Proposed Freeway (Peninsula Link) Service Centre Developments Northbound and Southbound, Baxter

Development Assessments Committee Meeting - Item 2.1.1 Attachment 13 Monday, 12 December, 2011

PROPOSED FREEWAY (PENINSULA LINK) SERVICE CENTRE DEVELOPMENTS

NORTHBOUND AND SOUTHBOUND, BAXTER

TRAFFIC ENGINEERING ASSESSMENT

Prepared for

AA HOLDINGS PTY LTD

MAY 2011 OUR REFERENCE: 10374R6557.DOC Development Assessments Committee Meeting - Item 2.1.1 Attachment 13 Monday, 12 December, 2011

PROPOSED FREEWAY (PENINSULA LINK) SERVICE CENTRE DEVELOPMENTS

NORTHBOUND AND SOUTHBOUND, BAXTER

TRAFFIC ENGINEERING ASSESSMENT

Study Team: Nathan Woolcock B.E. (Civil), M.I.E. Aust., M.V.P.E.L.A.

Our Reference: 10374R6557.doc

______Prepared By Released By

COPYRIGHT: The ideas and material contained in this document are the property of Traffix Group (Traffix Group Pty Ltd – ABN 32 100 481 570, Traffix Survey Pty Ltd – ABN 57 120 461 510, Traffix Design Pty Ltd – ABN 41 060 899 443). Use or copying of this document in whole or in part without the written permission of Traffix Group constitutes an infringement of copyright.

LIMITATION: This report has been prepared on behalf of and for the exclusive use of Traffix Group’s client, and is subject to and issued in connection with the provisions of the agreement between Traffix Group and its client. Traffix Group accepts no liability or responsibility whatsoever for or in respect of any use of or reliance upon this report by any third party.

Development Assessments Committee Meeting - Item 2.1.1 Attachment 13 Monday, 12 December, 2011 Proposed (Peninsula Link) Freeway Service Centres Northbound & Southbound Facilities, Baxter

Traffix Group has been engaged by AA Holdings Pty Ltd to undertake a traffic engineering review of the proposed northbound and southbound Peninsula Link Freeway Service Centre proposals in Baxter.

Section 1 of this report addresses the northbound site, whilst Section 2 of the report addresses the southbound site.

Development Assessments Committee Meeting - Item 2.1.1 Attachment 13 Monday, 12 December, 2011 Proposed (Peninsula Link) Freeway Service Centre Northbound Facility, Baxter

1 INTRODUCTION

Traffix Group has been engaged by AA Holdings Pty Ltd to undertake a traffic engineering assessment and to prepare a traffic report for the proposed northbound freeway service centre on the future Peninsula Link Freeway, Baxter.

In particular, this section of the report provides an assessment of the car parking and traffic issues associated with the proposed development and has particular regard to previous work that we have recently undertaken for development approvals for service centres at other locations.

2 THE DEVELOPMENT SITE

The subject site is located on the west side of the future Peninsula Link Freeway, to the north of the Mornington Tourist Railway Line, as shown in the locality plan provided at Figure 1.

Subject Site

Reproduced with permission from Melway Publishing Pty Ltd. Figure 1: Locality Plan

The site is currently vacant and is located within a Green Wedge Zone 2 (GWZ2) as shown in Figure 2.

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Subject Site

Source: planningschemesonline.com.au.

Figure 2: Planning Scheme Zoning Map

3 THE PROPOSAL

The site is proposed to be provided with the following components:-

• Convenience store of 240m2,

• Five convenience restaurants of which two would have drive-through facilities and totalling 256 indoor and 56 outdoor seats, and

• Fuel service facilities for cars and trucks.

Associated parking and loading areas are proposed for the site as follows:-

• 19 truck parking spaces,

• 10 caravan/boat/trailer parking spaces,

• 4 bus parks,

• 98 car parking spaces including 4 disabled spaces, and

• 2 designated loading areas for deliveries.

Plans of the proposed development are attached at Appendix A.

