 1 7 t 2 7 0 0 0 440 4 3 o 2 9 4 1 0 50 s 8 5 0 0 3 10 u t 4 0 0 0 0 1 0 1 1 6 t 8 r 2 n 3 7 5 3 1 0 2 5 t S 3 S 7 9 n 5 a D 4 0 4 9 yno 1 2 2 e 44 n r 0 d 1 2 2 R 0 d 1 3 y 3 2 2 y w 0 52 0 0 0 5 e 0 2 o 0 0 4 0 t 0 l S 1 15 90 40 0 2 S 8 3 0 L 6 6 t s 7 0 0 3 1 4 0 2 0 0 0 4 0 0 2 1 0 1 e 1 6 0 6 7 15 9 0 6 4 0 c 6 1 0 8 i 0 t 2 1 0 1 5 0 1 0 0 8 1 e 3 8 1 1 34 6 0 0 0 0 1 S 2 1 9 0 0 0 2 L 0 3 60 0 2 0 1 5 20 5 1 67 6 n 7 0 1 3 0 29 3 2 0 2 5 0 0 0 0 5 1 o 2 6 0 9 0 1 2 0 0 2 0 3 0 3 0 3 2 9 0 0 75 0 0 z 0 2 9 5 1 2 3 8 5 2 2 2 r 0 0 1 1 0 2 4 00 8 0 t 4 1 0 4 1 0 u 4 21 3 2 0 0 0 7 0 19 5 50 0 9 S 9 2 6 0 4 0 0 5 800 4 C 0 7 77 1 1 3 0 0 0 l 73 4 0 6 9 6 8 1 Q 0 5 6 77 ue 7 9 0 e 3 1 o 8 ns 0 0 0 1 1 b 1 0 e 6 6 5 10 rr 4 r y 1 1 50 S t 3 9 7 2 2 0 5 4 0 r 6 t 1 2 4 8 3 0 2 1 2 850 0 7 8 5 5 5 0 40 8 E 5 9 6 1 0 0 S 1 8 3 000 0 1 1 0 0 9 9 2 9 4 20 0 1 2 0 2 d 4 9 0 0 20 3 1 9 2 0 2 0 0 0 r 9 7 0 3 6 2 0 1 4 6 8 9 1 0 1 a 4 0 3 2 0 2 0 1 5 0 2 1 7 0 0 0 6 2 1 0 0 2 6 0 3 0 1 0 8 5 20 9 5 0 1 7 0 0 6 w 0 3 0 4 4 2 1 0 7 0 8 6 4 3 12 0 0 6 9 o 7 0 4 0 4 10 9 5 5 1 1 8 1 4 0 1290 720 6 690 3 6 2 0 7 0 H 3 1 0 0 1 1 Vi 2 0 490 8 500 2 3 2 5 790 1 cto 6 20 0 5 4 ri 0 78 7 5 6 a S 2 3 7 8 0 0 21 100 11 t 0 0 0 0 5 5 2 0 3 3 6 0 7 0 9 9 0 1 1 700 8 1 0 1 4 9 8 0 1 6 0 0 0 4 9 2 1 9 244 7 0 0 14 0 4 0 2 3 10 0 1 2 1 7 6 1 7 5 1 5 8 0 97 30 3 760 2 0 0 0 0 0 0 2 1 2 9 0 2 2 1 2 7 2 12 0 0 0 0 6 2 4 6 9 2 0 0 18 3 9 6 6 5 0 1 0 1 0 4 2 0 1 5 0 3 0 2 2 8 3 90 18 4 6 7 0 0 8 0 1 1130 13 1 5 8 0 1 4 3 6 0 0 2 2 8 2 2 0 9 3 2 7 8 70 50 1 4 0 6 1 2 2 1 7 1 6 8 2 2 0 17 2 1 9 7 2 21 0 8 1270 0 90 0 6 3 5 4 9 3 1 3 19530 0 17 5 3 0 0 3 0 0 0 2 0 0 6 7 215 8 5 0 0 0 7 5 5 7 7 4 0 8 1 9 1 1 6 0 7 8 0 3 4 6 0 0 8 0 1 0 7 0 0 1 6 1 0 0 1 1 4 1 1 1 0 0 9 17860 2 0 0 3 6 0 1 10 0 0 3 2 4 2 2 9 1 1 9 3 5 0 4 8 2 25 8 1 8 4 0 9 3 1 1 0 7 7 7 60 2 0 0 9 0 286 7 9 0 0 0 0 0 0 2 6 5 0 1 7 1 2 1 5 18 0 0 0 8 21 00 8 0 3 1 0 0 6 1 3 0 8 0 7 3 8 8 3 0 0 18 0 2 3 00 3 7 7 2 208 1 1 1 0 26 0 1 0 4 0 1 0 2 8 9 7 2 0 1 1 0 51 2 8 0 0 0 0 0 2 3 0 2 1 8 0 1 4 6 0 0 7 1 1 870 7 1 0 0 7 1 0 2 0 0 0 4 3 6 3 0 0 3 0 2 4 1 0 1 8 2 9 2 70 4 1 5 7 1 0 1 6 2 0 8 0 9 1 4 5540 1 3 1 0 4 0 1 9 1 1 2 1 7 8 t 0 6 3 0 3 0 260 0 5 0 S 1 21 0 6 2 7 7 0 0 n 0 i 0 2 2 1 0 3 0 0 9 1 6 11 4 0 kl 0 6 1 90 0 6 0 n 1 1 0 0 1 2 6 1 t 0 ra 0 1 4 020 0 S F 12 4 1 1 5 1 y 0 0 0 40 e 0 8 0 10 0 1 l 1 5 3 3 17 58 7 0 d 3 0 0 15 0 1590 60 60 413 7 u 0 2 0 1 2 0 6 4 3 6 D 7 4 0 1 0 35 2 0 1 5 9 4 1 9 2010 0 70 7 0 2 2 90 0 0 0 0 0 1940 6 1 1 0 3 3 0 6 163 0 8 6 0 0 1 2 1 0 0 0 2 8 2 4 0 1 7 9 8 6 30 5 0 0 Q 0 3 59 2 2 0 5 4 9 0 8 0 1 1 0 3 5 7 5 5 3 1 1 90 1 60 6 7 140 8 u 2 1 2 0 5 6 42 0 0 0 1 1 280 5 7 8 e 1 2 0 163 1 0 6 4 8 2 0 1 0 e 5 3 1 0 6 0 1 9 32 1 0 6 8 0 n 1 4 5 1 S 8 0 0 4 0 0 47 0 0 1 0 4 5 2 0 1 7 6 4 S 1 0 0 0 3 p 1 1 7 4 6 9 0 0 1 5 0 1 e 0 t 0 4 9 2 2 7 2 0 8 5 0 4 1 1 8 0 1 n 6 1 0 4 0 7 7 0 0 0 c 0 2 0 0 3 9 0 8 8 0 8 94 2 1 0 0 8 2 1 7 e 1 0 2 1 5 1 0 6 3 0 7 5 1 1 7 0 0 0 r 8 15 0 0 2 0 2 5 7 2 0 0 8 0 3 1 3 9 2 2 0 8 0 6 S K 3 4 57 1 5 0 94 8 9 1 0 8 1 3 0 3 7 0 0 7 0 t i 4 0 1 0 0 5 n 0 5 0 7 1 0 4 4 0 5 0 1 2 g 7 1 1 3 0 0 0 0 7 13 5 5 6 70 0 2 1 7 0 0 5 S 0 0 1 9 8 1 1 0 1 3 0 50 70 2 6 0 0 7 2 9 0 0 t 7 2 0 2 5 2 5 6 1 0 1 3 1 9 8 3 4 1 4 3 0 8 1 3 0
