Mordialloc Bypass Project

Report of Peter Kelly

1 Introduction

My firm WSP prepared the impact assessment report titled Mordialloc Bypass, Transport Impact Assessment (Report) which is included as Appendix A to the Environment Effects Statement (EES) for the Mordialloc Bypass Project (Project).

The role that I had in preparing the Report was directing the development of the report and reviewing the methodology and outputs at a variety of stages throughout the report’s production. Other significant contributors to the Report and their expertise is set out in Section (d) of Appendix A.

I adopt the Report, in combination with this document, as my written expert evidence for the purposes of the Mordialloc Bypass Project Inquiry and Advisory Committee's consideration and reporting in respect of the Project.

2 Qualifications and experience

Appendix A contains a statement setting out my qualifications and experience, and the other matters in accordance with Planning Panels Victoria's 'Guide to Expert Evidence'.

A copy of my curriculum vitae is provided in Appendix B.

3 Further work since preparation of the Report

Since the Report was finalised, I have undertaken further work in relation to the submissions received. In particular, the further work included:

· Assessment of an alternative Woodlands Drive / freeway access arrangement

· Assessments of the intersections of:

· Dingley Bypass / Mordialloc Bypass

· Governor Road / Mordialloc Bypass, and

· Tootal Road / Centre Dandenong Road / Old Dandenong Road / Kingston Drive

· Microsimulation modelling of freeway operations. A summary of my findings in relation to this further work is provided in Section 4.3 and Appendices C and D.

However, this further work has not caused me to materially change my opinions as expressed in the Report, apart from the preferred arrangement for the Woodlands Drive freeway access, and no amendment is required for the EPRs. 4 Written Submissions

4.1 Submissions Received

I have read the public submissions in respect of the EES and draft Planning Scheme Amendment for the Project and identified those that are relevant to the Report and my area of expertise. These include the following submissions:

2,3,4,5,6,7,8,10,11,13,14,15,16,18,19,21,22,24,25,27,28,31,32,33,34,36,37,38,41,42,43,44,46, 47,49,50,52,57,60,61,62,63,65,67,69,71,73,75,76,77,79,81,82,87,88,90,92,93,94,95,96,99,100, 101,102,103,104,106,108,109,110,111 and 112.

4.2 Summary of Issues Raised

The submissions have raised the following issues relevant to my area of expertise:

· Traffic increase / decrease and performance on South Road, Governor Road, Centre Dandenong Road, Tootal Road, White Street and other local roads

· Adequacy of capacity of the proposed Dingley Bypass Freeway Terminal configuration

· Resilience of the project and potential requirement and impact of a 6-lane freeway configuration

· Alternative project options - Value for investment – alternatives including public transport projects

· Other local projects, including Westall Road extension

· Access impact and traffic increase associated proposed Woodlands Drive Arrangement

· Connectivity of shared use paths

· Property access

· Alternative intersection types

· Construction impacts

· Impact on Mornington Peninsula Freeway

· Induced Traffic

· Modelling accuracy

· Necessity of project and interchange arrangements

· Key performance metrics

· B-double access

· Freeway Management System including ramp metering

My response to issues raised is provided in Section 4.3 below.

2 4.3 Response to Issues Raised

Set out below are my comments and response to the issues raised by the written submissions relevant to my area of expertise.

The EES has received 112 submissions in respect of the proposed Mordialloc Bypass project, of which many included a comment, query or recommendation with a traffic or transport related theme. Set out below are my comments related to traffic themes.

4.3.1 Impact on South Road

A number of submissions were concerned with an increase of traffic led by the project along South Road that would further impact on the conditions of the existing transport network. Table 1 shows the expected daily increase in traffic at South Road following the project.

Table 1 EES published document, Appendix A – Transport Impact Assessment (TIA), Table 8.6 - 2031 base case and project forecast demand – daily two-way volume

ROAD LOCATION BASE CASE FREEWAY CONFIG. (%HV) (%HV) [Δ BASE CASE]

South Road West of Warrigal Road 51,900 (18%) 57,000 (19%) [+5,100]

South Road West of East Boundary Road 36,600 (15%) 41,400 (18%)

[+4,800]

As a result of the Mordialloc Freeway project, traffic volume is anticipated to increase along South Road as outlined in the TIA. The identified increase by 2031 equates to 9.8% (west of Warrigal Road) and 13.1% (west of East Boundary Road).

Whilst improvement works have not been included as part of the Mordialloc Freeway project scope, the identified traffic increase caused by the project in the wider network context is recognised by the Government. On Oct 25th 2018, the Government announced a commitment to invest $30 million on infrastructure improvements for South Road and key intersections including but not limited to East Boundary Road, Nepean Highway and Jasper Road.

Announced treatments include:

– Additional right turn lane from South Road to Nepean Highway city-bound

– Additional right turn lane at east approach and improved left turn slip lanes at East Boundary Road intersection

– New signals and pedestrian crossing at Bignell Road intersection

– New signals and intersection improvement at South Road, Taylor Street and Jasper Road intersection

– Feasibility study of signalising Tucker Road / South Road intersection.

I have not assessed the impact of these upgrades as part of my assessment. However, these measures are likely to assist in improving operating conditions along South Road.

3 4.3.2 Dingley Bypass Terminal

A number of submissions were concerned with the appropriateness of the proposed at-grade signals at the Dingley Bypass terminal.

SIDRA assessment has been undertaken at the Dingley Bypass terminal to inform the adequacy of the proposed reference design interchange layout. Analysis results indicate that the proposed configuration is sufficient to cater for the anticipated 2031 AM and PM peak hour demand. Refer to Section 3.1 in Appendix C for further details.

A number of submissions suggested that the freeway terminal at Dingley Bypass should be constructed as a grade separated freeway interchange, potentially connecting to Westall Road also. Considering that an at-grade signalised intersection is sufficient to cater for 2031 design year peak hour traffic, the significant cost associated with constructing a grade separated interchange treatment would unlikely be justified. Further, the close proximity of the Boundary Road intersection means that a simple grade separation would not be possible due to weaving issues, resulting in more complex and expensive structures. The construction of a grade separated terminal to Dingley Bypass only would also need to be designed so as not to preclude a direct link to Westall Road in the future, potentially adding further cost.

The Mordialloc Freeway will provide a network connection between Dingley Bypass and Mornington Peninsula Freeway. Mordialloc Freeway also functions as a distributor to spread traffic at key arterial roads including Centre Dandenong Road, Lower Dandenong Road and Governor Road. Hence not all traffic will travel from Mornington Peninsula Freeway to the Dingley Bypass terminal and vice versa. The distribution effect can be seen from the volume difference plot in Figure 1 below.

Figure 1 EES published document, Appendix A – Transport Impact Assessment (TIA), Figure 8.17 - 2031 two-way daily light vehicle volume difference plot (2031 freeway configuration minus 2031 Base Case)

4 4.3.3 Six-lane freeway A number of submissions questioned the adequacy of the proposed 4-lane freeway configuration and requested the project to consider building a 6-lane freeway.

With the Mordialloc Freeway, the Transport Impact Assessment identified that travel time between key origin-destinations is expected to be improved during both AM and PM peak periods. However, strategic modelling results indicated that the capacity of the proposed freeway and Mornington Peninsula Freeway may not be adequate to efficiently cater for the anticipated demand which could lead to potential flow break down. Table 2 shows the relevant table from the TIA.

Table 2 EES published document, Appendix A – Transport Impact Assessment (TIA), Table 8.9 - 2031 origin-destination performance

ORIGIN-DESTINATION PEAK DIR. 2031 BASE CASE1 2031 FREEWAY2

AVE TRAVEL AVE TRAVEL SPEED TIME SPEED TIME [KM/HR] [MIN] [KM/HR] [MIN]

Mornington Peninsula Freeway north of AM NB 42 16.9 73 9.2 Thames Promenade to Dingley Bypass / PM NB 50 12.4 87 6.8 Boundary Road intersection

Dingley Bypass / Boundary Road AM SB 49 12.1 91 6.5 intersection to Mornington Peninsula PM SB 37 20.2 72 9.6 Freeway north of Thames Promenade (1) Performance extracted from the existing routes e.g. Mornington Peninsula Freeway, Wells Road, Boundary Road, Dingley Bypass and Springvale Road.

(2) Performance extracted from the proposed Mordialloc Bypass corridor, Mornington Peninsula Freeway and Dingley Bypass.

From the table, it is clear that the Project Option (2031 Freeway) improves travel times along the corridor significantly, however the average travel speeds are less than what might be expected along a freeway signed at 100kph.

In response, more detailed traffic assessment (microsimulation modelling) has been undertaken to more accurately model the proposed freeway configuration and impacts. Microsimulation modelling is a more accurate form of assessment tool for freeway assessment compared to strategic modelling that considers vehicle to vehicle interaction and behaviours/effects such as lane changing, vehicle bunching, geometric and control delays.

This assessment concluded that the proposed 4-lane reference design is anticipated to operate at the target LOS in 2031 during both AM and PM peak periods with the target design Level of Service (LOS) to be D or better for all freeway segments. As a definition, levels of service vary between LOS A and LOS F, where LOS A is sparse, low density, free-flowing traffic along the freeway and terminals, with little to no reduction in speed due to interaction between vehicles, while LOS F represents complete flow breakdown with high-density and low traffic speeds. The cusp of LOS D/E is considered the traffic density where the likelihood of flow breakdown begins to increase, and the ability for the freeway to recover following an incident becomes more difficult. Traffic flow at this density (LOS) is typically considered the capacity of the freeway, which should be designed to meet or better LOS D. Below is a summary of the key findings associated with the reference design assessment:

- the merge, basic and diverge freeway segments between Springvale Road and Thames Promenade are anticipated to operate at LOS D.

- the expected benefits of ramp metering in isolation at Thames Promenade under the tested 2031 demand is considered to be minimal due to the relatively low forecast entry ramps volumes. The benefit of the dynamic freeway managed system has not been tested.

5 - an auxiliary lane between Springvale Road and Thames Promenade interchange is likely to enhance the resilience of the network by minimising the likelihood of flow breakdown, improving the LOS between Springvale Road and Thames Promenade from borderline D/E to C. Although this auxiliary lane was not shown as part of the Reference Design, but this could be addressed as part of the project under EPR T1.

Based on the freeway modelling assessment, a 4-lane freeway project configuration is considered to be sufficient to cater for the design year traffic demand. The proposed configuration integrates with Mornington Peninsula Freeway and limits potential induced demand that may increase the pressure on the transport network surrounding the project area including Dingley Bypass, South Road, Westall Road and Mornington Peninsula Freeway. On balance, it is more suited to the network as a whole considering the surrounding network arrangement, demand and condition under the existing and future scenarios.

The assessment also indicated that an auxiliary lane between Thames Promenade and Springvale Road would enhance the resilience of the network by accommodating potential changes in traffic volume and pattern and is recommended to be considered by the project.

Nevertheless, the proposed reference design allows for the increase in capacity to a 6-lane cross-section should it be required in the future. The proposed design also allows for the future implementation of a Freeway Management System, which in turn would ultimately complement the project to enhance the safety and operation of the proposed freeway facility. To maximise the effectiveness and realise the full potential of a Managed Freeway operation, it is recognised that a broader scheme would be required to incorporate treatments along the existing Mornington Peninsula Freeway.

4.3.4 Alternative Project Options

A number of submissions requested alternative project options to be explored including alternative project alignment, scope and public transport focused alternatives.

Guided by the EES Scoping Directions, the following three project scenarios have been identified for the assessment:

- No project scenario (base case)

- Four-lane Arterial road (alternative project scenario)

- Four-lane Freeway (preferred project scenario)

As discussed in Chapter 5 of the EES, VicRoads undertook an assessment of potential strategic interventions aimed at improving the congestion and safety through the corridor. Seven options were investigated, including the bypass option. On balance the bypass option was preferred to go forward with.

Similar to other project cases, the viability of the project goes through a rigorous evaluation process set out by Department of Treasury and Finance and Department of Transport.

Unless otherwise noted, I have only assessed those options shown in the EES.

4.3.5 Governor Road

A number of submissions raised concerns regarding the lane configuration of Governor Road near the proposed freeway interchange and its ability to accommodate the future traffic demand introduced by the project. Submissions requested Governor Road to be upgraded to two-lanes each-way between Boundary Road and Springvale Road to enhance safety and operation.

The TIA (EES Appendix A) identified the following changes in daily traffic volume caused by the project in 2031 (refer to section 8.2.2.1):

- Daily traffic flow to increase by 54% along Governor Road west of Mordialloc Bypass

6 - Daily traffic flow to decrease by 9.5% along Governor Road east of Mordialloc Bypass These are reproduced in Table 3 below.

Table 3 EES published document, Appendix A – Transport Impact Assessment (TIA), Table 8.6 - 2031 base case and project forecast demand – daily two-way volume

ROAD LOCATION BASE CASE FREEWAY CONFIG. (%HV)

[Δ BASE CASE]

Governor Road West of Mordialloc Bypass 17,900 (14%) 27,600 (12%)

[+9,700]

Governor Road East of Mordialloc Bypass 17,900 (14%) 16,200 (14%) [-1,700]

Section 8.2.2.4 of the TIA also highlighted that the project is anticipated to significantly improve the link performance along Governor Road between the bypass and Springvale Road (from LOS E to LOS C). These are reproduced as Figure 2.

In addition to the reported forecast information, directional travel time and link capacity performance data, as well as directional peak hour volumes have been extracted from the strategic model to inform the anticipated performance in 2031. These are shown in Tables 4 and 5 for the 2031 design years.

As a result of general traffic growth in both the “with” and “without project” cases, the peak direction of traffic along Governor Road between Springvale Road and Boundary Road is anticipated to operate at or approaching capacity by 2031. It is noted that a marginally higher VCR is expected under the project scenario in the peak direction. A higher increase in VCR in the off-peak travel direction is to be expected with the project in place.

To quantify the anticipated operational performance, improvement driven by the project is expected to reduce peak direction travel time between Springvale Road and Boundary Road by approximately 16 seconds in the AM peak and half a minute in the PM peak. A minor decrease of less than 8 seconds in average travel time is anticipated in the counter-peak direction during both AM and PM peak periods.

The interchange of Mordialloc Bypass and Governor Road has also been assessed with Sidra. The results of this Assessment are provided in Section 3.2 of Appendix C. These results indicate that the assessment undertaken satisfies all performance criteria.

Strategic modelling results indicate that the midblock capacity of Governor Road is expected to operate at or approaching capacity by 2031 with or without project. With the anticipated increase in traffic caused by background growth and the project, travel time in the east-west is noticeably improved in the peak direction in the AM and PM peak. The improvement is likely to be driven by the removal of competing north-south arterial traffic at Boundary Road / Governor Road and Springvale Road / Governor Road intersections, where north and southbound traffic would be facilitated by the proposed freeway.

With this in mind, the identified traffic increase caused by the project in the wider network context has been recognised by the Government. On Oct 25th 2018, the Government announced a commitment to invest in planning for major improvements to the road network, with a focus on Governor Road. As informed by the Department of Transport (submission 95), improvement works along Governor Road would be addressed under a separate project.

7 Figure 2 EES published document, Appendix A – Transport Impact Assessment (TIA), Table 8.23 - Road links that will be improved from LOS E or F (under base case) to LOS D or better by the project (freeway configuration) – AM (Left) and PM (Right)

8 Table 4 2031 Governor Road peak hour forecast volumes

LOCATION YEAR PERIOD SCENARIO DIRECTION

EB Δ WB Δ

West of Mordialloc Bypass 2031 AM Base Case 627 1,202

Project Case 863 +236 1,232 +30

PM Base Case 1,270 570

Project Case 1,265 -5 995 +425

East of Mordialloc Bypass 2031 AM Base Case 627 1,202

Project Case 553 -74 977 -225

PM Base Case 1,270 570

Project Case 1,035 -235 604 +34

Table 5 2031 Governor Road link capacity and average travel time performance results

PERFORMANCE METRIC YEAR PERIOD SCENARIO GOVERNOR RD BETWEEN SPRINGVALE RD AND BOUNDARY RD

EB Δ WB Δ

Volume Capacity Ratio 2031 AM Base Case 0.46 0.87

(highest VCR for the entire section) Project Case 0.64 +0.18 0.92 +0.05

PM Base Case 0.91 0.49

Project Case 0.94 +0.03 0.73 +0.24

Average Travel Time (minutes) 2031 AM Base Case 3.48 4.62

Project Case 3.52 +0.04 4.35 -0.27

PM Base Case 5.34 3.46

Project Case 4.85 -0.49 3.59 +0.13

9 4.3.6 Woodlands Drive Arrangement

A number of submissions raised concerns over the access impact brought by the truncation of Woodlands Drive and associated intersections/roads including Tarnard Drive, Redwood Drive and Bell Grove to facilitate the proposed construction of the Lower Dandenong Road and Mordialloc Freeway interchange. The truncation of Woodlands Drive and the associated access impact attributed to the proposed freeway interchange layout at Lower Dandenong Road has been identified in the published EES TIA report with details discussed in Section 8.1.2.2.