10374R6557.doc Page 2 Development Assessments Committee Meeting - Item 2.1.1 Attachment 13 Monday, 12 December, 2011 Proposed (Peninsula Link) Freeway Service Centre Northbound Facility, Baxter 4 CAR PARKING REQUIREMENT

No statutory car parking rates are set out at Clauses 52.06-5 or 52.30 of the Mornington Planning Scheme for a freeway service centre. Accordingly, the Responsible Authority needs to be satisfied that an appropriate number of spaces are to be provided.

The proposed freeway service centre can be broken down into three main components being the convenience shop, convenience restaurants and fuel filling facilities.

The statutory parking requirement for the three components of the site as set out at Clause 52.06 of the Planning Scheme is as follows:-

• convenience shop (over 80m2) 10 car spaces

• service station not specified

• convenience restaurants no parking rate listed (accordingly, a sufficient number of spaces needs to be provided to the satisfaction of the Responsible Authority)

While Clause 52.06-1 of the Planning Scheme sets out that a permit may be granted to reduce or waive the number of car spaces required, in this case we are unaware of any specific requirement set out by the Responsible Authority. However, we believe that some of the decision guidelines of Clause 52-06-1 give guidance to a parking assessment and would be applicable for the proposed freeway service centre being:-

• Any reduction in car parking demand due to the sharing of car spaces by multiple uses, either because of variation of car parking demand over time or because of efficiencies gained from the consolidation of shared car parking spaces, • An empirical assessment of car parking demand, and • Any other relevant consideration.

In most cases, users of the convenience shop component of a freeway service centre (or service station) generally purchase fuel with their vehicles remaining at the bowsers until the sale is complete and they drive off. Accordingly, there is typically little need for customer parking for this component, with a few staff spaces generally being sufficient. For example, staff of Traffix Group have conducted surveys at existing service stations with associated convenience shops in which a peak parking demand for 4 vehicles (including staff and customers) has been determined. (This only includes vehicles that were parked in formal car spaces and not those standing at bowsers, etc.)

Traffix Group has also undertaken surveys at various stand-alone convenience restaurants in which a parking rate of between 0.3 and 0.4 car spaces per seat have been observed, with the busy McDonalds restaurant at the corner of Bell Street and St George Road, Preston being by far the highest generator at 0.4 spaces per seat.

We believe it is likely that in the order of 50 of the proposed seats could realistically be required to accommodate customer demands associated with bus loads of patrons when the facility is at its busiest.

Adjusting the parking rate to allow for buses, based on previous experience with such sites, gives a demand for parking at no more than 0.3 spaces per seat.

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Table 1 provides a summary of the necessary and proposed provision of parking the site.

Table 1: Summary of Parking Provisions

Use Quantity/Size Parking Rate Spaces Parking Provided (spaces)

Service Fuel bowser 1 per bowser self contained station

Convenience 2 over 80m 10 spaces each 10 spaces Shop 108 cars1 & 19 trucks Convenience 312 seats 0.3 spaces/seat 94 spaces Restaurant

Notes:- 1. Includes 10 car and trailer bays

2. We have conservatively assumed that the 56 outdoor seats will generate parking at the same rate

The summary of necessary and proposed parking presented in Table 1 shows that more than enough parking is to be provided on the site and we are satisfied that there will be no off-site parking implications as a result.

5 CAR SPACES, ACCESSWAYS & LAYOUT

5.1 Clause 52.30 – Freeway Service Centre

Clause 52.30 of the Mornington Planning Scheme sets out requirements for use of land as a freeway service centre to ensure centres are appropriately located and do not adversely affect amenity to surrounding land uses. Issues specifically relevant to traffic engineering are as follows:-

Facilities and Services

Essential services and facilities that a freeway service centre must include are:

• Designated parking areas.

Ample designated parking areas are to be provided for the site as discussed earlier.

Access to Freeway Service Centres

No vehicular access between a freeway service centre with access to a metropolitan freeway and the local road network may be permitted.

Access to and from the site is proposed via the Peninsula Link Freeway only.

