Traffix Group Traffic Engineers and Transport Planners
GREENVALE CENTRAL PSP
TRANSPORT ASSESSMENT REPORT
PREPARED FOR GAA
JULY 2012
Our Reference: 12643R7262
Traffix Group Pty Ltd ABN 32 100 481 570 Directors: Henry H Turnbull, Charmaine C Dunstan, William D de Waard, Donald J Robertson, Jason Walsh Associates: Nathan B Woolcock, Anthony J Coyle Suite 8, 431 Burke Road, Glen Iris VIC 3146 Telephone: 03 9822 2888 Facsimile: 03 9822 7444 Email: [email protected]
GREENVALE CENTRAL PRECINCT STRUCTURE PLAN
TRANSPORT ASSESSMENT REPORT
PREPARED BY
PREPARED FOR
9 JULY 2012 OUR REFERENCE: 12643R7262
Transport Assessment Report – July 2012 GREENVALE CENTRAL PRECINCT STRUCTURE PLAN
TABLE OF CONTENTS 1. INTRODUCTION ...... 2 2. EXISTING CONDITIONS ...... 2 2.1. The PSP Area ...... 2 2.2. Land Use ...... 4 2.3. Existing Road Network ...... 6 2.4. Existing Public Acquisition Overlays (PAO) ...... 10 2.5. Existing Public Transport Network...... 11 2.6. Principle Bicycle Network ...... 12 3. ULTIMATE ARTERIAL ROAD NETWORK ...... 13 3.1. New Arterial Roads ...... 13 3.2. Upgrades to Existing Roads ...... 15 3.3. Ultimate Traffic Volumes on Arterials ...... 16 4. ADJACENT GREENVALE WEST PSP ...... 17 5. DEVELOPMENT PLAN – YIELD ...... 18 6. TRAFFIC ASSESSMENTS ...... 19 6.1. Traffic Generation...... 19 6.2. Traffic Distribution ...... 20 7. CONSIDERATION OF PSP GUIDELINES ...... 22 7.1. Outputs ...... 22 7.2. Design Response ...... 34 7.3. Relevant Standards ...... 36 7.4. Considerations for Planning Permit Applications ...... 40 8. HUME CORRIDOR TRAFFIC MODELLING ...... 41 9. SUMMARY & RECOMMENDATIONS ...... 43
LIST OF TABLES Table 1: Ultimate Traffic Volumes ...... 16 Table 2: Traffic Generation – Greenvale Central ...... 19 Table 3: Assumed Traffic Distribution...... 20 Table 4: Transport Table ...... 27 Table 5: Design Response – PSP Draft Guidelines ...... 34 Table 6: PSP Guidelines – Standards...... 36
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1. INTRODUCTION
Traffix Group has been engaged by the Growth Areas Authority (GAA) to undertake a transport assessment report for the Greenvale Central Precinct Structure Plan.
The transport assessment report not only considers the transport infrastructure requirements for the Greenvale Central precinct, but also considers the transport requirements in the context of the broader surrounding area, including the recently completed Greenvale West (R3), Greenvale North (R1) and Craigieburn (R2) PSPs and the adjacent existing developed areas. The report also takes into consideration the possibility of a shift of the Urban Growth Boundary (UGB) to the west.
The transport assessment report takes into account relevant background information and existing conditions, and responds to the criteria set out in Element 6 (Transport and Movement) of the Precinct Structure Planning Guidelines – Part 2 (2009), prepared by the GAA.
The purpose of the report is to provide input for the documentation required in preparing a Precinct Structure Plan (PSP) and Development Contributions Plan (DCP) for the Greenvale Central Precinct.
2. EXISTING CONDITIONS
2.1. The PSP Area
The study area of Greenvale Central has a total area of approximately 237 hectares and is comprised of two areas. The southern area (Part A) is bordered by Somerton Road to the north, Mickleham Road to the east, and the UGB to the south and west; the northern area (Part B) is bordered by Aitken College to the north, Greenvale Reservoir to the east, Somerton Road to the south and Mickleham Road to the west.
Figure 1 shows the study area and a locality plan and also shows the existing road hierarchy on the surrounding road network.
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Reproduced with permission from Melway Publishing Pty Ltd.
Figure 1: Greenvale Central PSP Study Area
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2.2. Land Use The southern area (Part A) of the Greenvale Central PSP area is located within the Urban Growth Zone (UGZ), whilst the northern area (Part B) is located within the Rural Living Zone (RLZ) as indicated in Figure 2 below.
Figure 2: Land Use Zoning Map – Hume Planning Scheme
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The urban growth boundary runs along the southern, western and part of the northern boundary of the Greenvale Central (south) area. The urban growth boundary then extends along the western and northern boundaries of the Greenvale West (R3) area before extending up along Mickleham Road.
Key land uses surrounding the study area include the following:
Woodlands Historic Park is located immediately west and south of Greenvale Central (south),
Melbourne Airport is located approximately 2.5km south-west of the study area,
existing residential development at conventional density (Residential 1 Zone) is located to the east of Mickleham Road south of Somerton Road,
existing residential development at low density (Low Density Residential Zone) is located east of Mickleham Road south of Greenvale Drive,
Greenvale Shopping Centre is located on the east side of Mickleham Road north of Greenvale Road and contains a supermarket, medical centre and a number of specialty shops,
Aitken College is located immediately north of Greenvale Central (north),
a Residential 1 Zone is located north of Aitken College (known Providence Estate) and is currently under construction,
Greenvale Reservoir is located further to the east of Greenvale Central (north),
a Green Wedge Zone is located to the west and north of Greenvale West (R3) with Moonee Ponds Creek located further to the west, and
Oakland Junction Quarry is located approximately 2.8km northwest of the Somerton Road/Mickleham Road intersection.
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2.3. Existing Road Network
Mickleham Road
Mickleham Road is an arterial road (Road Zone Category 1) which extends approximately 19km between Tullamarine in the south and Mickleham in the north.
South of Somerton Road adjacent to Greenvale Central (south), Mickleham Road has recently been duplicated and is constructed with dual 7 metre carriageways carrying two lanes each way separated by a 13 metre central median, within a 56 metre wide road reservation. A 3 metre wide shared path is located on the east side.
Figure 3: Mickleham Rd Looking North Figure 4: Mickleham Road Looking South from Bonds Lane towards Greenvale Drive
North of Somerton Road adjacent to Greenvale Central (north), Mickleham Road comprises an 8 metre wide carriageway with 1.5 metre wide sealed shoulders within a 22 metre wide road reservation.
Figure 5: Mickleham Rd Looking North, Figure 6: Mickleham Road Looking South, North of Somerton Road North of Somerton Road
The speed limit on Mickleham Road is 80km/h, and drops to 60km/h in the vicinity of Aitken College at school times (8:00am – 9:30am and 2:30pm – 4:00pm).
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Somerton Road
Somerton Road is an arterial road (Road Zone Category 1) which extends approximately 12km between Somerton and Bulla, with some sections duplicated.
West of Mickleham Road adjacent to Greenvale Central (south), Somerton Road is constructed with a 6 metre wide carriageway with a 1.5 metre wide gravel shoulder on the south side, within a 21 metre road reservation. A 1.5 metre wide concrete footpath is constructed on the south side of Somerton Road, and the speed limit is 80km/h.
Figure 7: Somerton Road Looking East, Figure 8: Somerton Road Looking West, West of Mickleham Road West of Mickleham Road
East of Mickleham Road adjacent to Greenvale Central (north), Somerton Road is constructed with an 8.1 metre wide carriageway with a 3.5 metre wide gravel shoulder on each side, within a 30 metre road reservation. The speed limit is 70km/h.
Figure 9: Somerton Road Looking East, Figure 10: Somerton Road Looking West, East of Mickleham Road East of Mickleham Road
Section Road
Section Road is located along the western boundary of Greenvale Central (south) and is a local access street which extends approximately 1.6km in a north-south direction between Somerton Road and Providence Road. Vehicle movements are restricted to left-in/left-out at Somerton Road due to poor sight distance as a result of the topography.
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The northern part of Section Road (adjacent to Greenvale Reserve) is constructed with a 5.5 metre wide sealed pavement within a 20 metre reservation. The southern section is constructed with a 3.5 metre wide sealed pavement in poor condition with gravel shoulders on both sides, within a 23 metre (approx.) road reservation.
Figure 11: Section Road Looking North Figure 12: Section Road Looking South to Somerton Road (Southern Section)
Providence Road
Providence Road is a local access street which extends approximately 3km between Somerton Road and Mickleham Road through the Greenvale Central (south) area and along the south-western boundary of Woodland Park.
Within Greenvale Central (south), Providence Road is constructed with a sealed 6 metre wide pavement with a painted centreline, within a 20 metre road reservation. At its intersection with Mickleham Road, vehicles can turn right and left in, and left out (via short-lanes). The right-turn out movement is not permitted.
Carroll Lane
Carroll Lane is a local access street within Greenvale Central (south) which is approximately 670 metres long, extending north from Providence Road and terminating at a dead-end. Carroll Lane is constructed with a 5.8 metre wide pavement within a 20 metre road reservation.
Bonds Lane
Bonds Lane is a local access street which extends approximately 500 metres east from Mickleham Road and then 900 metres north to connect with Somerton Road.
The northern 250 metres of Bonds Lane has a 3.5 metre wide gravel roadway within a 9.5 metre reservation. The remainder of Bonds Lane is constructed with a 4 metre wide (approx.) sealed pavement within a 20 metre reservation.
Access to Bonds Lane is restricted to left-in/left-out at Mickleham Road with a left-turn deceleration lane provided. Full turning movements are currently permitted at Somerton Road.