1 7 6 8 0 3 1 0 0 0 1 8 0 6 0 1 0 3 8 4 0 3 8 7 00 0 1 5 0 5 5 6 1 2 1 6 1 1 0 0 68 0 3 5 4 1 1 3 4 4 0 8 6 0 3 5 0 0 1 4 0 4 2 1 0 1 0 0 2 5 0 7 4 0 6 0 7 7 1 0 3 6 0 0 0 0 0 0 8 0 3 5 1 8 0 9 8 1 10 13 2 6 1 4 7 6 9 7 1 3 0 4 0 2 0 8 0 1 1 1 1 0 1 0 1 8 9 0 8 6 0 3 2 1 8 0 2 1 0 0 12 0 1 0 0 0 8 1 6 0 3 0 1 0 1 0 1 7 1 2 2 5 21 1 4 0 0 8 1 8 2 1 5 0 0 5 0 1 1 8 1 1 2 0 3 6 6 0 8 4 1 3 1 1 0 3 5 0 0 0 0 5 0 0 6 0 4 0 7 6 7 2 1 0 0 3 3 0 0 0 0 5 2 3 1 5 7 2 5 6 1 3 4 0 6 6 6 1 1 5 7 8 5 0 0 2 3 2 9 1 7 0 6 1 0 1 2 1 8 4 0 5 3 0 10 9 0 1 0 8 80 4 2 0 2 0 1 4 1 11 7 0 0 1 0 4 7 6 4 0 1 3 4 1 0 0 12 20 0 3 0 0 0 0 7 0 3 0 3 1 0 3 1 0 3 70 3 2 0 50 9 0 Legend: 8 3 3 11 0 3 3 1 23 1 3 8 7 0 1 5 5 7 9 7 0 0 1 6 1 0 3 8 3 0 0 4 8 0 6 3 0 8 03 9 5 6 4 2 1 3 7 2 0 0 0 0 3 98 0 1 1 Rail Lines 0 0 5 0 1 5 0 0 0 4 2 01 1 8 0 1 23 4 8 2 0 1 0 0 7 4 3 0 1 7 1 0 2 3 0 5 3 0 0 5 3 Public Transit Only 0 0 1 5 7 0 1 0 4 7 3 1 2 4 0 5 6 7 2 0 1 2 3 0 2 0 6 1 14 5 0 9 40 0 1 8 0 0 0 2 6 0 0 0 1 7 Walking, Park and Ride 9 46 3 0 0 1 0 0 4 3 70 1 0 2 4 8 5 0 2 12 1 8 3 0 0 1 3 1 2 1 4 3 3 3 8 0 5 6 1 2 1 0 0 0 2 0 0 4 3 8 3 9 0 3 0 0 0 Future Road Network 6 8 0 9 8 0 9 6 5 0 3 00 21 0 0 0 9 0 0 0 8 01 0 0 3 2 1 2 3 8 8 7 0 0 5 1 0 3 4 59 0 0 8 9 0 0 0 0 1 52 0 12 1 M:\VITM\VITM2012_V120110\Base\M1028100-13\Y2031\Y2031B\Y2031B_Opt1\HWY_PM_AFTERTRIPASSIGN_Base.M1028100-13.Y2031.Y2031B.Y2031B_Opt1.NET 2 9/19/2012 Licensed to GTA Consultants VITM 2012 - Integrated Transport and Access Review Arden-Macaulay and City North
56 2 4 2 0 1 13M1028100 - Daily Total Vehicle Year 2031B Opt 1 (GTA Landuse + Westlink - Eastern Freeway) 1 6 0 0 0 6 0 0 3 0 0 900 0 0 0 0 8 2 0
4 3 2 2 4 1 3 2 0 1 2 2 0 0 0
130 0 8 0 0
7 0
1 0
3
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1 8 2 0 22 7 3 4 1 0 90 8 6 4 0 7 0 0
0 2 0 0 0 0
0 0 0 4 2 0 0 0 6 9 9 0 3 0 5 0
2 1
0 0 2 4
0 6 3
0 0 0 3 9
0 0 0
8 1 0 9 8 600 2 1 0 2 7 1 0 2 2 0 60 0 0 9 0 9 0 3 2
0 0 8 0 4 0 0 3 6 0 0 2 0 0 9 8 1 0 9 2 0 7 4 6 1 3 1 9 0 0 2 0 0 0
t 1 3 0 6 S 8
3 3 0 n 0 o 0 0 2 0 t 2
0 0 4 0 g 3 2 0 1 6 8 9 9 n 3 i 0 0 l 8 3 0 4 5 l 0 0 0 3 2 0 0 0 1 0 e 0 9 8 7 0 0 0 4 9 W 0 0 1 9 0 2 1 3 2 4 19300 1 R 8 3 1 8200 acecou 3 0 9300 rse Rd 3 4 0 0 0 0 0 344 2 0 00 0 0 00 0 0 t 0 00 1 201 6 8 3 1 0 0 S 7 19 9 2 3 2 2 1 3 0 6 4 300 k h 9 36 2 4 3 0 0 332 n 0 3 1 00 i 0 1 rc 0 0 l 0 7 0 3350 y 0 0 5 u 0 0 4 2 t 0 0 h 7 0 3670 i 3 2 1 33 0 2 3 2 200 8 0 C 5 0 C 2 0 9 0 3 3 6 0 3 2 3 2300 0 d 3 0 0 6 31000 9 0 1 2 0 7 94 R 27900 0 2 6 3530 7 00 0 0 19300 s 2 0 0 t 5 n 90 i 7 9 2 S 2 k 0 0 3 0 0 0 27900 1 n s 0 0 0 5 0 0 0 9 8 a 6 5 9 b 6 4 7 0 5 3 