VCAT Evidence VCAT Contained in This Document Remains the Property of GTA Consultants

Wyndham Planning Scheme Amendments C175 & C177 Transport Impact Evidence prepared for Tarneit Development Project Pty Ltd

Timothy James De Young Prepared for Tarneit Development Project Pty Ltd Instructed by Allens Hearing Date: 25/11/13 Report Date: 18/11/13

Wyndham Planning Scheme Amendments C175 & C177

Transport Impact Evidence prepared for Tarneit Development Project Pty Ltd

Issue: Final 18/11/13

Client: Tarneit Development Project Pty Ltd Reference: 14M1532000

intended solely for the use of the client for the purpose for which it has

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been prepared and no representation is made or is to be implied as being made to any third party. Use or copying of this document in whole or in part without the written permission of GTA Consultants constitutes an infringement of copyright. The intellectual property

VCAT Evidence VCAT contained in this document remains the property of GTA Consultants. Expert Witness Details

Expert Witness Details

Name, Position & Business Address Timothy James De Young Director, GTA Consultants L25/55 Collins Street, Melbourne, Victoria, 3000 Qualifications Bachelor of Engineering (Honours), University of Melbourne, 2002 Bachelor of Commerce, University of Melbourne, 2002 Master of Business Administration, Monash University, 2011 Experience & Area of Expertise I have over 11 years of experience in traffic engineering and transport planning in Victoria.

In recent years, I have provided traffic engineering and transport planning advice on a variety of large private and public sector projects, including:

 Highpoint Shopping Centre Northeast Expansion  Tooronga Village Shopping Centre Redevelopment, Glen Iris  ‘The Age Site’ Development, Lonsdale Street, Melbourne  ‘Aerial' Residential Development, Riversdale Road, Camberwell  Brunswick Major Activity Centre Transport Assessment (Moreland City Council)  Northern Maribyrnong Integrated Transport Strategy (Maribyrnong City Council).

I regularly present expert evidence at the Victorian Civil and Administrative Tribunal and Panels Victoria, and am a member of Engineers Australia, the Australian Institute of Traffic Planning and Management (AITPM) and the Victorian Planning and Environmental Law Association (VPELA).

Further details of my experience are provided in Appendix A. Relationship to Applicant I have no private or business relationship with the applicant, and have been retained to provide expert witness services at this hearing for a mutually agreed fee. Assistance This evidence was prepared with the assistance of:  Mr John Kiriakidis (Director, GTA)  Mr Fabian Guadagnuolo (Senior Project Manager, GTA)

14M1532000 18/11/13 Wyndham Planning Scheme – Amendments C175 & C177 Issue: Final Transport Impact Evidence prepared for Tarneit Development Project Pty Ltd Table of Contents

Table of Contents

1. Introduction 1 1.1 Background 1 1.2 Instructions & Scope of Report 1 1.3 References 2

2. Overview of Amendments 3 2.1 Amendment C177 3 2.2 Amendment C175 6

3. Review of Unresolved Submissions of Applicant 11 3.1 Preamble 11 3.2 Amendment C177 11 3.3 Amendment C175 13

4. Review of Council’s Position 14 4.1 Preamble 14 4.2 State Policy 14 4.3 VAGO Reports 15 4.4 Existing Road Network Capacity 17 4.5 Council’s Strategy for Managing Growth in Wyndham 18 4.6 Summary 22

5. Summary of Opinion 23

Appendices A: Tim De Young – Curriculum Vitae B: GTA Transport Impact Assessment Report dated 30 October 2012 C: GTA Wyndham North Existing Road Network Capacity Assessment letter dated 2 May 2013

Figures Figure 2.1: Development Contributions Plan (DCP) Area 3 Figure 2.2: Development Contributions Plan (DCP) – Road Upgrade Works & Bridges for PSP89 & PSP90 4 Figure 2.3: Development Contributions Plan (DCP) – Intersection Works for PSP89 & PSP90 5 Figure 2.4: Wyndham North – Assumed Ultimate Arterial Road Hierarchy 6 Figure 2.5: Truganina Precinct Structure Plan (PSP1090) 7 Figure 2.6: Truganina Precinct Structure Plan – Street Network Plan 8 Figure 2.7: Truganina PSP – Cross-sections 9 Figure 2.8: Location of Section 96A Applications within PSP1090 10

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Figure 3.1: Proximity of Intersection “IN-90-09” to Dohertys Road bridge across Skeleton Creek 12 Figure 4.1: Rail Catchments in vicinity of PSP1090 20 Figure 4.2: Computer Generated Image of Tarneit Railway Station 21 Figure 4.3: Current State of Construction of Bus Interchange at Tarneit Railway Station 21

Tables Table 2.1: Summary of Lots per Section 96A Application in PSP1090 10 Table 3.1: Summary of Applicant Submissions for Amendment C177 related to transport matters 11 Table 3.2: Summary of Applicant Submissions for Amendment C175 related to transport matters 13

14M1532000 18/11/13 Wyndham Planning Scheme – Amendments C175 & C177 Issue: Final Transport Impact Evidence prepared for Tarneit Development Project Pty Ltd Introduction

1. Introduction

1.1 Background

In October 2012, GTA Consultants (GTA) was engaged by Tarneit Development Project Pty Ltd to undertake a transport impact assessment of a proposed residential subdivision on land located on the southern side of Dohertys Road in Tarneit known as “Morton East (Stage 1)”.

The proposed subdivision is located within a larger parcel of land, including land on the northern side of Dohertys Road, which forms part of the Truganina Precinct Structure Plan (PSP1090) to be introduced under Wyndham Planning Scheme Amendment C175. This Amendment covers land bounded by Boundary Road to the north, Forsyth Road to the east, Leakes Road to the south and Derrimut Road to the west, and incorporates five Section 96A subdivision applications including “Morton East (Stage 1)”.

This PSP forms part of a larger area of Wyndham North, incorporating adjacent PSP’s for Oakbank (1088), Tarneit North (1089) and Riverdale (1091), for which a Development Contributions Plan is to be introduced under Wyndham Planning Scheme Amendment C177.

In July and August 2013, submissions were lodged by Urbis on behalf of the Tarneit Development Project Pty Ltd pertaining to both Amendments C175 and C177, including the associated Section 96A application for “Morton East (Stage 1)”.

1.2 Instructions & Scope of Report

Prior to preparing this evidence, I received a brief from Allens providing instructions to:

 review materials provided to my office  specifically consider:  the Urbis submissions (on behalf of the Applicant) to Amendments C175 and C177 as they relate to transport matters  the outstanding/unresolved issues as set out in the MPA summary document  the issues raised in the Council submissions  prepare an expert report in relation to my area of expertise for Amendment C175 and C177  appear at the hearing of the joint Panel for the Amendments to present my expert evidence.

In this regard and noting that the Urbis submissions are effectively incorporated within the MPA summary of unresolved matters, this expert witness report focuses on: ii the unresolved issues affecting the Applicant as they relate to transport matters iii Council’s submissions affecting the Applicant’s land as they relate to transport matters.

These items are examined in Sections 3 and 4 of this report (with an overview of the amendments presented in Section 2), noting that this report does not include a full examination of the Section 96A subdivision proposal. Notwithstanding, for reference, the transport impact assessment for this proposal, as prepared by others in my office in October 2012, is attached in Appendix B.

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1.3 References

In preparing this evidence, I have reference the following (amongst other documents):  plans for the proposed subdivision prepared by Breese Pit Dixon  Wyndham Planning Scheme  Australian Standard / New Zealand Standard, Parking Facilities (AS2890)  VicRoads Access Management Policies May 2006 Version 1.02 (Guidelines to Transport Impact Assessment Reports For major land use and development proposals)  Truganina Precinct Structure Plan July 2013  Wyndham North Development Contributions Plan June 2013  Developing Transport Infrastructure and Services for Population Growth Areas Victorian Auditor-General’s Report August 2013  Summary Of Unresolved Submissions C177 C176 C175, V1.1  Wyndham Social Infrastructure Planning Framework 2040 (2012 Update)  Strategy for Managing Growth in Wyndham, June 2013  Wyndham North 96A Applications  other documents as referenced.

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2. Overview of Amendments

2.1 Amendment C177

Overview Amendment C177 applies to land covered by four Precinct Structure Plan (PSP) areas, as shown in Figure 2.1, including:

 PSP1088 – Oakbank  PSP1089 – Tarneit North  PSP1090 – Truganina  PSP1091 – Riversdale

The Amendment seeks to apply Development Contributions Plan Overlay Schedule 13 (DCP013) to the land to incorporate the Wyndham North Development Contributions Plan (DCP) into the Wyndham Planning Scheme.

Figure 2.1: Development Contributions Plan (DCP) Area

Source: Wyndham North Development Contributions Plan (June 2013), pg. 4

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Infrastructure Works The DCP incorporates a range of road, intersection and bridge works within the area shown in Figure 2.1 (amongst other areas for PSP1088 and PSP1091 which are not shown in this figure).

These infrastructure works do not cover all those required within the area, however, with works excluded if they are deemed to be “normal to the construction of a development” and hence “not considered to warrant cost sharing arrangements beyond those set out in this DCP”. Any works excluded from the DCP are to be provided by developers.

Specifically, reference to the Wyndham North DCP indicates that the following transport related works are not included:  internal streets and connector streets, creek and drainage crossings and associated traffic management measures (except where nominated in this DCP)  waterway management works and drainage systems  intersections connecting the development to the existing road network, except where specified as development contributions plan projects  local pathways and connections to the regional and/or district pathway network  shared path networks, including required crossings of waterways  bus stops.

It is noted that some of the above works are considered to carry significant costs, as discussed later in this evidence.

For reference, the road and bridge works and intersection upgrades proposed as part of this DCP in PSP1090 (Truganina) and PSP1089 (Tarneit North) are shown in Figures 2.2 and 2.3.

Figure 2.2: Development Contributions Plan (DCP) – Road Upgrade Works & Bridges for PSP89 & PSP90

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Figure 2.3: Development Contributions Plan (DCP) – Intersection Works for PSP89 & PSP90

In addition to the exclusions noted above with respect to developer requirements, the DCP also excludes the construction of road works determined to be State infrastructure items. As outlined in the Wyndham North DCP (page 8), these items include:  Land and works associated with the delivery of the Regional Rail Link, including:  Tarneit Railway Station  bridge crossing at Leakes Road, Davis Road, Tarneit Road, Derrimut Road, Dohertys Road and Boundary Road  shared path bridge crossing of the Werribee River.  Other railway stations, including Truganina, Davis Road and Riverdale Railway Stations.  Bridge crossings as follows:  Ison Road crossing of the Werribee River  Derrimut Road crossing of the Regional Rail Link  Forsyth Road crossing of the Regional Rail Link.  Second and third carriageways of Ison Road and Derrimut Road, as well as third carriageways of Leakes Road and Boundary Road – all of which form part of the assumed ultimate arterial road network hierarchy as outlined in Figure 2.4.  Outer Metropolitan Ring Transport Corridor and associated interchanges.