Figure 3 EES published document, Appendix A – Transport Impact Assessment (TIA), Figure 8.5 - Proposed Woodlands Drive access arrangement

Following the impact identification and EES submissions review process, an alternative freeway interchange configuration has been considered by the project to minimise the potential access impacts to the surrounding project area adjacent to the proposed Lower Dandenong Road / Mordialloc Freeway interchange. Further investigations have been undertaken to inform the feasibility of the alternative interchange arrangement.

The memorandum attached in Appendix D outlines the details associated with the alternative freeway interchange arrangement including its anticipated operational performance and design considerations that will need to be further assessed in the detailed design stage.

The alternative interchange arrangement is considered to be feasible from a performance-based perspective and would significantly improve the level of access and reduce operational impact to the existing local road network surrounding in the proposed interchange compared to the reference design layout. Further assessment and review has been undertaken with key findings listed below:

- The alternative freeway interchange arrangement satisfies the target service level in accordance with Austroads Guide to Traffic Management and is anticipated to operate efficiently under 2031 peak hour traffic demand. Turn lanes proposed under the alternative interchangement arrangement sufficiently caters for the 95th percentile queue length.

10 Figure 4 Alternative Lower Dandenong Road freeway interchange arrangement

- Compared to the reference interchange design, there is generally less congestion within the road network with modelling results indicating a higher network operating speed during both AM and PM peak. This would also lead to better progression of traffic along Lower Dandenong Road.

- Northbound exit ramp traffic accessing Lower Dandenong Road will be required to travel through two sets of traffic signals and interact with Woodlands Drive local road traffic.

- As a result of the alternative interchange arrangement, the resilience and performance of northbound freeway operation could be affected by Woodlands Drive local traffic.

- Further design investigations will be required to confirm the feasibility of the alternative interchange arrangement considering directional signing strategy, driveway impact and compliance to geometric standards. It is anticipated that further design work will need to be considered by the project in detailed design stage.

- To further enhance the progression of traffic along Lower Dandenong Road, a route review is recommended to enhance the signal coordination along Lower Dandenong Road in the post construction stage. This would also apply to Dingley Bypass, Centre Dandenong Road and Springvale Road to maximise the efficiency of the network in adapting to the changed traffic condition attributed by the project.

Based on the traffic engineering assessment undertaken and high level design feasibility review to date, no significant issues have been identified that would impact on the development of this alternative arrangement.

11 4.3.7 Local Road Traffic Increase

A number of submissions suggested that the project increases local road traffic, which does not align with the project’s objective. Roads concerned by the submissions include White Street, Keys Road, Tootal Road and Howard Road.

The TIA included a number of volume difference plots that indicate the anticipated change in volumes in 2031 attributed to the project. Figure 5 shows the daily two-way traffic volume difference plot for the 2031 design year.

Figure 5 EES published document, Appendix A – Transport Impact Assessment (TIA), Figure 8.17 - 2031 two-way daily light vehicle volume difference plot (2031 freeway configuration minus 2031 Base Case)

There are a number of local roads west of the project that appear to have an increase in daily two-way traffic volumes including Park Road, Weatherall Road and Warren Road. It should be noted that majority of the increase in two-way local road traffic is substantially less than 1,000 vehicles a day, which is typically less than 100 vehicles per hour in two directions.

Additional strategic modelling outputs have been extracted to identify the expected increase in local road traffic volumes, as shown in Table 6. Results indicate that there is generally an insignificant change in peak hour traffic flow in the surrounding local road network in 2031. The highest increase is to be expected along Tootal Road where traffic is anticipated to travel through Tootal Road to access Mordialloc Freeway via the proposed Centre Dandenong Road interchange.

It should be noted that an intersection analysis has also been undertaken to assess the project impact on Centre Dandenong Road / Tootal Road roundabout. The outcome of the assessment concluded that the existing roundabout would be sufficient to cater for 2031 peak hour demand, refer to Appendix C for further details.

12 Table 6 2031 forecast local road traffic volume changes (Project Case minus Base Case)

Road Name Description Direction Daily AM Peak PM Peak (hourly) (hourly)

White Street1 between Nepean Highway and Boundary Road EB -1700 -53 -42

White Street1 between Nepean Highway and Boundary Road WB -1900 -50 -47

between Lower Dandenong Road and Centre Howard Road Dandenong Road NB -100 -5 -29

between Lower Dandenong Road and Centre Howard Road Dandenong Road SB 200 -5 15

between Lower Dandenong Road and White Warren Road Street NB -300 0 -34

between Lower Dandenong Road and White Warren Road Street SB -400 -25 -28

between Centre Dandenong Road and Dingley Tootal Road Bypass NB 800 101 134

between Centre Dandenong Road and Dingley Tootal Road Bypass SB 900 134 65

Park Street between Chute Street and McDonald Street NB -1000 -12 -58

Park Street between Chute Street and McDonald Street SB -900 -54 2

Chute Street between White Street and Governor Road NB 600 26 11

Chute Street between White Street and Governor Road SB 300 17 13

Thames Promenade between Nepean Highway and Wells Road EB 400 43 -21

Thames Promenade between Nepean Highway and Wells Road WB 700 38 46

1 White Street is currently listed as an Arterial Road but has been reported as it is queried in the submissions. According to the EES scoping requirements for the project released in May 2018, the objective defined for transport efficiency, capacity and safety is:

To provide for an effective connection between the Mornington Peninsula Freeway and the Dingley Bypass, to improve travel efficiency, road safety, and network capacity, as well as improve amenity and local transport networks in the Aspendale/Dingley area.

13 A number of submissions mention “local transport networks” as meaning local roads (i.e. Council managed non-arterial roads) and suggested that the project may cause adverse impact to amenity and performance. Our interpretation of the local transport network in the Aspendale/Dingley area also includes key arterial roads such as Springvale Road, Wells Road and Boundary Road where significant volume reduction and travel time improvements is expected. In addition, the expected increase in local road peak hour volume introduced by the project is considered to be minor and is unlikely to introduce noticeable adverse impact on the surrounding local road network.

4.3.8 Centre Dandenong Road

A number of submissions raised concerns regarding the operation of Centre Dandenong Road in the east- west direction and a recommendation was made to upgrade the intersection with Boundary Road.

As a result of the Mordialloc Freeway project, a significant increase in traffic volume is anticipated along Centre Dandenong Road west of the proposed freeway interchange. The change in Daily traffic volumes for design Year 2031 is shown in Table 7. Compared to the “without project” scenario, daily traffic volume is estimated to double along Centre Dandenong Road, west of Mordialloc Bypass. The Centre Dandenong Road carriageway is, however, proposed to be duplicated between Boundary Road and Old Dandenong Road, and the Boundary Road intersection upgraded to include additional through and turning lanes.

Table 7 EES published document, Appendix A – Transport Impact Assessment (TIA), Table 8.6 - 2031 base case and project forecast demand – daily two-way volume

ROAD LOCATION BASE CASE FREEWAY CONFIG. (%HV)

[Δ BASE CASE]

Centre Dandenong Road West of Mordialloc Bypass 17,300 (13%) 34,700 (11%) [+17,400]

Centre Dandenong Road East of Mordialloc Bypass 17,300 (13%) 19,100 (12%)

[+1,800]

Additional strategic modelling results have been extracted to inform the anticipated performance along Centre Dandenong Road between Warrigal Road and Lower Dandenong Road in the east-west direction. Traffic volume, link capacity and travel time data are shown in Tables 8 and 9.

The link capacity data indicate that a marginally higher VCR is expected under the project scenario in all directions during both AM and PM peak. Notably the highest VCR over the whole section is shown. However, improvements driven by the project are expected to reduce travel time in all directions in both AM and PM peak periods. A higher reduction in travel time is estimated in the peak direction of both AM and PM peak periods in the order of approximately half a minute.

The significant increase in forecast volume west of the proposed Centre Dandenong Road interchange (Table 8) is largely attributed to the proposed road duplication along Centre Dandenong Road between Boundary Road and Old Dandenong Road. The proposed road duplication substantially increases the road capacity to support future traffic demand. The resulting volume difference pattern appears to reflect a suppressed demand between Moorabbin Airport and the project that is expected to be facilitated by the proposed infrastructure.

Travel time performance (Table 9) indicates that east-west traffic along Centre Dandenong Road between Warrigal Road and Lower Dandenong Road would improve due to the proposed project, where the average travel time is anticipated to reduce by approximately half a minute in the peak direction during AM and PM peak.

14 Table 8 Centre Dandenong Road directional peak hour volume data

LOCATION YEAR PERIOD SCENARIO DIRECTION

EB Δ WB Δ

West of Mordialloc Bypass 2031 AM Base Case 470 702

Project Case 939 +469 1,732 +1,030

PM Base Case 757 572

Project Case 1,768 +1,011 1,145 +573

East of Mordialloc Bypass 2031 AM Base Case 470 702

Project Case 616 +146 733 +32

PM Base Case 757 572

Project Case 845 +88 639 +67

Table 9 2031 Centre Dandenong Road link capacity and average travel time performance results

PERFORMANCE METRIC YEAR PERIOD SCENARIO CENTRE DANDENONG ROAD BETWEEN WARRIGAL ROAD AND LOWER DANDNEONG ROAD

EB Δ WB Δ

Volume Capacity Ratio 2031 AM Base Case 0.57 0.89

(highest VCR for the entire section) Project Case 0.61 +0.04 0.96 +0.07

PM Base Case 0.94 0.72

Project Case 0.99 +0.05 0.79 +0.07

Average Travel Time (minutes) 2031 AM Base Case 10.46 13.07

Between Warrigal Road and Lower Project Case 10.32 -0.14 12.62 -0.45 Dandenong Road PM Base Case 14.23 11.06

Project Case 13.6 -0.63 10.9 -0.16

15 The EES presented the scope of the proposed intersection improvement work for which MRPV is responsible, which only reflected the eastern half of the Boundary Road / Centre Dandenong Road intersection. A submission requested further improvements to be included on the western side of the intersection. The requested intersection improvement is in fact to be completed by another entity which essentially reflects the recommended layout requested by the submission. The ultimate upgrade is shown in Figure 6.

Figure 6 Ultimate intersection configuration at Boundary Road and Centre Dandenong Road

4.3.9 Kingston Road

A submission had a concern about the performance of Kingston Road. Strategic modelling results have been extracted to inform the anticipated directional peak hour volumes along Kingston Road between Warrigal Road and Dingley Bypass in the east-west direction.

Strategic modelling outputs show an insignificant increase in both peak hour volumes and travel time along Kingston Road between Warrigal Road and Dingley Bypass, as shown in Tables 10 and 11. The traffic volume differences between the Base case and Project options is +50 vehicles to -30 vehicles in the hour. Travel times between Warrigal Road are modelled to vary between an increase of up to 27 seconds or decrease of up to 3 seconds.

Strategic modelling results indicate that there are minimal changes to both peak hour volumes and travel times along Kingston Road, and are considered to be minor. The highest increase in average travel time is expected to be less than half a minute during the AM peak period. As such, the project is unlikely to introduce noticeable adverse impact on Kingston Road between Warrigal Road and Dingley Bypass.

16 Table 10 Kingston Road directional peak hour volume data

LOCATION YEAR PERIOD SCENARIO DIRECTION

EB Δ WB Δ

Between Warrigal Road and 2031 AM Base Case 718 1,241 Dingley Bypass Project Case 733 +16 1,287 +47

PM Base Case 1,258 996

Project Case 1,309 +51 965 -32

Table 11 2031 Kingston Road average travel time performance results

PERFORMANCE METRIC YEAR PERIOD SCENARIO KINGSTON ROAD BETWEEN WARRIGAL RD AND DINGLEY BYPASS

EB Δ WB Δ

Average Travel Time 2031 AM Base Case 3.44 4.78 (minutes) Project Case 3.46 +0.03 5.23 +0.45

PM Base Case 4.75 3.80

Project Case 5.18 +0.43 3.76 -0.04

4.3.10 Other Matters

A variety of other matters were noted in the submission requiring some comment. These are outlined below.

4.3.10.1 Shared Use Link #1

A submission has requested a shared use link further south from Springvale Road to be included within the project scope.

The requested pedestrian crossing facility has been considered by the project and is likely to be adopted into the proposed design further to detailed design investigation.

4.3.10.2 Property Access at Thames Promenade

A submission expressed concern with how the proposed design at Thames Promenade will impact on private access to their property.

17 Access impact has been acknowledged by the project and will be further investigated in detailed design stage. The proposed reference design provides access to the existing formal driveway to this property and is in line with Austroads design requirements and EPR T3.

4.3.10.3 Public Transport Projects

A number of submissions requested more information on public transport projects and suggested they would be more beneficial than the proposed project. This project has been endorsed by the State Government and is aligned with the transport planning objectives. Public transport facilities proposed by the project are identified by the TIA Section 8.1.3, and include bus queue jump lanes along Centre Dandenong Road and Springvale Road. The reduction in traffic along key routes, such as Springvale Road, Nepean Highway and Wells Road resulting from the project will be beneficial to bus services along those routes.

4.3.10.4 Diverging Diamond

A submission has requested the project to consider implementation of a Diverging Diamond Interchange at Lower Dandenong Road.

The interchange arrangement at Lower Dandenong Road that has been proposed by the Project has been assessed and is anticipated to meet target performance. Implementation of a Diverging Diamond Interchange would likely require land acquisition and has not been proven in practice in Victoria at this stage. It is not considered to be a feasible solution for the project, at this time.

4.3.10.5 Pedestrian Underpass at Chadwick Reserve

A submission has requested a pedestrian underpass along the proposed alignment between Centre Dandenong Road and Lower Dandenong Road, at Chadwick Reserve.

The route is not currently a formal link, and connects an industrial car park with the Chadwick Reserve. As noted in the EES TIA (section 8.1.4), pedestrian and cyclist surveys were undertaken over weekdays and weekends, from 6:00am to 9:00pm, between January 30 and February 4, 2018. These surveys showed a daily maximum of 19 pedestrians on weekdays and eight pedestrians on the weekend. Consequently, the utilisation is considered low at this crossing point based on the surveys and a pedestrian underpass is unlikely to be justifiable. This complies with EPR T3.

4.3.10.6 Shared Use Link #2

A submission has requested improving on connectivity of the proposed shared use path design due to security and safety concerns.

Proposed shared use path design is in line with Government policy and will be further investigated with stakeholders during detailed design. EPR LV1 notes that the landscape design must enhance existing pedestrian connection, where practicable.

4.3.10.7 Centre Dandenong Road / Tootal Road Roundabout

A submission has questioned the ability of the Centre Dandenong Road / Tootal Road roundabout in coping with future traffic volumes.

A SIDRA assessment has been undertaken and concluded that the existing roundabout arrangement would be sufficient in catering for the anticipated traffic volume. Refer to Appendix C.

18 4.3.10.8 White Street

A submission raised concerns over current traffic conditions on White Street. Under the project scenario, White Street is anticipated to improve due to reduced traffic flow and increased amenity. Daily traffic flows along White Street are expected to reduce by around 3500 to 4000 vehicles per day.

4.3.10.9 Construction Impacts

A number of submissions express concern over construction impacts. The anticipated level of construction impact is considered to be minimal due to the generally greenfield nature of the site, and the excellent site access via established declared roads, such as Centre Dandenong Road, Dingley Bypass and Springvale Road. Construction vehicles rates have been estimated to be 1 to 3 vehicles per hour. This has been discussed more fully in the EES TIA (section 8.6).

The project is anticipated to enhance the overall local transport network meeting the transport objectives set out by the ESS scoping directions.

EPR T2 details the Transport Management Plan requirements of the project.

4.3.10.10 Induced Traffic A number of submission have noted that the freeway will result in induced demand.

Induced demand is typically defined as a change of travel mode (i.e. from rail to cars) or change of destination. The VITM modelling has considered the effects of induced demand. The impact on land use is not covered by transport modelling, and is not typically required for a project like Mordialloc Bypass. We do not expect that the land use impact will be significant.

4.3.10.11 Modelling Accuracy

A number of submissions question the accuracy of the modelling undertaken.

The modelling for this project has been carried out using the Victorian Integrated Transport Model (VITM) owned by the Department of Transport (DoT). This model is a multimodal four-step strategic transport model that uses future population and employment projections to forecast the future impacts of changes to the Melbourne road and public transport networks. The model is a powerful strategic planning tool commonly used in Victoria to assist in the planning of road and public transport infrastructure, particularly for comparing the likely impacts of scenarios under different land use and/or transport network assumptions.

VITM is considered a suitable tool for this project, which requires transport modelling at the strategic level to inform assessment of different road network options.

It should be noted however, that any demand forecast is subject to uncertainties. Inevitably, some assumptions (e.g. land use, transport network) used to develop the forecasts will not be realized, and unanticipated events/circumstances may occur. No form of assurance can be provided that the reported forecasts will be achieved, as the actual outcomes could vary from those forecast.