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Figure 13: Providence Road Figure 14: Carroll Lane Figure 15: Bonds Lane Looking East Looking North Looking East
Figure 16: Providence Road Figure 17: Carroll Lane Figure 18: Bonds Lane Looking West Looking South Looking South
Hillview Road
Hillview Road is a local access street which extends approximately 730 metres in an east- west orientation between Mickleham Road and Brendan Road through the Greenvale Central (north) area.
Hillview Road is constructed with an unsealed 4.6 metre wide (approx.) gravel roadway, within a 19.5 metre road reservation. Full turning movements are currently permitted at Mickleham Road.
French Road
French Road is a local access street which extends approximately 680 metres in a north- south orientation between Somerton Road and Hillview Road through the Greenvale Central (north) area.
Carroll Lane is constructed with a 4.6 metre wide (approx.) gravel roadway within a 20 metre road reservation. Full turning movements are currently permitted at Somerton Road.
Brendan Road
Brendan Road is a local access street which extends approximately 620 metres in a north-south orientation between Somerton Road and Hillview Road through the Greenvale Central (north) area.
Brendan Road is constructed with an unsealed 5.0 metre wide (approx.) gravel roadway within a 19.8 metre reservation. Full turning movements are currently permitted at Somerton Road.
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2.4. Existing Public Acquisition Overlays (PAO)
Figure 19 below shows the existing public acquisition overlay (PAO) located on the north side of Somerton Road within the Greenvale Central (north) PSP area. The PAO is approximately 20 metres wide and will accommodate the duplication of Somerton Road east of Mickleham Road.
There is also a PAO on the west side of Mickleham Road within the Greenvale West (R3) PSP area. The PAO is approximately 20 metres wide and will accommodate the duplication of Mickleham Road north of Somerton Road.
Figure 19: Public Acquisition Overlay
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2.5. Existing Public Transport Network
The Greenvale Central PSP area is not well served by public transport currently. However the following public transport services operate near the study area: Bus Route 484 operates through the existing residential areas of Greenvale southeast of the Somerton Road/Mickleham Road intersection, and provides a connection between Broadmeadows Railway Station and Roxburgh Park Railway Station via Greenvale. The recently constructed Roxburgh Park Railway Station has been operational since September 2007 and is located approximately 4.8km east of the Mickleham Road/Somerton Road intersection, on the Craigieburn railway line. A large carpark is provided at the station and an additional 240 car spaces are proposed to be constructed by the end of 2012. The above services provide a connection to other public transport options including train and bus services, as shown in Figure 20 below.
Figure 20: Public Transport Map
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2.6. Principle Bicycle Network
The existing and proposed principal bicycle network in the vicinity of the study area is shown in Figure 21 below.
There is an existing shared local footway/bicycle path on the east side of Mickleham Road between Somerton Road and Barrymore Road and an on-road exclusive bicycle lane on Mickleham Road south of Barrymore Road.
Source: VicRoads Principal Bicycle Network Map 18 (Hume) – July 2007
Figure 21: Principal Bicycle Network Map
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3. ULTIMATE ARTERIAL ROAD NETWORK
3.1. New Arterial Roads
There are a number of potential future changes to the arterial road network which may influence travel distribution for future residents of the Greenvale Central PSP area.
E14 Arterial
A reservation is in place for the future E14 Arterial Road to extend approximately 14.5km in a north-south direction between the Western Ring Road (Gladstone Park) and Mount Ridley Road (Craigieburn).
Initially it was proposed to construct a freeway standard road within this reservation, however we understand that it will now be a high order arterial road.
The reservation for E14 crosses Somerton Road approximately 2.6km east of Mickleham Road.
The section of E14 to the north of Somerton Road is proposed to be constructed first, initially as a single carriageway road to be funded by developer contributions. It is proposed that E14 would be duplicated in the longer term to be funded by VicRoads once certain traffic volume thresholds have been reached.
The section of E14 to the south of Somerton Road will be constructed in the longer term, to be funded by VicRoads. We understand that there is currently some uncertainty as to whether the E14 will ultimately connect all the way through to the Western Ring Road.
Outer Metropolitan Ring Road (OMR)
The State Government is currently investigating a reservation for a future Outer Metropolitan Ring Road between the Princes Freeway near Werribee and the Hume Freeway near Kalkallo.
We understand that if this freeway connection is to be constructed, there is likely to be future interchanges at Somerton Road and at Craigieburn Road.
The indicative location of the OMR in the context of the existing freeway network and site locality is shown in Figure 22 below.
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Figure 22: OMR Overview Map
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3.2. Upgrades to Existing Roads
Somerton Road VicRoads have provided the following advice in relation to Somerton Road: Somerton Road West of Mickleham Road: Planning work for future duplication has not yet commenced. The Greenvale R3 Precinct will need to make provision for future road widening/duplication on the north side (this is accommodated by a PAO as shown in Figure 19). VicRoads draft AMP1 access principles to be applied. Somerton Road east of Mickleham Road: To be duplicated in the near future. Duplication plans have been prepared by VicRoads for Somerton Road, but an ultimate layout for the Mickleham Road/Somerton Road intersection is not yet available. Council has been discussing plans with VicRoads regarding duplication.
Mickleham Road VicRoads have provided the following advice in relation to Mickleham Road: Mickleham Road North of Somerton Road: A Public Acquisition Overlay (PAO) exists on the west side of Mickleham Road to provide for future duplication. There are no current proposals by VicRoads for intersection treatments north of Somerton Road. VicRoads draft AMP access principles to be applied, with consideration also to existing intersections on the east side of Mickleham Road and issues related to access at Aitken College. We understand that no additional land-take will be required on the east side of Mickleham Road north of Somerton Road to facilitate the duplication, with the exception of flaring at the intersection(s). We note that ultimate intersection locations on Mickleham Road north of Somerton Road have been determined as part of the Greenvale West PSP process. One signalised intersection will be required at the Hillview Road/Mickleham Road intersection, and will ultimately function as a four-way cross intersection when development occurs within the Greenvale West Precinct opposite. Mickleham Road South of Somerton Road: Recently duplicated to a 4 lane cross section, between Barrymore Road and Somerton Road, with 2 lanes in each direction. Allowance made for third lane in each direction when required.
1 VicRoads draft AMP – VicRoads Access Management Policies
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VicRoads draft AMP access principles to be applied, with suggested connections (facilitating full turning movements) being at the existing signals at Greenvale Drive, and Elphinstone Boulevard or Providence Road further south.
3.3. Ultimate Traffic Volumes on Arterials
Traffix Group undertook an assessment of the future traffic volumes for the broader Hume growth corridor as part of the ‘Greenvale R1 Transport Plan’ for the Hume City Council and Growth Areas Authority (GAA) in mid 2008. The assessment took into account full build out of the growth corridor including the Greenvale Central PSP area.
Three scenarios were considered as follows:
Scenario 1: Development occurs within all future development precincts within the existing urban growth boundary (UGB) in mid 2008.
Scenario 2: Development occurs within all precincts identified in the Hume Corridor Discussion Plan (prepared by TRACT), including the area known as “R4” which has since been included within the UGB.
Scenario 3: Development occurs in all precincts and the Outer Metropolitan Ring Road (OMR) is constructed.
The traffic volumes on Mickleham Road and Somerton Road as identified in the Traffix Group analysis are set out in Table 1 below.
Table 1: Ultimate Traffic Volumes
Location Scenario 1 Scenario 2 Scenario 3 Mickleham Road south of Somerton Road 40,780 vpd 64,627 vpd 47,214 vpd Mickleham Road north of Somerton Road 40,684 vpd 67,894 vpd 55,150 vpd Somerton Road east of Mickleham Road 11,895 vpd 11,895 vpd 14,148 vpd Somerton Road west of Mickleham Road 6,956 vpd 10,364 vpd 18,024 vpd * Note the traffic volumes have been updated to reflect a higher dwelling yield in the Greenvale Centre PSP area than what was assumed in the ‘Greenvale R1 Transport Plan’. Based on the predicted traffic volumes set out in Table 1 above, it is likely that ultimately, Mickleham Road north of Somerton Road (adjacent to the northern part of Greenvale Central) will need to have a similar capacity to the section south of Somerton Road.
As previously noted, the section of Mickleham Road south of Somerton Road has recently been duplicated (two lanes each way plus separate turning lanes) and provision has been made within the road reservation to accommodate the possibility of a third lane to be constructed each way if the need arises in the future.
Somerton Road west of Mickleham Road is only likely to require duplication under Scenario 3, i.e. if full development occurs (including a shift of the UGB) and the OMR is constructed. If this scenario occurs, it is likely to be many years into the future.
Accordingly, an interim access treatment should be provided having regard to the existing configuration of Somerton Road adjacent to Greenvale Central (southern section). An allowance has also been made for the future duplication by allowing for a PAO (20 metres) on the northern side of Somerton Road within the Greenvale West area.
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4. ADJACENT GREENVALE WEST PSP
Land located on the west side of Mickleham Road north of Somerton Road is known as Greenvale West. A PSP has recently been completed for Greenvale West (R3), and the road and public transport network is shown in Figure 23 below. The Greenvale West PSP was approved by the Minister for Planning in January 2011, through Amendment C121 to the Hume Planning Scheme.
Figure 23: Road & Public Transport Network – Approved Greenvale West PSP The above plan shows two future signalised intersection connections on Mickleham Road spaced approximately 700 metres apart, with one located at Hillview Road within the northern parcel of Greenvale Central. A signalised pedestrian crossing is also proposed on Somerton Road east of Bonds Lane, and a left-in/left-out local connector road is proposed on the north side of Somerton Road between Mickleham Road and Bonds Lane.