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Figure 2.4: Wyndham North – Assumed Ultimate Arterial Road Hierarchy

2.2 Amendment C175

2.2.1 Precinct Structure Plan (PSP1090) Overview Amendment C175 introduces the Truganina Precinct Structure Plan (July 2013) to the Wyndham Planning Scheme covering approximately 1073 hectares of land bounded by Boundary Road to the north, Forsyth Road to the east, Leakes Road to the south and Derrimut Road to the west.

As shown in Figure 2.5, the Regional Rail Link traverses the PSP from north-east to south-west, with railway stations currently under construction off Derrimut Road (Tarneit Station) and proposed in the north-east corner off Dohertys Road (Truganina Station). The Rail Link represents the largest public transport project undertaken in Melbourne over the past two decades and will provide a connection to/from Wyndham to metropolitan Melbourne, Geelong and beyond.

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Figure 2.5: Truganina Precinct Structure Plan (PSP1090)

Source: Truganina Precinct Structure Plan (July 2013), pg. 8

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Street Network The proposed network of arterial, connector and key access streets within the Truganina PSP is shown in Figure 2.6, with a selection of proposed cross-sections shown over page in Figure 2.7.

Figure 2.6: Truganina Precinct Structure Plan – Street Network Plan

Source: Truganina Precinct Structure Plan (July 2013), pg. 34

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Figure 2.7: Truganina PSP – Cross-sections Cross-section 3 – Secondary Arterial 4 Lanes (34m) e.g. Morris Road

Cross-section 4 – Secondary Arterial 4 Lanes (45m) e.g. Dohertys Road

Cross-section 5 – Connector Street (25m)

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2.2.2 Section 96A Applications

Amendment C175 incorporates five (5) Section 96A subdivision applications, including the “Morton East (Stage 1)” subdivision, as shown in Figure 2.8.

Figure 2.8: Location of Section 96A Applications within PSP1090

Morton East (Stage 1)

These Section 96A applications contain a total of approximately 3,330 lots, as summarised in Table 2.1, noting that further information regarding the “Morton East (Stage 1)” subdivision is included in the GTA report attached to this evidence as Appendix B.

Table 2.1: Summary of Lots per Section 96A Application in PSP1090 Indicative Dwelling Yield Reference No. Developer (Residential Lots) WYP6211/12 Dacland 359 [1] WYP6210/12 ID Projects 572 [2] WYP6744/13 928 [3] Dennis Family Corporation WYP6216/12 897 [4] WYP6214/12 Hellier McFarland 574 [5] Total 3,330

[1] GTA report titled ‘Morton East – Stage 1, Section 96A Application, Transport Impact Assessment’ (dated 30/10/12) [2] GTA report titled ‘Dohertys Road, Truganina, 96A Application, Truganina PSP Area, Transport Impact Assessment’ (dated 2/5/13) [3] Cardno letter titled ‘690 Derrimut Road, Proposed Residential Subdivision’ (dated 12 April 2013) [4] Cardno report titled ‘690 Derrimut Road, Tarneit, Traffic & Transport Assessment (South)’ (dated 6/12/12) [5] GTA Report titled ‘Dohertys Road, Truganina, 96A Application, Truganina PSP Area, Transport Impact Assessment’ (dated 2/5/13)

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3. Review of Unresolved Submissions of Applicant

3.1 Preamble

The following presents a summary of Dacland’s unresolved submissions to Amendments C177 and C155, including the associated Section 96A application for “Morton East (Stage 1)”.

This summary has been prepared using the MPA’s ‘Summary of Unresolved Submissions’ (Version 1.1 dated 28 October 2013), as well as information provided to my office subsequent to the issue of this document which clarifies the extent to which these submissions have since been resolved.

At the time of preparing this expert witness statement, I understood that most of these submissions had been resolved between MPA and the Applicant.

3.2 Amendment C177

3.2.1 Summary

Table 3.1 presents a summary of Dacland’s submissions for Amendment C177 as they relate to transport matters, including the status of these submissions (i.e. agreed or unresolved) and my views of those matters which remain unresolved at the time of preparing this report.

Table 3.1: Summary of Applicant Submissions for Amendment C177 related to transport matters Ref No. Submission Status GTA Response Submits that insufficient allowance has been made for 11.5 separation between road pavement and shared paths in Resolved n/a functional layout plans Submits that there is no nexus between development in 11.7 Wyndham North and bridges across the Regional Rail Link. Resolved n/a Requests that they are removed from the DCP. Submits that the land take for intersection IN-89-15 cannot be determined in the absence of a properly-specified land budget. Assuming the intersection is on the subject land, it is 11.9 Resolved n/a requested that it be downgraded to a local access street and confirmation is sought on who will be responsible for the 50% of costs not included in the DCP. Submits that there is no strategic rationale for a pedestrian 11.10 crossing (BR-89-04) of the Regional Rail Link on the subject Resolved n/a land. Requests it be removed from the DCP. Seek confirmation that a Public Acquisition Overlay would 11.11 be applied to land required for east-west connector served Resolved n/a by IN-89-12 Notes concern about the proximity of IN-90-09 & BR-90-02. 11.12 Requests that the connector road north of IN-90-09 be Unresolved Refer to Section 3.2.3 below. included in the DCP. Notes concerns about the exclusion of turn lanes from IN-90- 11.13 Resolved n/a 08 & IN-90-09.

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3.2.3 Further Discussion regarding Unresolved Issues

Table 3.1 indicates that the only unresolved Dacland submission for Amendment C177 relates to the proximity of the connector road to the immediate north of Dohertys Road (and intersection “IN-90-09”) to the bridge across Skeleton Creek.. This proximity is shown in Figure 3.1.

Figure 3.1: Proximity of Intersection “IN-90-09” to Dohertys Road bridge across Skeleton Creek

I understand that Dacland’s principal concern relating to this proximity is the substantial cost that will be incurred in constructing the connector road to the immediate north of this intersection as it will need to cross through the wetlands proposed at this location adjacent to Skeleton Creek.

With respect to this submission, I note that whilst it is common for culverts on connectors roads in residential subdivisions to be excluded from DCPs (as clarified in Section 2.1), I consider that some flexibility in the funding of this connector road is warranted in this instance given the particular site constraints and that the connector road provides vehicular connectivity to precincts beyond the “Morton East” subdivision. Without this inclusion, I would hold concern that the construction costs of this connector road in the wetlands area may become so prohibitive that it impacts upon the development of this road and/or the subdivisions to the north.

In this regard, I consider it reasonable that the length of the connector road to the immediate north of intersection IN-90-09 that runs through the wetlands be included in the DCP.

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3.3 Amendment C175

3.3.1 Summary

Table 3.2 presents a summary of Dacland’s submissions for Amendment C175 as they relate to transport matters, including the status of these submissions (i.e. agreed or unresolved) and my views of those matters which remain unresolved at the time of preparing this report.

Table 3.2: Summary of Applicant Submissions for Amendment C175 related to transport matters Ref No. Sect. Submission Status GTA Response Plan 6 – Clarity is sought on the responsibility for 18 3.5 pedestrian signals. Dacland believe they should Resolved n/a be a DCP item. R49 – Dacland support any further refinement of 19 3.5 cross-sections to ensure they are as efficient as Resolved n/a they can be. R58 – Plan 2 does not detail connector road 21 3.5 Resolved n/a bridges Table 7 – Timing for Dohertys Road intersection, 37 3.7 Unresolved Refer to Section 3.3.2 below. bridge and upgrade projects should be consistent

Note: Dacland submission #20 (relating to R56) relates to public open space and waterway interface issues and thus is not examined within this evidence.

3.3.2 Further Discussion regarding Unresolved Issues

Table 3.2 indicates that the only unresolved Dacland submission for Amendment C175 relates to the timing of the following infrastructure works to meet the needs of the proposed development within the precinct:  Interim upgrade of Dohertys Road RD-90-04  Dohertys Road/North-South Connector Road (Western) IN-90-09  Dohertys Road bridge crossing over Skeleton Creek: BR-90-02

Following discussions with Dacland, I understand that MPA has agreed to make the timing of these works consistent; being “medium” for completion in 5-10 years.

From an existing traffic capacity perspective, I note that the proposed timing is generally aligned with analysis undertaken by GTA (refer to Section 6.4 of the report at Appendix B) which indicates that the intersection could be expected to satisfactorily accommodate the traffic generation of the “Morton East (Stage 1)” subdivision for up to 10 years without traffic signals, subject to the provision of a channelized right-turn lane into the connector road from the west.

It is noted, however, that this analysis excludes any additional traffic that could be expected to use this connector road following the development of the land to the south (on indeed north) of the “Morton East (Stage 1)” subdivision which would elevate the need for the DCP funded works outlined above.

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4. Review of Council’s Position

4.1 Preamble

Council’s principal position with respect to Amendments C177 and C175, as outlined in the MPA ‘Summary of Unresolved Submissions’, is as follows:  “Requests the addition of an ‘infrastructure and land release’ strategy” (Amend. C177)  “Requests the adoption of a development sequencing strategy that limits the release of residential land to areas with a high-level of connectedness and accessibility to services and availability of transport capacity” (Amend. C175).

With respect to the Section 96A applications within PSP1090, Council’s position, as outlined in their summary document titled ‘Wyndham North 96A Applications’, is as follows:

 WYP6211/12 (Dacland): Not supported  WYP6210/12 (ID Land): Not supported  WYP6744/13 (DFC - North): Opposed, pending resolution of the timing of the construction of the Morris Road overpass  WYP6216/12 (DFC – South): Supported  WYP6214/12 (Hellier McFarland): Supported

This summary document provides further explanation of Council’s position on the applications it does not support and clarifies their view that the Dacland and ID Land subdivisions, in particular, are not consistent with parts of the State Planning Policy Framework particularly on matters such as the sequencing of development. Further, the Council asserts that aspects of the applications do not accord with the PSP.

In forming its position, Council states that it draws upon a document titled ‘Strategy for Managing Growth in Wyndham’ (June 2013), and particularly Chapter 6 of this document which relates to the sequencing of future development.

This position is examined in the following sections.

4.2 State Policy

In preparing this evidence, I have reviewed those parts of the State Planning Policy Framework (particularly Clauses 11, 18 and 19) that deal with the settlement of land, transport and provision of infrastructure (including transport infrastructure).

In reviewing these clauses, I acknowledge that I am not a town planner and do not profess the same level of expertise with regards to interpreting and understanding the SPPF as someone of that profession. In this regard, I am instructed that Mr Michael Barlow of Urbis will be presenting evidence on behalf of Dacland with respect to the issues of sequencing of development and would defer to his expertise in such matters.

Notwithstanding this, I note I have reviewed what I would regard to be the most relevant section of the SPPF (particularly the clauses outlined above) and note the objective of Clause 11.02-2 (Planning for growth areas) as follows: “To locate urban growth close to transport corridors and services and provide efficient and effective infrastructure to create benefits for sustainability while protecting primary production, major sources of raw materials and valued environmental areas.”