The VITM Traffic Forecasting Report (EES TIA Appendix A) notes that the version of VITM used had previously undergone an extensive validation process, so no further model enhancements were made for this project. However, a series of checks and refinements were carried out for the project area to ensure the model was suitable for project testing, including an extensive review of the road network to ensure it was accurately represented the 2016 model. Land use in 2016 and all future years, as well as transport networks for the Base Cases in all future years, were also appropriately updated based on the latest reference cases.

19 Turning movement volumes and other volumes used for SIDRA analysis at intersections or microsimulation modelling were based primarily on the outputs of the VITM model, and enhanced with existing data where possible.

The methodology is based on industry guidelines, and I am not aware of any errors or omissions in the modelling undertaken.

4.3.10.12 Mornington Peninsula Freeway Traffic

A submission noted that there are already capacity issues on the Mornington Peninsula Freeway, southbound, south of Springvale Road in the afternoon peak.

Strategic modelling of the Mornington Peninsula Freeway shows that for the 2031 design year, the daily traffic volume on the Mornington Peninsula Freeway east (or south) of Springvale Road is forecast to increase from 50,700 vehicles per day (vpd) “without” the project to 82,800 vpd “with” the project, an increase of 32,100 vpd. South of Thames Promenade the difference is less, at 71,300 vpd verses 87,000 vpd respectively. The difference is due to the north facing ramps of Thames Promenade increasing flow through the Springvale Road to Thames Promenade section of the freeway for the Project Case, and that traffic accessing the freeway at the south facing Thames Promenade ramps is less in the Project Case due to less desire to travel via Wells Road.

The peak hour volumes are also expected to increase, but by lesser amount, as the strategic model assumes that the peak period volumes for both options will meet the capacity of the four-lane freeway configuration in the peak direction. South of Thames Promenade, in the AM peak direction, the two-hour peak period volume is expected to increase marginally from 6,900 vehicles (two-hours) to 7,250 vehicles. In the PM peak direction, the two-hour peak period volume is expected to increase from 6,200 vehicles (two-hours) to 7,300 vehicles. The bulk of the traffic growth apparent in the daily volume increase is in the counter peak direction and off peak and interpeak periods. This highlights that the Mornington Peninsula Freeway, will be operating at capacity based on its current four-lane configuration for the 2031 design volumes.

Currently, in the PM peak, flow breakdown does occur on occasions in the southbound direction of the Mornington Peninsula Freeway. The cause in unclear, but appears to be related to lane changing associated with freeway entry and exit movements at Thames Promenade, Thompsons Road and EastLink interchanges. This project may improve the impact of the Thames Promenade and Thompsons Road entry ramps due to reduced volumes entering, but is unlikely to improve the other current issues, and may exacerbate the issues due to additional traffic.

The implementation of a Freeway Management System, including co-ordinated ramp metering, along the Mordialloc Bypass / Mornington Peninsula Freeway would improve the operation of the freeway, mitigate or delay the onset of flow breakdown, and aid in recovering when flow breakdown occurs.

4.3.10.13 Necessity of freeway

A number of submissions has questioned the necessity of the proposed freeway.

The project is anticipated to enhance the overall local transport network meeting the transport objectives set out by the EES scoping directions.

As noted in the EES (Chapter 2, Section 2.2), the project will:

- provide a much-needed additional route in Melbourne’s south-east, easing congestion and improving safety on nearby roads

- improve access to the Dandenong South Employment and Innovation Cluster, the industrial areas in Braeside and Moorabbin, and residential, recreation and other nearby shopping and entertainment precincts

- create additional road capacity, contributing to a more reliable road network

20 - increase efficiency and reduce vehicle operating costs for the freight and the logistics sector and making investment in key employment areas more attractive for business

- reduce the tendency for traffic to use local and low-capacity arterial roads, meaning fewer vehicles would travel through residential areas, especially in the middle south-eastern suburbs

- reduce traffic volumes on Springvale Road, which would improve bus operations and, along with the new shared use (pedestrian and cycling) path, would provide a more balanced transport network solution for the area

4.3.10.14 Key Performance Metrics

A submission requested key performance metrics used to assess traffic flows. Key traffic performance metrics considered as part of the project would typically include: traffic volumes, travel times, link capacity performance, average delay performance (intersection design), turn lane requirements to accommodate 95th percentile traffic queue (intersection design) and density performance (freeway design).

4.3.10.15 North Facing Ramps A submission has requested the project consider the installation of north facing ramps at the proposed Centre Dandenong Road interchange.

The appropriateness of the proposed half diamond interchange arrangement at Centre Dandenong Road is discussed in the TIA Section 8.1.1.1. In particular, the main reasons for not including the north facing ramps are:

- The distance travelled is shorter via the Centre Dandenong Road / Tootal Road corridor than via a potential freeway route, and

- the distance between Centre Dandenong Road and Dingley Bypass is relatively short, and providing access that does not result in significant weaving and lane changing would be problematic and likely require expensive braided structure. Accordingly, providing north facing ramps is not considered to be necessary.

4.3.10.16 Speed Limits

A number of submissions have requested that the project consider a reduced speed limit at a number of locations, including Wells Road and Mordialloc Bypass, along with provision to resurface pavements.

VicRoads is the responsible road authority to consider reviewing the speed zones along Wells Road following project completion. I have not reviewed the Wells Road speed zone, which is typically defined by the standard of road, road geometry and road side environment, however, while traffic is likely to decrease along Wells Road following the project, those other aspects noted are not likely to change.

The Mordialloc Freeway will be designed as a freeway standard roadway, most likely to a design speed of 110kph, for operation at 100kph. The operation of the freeway at speeds lower than 100kph does not typically occur apart from managed operations. As there is no Freeway Management System included in the Project Scope, dynamic speed management is not possible at this time, although, as noted previously, the freeway will be designed to incorporate a Freeway Management System in the future.

Pavement maintenance is undertaken periodically and is managed by VicRoads.

21 4.3.10.17 Additional Public Infrastructure

A submission has requested the project to consider additional public infrastructure such as car parking at public transport hubs, and a future link to the Monash Freeway.

The requested public infrastructure is not in line with the project’s configuration according to the ESS scoping requirements.

4.3.10.18 Ramp Metering

A submission recommended the project consider the implementation of ramp metering at Thames Promenade and Thompson Road. Managed freeway is discussed in the TIA in Section 8.2.2.5 and would require a broader scheme to fully realise the benefits of ramp metering. A managed freeway may be considered under a separate project in the future. The proposed freeway entry ramps allow for the provision of ramp metering if required in the future.

4.3.10.19 B-doubles A submission has put forward recommendation to ban B-Double trucks from the proposed freeway.

A primary purpose of the freeway network is to facilitate the movement of freight. B-doubles are a key component of the freight movement system. Banning of B-doubles on freeway does not align with the movement and place network classification and transport objectives set out in the EES.

4.3.10.20 Westall Road Extension

A submission has recommended the consideration of Westall Road extension.

Westall Road extension is not considered as an alternative project set out by the EES. It is currently a separate project in the pipeline, but does not currently have funding, to my knowledge.

Declaration

I have made all the inquiries that I believe are desirable and appropriate and no matters of significance which I regard as relevant have to my knowledge been withheld from the Inquiry and Advisory Committee.

...... Signed

Date: [15 February, 2019]

22 Appendix A Matters Raised by PPV's Guide to Expert Evidence

(a) The name and address of the expert

Peter Kelly

Technical Executive

Level 15, 28 Freshwater Place, Southbank, 3006

(b) The expert's qualifications and experience § Bachelor of Engineering (Civil), University of Melbourne § Graduate Certificate of Information Technology, Swinburne University of Technology § Master of Transport, Monash University § Member, Australian Institute of Traffic Planning and Management (AITPM)

I am an Executive Traffic Engineer with 23 years of engineering experience in Melbourne, Western Australia and regional Victoria, including 14 years as a traffic engineer and transport planning consultant at WSP.

(c) A statement identifying the expert's area of expertise to make the report

My areas of expertise include: Freeway planning and network strategy, traffic modelling, traffic engineering, major highway projects, including project alliances, and traffic impact assessments.

My CV is attached as Appendix B.

(d) A statement identifying any other significant contributors to the report and where necessary outlining their expertise Clinton Kenna – Principal Transport Engineer

Clinton is a Principal Transport Engineer with over 12 years of experience in traffic engineering and transport modelling projects around Australia within consulting and state government environments. He holds Bachelor of Engineering (Civil) and Bachelor of Commerce degrees and is a Senior Project Manager within WSP’s global project management accreditation program.

Clinton’s professional experience spans traffic engineering and traffic impact assessment, transport planning, strategic transport modelling and demand forecasting, microsimulation and intersection modelling as well as civil design and road safety auditing. He has a thorough understanding of the Victorian Department of Treasury and Finance Lifecyle, and has demonstrated experience across the five project stages with technical and management roles in the development of strategic assessments and business cases, preparation of tender documentation and tender evaluations through to construction phase civil and traffic engineering services and post-completion evaluations.

Clinton has recently held Traffic and Transport discipline lead roles as part of WSP’s Technical Advisor role on the Outer Suburban Arterial Road/Suburban Roads Upgrade project and on the Caulfield to Dandenong Level Crossing Removal Project Alliance where he successfully led large teams of traffic engineers and modellers in demand forecasting, traffic analysis, design input and reporting across major programs of works, with key responsibilities for quality assurance, task scoping, rigour and leadership, client interface, coordination with other disciplines and resourcing.

24 Alex Gu - Strategic Modelling Advisor

Alex has 21 years’ national and international experience, specialising in transport planning and modelling, traffic engineering and management, and project evaluation.

Alex is a specialist transport modeller with skills in multiple modelling software packages. He has led modelling teams involved in work from strategic planning, demand forecasting to microsimulation, and has trained/supervised transport modellers.

He regularly works with DOT, most recently as Project Manager / Lead Modeller for the Monash Light Rail Link Strategic Modelling and Demand Forecasting project.

He also provided a Modelling Audit and Assurance for the Melbourne Metro project – supporting DOT’s in-house modelling team, providing oversight for the strategic transport demand modelling and collaborating with the peer reviewer to provide technical advice. Edwin Chan – Senior Traffic Engineer

Edwin is a traffic engineer and project manager with more than 10 years’ public sector and consulting experience. He was previously VicRoads Traffic Design Technical Lead and key contact for microsimulation modelling. He was part of VicRoads’ Transport Modelling Technical Group Committee that assisted in providing transport modelling advice, services and capability development for VicRoads and external consultants.

As Independent Modelling Reviewer for the Melbourne Metro Tunnel and Stations project, he reviewed surface transport modelling deliverables involving complex multimodal VISSIM and VISWALK modelling.

Edwin also managed the Wider Transport Network Requirements for TfV’s North East Link project. This included the roll out of the Client Requirement Document, Movement and Place Framework and updating the principal walking and cycling networks. Edward Yeung – Senior Transport Modeller

Edward is a Transport Modeller with eight years of experience in Australia and in the Middle East, specialising in quantitative transport planning and transport modelling. Edward has been involved in many assignments across Australia involving transport modelling of major public transport and road infrastructure projects. He has been responsible for delivering, managing and undertaking demand forecasting for business cases, traffic impact assessments, options analyses and economic assessments. Edward’s key skills include: transport modelling and data analysis; mesoscopic modelling and data visualisation in GIS.

(e) All instructions that define the scope of the report (original and supplementary and whether in writing or oral)

Instruction provided in writing by Clayton Utz (dated 10 December 2018) are:

“You are requested to undertake the following work: 1 Review the Technical Report and the EES to the extent relevant to your area of expertise.

2 Review the public submissions referred to you to the extent relevant to your area of expertise.

3 Prepare an expert witness statement that:

a. Addresses the Technical Report and any work you have carried out since the Technical Report was prepared;

25 b. Responds to the public submissions relevant to your area of expertise; and

c. Addresses any other matter that you consider relevant to your area of expertise.

4 Prepare a short (no more than 30 minutes) PowerPoint presentation for presenting at the hearing.

5 Attend the hearing to give evidence in relation to your report.”

(f) The identity of the person who carried out any tests or experiments upon which the expert has relied on and the qualifications of that person

Those people mentioned in (d) above.

(g) A statement setting out any questions falling outside the expert's expertise

Those questions / submissions falling within my expertise have been addressed. Those outside my expertise have not.

(h) A statement setting out any key assumptions made in preparing the report

Key assumptions made in the reporting are: · The modelling for this project has been carried out using the Victorian Integrated Transport Model (VITM) owned by the Department of Transport (DoT). This model is a multimodal four-step strategic transport model that uses future population and employment projections to forecast the future impacts of changes to the Melbourne road and public transport networks. The model is a powerful strategic planning tool commonly used in Victoria to assist in the planning of road and public transport infrastructure, particularly for comparing the likely impacts of scenarios under different land use and/or transport network assumptions. VITM is considered a suitable tool for this project, which requires transport modelling at the strategic level to inform assessment of different road network options. It should be noted however, that any demand forecast is subject to uncertainties. Inevitably, some assumptions (e.g. land use, transport network) used to develop the forecasts will not be realized, and unanticipated events/circumstances may occur. No form of assurance can be provided that the reported forecasts will be achieved, as the actual outcomes could vary from those forecasts.

· Assessments have relied on industry standard modelling software.

· Calibration of models is based on data collected, which is assumed to be representative of existing conditions.

(i) A statement indicating whether the report is incomplete or inaccurate in any respect To my knowledge the Report is complete and accurate.

26 Appendix B CV

27 PETER KELLY Technical Executive Traffic Engineer

PROFILE Peter is an Executive Traffic Engineer with 23 years of engineering experience in Melbourne, Western Australia and regional Victoria. He has a Master of Transport, Bachelor of Engineering (Civil) and a Graduate Certificate of Information Technology. Peter’s areas of expertise include: Freeway planning and network strategy, Traffic modelling at the strategic, mesoscopic and microscopic levels, Traffic engineering, planning of Intelligent Transport Systems, major highway projects, including project alliances, and economic options assessments in the pursuit of Value for Money. Career highlights include the West Gate Freeway Alliance, Tulla-Sydney Alliance (M80 Ring Road), Tulla-Calder Alliance, Regional Rail Link Package C – Footscray to Deer Park, Springvale Road Rail Grade Separation Alliance and the East-West Link Tender Design. 14 years with WSP EDUCATION 24 years of experience Master of Transport, Monash University 2014 AREAS OF EXPERTISE Bachelor of Engineering (Civil), University of Melbourne 1992 Major projects Graduate Certificate of Information Technology, Swinburne University of 2002 Transport modelling Technology Traffic management strategies/plans PROFESSIONAL EXPERIENCE Expert witness/Advocate Major projects Public transport ¾ WestConnex 3B (Rozelle Interchange) Tender Design, NSW Australia Peer review (2018): JCL, Traffic engineering lead Traffic impact Optioneering of solutions, prepared the Traffic Impact Report for the tender. assessments The role involved Interactive workshops with RMS. Intelligent Transport ¾ Mordialloc Bypass, Vic., Australia (2018-): VicRoads / MRPA, Traffic Systems engineering review / Expert Witness. Post-completion Review of traffic assessment of Mordialloc Bypass option and final report. evaluation Provided expert witness to panel hearing. Road safety ¾ West Gate Tunnel Independent Reviewer, Vic., Australia (2017-): Transurban, Traffic engineering lead. LANGUAGES Undertaking Independent Review of traffic operation, traffic modelling and traffic English engineering designs for the project. ¾ Monash Freeway Upgrade, Business Case Technical Adviser, Vic., Australia (2017-): VicRoads/MRPA, Project Manager / Traffic Engineering Managing the technical inputs for the Business Case, including concept design, transport modelling, traffic engineering and optioneering. ¾ Outer Suburban Arterial Roads (OSAR) Technical Adviser, Vic., Australia (2017-): VicRoads, Traffic engineering review. Undertaking review of traffic impact assessments, operation, traffic modelling and traffic engineering designs for the project. ¾ Southern Program Alliance Tender Design, Vic., Australia (2017): LXRA, Traffic engineering design. Provide overview advice for traffic engineering design with the Tender design, including assessment, microsimulation modelling, concept and functional design. Attended stakeholder workshops with PTV, LXRA and VicRoads.