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5. DEVELOPMENT PLAN – YIELD
The overall area of the Greenvale Central Precinct is approximately 237 hectares, of which the northern (RLZ) parcel is approximately 73 hectares and the southern (UGZ) parcel is approximately 164 hectares. The Greenvale Central northern and southern precincts currently comprise a significant number of rural residential allotments, many of which are occupied by large (and not very old) houses. Accordingly, full build-out of all of the land within the precinct at higher densities is not likely to occur in the foreseeable future, as it would require considerable cooperation between a large number of land owners. Figure 24 below shows the GAA’s estimated dwelling and population yield for the northern and southern precincts, as follows: Northern Precinct: 840 dwellings Southern Precinct: 1,800 dwellings For the purpose of the traffic analysis, a full redevelopment of the precinct has been assumed, however the likely build out will include retention of existing homes and partial subdivision of some properties.
Figure 24: Development Yield (Source: GAA)
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6. TRAFFIC ASSESSMENTS
6.1. Traffic Generation
The land use for the proposed site is predominantly residential. Preliminary plans prepared by the GAA show the potential for a small local neighbourhood retail site within each of the precincts. These would be designed to serve the local (predominantly walkable) catchment, and are not likely to generate any traffic to/from the surrounding arterial road network.
If anything, the proposed retail sites are likely to reduce the overall external traffic generated by the Greenvale Central precinct, by providing an internal destination for local residents shopping needs.
The RTA Guide to Traffic Generating Developments (2002) (RTA Guide) sets out traffic generation rates for a range of developments, based on survey data collected in New South Wales, and is generally regarded as a standard for metropolitan development characteristics.
The RTA Guide sets out the following traffic generation rates for “dwelling houses”:
daily vehicle trips = 9.0 per dwelling
weekday peak hour vehicle trips = 0.85 per dwelling
The RTA Guide indicates that these rates are based on surveys conducted in areas where new residential subdivisions are being built and public transport accessibility is often limited. The RTA Guide also notes that the Australian Model Code for Residential Development (AMCORD) adopts a rate of 10 vehicle trip-ends per dwelling per day with 10% occurring during the commuter peak hours, with these higher figures providing some allowance for later dual occupancy development.
In the case of the Greenvale Central PSP area there is less likely to be later dual occupancy development due to the current trend for higher densities and smaller lot sizes (with an in-built medium density housing component from the start in these new subdivisions).
Furthermore, there is a shift to encouraging more sustainable development with a higher mode split towards public transport, cycling and walking and less car based trips. Accordingly, for the purpose of analysis, we believe that adopting the RTA rate of 9 vehicle trip-ends per dwelling per day would be appropriate in this case. We note that this is consistent with the assessments for the Greenvale West PSP, and also the rate adopted in the Ashton Hume Traffic Model (July 2009) prepared for the GAA. Traffic generation (based on the RTA Guide rates) for the Greenvale Central Precinct is estimated in Table 2 below. Table 2: Traffic Generation – Greenvale Central
Location No. of Lots Daily Traffic Peak Hour Traffic Northern Precinct 840 lots 7,560 vpd 714 vph Southern Precinct 1,800 lots 16,200 vpd 1,530 vph TOTAL 2,640 lots 23,760 vpd 2,244 vph
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6.2. Traffic Distribution
The preceding traffic generation assessments indicate that the overall Greenvale Central area is likely to generate in the order of 23,760 vehicle trip-ends per day.
The ‘Greenvale R1 Transport Plan’ undertaken by Traffix Group for the broader Hume growth corridor (for the Hume City Council and GAA, 2008) identified the following locations as major destinations for traffic generated in the broader study area, based on discussions with Hume City Council and other key stakeholders:
traffic heading south to/from various destinations towards Melbourne,
traffic heading to/from the proposed Craigieburn Town Centre (E14/Craigieburn Road intersection, north-east of R3-A),
traffic heading to/from internal destinations within each precinct (local schools, childcare, shops, parks, sporting grounds, etc),
traffic heading to/from industrial areas and the rail corridor near Sydney Road,
traffic heading to/from Melbourne Airport, and
traffic heading to/from future employment areas to the north.
The proposed long-term provision of the OMR to the west of the broader study area, is likely to form an additional destination in the future.
The following table sets out the adopted traffic distribution proportions set out in the ‘Greenvale R1 Transport Plan’, including the corresponding daily traffic volume contributions from Greenvale Central (based on a total traffic generation of 23,760 vpd).
Table 3: Assumed Traffic Distribution
Trip Proportion – No OMR Trip Proportion – With OMR Destination Proportion Volume Proportion Volume
Melbourne 35% 8,316 vpd 25% 5,940 vpd
Craigieburn Town Centre 25% 5,940 vpd 25% 5,940 vpd
Internal 15% 3,564 vpd 15% 3,564vpd
Sydney Road (trains) 15% 3,564 vpd 15% 3,564 vpd
Melbourne Airport 5% 1,188 vpd 5% 1,188 vpd
Northern Employment 5% 1,188 vpd 5% 1,188 vpd
OMR N/A ‐ 10% 2,376 vpd
TOTAL 100% 23,760 vpd 100% 23,760 vpd
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Given that the potential construction of the OMR is a long way into the future, the ‘no OMR’ rates have been adopted for the purpose of analysis. The only difference between the two is the proportion heading south to Melbourne compared with the proportion heading west (via Somerton Road) to the OMR. As previously noted, the construction of the OMR is likely to trigger the need to duplicate Somerton Road west of Mickleham Road, and this would accommodate the change in the distribution of traffic.
The estimated traffic volumes accessing the Greenvale Central PSP area are shown in Figure 25 below.
Figure 25: Assumed Daily Traffic Distributions
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7. CONSIDERATION OF PSP GUIDELINES
The GAA has prepared precinct structure planning guidelines in order to set out what should be addressed in preparing a PSP. The purpose of the guidelines is to increase consistency and certainty in growth area planning.
Element 6 of the PSP Guidelines relates to transport and movement and includes four sections that should be addressed as follows:
design response,
outputs,
relevant standards, and
considerations for planning permit applications.
These elements are addressed below.
7.1. Outputs
The outputs required under the PSP Guidelines are set out below.
7.1.1. Transport Plan
The PSP Guidelines require that a transport plan (or plans) be produced which shows the hierarchy of streets, pedestrian and cycle paths, public transport and freight routes.
The proposed transport plan is set out at Figure 26. The proposed streets and intersection connections have been designed having regard to the following:
VicRoads’ draft access management policies:
- Mickleham Road has been designed as an AMP2 road with major intersections spaced generally at 800 metres and minor (left-in/left-out) intersections spaced at a minimum 200 metres.
- Somerton Road adjacent to the site will be a lower order road west of Mickleham Road in the medium term (until such time that either the UGB shifts or the OMR is constructed). Intersections have been spaced at a minimum 200 metres.
The existing site constraints, including the existing network of roads and road reservations through the Greenvale Central PSP area, the location of existing buildings and properties, and existing intersection controls on Mickleham and Somerton Roads along the boundaries of the Greenvale Central Precinct.
The location of planned future intersections resulting from the recently adopted Greenvale West PSP, including a signalised intersection at the Mickleham Road/Hillview Road intersection and a local road connection (unsignalised left- in/left-out) to Somerton Road between Mickleham Road and Bonds Lane.
Minor (left-in/left-out) connections from local access streets could be considered
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along Mickleham Road and Somerton Road, and these locations can be altered depending on design requirements but should be at least 200 metres from any other access point (existing and proposed).
The Greenvale Central northern precinct has a 900 metre (approx.) boundary to Somerton Road which is sufficient to provide a signalised intersection with appropriate spacing to the existing controlled Mickleham Road/Somerton Road intersection.
The Greenvale Central southern precinct has an 860 metre (approx.) boundary to Somerton Road which is sufficient to provide a signalised intersection with appropriate spacing to the existing controlled Mickleham Road/Somerton Road intersection.
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Figure 26: Transport Plan
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The transport plan at Figure 26 includes consideration of the following key elements:
The southern lots (fronting Mickleham Road in the vicinity of Barrymore Road) will ultimately be accessed via an extension/conversion of the existing signalised T- intersection of Mickleham Road/Barrymore Road to incorporate a local road branch.
A new fourth leg will be constructed at the Mickleham Road/Greenvale Drive signalised intersection. This will require some modifications within Greenvale Drive to provide additional storage capacity. Assessments of the operation of the proposed four-way signalised cross-intersection have been undertaken, and are attached at Appendix A.
A local road connection through Aitken College will potentially join the Greenvale Central northern precinct to the approved Providence Estate (north of Aitken College). This connection will ease the congestion at the school entrance, by providing alternative access from the north and the south via signalised intersections on Mickleham Road, and should be further investigated.
Brendan Road is proposed to be realigned to intersect Somerton Road opposite Fleetwood Drive to allow a signalised cross-intersection to be constructed, as shown in the concept diagram at Figure 27 below. This will allow retention of full turning movements at the Somerton Road/Fleetwood Drive intersection once Somerton Road is duplicated, and will also provide direct vehicle and pedestrian connectivity between the Greenvale Central northern precinct and existing uses to the south (including Greenvale Primary School and Greenvale Shopping Centre).
Figure 27: Concept Diagram – Somerton Road (Duplicated)/Fleetwood Drive/Brendan Road
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It is noted that the transport plan is required to have consideration for pedestrian and cycle paths, public transport and freight routes as well as the road hierarchy. These are considered as follows: All of the proposed roads shown in the transport plan will include footpaths, as set out in the transport table and cross-sections in Section 7.1.3 below.
It is recommended that the pedestrian crossing on Somerton Road (included as part of the Greenvale West PSP) be located midway between Bonds Lane and the Greenvale West PSP proposed local road (on the north side of Somerton Road) so as not to impact on the space required to provide left-turn deceleration lanes into each of the local access roads.
It is further recommended that shared paths be constructed through any linear parks that may be included within the Greenvale Central precinct.
While traffic volumes on most of the internal roads are consistent with the requirements for an “access street” rather than a connector road, it is possible that the connector roads shown in Figure 26 may accommodate potential future bus routes.