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I also note the accompanying strategies with this objective which include: “Concentrate urban expansion into growth areas that are served by high-capacity public transport.” “Implement the strategic directions within the Growth Area Framework Plans (Department of Sustainability and Environment 2006).” “Deliver timely and adequate provision of public transport and local and regional infrastructure, in line with a preferred sequence of land release.”

I consider that the “Morton East (Stage 1)” subdivision responds well to this objective and above strategies, noting in particular that it will facilitate residential development in close proximity to Tarneit Railway Station which will run high-capacity train services to/from the Melbourne CBD and Geelong via the Regional Rail Link.

With respect to the Regional Rail Link (which is discussed further in Section 4.5.3), I consider that the major infrastructure investment by the State into this project represents a strong indication that the concentration of land in this area is consistent with the preferred sequencing of land, at least as far as State planning policy is concerned.

4.3 VAGO Reports

4.3.1 Developing Transport Infrastructure for Population Growth Areas

In August 2013, the Victorian Auditor-General released a report titled ‘Developing Transport Infrastructure for Population Growth Areas’ (2013-14:2).

The report examines the historic challenges of delivering necessary transport infrastructure in growth areas and particularly the issues associated with the funding of this infrastructure. The report recommendations included: 1. That the Growth Areas Authority, in consultation with state transport agencies, finalise development of effective arrangements for transparently acquitting the Precinct Structure Plan guidelines and related transport requirements. 2. That Public Transport Victoria develops minimum service standards to guide planning for the frequency and directness of public transport services. 3. That the Department of Transport, Planning and Local Infrastructure, in conjunction with Public Transport Victoria, VicRoads and the Growth Areas Authority, develop and implement:  a statewide framework for prioritising the delivery of transport infrastructure that reconciles broad statewide priorities against the needs of growth areas  an implementation and funding strategy incorporating alternate financing options and innovative solutions to systematically address the transport backlog and meet the future needs of growth areas  an associated monitoring and evaluation framework to assess whether the progressive delivery of transport infrastructure and services in growth areas is being achieved and has been effective.

It is noted that the report does not advocate that residential development in the growth areas be sequenced in a manner so that the transport infrastructure can catch up to that development or, for that matter, that developers of such land should be responsible the greater apportionment of that infrastructure. With respect to the latter, the report notes:

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“The type of infrastructure required in growth areas is aligned to the staged development of an area. It comprises:  facilitative infrastructure – required to enable development to proceed in greenfields, including water supply, sewer mains and the basic road network that provides access to arterial roads  development-linked infrastructure – closely related to the rate of development to serve the basic needs of the new community, including local community infrastructure, schools, and land for local open space and sporting fields  enhanced population-linked infrastructure – required as the population builds up and demand grows for a range of enhanced urban and social services, including arterial road upgrades, major public transport infrastructure and some types of major community health and education facilities. Elements of facilitative and development-linked infrastructure are typically funded by developers through development contributions, by councils, or by utility service companies through their customer base.”

I consider that this section of the report highlights that it is not the responsibility of developers to fund major arterial road upgrades and/or major public transport infrastructure (even though such infrastructure investment is occurring in the area – refer to Section 4.7 of this report), with such upgrades/infrastructure provided as “population builds up and demand grows”.

4.3.2 Managing Traffic Congestion

In April 2013, the Victorian Auditor General released a report titled ‘Managing Traffic Congestion’.

The report highlights the primary trip generators in peak periods as those associated with employment and education. Most importantly, the report notes that in recent times: “….congestion management strategies remain heavily weighted towards the supply side with little attention to demand management. Continuing this approach poses a significant risk for achieving any congestion reduction benefits attached to the MPS’ preferred vision for Melbourne’s future growth.”

The report goes on to note: “The state’s increasingly constrained finances, coupled with significant population growth projected for Melbourne, indicates that an approach that ignores demand management is unsustainable. This warrants greater attention by transport agencies to address the demand-side factors contributing to congestion. Such strategies have been successful in alleviating congestion in other jurisdictions.”

The report provides specific comment on six demand management techniques including: i road pricing ii parking policies and pricing iii travel planning iv road space management v publicity and public education campaigns vi ridesharing and car pooling.

It is noted that of these management techniques, none advocate for reducing land use density or sequencing development to mitigate traffic impacts.

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Finally, the report makes a number of recommendations directed at the Department of Transport (as they were known at the time), Public Transport Victoria and VicRoads insofar as developing a balanced approach to delivering network upgrades.

4.4 Existing Road Network Capacity

In May 2013, an assessment of the existing road network capacity to cater for additional traffic generated by 96A applications within PSP1090 was undertaken by my office. The assessment, which is attached to this evidence as Appendix C, was undertaken for Dacland and ID Land (which I understand was subsequently provided to GAA) to provide a holistic / high- level review of the quantum of residential development that could potentially be completed in the area prior to the delivery of the road infrastructure envisaged by the PSP. The assessment focuses on three particular constraints in the road network (as opposed to all possible constraints throughout the area); namely: i intersection capacity of Derrimut Road / Dohertys Road ii midblock capacity along Derrimut Road iii midblock capacity along Dohertys Road. It is emphasised that the methodology used in the assessment was consistent with the assessment undertaken by GTA in Wyndham West (for GAA and subsequently Council) for PSP40 and PSP92, with the important exception being that the Wyndham West assessment did not assess a “base case” (or “do nothing scenario”) as it was recognised that limited capacity existed in that area. This contrasts to the road network in Wyndham North which, according to Council’s Section 96A summary document, is “not yet at capacity, though parts are already closes, especially in areas east of the growth front” and “can be rolled out in smaller, more manageable increments”. This is consistent with my own observations of the area, including my most recent site inspection during the road network AM peak period on 18 November 2013. The key findings of the Wyndham North assessment were:  “Up to 350 dwellings can be accommodated within the study area before the existing intersection configuration at Derrimut Road and Dohertys Road requires upgrading to a roundabout.  VicRoads propose to install a roundabout at Derrimut Road / Dohertys Road by the end of 2014, which will add significant capacity at this intersection.  The midblock capacity of Derrimut Road south of Dohertys Road is the key constraint in the road network within the Wyndham North area.  The proposed Palmers Road upgrade and Regional Rail Link project have a minimal impact of the overall movement of vehicular traffic at the key locations.  The road network, based on its current midblock capacity, following the installation of the proposed roundabout can support up to 1,100 dwellings in the area”. This assessment indicates that the traffic generated by approximately one-third of the dwellings proposed in the five (5) Section 96A applications within PSP1090 could be accommodated by the existing road network following its modification to include the VicRoads proposed roundabout at the Derrimut Road / Dohertys Road intersection.

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This assessment also highlights that the “heavily constrained” traffic capacity issue that exists in Wyndham West (which the Council has suggested warrants a “cap and release” approach1 in that area) does not exist in Wyndham North to an extent that would require its adoption in this area.

With respect to the above assessment, it should also be noted that traffic generation of 1,100 dwellings would not occur on the day of subdivision of the lots, or their construction or sale, but rather upon the occupation of dwellings on the lots which would likely occur 2+ years after permit issue (at the earliest). This timeframe confirms that the true measure of traffic generation of a lot in fact lies in the date of its occupation rather than approval or subdivision.

4.5 Council’s Strategy for Managing Growth in Wyndham

4.5.1 Preamble

For completeness, I have undertaken a review of Council’s aforementioned strategy as it relates to its assessment of “out-of-sequence” developments (which forms part of Council’s reasoning in not supporting the Dacland and ID Project subdivisions).

This review has been undertaken despite my understanding that this strategy, while endorsed by Council, is not an incorporated or referenced document within the Wyndham Planning Scheme, and despite my view that such development sequencing is less critical in Wyndham North given its greater existing traffic capacity.

4.5.2 Council’s Assessment of Out-of-Sequence Developments

The Council strategy (page 34) proposes the following principles or criteria with respect to the assessment of a development: “If a proposed development cannot meet the great majority or all of the following criteria then it is regarded as out of sequence and will not be supported by Council: 1. Residential growth is contiguous with existing residential areas unless it is based around a major transport corridor or node. 2. A primary school with available capacity already exists within an adjacent neighbourhood and is within walking distance - nominally 1.5km. 3. A community centre (kindergarten and maternal and child health) with available capacity already exists within an adjacent neighbourhood and is within walking distance 4. An activity centre exists within an adjacent neighbourhood and is within walking distance 5. Active open-space facilities (sports playing reserves and pavilions) exists within an adjacent neighbourhood and are within walking distance 6. Bus services exist within or immediately adjacent to the proposed development or are within easy walking distance 7. The road network has good connectivity to duplicated arterial roads or the freeway”.

In assessing the “Morton East (Stage 1)” subdivision against these principles, Council deemed that the subdivision was not contiguous with other nearby development, would rate “very low” on the above principles, and is too remote from essential community infrastructure and services.

1 I also do not support the “cap and release” strategy as a matter of principle, noting that I agree with the discussion presented in Section 4.3 of this evidence (relating to the VAGO reports) which indicates that major transport network works should not need to be constructed prior to development.

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While I agree that these principles are relevant considerations in planning for the development of growth areas, I do not agree with the way they have been applied by Council to a consideration of the “Morton East (Stage 1)” subdivision.

In particular, I do not agree that the subdivision is remote from transport services, noting my view that the site is very well located having regard to existing and future transport assets. These assets are discussed further in Section 4.5.3 below.

4.5.3 Discussion of Council Assessment relating to Transport Matters Rail Infrastructure The first of the seven principles/criteria contained within Council’s Strategy seek residential growth to be contiguous with existing (developed) residential areas “unless it is based around a major transport corridor or node”.

In this instance, and as shown in Figure 4.1, it is important to note that the Regional Rail Link runs through PSP1090, with the “Morton East (Stage 1)” subdivision located approximately 1.2km from Tarneit Railway Station (which is currently being constructed) and approximately 2.0km from the Truganina Railway Station (which is nominated as a future station).

The Regional Rail Link represents the largest public transport project undertaken in Melbourne over the past two decades (at a cost of approximately $4.8b2) and will provide a connection between Wyndham and metropolitan Melbourne, Geelong and beyond. The rail line and Tarneit Railway Station are due to open in 2016 and will run Zone 2 services to Melbourne, as well as services to Geelong.

I consider the proximity of the subdivision to these stations (particularly Tarneit Railway Station) is very good and substantially better than that which is typically experienced across many areas of Melbourne, including (but not limited to) the growth areas. Indeed, as shown in Figure 4.1, this proximity will also be considerably better than that which is experienced by existing residential subdivisions in the suburbs of Hoppers Crossing, Truganina and Tarneit to the south.

Reference to the Truganina PSP (page 5) indicates this transport corridor/node has been a key factor in the development of PSP1090, particularly to the immediate north of the Tarneit Railway Station. Specifically, the following is noted: “The new rail line will be catalyst for the creation of a fully integrated and transit-connected community that contributes to the liveability of greater Melbourne. Located alongside the Tarneit station (due to open in 2016) and halfway between Werribee and Footscray, the Tarneit major town centre will become an important cluster servicing the western industrial node. The centre will also form an employment generator in its own right, combining retail, entertainment, community services, and business opportunities.”