Revision date: 5/05/2017 PETER KELLY Technical Executive Traffic Engineer

¾ Western Distributor Tender Design, Vic., Australia (2016): Transurban, Traffic engineering lead. Optioneering of solutions, prepared the Traffic Impact Report for the proposal. Provide advice on day one initiatives and traffic management solutions. The role involved workshops with Transurban, WDA and VicRoads. ¾ CityLink Tulla Widening (CTW) Sections 1 and 2 Detailed Design, Vic., Australia (2016-7): VicRoads, Traffic engineering lead. Provide traffic engineering guidance to the project for solutions. Undertook various traffic assessments for the English Street CD variation, preparing Traffic Impact assessments. Liaison with key stakeholders. ¾ Caulfield to Dandenong Rail Corridor Level Crossing Removals Project, Vic., Australia (2016): LXRA, Traffic engineering reviewer. Provide overview advice for traffic engineering assessment, microsimulation modelling, concept and functional design. Attended stakeholder workshops with PTV, LXRA and VicRoads. ¾ CityLink Tulla Widening (CTW) Sections 1 and 2 Tender Design, Vic., Australia (2015): VicRoads, Traffic engineering lead. Optioneering of solutions, prepared the Traffic Impact Report for the proposal. Provide advice on day one initiatives and traffic management solutions. ¾ Dandenong Rail Corridor Level Crossing Removals Tender Design, DNA, Vic., Australia, (2015): LXRA, Traffic engineering lead. Led traffic engineering assessment, microsimulation modelling, concept and functional design. Provided advice on traffic management solutions. The role involved workshops with PTV, LXRA and VicRoads. ¾ East West Link Tender Design, EastWest Connect, Vic., Australia (2013– 2014): Linking Melbourne Authority, Traffic engineering lead. Strategic level optioneering of key solutions, prepared the Traffic Impact Report for the proposal, advocated for EWC, and presented at many client workshops with Linking Melbourne Authority, provided advice and review of traffic movements, microsimulation modelling, concept and functional design, and traffic engineering. ¾ Springvale Road Level Crossing Removal Project, NetworX Alliance, Vic., Australia (2012): VicRoads, Reviewer. Optioneered key solutions, provided advice and review of traffic movements, microsimulation modelling, concept and functional design, traffic engineering, and VFM economic assessment. The role involved liaison with VicRoads departments. ¾ Regional Rail Link – Footscray to Deer Park Alliance, Tottenham, Vic., Australia (2012): Regional Rail Link Authority, Principal traffic/Transport engineer. Conducted a variety of traffic impact assessments including Sunshine Bus Interchange, West Footscray Railway Station redevelopment, King Edward Avenue Closure, Rising Sun pedestrian bridge removal, Hopkins Street/Irving Street modifications. Provided advocacy to key stakeholders including VicRoads, Places Victoria, Brimbank City Council. ¾ M80 (Ring Road) Upgrade, Essendon Fields, Vic., Australia (2011–2012): VicRoads. Principal traffic/Transport engineer, Project director. Provided direction for the concept and functional design of the Sydney Road to Edgars Roads section of the M80 upgrade. Prepared PRC report,

Page 2 of 14 PETER KELLY Technical Executive Traffic Engineer

microsimulation modelling, concept design, Network Fit Assessment (NFA) and presentation of report to PRC. ¾ M80 (Ring Road) Upgrade, Tulla-Sydney Alliance, Tullamarine, Vic., Australia (2009–2012): VicRoads, Transport planning/Modelling manager. As a member of the Alliance Management Team (AMT), role included various people and project management tasks and responsibilities. Responsible for management of microsimulation modelling, functional design assessment, traffic engineering, and intelligent transport integration, including freeway management system. Role involved considerable liaison with VicRoads departments. ¾ M80 (Ring Road) Upgrade, Essendon Fields, Vic., Australia (2008–2010): VicRoads, Principal traffic/Transport engineer. Provided advice and services to the VicRoads upgrade team, including a review of Ring Road operations around the world, design and management of a large Origin-Destination survey, review of modelling undertaken by VicRoads, and workshop participation. ¾ West Gate Freeway Upgrade Alliance, Port Melbourne, Vic., Australia (2006–2009): VicRoads, Senior traffic engineer. Provided traffic engineering advice in the development of the Alliance's preferred option for the design of the West Gate Freeway upgrade. Analysed various options (HCM 2000 and microsimulation modelling) and determined innovative solutions to be incorporated in the ultimate design and for immediate improvements. The role also included leading the modelling team, including development of a microsimulation model (VISSIM) of the West Gate Freeway, strategic model input (MITM), and data collection (origin-destination, turning movement, travel time, queue length counts using video technology). Involved interaction with VicRoads Freeway Management System team. ¾ Tullamarine/Calder Interchange Alliance, Essendon Airport, Vic., Australia (2005–2009): VicRoads, Senior traffic engineer. Development and modification of a VISSIM based microsimulation model for forecasting expected traffic volumes on the proposed upgrade of the Calder and Tullamarine Freeway interchange, providing advice on modifications to the upgrade, and estimating the impact of road closures at the different construction stages of the project. Various other duties included transport planning, community consultation, signage modification issues, ITS, KPI gathering and co-ordination. ¾ EastLink Project, Vic., Australia (2005–2007): Thiess John Holland, Senior traffic engineer. Provided traffic engineering advice, and Road Safety Auditing services.

Transport modelling ¾ Peninsula Link / Eastlink assessment, Vic., Australia (2018-): VicRoads, Project Director / Traffic Engineering review Undertaking assessment of freeway interchange including HCM assessment, data collection an optioneering. ¾ Monash Freeway Upgrade, Technical Adviser, Vic., Australia (2017-): VicRoads, Traffic Engineering and modelling Modelling and optioneering of options, preparation of traffic models, assessment of freeway capacity using HCM and Vissim, intersection design. ¾ CTW English Street Collector-Distributor Assessment, Essendon Fields, Vic., Australia (2016): VicRoads, Technical executive traffic.

Page 3 of 14 PETER KELLY Technical Executive Traffic Engineer

Undertook an assessment of the English Street Collector-Distributor to assess the proposed solution. Liaison with Transurban and VicRoads. ¾ Bell Street Collector-Distributor Operational Assessment, Essendon Fields, Vic., Australia (2015): VicRoads, Technical executive traffic. Modelled the impact of the proposed Bell Street collector-distributor part of the CTW upgrade using the traffic model. Included liaison with Transurban, Essendon Fields and DFO. ¾ CTW Ramp L Traffic Management, Essendon Fields, Vic., Australia (2015): VicRoads, Technical executive traffic. Undertook an assessment of the CityLink/West Gate Freeway interchange to assess the proposed traffic management solution for the interchange during construction. Also identified a number of alternative solutions which potentially improved traffic flow. ¾ Project Canal, Melbourne, Vic., Australia (2015): VicRoads, Technical executive traffic. Led the preparation of a microsimulation model of the project area. Undertook optioneering of solutions and provided advice to VicRoads on freeway and arterial lane layouts and operational issues. ¾ CityLink Tulla Widening, Essendon Fields, Vic., Australia (2014–2015): VicRoads, Technical executive traffic. Led the preparation of a microsimulation model of the CityLink/Tullamarine/ West Gate corridor for Sections 1 and 3 of the CTW project. Preparation of a Traffic Impact Assessment for Section 3 following the abandonment of EWL. Role included liaison with Transurban and other stakeholders. ¾ M80 (Ring Road) Upgrade, Tulla-Sydney Alliance, Tullamarine, Vic., Australia (2009–2012): VicRoads, Transport planner/Modelling manager. As a member of the Alliance Management Team (AMT), role included various people and project management tasks and responsibilities. Responsibilities also included managing the microsimulation modelling, functional design assessment, traffic engineering, and intelligent transport integration, including freeway management system. Role involved considerable liaison with VicRoads departments. ¾ Mitcham Rooks Road Rail Separation, Mitcham, Vic., Australia (2011): VicRoads, Principal traffic/Transport engineer. Led the traffic modelling team which conducted a three-tier modelling assignment to inform the business case development and concept design of the project. The three tiers included interrogating VITM at the strategic level, developing an area-wide mesoscopic (SATURN) model, and a localised microsimulation model (VISSIM). Outputs were used for the economic assessment, and for the Network Fit Assessment. ¾ West Gate Freeway Upgrade Alliance, Port Melbourne, Vic., Australia (2007–2010): VicRoads, Senior traffic engineer. Led the modelling team, including development of a microsimulation model (VISSIM) of the West Gate Freeway, strategic model input (MITM), and data collection (Origin-Destination, turning movement, travel time, queue length counts using video technology). ¾ West Gate Bridge Strengthening Alliance, Port Melbourne, Vic., Australia (2009): VicRoads, Principal traffic/Transport engineer.

Page 4 of 14 PETER KELLY Technical Executive Traffic Engineer

Provided an assessment of a number of bridge lane-use options for the West Gate Bridge using the VISSIM model of the West Gate developed for the West Gate Freeway upgrade Alliance. ¾ Truck Action Plan, Camberwell, Vic., Australia (2009): VicRoads, Principal traffic/Transport engineer. Managed the development of a VISSIM microsimulation model of the Hyde Street/Francis Street area in Yarraville as part of the Truck Action Plan and Hyde Street connection to the West Gate Freeway. ¾ Tullamarine/Calder Interchange Alliance, Essendon Airport, Vic., Australia (2005–2009): VicRoads, Senior traffic engineer. Built and modified a VISSIM based microsimulation model for forecasting expected traffic volumes on the proposed upgrade of the Calder and Tullamarine Freeway interchange, providing advice on modifications to the upgrade, and estimating the impact of road closures at the different construction stages of the project. ¾ Moorooduc Highway, Vic., Australia (2006): VicRoads SE Metro, Senior traffic engineer. Created a microsimulation model of the Moorooduc Highway to test low cost alternatives that would alleviate congestion during the summer peak period. Assignment also included research of solutions, analysis and presentation of results, and data collection during peak period.

Business cases ¾ Westall Road Business Case, Vic., Australia (2016-17): VicRoads, Project Director. Provided oversight and governance for the Business case development, along with some technical inputs on intersection modelling and the interface of Westall Road Extension with the Monash Freeway. ¾ Monash Freeway Upgrade Stage 2 Business Case, Vic., Australia (2017): VicRoads, Technical Executive. Led the WSP Technical Adviser team for the MFU2 business case, prepared by PWC. Attended strategic options, ILM, MCA and other workshops, coordinated the WSP inputs including strategic and microsimulation modelling and concept design for the project, along with technical inputs on interchange modelling and the interface of Westall Road Extension with the Monash Freeway. ¾ Midland Highway Business Case, Vic., Australia (2017): VicRoads, Project Director. Provided oversight and governance for the Business case development, along with some technical inputs on traffic engineering issues. Attended strategic options workshops.

Traffic management strategies/plans ¾ Fishermans Bend Scoping Study, Vic., Australia (2015): VicRoads, Technical executive. Prepared a document scoping the required works for VicRoads to undertake in order to inform itself of the requirements and issues associated with the redevelopment of Fishermans Bend. ¾ Hume Freeway Corridor Interchange Strategic Assessment, Vic., Australia (2011–2012): Stockland, Principal traffic/Transport engineer.

Page 5 of 14 PETER KELLY Technical Executive Traffic Engineer

Conducted a strategic assessment of the proposed freeway interchange layout on the Hume Corridor between Donnybrook Road and Northern Highway, including the impact of the proposed Outer Metropolitan Ring Road and Gunns Gully Road. ¾ Port of Melbourne, Road Capacity Study, Port of Melbourne, Vic., Australia (2011): VicRoads, Principal traffic engineer. Revised the previous Road Capacity Study (2008). The study needed revision in light of the completion of the West Gate upgrade and bridge capacity increase. Tasks included providing an impact assessment of the proposed Port of Melbourne development on the adjacent road network, under a number of development scenarios. ¾ Port of Melbourne, Road Capacity Study, Port of Melbourne, Vic., Australia (2008): Department of Transport, Senior traffic engineer. Provided an impact assessment of the proposed Port of Melbourne development on the adjacent road network, under a number of development scenarios. Assessment built on expertise gained from studying traffic flow on the West Gate Freeway as part of the West Gate Freeway upgrade project, and testing of development scenarios using microsimulation modelling techniques. ¾ Findon Road Extension, Vic., Australia (2004–2007): VicRoads, Senior traffic engineer. Involved in the planning, analysis and design of an extension to an arterial road in the north of Melbourne for VicRoads. The unusual alignment of the road, along a transmission easement, presented unique issues of traffic and safety. ¾ Camberwell Junction Structure Plan, Camberwell, Vic., Australia (2005– 2006): City of Boroondara, Senior traffic engineer. Provided traffic engineering and transport planning advice in the preparation of the revision of the existing structure plan at the Camberwell Junction. Scope included community consultation, along with analysis of existing conditions. Provided sound solutions and ideas for inclusion in the structure plan. ¾ Burwood Heights Structure Plan, Burwood Heights, Vic., Australia (2006): City of Whitehorse, Senior traffic engineer. ¾ Provided traffic engineering and transport planning advice in the preparation of a structure plan at Burwood Heights – a designated major activity centre under Melbourne 2030 strategy. Scope included community consultation, along with analysis of existing conditions and providing sound solutions and ideas for inclusion in the structure plan. The study area also included a disused quarry of around 25 ha area which was to be redeveloped in the near future as a residential, commercial, retail and entertainment centre. ¾ Integrated Transport Strategy, Vic., Australia (2006): City of Hobsons Bay, Senior traffic engineer. Prepared an integrated structure plan at an inner to middle Metropolitan area bayside Council. Included consultation, along with analysis of existing conditions and providing sound traffic engineering solutions and ideas for implementation in the structure plans. ¾ Reversible Traffic Flow Lanes, Vic., Australia (2006): SA Government, Senior traffic engineer. Assisted in the gathering and preparation of information for a report to the SA Government on the functionality and effectiveness of reversible traffic lanes in Victoria, in particular Johnson Street, Collingwood and Queens Road, Melbourne.

Page 6 of 14 PETER KELLY Technical Executive Traffic Engineer

Expert witness/Advocate ¾ Mordialloc Bypass, Vic., Australia (2018-): VicRoads / MRPA, Traffic engineering review / Expert Witness. Review of traffic assessment of Mordialloc Bypass option and final report. Provided expert witness to panel hearing. ¾ Bulla Bypass/Melbourne Airport Link Planning Scheme Amendment C190, Vic. Australia, (2015): VicRoads, Technical executive/Expert witness. Provided expert witness and traffic impact advice on the alignment and decision making for the Bulla Bypass and MAL, located north of Melbourne Airport. Included appearing before the Planning Panels Victoria hearing. ¾ M80 Ring Road Upgrade, Essendon Fields, Vic. Australia (2013): VicRoads, Principal traffic and transport engineer. Presented for Gateway Review of renewed business case for the remainder of the M80 upgrade. ¾ Project Horse, Vic., Australia (2013): VicRoads, Principal traffic/ Transport engineer. Advocated for the VicRoads Commercial Roads team at the VicRoads Project Review Committee (PRC) for the ‘Project Horse’ project. ¾ Project Horse, Vic., Australia (2013): VicRoads, Principal traffic/ Transport engineer. Presented, and represented the VicRoads Commercial Roads team at the ILM workshops for the development of the ILM for the ‘Project Horse’ project. ¾ Gunns Gully Road, Vic., Australia (2012): Stockland, Advocate. Presented and advocated for Stockland at the VicRoads NW metro region Regional Review Committee (RRC) meeting on the proposed Gunns Gully Road Interchange with the Hume Freeway, which was successfully agreed with VicRoads. ¾ M80 Ring Road Upgrade, Essendon Fields, Vic., Australia (2012): VicRoads, Advocate. Advocated for the M80 upgrade team at the VicRoads Project Review Committee (PRC) for the ‘Priority Section 7 - Sydney Road to Edgars Road’ section of the M80. ¾ M80 Ring Road Upgrade, Essendon Fields, Vic., Australia (2010): VicRoads, Advocate. Advocated for the M80 upgrade team at the VicRoads Project Review Committee (PRC) for the ‘Priority Section 5 – Sunshine Avenue to Calder Freeway’ section of the M80. ¾ M80 (Ring Road) Upgrade, Tulla–Sydney Alliance, Tullamarine, Vic., Australia (2009–2010): VicRoads, Transport planning/Modelling manager. Prepared and presented the ‘Priority Section 1 - Calder Freeway to Sydney Road’ or Tulla–Sydney section of the M80 Ring Road Upgrade PRC report to the VicRoads Project Review Committee (PRC). ¾ M80 (Ring Road) Upgrade, Essendon Fields, Vic., Australia (2008–2010): VicRoads, Advocate. Advocated for M80 team, presenting part of the M80 Upgrade submission to VicRoads PRC, November 2009.

Page 7 of 14 PETER KELLY Technical Executive Traffic Engineer

¾ Stockyard Hill Wind Farm, Vic., Australia (2008–2010): Stockyard Hill Wind Farm Pty Ltd, Expert witness. Provided expert witness and traffic impact advice on the development of a 242 wind turbine wind farm, located between Beaufort and Skipton. Assessment included site generation, impact on the road network, recommendation for upgrade, and appearing before the Planning Panels Victoria hearing.