No freight routes are necessary within the Greenvale Central PSP area because there are no industrial or commercial land uses proposed.
7.1.2. Transport Table
The PSP Guidelines require that a transport table be provided for any new PSP, which considers each of the possible users for different levels of road hierarchy.
The following road hierarchy definitions are set out in Clause 56.06-8 of the Hume Planning Scheme, with the exception of arterial roads which are not defined in Planning Schemes because they are under the jurisdiction of the road authority (VicRoads):
Access Lane - A side or rear land principally providing access to parking on lots with another street frontage.
Access Place - A minor street providing local residential access with shared traffic, pedestrian and recreation use, but with pedestrian priority.
Access Street - A street providing local residential access where traffic is subservient, speed and volume are low and pedestrian and bicycle movements are facilitated.
Connector Street - A street that carries higher volumes of traffic. It connects access places and access streets through and between neighbourhoods.
Arterial Road - A street that’s primary function is to carry through traffic, with higher volumes and speeds, connecting between suburbs. Pedestrian and bicycle movements should be separated from the traffic stream.
A transport table is provided below, which sets out the role and function of different categories of the movement hierarchy.
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Table 4: Transport Table
Road Type User Connector Access Lane Access Place Access Street Arterial Road Street
Yes, within Yes, within Yes, indented carriageway Parking No carriageway off No (one side (both sides) carriageway only)
Yes, low Yes, low Yes, medium Yes, high Yes, low speed, speed, low priority, volumes, high speed access volumes Cars priority, distributing speeds, to rear typically less property traffic to minimal parking than 2,000 access only arterials conflict points vpd
Sometimes, if providing No (except at Yes, typically Trucks No No access to non‐ shops) freight routes residential uses
Yes, design all Yes (bus), connector high priority, Public streets for consider No No No Transport potential exclusive future bus lanes at routes intersections
Yes, commuters Yes, Yes, Yes, and carriageway carriageway commuters recreational, designated as designated as (on‐road cycle on‐road cycle Cyclists No shared zone shared zone lane) and lanes unless and and shared paths part of the appropriately appropriately both sides ‘interim’ signed signed (3m) standard road network
Provision Yes, high Yes, footpaths should be priority but Yes, high both sides, made for can use road priority, pedestrian pedestrians to Pedestrians No due to low footpaths refuges at key cross arterials traffic both sides crossing at controlled volumes points locations & intersections
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7.1.3. Street Cross Section Drawings
The following street cross-sections are proposed for the Greenvale Central PSP show how each of the different types of streets within the study area.
The connector street cross-section shown below is consistent with the requirement of Clause 56.06-8 of the Hume Planning Scheme for a Connector Street (3,000 – 7,000 vpd).
Figure 28: Proposed Connector Street Cross‐Section (31m Road Reservation)
It is noted that the majority of the connector streets shown in Figure 26 follow the alignment of existing roads, and the majority of the existing roads have a 20 metre road reservation.
An alternative connector road cross-section2 has also been prepared for the Greenvale Central PSP. The alternative ‘Interim’ (20m) and ‘ultimate’ (23m) connector street cross- sections have been designed especially for Greenvale Central PSP as a means to utilise existing road reserves within the precinct.
The proposed “interim” variation to the connector street cross-section is shown below.
Figure 29: Proposed Alternative “Interim” Collector Road Cross‐Section (20m Road Reservation)
2 ‘Interim’ (20m) and ‘ultimate’ (23m) connector streets have been designed especially for Greenvale Central PSP as a means to utilise existing road reserves within the precinct and allow the construction of roads within a highly fragmented land area. The Grenvale Central PSP will describe the manner in which connector roads are to be constructed.
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Figure 30 below shows the proposed “interim” variation to the connector street cross- section.
Figure 30: Proposed Alternative “Ultimate” Collector Road Cross‐Section (23m Road Reservation)
The access street cross-section shown below exceeds the minimum ‘Level 2’ local access street requirements set out in Clause 56.06-8 of the Hume Planning Scheme. The carriageway will be sufficient to accommodate cars parked on both sides whilst maintaining a 3.0 metre clear traffic lane in each direction.
Figure 31: Proposed Level 2 Access Street Cross‐Section (20m Road Reservation)
The access street cross-section shown below is consistent with the requirements for a Level 1 Access Street under the provisions of Clause 56.06-8 of the Hume Planning Scheme and will be sufficient to allow parking to occur on one side whilst maintaining a through traffic lane. This cross-section will be suitable for the majority of local roads within the subdivision.
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Figure 32: Proposed Level 1 Access Street / Access Place Cross‐Section (16m Road Reservation)
An alternative access street cross-section has been prepared for the proposed roads within the Greenvale Central (south precinct) that abut the grasslands reserve to the west. The access street cross-section combined with a 41 metre building envelope setback will provide a 60 metre bushfire prone area buffer.
Figure 33: Proposed Access Street (Level 1) Cross‐Section – Bushfire Prone Area (19m Road Reservation)
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7.1.4. Transport Assessment Report
The PSP Guidelines require a Transport Assessment Report that sets out the expected traffic movements on planned roads within the precinct (with reference to VicRoads Network Operating Plans), existing and proposed public transport routes and anticipated public transport patronage.
An estimate of the overall expected traffic movements for the Greenvale Central PSP area is set out in Section 5 of this report, and a more detailed assessment of the traffic movements on individual planned roads within the precinct is set out at Section 8.
VicRoads Network Operating Plans
VicRoads have recently developed a series of ‘Network Operating Plans’ through consultation with local Councils, government agencies and relevant stakeholders. The plans show which transport modes have priority on major arterial roads and intersections at different times of the day. Part of the Hume Network Operating Plan in the vicinity of the Greenvale area is shown in Figure 32 below.
Figure 34: VicRoads Network Operating Plan
The above plan shows that Mickleham Road (south of Somerton Road) and Somerton Road (east of Mickleham Road) are preferred traffic routes. There are no existing or future tram priority, bus priority of traffic priority routes shown within the Greenvale Central Precinct.
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Existing & Proposed Public Transport Routes
The existing public transport routes in proximity to the Greenvale Central Precinct are described in Section 2.5 of this report. Notably, bus route 484 operates nearby to parts of the Greenvale Central Precinct, as follows:
along Mickleham Road past the eastern boundary of the Greenvale Central southern area before heading east along Barrymore Road,
along Greenvale Drive approximately 180 metres east of the Greenvale Central southern area before heading north along Heversham Grove east of Greenvale Village Shopping Centre, and
past the intersection of Heversham Grove/Fleetwood Drive approximately 130 metres south of the southern boundary of the Greenvale Central northern area.
Within the Greenvale West PSP area, some key connector roads have been designed to provide for potential future public transport (bus) routes, as shown in Figure 23 (Section 4 of this report).
The following diagram shows a potential future bus route through the Greenvale area and highlights the roads which should be designed to accommodate a potential future bus route (circular route to/from Roxburgh Park railway station).
Figure 35: Potential Future Public Bus Route
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The route shown in Figure 33 would operate in a “clockwise” direction and takes into account the left-in/left-out intersections. It provides for the Greenvale West PSP area and Providence Estate as well as the Greenvale Central Precinct, and subject to appropriate bus stop locations and a permeable street network, allows for the majority of dwellings to be located within 400 metres walking distance, as required under the DOT Public Transport Guidelines.
In order to provide an efficient public transport service, the route should not have any additional stops or detours to the east of the Greenvale Central Precinct, and should operate along Somerton Road, providing a direct service to Roxburgh Park Railway Station.
Anticipated Public Transport Patronage
In terms of public transport patronage, if it is assumed that roughly 20%3 of trips from each household are via public transport (as per the government’s 2020 targets), then in the order of 2 public transport trips per household (or 5,280 trips per day for the Greenvale Central PSP area) may be by public transport, which equates to 2,640 people entering and 2,640 people exiting the Greenvale Central area each day by public transport.
Of these, a significant proportion is expected to be ‘park-and-ride’ commuters accessing the recently constructed Roxburgh Park Railway Station and commuting to the city. The remainder are likely to be local bus trips, via school bus and/or via any future bus route that services the Greenvale Central area (likely to be towards nearby activity centres) such as Greenvale, Roxburgh Park and the proposed Craigieburn Town Centre.
If 50% of the daily public transport commuters were ‘park-and-ride’, we would need 1,100 additional parking spaces at Roxburgh Park Station assuming a car occupancy of 1.2 persons per car. This level of parking provision has not been planned for. In the alternative, a shuttle bus route to the station will be required. Assuming 10% of the daily public transport trips (20% of public transport commuters) access Roxburgh Station in the peak hour, this would equate to in the order of 528 people travelling between R3-A and Roxburgh Station over a one hour period. If all these commuters were to travel by bus to the station, then there would need to be approximately 8 bus services provided (one every 7.5 minutes) travelling along Somerton Road, just to service this area. In practice, it is unlikely that the R3-A area would be able to achieve the government’s 2020 target of 20% mode share to public transport. These are Melbourne-wide targets. Within inner metropolitan suburbs with high access to public transport services, the mode share is likely to be higher than 20%, while in outer suburbs located a significant distance from a railway station (such as Greenvale), the mode share is likely to be lower than 20%. It is noted that the Department of Transport (DOT) have undertaken surveys4 which indicate that for residents of the Hume municipality, public transport trips currently comprise approximately 9% of all trips, or approximately 0.8 trips per household per day. Accordingly, the public transport patronage adopted in this report is considered to be
3 The State Government has set a target to increase the mode share for public transport to 20% by the year 2020. This is supported by Action 6 of the Melbourne 2030 document (Ensure Integrated Planning for Metropolitan Transport). However we note that adopting this rate for Greenvale provides an optimistic assessment of the public transport patronage, as the government’s target is an ‘overall’ target for the metropolitan area, and is likely to be exceeded in inner metropolitan areas where there is a high level of existing public transport infrastructure, and not met in outer growth areas such as Greenvale.