It should also be noted that the Victorian Government released a document titled ‘Regional Rail Link – Benefits for Victorians’ which explained that one of the reasons as to “why this project is needed” was to support growing rapid population growth in Melbourne’s west (including some 93,000 additional persons in Wyndham). In this context, it should be noted that the business case for this major infrastructure project is, at least in part, influenced by population growth in areas such as Truganina.

2 Source: http://www.regionalraillink.vic.gov.au/about/faqs/faq-project

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Figure 4.1: Rail Catchments in vicinity of PSP1090

Bus Infrastructure The Tarneit Railway Station will represent a major transport node for the area (which will service residential areas to both the north and south of the Regional Rail Link alignment) and will include3:  a bus interchange and taxi rank  'kiss and ride' (pick up/drop off) bays  parking spaces for 400 cars, with the ability to build more spaces as demand grows  two dedicated regional tracks with room for additional tracks for future rail network expansion  bicycle storage cages and external hoops.

For reference, a computer generated image of the Tarneit Railway Station is shown in Figure 4.21.

With respect to future bus services around and through PSP1090 (including those connecting to the bus interchange currently being constructed adjacent to Tarneit Railway Station), I also note that Public Transport Victoria (PTV) has advised that it is currently in the process of reviewing and restructuring the Wyndham bus network to incorporate services to the new stations of Tarneit and Wyndham Vale.

In this regard and noting the substantial expense currently being incurred in building a new bus interchange at Tarneit Railway Station (refer to Figure 4.3), it is my expectation that bus services will run along the arterial and major roads abutting PSP1090 in the near future, with a finer service of buses ultimately likely to run along the connector roads within the subdivisions after sufficient patronage demand is generated.

3 Source: http://www.regionalraillink.vic.gov.au/about/overview/stations/tarneit

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Figure 4.2: Computer Generated Image of Tarneit Railway Station

Figure 4.3: Current State of Construction of Bus Interchange at Tarneit Railway Station

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4.6 Summary

Following a review of Council’s assessment of the Section 96A applications within PSP1090 and their submissions more broadly with respect to the need for the sequencing of development in the area, I consider that insufficient regard has been given to the following: i Relevant State planning policy as briefly discussed in Section 4.2. ii The recommendations of the aforementioned VAGO reports which highlight that major road projects and infrastructure outside of subdivisions should be provided after these subdivisions are completed as “population builds up and demand grows”. iii The capacity of the existing road network in the vicinity of the subdivisions, including the preliminary analysis summarised in this report which suggests that the traffic generated by approximately one-third of the lots proposed in the five (5) Section 96A applications can be accommodated by this network (following the installation of the proposed roundabout at Derrimut Road/Dohertys Road). iv The significant infrastructure outlined above associated with the Regional Rail Link and Tarneit Railway Station.

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5. Summary of Opinion

Based on the analysis and discussions presented within this evidence, I conclude the following: i The unresolved transport related submissions of the Applicant pursuant to Amendments C175 and C177 are generally minor and able to be addressed as outlined in Section 3. ii Insufficient regard has been given by Council in their assessment of the “Morton East (Stage 1)” subdivision, and the need for sequencing of development in the area, to the following:  Relevant State planning policy as briefly discussed in Section 4.2.  The recommendations of the relevant VAGO reports which highlight that major road projects and infrastructure outside of subdivisions should be provided after these subdivisions are completed as “population builds up and demand grows”.  The capacity of the existing road network in the vicinity of the subdivisions, including the preliminary analysis summarised in this report which suggests that the traffic generated by approximately one-third of the lots proposed in the five (5) Section 96A applications can be accommodated by this network (following the installation of the proposed roundabout at Derrimut Road/Dohertys Road).  The significant infrastructure outlined above associated with the Regional Rail Link and Tarneit Railway Station.

Declaration I have made all the inquiries that I believe are desirable and appropriate and that no matters of significance that I regard as relevant have, to my knowledge, been withheld from the Panel.

______

Tim De Young

Director

18 November 2013

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Appendix A A Appendix

Tim De Young – Curriculum Vitae

14M1532000 18/11/13 Wyndham Planning Scheme – Amendments C175 & C177 Issue: Final Transport Impact Evidence prepared for Tarneit Development Project Pty Ltd Tim De Young Director

Tim is a transport planner and engineer with over 10 years of experience in Victoria.

He joined GTA in 2002 as a graduate consultant after completing a Bachelor of Engineering and Bachelor of Commerce at the University of Melbourne. Tim has been employed at GTA since this time and has held the position of Director since 2011. In his time at GTA, Tim has worked on some of the largest private sector development projects in Victoria, including recently proposed or completed expansions at Chadstone, Highpoint and Doncaster Shopping Centres. Tim has also worked on a number of large public sector studies in this time, including the Northern Maribyrnong and Brunswick Major Activity Centre Integrated Transport Strategies. Tim regularly presents expert transport planning and engineering evidence at the Victorian Civil and Administrative Tribunal (VCAT) and Panels Victoria, and has recently completed a Master of Business Administration at Monash University.

Office Project Experience Professional Background Melbourne Traffic & Transport Planning 2002 – Present: GTA Consultants Qualifications Commercial Tim has worked on a large variety of projects at GTA across a broad range of specialised Bachelor of Engineering (Hons), Chadstone Shopping Centre areas of expertise, including: University of Melbourne Highpoint Shopping Centre Bachelor of Commerce, -Transport Impact Assessments & Appraisals University of Melbourne Doncaster Shopping Centre -Integrated Transport Planning Master of Business Administration, Tooronga Village Shopping Centre -Car Parking Strategy & Management Monash University Lilydale “Marketplace” Shopping Centre -Transport Masterplanning Memberships and Affiliations Bunnings Warehouses, including Hawthorn, -Local Area Traffic Management Engineers Australia Port Melbourne, Box Hill, Mentone, Mill Park, Sunshine and Highpoint -Road Safety Victorian Planning & Environmental Law

Association (MVPELA) Residential Australian Institute of Traffic Planning & Aerial Residential Development, Camberwell Management (MAITPM) Saltwater Coast Residential Subdivision, Point

Cook

Arena Residential Subdivision, Officer

Other Carey Baptist Grammar School – Kew Campus Penleigh & Essendon Grammar School – Keilor Campus

Integrated Transport Planning Northern Maribyrnong Integrated Transport Strategy Brunswick Major Activity Centre Integrated Transport Strategy

Car Parking Strategy & Management Bangkok Intelligent Parking System Study Brunswick Major Activity Centre Parking Strategy

Appendix B

GTA Transport Impact Assessment Report dated 30 B Appendix October 2012

14M1532000 18/11/13 Wyndham Planning Scheme – Amendments C175 & C177 Issue: Final Transport Impact Evidence prepared for Tarneit Development Project Pty Ltd

Morton East - Stage 1 Section 96A Application Transport Impact Assessment

Truganina PSP Area

30/10/12

12M2045000

Morton East - Stage 1

Section 96A Application Transport Impact Assessment

Truganina PSP Area

Issue: A 30/10/12

Client: Dacland Reference: 12M2045000 GTA Consultants Office: VIC

Quality Record Issue Date Description Prepared By Checked By Approved By Fabian A 30/10/12 Final Goran Mihic NM Guadagnuolo

The information contained in this document is confidential and intended solely for the use of the client for the purpose for which it has been

121011v6.1) prepared and no representation is made or is to be implied as being made

(

to any third party. Use or copying of this document in whole or in part

VIC

– without the written permission of GTA Consultants constitutes an infringement of copyright. The intellectual property contained in this

/RSAMA /RSAMA document remains the property of GTA Consultants.

TIA Table of Contents

Table of Contents

1. Introduction 1 1.1 Background 1 1.2 Purpose of this Report 1 1.3 References 1

2. Existing Conditions 2 2.1 Subject Site 2 2.2 Road Network 3 2.3 Sustainable Transport Infrastructure 6

3. Truganina PSP Area (draft) 7 3.1 Overview 7 3.2 Road Network 8

4. Development Proposal 9 4.1 Land Uses 9 4.2 Section 96a Application 10 4.3 External Intersections 10

5. Integrated Transport Infrastructure 12 5.1 Preamble 12 5.2 Walking 12 5.3 Cycling 12 5.4 Public Transport 13 5.5 Road Network 14 5.6 Speed Control 16 5.7 External Intersections 17

6. Traffic Impact Assessment 18 6.1 Preamble 18 6.2 Traffic Generation 18 6.3 Traffic Distribution 19 6.4 Traffic Impact 22

7. Conclusion 23

Appendices A: Proposed Subdivision Layout B: SIDRA Analysis

12M2045000 30/10/12 Morton East - Stage 1, Section 96A Application, Transport Impact Assessment Issue: A Truganina PSP Area Table of Contents

Figures Figure 2.1: Subject Site and its Environs 2 Figure 2.2: Land Zoning Map 3 Figure 2.3: Derrimut Road (Looking north) 3 Figure 2.4: Derrimut Road (Looking south) 3 Figure 2.5: Doherty’s Road (Looking east) 4 Figure 2.6: Doherty’s Road (Looking west) 4 Figure 2.7: Existing AM Peak Hour Traffic Volumes 4 Figure 2.8: Existing PM Peak Hour Traffic Volumes 4 Figure 3.1: Morton East PSP Area – Future Urban Structure (Draft) 7 Figure 3.2: Derrimut Road (6-Lane Primary Arterial Cross Section) 8 Figure 3.3: Doherty’s Road (4-Lane Secondary Arterial Cross Section) 8 Figure 4.1: Overall – Subdivision Layout 9 Figure 4.2: Subdivision Layout 10 Figure 5.1: Access Street-Level 1 (16m) 15 Figure 5.2: Access Street-Level 2 (20m) 15 Figure 5.3: Connector Street – Residential (25m) 15 Figure 5.4: Proposed Road Hierarchy 16 Figure 5.5: Proposed Speed Mitigating Devices 17 Figure 6.1: AM Peak Hour Traffic Volumes (Site Generated) 20 Figure 6.2: PM Peak hour Traffic Volumes (Site Generated) 20 Figure 6.3: AM Peak Hour Traffic Volumes (Post) – Dohertys Rd / Site Access 20 Figure 6.4: PM Peak hour Traffic Volumes (Post) – Dohertys Rd / Site Access 20 Figure 6.5: AM Peak Hour Traffic Volumes (Post) – Derrimut Rd / Dohertys Rd 21 Figure 6.6: PM Peak Hour Traffic Volumes (Post) – Derrimut Rd / Dohertys Rd 21

Tables Table 2.1: Derrimut Road/ Dohertys Road Intersection – Existing Operating Conditions 5 Table 2.2: Casualty Accident History 6 Table 4.1: Development Summary 10 Table 5.1: Proposed Internal Road Hierarchy 14 Table 6.1: Estimated Development Traffic Generation 19 Table 6.2: Dohertys Road / Site Access Points – Post Development Operating Conditions 21 Table 6.3: Derrimut Road/ Dohertys Road Intersection – Post Development Operating Conditions 22

12M2045000 30/10/12 Morton East - Stage 1, Section 96A Application, Transport Impact Assessment Issue: A Truganina PSP Area Introduction

1. Introduction

1.1 Background

A planning permit is currently being sought for a proposed residential subdivision known as Morton East on land located to the immediate south east of the Derrimut Road/Dohertys Road intersection in Tarneit under a Section 96a Application. The subject site (Section 96a Application) incorporates a total of 297 residential lots.