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5.2 Freeway Service Centres – Design Guidelines

The Freeway Service Centre Design Guidelines were prepared for the then Department of Infrastructure in 1997 to amongst other things, “provide direction regarding the location, design and layout of freeway service centres with particular reference to safety and access requirements”.

While we understand that VicRoads are to review that document, it provides a ready check-list of matters pertinent to the current application, as well as including a number of factors more relevant to Rural Freeway Service Centres.

Location

Service centres should be established in pairs with the near-side site being approached first.

While this assessment relates to the development on the northbound carriageway only, it is noted that a separate application has been made for a service centre on the opposite side of the freeway which is to overlap with the proposed northbound site. In particular, the associated service centre approach information signs will be positioned well in advance of the location of the opposing facility. Furthermore, the start of each associated service centre exit ramp will be appropriately positioned in order to ensure that the objectives of this Guideline are achieved and we are satisfied that there will be no adverse impacts as a result.

On rural freeways, the spacing of facilities is preferred to be not less than 50km. This Guideline does not apply to the subject application as it is not a rural freeway situation1. Significantly, the levels of future traffic predicted are quite high and will continue to rise as the growth in and around the area expands.

The role of the site will be to provide a range of facilities and services which will be more convenient for motorists that are already on the freeway.

Entry and Exit

Access will be in accordance with a formal Access Agreement. Ramp facilities are to be provided in accordance with typical requirements as discussed in more detail in Section 6.2. There will be no access to the local road system from the freeway via the service centre.

Layout

The layout of the site has been designed to allow vehicles to access the service centre from the freeway and generally circulate in a one-way clockwise direction prior to exiting. We are satisfied that the proposed layout provides for good circulation, and minimises potential vehicle and/or pedestrian conflict.

1 The concept of a 50km spacing for rural service centres has been applied less vigorously in recent times with an increased emphasis on the provision of services in line with traffic volumes, e.g. the centres at Donnybrook, Wallan and south of Seymour. We support this change.

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These arrangements are consistent with other similar existing and approved centres, providing separation between truck and car parking facilities, and one- way access generally throughout the site. We see no reason to suggest that these traffic arrangements wouldn’t also work well in this case.

Truck manoeuvring throughout the site has been checked using the computer based simulation program AutoTURN and we are satisfied that 25m long B- double and semi-trailers will be able to manoeuvre through the rear truck bowser and parking areas and exit the site in a safe and efficient manner. We also note that a 19m long semi-trailer can access the most critical loading bay and that 19m long semi-trailers can also easily access the parallel loading bay that is proposed at the rear of the site if required.

The AutoTURN assessment also demonstrates that 12.5m design trucks and cars having a trailer, boat or caravan will be able to manoeuvre throughout the designated areas and enter and exit the spaces provided for those users.

It is also noted that a picnic area is proposed on the site to the north side of the building adjacent to the drive-through for Convenience Restaurant Tenancy No. 1. It is our opinion that this picnic area is well located in close proximity to the building and parking facilities and is well integrated with excellent pedestrian connectivity which provides clear and direct routes. Formal designated pedestrian crossings of the adjacent drive-through are intended to ensure potential conflict between pedestrians and motorists is minimised.

Parking

The parking design for the site has been based on the requirements of the Mornington Planning Scheme rather than the Australian Standard as noted in the Guidelines.

While we believe that the dimensions set out in both the Planning Scheme and the Australian Standard are appropriate, the dimensions set out in the Planning Scheme are the statutory requirements and are the dimensions that are typically adopted for parking and associated access aisles throughout Victoria.

However, we are satisfied that the dimensions set out in the Australian Standard give guidance to variations in the unlikely event that the detailed design of the proposed layout for some reason determines that the dimensions set out in Planning Scheme can’t be met.

Each of the proposed car spaces and associated accessways are shown to be provided at, or above, the minimum dimensions set out in the Mornington Planning Scheme which are as follows:-

4.9 metre long spaces,

2.6 metre wide spaces (3.2 metre wide disabled spaces), and

6.4 metre wide access aisles.