0 0 5 0 0 0 0 0 8 b 6 R 8 0 0 5 8 0 0 0 0 0 3 u 0 1 3 2 t 2 4 1 2 3 2 2 Alfr F 3 e 7 1 S d S 1 9 0 3 t le 8 0 31 m 0 1 00 0 0 0 in 0 0 0 2 0 0 5 g 7 0 t 1 1 E 0 8 0 8 o 5 n 2 0 a 3 0 0 0 0 R 2 0 s 8 2 0 0 3 0 1 500 d 0 t 3 2 0 1 0 0 w 9 4 0 101 31 Prince 7 5 3 s 4 0 7 St 4 94 0 0 0 0 600 3 o 0 0 0 0 0 5 0 0 3 2 o 3 0 0 2960 8 4 0 Cu 0 1 2 r 1 9 0 2 ra d n 1 0 7 St 31 7 2 0 700 0 4 3 0 8 0 7 0 0 5 1 00 10 S 8700 0 37 0 0 1900 3 4 2700 40 0 t 7 5 3 00 1 1 0 3 81 88 4 1 9 200 9 0 0 0 5 0 0 0 0 0 0 700 0 1 2 0 5 0 0 0 7 26 2 7 2 0 7 400 2 0 4 1 5 5 0 8 0 43 0 10 0 700 1 0 7 0 3 4 0 0 3 0 8 3 0 0 0 8 0 5 4 0 8 0 2 0 S 0 1 utto 8 0 0 3 0 3 0 n S 4 00 t 0 0 64 1 0 1 2 6 0 0 1 8 9 5 0 0 0 4 0 1 0 1 6 2 0 7 3 0 52 1 0 4 8 0 0 9 0 2 7 0 0 0 0 2 1620 2 0 4 0 3 0 5 0 5 6 8 1 0 2 0
0 7 9 1 0 1 0 0 1 5 3 E 0 0 0 rsk 700 3 in 2 e 0 t S 0 5 2 t 0 0 30 1 0 0 6 5 S 00 4 0 5 0 0 M 0 0 0 5 a 4 ca 0 ula 0 e 9 y R 2 d 2 l 0 0 0 6 0 6 c t 6 0 140 4 30 7 0 0 0 3 n 5 S 8 0 2
0 4 u 0 0 e 8 1 1 B 800 0 7 0 s 0 4 19 6 00 0 8 o 3 0 1 8 0 r 8 0 2 l 9 0 0 2 C 0 0 ann 2 0 4 e ing 0 4 87 0 4 0 S 0 0 t 3 B 4 5 2 0 9 1 0 M 3 2
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t 3 5 0 0 4 0 L 0 0 6 S 4 6 a 3 0 1
1 2 0 t M 1 n 1 0 1 2400 5 0 0 0 4 0 0 6 0 1 5 g a 4 0 00 0 0 0 c 2 8 9 0 6 f 0 2 1420 7 o a 0 00 3 9 0 0 3 0 2 u t 0 14 r 2 00 4 0 la C 1 d 3 0 S 4 9 h 2
y 7 154 1 9 a 0 0 0 5 S 0 0 000 d 0 0 R 0 p 0 0 00 0 r 0 0 t 6 0 m 3 d 0 0 t o 9 6 0 0 a f S 7 19 1 2 7 n r 4 00 1 s 3 t 2 0 t Se 3 6 3 S 5 6 k 0 o 8 S h 0 r t 0 0 6 a 1 6 d 4 y ie 0 b 0 8 R 2 t H 8 1 r l b 1 0 5 n 0 0 a 0 S 4 2 o 0 t g HA a t 0 G S 0 t ines 3 0 8r g 3 ee n St o 3 St 7 19 in 0 0 i F 1 6 200 c 0 ns 00 a170 2700 00 2 r 0 0 e 6 G 2 0 5 1 K 5 32 700 0 0 0 0 00 1 2 3 0 0 0 0 7 1 1 4 9 7 0 0 0 0 1 0 0 9 0 0 7 0 0 0 0 0 0 4 0 G O 0 9 ra 5 0 0 'Sh 2 0 167 ttan 0 5 0 an 0 S 0 0 0 2 t a 0 1 s 3 3 0 7 sy 0 1 S 6 1 6 5 2 t 3 40 5 1 0 48 7 4 00 5 3 5 0 2 0 8 0 0
1 1 1 2 0 64 0 00 1 0 2 1 25 200 0 54 1 00 4 5 00 0 2 2 0 0 0 2 110 0 7 6 6 0 0 1 0 0 720 1 2 0 3 0 6 0 4100 0 1 5 0 0 Arden 0 3 4400 2 St 2 0 4 7 0 1 0 500 2 0 12 2 00 0 1 8 5 1 0 1 800 00 7 6 4 0 90 2 0 72 1 0 530 00 0 0 0 2 9 2 0 0
5 1 8 8 1 3 40 88 0 1 5 0 0 5 9 0 1 1 0 1 9 4 20 7 1 2 0 0 0 1 0 t 0 0 1 S0 2 0 3 t 0 6 3 00 0 d 0 0 S 5 0 2 0 o 0
0 4 0 7 3 0 7 o 3 0 0 0 n 5 0 0 9 90 0 0 w 0 0 0 0 4 8 0 1 0 o 8 k 0 8 0 2 0 8 c 4 0 0 1 0 1 g 1 0 7 a 8 1 0 l 0 0 6 y 0 5 4 6 0 41 B 00 8 7 0 1 0 4 L 0 30 0 70 1 1 0 9 0 1 0 0 8 0 0 t
3 3 0 2 0 18 2 1 0 00 5 S 9 2 4 D yno 2 3 n 3 r 0 Rd 0 6 5 1 0 0 0 0 e 3 0 5 t 26 13 0 6 00 0 00 7 0 0 s 2 0 0 2 6 00 6 9 0 8 0 5 0 0 e 0 0 0 3 2400 0 3 0 c 0 9 8 0 i 0 0 t 6 8 6 18 e 0 00 0 6 S 0 0 1