4 Victorian Integrated Survey of Travel and Activity 2007 (VISTA 07) – Department of Transport
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conservative and based on the DOT numbers for Hume (0.8 trips per household per day), 2,640 dwellings may generate in the order of 2,112 public transport trips per day, and a corresponding demand for up to 440 parking spaces at Roxburgh Park Station adopting the same assumptions as listed above.
7.2. Design Response
The PSP Guidelines require that the design response address a series of questions regarding transport and movement. These questions and recommendations for the study area in order to address the issues raised are provided in Table 5 below.
Table 5: Design Response – PSP Draft Guidelines
Question Comment/Recommendation
How has a transport network been It is recommended that in refining the ultimate provided that links people from home to internal road network within the Greenvale Central shops, jobs, schools, other community PSP area, a permeable and connective road network facilities and to other destinations of should be provided, with several connections to the activity within the precinct and the region arterial road network (as shown in Figure 26) in safely and efficiently? order to minimise the distance required to be travelled on local roads.
The use of culs‐de‐sac should be avoided to ensure a continuous interconnected network of streets, paths and routes are maintained for all users.
What opportunities are provided to reduce Both the northern and southern areas of the the number of trips required and to Greenvale Central precinct are proposed to be well shorten the length of travel? connected to the external road network (Somerton Road and Mickleham Road) via signalised intersections providing fully‐directional access, which provides for efficient movement (including facilitating pedestrians crossing the arterial roads at key locations) to nearby schools and shops located within adjacent precincts.
The connector road network has also been designed to ensure that any future bus route will be able to maximise the proportion of dwellings within walking distance of a bus stop.
How will the precinct structure plan help Footpaths are proposed to be provided on all to prioritise and increase the proportion of streets. Streets carrying higher traffic volumes, i.e. trips made by public transport and to connector roads, are proposed to have separate encourage walking and cycling? provision for bicycles on road and will be able to accommodate a bus route.
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Question Comment/Recommendation
How will arterial roads and connector There are no arterial roads within the Greenvale streets be designed as safe and attractive Central precinct. The abutting arterials (Somerton places for all transport users (e.g. Road and Mickleham Road) should ultimately have pedestrian, cyclist, bus, car and emergency separate provisions for pedestrians and cyclists and vehicles) with regard to their role and be landscaped. There would not be any direct function in the movement hierarchy? access to properties from either of these roads, and if dwellings face arterials, they should be accessed via service roads.
As shown in Figure 28, connector streets are proposed to include on‐road cycle lanes, indented parking, shared paths and lane widths sufficient to accommodate buses, and meet the design standards recommended by the Department of Transport (DOT).
How does the plan cater for safe and The proposed connector road network provides for efficient operation of public transport? an efficient bus route to be established as shown in Figure 33, with the provision of traffic signals at locations where buses are required to turn right from local connector roads onto the adjacent arterial roads.
Further, the proposed connector road cross‐sections meet the design standards recommended by the Department of Transport (DOT).
How does the precinct structure plan help A pedestrian crossing on Somerton Road east of to create a network of linked walking and Bonds Lane (as per the Greenvale West PSP) cycling paths as part of a broader regional facilitates a safe walking and cycling link between network? Greenvale Reserve/Woodlands Historic Park and Brodies Lakes/Greenvale Reservoir Park. On‐road cycle lanes on the connector roads (where possible) within the Greenvale Central precinct also help to link the local precinct with the existing and future broader regional network which includes existing cycle lanes on Mickleham Road (south of Somerton Road).
How is consideration of transport The location of internal road connections to the infrastructure balanced with other arterial road network (including the form of objectives in favour of net community intersection) has been carefully balanced against the benefit and sustainable development? competing objectives of the arterial road network in accordance with VicRoads’ access management policies. The proposed road network has also taken into consideration the existing road network and fragmented property, to ensure that some development can occur early, without relying on neighbouring properties.
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7.3. Relevant Standards
The PSP Guidelines indicate that PSP’s should respond to a number of standards which are outlined in Table 6 below.
Table 6: PSP Guidelines – Standards
Standard Comments
S1 Arterial roads spaces at The existing arterials (Mickleham Road and Somerton approximately 1.6 kilometre Road) are sufficient and no arterials are needed intervals and connector streets through the Greenvale Central PSP area. spaced at approximately 800 metres intervals, having regard The proposed connector road connections to for existing and proposed land Mickleham Road north of Somerton Road (signalised uses, public transport and intersections) are spaced approximately 700 metres property access requirements. apart, and the locations have been chosen having See Clause 56.06‐4. regard to existing and future planned conditions along the east side of Mickleham Road, and have been agreed in consultation with VicRoads as a result of the Greenvale West PSP process.
Section Road is approximately 850 metres west of Mickleham Road and is an appropriate location for a signalised intersection having regard to Standard S1, VicRoads access management policies and consideration of existing land use and safety issues at the Somerton Road/Section Road (due to topography) currently.
A signalised intersection is proposed on Mickleham Road at Bonds Lane. Bonds Lane is located approximately 850 metres south of Somerton Road and accordingly is an appropriate location for an east‐ west connector street in accordance with Standard S1. The signals would operate in coordination with the existing Greenvale Drive signals, and the staggered T‐intersections arrangement has been adopted due to existing land‐use constraints and capacity issues within Greenvale Drive.
A controlled (signalised) intersection is also proposed on Somerton Road approximately 700 metres east of Mickleham Road Road, at Fleetwood Drive. This is generally in accordance with the spacing suggested by Standard S1, taking into account the existing land uses and road network.
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Standard Comments
S2 Local feeder bus routes are Bus routes will be determined by DOT on an as‐needs aligned with connector streets basis. The proposed connector (and level 2 access and these connect to the PPTN street) network provides an appropriate layout to (both bus and rail) and activity accommodate any future bus route, and it is likely centres and community facilities. that such a bus route would connect to Roxburgh See Clause 56.03‐2, 56.03‐3 and Park (both a railway station and an activity centre). 56.06‐3. A potential route is shown in Figure 33.
S3 Land is set aside to enable grade This standard is not relevant to the Greenvale Central separation of access crossings of area as there are no railway lines which pass through all transport corridors (including (or near) the PSP area. roads, pedestrian and bicycle paths) across railways. The precinct structure plan should identify and preserve the land required for grade separation of the existing or proposed crossing.
S4 Land is planned and reserved for Land to the north of Somerton Road is subject to a the future expansion of streets PAO to facilitate future duplication. This should be and railways (as identified by the taken into account when refining the subdivision Transport Assessment Report) to plans at permit application stages. meet movement needs as the precinct or adjoining areas evolve No future railways are planned within or nearby to over time. the site.
S5 The most intensive land uses that No activity centres, railway stations or public have a high residential or transport interchanges are proposed within the employment density and/or a Greenvale Central precinct. large number of frequent visitors are concentrated in or adjacent to activity centres on the PPTN or local bus route. If a railway station and/or public transport interchange facility is proposed, land use and street networks are developed to maximise catchments and accessibility. See Clauses 56.03‐2 and 56.06‐3.
S6 Freight access to and from The Greenvale Central PSP area will be predominantly activity centres and major residential and will not include any activity centres or employment areas minimises any major employment areas. Accordingly, freight access adverse impacts on adjoining land will not be required in this area. uses. From time to time, trucks may access Greenvale Reserve, and the proposed upgrade of the Somerton Road/Section Road intersection will improve access.
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Standard Comments
S7 95% of dwellings are located not The proposed connector road network and more than 400 metres street recommended bus route will provide for most walking distance from the nearest dwellings to be located within 400 metres of a bus existing or proposed bus stop. stop. See Clause 56.04‐1.
S8 Bus interchanges are integrated No bus interchanges or railway stations are located with railway stations and ‘park within the Greenvale Central PSP area. However, it is and ride’ facilities to enable easy anticipated that future residents of this area will movement of travelling by foot, access Roxburgh Park Railway Station by car, cycling car, train and bus. and/or bus.
Accordingly, all of these types of movements should be accommodated along any future upgrades of Somerton Road between Mickleham Road and Roxburgh Park Railway Station.
S9 Marked bicycle lanes are provided The default speed limit on all local streets within the on all collector streets. On all PSP area is 50km/h. The speed limit on the proposed arterial roads, provide a shared connector streets could be signed at 60km/h. bicycle/footpath (segregated Accordingly, on‐road cycle lanes would be where possible) and on road appropriate. bicycle lanes wherever possible. See Clause 56.06‐2.
S10 All streets have footpaths on both This requirement differs from current statutory sides of the reservation. See requirements at Clause 56.06‐8. For local access Clauses 56.06‐5. places (300 – 1,000 vpd), footpaths on one side meet the statutory requirements.
Provision of footpaths on only one side of local access places also meets current practise and is considered to be appropriate for dead‐end access places in our opinion.
At any rate, dead‐end access places are discouraged for connectivity reasons, and the cross‐sections shown in Section 7.1.3 provide for footpaths on both sides of all streets, with the exception of park‐edge streets (with pedestrian access provision made within the park in most cases), regardless of traffic volumes, which complies with standard S10.
S11 Avoid the use of slip lanes at There are no activity centres proposed within the locations within activity centres Greenvale Central PSP area and accordingly this where significant pedestrian standard is not relevant in this case. flows are expected, although their need will require assessment on a case by case basis.
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Standard Comments
S12 Pedestrian crossing points are Any future bus stops on Mickleham Road and provided along key pedestrian Somerton Road should be located close to the desire lines, on both sides of all existing and proposed signalised intersections to legs of signalised intersections in provide opportunities for pedestrians to cross. activity centres, and at appropriate bus stops. Due to the higher speed limit on Mickleham Road (80km/h) and traffic carrying function of this route, it would not be appropriate to provide midblock unsignalised pedestrian crossing points to provide access to future bus stops.