Provision of each car space at these dimensions, or greater, will ensure that vehicles will be able to safely and easily manoeuvre to and from each car space.

An assessment has been undertaken with AutoTURN which shows that each of the truck bays proposed on the site will be able to cater for all truck types that

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would be expected to visit the facility, and the car and trailer bays are sufficient to accommodate a car and boat/caravan/trailer of at least 6m in length.

We are satisfied that all proposed parking facilities are more than adequate to cater for the types of vehicles and users expected to visit the site.

Loading and Unloading

Under Clause 52.07 of the Planning Scheme, no building or works may be constructed for the sale of goods or materials unless an appropriate loading bay is provided on the site, as set out in Table 2.

Table 2: Statutory Loading Provisions

FLOOR AREA OF BUILDING MINIMUM LOADING BAY DIMENSIONS

2,600 sq m or less in a single Area 27.4 sq m occupation Length 7.6 m Width 3.6 m Height clearance 4.0 m

For every additional 1,800 sq m Additional 18 sq m or part

Two formal loading areas are proposed to serve the site. One is to be located near the convenience store and is shown to be at least 5.6m wide and 15m long. This is well above the dimensions set out in Table 2 and calculates to an overall area of approximately 84 square metres. We are satisfied that 19m long semi- trailers could access this loading bay with a single entry and exit movement if required.

The second exclusive provision for loading on the site is to be a parallel loading bay area at the rear of the convenience restaurants. This area is shown to be at least 55m long and 3.6m in width which is again more than adequate to accommodate necessary delivery trucks, including 19m long (or longer) semi trailers.

An assessment with AutoTURN shows that relevant vehicles would be able to easily access each of the proposed loading bays as required and we are satisfied that adequate loading provisions are proposed for the development.

6 TRAFFIC GENERATION & ACCESS ARRANGEMENTS

6.1 Traffic Generation

Information provided by SEITA suggests that the future two-way volumes (AADT) on this section of the freeway for 2021 and 2031 would be approximately as follows:-

2021 20,100 northbound vehicles per day

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19,200 southbound vehicles per day

2031 20,800 northbound vehicles per day

20,500 southbound vehicles per day

It is our opinion that the proposed service centre will not increase the number of vehicles that use the freeway but rather attract patronage from motorists who are already on the freeway.

Our experience suggests that the facility is unlikely to attract more than 5% of the predicted freeway through traffic and that in the order of 5% of vehicles accessing the site will be trucks.

For the purposes of this assessment we have assumed that 10% of the daily traffic will be generated during each commuter peak hour and conservatively assumed that up to 7.5% of this traffic will utilise the facility.

Based on the above, we predict that up to 151 and 156 vehicles will enter and exit the site during the corresponding commuter peak hour direction in 2021 and 2031 respectively, noting that more than this could be generated during recreational seasonal peaks based on advice received by VicRoads for the existing section of Mornington Peninsula Freeway in Safety Beach to the south.

6.2 Access Arrangements

The site is proposed to be serviced via separate ingress and egress access points which should ensure that all vehicles will be able to safely and easily enter and exit it in a forwards direction including 25m long B-doubles and 19m & 25m long semi-trailers.

The future access arrangements are indicatively presented in Appendix A, noting that they have been prepared in coordination with Southern Way Consortium which is the team that is to construct and operate Peninsula Link. The design of the ramps will be in accordance with typical requirements in order to ensure appropriate separation between, and appropriate length of, entry and exit ramps. The angle of the entry and exit ramps can also be designed as required by the relevant standards, and that the exit ramp design has had consideration for the proposed railway bridge structure to the south.

Furthermore, Clause 22.06 of the Planning Scheme addresses Development on Highways, Main Roads and Tourist Routes. An objective of this Clause (Clause 22.06-2) states:-

“To ensure the safe and efficient movement of traffic along highways, main roads and tourist routes in the municipality and to avoid a proliferation of access points”.

We are confident that the facility can be designed to ensure the safe and efficient movement of traffic along the freeway and note that a proliferation of access points has not been created.