The Growth Areas Authority (GAA) is currently in the pre-planning stage of preparing a Precinct Structure Plan (PSP) for the broader area (PSP 90 – Truganina) which will form an Amendment in the Wyndham Planning Scheme.

GTA Consultants was commissioned by Dacland Management Australia in October 2012 to undertake an Access and Mobility Assessment of the proposal in line with the requirements of Clause 56 of the Wyndham Planning Scheme.

1.2 Purpose of this Report

This report sets out an assessment of the traffic and transport implications of the proposed development, including consideration of the following:

i existing street network and traffic conditions surrounding the site ii accessibility of the site by public transport and other non-vehicular modes of travel iii road hierarchy within the subdivision iv proposed access arrangements for the subdivision v impact of the development on the surrounding road network.

1.3 References

In preparing this report, a number of references have been made, including the following:

 Wyndham Planning Scheme  PSP Notes “Our Roads: Connecting People”, prepared by Growth Areas Authority (GAA)  Australian Standard / New Zealand Standard, Parking Facilities (AS2890)  plans for the proposed development prepared by Breese Pitt Dixon Pty Ltd and Aecom  various technical data as referenced in this report  an inspection of the site and its surrounds  other documents as nominated.

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2. Existing Conditions

2.1 Subject Site

The subject site is located south east of the Derrimut Road/Dohertys Road intersection in Tarneit. The site of approximately 43.1ha has a frontage to Dohertys Road and is located within an Urban Growth Zone. The site is currently unoccupied and the surrounding properties include a mixture of farming and residential land uses.

The location of the subject site and the surrounding environs is shown in Figure 2.1 and the land zoning is shown in Figure 2.2.

Figure 2.1: Subject Site and its Environs

Morton East Overall Development

Subject Land – Morton East - Stage 1

(Reproduced with Permission from Melway Publishing Pty Ltd)

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Figure 2.2: Land Zoning Map

Morton East Overall Development

Subject Land – Morton East – Stage 1

2.2 Road Network

2.2.1 Adjoining Roads

Derrimut Road Derrimut Road functions as a primary arterial road (VicRoads controlled). It is a two-way road aligned in a north-south direction and is configured with a two lane (one lane in each direction), 6.5 metre wide carriageway set within a 20.0 metre wide road reserve (approximate).

Derrimut Road is shown in Figure 2.3 and Figure 2.4.

Figure 2.3: Derrimut Road (Looking north) Figure 2.4: Derrimut Road (Looking south)

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Dohertys Road Dohertys Road functions as a major local road (Council controlled). It is a two-way road aligned in an east-west direction and is configured with a two lane (one lane in each direction), 7.0 metre wide carriageway set within a 25.0 metre wide road reserve (approximate).

Dohertys Road is shown in Figure 2.5 and Figure 2.6.

Figure 2.5: Dohertys Road (Looking east) Figure 2.6: Dohertys Road (Looking west)

2.2.2 Surrounding Intersections

The key intersection in the vicinity of the site is the Derrimut Road/ Dohertys Road intersection which is currently an unsignalised staggered X-intersection.

2.2.3 Traffic Volumes

GTA Consultants undertook traffic movement counts at the intersection of Derrimut Road and Dohertys Road on Thursday 25 October 2012 during the following peak periods:

 7:00am - 9:00am  4:00pm - 6:00pm.

The AM and PM peak hour traffic volumes are shown in Figure 2.7 and Figure 2.8, respectively.

Figure 2.7: Existing AM Peak Hour Traffic Figure 2.8: Existing PM Peak Hour Traffic

Volumes Volumes

DERRIMUT ROAD DERRIMUT ROAD

504 122 408 16 $ 9 $ 9

# ; < 12 # ; < 124

386 429 108 516 112 432 DOHERTYS ROAD DOHERTYS > ROAD DOHERTYS >

DERRIMUT ROAD DERRIMUT ROAD

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2.2.4 Intersection Operation

The operation of the intersection of Derrimut Road and Dohertys Road has been assessed using SIDRA INTERSECTION1, a computer based modelling package which calculates intersection performance.

The commonly used measure of intersection performance is referred to as the Degree of Saturation (DOS). The DOS represents the flow-to-capacity ratio for the most critical movement on each leg of the intersection. For unsignalised intersections, a DOS of around 0.90 has been typically considered the practical limit, beyond which queues and delays increase disproportionately2.

Table 2.1 presents a summary of the existing operation of the intersection, with full results presented in Appendix B of this report.

Table 2.1: Derrimut Road/ Dohertys Road Intersection – Existing Operating Conditions

Peak Average 95th Percentile Approach Movement DOS Delay (sec) Queue (m) Through #0.69 3.0 51 Derrimut Rd (South) Right #0.69 18.0 51 Left 0.18 10.7 3 AM Peak Dohertys Rd (East) Right 0.06 24.4 1 Left 0.33 8.3 - Derrimut Rd (North) Through 0.33 - - Through 0.33 2.5 22 Derrimut Rd (South) Right 0.33 11.7 22 Left #0.65 12.9 24 PM Peak Dohertys Rd (East) Right 0.36 20.3 10 Left 0.22 8.3 - Derrimut Rd (North) Through 0.22 - -

DOS – Degree of saturation, # - Intersection DOS On the basis of the above assessment, it is clear that the intersection of Derrimut Road and Dohertys Road currently operates well with the intersection operating at approximately 65-70% of its theoretical capacity during the AM and PM peak hours. The average delays and queues described above are reflective of the observed operation of the intersection.

2.2.5 Accident Statistics

A review of the reported casualty accident history for the roads and intersections adjoining the subject site has been sourced from VicRoads CrashStats accident database. This database records all accidents causing injury that have occurred in Victoria since 1987 (as recorded by Victorian Police) and categorises these accidents as follows:

1 Program used under license from Akcelik & Associates Pty Ltd. 2 SIDRA INTERSECTION adopts the following criteria for Level of Service assessment: Intersection Degree of Saturation (X)

Unsignalised A Excellent <=0.60 B Very Good 0.60-0.70 C Good 0.70-0.80 D Acceptable 0.80-0.90 E Poor 0.90-1.00 F Very Poor >=1.0

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 Fatal injury: at least one person was killed in the accident or died within 30 days as a result of the accident.  Serious injury: at least one person was sent to hospital as a result of the accident.  Other injury: at least one person required medical treatment as a result of the accident.

A summary of the accidents in the vicinity of the site for the last available five year period (1 January 2007 to 31 December 2011) is presented in Table 2.2.

Table 2.2: Casualty Accident History Accident No. Location Fatality Serious Injury Other Injury Roads Fronting Site On Dohertys Road between Derrimut Road 2 1 and Woods Road Nearby Intersections Derrimut Road/Dohertys 3 5 Road

Source: VicRoads Table 2.2 indicates that a total of 11 accidents were recorded in the vicinity of the site during the last available five year data period. Of these, five ‘serious injury’ and six ‘other injury’ accidents were recorded.

A review of the crash data indicates that three left off the carriageway into object/parked vehicle accidents were recorded during this period.

2.3 Sustainable Transport Infrastructure

There are currently no public transport services operating within the immediate vicinity of the subject site.

No pedestrian or bicycle infrastructure (i.e. paths) are currently provided on either Derrimut Road or Dohertys Road.

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3. Truganina PSP Area (draft)

3.1 Overview

The site is located within the future Truganina PSP Area. The Future Urban Structure (Draft) of the Wyndham North PSP Area is shown in Figure 3.1.

Figure 3.1: Morton East PSP Area – Future Urban Structure (Draft)

Morton East Overall Development

Subject Land – Morton East – Stage 1

Figure 3.1 indicates that the site is earmarked for residential land uses. It is noted that Skeleton Creek runs north south and forms the eastern boundary of the site, while Dry Creek is located on the western portion of the site.

A local neighbourhood activity centre (mixed use land uses) is proposed to the south of the site with a number of primary and secondary schools also earmarked for the area.

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3.2 Road Network

The Future Urban Structure (draft) indicates the anticipated road network requirements for the site which include the provision of a north south connector road through the site linking the land parcels to the north and the major activity centre to the south. It is also noted that Derrimut Road and Dohertys Road in the vicinity of the site are both proposed to be upgraded to six and four lane roads in the future, respectively.

Both roads will function as arterial roads with Derrimut Road to be under the control of VicRoads and Dohertys Road controlled by Council. The future anticipated cross-sections of Derrimut Road and Dohertys Road are illustrated in Figure 3.2 and Figure 3.3 respectively.

Figure 3.2: Derrimut Road (6-Lane Primary Arterial Cross Section)

(source: GAA ‘Our Roads: Connecting People’ PSP Notes)

Figure 3.3: Dohertys Road (4-Lane Secondary Arterial Cross Section)

(source: GAA ‘Our Roads: Connecting People’ PSP Notes)

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4. Development Proposal

4.1 Land Uses

The overall development is proposed to incorporate residential lots (including traditional and medium density lots) and supporting retail/commercial land uses. An indicate subdivision layout is illustrated below in Figure 4.1 which also indicates the anticipated future road network thought the site.

Figure 4.1: Overall – Subdivision Layout

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4.2 Section 96a Application

The Section 96a Application incorporates a residential subdivision of 297 traditional lots along with 1.24ha of integrated housing. A 2.1ha mixed use site is also proposed. The subdivision layout is illustrated in Figure 4.2 and presented in full in Appendix A while Table 4.1 provides a summary of the development proposal.

Table 4.1: Development Summary Type Size Number of Lots 200sqm-299sqm 25 300sqm-399sqm 68 Traditional Lots 400sqm-499sqm 131 500sqm-599sqm 51 >600sqm 22 Integrated Housing 1.24ha 62[1] Mixed Use Site 0.21ha 1 TOTAL 360

[1] Assuming a lot density of approximately 200sqm.

Figure 4.2: Subdivision Layout

4.3 External Intersections

As indicated in Figure 4.1, vehicle access to the subject site is initially proposed to occur solely via the two north-south connector roads from Dohertys Road at the northern end of the site. These intersections will initially be provided as unsignalised intersections however it is anticipated that these intersections will ultimately be signalised. In the interim, these intersections will form T-intersections, with priority afforded to Dohertys Road. Type C channelized right turn treatments will be provided along Dohertys Road.