Furthermore, the installation of pedestrian crossings (other than at intersections) is unlikely to be approved by VicRoads unless specific warrants (relating to an existing pedestrian demand) were met.
S13 Dedicated off‐street shared We understand that a green link is proposed to be pedestrian and cycle paths are provided between the Greenvale Reservoir and established through open space Woodlands Historic Park along Somerton Road, areas. Where relatively high identified as part of the Greenvale West PSP process. levels of pedestrians and cyclists are expected, segregated paths The southern portion of the Greenvale Central PSP is exist. See Clause 56.06‐2. located adjacent to an existing significant regional open space precinct (Greenvale Reserve and Woodlands Historic Park) and similarly the northern portion of the Greenvale Central PSP is adjacent to Brodies Lakes and Greenvale Reservoir Park, and accordingly there is unlikely to be a need to incorporate any significant additional open space areas within the PSP area itself. Any open space should facilitate connection between residential areas and the existing regional open space network, and any off‐road shared paths should connect into the existing adjacent open space areas wherever possible.
S14 In areas of anticipated high There are no watercourses, service easements, pedestrian/cyclist demand, and railway lines or other barriers through the Greenvale where necessary and appropriate, Central PSP area. Accordingly, no bridges are crossings for these users should required. be provided across barriers such as railway lines, service easements and watercourses. These should be at a maximum spacing of 400m. Road bridges should be constructed at regular intervals (ideally at about 800 metres spacing and up to a maximum of 1600m spacing) over these barriers.
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Standard Comments
S15 Reserves along arterial roads and A 20 metre PAO exists along Mickleham Road and connector streets are made Somerton Road to meet VicRoads’ future available for treed boulevards requirements, which will give a total reservation of at (refer to VicRoads clear zone least 40 metres on each of these roads. standards). A 40 metre reservation will be sufficient to meet the traffic carrying function of these arterials as well as providing for suitable landscaping.
7.4. Considerations for Planning Permit Applications
The PSP Guidelines set out the following key questions which should be considered in preparing planning permit applications:
How does the location of local streets reinforce a permeable street network?
How will local streets be designed as safe and attractive places for all transport users (e.g. pedestrian, cyclist, bus, car and emergency vehicles), with regard to their role and function in the movement hierarchy?
Has an appropriate balance been struck between encouraging direct and safe access to shops, schools and services and minimising traffic congestion within activity centres?
How can the use of public transport be prioritised through the design of spaces and buildings?
What street landscaping can be used along with other urban design treatments to reinforce the identity of places and legibility of routes?
Has the location and design of bus stops been determined before or development?
How does the design of public transport stops and the surrounding subdivision promote public transport user safety and surveillance?
What has been done to accommodate bicycle end-of-trip facilities at activity centres and other key destinations?
While the above points should be taken into consideration at PSP preparation stage, they primarily relate to a more detailed design stage.
Of relevance to the Greenvale Central PSP is the layout of collector routes which allows for a permeable local street network to be established, as well as consideration for all road users which is addressed at 7.1.3 (street cross-sections).
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8. HUME CORRIDOR TRAFFIC MODELLING
Ashton Traffic Pty Ltd has undertaken traffic modelling for the Hume Corridor for the GAA (Traffic Modelling Report dated July, 2009), which includes consideration of traffic volumes within the Greenvale Central Precinct. The relevant section of the Ashton Traffic model is shown in Figure 34 below.
Figure 36: Ashton Traffic Model – Ultimate Two‐Way Daily Traffic Volumes (‘00s) Various other model scenarios have also been tested, including provision of an Airport Link, the Metropolitan Ring Road Link and deletion of E14 south of Somerton Road. At the time that the Ashton Model was developed, the northern portion of the Greenvale Central precinct was proposed to be developed as a mixed-use zone, providing an activity centre function. This is no longer the case. Table 2 (Section 6.1) of this report indicates that the northern portion of the Greenvale Central precinct is likely to generate in the order of 7,560 vehicle trip-ends per day. Figure 34 shows 22,300 vehicles per day entering/exiting the northern portion of the Greenvale Central precinct via four connections (two to Somerton Road, one to Mickleham Road and one through Aitken College to the north). Given the available connection points, each of the proposed connector roads within the northern portion of the Greenvale Central precinct is likely to carry not more than 3,000 vehicles per day.
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The Ashton Model shows a total of 22,500 vehicles per day entering and exiting the southern portion of the Greenvale Central precinct. Table 2 (Section 6.1) of this report indicates that the southern portion of the Greenvale Central precinct is likely to generate less traffic, in the order of 16,200 vehicle trip-ends per day. The difference is likely to be in part due to the Ashton Model adopting a higher development density than is currently foreseen (revised down due to the fragmentation of lots), and also due to external traffic accessing Greenvale Reserve on the west side of Section Road. A revised traffic volume prediction is shown in Figure 34 below. The revised model includes 16,200 vpd entering and exiting the southern precinct. This includes 13,770 vpd external traffic generated by the residential development (assuming 15% of the 16,200 vpd is internal trips), as well as allowing for a component of externally generated traffic accessing the existing facilities at Greenvale Reserve to the west of Section Road.
Figure 37: Revised Traffic Volume Predictions – Ultimate Two‐Way Daily Traffic Volumes
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9. SUMMARY & RECOMMENDATIONS
Having regard to existing conditions and relevant background information (including liaison with relevant authorities), this transport assessment report provides traffic engineering recommendations for preparation of Precinct Structure Plan documentation for the Greenvale Central area and responds to the criteria set out in Element 6 (Transport and Movement) of the Precinct Structure Planning Guidelines (2009), prepared by the Growth Areas Authority.
It is recommended that the following key design principles be adopted:
Brendan Road should be realigned to allow for provision of a fully signalised cross- intersection on Somerton Road opposite Fleetwood Drive. The existing service lane on the south side of Somerton Road will need to be taken into consideration in the detailed design of this connection.
French Road should be retained at its current location, and provide for left-in/left-out movements only, once Somerton Road is duplicated.
A signalised cross-intersection should be provided at Mickleham Road/Hillview Road as identified in the Greenvale West PSP. The cost of this should be divided equally between Greenvale West and Greenvale Central (northern precinct).
A connection should be provided between Hillview Road and Providence Estate through the Aitken College land to allow Aitken College traffic to access Mickleham Road via the Hillview Road signalised intersection, to alleviate existing congestion and access issues. In the alternative, a connection from Hillview Road to Aitken College could be provided without a through connection to Providence Estate.
The Bonds Lane connection to Somerton Road can be retained in the short term, and ultimately, once Somerton Road is duplicated, will operate as a left-in/left-out access point.
The Somerton Road/Section Road intersection should be signalised to facilitate traffic turning right out of the southern part of the Greenvale Central PSP area into Somerton Road particularly to facilitate access to Greenvale Reserve and alleviate potential future congestion through the estate with traffic using Mickleham Road as an alternative to head east along Somerton Road towards Roxburgh Park. This will also improve safety at the existing intersection which currently has poor sight distance.
Greenvale Drive should be extended west across Mickleham Road (as a fourth leg of the existing signalised intersection) into the PSP area.
Providence Road should be retained in its current location where it intersects Mickleham Road, and should be classified as a connector road, with signalisation.
Access to lots to the south of Providence Road should be facilitated by construction of a fourth leg (local road connection) at the existing Mickleham Road/Barrymore Road signalised intersection.
The internal road network should be permeable and connective to minimise travel distances and provide for appropriate pedestrian and cycle connections.
Connector roads should be designed to provide for a possible future bus route, and should allow for the majority of dwellings to be located within 400 metres of any future bus route.
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APPENDIX A
Intersection Assessments
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Mickleham Road/Greenvale Drive Intersection Assessments
Existing Traffic Volumes Existing traffic volumes for the Mickleham Road/Greenvale Drive intersection were sourced from VicRoads SCATS data for the weekdays between 1st and 7th April, 2011. The AM and PM peak hour turning movements are summarised in Figure 1A below.
Figure 1A: AM (PM) Peak Hour Existing Conditions – Mickleham Road/Greenvale Drive
Traffic Distribution Assumptions For the purpose of analysis, the following traffic distribution assumptions have been adopted:
The total peak hour traffic volume entering and exiting the new road (Greenvale Drive extension) will be 35% of the total peak hour traffic generated by the southern area of Greenvale Central, i.e. 536 vehicles per hour.
During the AM peak hour, 75% of traffic will exit and 25% will enter the Greenvale Central Precinct.
During the PM peak hour, 40% of traffic will exit and 60% will enter the Greenvale Central Precinct.
Of the traffic generated by the Greenvale Central Precinct (southern section):
‐ 10% will be generated to/from the east (to Greenvale Village Shopping Centre, Greenvale Primary School, local social visits, etc.),
‐ 40% will be generated to/from the north (towards Roxburgh Park along Somerton Road including MAC and trains, Craigieburn, employment, etc.), and
‐ 50% will be generated to/from the south (towards Melbourne/suburbs, airport, freeways, etc.).
The through traffic on Mickleham Road past Greenvale Drive has been factored up by 4% per year compounded over 10 years, to account for additional traffic generated by Greenvale Central – Northern Section, Greenvale West (R3), Providence Estate, etc., heading southbound towards Melbourne and surrounds.
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The surveyed traffic volumes turning left into and right out of Greenvale Drive have been factored up by 10% to account for any traffic generated by Greenvale West (R3) and Providence Estate accessing the Greenvale Village Shopping Centre. The Greenvale Central – Northern Section is likely to access existing parts of Greenvale (including the Shopping Centre) by using the future signalised cross-intersection of Somerton Road/Brendan Road/ Fleetwood Drive. Based on the preceding assumptions, Figure 2A below shows the future turning movements for the four- way cross-intersection (signalised).