Public transport ¾ Reservoir Station Precinct - North Eastern Program Alliance (NEPA), Vic., Australia (2017): LXRA, Expert Traffic Advice. Provide expert overview advice for traffic engineering and modelling design for the TOC for the Reservoir Station level crossing removal. Attended ELT and stakeholder workshops representing NEPA. ¾ Southern Program Alliance Tender Design, Vic., Australia (2017): LXRA, Traffic engineering design. Provide overview advice for traffic engineering design with the Tender design, including assessment, microsimulation modelling, concept and functional design. Attended stakeholder workshops with PTV, LXRA and VicRoads. ¾ Caulfield to Dandenong Rail Corridor Level Crossing Removals Project, Vic., Australia (2016): LXRA, Traffic engineering reviewer. Provide overview advice for traffic engineering assessment, microsimulation modelling, concept and functional design. Attended stakeholder workshops with PTV, LXRA and VicRoads. ¾ Dandenong Rail Corridor Level Crossing Removals Tender Design, DNA, Vic., Australia, (2015): LXRA, Traffic engineering lead. Led traffic engineering assessment, microsimulation modelling, concept and functional design. Provided advice on traffic management solutions. The role involved workshops with PTV, LXRA and VicRoads. ¾ Springvale Road Level Crossing Removal Project, NetworX Alliance, Vic., Australia (2012): VicRoads, Reviewer. Optioneered key solutions, provided advice and review of traffic movements, microsimulation modelling, concept and functional design, traffic engineering, and VFM economic assessment. The role involved liaison with VicRoads departments. ¾ Regional Rail Link – Footscray to Deer Park Alliance, Tottenham, Vic., Australia (2012): Regional Rail Link Authority, Principal traffic/Transport engineer. Conducted a variety of traffic impact assessments including Sunshine Bus Interchange, West Footscray Railway Station redevelopment, King Edward Avenue Closure, Rising Sun pedestrian bridge removal, Hopkins Street/Irving Street modifications, Road/Rail grade separations along Anderson Road. Provided advocacy to key stakeholders including VicRoads, Places Victoria, Brimbank City Council. ¾ Allendale Road Station Review, Vic., Australia (2011–2012): Department of Transport, Principal traffic/Transport engineer. Reviewed and updated the Allendale Road station assessment from the New Stations study. Additional inputs included a strategic modelling assessment. ¾ Mitcham Rooks Road Rail Separation, Mitcham, Vic., Australia (2011): VicRoads, Principal traffic/Transport engineer.

Page 8 of 14 PETER KELLY Technical Executive Traffic Engineer

Led the traffic modelling team which undertook a three-tier modelling assignment to inform the business case development and concept design of the project. The three tiers included interrogating VITM at the strategic level, developing an area-wide mesoscopic (SATURN) model, and a localised microsimulation model (VISSIM). Outputs were used for the economic assessment, and for the Network Fit Assessment. ¾ New Metro Railway Stations Revision, Melbourne Metropolitan Area, Vic., Australia (2008–2010): Department of Transport, Principal traffic/ Transport engineer. Conducted a revision of the previous New Stations study, four years on. Some eight additional new stations were included in the study, which includes modelling station patronage by a number of methods. ¾ Todd Road Bus Priority, Vic., Australia (2007): VicRoads, Senior traffic engineer. Planned and implemented a bus priority lane and signalling at the Prohasky Street/Todd Road onramp to the West Gate Freeway as part of the West Gate Freeway Upgrade project. ¾ Cardinia Road Station Patronage forecasting, Pakenham, Vic., Australia (2006): Department of Infrastructure, Senior traffic engineer. Detailed investigation of the expected patronage and park-and-ride requirements of the proposed railway station at Cardinia Road in the south-east of Melbourne. Included interaction with the MITM team at Department of Infrastructure, and provided traffic engineering advice regarding vehicle access arrangements and pedestrian accessibility. ¾ EastLink Railway Station Upgrade Study, Vic., Australia (2006): Department of Infrastructure, Senior traffic engineer. Provided traffic engineering advice with respect to the car park layout and access proposals for the upgrade of four existing railway stations in the EastLink (formerly Mitcham–Frankston Project) corridor. ¾ New Ballarat Railway Station, Ballarat, Vic., Australia (2006): Department of Infrastructure, Senior traffic engineer. Provided traffic engineering and transport planning advice on the development of a new railway station within the City of Ballarat following the introduction of the high speed rail link between Melbourne and Ballarat. ¾ Existing Ballarat Railway Station Upgrade, Ballarat, Vic., Australia (2006): Department of Infrastructure, Senior traffic engineer. Provided traffic engineering and transport planning advice on the redevelopment of the Ballarat railway station. ¾ Transit Cities, Ringwood and Dandenong, Vic., Australia (2005–2006): Department of Infrastructure, Senior traffic engineer. Provided rail and bus patronage analysis advice during the planning stage of the Transit city development. Provided general traffic engineering advice regarding access arrangements for vehicles and pedestrians.

¾ New Metro Railway Stations, Melbourne Metropolitan Area, Vic., Australia (2005): Department of Infrastructure, Senior traffic engineer. Investigated merits of proposed new railway stations within the Melbourne Metropolitan area for client. Study included modelling expected patronage forecasts for each station via a first principles approach, as well as comparing

Page 9 of 14 PETER KELLY Technical Executive Traffic Engineer

the outputs with the Melbourne multi-modal Integrated Transport Model (MITM) strategic model outputs.

Peer review ¾ Western Ring Road Upgrade, Essendon, Vic., Australia (2008): VicRoads, Reviewer. Reviewed strategic and microsimulation modelling undertaken by VicRoads. ¾ Clem7 Tunnel (formerly called North-South Bypass Tunnel), Brisbane, Qld, Australia (2007): River City Motorway, Reviewer. Provided advice for the building of a microsimulation model of the North-South bypass tunnel and adjacent road network in the VISSIM microsimulation package during the tender phase of the project. Other inputs included methods of data retrieval and reporting, and preliminary auditing of the model.

Traffic impact assessments ¾ CityLink Tulla Widening, Essendon Fields, Vic., Australia (2015): VicRoads, Technical executive traffic. Review of strategic traffic modelling from Zenith and Melbourne Airport sources, and preparation of a revised set of strategic traffic volumes for the CTW corridor sections 1 and 2. ¾ CityLink Tulla Widening, Essendon Fields, Vic., Australia (2014–2015): VicRoads, Technical executive traffic. Preparation of a Traffic Impact Assessment for Section 3 following the abandonment of EWL. Role included liaison with Transurban and other stakeholders. ¾ Bulla Bypass, Vic., Australia (2013): VicRoads, Principal traffic/ Transport engineer. Project director for the assessment of traffic impacts of a variety of options for the development of a bypass north of Bulla. Included modelling of the OMR and Tullamarine Freeway extension and value for money (VFM) assessment of the options. ¾ Gunns Gully Road, Vic., Australia (2012):Stockland, Principal traffic/ Transport engineer. Conducted an assessment and analysis of the proposed Gunns Gully Road interchange with The Hume Freeway, to facilitate access to Stockland's Lockerbie development. Analysis included assessment of the intersections, Highway Capacity manual assessment of Hume Freeway ramps, including the proposed Outer Metropolitan Ring Road (OMR). ¾ Regional Rail Link – Footscray to Deer Park Alliance, Tottenham, Vic. Australia (2012): Regional Rail Link Authority, Principal traffic/Transport engineer. Undertook a variety of traffic impact assessments including Sunshine Bus Interchange, West Footscray Railway Station redevelopment, King Edward Avenue Closure, Rising Sun pedestrian bridge removal, Hopkins Street/Irving Street modifications. Provided advocacy to key stakeholders including VicRoads, Places Victoria, and Brimbank City Council. ¾ M80 (Ring Road) Upgrade project, Essendon Fields, Vic., Australia (2011– 2012): VicRoads, Principal traffic/Transport engineer. Project director for the concept and functional design of the Sydney Road to Edgars Roads section of the M80 upgrade. Includes preparation of PRC report,

Page 10 of 14 PETER KELLY Technical Executive Traffic Engineer

traffic impact assessments, microsimulation modelling, concept design, Network Fit Assessment (NFA) and presentation of report to VicRoads PRC. ¾ M80 (Ring Road) Upgrade, Tulla-Sydney Alliance, Tullamarine, Vic., Australia (2009–2012): VicRoads, Transport planning, Modelling and ITS manager. As a member of the Alliance Management Team (AMT), role included people and project management tasks and responsibilities, which included managing the micro-simulation modelling, traffic impact assessments, functional design assessment, traffic engineering, VFM economic assessment, and intelligent transport integration, including freeway management system. The role involved considerable liaison with VicRoads departments. ¾ Stockyard Hill Wind Farm, Vic., Australia (2008–2010): Stockyard Hill Wind Farm, Principal traffic and transport engineer. Provided expert witness and traffic impact advice on the development of a 242 wind turbine wind farm, located between Beaufort and Skipton. Assessment included site generation, impact on the road network, recommendation for upgrade, and appearing as Expert Witness before the Planning Panels Victoria hearing. ¾ West Gate Freeway Upgrade Alliance, Port Melbourne, Vic., Australia (2006–2009): VicRoads, Senior traffic engineer. Providing traffic engineering advice in the development of the Alliance’s preferred option for the design of the West Gate Freeway upgrade. Analysis of the various options (HCM 2000 and microsimulation modelling) and determining innovative solutions to be incorporated in the ultimate design and for immediate improvements. The role also included leading the traffic engineering and modelling team, including development of a micro-simulation model (VISSIM) of the West Gate Freeway, various traffic impact assessments and studies, strategic model input (MITM), and data collection (OD, turning movement, travel time, queue length counts using video technology). The role involved considerable liaison with VicRoads departments. ¾ Industrial Estate, Laverton, Vic., Australia (2005–2007): DB RREEF, Senior traffic engineer. Provided traffic impact advice on the development of an industrial estate in south-west Melbourne. The assessment included expected generation of the site and internal and external traffic impacts, along with cross-section and layout advice. ¾ Ballarat Second Railway Station, Ballarat, Vic., Australia (2006): Department of Infrastructure, Public Transport Division, Senior traffic engineer. Provided traffic impact advice on the development of a park-and-ride railway station in north-western Ballarat. The assessment included expected generation of the site, impact of the nature of commuter travel and internal and external traffic impacts. ¾ Industrial Estate, Campbellfield, Vic., Australia (2006): FKP Property Group, Senior traffic engineer. Provided traffic impact advice on the development of an industrial estate in northern Melbourne along a major arterial road. The assessment included expected generation of the site and internal and external traffic impacts. ¾ Residential Development, Ballarat, Vic., Australia (2006): University of Melbourne, Senior traffic engineer.

Page 11 of 14 PETER KELLY Technical Executive Traffic Engineer

Provided traffic engineering advice on the development of a residential student development in Ballarat's CBD. The assessment included expected generation of the site, compliance with planning scheme requirements and internal and external traffic impacts. ¾ Self-Storage Facility, Yarraville, Vic., Australia (2005): Confidential client, Senior traffic engineer. Provided traffic engineering advice on the development of a self-storage facility. The assessment included expected traffic generation of the development, internal layout, car parking provision and external traffic impacts. ¾ Inland Port Development, Lyndhurst, Vic., Australia (2005): Salta, Senior traffic engineer. Provided preliminary traffic impact advice on the development of an Inland Port in southeast Melbourne along a major arterial road and railway corridor. The assessment included expected generation of the site and internal and external traffic impacts, strategic planning advice and general layout advice. ¾ Traffic impact assessments, traffic reports and evidence statements. For a range of land-use developments including: ¾ medium density housing developments and residential subdivisions ¾ retail, shopping centre, office, restaurant/café, medical centre, aged care, child care various industry and entertainment venue developments ¾ redevelopment of municipal buildings. ¾ Worked within multi-disciplinary teams, provided traffic engineering design advice and negotiated on client's behalf with Council, VicRoads and service providers. ¾ Prepared traffic management plans for construction work and event management. ¾ Prepared traffic management strategies for education campuses.

Intelligent transport systems ¾ M80 (Ring Road) Upgrade, Essendon Fields, Vic., Australia (2011–2012): VicRoads, Principal traffic/Transport engineer. Conducted an assessment of the planned provision of ramp metering along the M1 to Sunshine Avenue section of the M80. ¾ M80 (Ring Road) Upgrade, Tulla-Sydney Alliance, Tullamarine, Vic., Australia (2009–2012): VicRoads, Transport planning/Modelling and ITS manager. As a member of the Alliance Management Team (AMT), role included people and project management tasks and responsibilities. Responsibilities also included managing the microsimulation modelling, functional design assessment, traffic engineering, and intelligent transport integration, including freeway management system. Role involved considerable liaison with VicRoads departments. ¾ West Gate Freeway Upgrade Alliance, Port Melbourne, Vic., Australia (2007–2010): VicRoads, Senior traffic engineer. Led the modelling team, including development of a microsimulation model (VISSIM) of the West Gate Freeway used for analysis of ramp metering.

Page 12 of 14 PETER KELLY Technical Executive Traffic Engineer

Post-completion evaluation ¾ Pound Road, Dandenong South, Vic., Australia (2012): VicRoads, Principal traffic engineer. Conducted a post-completion evaluation that assessed how effectively the initially stated objectives and purpose of the project were met. VicRoads’ Benefit Management Framework was used to provide a framework for the project’s desired benefits and measures to assess the benefits of the post- project case. ¾ Pakenham Bypass (Princes Freeway), Pakenham, Vic., Australia (2012): VicRoads, Principal traffic engineer. Conducted a post-completion evaluation that assessed how effectively the initially stated objectives and purpose of the project were met. VicRoads’ Benefit Management Framework was used to provide a framework for the project’s desired benefits and measures to assess the benefits of the post- project case. ¾ Cranbourne–Frankston Road, Cranbourne, Vic., Australia (2012): VicRoads, Principal traffic engineer. Conducted a post-completion evaluation that assessed how effectively the initially stated objectives and purpose of the project were met. VicRoads’ Benefit Management Framework was used to provide a framework for the project’s desired benefits and measures to assess the benefits of the post- project case.

Local area traffic management studies ¾ Noble Park Local Area Traffic Management (LATM), Noble Park; Spring Road LATM, Springvale, Vic., Australia Greater Dandenong Council. Completed LATM studies for local government clients, encompassing a range of land-use and road network environments, study methodologies and approaches to community consultation. Projects involve the identification of key issues and community concerns from a broad range of information and inputs and the development of appropriate engineering, enforcement and other strategy options. Studies involve extensive community consultation in the form of public meetings, community and stakeholder workshops and reference committees.

Road safety studies ¾ Completed several road safety engineering projects for Local Government and VicRoads, including: ¾ participated in road safety audits and reviews, including detail design, and pre-opening phase audits ¾ scoping of blackspot & potential blackspot/blacklength projects ¾ review of municipal road safety strategies.

Local government placements ¾ Completed short term appointments as a senior traffic engineer at the Cities of Moonee Valley (three months), Whitehorse (two months) and Ballarat (nine months). The work generally involved: ¾ investigation and response to customer enquires ¾ development of traffic management and parking management proposals ¾ community consultation for traffic engineering proposals and studies

Page 13 of 14 PETER KELLY Technical Executive Traffic Engineer

¾ traffic assessments of town planning applications ¾ design and implementation of a traffic count database in MS Access ¾ liaising with various departments and other government bodies, including VicRoads and DOI ¾ preparation of reports to Council ¾ scoping reports for capital works projects.

Business analysis/Information technology ¾ Developed applications, templates and models in MS Excel (using macros, VBA, pivot tables). ¾ Experience in the whole System Development Lifecycle (SDLC) of a Siebel Implementation including Requirement Analysis, Design, Implementation, Documentation and Testing at various stages. ¾ MS Access database development in project engineering (stock control and blast pattern design and volume recording) and telecommunications (network costs and asset inventory) environments.

Mining industry ¾ Project engineer, Kalgoorlie, WA, Australia, KCGM. Duties included drill and blast engineer, monitoring and reporting for a GPS based truck dispatch system (WENCO), scheduling and drill consumable monitoring. ¾ Project/site engineer, Mt Keith, WA, Australia, Western Mining Corporation. Open-cut nickel mine. Duties included drill and blast design, reporting of daily, weekly and monthly production, scheduling, procurement, contract monitoring and safety auditing.