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6.3 Summary

Traffix Group has undertaken various analyses and assessments and prepared access plans for various service centre developments that have been approved over the past few years.

Not only are we satisfied that the forecast “commuter” and “recreational” peak traffic volumes to and from the site in 2021 and 2031 can be easily accommodated by single entry and exit ramps, but we are satisfied that the proposed service centre will not increase the number of vehicles that use the freeway. Accordingly, there would not be any increase in congestion on the freeway as a result.

We believe that it is important to provide facilities on the freeway which encourage motorists to take a break and provide safe and convenient access to fuel, toilets and other facilities without having to leave the freeway. We further believe that the site is appropriate in relation to traffic engineering aspects and see no reason to suggest that there would be any detriment to the surrounding road network as a result of the proposed development.

7 CONCLUSIONS

Having perused relevant documents and plans, attended meetings, provided design advice, and undertaken car parking and traffic generation assessments, we are of the opinion that:- (a) more than enough parking is proposed on the site to easily meet the peak demands expected for each component of the development, (b) internal access and manoeuvring is more than satisfactory for all future user types, (c) the car spaces and accessways are provided at dimensions which meet, or exceed, the minimum requirements of the Planning Scheme and the car parking and access circulation minimises the potential for vehicle and/or pedestrian conflict, (d) the proposed access arrangements are appropriate and consistent with what is typically required for such developments, (e) all necessary vehicles will be able to safely and easily access and travel throughout the site and there will be no detrimental impacts on the surrounding road network as a result of the proposed development, (f) the proposal has been designed to ensure the safe and efficient movement of traffic along the freeway and a proliferation of access points has not been created, and (g) there are no traffic engineering reasons to suggest why a permit should not be granted for the proposed northbound Peninsula Link freeway service centre development in Baxter.

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APPENDIX A NORTHBOUND DEVELOPMENT PLAN

10374R6557.doc Development Assessments Committee Meeting - Item 2.1.1 Attachment 13 Monday, 12 December, 2011 Development Assessments Committee Meeting - Item 2.1.1 Attachment 13 Monday, 12 December, 2011 Development Assessments Committee Meeting - Item 2.1.1 Attachment 13 Monday, 12 December, 2011 Proposed (Peninsula Link) Freeway Service Centre Southbound Facility, Baxter

8 INTRODUCTION

Traffix Group has been engaged by AA Holdings Pty Ltd to undertake a traffic engineering assessment and to prepare a traffic report for the proposed southbound freeway service centre on the Peninsula Link Freeway, Baxter.

9 THE DEVELOPMENT SITE

The subject site is located on the east side of the future Peninsula Link Freeway, to the north of the Mornington Tourist Railway Line, as shown in the locality plan provided at Figure 3.

Subject Site

Reproduced with permission from Melway Publishing Pty Ltd. Figure 3: Locality Plan

The site is currently vacant and is located within a Green Wedge Zone 2 (GWZ2) as shown in Figure 4.

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Subject Site

Source: planningschemesonline.com.au.

Figure 4: Planning Scheme Zoning Map

10 THE PROPOSAL

The site is proposed to be provided with the following components:-

• Convenience store of 240m2,

• Five convenience restaurants of which two would have drive-through facilities and totalling 256 indoor and 56 outdoor seats, and

• Fuel service facilities for cars and trucks.

Associated parking and loading areas are proposed for the site as follows:-

• 16 truck parking spaces,

• 10 caravan/boat/trailer parking spaces,

• 4 bus parks,

• 106 car parking spaces including 4 disabled spaces, and

• 2 designated loading areas for deliveries.

Plans of the proposed development are attached at Appendix B.

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The proposed freeway service centre can be broken down into three main components being the convenience shop, convenience restaurants and fuel filling facilities.

The statutory parking requirement for the three components of the site as set out at Clause 52.06 of the Planning Scheme is as follows:-

• convenience shop (over 80m2) 10 car spaces

• service station not specified

• convenience restaurants no parking rate listed (accordingly, a sufficient number of spaces needs to be provided to the satisfaction of the Responsible Authority)

Adjusting the parking rate to allow for buses, based on previous experience with such sites, gives a demand for parking at no more than 0.3 spaces per seat.