Figure 2A: AM (PM) Peak Hour Future Conditions (10yrs Growth) – Signalised Cross-Intersection
Traffic Impact Assessments We have checked the operating conditions of the Mickleham Road/Greenvale Drive signalised intersection using the SIDRA Intersection analysis program for the following two scenarios:
Scenario A: Existing (surveyed) Conditions, and
Scenario B: Future Conditions (10 years growth) for a Signalised Four-Way Cross Intersection.
The key outputs of SIDRA are Degree of Saturation (DOS), Average Delay and 95th Percentile Queue. For signalised intersections, a DOS of up to 0.90 is considered to be good operating conditions, with values above 0.95 considered to be poor operating conditions. Beyond a DOS of 1.00, queues and delays increase disproportionately.
The other important output in this case besides the overall DOS is the 95th percentile queue length in Greenvale Drive, particularly for the right turn short lane, as queuing in this lane has the potential to impact on the existing access point to Greenvale Village Shopping Centre.
Table 1A below summarises the SIDRA output for Scenario A, being the existing (surveyed) operating conditions of the Greenvale Drive/Mickleham Road intersection.
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Table 1A: SIDRA Output – Mickleham Road/Greenvale Drive Existing Conditions DOS Average Delay (sec) 95th %ile Queue Access AM PM AM PM AM PM
Mickleham Road (S) 0.634 0.565 18.5 15.0 74.1 m 80.8 m
Greenvale Drive (E) 0.689 0.561 24.5 25.4 59.1 m 46.9 m
Mickleham Road (N) 0.693 0.542 23.3 23.4 114.1 m 78.9 m
Under the existing conditions, the right turn lane from Greenvale Drive into Mickleham Road is approximately 42 metres long, west of the access point to Greenvale Village Shopping Centre.
The SIDRA analysis shows that under the existing (surveyed) conditions, the 95th percentile queue length for vehicles turning right from Greenvale Drive into Mickleham Road is 59.1 metres in the AM peak hour and 46.9 metres in the PM peak hour.
The demand for vehicles to turn right into the shopping centre access point during the AM peak hour would be low and accordingly there is not likely to be any significant impacts as a result of the queue for vehicles turning right from Greenvale Drive into Mickleham Road extending past the shopping centre entrance in the AM peak. In the PM peak hour, the queue of vehicles turning right from Greenvale Drive into Mickleham Road does not impede the shopping centre access point at most times.
Table 2A below summarises the SIDRA output for Scenario B, being the future (signalised) operating conditions including 10 years growth, for the Greenvale Drive/Mickleham Road intersection. Table 2A: SIDRA Output – Mickleham Road/Greenvale Drive Future (4-Way Signals) DOS Average Delay (sec) 95th %ile Queue Access AM PM AM PM AM PM
Mickleham Road (S) 0.832 0.857 24.6 34.5 121.3 m 217.3 m
Greenvale Drive (E) 0.799 0.735 34.5 43.8 59.5 m 59.5 m
Mickleham Road (N) 0.863 0.526 27.8 22.6 169.0 m 96.7 m
Greenvale Drive Extn. (W) 0.841 0.644 30.6 35.9 59.7 m 36.1 m
Table 2A indicates that a signalised four-way cross-intersection at Mickleham Road/Greenvale Drive will operate within acceptable limits, including an allowance for growth in traffic volumes due to surrounding development. However, the 95th percentile right-turning queue for vehicles turning from Greenvale Drive (E) to Mickleham Road (N) would extend in the order of 59.5 metres in the AM peak hour and 51.0 metres in the PM peak hour, both of which significantly exceed the existing 42 metre available storage.
It is noted that if the right turn queue in Greenvale Drive exceeds the storage length, it would spill into the right turn lane for vehicles turning into the Shopping Centre. In that case, vehicles turning right into the shopping centre would be pushed further back, and would move up to the shopping centre access point when the green right turn arrow allows. They may then stop at that point waiting to turn into the shopping centre, as they may be prevented from turning right at that time due to vehicles turning left from Mickleham Road into Greenvale Drive. If vehicles stop and prop to turn right into the shopping centre, they will block the flow of right turning traffic from Greenvale Drive to Mickleham Road on the green arrow, causing the intersection to not operate efficiently, and further increasing queue lengths in
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Greenvale Drive. Accordingly, based on the preceding assessments, mitigating works will be required in Greenvale Drive.
Mitigating Works Figure 3A shows the recommended mitigating works.
Figure 3A: Recommended Mitigating Works – Greenvale Drive Figure 3A shows construction of a new traffic island within the Greenvale Village Shopping Centre western access point, to physically prevent vehicles from turning right in at that point. Modifications to the line-marking are also proposed, including provision of a ‘Keep Clear’ zone to facilitate vehicles turning right out of the shopping centre, crossing the queued right turn lane to access the left/through lane at the Mickleham Road signals. By banning right turns into Greenvale Village Shopping Centre at this point, the available right-turn storage lane length for vehicles turning right from Greenvale Drive into Mickleham Road effectively doubles from 42 metres to over 80 metres. The works provide for the required storage length as indicated in Table 2A to allow for a signalised four- way cross-intersection treatment (95th percentile queue length of 59.5 metres in the AM peak hour).
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Mickleham Road/Providence Road Intersection Assessments The Mickleham Road/Providence Road intersection currently provides for left-in, left-out, and right-in turning movements, as shown in Figure 4A below.
Figure 4A: Mickleham Road/Providence Road Intersection – Existing Conditions
Providence Road is likely to ultimately carry in the order of 4,200 vehicles per day (two-way), and the intersection is proposed to be signalised.
Traffic Distribution Assumptions For the purpose of analysis, the following traffic distribution assumptions have been adopted:
The total peak hour traffic volume entering and exiting Providence Road will be 10% of the daily traffic, i.e. 420 vehicles per hour.
During the AM peak hour, 75% of traffic will exit and 25% will enter Providence Road.
During the PM peak hour, 40% of traffic will exit and 60% will enter Providence Road.
Southbound traffic past Providence Road will be 1,522 vph during the AM peak hour and 1,001 vph during the PM peak hour, which is based on the 10 years growth scenario at the Greenvale Drive/Mickleham Road intersection.
Northbound traffic past Providence Road will be 1,180 vph during the AM peak hour and 1,620 vph during the PM peak hour, which is based on the 10 years growth scenario at the Greenvale Drive/Mickleham Road intersection.
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Based on the preceding assumptions, Figure 5A below shows the future turning movements for the Mickleham Road/Providence Road intersection.
Figure 5A: AM (PM) Peak Hour Future Conditions (10yrs Growth) – Mickleham Road/Providence Road
Traffic Impact Assessments We have checked the operating conditions of the Mickleham Road/Providence Road signalised intersection using the SIDRA Intersection analysis program for the future conditions (10 years growth) scenario. The SIDRA output is summarised in Table 3A below. Table 3A: SIDRA Output – Mickleham Road/Providence Road Future Conditions DOS Average Delay (sec) 95th %ile Queue Access AM PM AM PM AM PM
Mickleham Road (S) 0.677 0.849 12.9 21.7 101.9 m 237.1 m
Mickleham Road (N) 0.775 0.475 13.4 7.0 115.7 m 44.1 m
Providence Road (W) 0.312 0.221 19.5 26.0 29.2 m 21.9 m
Table 3A indicates that the Mickleham Road/Providence Road intersection will continue to operate within acceptable limits, including an allowance for a two-way daily traffic volume in the order of 4,200 vehicles per day on Providence Road, and 10 years growth in through traffic on Mickleham Road, and no mitigating works will be required.
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Mickleham Road/Barrymore Road Intersection It is proposed to provide a western leg to the Mickleham Road/Barrymore Road intersection. This will be a minor local access street, and is likely to carry in the order of 1,400 vehicles per day (two-way).
We are satisfied that there is enough capacity at the Mickleham Road/Barrymore Road intersection to accommodate the fourth leg.
We note that this will result in reduced green time for some existing traffic movements, however there is ample scope to increase the capacity of the existing turn lanes. In particular, there is space within the existing median to extend the right turn lane from Barrymore Road into Mickleham Road by up to 30 metres, and there is also ample space to increase the exiting U-turn lane on Mickleham Road to provide sufficient storage for vehicles turning right from Mickleham Road into the proposed western extension road.
Somerton Road/Brendan Road/Fleetwood Drive Intersection There is agreed support from all parties for re-alignment of Brendan Road to provide a signalised four- way cross-intersection at Somerton Road/Brendan Road/Fleetwood Drive. VicRoads have not set a timeframe for the duplication of Somerton Road (no funding is allocated at this stage). VicRoads prepared a plan for the duplication of Somerton Road, which was drafted prior to the Greenvale Central PSP and any planned realignment of Brendan Road, as shown in Figure 6A below.
Figure 6A: VicRoads Duplication Plan for Somerton Road at Fleetwood Drive/Brendan Road
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It is noted that this plan was prepared prior to the commencement of the Greenvale Central PSP process, and accordingly does not take into account any increase in traffic on Brendan Road, or the proposed realignment of the intersection. However, the plan does show that signals were proposed by VicRoads at the Somerton Road/Fleetwood Drive T-intersection regardless of whether the Greenvale Central PSP area is developed or not. The cost of the signals should be equally split between the Greenvale Central PSP and external funding sources (the Somerton Road duplication project will have included an allowance for the signals).
Traffix Design have prepared an interim and ultimate functional layout plan for the Somerton Road/Brendan Road/Fleetwood Drive signalised intersection that deal with the realignment of Brendan Road and access restoration for properties taking access from the service lane.
Traffic Distribution Assumptions For the purpose of analysis, the following traffic distribution assumptions have been adopted:
The total peak hour traffic volume entering and exiting Brendan Road will be 40% of the total peak hour traffic generated by the northern area of Greenvale Central, i.e. 286 vehicles per hour.