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As part of the broader PSP development, future signalisation is also proposed at the intersection of Derrimut Road and Dohertys Road. A number of secondary left-in, left-out access are also earmarked to be provided along both Derrimut Road and Dohertys Road in the ultimate scenario.

It is noted that provision has also been made for future connection of the connector road network to the major activity centre and also associated development to the south.

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5. Integrated Transport Infrastructure

5.1 Preamble The Truganina PSP will outline infrastructure requirements necessary to facilitate development of the area. These requirements include the provision of walking and cycling infrastructure, public transport infrastructure, and the road network. These requirements will provide future development with coherent guidelines which must be met to facilitate development within the precinct.

In this regard, reference is made to the PSP Notes “Our Roads: Connecting People” prepared by the GAA. This document indicates that the objective of the road network is: “to provide guidance for developing road cross sections for PSPs that consider competing transport and community ideals and to provide balanced outcomes and promote more sustainable travel modes”. On the basis of the above, the following sections have been prepared to summarise the walking and cycling, public transport and road network provisions associated with the proposed development and demonstrate their compliance with the typical GAA guidelines.

5.2 Walking

Future PSP Requirements The PSP Note indicates that the following outcomes for pedestrians should be achieved through the road network design:  “Continuous footpaths on both sides of all streets and roads;  Regular crossing points, shade and rest points;  Provision for users of all abilities;  Pedestrian priority in areas of high foot traffic, (eg town centres - also known as activity centres and schools); and  An attractive appearance to improve amenity and encourage walking.”

It is noted that there are no specific pedestrian requirements currently identified within the draft Future Urban Structure. Compliance with Future PSP Requirements Pedestrian footpaths will be provided on both sides of roads within the proposed subdivision, except roads with reserve frontages. Each of the roads within the subdivision will be designed in accordance with the requirements of the PSP Notes to include pedestrian and cyclist priority.

5.3 Cycling

Future PSP Requirements The PSP Note indicates that the following outcomes for cyclists should be achieved through the road network design:  “Bicycle priority treatments over motorised traffic where appropriate;  On-road bicycle lanes on all connector streets and arterial roads to facilitate travel by cyclists;

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 Appropriate separation from motor vehicles on high demand cycle routes;  On declared arterial roads, VicRoads may have additional requirements;  Where provided, shared landscape trails on local and connector streets will complement the off road network of shared paths;  Off road shared paths may also be needed on arterial roads; and  Safe road crossing facilities.”

It is noted that there are no specific cyclist requirements currently identified within the draft Future Urban Structure. Compliance with Future PSP Requirements Each of the roads within the subdivision will be designed in accordance with the requirements of an ‘Access Street level 1’ which will have pedestrian and cyclist priority. In addition, the eastern north- south connector road through the subdivision will be provided with on-road cycle paths that will link the subdivision with land uses to the north and the major activity centre to the south.

It is anticipated that on road bike lanes and shared paths will be provided within the duplicated cross- sections of Derrimut Road and Dohertys Road.

5.4 Public Transport

Future PSP Requirements The PSP Note indicates that the following outcomes for public transport should be achieved through the road network design:  “Bus routes planned for relevant connectors and arterial roads;  Roads to cater for bus routes shall be designed to accord with the Department of Transport’s Public Transport Guidelines for Land Use and Development;  Bus priority treatments where appropriate;  Roadside infrastructure to provide safe and accessible DDA compliant bus stops; and  Safe crossing points to bus stops where appropriate.”

It is noted that there are no specific public transport requirements currently identified within the draft Future Urban Structure. Compliance with Future PSP Requirements There are two connector roads proposed to run through the site connecting the site to the major activity centre to south and other future residential areas to the north. It is therefore anticipated that bus services may operate on these lines through the site. Furthermore, reference to the West Growth Corridor plan indicates that Dohertys Road is earmarked to form part of the Principal Public Transport Network.

Given the above, it is envisaged that in the future there will be a high frequency of bus services through and past the site. The road network provided indicates that the PTV recommendation that dwellings be located within 400m of a bus route can be achieved assuming that buses operate along both connector roads.

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5.5 Road Network

Future PSP Requirements The PSP Note indicates that the following outcomes for private motor vehicle users should be achieved through the road network design:  “High mobility for through traffic with adequate capacity and speeds on arterial roads; and  High accessibility for local traffic with a fine grained local road network, frequent intersections and good property access”

In addition to the above road network features, the PSP notes recommend that the length of local access streets “should be limited to approximately 240m”. The PSP notes also provide guidance on recommended cross-sections for each of the various road types. Proposed Road Hierarchy The proposed future internal road hierarchy is illustrated in Figure 5.4. The future road hierarchy is anticipated to comprise a mix of access streets and connector streets. Compliance with Future PSP Requirements Table 5.1 provides a summary of the proposed internal road hierarchy. The proposed cross-sections are consistent with the standard GAA cross-sections.

Table 5.1: Proposed Internal Road Hierarchy Proposed Carriageway Parking Pedestrian and Anticipated Street Type Road Width Provision Cyclist Provisions Daily Volume Reservation Access Lane 8m 8m None None Up to 300vpd Access Street – Pedestrian paths on Level 1 (one way 5.5m 8m None development side Up to 2,000vpd & reserve (one-way) only frontage) Kerbside parking Access Street – on both sides Pedestrian paths on Level 1 (reserve 12m 7.3m included in road development side Up to 2,000vpd frontage) carriageway only width Kerbside parking on both sides Pedestrian paths Access Street 16m 7.3m included in road provided on both Up to 2,000vpd – Level 1 carriageway sides of carriageway width 1.5m pedestrian paths Access Street Parallel on-street 2,000vpd- 20m 6.0m provided on both – Level 2 parking (2.3m) 3,000vpd sides of carriageway 2.3m wide 1.7m bike lane and Connector Street parking – with 1.5m pedestrian path 3,000vpd- 25m 15.0m – Residential outstand at provided on both 7,000vpd intersections sides of carriageway

A review of the anticipated daily traffic volumes on the internal road network indicates that the anticipated daily traffic volumes within the subdivision are within the theoretical capacities presented above.

Indicative cross-sections for an ‘Access Street-Level 1’, an ‘Access Street-Level 2’ and the Connector Street is shown in Figure 5.1, Figure 5.2 and Figure 5.3 respectively.

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Figure 5.1: Access Street-Level 1 (16m)

Figure 5.2: Access Street-Level 2 (20m)

Figure 5.3: Connector Street – Residential (25m)

Figure 5.4 has been prepared to summarise the proposed road hierarchy within the subject site.

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Figure 5.4: Proposed Road Hierarchy

Legend Access Lane Access Street Level 1 (reserve frontage) Access Street Level 1 (one-way)

Access Street Level 1 Access Street Level 1 Connector Road 5.6 SpeedAccess Street Control Level 2

A review of the proposed development plan has been undertaken with regard to speed attenuation and control devices.

The current Clause 56 of the Planning Scheme is silent on speed control measures and the spacing between control points; however, guidance has been sought from the previous version of the Planning Scheme. This document suggests that speed mitigating controls or devices should generally be located at approximately 140m spacing for an ‘Access Street’. As such, Figure 5.5 has been prepared to illustrate the location of the proposed speed attenuation measures.

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Figure 5.5: Proposed Speed Mitigating Devices

Legend Proposed Roundabout

External Access Point (Intersection)

RecomendedSpeed Attenuation Device

5.7 External Intersections

As discussed in Section 4, two external intersections are proposed to provide access from the site to Dohertys Road. The proposed intersections to Dohertys Road are located 440m and 880m east of the nearby Derrimut Road/Dohertys Road intersection. It is understood that as part of the broader PSP, these intersections will ultimately be signalised.

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6. Traffic Impact Assessment

6.1 Preamble

The subject site will initially adopt “interim” access arrangements which will be required to accommodate the traffic volume requirements of the subject site (Section 96a Application). These access arrangements will then be upgraded to accord with the overall ‘ultimate’ road network requirements outlined within the PSP, as future development of surrounding sites is completed.

The ultimate access arrangements are consistent with those included in the draft PSP, and will be assessed in detail as part of the PSP process. As such, no further analysis of the ultimate intersection operation has been conducted as part of this assessment.

6.2 Traffic Generation

The Victorian Integrated Survey of Travel Activity (VISTA) is a survey of personal travel for residents in each of the Melbourne municipalities and major regional centres in Victoria. Travel data collated provides data regarding the number of trips each household generated, including vehicle (passenger and driver), public transport, walking and cycling trips. Reference to the VISTA07 dataset indicates an average range of 2.5 to 7.2 car trips per household within Metropolitan Melbourne. Specifically the most recent data for Wyndham (2009) indicates a car generation rate of 6.0 movements per household. It is noted that this data does not distinguish between various housing types, i.e. detached, medium density or apartment types or indeed location (municipality wide).

In order to present a conservative assessment and having consideration for the initial ‘isolation’ of the site an initial traffic generation rate of 8 movements per day per lot has been assumed. In this regard it is anticipated that the traffic generation rate will reduce as the surrounding non-residential land uses are developed, at which point walking, cycling and public transport trips will become more attractive.

6.2.1 Integrated Housing

Having regard to the development plan, it is noted that 1.24ha has been set aside for integrated housing. For the purposes of this traffic assessment, a lot density of 200sqm has been assumed. On this basis, a total of 62 townhouses could potentially be developed in this area. Taking the traffic generation data above, a traffic generation rate of 6 movements per day per estimated lot has been assumed for the integrated housing sites.

6.2.2 Overall

Based on the above, Table 6.1 sets out traffic generation estimates for both peak hour and daily periods for the proposed development.

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Table 6.1: Estimated Development Traffic Generation

No. of Design Generation Rates Traffic Generation Estimates Dwelling Type Dwellings Peak Hour [1] Daily Peak Hour Daily 0.6 vehicle 6 vehicle 37 vehicle 372 vehicle Integrated 62 movements / movements / movements / movements / housing dwelling dwelling hour day 0.8 vehicle 8 vehicle 238 vehicle 2,376 vehicle Standard Lots 297 movements / movements / movements / movements / dwelling dwelling hour day TOTAL 359 275 vph 2,748 vpd

[1] Adopting a peak to daily ratio of 10%. Table 6.1 indicates the proposed development could be expected to generate approximately 2,750 vehicle movements per day and 275 vehicle movements during each respective peak hour on a typical weekday.

6.3 Traffic Distribution

The directional distribution and assignment of traffic generated by the proposed development will be influenced by a number of factors, including the:

i configuration of the arterial road network in the immediate vicinity of the site ii existing operation of intersections providing access between the local and arterial road network iii distribution of households in the vicinity of the site iv surrounding employment centres, retail centres and schools in relation to the site v configuration of access points to the site.

Having consideration to the above, for the purposes of estimating vehicle movements, the following directional distributions have been assumed:

 Dohertys Road (East) 30%  Dohertys Road (West) 70%

In addition, the directional split of traffic (i.e. the ratio between the inbound and outbound traffic movements) have been assumed to be 80% out to 20% in during the AM peak hour, and 40% out to 60% in during the PM peak hour.