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Table 3 provides a summary of the necessary and proposed provision of parking the site.

Table 3: Summary of Parking Provisions

Use Quantity/Size Parking Rate Spaces Parking Provided (spaces)

Service Fuel bowser 1 per bowser self contained station

Convenience 2 over 80m 10 spaces each 10 spaces Shop 116 cars1 & 16 trucks Convenience 312 seats 0.3 spaces/seat 94 spaces Restaurant

Notes:- 1. Includes 10 car and trailer bays

2. We have conservatively assumed that the 14 outdoor seats will generate parking at the same rate

The summary of necessary and proposed parking presented in Table 3 shows that more than enough parking is to be provided on the site and we are satisfied that there will be no off-site parking implications as a result.

12 CAR SPACES, ACCESSWAYS & LAYOUT

12.1 Clause 52.30 – Freeway Service Centre

Facilities and Services

Essential services and facilities that a freeway service centre must include are:

• Designated parking areas.

Ample designated parking areas are to be provided for the site as discussed earlier.

Access to Freeway Service Centres

No vehicular access between a freeway service centre with access to a metropolitan freeway and the local road network may be permitted.

Access to and from the site is proposed via the Peninsula Link Freeway only.

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12.2 Freeway Service Centres – Design Guidelines

Location

Service centres should be established in pairs with the near-side site being approached first.

While this assessment relates to the development on the southbound carriageway only, it is noted that a separate application has been made for a service centre on the opposite side of the freeway which is to overlap with the proposed southbound site. In particular, the associated service centre approach information signs will be positioned well in advance of the location of the opposing facility. Furthermore, the start of each associated service centre exit ramp will be appropriately positioned in order to ensure that the objectives of this Guideline are achieved and we are satisfied that there will be no adverse impacts as a result.

On rural freeways, the spacing of facilities is preferred to be not less than 50km. This Guideline does not apply to the subject application as it is not a rural freeway situation2. Significantly, the levels of future traffic predicted are quite high and will continue to rise as the growth in and around the area expands.

The role of the site will be to provide a range of facilities and services which will be more convenient for motorists that are already on the freeway.

Entry and Exit

Access will be in accordance with a formal Access Agreement. Ramp facilities are to be provided in accordance with typical requirements as discussed in more detail in Section 13.2. There will be no access to the local road system from the freeway via the service centre.

Layout

2 The concept of a 50km spacing for rural service centres has been applied less vigorously in recent times with an increased emphasis on the provision of services in line with traffic volumes, e.g. the centres at Donnybrook, Wallan and south of Seymour. We support this change.

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It is also noted that a picnic area is proposed on the site to the south of the building adjacent to the drive-through for Convenience Restaurant Tenancy No. 1. It is our opinion that this picnic area is well located in close proximity to the building and parking facilities and is well integrated with excellent pedestrian connectivity which provides clear and direct routes. Formal designated pedestrian crossings of the adjacent drive-through are intended to ensure potential conflict between pedestrians and motorists is minimised.

Parking

The parking design for the site has been based on the requirements of the Mornington Planning Scheme rather than the Australian Standard as noted in the Guidelines.

Each of the proposed car spaces and associated accessways are shown to be provided at, or above, the minimum dimensions set out in the Mornington Planning Scheme which are as follows:-

4.9 metre long spaces,

2.6 metre wide spaces (3.2 metre wide disabled spaces), and

6.4 metre wide access aisles.

Provision of each car space at these dimensions, or greater, will ensure that vehicles will be able to safely and easily manoeuvre to and from each car space.

An assessment has been undertaken with AutoTURN which shows that each of the truck bays proposed on the site will be able to cater for all truck types that

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would be expected to visit the facility, and the car and trailer bays are sufficient to accommodate a car and boat/caravan/trailer of at least 6m in length.