During the AM peak hour, 75% of traffic will exit and 25% will enter the Greenvale Central Precinct.
During the PM peak hour, 40% of traffic will exit and 60% will enter the Greenvale Central Precinct.
Of the traffic generated by the Greenvale Central Precinct (northern section):
‐ 10% will be generated to/from the south (to Greenvale Village Shopping Centre, Greenvale Primary School, local social visits, etc.),
‐ 40% will be generated to/from the east (towards Roxburgh Park along Somerton Road including MAC and trains), and
‐ 50% will be generated to/from the west (towards Mickleham Road including Melbourne/suburbs, airport, freeways, etc.).
An ultimate through traffic volume of 11,895 vpd on Somerton Road past Brendan Road/Fleetwood Drive has been adopted (for development scenario 2, as detailed in Section 3.3), with 10% of the daily volume occurring in the peak hour (i.e. 1,190 vte). The peak hour traffic is assumed to be split evenly between eastbound and westbound directions.
A daily traffic volume of 2,900 vpd on Fleetwood Drive has been adopted (as per Ashton traffic model in Section 8), with 10% of the daily volume occurring in the peak hour (i.e. 290 vte). Based on the preceding assumptions, Figure 7A below shows the future turning movements for the four- way cross-intersection (signalised).
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Figure 7A: AM (PM) Peak Hour Ultimate Conditions – Signalised Cross-Intersection
Traffic Impact Assessments We have checked the operating conditions of the Somerton Road/Fleetwood Drive/Brendan Road signalised intersection using the SIDRA Intersection analysis program for the following scenario:
Ultimate traffic volumes for the interim Signalised Four-Way Cross Intersection.
The key outputs of SIDRA are Degree of Saturation (DOS), Average Delay and 95th Percentile Queue. For signalised intersections, a DOS of up to 0.90 is considered to be good operating conditions, with values above 0.95 considered to be poor operating conditions. Beyond a DOS of 1.00, queues and delays increase disproportionately.
Table 4A below summarises the SIDRA output for the above scenario, being the ultimate traffic volumes for the Somerton Road/Fleetwood Drive/Brendan Road interim signalised intersection. Table 4A: SIDRA Output – Somerton Road/Fleetwood Drive/Brendan Road DOS Average Delay (sec) 95th %ile Queue Access AM PM AM PM AM PM
Fleetwood Drive (S) 0.491 0.435 21.1 36.0 18.0 m 16.5 m
Somerton Road (E) 0.455 0.317 13.8 10.9 56.5 m 55.0 m
Brendan Road (N) 0.299 0.244 16.4 26.1 15.8 m 14.0 m
Somerton Road (W) 0.514 0.428 14.2 11.3 66.0 m 81.5 m
The SIDRA analysis results indicate that a signalised four-way cross-intersection at Somerton Road/Fleetwood Drive/Brendan Road will operate within acceptable limits, including an allowance for growth in traffic volumes due to surrounding development.
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Somerton Road/Section Road
Traffic Distribution Assumptions For the purpose of analysis, the following traffic distribution assumptions have been adopted:
The total peak hour traffic volume entering and exiting Section Road will be 3,200 vpd, of which 10% will be generated in the peak hours, i.e. 320 vehicles per hour.
During the AM peak hour, 75% of traffic will exit and 25% will enter the Greenvale Central Precinct.
During the PM peak hour, 40% of traffic will exit and 60% will enter the Greenvale Central Precinct.
Of the traffic generated by the Greenvale Central Precinct (southern section):
‐ 75% will be generated to/from the east, and
‐ 25% will be generated to/from the west.
An ultimate through traffic volume of 10,364 vpd on Somerton Road past Section Road has been adopted (for development scenario 2, as detailed in Section 3.3), with 10% of the daily volume occurring in the peak hour, i.e. 1,036 vehicles per hour. The peak hour traffic is assumed to be split 60% to/from the east and 40% to/from the west. Based on the preceding assumptions, Figure 8A below shows the future turning movements for the four- way cross-intersection (signalised).
Figure 8A: AM (PM) Peak Hour Ultimate Conditions – Signalised T-Intersection
Traffic Impact Assessments We have checked the operating conditions of the Somerton Road/Section Road signalised intersection using the SIDRA Intersection analysis program for the following two scenarios:
Scenario A: Development occurs within all future development precincts within the Urban Growth Boundary (UGB), and
Scenario B: The UGB is extended west to include the land opposite Section Road, with access envisaged via a forth leg to the Somerton Road/Section Road intersection. Traffic volumes and distributions for the forth leg have been adopted as per Section Road.
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The key outputs of SIDRA are Degree of Saturation (DOS), Average Delay and 95th Percentile Queue. For signalised intersections, a DOS of up to 0.90 is considered to be good operating conditions, with values above 0.95 considered to be poor operating conditions. Beyond a DOS of 1.00, queues and delays increase disproportionately.
Table 5A below summarises the SIDRA output for Scenario A, being the ultimate operating conditions of the Somerton Road/Section Road intersection. Table 5A: SIDRA Output – Somerton Road/Section Road T-Intersection DOS Average Delay (sec) 95th %ile Queue Access AM PM AM PM AM PM
Section Road (S) 0.493 0.438 43.7 50.0 69.9 m 39.8 m
Somerton Road (E) 0.325 0.436 8.0 5.8 70.0 m 89.8 m
Somerton Road (W) 0.489 0.290 9.4 5.5 123.4 m 51.0 m
Table 5A indicates that a signalised T-intersection at Somerton Road/Section Road will operate within acceptable limits, including an allowance for growth in traffic volumes due to surrounding development. Table 6A below summarises the SIDRA output for Scenario B, being the ultimate operating conditions of the Somerton Road/Section Road intersection with a north leg added to the intersection to facilitate access future residential development to the north (assumes a shift in the UGB). Table 6A: SIDRA Output – Somerton Road/Section Road Cross-Intersection DOS Average Delay (sec) 95th %ile Queue Access AM PM AM PM AM PM
Section Road (S) 0.439 0.256 31.5 31.7 51.9 m 26.5
Somerton Road (E) 0.288 0.375 21.7 18.7 51.3 m 74.1
Section Road Extension (N) 0.217 0.102 17.9 18.36 15.6 m 8.3
Somerton Road (W) 0.433 0.250 23.6 18.1 82.5 m 46.0
Table 6A indicates that a signalised four-way cross-intersection at Somerton Road/Section Road will operate within acceptable limits, including an allowance for growth in traffic volumes due to surrounding development. Mickleham Road/Hillview Road/Greenvale West
Traffic Distribution Assumptions The analysis of the Mickleham Road/Hillview Road/Greenvale West signalised intersection has been based on the analysis contained in the Traffic Impact Report for the Greenvale West PSP (completed April 2010), but modified to reflect higher yields in the Greenvale Central (North Precinct) than what was assumed at the time. The future (10 year) through traffic volumes have also been updated to reflect a further two years of traffic growth on the road network. The following assumptions have been made: Hillview Road to generate an ultimate two-way daily traffic volume of 3,000 vpd from Greenvale Central (north precinct) PSP area, of which 10% will be generated in the peak hours, i.e. 300 vehicles per hour.
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Ultimate two-way daily traffic volume of 4,000 vpd from Greenvale West PSP area, of which 10% will be generated in the peak hours, i.e. 400 vehicles per hour. During the AM peak hour, 75% of traffic will exit and 25% will enter the Greenvale Central Precinct.
During the PM peak hour, 40% of traffic will exit and 60% will enter the Greenvale Central Precinct.
Of the traffic generated by the Greenvale Central Precinct (northern precinct):
‐ 54% will be generated to/from the south,
‐ 36% will be generated to/from the north, and
‐ a nominal 10% traffic moving east-west.
The existing through traffic volumes on Mickleham Road as per Greenvale West PSP – Traffic Impact Report (Traffix Group, April 2010).
Future through traffic volumes on Mickleham Road based on existing volumes with a compounded growth rate of 4% per annum to 2022. Based on the preceding assumptions, Figure 9A below shows the future turning movements for the four- way cross-intersection (signalised).
Figure 9A: AM (PM) Peak Hour Future Conditions – Signalised Cross-Intersection
Traffic Impact Assessments We have checked the operating conditions of the Mickleham Road/Hillview Road/Greenvale West signalised intersection using the SIDRA Intersection analysis program for the following scenario:
Ultimate traffic volumes for the interim Signalised Four-Way Cross Intersection.
The key outputs of SIDRA are Degree of Saturation (DOS), Average Delay and 95th Percentile Queue. For signalised intersections, a DOS of up to 0.90 is considered to be good operating conditions, with values above 0.95 considered to be poor operating conditions. Beyond a DOS of 1.00, queues and delays increase disproportionately.
Table 7A below summarises the SIDRA output for the above scenario, being the ultimate traffic volumes
Page 56 12643R7262 Transport Assessment Report – July 2012 GREENVALE CENTRAL PRECINCT STRUCTURE PLAN for the Mickleham Road/Hillview Road/Greenvale West signalised intersection. Table 7A: SIDRA Output – Mickleham Road/Hillview Road/Greenvale West DOS Average Delay (sec) 95th %ile Queue Access AM PM AM PM AM PM
Mickleham Road (S) 0.694 0.557 23.6 22.1 204.3 m 155.4 m
Hillview Road (E) 0.388 0.279 34.9 34.3 43.2 m 30.7 m
Mickleham Road (N) 0.651 0.522 22.2 19.7 185.1 m 113.6 m
Hillview Road Extn. (W) 0.685 0.427 42.8 41.7 81.4 m 48.0 m
Table 7A indicates that a signalised four-way cross-intersection at Mickleham Road/Hillview Road/Greenvale West will operate within acceptable limits, including an allowance for growth in traffic volumes due to surrounding development.
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APPENDIX B
Functional Layout Plans
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