PROFESSIONAL HISTORY

WSP | Parsons Brinckerhoff 2004–present

Traffix Group Pty Ltd 2002–2014

Telstra Corporation Ltd 2000–2001

ACC Telecom (United Kingdom) 1998–2000

Roche Pty Ltd – Downer Group 1996–1998

GTA Consultants Pty Ltd 1994–1996

Page 14 of 14 Appendix C Additional Sidra Assessments

28 MEMO

SUBJECT: Anticipated intersection and interchange performance OUR REF: 2135645A DATE: 14 February 2019

1. INTRODUCTION

As part of the Environmental Effects Statement (EES), a Transport Impact Assessment (TIA) was undertaken by WSP in 2018 in line with the EES Scoping Requirements to identify potential transport related impacts associated with the Mordialloc Bypass. Public submissions have been received concerning the adequacy of the proposed interchange configurations and the project impact on Tootal Road / Centre Dandenong Road roundabout. SIDRA assessments have been undertaken for the following intersections with findings outlined in this memorandum:

· Dingley Bypass / Mordialloc Bypass

· Tootal Road / Centre Dandenong Road / Old Dandenong Road / Kingston Drive

· Governor Road / Mordialloc Bypass

2. METHODOLOGY

2.1 TRAFFIC FORECASTING / MODELLING APPROACH

Traffic forecasting for the project was undertaken using the Victorian Integrated Transport Model (VITM). VITM takes into consideration the potential network changes associated with future road and public transport projects and the influence of land use changes over the coming years. The objective of the traffic forecasting was to establish a robust set of intersection turn volumes (separately for light and heavy vehicles) for the AM and PM commuter peak hours, suitable to assess and inform the development of the Mordialloc Freeway design. 2031 VITM forecasts were extracted for the purposes of this analysis, informing future demand with the proposed Mordialloc Freeway project. Based on the VITM forecasts, demand matrices were derived for use in this assessment. This methodology was adopted specifically for assessing the proposed freeway interchanges. The modelling approach adopted to develop the 2031 design turn volumes for Tootal Road / Centre Dandenong Road / Old Dandenong Road / Kingston Road roundabout, and the project in general, was based on the ‘pivot method’ approach outlined in the paper Pivot-Point Procedures in Practical Travel Demand Forecasting (Daly et al. 2005), and incorporated in the following process:

Level 15, 28 Freshwater Place Southbank VIC 3006

Tel: +61 3 9861 1111 Fax: +61 3 9861 1144 www.wsp.com

WSP Australia Pty Limited ABN 80 078 004 798 · VITM modelling outputs are used to estimate growth factors (via the Pivot Method);

· The growth rates are applied to existing traffic volumes, in this case turning movements; and

· These preliminary forecasts are reviewed and scrutinised, and where appropriate, manually refined based on engineering judgement. Simplistically, this method provides guidance on applying strategic model growth to base year / existing turn volumes, taking into account the challenges associated with ‘whether the change predicted by the model should be expressed as an absolute or a proportional ratio, or whether a mixed approach is necessary’. Figure 2.1 below shows the assessment process undertaken to develop the project traffic forecast demands.

Figure 2.1 Traffic Forecast Approach

2.2 TARGET PERFORMANCE

The intersection traffic performance targets established for this assessment include:

· A degree of saturation (DoS) less than the practical capacity DoS of 0.90 (SIDRA analysis only)

· An overall intersection level of service (LoS) D or better

· 95th percentile queue lengths that are generally contained within the proposed turn lanes

The following describes the above metrics and associated criteria used to evaluate intersection performance and are referred to throughout the following sections of this memorandum.

2.3 INTERSECTION PERFORMANCE MEASURES

The following key outputs are used to evaluate performance and are referred to throughout the following sections of this report.

AppC - SIDRA Assessment MEMO_V3 | Page 2 2.3.1 DEGREE OF SATURATION The ratio of demand to capacity for a turning movement with the overall intersection DoS defined as the largest of the degrees of saturation for individual turning movements at the intersection. Where the intersection DoS is less than 1, the intersection is said to be under- saturated and where the intersection DoS is equal to 1, the intersection is saturated or operating at capacity. When the intersection DoS exceeds 1 (often taken as 0.9 in practice), the intersection is described as oversaturated and both queue length and delays would be expected to increase rapidly as additional demand occurs. The following ratings are generally applied based on DoS.

Table 2.1 Degree of Saturation ratings (SIDRA Only)

Degree of Saturation (x) General rating

X 0.6 Excellent

0.6 <≤ X 0.7 Very good

0.7 < X ≤ 0.9 Good

0.8 < X≤0.9 Acceptable

0.9 < X ≤1.0 Poor

X > 1.0≤ Very poor

2.3.2 LEVEL OF SERVICE A measure of the average delay per vehicle completing movements at the intersection which can be calculated for a movement, an approach or for all vehicles. LoS A to F is assigned based on the criteria shown in Table 2.2. In practice the target degrees of saturation of 0.90 for signals, 0.85 for roundabouts and 0.80 for un-signalised intersections are generally considered acceptable (Austroads 2017).

Table 2.2 Level of Service Criteria (Source: Austroads Guide to Traffic Management Part 3, 2013)

Average delay per vehicle criteria (seconds) Level of Service (LoS) Signalised Intersection Roundabouts

A delay 10 delay 10

B 10 < delay≤ 20 10 < delay≤ 20

C 20 < delay ≤ 35 20 < delay ≤ 35

D 35< delay ≤ 55 35 < delay ≤ 50

E 55< delay ≤ 80 50 < delay ≤ 70

F 80 < delay≤ 70 < delay≤

AppC - SIDRA Assessment MEMO_V3 | Page 3 2.3.3 95TH PERCENTILE QUEUES The queue length (in metres) expected to be exceeded 5% percent of the time for a particular intersection configuration and traffic demands. The 95th percentile queue is often used in determining required turn lane lengths and other design characteristics. 3. TRAFFIC ANALYSIS

3.1 DINGLEY BYPASS / MORDIALLOC BYPASS

The new intersection of Dingley Bypass and Mordialloc Bypass will be located between Boundary Road and Westall Road. With the proposed bypass connection at Dingley Bypass, it provides an alternate route for motorists connecting to Westall Road and South Road. This intersection will form the northern end of Mordialloc Bypass and will be signalised.

Reference Design and Aerial Adopted SIDRA Layout

Figure 3.1 Dingley Bypass Reference Design The key elements of the intersection include:

— Three left turn lanes and three right turn lanes on the South approach

— Three through lanes and three right turn lanes on the West approach

— Two left turn lanes and three through lanes on the East approach

— Pedestrian crossing on the eastern leg only

3.1.1 TURNING MOVEMENT VOLUMES Figure 3.2 below shows the AM and PM peak hour volumes adopted in the SIDRA analysis.

AppC - SIDRA Assessment MEMO_V3 | Page 4 - - - s s s s

a - - a p p y y

B 19% 717 " AM Peak ! 1472 18% B y y e e l l

g 23% 1146 ? > 219 24% g n n i i

D : - ; D 1692 - 403

Legend 15% - 18% Total Vehicles Mordialloc Bypass % Heavy Vehicles

s - - - s s s a - - a p p y y B 12% 1340 " PM Peak ! 960 15% B y y e e l l

g 15% 1749 ? > 369 16% g n n i i

D : - ; D 1072 - 315 16% - 16% Mordialloc Bypass

Figure 3.2 Peak hour turning movement volumes for Dingley Bypass

3.1.2 SIGNAL PHASING ARRANGEMENT Figure 3.3 below shows the phasing arrangement adopted in this analysis.

AM CYCLE TIME = 80 SECONDS

PM CYCLE TIME = 100 SECONDS

Figure 3.3 Dingley Bypass Adopted Signal Phasing Arrangement

AppC - SIDRA Assessment MEMO_V3 | Page 5 3.1.3 INTERSECTION ASSESSMENT Table 3.1 and Table 3.2 shows that the traffic assessment undertaken on Dingley Bypass satisfies all performance criteria’s for the 2031 AM and PM peaks.

Table 3.1 Dingley Bypass, Intersection Analysis Results (2031 AM Peak)

DELAY 95TH% QUEUE PERFORMANCE APPROACH DEMAND DOS (LOS) PASS/EXCEED ASSESSMENT

South 2095 0.88 30 (C) P Ok

East 1691 0.86 34 (C) P Ok

North - - - - -

West 1863 0.86 34 (C) P Ok

Intersection 5649 0.88 32 (C) P Ok

Table 3.2 Dingley Bypass, Intersection Analysis Results (2031 PM peak)

DELAY 95TH% QUEUE PERFORMANCE APPROACH DEMAND DOS (LOS) PASS/EXCEED ASSESSMENT

South 1387 0.78 27 (C) P Ok

East 1329 0.78 39 (D) P Ok

North - - - - -

West 3089 0.78 25 (C) P Ok

Intersection 5805 0.78 28 (C) P Ok

AppC - SIDRA Assessment MEMO_V3 | Page 6 Table 3.3 Dingley Bypass Movement Summary (SIDRA) – 2031 AM Peak

Movement Performance - Vehicles Mov OD Demand Flow s Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Mordialloc Bypass 1 L2 1692 15 0.665 23.8 LOS C 16.6 131.1 0.81 0.84 48.2 3 R2 403 18 0.881 55.8 LOS E 9.4 76.2 1 1.03 33.9 Approach 2095 15.6 0.881 29.9 LOS C 16.6 131.1 0.84 0.88 44.5 East: Dingley Bypass 4 L2 219 24 0.124 17 LOS B 2.1 17.3 0.51 0.71 51.1 5 T1 1472 18 0.856 36 LOS D 21.4 172.9 1 1.02 45 Approach 1691 18.8 0.856 33.6 LOS C 21.4 172.9 0.94 0.98 45.7 West: Dingley Bypass 11 T1 717 19 0.254 10.6 LOS B 5 40.5 0.57 0.48 65.1 12 R2 1146 23 0.862 47.8 LOS D 17.2 144.5 1 0.99 36.1 Approach 1863 21.5 0.862 33.5 LOS C 17.2 144.5 0.83 0.79 43.6 All Vehicles 5649 18.5 0.881 32.2 LOS C 21.4 172.9 0.87 0.88 44.6

Table 3.4 Dingley Bypass Movement Summary (SIDRA) – 2031 PM Peak

Movement Performance - Vehicles Mov OD Demand Flow s Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Mordialloc Bypass 1 L2 1072 16 0.337 16.8 LOS B 8.1 64.4 0.5 0.74 52.8 3 R2 315 16 0.779 59.3 LOS E 8.2 65.6 1 0.9 33 Approach 1387 16 0.779 26.5 LOS C 8.2 65.6 0.62 0.78 46.4 East: Dingley Bypass 4 L2 369 16 0.261 27.8 LOS C 5.8 46.5 0.69 0.77 45.6 5 T1 960 15 0.775 42.6 LOS D 15.7 124.2 1 0.91 41.7 Approach 1329 15.3 0.775 38.5 LOS D 15.7 124.2 0.91 0.87 42.7 West: Dingley Bypass 11 T1 1340 12 0.407 11.3 LOS B 11.4 88 0.57 0.5 64.4 12 R2 1749 15 0.782 35.4 LOS D 25.4 200.5 0.92 0.89 42.1 Approach 3089 13.7 0.782 24.9 LOS C 25.4 200.5 0.77 0.72 49.5 All Vehicles 5805 14.6 0.782 28.4 LOS C 25.4 200.5 0.76 0.77 47.1

AppC - SIDRA Assessment MEMO_V3 | Page 7 3.2 GOVERNOR ROAD / MORDIALLOC BYPASS

The intersection of Governor Road and Mordialloc Bypass is proposed to be situated to the east of the Woodlands Industrial Estate in Braeside. A full spread diamond interchange has been proposed by the project.

Reference Design and Aerial Adopted SIDRA Layout

Figure 3.4 Governor Road Grade Separated Reference Design The key elements of the intersection include:

— Single left-turn slip lane on all approaches and double right-turn lane on the south and north approaches

— Four through lanes on the western approach which leads into dual through and right-turns lanes

— Four through lanes on the eastern approach which leads into dual through and right-turns lanes

— Pedestrian crossings on all external approaches and an 90m internal storage

3.2.1 TURNING MOVEMENT VOLUMES Figure 3.5 below shows the 2031 AM and PM peak hour volumes used in the SIDRA analysis.

Mordialloc Bypass Mordialloc Bypass 17% 30%

d 60 30 d a a

o - - - 8 - 9 o R R r 17% 60 = < 204 17% - - r o Western Node Eastern Node o n n

" ! " ! r r 7% 950 932 12% 11% 642 1076 10% e

e AM Peak AM Peak v

v - - ? > 10% 368 60 17% o o G G : - ; - - - 487 60 8% 17% Legend Mordialloc Bypass Mordialloc Bypass Total Vehicles % Heavy Vehicles Mordialloc Bypass Mordialloc Bypass 17% 18%

d 60 194 a d

o - - - 8 - 9 a R o

r = < - - 17% 60 26 12% R o Western Node Eastern Node r n o

r " ! " !

6% 1263 638 9% 10% 900 604 8% n e PM Peak PM Peak r v e

- - ? > v

o 8% 423 60 17% o G : - ; - - - G 417 60 6% 17% Mordialloc Bypass Mordialloc Bypass

Figure 3.5 Peak hour turning volumes for Governor Road

AppC - SIDRA Assessment MEMO_V3 | Page 8 3.2.2 SIGNAL PHASING ARRANGEMENT Figure 3.6 below shows the phasing arrangement adopted in this analysis.

AM CYCLE TIME = 100 SECONDS PM CYCLE TIME = 100 SECONDS

Figure 3.6 Governor Road Adopted Signal Phasing Arrangement

AppC - SIDRA Assessment MEMO_V3 | Page 9 3.2.3 INTERSECTION ASSESSMENT Table 3.5 and Table 3.6 below shows the networked performance results of the 2031 AM and PM peak periods. These results indicate that the assessment undertaken satisfies all performance criteria.

Table 3.5 Governor Road Intersection Summary (2031 AM Peak)

95TH% DELAY PERFORMANCE APPROACH DEMAND DOS QUEUE (LOS) ASSESSMENT PASS/EXCEED

South 547 0.76 20 (B) P Ok WESTERN NODE East 1136 0.38 11 (B) P Ok

North - - - - -

West 1010 0.29 12 (B) P Ok

Node 2693 0.76 13 (B) P Ok

South - - - - -

East 1136 0.89 28 (C) P Ok EASTERN North 90 0.16 36 (D) P Ok NODE West 1010 0.66 22 (C) P Ok

Node 2236 0.89 22 (C) P Ok

Overall Interchange 4929 0.89 D P Ok

Table 3.6 Governor Road Intersection Summary (2031 PM Peak)

95TH% DELAY PERFORMANCE APPROACH DEMAND DOS QUEUE (LOS) ASSESSMENT PASS/EXCEED

South 477 0.51 15 (B) P Ok WESTERN NODE East 664 0.22 4 (A) P Ok North - - - - -

West 1323 0.38 1 (A) P Ok

Node 2464 0.51 4 (A) P Ok

South - - - - -

East 664 0.69 22 (C) P Ok EASTERN North 254 0.35 18 (B) P Ok NODE West 1323 0.46 15 (B) P Ok

Node 2241 0.46 17 (B) P Ok

Overall Interchange 4705 0.69 C P Ok

AppC - SIDRA Assessment MEMO_V3 | Page 10 Table 3.7 Governor Road Movement Summary (SIDRA) – Western Node 2031 AM Peak Movement Performance - Vehicles Mov OD Demand Flow s Arrival Flow s Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % veh/h % v/c sec veh m per veh km/h South: Mordialloc South 1 L2 487 7.6 487 7.6 0.764 15.5 LOS B 14.2 92 0.64 0.84 56.4 3 R2 60 16.7 60 16.7 0.163 53.6 LOS D 1.4 9.6 0.94 0.73 26 Approach 547 8.6 547 8.6 0.764 19.6 LOS B 14.2 92 0.68 0.83 52.8 East: Governor East 5 T1 932 12.1 932 12.1 0.331 1.4 LOS A 3.9 30.3 0.11 0.1 57.8 6 R2 204 17.2 204 17.2 0.381 53.8 LOS D 5.1 40.7 1 0.79 23.5 Approach 1136 13 1136 13 0.381 10.8 LOS B 5.1 40.7 0.27 0.22 45.7 West: Governor West 10 L2 60 16.7 60 16.7 0.046 6.8 LOS A 0.4 3 0.2 0.59 52.8 11 T1 950 10.4 950 10.4 0.287 12.4 LOS B 7.5 57.2 0.56 0.47 42.7 Approach 1010 10.8 1010 10.8 0.287 12.1 LOS B 7.5 57.2 0.53 0.48 43.7 All Vehicles 2693 11.3 2693 11.3 0.764 13.1 LOS B 14.2 92 0.45 0.44 46.9

Table 3.8 Governor Road Movement Summary (SIDRA) - Eastern Node 2031 AM Peak

Movement Performance - Vehicles Mov OD Demand Flow s Arrival Flow s Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % veh/h % v/c sec veh m per veh km/h East: Governor East 4 L2 60 16.7 60 16.7 0.048 7.4 LOS A 0.5 4 0.24 0.6 52.3 5 T1 1076 12.8 1076 12.8 0.892 28.7 LOS C 44.9 346.2 0.85 0.87 31.9 Approach 1136 13 1136 13 0.892 27.6 LOS C 44.9 346.2 0.82 0.86 32.4 North: Mordialloc North 7 L2 30 30 30 30 0.044 6.7 LOS A 0.2 1.3 0.17 0.58 52.5 9 R2 60 16.7 60 16.7 0.163 50.9 LOS D 1.4 11 0.94 0.72 22.9 Approach 90 21.1 90 21.1 0.163 36.1 LOS D 1.4 11 0.68 0.67 31.7 West: Governor West 11 T1 642 11.2 642 11.2 0.314 1.8 LOS A 3.8 29.4 0.14 0.13 57.2 12 R2 368 10.1 368 10.1 0.657 56.7 LOS E 9.3 70.5 1 0.83 22.9 Approach 1010 10.8 1010 10.8 0.657 21.8 LOS C 9.3 70.5 0.45 0.38 36.9 All Vehicles 2236 12.3 2236 12.3 0.892 25.3 LOS C 44.9 346.2 0.65 0.63 34.3