1 0 L 9 2 0 3 0 0 n 0 0 0 3 5 8 0 0 1 0 8 o 0 0 0 0 1 310 00 2 0 0 0 0 z 0 9 4 2 0 r 0 16 1 2 0 0 0 1 0 0 2 2 t 1 4 u 0 19 4 0 1 0 00 4 2 0 1 S 0 0 4 8 1 8 0 0 0 0 0 0 C 0 9 l 2 1 0 1 0 0 2 0 6 0 1 Q 1 08 u 1 8 0 ee o 0 6 1 n 0 3 s 0 6 70 be 7 9 0 rr 5 0 r y 9 0 S 0 1 3 t 2 1 r 9 4 t 1 1 0 0 0 0 1360 1 5 5 0 2 5 3 9 50 0 0 7 E 2 0 0 S 0 3 00 1 0 1460 0 0 0 2 5 9 800 0 0 d 0 0 0 3 0 9 0 3 0 r 2 0 0 8 0 5 0 3 0 8 a 4 0 2 9 3 0 0 8 0 0 0 1 4 1 1 3 0 0 0 0 7 0 7 0 0 9 w 1 0 0 0 8 00 6 5 0 1 0 0 2 0 o 4 7 8 1 98 0 5 0 98 0 0 1 0 2 1 2 1 H 2 0 0 2 V 0 7 3 i 2 0 2 cto 6 300 200 4 0 6 ria S 0 36 0 0 1 t 6 1 0 36 3 0 4 00 6 1 6 0 0 68 14 0 0 00 1 0 000 3 74 0 2 0 00 1 14500 1 4 0 7 1 5 0 4 1 0 3 9 98 1 00 2 00 0 0 0 0 2 0 6 0 0 0 2 0 6 0 3 0 3 4 4 7 0 1 4 0 1 194 5 0 00 0 2 16 3 3 5 0 7 0 8 00 9 6 5 2 4 0 9 0 3 4 20 3 0 6 800 18 2 0 20 4 3 207 0 7 14500 6 2 00 00 1 0 2 9 0 0 2 0 190 4 0 00 0 9 22300 0 3 0 0 9 256 9 0 00 0 5 0 7 0 1 0 0 2 0 6 0 72 2 1 1 00 0 0 0 0 9 8 1 6 1 2860 0 0 0 6 0 0 0 6 4 2 0 3410 8 0 0 5 0 1 0 3 0 0 7 18 1 2 2 4 4 3 0 00 2 1 200 2 0 0 9 3 32 0 0 2 6 0 0 9 0 1 0 0 0 49 0 0 800 0 8 0 8 0 3 0 4 0 8 0 3 7 0 0 0 1 0 0 0 5 2 5 0 0 5 0 7 1 1 1 0 0 5 5 0 4200 4 7 0 1 2 5 0 0 0 9 0 2 1 1 8 6 t 58 2 0 0 2 00 0 S 0 2 0 0 0 0 5 1 0 0 1 3 in 2 8 0 5 l 0 030 0 1 1 0 k 0 3 8 2 10 00 6 n 5 0 0 8 1 1 2 t ra 1 00 780 4 2 S 0 F 9 0 2 0 0 y 1 686 1 e 8 0 0 1 5 00 7 dl 0 0 90 2070 7 0 0 200 4 1 3 u 3 22 D 1 0 0 9 0 9 0 2 8 0 0 070 0 0 0 0 0 3 1 0 6 4 6 0 0 0 36 0 0 0 0 00 1 0 0 0 2 8 2 1 0 0 0 0 6 8 7 6 4 64 0 1 0 1 1 8 3 100 7 1 1 5 0 1 0 8 1 3 0 67 0 1 7 0 1 700 70 0 0 5 0 6 0 0 0 9 2 6 1 5 7 0 8 1 1 0 0 1 1 1 S 9 1400 6 0 2 5 5 p 0 5 7 0 0 7 1 e 0 0 0 7 1 1 0 0 5 0 n 0 0 0 0 0 9 0 7 0 1 0 c 0 0 0 0 1 3 1 1
3 0 9 e 6 0 1 4 1 1 1 0 0 5 5 5 0 r 8 0 0 2 1 8 5 0 3 5 1 20 0 9 6 S K 4 7 0 2 11 8 3 1 0 400 0 t i 0 n 0 0 0 7 0 1 0 5 1 g 0 0 1 7 0 0 8 0 5 0 0 0 0 0 3 0 1 S 5 6 0 7 0 0 0 0 7 25 11 90 0 0 6 0 0 1 6 4 0 t 1 0 6 0 2 0 8 5 8 6 4 1 4 0 1 2 0 1 0 5 0 00 0 0 5 0 0 1 1 0 0 8 8 0 0 0 6 0 0 5 2 1 8 0 9 4 0 5 8 5 0 6 8 0 1 0 1 1 1 18 0 0 0 3 0 5 0 8 9 0 4 8 0 0 0 5 0 4 5 0 0 0
2 4 0 0 1 50 1 4 0 7 0 5 4 5 1 1 5 7 4 0 1 0 0 1 6 5 0 9 0 0 1 0 9 0 0 2 0 0 3 8 1 0 1 1 0 5 0 17 4 0 7 20 0 0 5 0 7 0 1 7 1 2 9 0 0 7 1 0 1 0 0 5 0 0 0 0 6 0 0 0 0 0 4 9 0 0 0 0 1 9 2 0 1 2 1 0 0 0 7 8 3 5 1 5 0 0 9 0 0 2 3 5 0 0 0 9 0 27 0 19 0 0 2 0 0 1 3 3 95 0 0 0 15 80 0 0 4 10 6
0 0 5 4 9 90 0 1 0 0 0 0 3 0 0 Legend: 90 4 7 7 0 3 7 9 9 0 1 6 9 1 0 0 0 3 0 1 90 0 0 7 5 0 3 0 0 0 10 1 0 8 5 00 1 6 5 1 0 Rail Lines 2 1 7 0 00 0 1 0 3 3 00 6 0 7 9 4 4 0 3 3 0 0 6 0 1 Public Transit Only 9 0 0 1 9 6 5 0 0 1 8 0 0 0 0 0 8 0 0 1 4 0 4 10 Walking, Park and Ride 50 9 0 0 1 6 0 0 6 3 0 9 0 0 7 0 0 9 0 1 6 14 0 7 6 0 0 8 1 0 3 5 0 0 3 0 0 00 Future Road Network 3 4 0 0 6 0 5 5 0 1 00 0 6 0 1 90 3 2 5 0 9 0 0 0 25 0 3 2 0 9 9 0 0 00 0 7 40 0 9 M:\VITM\VITM2012_V120110\Base\M1028100-13\Y2031\Y2031B\Y2031B_Opt1\HWY_Daily_AFTERTRIPASSIGN_Base.M1028100-13.Y2031.Y2031B.Y2031B_Opt1.NET 6 0 1 9/19/2012 Licensed to GTA Consultants
2031 VITM Outputs – With East-West Link
AM 2-Hour Peak Volumes
PM 2-Hour Peak Volumes
Daily Volumes
VITM 2012 - Integrated Transport and Access Review Arden-Macaulay and City North
2 4