Based on the above, Figures 6.1 and 6.2 have been prepared to show the estimated marginal increase in turning movements in the vicinity of the subject property following full site development. It is noted that the figures represent either of the sites two connections to Dohertys Road to which the traffic is anticipated to be evenly distributed.

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Figure 6.1: AM Peak Hour Traffic Volumes Figure 6.2: PM Peak hour Traffic Volumes

(Site Generated) (Site Generated)

19 ? DOHERTYS ROAD 57 ? DOHERTYS ROAD : ; : ; 77 33 > 9 39 14 > 25

SITE ACCESS SITE ACCESS

6.4 Intersection Operation

6.4.1 Access Points

To assess the interim impact of this development on the external road network, the external connections of the subdivision with Dohertys Road have been assessed using SIDRA INTERSECTION3, a computer based modelling package which calculates intersection performance.

As discussed, it is anticipated that a channelized right turn treatments will be required along Dohertys Road at these intersections to facilitate access in the interim period.

Utilising the existing traffic volumes presented in Section 2.2.3 of this report (growthed appropriately) and adding them to the site generated volumes presented in Figure 6.1 and Figure 6.2, we can obtain the “Design” or Post-Development traffic volumes. These volumes are outlined in Figure 6.3 and Figure 6.4. It is noted that the through volumes along Dohertys Road have been growthed by a factor of 82% in order to provide a ten year assessment of these intersections. This growth factor has been obtained from the VITM modelling produced for the area.

Figure 6.3: AM Peak Hour Traffic Volumes Figure 6.4: PM Peak hour Traffic Volumes

(Post) – Dohertys Rd / Site Access (Post) – Dohertys Rd / Site Access

1003 " 233 " 19 ? DOHERTYS ROAD 57 ? DOHERTYS ROAD : ; ! 218 : ; ! 1012 77 33 > 9 39 14 > 25

SITE ACCESS SITE ACCESS

The results of this analysis are set out in Table 6.2, and indicate the proposed interim unsignalised access points can be expected to operate under excellent operating conditions. Full results are available in Appendix B

3 Program used under license from Akcelik & Associates Pty Ltd.

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Table 6.2: Dohertys Road / Site Access Points – Post Development Operating Conditions

Peak Average 95th Percentile Approach Movement DOS Delay (sec) Queue (m) Left 0.21 13.5 5 Site Access (South) Right 0.21 13.7 5 Left 0.12 8.2 - AM Peak Dohertys Rd (East) Through 0.12 - - Through 0.55 - - Dohertys Rd (West) Right 0.02 9.4 - Left 0.17 19.3 4 Site Access (South) Right 0.17 19.6 4 Left 0.57 8.2 - PM Peak Dohertys Rd (East) Through 0.57 - - Through 0.13 - - Dohertys Rd (West) Right 0.22 23.0 5

DOS – Degree of saturation, # - Intersection DOS

6.4.2 External Intersections

The interim impact of the development on the external road network has also been considered with the intersection of Derrimut Road and Dohertys Road assessed using SIDRA.

In order to provide a robust assessment of the post development operating conditions, the entire traffic generated by the site post development has been assumed to utilise the Derrimut Road / Dohertys Road intersection. Again, utilising the existing traffic volumes presented in Section 2.2.3 of this report and adding them to the site generated volumes Figure 6.5 and Figure 6.6 present the post- development traffic volumes at the intersection of Derrimut Road and Dohertys Road in the AM and PM peak periods respectively.

In line with VicRoads TIAR guidelines, no growth factor has been applied to the existing traffic volumes at this intersection whist the existing turning movement volumes have been used to distribute the site generation traffic appropriately

The results of the SIDRA analysis are summarised in Table 6.3 with full results available in Appendix B.

Figure 6.5: AM Peak Hour Traffic Volumes Figure 6.6: PM Peak Hour Traffic Volumes

(Post) – Derrimut Rd / Dohertys Rd (Post) – Derrimut Rd / Dohertys Rd

DERRIMUT ROAD DERRIMUT ROAD

504 137 408 62 $ 9 $ 9

# ; < 74 # ; < 155

386 452 200 516 204 478 DOHERTYS ROAD DOHERTYS > ROAD DOHERTYS >

DERRIMUT ROAD DERRIMUT ROAD

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Table 6.3: Derrimut Road/ Dohertys Road Intersection – Post Development Operating Conditions

Peak Average 95th Percentile Approach Movement DOS Delay (sec) Queue (m) Through #0.73 2.9 56 Derrimut Rd (South) Right #0.73 19.1 56 Left 0.40 12.9 9 AM Peak Dohertys Rd (East) Right 0.37 30.5 9 Left 0.34 8.3 - Derrimut Rd (North) Through 0.34 - - Through 0.41 3.2 32 Derrimut Rd (South) Right 0.41 13.0 32 Left #0.86 13.5 25 PM Peak Dohertys Rd (East) Right 0.55 25.9 17 Left 0.25 8.3 - Derrimut Rd (North) Through 0.25 - -

DOS – Degree of saturation, # - Intersection DOS On the basis of the above assessment, the intersection of Derrimut Road and Dohertys Road is expected to continue to operate with an acceptable level of service following development of the subject site. It is again noted that these operating conditions represent an interim scenario with this intersection to ultimately become signalised.

6.5 Traffic Impact

On the basis of the anticipated site-generated traffic volumes the internal road network will be capable of accommodating the anticipated peak and daily traffic volumes.

The subject site as shown in the draft Future Structure Plan is earmarked for residential development with some minor mixed use commercial areas. The lot density adopted is consistent with that utilised in the modelling undertaken of the overall PSP area, therefore the proposal and its impacts have already been accounted for as part of the broader precinct with supporting infrastructure identified where necessary to support development during the interim (+10 years) and ultimate periods.

In the immediate future, the external intersections and site access points are anticipated to continue to operate at acceptable levels.

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7. Conclusion

Based on the analysis and discussions presented within this report, the following conclusions are made:

i A planning permit is currently being sought for a proposed residential subdivision known as Morton East on land located to the immediate south east of the Derrimut Road/Dohertys Road intersection in Tarneit under a Section 96a Application. ii The Section 96a Application incorporates a residential subdivision of 297 traditional lots along with 1.24ha of integrated housing. iii The proposed development would generate approximately 2,750 vehicle movements per day and 275 vehicle movements per hour in the peak periods. iv The proposed road network is suitable to accommodate the anticipated daily and peak hour traffic movements. v The proposed subdivision would include a walking and cycling network in accordance with PSP requirements. vi The proposed subdivision is capable of providing a public transport network in accordance with the PTV recommendations. vii The proposed street network has been designed in accordance with the principle outlined in the PSP Notes “Our Roads: Connecting People” prepared by the GAA. viii The proposed street network and external access points are reflective of the draft PSP Future Urban Structure. ix The interim access arrangements to the subject site are anticipated to operate under good conditions with minimal queues and delays. External intersections are also anticipated to continue to operate within capacity.

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Appendix A A Appendix

Proposed Subdivision Layout

12M2045000 30/10/12 Morton East - Stage 1, Section 96A Application, Transport Impact Assessment Issue: A Truganina PSP Area Appendix A

12M2045000 30/10/12 Morton East - Stage 1, Section 96A Application, Transport Impact Assessment Issue: A Truganina PSP Area Appendix B

Appendix B

SIDRA Analysis B Appendix

12M2045000 30/10/12 Morton East - Stage 1, Section 96A Application, Transport Impact Assessment Issue: A Truganina PSP Area Appendix B

12M2045000 30/10/12 Morton East - Stage 1, Section 96A Application, Transport Impact Assessment Issue: A Truganina PSP Area

Melbourne Canberra Townsville

A 87 High Street South A Unit 4, Level 1, Sparta Building, 55 Woolley Street A Level 1, 25 Sturt Street PO Box 684 PO Box 62 PO Box 1064 KEW VIC 3101 DICKSON ACT 2602 TOWNSVILLE QLD 4810 P +613 9851 9600 P +612 6263 9400 P +617 4722 2765 F +613 9851 9610 F +612 6263 9410 F +617 4722 2761 E [email protected] E [email protected] E [email protected]

Sydney Adelaide

A Level 2, 815 Pacific Highway A Suite 4, Level 1, 136 The Parade CHATSWOOD NSW 2067 PO Box 3421 PO Box 5254 NORWOOD SA 5067 WEST CHATSWOOD NSW 1515 P +618 8334 3600 P +612 8448 1800 F +618 8334 3610 F +612 8448 1810 E [email protected] E [email protected]

Brisbane Gold Coast

A Level 3, 527 Gregory Terrace A Level 9, Corporate Centre 2 BOWEN HILLS QLD 4006 Box 37 PO Box 555 1 Corporate Court FORTITUDE VALLEY QLD 4006 BUNDALL QLD 4217 P +617 3113 5000 P +617 5510 4800 F +617 3113 5010 F +617 5510 4814 E [email protected] E [email protected]

www.gta.com.au

Appendix C

GTA Wyndham North Existing Road Network Capacity Assessment letter dated 2 May 2013

Appendix C Appendix

14M1532000 18/11/13 Wyndham Planning Scheme – Amendments C175 & C177 Issue: Final Transport Impact Evidence prepared for Tarneit Development Project Pty Ltd

Our Ref: 13M1980000

2 May 2013

ID Land Level 4, 488 St Kilda Road MELBOURNE VIC 3004

Attention: Mr. Jeff Garvey (Director)

Dear Jeff

RE: WYNDHAM NORTH EXISTING ROAD NETWORK CAPACITY

The following sets out an assessment of the existing road network capacity to cater for additional traffic generated by a number of Section 96A applications within the Tarneit North / Truganina (Wyndham North) Precinct Structure Plans (PSPs). In particular this assessment focuses on the capacity and operation of both Derrimut Road and Dohertys Road.

On this basis GTA has been engaged by ID Land and Dacland to prepare such an assessment. Background Future development within the Wyndham North area will result in an increase in vehicle trips across the local road network.

Numerous Section 96A applications have been submitted within the Truganina PSP area each containing an assessment of the likely impacts of each development parcel. To date a holistic assessment has not been completed and it is unclear as to what level of development the existing road network can cater for prior to the delivery of significant road network upgrades envisaged by the various PSPs in the area.

A review of traffic volumes in the area has resulted in identification of three components of the road network which are likely constraints as follows:

• Derrimut Road / Dohertys Road intersection • Midblock capacity along Derrimut Road • Midblock capacity along Dohertys Road.

The following provides an assessment of these constraints and has sought to identify appropriate development limits. Study Area The Truganina PSP is located approximately 25 kilometres west of the Melbourne Central Business District (CBD) and 8 kilometres from the Werribee Town Centre. The area is bound by Boundary Road to the north, the yet to be constructed northern extension of Marquands Road to the east, Leakes Road to the south and Derrimut Road to the west. The Truganina PSP forms part of the broader Wyndham North growth corridor.