AppC - SIDRA Assessment MEMO_V3 | Page 11 Table 3.9 Governor Road Movement Summary (SIDRA) – Western Node 2031 PM Peak

Movement Performance - Vehicles Mov OD Demand Flow s Arrival Flow s Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % veh/h % v/c sec veh m per veh km/h South: Mordialloc South 1 L2 417 6.5 417 6.5 0.506 9.6 LOS A 3.7 23.3 0.27 0.71 61.8 3 R2 60 16.7 60 16.7 0.163 53.6 LOS D 1.4 9.6 0.94 0.73 26 Approach 477 7.8 477 7.8 0.506 15.2 LOS B 3.7 23.3 0.36 0.71 56.5 East: Governor East 5 T1 638 9.2 638 9.2 0.223 1.7 LOS A 3.4 25.7 0.13 0.12 57.3 6 R2 26 11.5 26 11.5 0.125 58.3 LOS E 0.7 5.1 1 0.69 22.5 Approach 664 9.3 664 9.3 0.223 3.9 LOS A 3.4 25.7 0.17 0.14 54 West: Governor West 10 L2 60 16.7 60 16.7 0.043 6.2 LOS A 0.2 1.5 0.13 0.57 53.2 11 T1 1263 8.8 1263 8.8 0.383 0.3 LOS A 0.4 2.8 0.03 0.03 59.5 Approach 1323 9.1 1323 9.1 0.383 0.5 LOS A 0.4 2.8 0.04 0.05 58.9 All Vehicles 2464 8.9 2464 8.9 0.506 4.3 LOS A 3.7 25.7 0.13 0.2 56.9

Table 3.10 Governor Road Movement Summary (SIDRA) – Eastern Node 2031 PM Peak

Movement Performance - Vehicles Mov OD Demand Flow s Arrival Flow s Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % veh/h % v/c sec veh m per veh km/h East: Governor East 4 L2 60 16.7 60 16.7 0.051 7.4 LOS A 0.5 4 0.24 0.6 52.3 5 T1 604 8.6 604 8.6 0.688 23.2 LOS C 22.4 168.3 0.84 0.75 34.3 Approach 664 9.3 664 9.3 0.688 21.8 LOS C 22.4 168.3 0.79 0.74 36.3 North: Mordialloc North 7 L2 194 17.5 194 17.5 0.345 8.2 LOS A 2.4 19.1 0.33 0.65 51.7 9 R2 60 16.7 60 16.7 0.163 50.9 LOS D 1.4 11 0.94 0.72 22.9 Approach 254 17.3 254 17.3 0.345 18.3 LOS B 2.4 19.1 0.48 0.67 44.2 West: Governor West 11 T1 900 9.9 900 9.9 0.436 3.1 LOS A 9.1 69.1 0.27 0.25 55.2 12 R2 423 7.6 423 7.6 0.457 39 LOS D 9.1 67.6 0.92 0.81 28.2 Approach 1323 9.1 1323 9.1 0.457 14.6 LOS B 9.1 69.1 0.48 0.43 42.2 All Vehicles 2241 10.1 2241 10.1 0.688 17.1 LOS B 22.4 168.3 0.57 0.55 40.7

AppC - SIDRA Assessment MEMO_V3 | Page 12 3.3 TOOTAL ROAD / CENTRE DANDENONG ROAD

The intersection of Tootal Road / Centre Dandenong Road / Old Dandenong Road / Kingston Drive is located east of the proposed Mordialloc Bypass and Centre Dandenong Road interchange. The five-legged roundabout currently provides access to residential and commercial properties and is expected to connect users to and from the proposed bypass.

Aerial SIDRA Layout

Figure 3.7 Tootal Road / Centre Dandenong Road / Old Dandenong Road / Kingston Drive Aerial and SIDRA Layout

3.3.1 2031 TURNING MOVEMENT VOLUMES Figure 3.8 below shows the adopted AM and PM peak volumes used in the SIDRA analysis.

Figure 3.8 Peak hour turning volumes for Tootal Road / Centre Dandenong Road / Old Dandenong Road / Kingston Drive

AppC - SIDRA Assessment MEMO_V3 | Page 13 3.3.2 INTERSECTION ASSESSMENT Table 3.11 and Table 3.12 below indicates that the existing roundabout configuration is sufficient to cater for 2031 AM and PM peak demand and meet target performance.

Table 3.11 Tootal Road / Centre Dandenong Road / Old Dandenong Road / Kingston Drive Intersection Summary (2031 AM Peak)

DELAY 95TH% QUEUE PERFORMANCE APPROACH DEMAND DOS (LOS) PASS/EXCEED ASSESSMENT

South-East 752 0.78 14 (B) P Ok

North-East 610 0.63 11 (B) P Ok

North-West 176 0.12 6 (A) P Ok

West 540 0.40 8 (A) P Ok

South-West 112 0.28 18 (B) P Ok

Intersection 2190 0.78 11 (B) P Ok

Table 3.12 Tootal Road / Centre Dandenong Road / Old Dandenong Road / Kingston Drive Intersection Summary (2031 PM Peak)

DELAY 95TH% QUEUE PERFORMANCE APPROACH DEMAND DOS (LOS) PASS/EXCEED ASSESSMENT

South-East 437 0.48 8 (A) P Ok

North-East 606 0.79 18 (B) P Ok

North-West 425 0.30 7 (A) P Ok

West 859 0.40 7 (A) P Ok

South-West 112 0.16 11 (B) P Ok

Intersection 2439 0.79 10 (A) P Ok

AppC - SIDRA Assessment MEMO_V3 | Page 14 Table 3.13 Tootal Road Movement Summary (SIDRA) – 2031 AM Peak

Movement Performance - Vehicles Mov OD Demand Flow s Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h SouthEast: Centre Dandenong Rd (SE) 21 L2 14 0 0.781 12.6 LOS B 12 86.4 1 1.09 47.7 21a L1 255 3.9 0.781 12.4 LOS B 12 86.4 1 1.09 48.8 22 T1 334 3 0.781 12.7 LOS B 12 86.4 1 1.09 49.4 23 R2 149 4 0.781 18.9 LOS B 12 86.4 1 1.09 49.8 Approach 752 3.5 0.781 13.8 LOS B 12 86.4 1 1.09 49.2 NorthEast: Tootal Rd (NE) 24 L2 123 2.4 0.628 6.7 LOS A 5.2 39.8 0.7 0.83 50.1 25 T1 16 6.3 0.628 6.8 LOS A 5.2 39.8 0.7 0.83 53.1 26a R1 406 13.8 0.628 11.9 LOS B 5.2 39.8 0.7 0.83 52.5 26 R2 65 12.3 0.628 13.1 LOS B 5.2 39.8 0.7 0.83 53.3 Approach 610 11.1 0.628 10.9 LOS B 5.2 39.8 0.7 0.83 52.1 NorthWest: Old Dandenong Rd (NW) 27 L2 37 21.6 0.086 6.6 LOS A 0.4 2.9 0.6 0.66 53.7 28 T1 134 2.2 0.117 5.2 LOS A 0.6 4.1 0.6 0.55 54.8 29 R2 3 0 0.117 11.2 LOS B 0.6 4.1 0.6 0.52 56.2 29b R3 2 0 0.117 12.4 LOS B 0.6 4.1 0.6 0.52 57 Approach 176 6.3 0.117 5.7 LOS A 0.6 4.1 0.6 0.57 54.6 West: Centre Dandenong Rd (W) 10b L3 4 0 0.398 6.4 LOS A 2.8 22.5 0.78 0.69 52.8 10a L1 329 18.8 0.398 6.3 LOS A 2.8 22.5 0.78 0.69 54.5 12a R1 204 2.5 0.279 11.6 LOS B 1.7 12.4 0.73 0.82 50.4 12b R3 3 0 0.279 14 LOS B 1.7 12.4 0.73 0.82 53.6 Approach 540 12.4 0.398 8.3 LOS A 2.8 22.5 0.77 0.74 53 SouthWest: Kingston Dr (SW) 30b L3 29 0 0.278 16.5 LOS B 2.3 16 1 0.94 45.9 30 L2 24 0 0.278 16.4 LOS B 2.3 16 1 0.94 46.5 31 T1 23 0 0.278 16.4 LOS B 2.3 16 1 0.94 47.9 32 R2 36 0 0.278 22.5 LOS C 2.3 16 1 0.94 46.5 Approach 112 0 0.278 18.4 LOS B 2.3 16 1 0.94 46.6 All V ehicles 2190 7.9 0.781 11.2 LOS B 12 86.4 0.82 0.88 51.3

AppC - SIDRA Assessment MEMO_V3 | Page 15 Table 3.14 Tootal Road Movement Summary (SIDRA) – 2031 PM Peak

Movement Performance - Vehicles Mov OD Demand Flow s Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h SouthEast: Centre Dandenong Rd (SE) 21 L2 44 0 0.481 6.9 LOS A 4.1 28.9 0.84 0.76 51.3 21a L1 192 2.1 0.481 6.6 LOS A 4.1 28.9 0.84 0.76 52.6 22 T1 127 1.6 0.481 6.9 LOS A 4.1 28.9 0.84 0.76 53.3 23 R2 74 2.7 0.481 13.1 LOS A 4.1 28.9 0.84 0.76 53.8 Approach 437 1.8 0.481 7.8 LOS A 4.1 28.9 0.84 0.76 52.9 NorthEast: Tootal Rd (NE) 24 L2 99 2 0.785 13.8 LOS A 8.7 65 0.91 1.18 45.1 25 T1 42 0 0.785 13.7 LOS A 8.7 65 0.91 1.18 48.4 26a R1 445 9.2 0.785 19 LOS B 8.7 65 0.91 1.18 48 26 R2 20 15 0.785 20.5 LOS B 8.7 65 0.91 1.18 48.5 Approach 606 7.6 0.785 17.8 LOS B 8.7 65 0.91 1.18 47.6 NorthWest: Old Dandenong Rd (NW) 27 L2 56 25 0.221 7.7 LOS A 1 7.5 0.67 0.73 53.1 28 T1 345 2 0.299 6 LOS A 1.5 10.9 0.68 0.64 54.2 29 R2 22 0 0.299 11.9 LOS A 1.5 10.9 0.68 0.6 55.6 29b R3 2 0 0.299 13.1 LOS A 1.5 10.9 0.68 0.6 56.4 Approach 425 4.9 0.299 6.6 LOS A 1.5 10.9 0.68 0.65 54.1 West: Centre Dandenong Rd (W) 10b L3 2 0 0.4 4.7 LOS A 2.6 19.3 0.53 0.47 54 10a L1 483 8.9 0.4 4.3 LOS A 2.6 19.3 0.53 0.47 55.9 12a R1 363 1.9 0.345 9.6 LOS A 2 14.5 0.51 0.68 51.4 12b R3 11 0 0.345 12 LOS A 2 14.5 0.51 0.68 54.4 Approach 859 5.8 0.4 6.6 LOS A 2.6 19.3 0.52 0.56 54.1 SouthWest: Kingston Dr (SW) 30b L3 29 0 0.157 8.7 LOS A 1.1 7.8 0.84 0.79 50.7 30 L2 24 0 0.157 8.6 LOS A 1.1 7.8 0.84 0.79 51.4 31 T1 23 0 0.157 8.6 LOS A 1.1 7.8 0.84 0.79 53.1 32 R2 36 0 0.157 14.7 LOS B 1.1 7.8 0.84 0.79 52.5 Approach 112 0 0.157 10.6 LOS A 1.1 7.8 0.84 0.79 51.9 All V ehicles 2439 5.1 0.785 9.8 LOS A 8.7 65 0.72 0.78 51.9

AppC - SIDRA Assessment MEMO_V3 | Page 16 3.3.3 SCENARIO COMPARISON A comparison of the existing 2017 and the anticipated 2031 performance (with and without project) has been undertaken for this intersection. The results indicate that there are marginal differences in service levels across all scenarios. The future scenarios indicate a higher DoS compared to the existing scenario but is expected to operate within the acceptable performance targets. The 95th percentile queue lengths have also been checked and are all contained within the available storage lengths.

Table 3.15 Intersection Summary Assessment Year Comparison

2017 EXISTING 2031 BASE CASE 2031 PROJECT OPTION

INTERSECTION DoS LoS DoS LoS DoS LoS DoS LoS DoS LoS DoS LoS AM PM AM PM AM PM Tootal Road / Centre Dandenong Road / Old Dandenong 0.71 A 0.60 A 0.83 A 0.65 A 0.78 A 0.79 A Road / Kingston Drive

AppC - SIDRA Assessment MEMO_V3 | Page 17 4. SUMMARY OF FINDINGS

This analysis indicates that the proposed interchange configurations at Dingley Bypass and Governor Road are sufficient to cater for the anticipated 2031 demand during both AM and PM peak demand meeting target performance. Whilst an increase in DoS is expected at Tootal Road / Centre Dandenong Road roundabout in 2031 compared to the existing performance, the service level is anticipated to operate at LoS A. Conversion of the existing roundabout to a signalised intersection is expected to induce additional control delay to traffic movements which may in turn reduce service level for minor movements. It should be noted that truncation of a minor leg is likely to be required to feasibly convert the roundabout into a signalised intersection to maximise operational efficiency.

AppC - SIDRA Assessment MEMO_V3 | Page 18 Appendix D Woodlands Drive Alternative Assessment

29 MEMO

FROM: Peter Kelly, WSP SUBJECT: EES – Alternative Lower Dandenong Road / Mordialloc Bypass Freeway Interchange Arrangement DATE: 31 January 2019

1. INTRODUCTION

The Mordialloc Freeway project is currently being assessed via the Environment Effects Statement (EES) process. As part of the EES, a Transport Impact Assessment (TIA) was undertaken by WSP in 2018 in line with the EES Scoping Requirements to identify potential transport related impacts associated with the project. One of the key access impacts identified in the TIA is located at Woodlands Drive. Woodlands Drive is a Council-managed collector road providing access to the Woodlands industrial precinct. Under the proposed reference design arrangement, Woodlands Drive will be truncated south of Lower Dandenong Road to facilitate the construction of the proposed Lower Dandenong Road / Mordialloc Freeway interchange, see Figure 1.1 and Figure 1.2. The proposed interchange arrangement at Lower Dandenong Road will also change access arrangements at Redwood Drive, Tarnard Drive and Bell Grove. The impacts of these changes are outlined in the Section 8.1.2 of the Mordialloc Bypass TIA report. A diamond interchange arrangement similar to the reference design network layout has been assessed through microsimulation modelling with performance results attached in Appendix D. The proposed reference design layout reflects the same number of approach lanes as per the tested layout with enhanced internal storage between the exit ramp terminals compared to the modelled diamond interchange layout. Consequently, the reference design would operate similarly to the modelled design with enhanced storage capacity.

Figure 1.1 Reference design network arrangement at the proposed Lower Dandenong Road / Mordialloc Freeway Interchange

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 1 Figure 1.2 Reference design interchange/intersection arrangement Following the impact identification process and consideration of submissions, an alternative freeway interchange configuration has been considered by the project to further reduce the potential access impacts to the surrounding project area adjacent to the proposed Lower Dandenong Road / Mordialloc Freeway interchange. This memorandum outlines the details associated with the alternative freeway interchange arrangement including its anticipated operational performance, design considerations and traffic impacts. The alternative network and intersection arrangement would:

— avoid the need to truncate Woodlands Drive;

— minimise impacts to properties within the vicinity of Tarnard Drive;

— avoid the need to modify the existing configuration of the Redwood Drive / Lower Dandenong Road intersection; and

— avoid the need to modify the existing configuration of the Bell Grove / Lower Dandenong Road intersection.

2. ALTERNATIVE FREEWAY INTERCHANGE ARRANGEMENT

The alternative freeway interchange arrangement is configured to retain the existing connection between Woodlands Drive and Lower Dandenong Road. Under this arrangement, the proposed northbound freeway exit ramp would terminate on the east side of Woodlands Drive, south of Lower Dandenong Road, as show in Figure 2.1. As a result, the existing access arrangement at Bell Grove, Tarnard Drive and Redwood Drive would remain in its current form. The assumed phasing arrangement is illustrated in Appendix C and runs at a 130 second cycle time. The alternative freeway interchange arrangement at Lower Dandenong Road is similar to a conventional signalised full diamond freeway interchange with the exception of Woodlands Drive that replaces the south-west leg where it would typically be one of the freeway exit ramp terminals. The alternative freeway interchange layout includes:

— left turn slip lane at all approaches

— double right turn lanes and three through lanes at the east and west approaches

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 2 — dedicated right turn lane and a shared right-through traffic lane at the southbound exit ramp terminal

— in addition to the left turn slip lane, three traffic lanes will be provided at Woodlands Drive approach in the form of (dedicated through, shared through-right and dedicated right) to enable direct access onto Lower Dandenong Road whilst providing direct freeway access in the northbound direction

2.1 NORTHBOUND EXIT RAMP TERMINAL / WOODLANDS DRIVE The proposed northbound exit ramp will be signalised and terminates at Woodlands Drive forming a signalised t-intersection. The ramp terminal is configured with a left turn slip lane and a double right turn lane. Two approach through lanes are provided on the north and south approaches of this intersection.