1 9 1
1 1 0 0 0 2 13M1028100 - 2 Hrs AM Total Vehicle Year 2031B (GTA Landuse + without Westlink - Eastern Freeway) 1 9 6 8 1 4 4 5 3 3 0 3 9 8 1527 4 1
1 1 9 2
3 8
2
6 1238 2 9 793 2 5 5 6 3 6 9 9 4
4 1 22 4 218 4 6 1 4 0
6 3 1 1 79 1 1 1 0 1063 64 2
1
2 63 2 10 5 2 5 5 1 6 6 3 4 2786
1 6 9 1237 4 6 6 9 7 1 4 0 0 3 6 4 6 1 9 0 1 2 1 1 2 9
1 2 4 8 2 5 7 8 3 5 1 4
t 2 6 3
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2 11 3 2 5 4 8 8 4 8 7 7 0 80 1 9 1 0 7 1 39 46 7 1 3 32 7 1 11 8 Walking, Park and Ride 1 4 5 3 10 8 3 68 2 56 2 6 9 6 2 2 9 5 32 1 4 0 9 5 2 73 8 1 9 3 3 9 1 6 3 77 8 1 2 0 8 3 1 3 2809 1 Future Road Network 5 8 1 8 2 0 3 0 3 14 5 4 6 2 5 7 58 8 4 0 4 6 3 8 0 2 7 6 2 9 2 9 0 8 1 9 1 1 7 213 5 9 1 2805 8 11 8 9 2 0 9 8 9 3 M:\VITM\VITM2012_V120110\Base\M1028100-13\Y2031\Y2031B\HWY_AM_AFTERTRIPASSIGN_Base.M1028100-13.Y2031.Y2031B.NET 8 10/4/2012 Licensed to GTA Consultants VITM 2012 - Integrated Transport and Access Review Arden-Macaulay and City North
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0 2 1 0 Legend: 1 0 8 9 44 2 6 0 11 0 0 6 6 0 0 0 0 3 0 18 0 3 8 5 0 0 1 78 09 00 0 0 1 3 1 81 Rail line 0 7 0 30 0 0 4 0 1 0 5 7 00 0 0 0 4 50 3 0 46 7 0 6 0 6 2 7 4 2809 2 0 0 5 0 Transit Only 0 0 1 0 0 9 0 2 4 0 2 0 0 0 0 1 24 6 0 2805 1 87 2 3 0 1 0 0 10 4 00 1 3 4 9 0 Walking, Park & Rida 5 7 9 2808 0 0 3 3 0 0 8 0 1 9 0 0 39 0 22 6 1 1 Future Road Network 0 15 2 0 23 0 0 0 0 0 8 10 0 1 0 16 4 1 11 5 3 10 0 7 700 7 0 8 90 0 0 2 20 0 0 M:\VITM\VITM2012_V120110\Base\M1028100-13\Y2031\Y2031B\HWY_Daily_AFTERTRIPASSIGN_Base.M1028100-13.Y2031.Y2031B.NET 0 10/4/2012 Licensed to GTA Consultants
Summary of VITM Input Changes
Dwelling Inputs
Employment Inputs
VITM Dwelling Number
Dwelling No. 2,000
Year 2011 Year 2021 Year 2031 DoT Year 2031 GTA VITM Employment Number
Employment No. 10,000
Year 2011 Year 2021 Year 2031 DoT Year 2031 GTA Appendix B
Appendix B
Car Parking Analysis B Appendix
13M1028000 28/06/13 Integrated Transport and Access Review, Arden Macaulay Issue: A Amendment C190
MEMORANDUM
TO: Damon Rao, City of Melbourne
CC: Robyn Hellman, City of Melbourne
FROM: Nathan Moresi, GTA Consultants
DATE: 16 November 2012
OUR REF: 13M1028000
PAGE 1 OF 15
RE: ARDEN-MACAULAY CAR PARKING REVIEW
Approach In order to identify the appropriate car parking rates to apply to the Arden Macaulay Structure Plan area, consideration has been given to a number of key elements that influence on-site car parking requirements. These elements have been used to compare a number of key precincts with the City of Melbourne and in particular those precincts that have established car parking rates. The key car parking influences used in this comparison are: existing car parking provisions for inner Melbourne areas existing car ownership levels population and employment density accessibility to public transport Each of the above elements are assessed and compared in further detail within this Section.