We are satisfied that all proposed parking facilities are more than adequate to cater for the types of vehicles and users expected to visit the site.

Loading and Unloading

Under Clause 52.07 of the Planning Scheme, no building or works may be constructed for the sale of goods or materials unless an appropriate loading bay is provided on the site, as set out in Table 4.

Table 4: Statutory Loading Provisions

FLOOR AREA OF BUILDING MINIMUM LOADING BAY DIMENSIONS

2,600 sq m or less in a single Area 27.4 sq m occupation Length 7.6 m Width 3.6 m Height clearance 4.0 m

For every additional 1,800 sq m Additional 18 sq m or part

Two formal loading areas are proposed to serve the site. One is to be located near the convenience store and is shown to be at least 5.6m wide and 15m long. This is well above the dimensions set out in Table 4 and calculates to an overall area of approximately 84 square metres. We are satisfied that 19m long semi- trailers could access this loading bay with a single entry and exit movement if required.

13 TRAFFIC GENERATION & ACCESS ARRANGEMENTS

13.1 Traffic Generation

Information provided by SEITA suggests that the future two-way volumes (AADT) on this section of the freeway for 2021 and 2031 would be approximately as follows:-

2021 19,200 southbound vehicles per day

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20,100 northbound vehicles per day

2031 20,500 southbound vehicles per day

20,800 northbound vehicles per day

It is our opinion that the proposed service centre will not increase the number of vehicles that use the freeway but rather attract patronage from motorists who are already on the freeway.

Our experience suggests that the facility is unlikely to attract more than 5% of the predicted freeway through traffic and that in the order of 5% of vehicles accessing the site will be trucks.

Based on the above, we predict that up to 144 and 154 vehicles will enter and exit the site during the corresponding commuter peak hour direction in 2021 and 2031 respectively, noting that more than this could be generated during recreational seasonal peaks based on advice received by VicRoads for the existing section of Mornington Peninsula Freeway in Dromana to the south.

13.2 Access Arrangements

The future access arrangements are indicatively presented in Appendix B, noting that they have been design in coordination with Southern Way Consortium which is the team that is to construct and operate Peninsula Link. The design of the ramps will be in accordance with typical requirements in order to ensure appropriate separation between, and appropriate length of, entry and exit ramps. The angle of the entry and exit ramps can also be designed as required by the relevant standards, and that the entry ramp design has had consideration for the proposed railway bridge structure to the south.

Furthermore, Clause 22.06 of the Planning Scheme addresses Development on Highways, Main Roads and Tourist Routes. An objective of this Clause (Clause 22.06-2) states:-

“To ensure the safe and efficient movement of traffic along highways, main roads and tourist routes in the municipality and to avoid a proliferation of access points”.

We are confident that the facility can be designed to ensure the safe and efficient movement of traffic along the freeway and note that a proliferation of access points has not been created.

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13.3 Summary

Traffix Group has undertaken various analyses and assessments and prepared access plans for various service centre developments that have been approved over the past few years.

14 CONCLUSIONS

Having visited the site, perused relevant documents and plans, provided design advice, and undertaken car parking and traffic generation assessments, we are of the opinion that:- (h) more than enough parking is proposed on the site to easily meet the peak demands expected for each component of the development, (i) internal access and manoeuvring is more than satisfactory for all future user types, (j) the car spaces and accessways are provided at dimensions which meet, or exceed, the minimum requirements of the Planning Scheme and the car parking and access circulation minimises the potential for vehicle and/or pedestrian conflict, (k) the proposed access arrangements are appropriate and consistent with what is typically required for such developments, (l) all necessary vehicles will be able to safely and easily access and travel throughout the site and there will be no detrimental impacts on the surrounding road network as a result of the proposed development, (m) the proposal has been designed to ensure the safe and efficient movement of traffic along the freeway and a proliferation of access points has not been created, and (n) there are no traffic engineering reasons to suggest why a permit should not be granted for the proposed southbound Peninsula Link freeway service centre development in Baxter.

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APPENDIX B SOUTHBOUND DEVELOPMENT PLAN