The Truganina PSP and other local PSP’s which form the Wyndham North growth corridor are shown in Figure 1. 201 2

Letter

GTA

Figure 1: Truganina and Wyndham North Growth Corridor

Future Development It is understood that a number of 96A applications have either been or are about to be submitted for parcels of land within the Truganina PSP.

Figure 2 sets out the location of these land parcels along with the anticipated major access points.

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Figure 2: Future Development Locations within the Truganina PSP

Primary Access Point

ID Land site

DACLAND site

DFC site

Existing Conditions Derrimut Road Derrimut Road is currently configured as a two way two lane road (one lane in each direction) with a theoretical capacity of 18,000 vehicles per day. GTA undertook traffic surveys in October 2012, which suggest that Derrimut Road carries in the order of 15,000 vehicles per day. Dohertys Road Dohertys Road is a two lane road with one lane in each direction and a theoretical capacity equal to that of Dohertys Road (18,000 vehicles per day). The aforementioned GTA survey data indicates that Dohertys Road (east of Derrimut Road) currently carries in the order of 7,000 vehicles per day.

Intersection of Derrimut Road / Dohertys Road

The intersection of Derrimut Road and Dohertys Road is currently configured as a staggered ‘T’ intersection.

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The existing operation of this intersection using volumes collected in October 2012 has been assessed using SIDRA INTERSECTION1, a computer based modelling package which calculates intersection performance.

For simplicity the key T-intersection (Derrimut Road / Dohertys Road (east)) of the staggered ‘T’ intersection has been modelled as this represents the critical intersection at this location3. Table 1 presents a summary of the existing operation of this intersection.

Table 1: Derrimut Road/ Dohertys Road Intersection – Existing Operating Conditions

Average 95th Percentile Peak Approach Movement DOS Delay (sec) Queue (m) Through 0.20 - - Derrimut Rd (South) Right #0.63 16.6 33 Left 0.21 12.7 5 AM Peak Dohertys Rd (East) Right 0.11 37.5 2 Left 0.33 8.3 - Derrimut Rd (North) Through 0.33 - - Through 0.27 - - Derrimut Rd (South) Right 0.12 10.5 -4 Left #0.75 15.4 35 PM Peak Dohertys Rd (East) Right 0.60 33.4 18 Left 0.22 8.3 - Derrimut Rd (North) Through 0.22 - -

DOS – Degree of saturation, # - Intersection DOS

On the basis of the above assessment, the intersection of Derrimut Road and Dohertys Road currently operates with a ‘very good’ and ‘good’ level of service during the AM and PM peak hours respectively. The average delays and queues described above are reflective of the observed operation of the intersection. Future Transport Projects GTA is aware of a number of key transport projects within the direct vicinity of the study area along with the broader precinct which may impact on the capacity of the surrounding road network and the distribution of traffic as follows:

1 Program used under license from Akcelik & Associates Pty Ltd. 2 SIDRA INTERSECTION adopts the following criteria for Level of Service assessment: Intersection Degree of Saturation (X)

Unsignalised A Excellent <=0.60 B Very Good 0.60-0.70 C Good 0.70-0.80 D Acceptable 0.80-0.90 E Poor 0.90-1.00 F Very Poor >=1.0

3 Dohertys Road (west) currently carries a minimal amount of traffic.

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• Palmers Road extension and connection to Princes Highway West. • The reconfiguration of the Derrimut Road / Dohertys Road intersection into a roundabout (to be funded under VicRoads Blackspot Program). • The Regional Rail Link Project and in particular the provision of the Tarneit Railway Station.

Further detail on each of these projects is provided below.

Palmers Road Upgrade and Extension

Palmers Road South of Forsyth Road has recently been extended to connect to the Princes Freeway (late April 2013). This provides an additional connection to the freeway offering an alternative to Derrimut Road and may therefore result in reduced volumes on these key links.

New Roundabout

It is understood that as a result of an existing accident pattern the Derrimut Road / Dohertys Road intersection is to be upgraded to provide a roundabout configured as follows:

• one approach lane on south and west approaches • two approach lanes on north and east approaches.

Works are scheduled to commence in late 2013 and be completed by late 2014. The addition of a roundabout at this location will increase the capacity of this intersection.

Regional Rail Link

In addition to the above road network projects, two railway stations (Wyndham Vale and Tarneit) are proposed to service the Wyndham North area as part of the Regional Rail Link (RRL) project. Each station will consist of a bus interchange, 400 space car park and bicycle storage facilities. Tarneit Station is to be located east of Derrimut Road just north of Leakes Road and within 1.5 kilometres of the Derrimut Road / Dohertys Road intersection. The provision of the new station at Tarneit will have an impact on the public transport mode share for those travelling in and through the Wyndham North area. The RRL project is set for completion in early 2016. Future Traffic Generation and Distribution Traffic Generation Rates

The Victorian Integrated Survey of Travel Activity (VISTA) is a survey of personal travel for residents in each of the Melbourne municipalities and major regional centres in Victoria. Travel data collated provides information regarding the number of trips each household generated, including vehicle (passenger and driver), public transport, walking and cycling trips. Reference to the VISTA dataset indicates an average range of 2.5 to 7.2 car trips per household within Metropolitan Melbourne. Specifically the most recent data for Wyndham (2009) indicates a car generation rate of 6.0 trips per household. It is noted that this data does not distinguish between various housing types, i.e. detached, medium density or apartment types or indeed location (municipality wide).

In this regard, reference to the Victorian Integrated Transport Model (VITM) indicates existing traffic generation rates of 8 movements per dwelling per day (2011 model) for the Wyndham North area. This rate has been adopted for the purpose of this assessment.

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Traffic Distribution

In order to identify the likely distribution of traffic generated by future development reference has been made to the VITM (2011) which indicates the following traffic distribution for the trips generated to and from the precinct:

• North 10% • East 55% • South 35% • West Minimal additional trips anticipated. Tested Transport Scenarios and Development Capacity The future transport scenarios previously described have been modelled and tested to determine the impact on existing distribution and traffic volumes along with the available capacity to support future development.

Palmers Road Extension

The Palmers Road extension has been modelled using VITM (2011) to identify if it has any impact on how traffic may be distributed from the precinct and also if it results in a reassignment of traffic from Derrimut Road and Dohertys Road to other parallel roads. This assessment indicated that the extension of Palmers Road has minimal impact on the existing or future operation of the direct road network.

Intersection of Derrimut Road and Dohertys Road

In order to assess the capacity of the intersection of Derrimut Road / Dohertys Road, two scenarios have been modelled using SIDRA. The scenarios are as follows:

• Scenario 1: Existing intersection configuration. • Scenario 2: The provision of a roundabout.

Table 3 sets out the SIDRA analysis4 undertaken on the two scenarios based on various development levels within the study area. It is noted that the traffic generated by the additional lots has been distributed onto the surrounding road network in line with the distributions previously described and for Scenario 2 through movements on all approaches have been increased by 20% to allow for background traffic growth.

The summary of the SIDRA analysis is included within Attachment 1.

4 SIDRA INTERSECTION 3.2 adopts the following criteria for Level of Service assessment: Intersection Degree of Saturation (X)

Unsignalised Intersection Signalised Intersection A Excellent <=0.50 <=0.60 B Very Good 0.50-0.70 0.60-0.75 C Good 0.70-0.80 0.75-0.90 D Acceptable 0.80-0.90 0.90-0.95 E Poor 0.90-1.00 0.95-1.00 F Very Poor >=1.0 >=1.0

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Table 2: Intersection of Derrimut Rd / Dohertys Rd Capacity Assessment Study Area 95% queue Peak Scenario Development DOS Average delay distance Level (lots)

1 (Existing) 350 lots 0.67 8 sec 38 m AM 2 (Roundabout) 1,800 0.82 11 sec 96 m

1 (Existing) 350 lots 0.86 10 sec 35 m PM 2 (Roundabout) 1,800 0.89 12 sec 145 m

Table 3 indicates that without the provision of the proposed roundabout the subject intersection can accommodate the construction of up to 350 dwellings.

With the roundabout the intersection could cater for the full build out of up to 1,800 dwellings before requiring further upgrade.

The turning movement diagrams for each of these scenarios are included in Attachment 2.

Introduction of Tarneit Station

In order to assess the impact of introducing the Tarneit Railway station, the VITM (2011) has been modified to include this station along with the services anticipated within VITM (2021). This assessment indicates that given its distance from the anticipated development areas, there will be minimal change to the existing mode share to private vehicles (traffic generation) or distribution of traffic.

Mid Block Capacity

As described previously, with the introduction of the roundabout to the intersection of Derrimut Road / Dohertys Road, there would be capacity to accommodate up to 1,800 dwellings. Notwithstanding this level of development would increase the daily traffic volume on key roads to 12,500 vehicles per day (vpd) on Derrimut Road (north), 20,000 vpd on Derrimut Road (south) and 14,600 vpd on Dohertys Road (east). These volumes are either in excess of or approaching the nominated theoretical capacities of the roads (18,000 vpd) and would be the major constraint to future development. On this basis a total of some 1,100 dwellings could be supported prior to the key road (Derrimut Road south) reaching capacity. Summary The following are the key findings based on this assessment:

• Up to 350 dwellings can be accommodated within the study area before the existing intersection configuration at Derrimut Road and Dohertys Road requires upgrading to a roundabout. • VicRoads propose to install a roundabout at Derrimut Road / Dohertys Road by the end of 2014, which will add significant capacity at this intersection. • The midblock capacity of Derrimut Road south of Dohertys Road is the key constraint in the road network within the Wyndham North area. • The proposed Palmers Road upgrade and Regional rail Link project have a minimal impact on the overall movement of vehicular traffic at the key locations. • The road network, based on its current mid-block capacity, following the installation of the proposed roundabout can support up to 1,100 dwellings in the area.

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Naturally, should you have any questions or require any further information, please do not hesitate to contact Peter Wills or me in our Melbourne office on (03) 9851 9600.

Yours sincerely

GTA CONSULTANTS

Nathan Moresi Associate Director encl.

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Attachment 1

SIDRA OUTPUTS

ATTACHMENT 1: SIDRA RESULTS BY SCENARIO

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Attachment 2

TM diagrams

ATTACHMENT 2: TURNING MOVEMENT DIAGRAMS BY SCENARIO

AM EXISTING PM EXISTING

Derrimut Derrimut

504 122 408 16

12 124 Dohertys Rd Dohertys Rd

386 429 108 516 112 432

AM DEVELOPMENT (350 lots) PM DEVELOPMENT (350 lots)

Derrimut Derrimut

504 129 408 22

Rd Rd

31 25 38 25 154 31 Dohertys Rd Dohertys Rd

386 453 181 99 125 516 132 523 121 103

AM DEVELOPMENT (1,800 lots +20% through traffic growth) PM DEVELOPMENT (1,800 lots +20% through traffic growth) Derrimut Rd Derrimut Rd

10 30 504 158 10 30 408 102 10 10 10 158 10 389 144 Dohertys Rd 130 202 Dohertys Rd 475 30 30 30 386 551 483 507 645 30 516 415 665 311 265

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