Existing City of Melbourne Car Parking Rates
Capital City Zone The Capital City Zone covers the whole CBD grid and also includes Queen Victoria Markets and parts of Southbank. The Capital City Zone splits into two schedule based areas, Schedule 1 (Outside the Retail Core) and Schedule 2 (Retail Core) for which different parking rates are specified in the Planning Scheme. The parking rates for key uses in the Capital City Zone are summarised in Table 1.
Table 1: Car Parking Rate Summary
Capital City Zone (Outside Retail Core) Parking Precinct Plan Rate Land Use With a Residential Component (Inside Retail Core) Residential Maximum of one space per dwelling (if residential Dwelling only) Only Short Stay Public Car Retail Maximum of 5 x the net floor area of buildings on- Parking or parking to serve Office site / 1000sqm or residential/hotel uses
Industry 12 x site area in sqm / 1000sqm 2012
Memo
GTA
Docklands Clause 52.06-6 of the Planning Scheme outlines parking rates for all areas covered by the Docklands Zone, these rates are summarised in Table 2.
Table 2: Docklands Car Parking Rate (not requiring a permit)
Land Use Docklands Parking [1]
Residential Dwelling 1.5 spaces per dwelling Retail 1 space per 100sqm GFA Office 1 space per 100sqm GFA Industry 1 space per 150sqm GFA
[1] A planning permit if required is the car parking provision exceeds the rate for that specific use. The rates take into account accessibility to Docklands by public transport. The rates are based on a maximum rate and if the rate is exceeded a planning permit must be sought. Southbank No Parking Precinct Plan exists for Southbank, however the Southbank Structure Plan (2010) sets out a number of recommendations in relation to Land Use, these include adoption of a maximum car parking rate of 0.5 car spaces per dwelling for residential uses and that parking rates for all other uses should be in accordance with Clause 52.06-6 of the Melbourne Planning Scheme (Recommendation No. 2). Furthermore, Mobility and Access Recommendation 42 of the Structure Plan suggests allowing new non-residential development to occur with no off-street parking provision requirement.
The rates recommended in the Structure Plan are aimed at supporting a mode shift to more sustainable transport modes. Clause 52.06 Outside of the above precincts, the recently revised Clause 52.06 rates (Column A) would apply. Some of the key car parking rates contained in this Clause are reproduced below:
Residential: 1 space per 1 to 2 bedroom dwelling, 2 spaces per 3 or more bedroom dwelling Office: 3.5 spaces per 100sqm NFA Shop: 4 spaces per 100sqm LFA Industry: 2.9 spaces per 100sqm NFA
It is noted that these rates reflect minimum rates; however decision guidelines are available to further reduce these requirements. Other Reference is also made to the RTANSW ‘Guide to Traffic Generating Developments’ document which recommends the following car parking provisions for high density (20 or more dwellings) residential buildings for Metropolitan Regional (CBD) Centre (lower rate) and Metropolitan Sub-Regional Centres (upper rate):
1-bedroom: 0.4 to 0.6 spaces per dwelling 2-bedroom: 0.7 to 0.9 spaces per dwelling 3-bedroom: 1.2 to 1.4 spaces per dwelling
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The RTANSW document also suggests parking rates for other uses as follows:
Office: 1 space per 40sqm gross floor area for offices in metropolitan areas (if the parking demand is to be fully accommodated onsite). Retail Centres: 4.1 to 6.1 spaces per 100sqm gross leasable floor area. Factories: 1.3 spaces per 100sqm gross floor area. Warehouses: 1 spaces per 300sqm gross floor area.
Existing Car Ownership
ABS Data A review of ABS Car Ownership Data has been undertaken to compare the existing (2011) car ownership characteristics of various inner Melbourne suburbs, as summarised in Table 3. The Table includes ABS data from both the 2006 and 2011 censuses.
Table 3: Car Ownership Data Average Car Ownership per Dwelling Suburb Postcode 2006 2011 Change Carlton 3053 0.56 0.51 -9% Docklands 3008 1.09 0.93 -15% Collingwood / Fitzroy [2] 3066 / 3065 0.93 0.94 1% South Melbourne [2] 3205 1.08 1.08 No change Kensington 3031 1.24 1.20 -3% Melbourne 3000 0.60 0.53 -12% North Melbourne 3051 0.85 0.87 2% Southbank 3006 0.98 0.89 -9% Average 0.98 0.94 -5%
[2] Suburbs not contained within the City of Melbourne municipality. Table 3 indicates that car ownership in 2011 varies from 0.51 vehicles per dwelling in Carlton where a high volume of student housing exists, to 1.2 vehicles per dwelling in Kensington where there are a higher proportion of single unit dwellings. An average car ownership of 0.94 cars per dwelling was recorded for the greater Melbourne City area (and surrounds), which reflects a 5% reduction when compared with 2006 ABS data. It is considered that Kensington best represents the Arden Macaulay precinct.
The above data includes both apartment and traditional dwelling types. For the most part, it is envisaged that future housing within the Arden Macaulay precinct will consist predominantly of townhouse/ apartment type dwellings. As such, the ABS data analysis has been further refined to only include data for existing apartments, noting that apartments typically exhibit lower levels of car ownership than traditional housing.
It is noted that the following apartment data does not differentiate between private, social / affordable and student type housing. In this regard, data for suburbs such as Carlton is skewed by a high proportion of student and / or social housing which typically exhibit lower car parking rates than traditional housing.