Northbound Exit Ramp

Figure 2.1 Alternative Lower Dandenong Road freeway interchange arrangement 3. TRAFFIC PERFORMANCE ASSESSMENT

Microsimulation modelling has been undertaken to assess the anticipated 2031 traffic performance of the alternative freeway interchange layout to inform the operational feasibility of this design. The assessment was tested using a calibrated/validated 2017 base model (refer to the appendix for base model information). The scope of the modelling focuses on the operation at Woodlands Drive, Lower Dandenong Road and Mordialloc Freeway with the extent of the model covering Howard Road, Bell Grove and Redwood Drive. The extent of the microsimulation model is shown in Figure 3.1.

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 3 Pedestrian Operated Signals near Willow Glen Court

Figure 3.1 Microsimulation network

3.1 TRAFFIC FORECASTING / MODELLING APPROACH

Traffic forecasting for the project was undertaken using the Victorian Integrated Transport Model (VITM). VITM takes into consideration the potential network changes associated with future road and public transport projects and the influence of land use growth over the coming years. The objective of the traffic forecasting was to establish a robust set of intersection turn volumes (separately for light and heavy vehicles) for the AM and PM commuter peak hours, suitable to assess and inform the development of the Mordialloc Freeway design. 2031 VITM forecasts were extracted for the purpose of this analysis, informing future demand with the proposed Mordialloc Freeway project. Based on the VITM forecasts, demand matrices were derived for use in the microsimulation modelling process. The modelling approach adopted to develop the 2031 design turn volumes was based on the ‘pivot method’ approach outlined in the paper Pivot-Point Procedures in Practical Travel Demand Forecasting (Daly et al. 2005), and incorporated in the following process:

· VITM modelling outputs are used to estimate growth factors (via the Pivot Method);

· The growth rates are applied to existing traffic volumes, in this case turning movements; and

· These preliminary forecasts are reviewed and scrutinised, and where appropriate, manually refined based on engineering judgement.

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 4 Simplistically, this method provides guidance on applying strategic model growth to base year / existing turn volumes, taking into account the challenges associated with ‘whether the change predicted by the model should be expressed as an absolute or a proportional ratio, or whether a mixed approach is necessary’.

Figure 3.2 Traffic Forecast Approach

3.2 TARGET PERFORMANCE The intersection traffic performance targets established for this assessment include:

· An overall intersection level of service (LoS) D or better

· 95th percentile queue lengths that are generally contained within the proposed turn lanes

The following describes the above metrics and associated criteria used to evaluate intersection performance and are referred to throughout the following sections of this memorandum:

3.2.1 LEVEL OF SERVICE (LOS) A measure of the average delay per vehicle completing movements at the intersection which can be calculated for a movement, an approach or for all vehicles. LOS A to F is assigned based on the criteria shown in Table 3.2.

Table 3.2 Level of Service Criteria (Source: Austroads Guide to Traffic Management Part 3, 2013)

Average delay per vehicle Level of Service (LOS) criteria (seconds) Signalised Intersection

A delay 10

B 10 < delay≤ 20

C 20 < delay ≤ 35

D 35< delay ≤ 55

App B - 2135645A-SE-26-TPL-MEM-0003≤ (Final)-Updated2 | Page 5 Average delay per vehicle Level of Service (LOS) criteria (seconds) Signalised Intersection

E 55< delay 80

F 80 < delay≤

3.2.2 95TH PERCENTILE QUEUES The queue length (in metres) expected to be exceeded 5% percent of the time for a particular intersection configuration and traffic demands. The 95th percentile queue is often used in determining required turn lane lengths and other design characteristics.

3.3 ANTICIPATED INTERCHANGE PERFORMANCE Microsimulation modelling results indicate that the alternative interchange arrangement would perform efficiently under the 2031 AM and PM peak hour traffic demand resulting in LOS C (meeting target LOS D). All major through movements are anticipated to operate at LOS C, individual right turn movements at the interchange are likely to operate at LOS E or F. Refer to Table 3.3 for summary results and Appendix A for detailed performance table. It should be noted that traffic egressing from the northbound exit ramp to access Lower Dandenong Road may experience a combined delay from two sets of traffic signals and as a result, longer delay would be experienced compared to a conventional interchange arrangement. In turn, traffic egressing from the northbound exit ramp to access Woodlands Industrial Estate via Woodlands Drive would benefit from the alternative arrangement with direct access onto Woodlands Drive via the northbound exit ramp terminal.

Table 3.3 AM Peak interchange performance

INTERSECTION APPROACH DIRECTION VOLUME DELAY LOS North N-E 86 4 A Southbound Exit Ramp Terminal N-S - - - N-W 79 74 E N-SW 83 53 D NApp 248 43 D East E-N 49 57 E Lower Dandenong Road E-S 82 2 A E-W 1350 24 C E-SW 305 21 C MORDIALLOC FREEWAY / EApp 1787 23 C South-West SW-N 62 43 D LOWER DANDENONG ROAD Woodlands Drive SW-E 272 56 E Movement South reflects southbound entry ramp SW-W 310 8 A SW-S 98 133 F SWApp 742 45 D West W-N 165 7 A Lower Dandenong Road W-E 1010 22 C W-S 255 68 E W-SW 90 50 D WApp 1520 30 C Total IS 4296 28 C North N-S 477 6 A NApp 477 6 A East E-N 344 24 C NORTHBOUND EXIT RAMP / E-S 100 1 A EApp 445 19 B WOODLANDS DRIVE South S-N 401 6 A SApp 401 6 A Total IS 1323 10 A

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 6 Table 3.4 PM Peak interchange performance

INTERSECTION APPROACH DIRECTION VOLUME DELAY LOS North N-E 164 5 A Southbound Exit Ramp Terminal N-S - - - N-W 142 78 E N-SW 63 60 E NApp 369 42 D East E-N 117 56 E Lower Dandenong Road E-S 117 2 A E-W 1001 24 C E-SW 209 19 B MORDIALLOC FREEWAY / EApp 1444 24 C South-West SW-N 136 45 D LOWER DANDENONG ROAD Woodlands Drive SW-E 425 56 D Movement South reflects southbound entry ramp SW-W 344 6 A SW-S 100 135 F SWApp 1005 45 D West W-N 168 8 A Lower Dandenong Road W-E 1278 25 C W-S 260 74 E W-SW 50 55 D WApp 1755 31 C Total IS 4574 31 C North N-S 319 6 A NApp 319 6 A East E-N 260 22 C NORTHBOUND EXIT RAMP / E-S 100 1 A EApp 360 16 B WOODLANDS DRIVE South S-N 745 6 A SApp 745 6 A Total IS 1424 8 A Average speed plots shown in Figure 3.3 and 3.4 indicate minimal level of congestion during the peak hour of the assessment in both AM and PM periods. Under this condition, traffic awaiting to proceed at the signals are cleared at every signal cycle, implying an LOS of D or better.

Figure 3.3 AM average speed plot indicates anticipated level of congestion (lanes represented in pink, red and dark orange indicate an average speed of less than 30km/hr).

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 7 Figure 3.4 PM average speed plot indicates anticipated level of congestion (lanes represented in pink, red and dark orange indicate an average speed of less than 30km/hr). All turn lanes associated with the design provide sufficient storage distance to accommodate maximum queue lengths as illustrated in Figure 3.5 and Figure 3.6. In both the AM and PM peak periods, traffic queue within the internal right turn storage area (west to south movement) is likely to overflow but can be contained within the external right turn lanes. Due to the proximity of the Howard Road intersection, the westbound traffic queue at the east external approach of the interchange is likely to extend beyond Howard Road / Lower Dandenong Road intersection during both peaks.

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 8 Figure 3.5 AM peak hour anticipated maximum queue length plot indicates the extent of traffic queue at the proposed Lower Dandenong Road / Mordialloc Freeway interchange (extent of queue is represented in aqua)

Figure 3.6 PM peak hour anticipated maximum queue length plot indicates the extent of traffic queue at the proposed Lower Dandenong Road / Mordialloc Freeway interchange (extent of queue is represented in aqua)

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 9 4. INTERCHANGE OPTION COMPARISON

This section provides a qualitative comparison of the reference and alternative interchange design option. Table 4.1 summarises the comparisons between the two configurations in the context of the access and performance impact. It should be noted that due to the differences in network and interchange arrangement, the interchange/intersection performance would not be directly comparable.

Table 4.1 Interchange Option Comparison

REFERENCE INTERCHANGE ALTERNATIVE INTERCHANGE DESIGN (WOODLANDS DRIVE DESIGN (INCORPORATING TRUNCATION) WOODLANDS DRIVE) Network Average Speed Average Speed Performance The westbound carriageway between The average speed condition in both Bell Grove and Howard Road operates AM and PM peak periods reflects generally below 40km/hr reflecting a minimal congestion within the higher level of congestion compared to network. the Alternative Interchange Queuing Condition arrangement. This is largely attributed Maximum queue lengths are to the signal delays associated with the contained within the proposed turn new signalised intersection at Bell lane storage at the freeway Grove intersection. interchange. The average speed condition along Bell Grove at the approach of Lower Due to the proximity of the Howard Dandenong Road is likely to be Road intersection, westbound traffic impacted as a result of additional traffic queue at the east external approach diverted from Woodlands Drive. On of the interchange is likely to extend rare occasions during the egress peak beyond Howard Road / Lower period in the PM, traffic may require Dandenong Road intersection during two signal cycles to clear. both peaks. Queuing Condition Interchange Service Level (Delays) The proposed Bell Grove / Lower The interchange performance meets Dandenong Road traffic signals are target service level and is anticipated likely to introduce traffic queue in the efficiently to operate at LOS C eastbound direction along Lower during both peaks. Dandenong Road beyond Redwood Drive. The extent of maximum queue along Bell Grove at the approach of Lower Dandenong Road is prominent in the PM peak period. Maximum queue lengths are contained within the proposed turn lane storage at the freeway interchange. Interchange Service Level (Delays) The interchange performance meets target service level and is anticipated to operate efficiently at LOS B and C during AM and PM peaks Accessibility Existing access including Woodlands Woodlands Drive traffic will benefit Drive and Redwood Drive, off Lower from: App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 10 REFERENCE INTERCHANGE ALTERNATIVE INTERCHANGE DESIGN (WOODLANDS DRIVE DESIGN (INCORPORATING TRUNCATION) WOODLANDS DRIVE) Dandenong Road will be impacted by — direct northbound freeway the proposed reference design. access via the alternative Woodlands Drive will be truncated interchange arrangement south of Lower Dandenong Road with — the northbound exit ramp traffic diverted via a new road connection onto Tarnard Drive. Access terminal that provides direct to Lower Dandenong Road will be access into Woodlands provided at the existing T-intersection Industrial Estate at Bell Grove / Lower Dandenong Road Northbound exit ramp traffic at the Under the proposed arrangement, right freeway interchange accessing turning traffic into Redwood Drive will Lower Dandenong Road will interact be diverted to a new U-turn facility east with Woodlands Drive local traffic, of Boundary Road. Right turn out however the impact on performance traffic from Redwood Drive will be is minimal. facilitated via the proposed signalised u-turn lane at Bell Grove intersection. Driveway north of 21 Woodlands As a result of the proposed network Drive is impacted by the northbound arrangement, movement priority at exit ramp terminal, although there is Tarnard Drive and Bell Grove scope to locate the exit terminal intersection will also be revised. further north, closer to lower The proposed new road connection Dandenong Road. between Tarnard Drive and Woodlands Drive will enhance the permeability of traffic within the Woodlands industrial precinct.

On balance, from a traffic perspective this option is considered to be more aligned with the EES transport objectives than the reference design arrangement. 5. FURTHER DESIGN CONSIDERATIONS

The outcome of the traffic modelling assessment indicates that the alternative interchange layout would be sufficient to cater for 2031 peak hour demand meeting target performance service level. The alternative interchange concept design will however require further design investigations and refinements in accordance with Austroads road design and traffic management guidelines and consider the following aspects of the design:

— Driveways and access impact (resilience to disruption)

— Way finding and directional signing consideration

— Compliance to geometric design standards Based on the traffic engineering assessment undertaken and high level design feasibility review to date, no significant issues have been identified that would impact on the development of this alternative arrangement.

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 11 6. CONCLUSION

The anticipated traffic impact of the alternative freeway interchange arrangement at Lower Dandenong Road / Mordialloc Freeway has been assessed. The alternative interchange arrangement is configured to minimise the potential local road access impacts surrounding the proposed freeway interchange, and in particular, to retain the existing road connection between Woodlands Drive and Lower Dandenong Road. This assessment has been undertaken based on the conceptual design layout and microsimulation modelling results with the following key findings:

— The alternative freeway interchange arrangement satisfies the target service level in accordance with Austroads Guide to Traffic Management and is anticipated to operate efficiently under 2031 peak hour traffic demand. Turn lanes proposed under the alternative interchangement arrangement sufficiently caters for the 95th percentile queue length.

— Compared to the reference interchange design, there is generally less congestion within the road network with modelling results indicating a higher network operating speed during both AM and PM peak. Northbound exit ramp traffic accessing Lower Dandenong Road will be required to travel through two sets of traffic signals and interact with Woodlands Drive local road traffic.

— As intended, the alternative interchange arrangement enhances the equity of access for local roads surrounding the project area by providing direct freeway access into Woodlands Drive Industrial Estate at the northbound exit ramp terminal whilst retaining the existing connection between Woodlands Drive and Lower Dandenong Road.

— Further investigations will be required during detailed design to confirm the feasibility of the alternative interchange arrangement considering directional signing strategy, driveway impact and compliance to geometric standards.

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 12 APPENDIX A ALTERNATIVE INTERCHANGE DESIGN QUEUE LENGTH PERFORMANCE RESULTS

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 13 AM Peak Hour Maximum Queue Length e v i r D s d n a l d o o W

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 14 PM Peak Hour Maximum Queue Length

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 15 APPENDIX B BASE MODEL INFORMATION

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 16 APPENDIX C PHASE ARRANGEMENT

Adopted Alternative Interchange Phasing Arrangement

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 17 APPENDIX D DIAMOND INTERCHANGE PERFORMANCE RESULTS

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 18 Diamond Interchange AM Peak Performance Table

INTERSECTION APPROACH DIRECTION VOLUME DELAY LOS North N-E 86 4 A Southbound Exit Ramp Terminal N-S - - - N-W 162 51 D NApp 248 34 C East E-N 49 44 D Lower Dandenong Road E-S 81 1 A E-W 1649 20 B MORDIALLOC FREEWAY / EApp 1780 20 B South S-N - - - LOWER DANDENONG ROAD Northbound Exit Ramp Terminal S-E 81 54 D S-W 367 14 B SApp 447 21 B West W-N 228 3 A Lower Dandenong Road W-E 1219 13 B W-S 358 46 D WApp 1806 18 B Total IS 4281 20 B East E-S 641 16 B E-W 1534 11 B EApp 2175 13 B South S-E 460 45 D BELL GROVE / S-W 88 23 C SApp 548 42 D LOWER DANDENONG ROAD West W-E 1335 16 B W-S 95 30 C WApp 1430 17 B Total IS 4153 18 B

Diamond Interchange PM Peak Performance Table

INTERSECTION APPROACH DIRECTION VOLUME DELAY LOS North N-E 160 9 A Southbound Exit Ramp Terminal N-S - - - N-W 205 51 D NApp 365 33 C East E-N 120 55 D Lower Dandenong Road E-S 118 1 A E-W 1214 25 C MORDIALLOC FREEWAY / EApp 1452 25 C South S-N - - - LOWER DANDENONG ROAD Northbound Exit Ramp Terminal S-E 64 64 E S-W 295 10 A SApp 360 19 B West W-N 305 4 A Lower Dandenong Road W-E 1641 24 C W-S 364 95 F WApp 2310 32 C Total IS 4486 29 C East E-S 468 17 B E-W 1239 17 B EApp 1707 17 B South S-E 668 48 D BELL GROVE / S-W 232 45 D SApp 900 47 D LOWER DANDENONG ROAD West W-E 1650 11 B W-S 55 74 E WApp 1705 13 B Total IS 4313 22 C

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 19 Diamond Interchange AM Peak Average Speed Plot

Diamond Interchange PM Peak Average Speed Plot

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 20 Diamond Interchange AM Peak Maximum Queue Length Plot

Diamond Interchange PM Peak Maximum Queue Length Plot

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 21 Diamond Interchange AM Peak Hour Maximum Queue Length

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 22 Diamond Interchange PM Peak Hour Maximum Queue Length

App B - 2135645A-SE-26-TPL-MEM-0003 (Final)-Updated2 | Page 23