Figure 1 provides a comparison of the existing car ownership levels for a number of inner metropolitan Melbourne suburbs.
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Figure 1: ABS Car Ownership Summary – Apartments Only Average Car Ownership 1.00 0.90 0.80 0.70 0.60 0.50 0.40 0.30 0.20 0.10 0.00
The data indicates that Kensington (0.91) is at the upper end of the suburbs assessed. It is noted that the Carlton data is considered to be heavily skewed by a high proportion of student accommodation.
Car ownership in Kensington (0.91) is comparable to Southbank (0.88) and Docklands (0.90), noting that car parking in Southbank and Docklands are subject to maximum car parking rates (1 to 1.5 spaces per dwelling) whilst Kensington is subject to a minimum parking provision (1 to 2 spaces per dwelling).
Figures 2, 3 and 4 provide a summary of car ownership (no. of cars) by dwelling size (no. of bedrooms) for 1, 2 and 3-bedroom apartments, respectively.
Figure 2: Car Ownership – 1-bedroom Apartments 1-bedroom Apartments 90% 80% 70% 60% 50% 0 cars 40% 1 car 30% 20% 2 cars 10% 3+ cars 0%
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Figure 2 indicates that 62% of 1-bedroom apartments in North Melbourne and 42% of 1-bedroom apartments in Kensington do not own a car. The average across the suburbs assessed was 54%.
Figure 3: Car Ownership – 2-bedroom Apartments 2-bedroom Apartments 70% 60% 50%
40% 0 cars 30% 1 car 20% 2 cars 10% 3+ cars 0%
Figure 3 indicates that 36% of 2-bedroom apartments in North Melbourne and 23% of 2-bedroom apartments in Kensington do not own a car. The average across the suburbs assessed was 35%.
Figure 4: Car Ownership – 3-bedroom Apartments 3-bedroom Apartments 50% 45% 40% 35% 30% 0 cars 25% 20% 1 car 15% 2 cars 10% 5% 3+ cars 0%
Figure 4 indicates that 78% of 3-bedroom apartments in North Melbourne and 57% of 3-bedroom apartments in Kensington own one car or less. The average across the suburbs assessed was 69%. Potential Residential Parking Rates In order to promote sustainable transport modes for future residents of the precincts, it is proposed to minimise future car parking provisions. As a starting point the existing Clause 52.06 car parking rates have been used as maximum car parking rates. As such, when reviewing the existing ABS data car
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ownership levels above 1 car per 1 and 2-bedroom apartment have been discounted, likewise car ownership above 2 cars for 3+ bedroom apartments have been discounted.
Table 4 provides a summary of the expected future car parking demands associated with 1, 2 and 3- bedroom apartments in Arden Macaulay (adopting existing Kensington ABS data).
Table 4: Residential Car Parking Rates
Car ownership Resultant Car No. of Bedrooms No. of Cars Existing Future [1] Parking Demand 0 42% 42% 0.54 spaces per 1 1 49% 58% dwelling 2+ 9% NA 0 23% 23% 0.71 spaces per 2 1 57% 77% dwelling 2+ 20% NA 0 13% 13%
1 44% 44% 1.21 spaces per 3 2 32% 43% dwelling 3+ 11% NA
[1] Discounting existing car ownership levels above the Clause 52.06 statutory car parking rates. Table 4 shows that the expected future parking demand for the Arden Macaulay area is 0.54 to 1.21 spaces per dwelling based on car ownership data. On this basis it would be appropriate to consider applying the Docklands Zone residential rate (i.e. a maximum of 1.5 spaces per dwelling) to this precinct.
Population and Employment Densities
Population Density Information on existing and future (2031) population densities for inner Melbourne suburbs has been sourced from the Victorian Integrated Transport Model (VITM). VITM has been prepared by the Department of Transport (DoT) with inputs from the Development of Planning and Community Development (DPCD) in relation to land use density. GTA further refined the future land use inputs for Arden Macaulay to reflect the visions of the draft Structure Plan.
Figure 5 and Figure 6 show the existing and 2031 population densities for inner Melbourne respectively.
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Figure 5: Existing VITM Population Densities
Figure 6: 2031 VITM/Structure Plan Population Densities
Figure 5 shows that the population densities for the Arden Macalay study area are currently lower than Southbank and Docklands. It is however noted that Figure 6 indicates that the future population density for the Arden Macaulay study area increases and becomes comparable to the existing population densities of Southbank and Docklands.
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Employment Density Existing and future employment density data has also been sourced from VITM as a base, with GTA further refining the future densities for Arden Macaulay to reflect the visions of the Structure Plan.
The resulting employment densities are summarised in Figure 7 and Figure 8, respectively.
Figure 7: Existing VITM Employment Densities
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Figure 8: 2031 VITM/Structure Plan Employment Densities
Figure 7 and Figure 8 show that existing and future employment in the Arden Macaulay study area is anticipated to increase, however the employment densities are still anticipated to be less than the future Southbank, Docklands and East Melbourne precincts.
It is however noted that at a high level the future employment densities anticipated for Arden Macaulay are comparable to the existing employment density of Docklands in some areas.
Public Transport Accessibility
Bus Accessibility The existing bus routes and the associated 400m walking catchments from bus stops are shown in Figure 9. It is noted that VITM does not include any new bus routes (only enhanced frequencies) for inner Melbourne in the 2031 models.
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Figure 9: Bus Routes and Walking Catchments
Figure 9 shows that the bus catchments coverage for Arden Macaulay is limited. It is however noted (and discussed further below) that the area is also serviced by trams and train services.
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Tram Accessibility The existing tram routes and the associated 600m walking catchments from tram stops are shown in Figure 10. It is noted that VITM does not include any new tram routes (only enhanced frequencies) for inner Melbourne in the 2031 models. Figure 10 indicates that the majority of the amendment area is within a 600m tram catchment.
Figure 10: Tram Routes and Walking Catchments
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Train Accessibility The existing and future train routes and the associated 800m working catchments from train stations are shown in Figure 11.
Figure 11: Existing and Future Train Routes and Walking Catchments
Figure 11 shows that the proposed future train services and stations in the Arden Macaulay area will allow for good public transport accessibility by train, with coverage levels comparable to the Capital City Zone.
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SNAMUTS Data Spatial Network for Multimodal Urban Transport Systems (SNAMUTS) assessing public transport accessibility was provided by the Council. This data represents a measure of accessibility to key locations such as employment and education by location.
SNAMUTS provides a higher-quality measure of public transport accessibility and usefulness than catchment maps as it also assesses the destinations reachable by public transport in a given area, as well as the quality of service (in terms of travel times and frequencies) provided.
The SNAMUTS data for the Arden-Macaulay precinct is reproduced in Figure 12.
Figure 12: SNAMUTS Data
Arden Macaulay Precinct
Figure 12 shows that the Arden Macaulay study area currently has an average to good level of public transport accessibility; with existing accessibility levels comparable to Southbank and better than Docklands. Access to the City and suburbs to the north is generally good, with a range of train and tram services running to many destinations with good frequencies. However, connections to the east and west to areas such as Footscray, Carlton, Fitzroy and Collingwood are limited, with only two bus routes or more circuitous train / tram journeys providing this form of connectivity.
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Summary The Arden Macaulay area is envisaged to have excellent public transport accessibility in 2031 when the walking catchments for bus, tram and train services are taken into account. Furthermore VITM indicates increases in the frequency of tram and train services during peak times for the Arden Macaulay area (generally in the order of a tram or train every ten minutes which is comparable to existing Southbank/Docklands services).
Summary of Findings
Table 5 summarises the findings outlined above:
Table 5: Summary of Car Parking Findings Population and Public Transport Area Existing Parking Rates Car Ownership Employment Densities Accessibility The reduced Docklands The existing employment Zone parking rates in the ABS data suggests a Docklands is currently and population densities planning Scheme are decrease in car serviced by good tram for Docklands are maximum limits for ownership between 2006 catchment coverage. generally comparable to Docklands parking and take into and 2011, with average No further improvements the2031 densities consideration the good car ownership levels in the public transport envisaged for Arden active and public currently estimated to be catchment coverage Macaulay and City transport accessibility to 0.9 cars per dwelling. are envisaged by VITM. North. the area. The Southbank Structure Southbank is currently ABS data suggests a The existing population Plan recommends that serviced by a very good decrease in car density for Docklands are reduced parking rates bus and tram catchment ownership between 2006 generally comparable to be applied to the area coverage. No further Southbank and 2011, with average the2031 densities as a means to promote improvements in the car ownership levels envisaged for Arden active and public public transport currently estimated to be Macaulay and City transport accessibility to catchment coverage 0.88 cars per dwelling. North. the area. are envisaged by VITM The CBD is served by Parking rates are ABS data suggests a excellent public transport restricted to reduced decrease in car The 2031 population catchment coverage, traffic impacts and ownership between 2006 density for the CBD is with this coverage Capital City enhance amenity and and 2011, with average comparable to the 2031 extending into portions Zone (CBD) encourage the use of car ownership levels estimates for City North of the City North study active and public currently estimated to be and Arden Macaulay. area through the transport. 0.55 cars per dwelling. provision of new train routes and stations. ABS data for North Notable increases in New rail routes and Consideration should be Melbourne suggests a population density are stations improve public given to reducing very slight increase in car envisaged by 2031with transport catchment parking rates as a means ownership between 2006 levels anticipated to be coverage in the City City North of enhancing amenity and 2011, with average comparable to current North area resulting in and encouraging the car ownership levels population density levels the area being very well use of sustainable currently estimated to be in Docklands and serviced by public transport modes. 0.70 cars per dwelling. Southbank. transport catchments. ABS data for Kensington Notable increases in New rail routes and Consideration should be suggests a decrease in population density are stations improve public given to reducing car ownership between envisaged by 2031with transport catchment parking rates as a means Arden 2006 and 2011, with levels anticipated to be coverage in Arden of enhancing amenity Macaulay average car ownership comparable to current Macaulay area resulting and encouraging the levels currently estimated population density levels in the area being very use of sustainable to be 0.91cars per in Docklands and well serviced by public transport modes. dwelling. Southbank. transport catchments.
Memo (110620V2.1) 130521-13M1028000 Appendix B Arden-Macaulay Car Parking.docx 14/15
Suggested Parking Rates
Based on the findings summarised in Table 5 it is deduced that by 2031 the Arden Macaulay area is anticipated to have similar characteristics to the Docklands in terms of public transport accessibility catchments and population densities and car ownership levels.
Accordingly the following parking rates are suggested for the Arden Macaulay area:
Residential: 1.5 spaces per dwelling (maximum) Retail: 1 space per 100sqm (maximum) Office: 1 space per 100sqm (maximum) Industry: 1 space per 150sqm (maximum)
It is noted that prior to the new train routes and stations being built that the suggested parking rates may result in an off-street parking demand greater than the required supply, it is noted that this is envisaged to be a short to medium term impact and that the rates suggested aim to assist in realising the longer term aspirations for the area. The short-to-medium term demand surplus could be accommodated by the on-street parking supply in the area (which was observed to be currently underutilised) or any vacant parcels of Council land (where available).
Impact of Proposed Parking Rates on Built Form
Based on the above suggested parking rates, it is anticipated that 1-2 levels of car parking will be required to support individual development buildings in the Arden Macaulay Structure Plan area following the urban renewal process. This could be provided as basement level parking (if ground conditions permit) to enhance amenity in the Structure Plan area.
Yours sincerely
GTA CONSULTANTS
Nathan Moresi Associate Director
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Appendix C
Boundary Road Potential Future Typical Cross Section
Appendix C Appendix
13M1028000 28/06/13 Integrated Transport and Access Review, Arden Macaulay Issue: A Amendment C190 P P
-R -F
2.5 1.5 2.3 3.25 3.25 2.3 1.5 2.5
0.7 0.7
20.5
BOUNDARY ROAD TYPICAL CROSS SECTION M P
34 : 34 : 4 T A 2013 / 05 / 31 ON i k s w ko r o i p a n m o t :
Y B
D TTE O L P
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