Cardno (QLD) Pty Ltd Report for Lauderdale Quay IIS Traffic Impact Assessment
January 2009 Contents
Executive Summary i
1. Glossary of Key Terms and Abbreviations ii
2. Introduction 1 2.1 This Study 1 2.2 The Author 1 2.3 Project Description 1 2.4 Car Parking Provision 2 2.5 IIS Final Scope Guidelines 3 2.6 Previous Reports 4
3. Traffic Network Data 9 3.1 Description of Relevant Transport Network 9 3.2 Existing Traffic Volumes 11 3.3 Specific Users of the Transport Network 12 3.4 Network Road Safety Performance 16 3.5 Assessment of Sight Distances 18 3.6 Road Condition 19 3.7 Microsimulation Input Data and Information 20
4. Proposed Development and Future Traffic and Transport Conditions 23 4.1 Overview 23 4.2 Internal Road Network 23 4.3 Traffic Generation 24 4.4 Parking Requirements 26 4.5 Bicycle Network 27 4.6 Pedestrian Facilities 28 4.7 Construction Phase 29
5. Traffic Microsimulation Modelling 32 5.2 Traffic Microsimulation Study Area 32 5.3 Development of Base Models 33 5.4 Model Calibration/Validation 35 5.5 Options Testing 39
32/14222/45106 Lauderdale Quay IIS Traffic Impact Assessment 6. Traffic Impacts 41 6.1 Road Hierarchy Compatibility 41 6.2 Paramics Model Outputs 41 6.3 Road Safety Impacts 44 6.4 Public Transport Impacts 45 6.5 Construction Traffic Impacts 45 6.6 Road Condition Impacts 46 6.7 Parking and Internal Road Network 47 6.8 Regional Transport Impacts 48 6.9 Sustainability 49
7. Recommendations 51
8. Conclusions 52
9. References 53
Table Index Table 1 Abbreviations Table ii Table 2 Final Scope Guidelines – Traffic and Transport Impacts 3 Table 3 Existing Traffic Volumes 12 Table 4 Road Safety Summary 17 Table 5 Summary of Crash Locations 17 Table 6 Sight Distance Assessment 18 Table 7 Peak Period Traffic Generation 25 Table 8 Lauderdale Development Directional Splits 26 Table 9 Development Traffic at Key Locations 26 Table 10 Parking Requirements 27 Table 11 AM Calibration Summary 37 Table 12 PM Calibration Summary 37 Table 13 AM Travel Time Comparison 39 Table 14 PM Travel Time Comparison 39 Table 15 AM Travel Time Results 41 Table 16 PM Travel Time Results 42 Table 17 AM Traffic Volume Results 42 Table 18 PM Traffic Volume Results 42 Table 19 Level of Service Definitions 43
32/14222/45106 Lauderdale Quay IIS Traffic Impact Assessment Table 20 AM Delay and Level of Service Results 43 Table 21 PM Delay and Level of Service Results 44
Figure Index Figure 1 Lauderdale Quay Master Plan 2 Figure 2 Access Investigation – Preliminary Design 7 Figure 3 South Arm Road Cross Section 10 Figure 4 Pedestrian Crossing Points and Bus Stop Locations 13 Figure 5 Shared pedestrian and bicycle path 14 Figure 6 South Arm Road Bus Stop No. 79 15 Figure 7 South Arm Road Bus Stop No. 80 16 Figure 8 Road Condition Photos 20 Figure 9 Internal Road Network Layout (Urban Design Framework, Place Design) 24 Figure 10 Paramics Microsimulation Modelling Study Area 33 Figure 11 Base Model Development Process 34 Figure 12 AM Calibration Results 37 Figure 13 PM Calibration Results 38
Appendices Appendix A Preliminary Access Study Appendix B Crash Location Maps Appendix C Trip Generation Appendix D Modelling Checklist
32/14222/45106 Lauderdale Quay IIS Traffic Impact Assessment Executive Summary
GHD were commissioned to undertake the Traffic Impact Assessment for the proposed Lauderdale Quay development at Lauderdale as part of the Integrated Impact Statement. This assessment was conducted following a review of available traffic data, site plans provided to GHD, standard codes and guidelines, previous studies within the area, the Clarence Planning Scheme 2007 and other supplementary traffic data and information. The analysis undertaken in this report demonstrates that the additional traffic generated from the development, whilst being a relatively large increase, is unlikely to significantly adversely impact upon the operating conditions of the surrounding road network with respect to road capacity. The estimated additional traffic generated by the proposed development was modelled and was found not to deteriorate the level of service significantly, with the exception of the PM peak south of Acton Road under Development Scenario 2. The results from the travel time analysis indicates that relatively minor increases in travel times on South Arm Road are likely within a 10 year time frame. Some road safety issues in the surrounding road network were noted in this study. These are mainly associated with the increase in traffic on South Arm Road, increase in pedestrian movements across South Arm Road, increased turning movements, and general impacts associated with the construction phase of the project. In order to overcome some of these identified issues, it was recommended that the speed limit on South Arm Road past the frontage of the subject site be reduced. To ensure a safe environment for pedestrian crossing movements on South Arm Road, the travel speed of motorists in the vicinity of crossing areas should be reduced. Additional treatments should also include narrowing the road width at crossing ramps and the installation one or more pedestrian refuge islands in South Arm Road. Roundabouts have been selected as the preferred traffic management device to provide access to two of the main roads to the proposed development (the northern and southern accesses), as well as to assist in reducing vehicle speeds on South Arm Road. A detailed construction Traffic Management Plans (TMP) will be necessary in accordance with DIER and Workplace Standards requirements by Contractors prior to the commencement of construction activities. The TMP will need to include a risk assessment to identify and mitigate associated road safety risks associated with construction activities. The construction phase of the project is also likely to increase the deterioration rate of the surrounding road network given the lengthy time periods involved and the amount of materials required. It is considered that the findings of this TIA in terms of the broader regional transport issues need to be addressed to achieve sustainable transport not only for the proposed development but also for other future development in the area.
32/14222/45106 Lauderdale Quay IIS i Traffic Impact Assessment 1. Glossary of Key Terms and Abbreviations
The key terms and abbreviations used in this report are provided in Table 1.
Table 1 Abbreviations Table
Abbreviation Description
AADT Annual Average Daily Traffic
AAWT Annual Average Weekday Traffic (Monday to Friday)
ABS Australian Bureau of Statistics
ADT Average Daily Traffic
AVD Average Vehicle Delay (seconds)
CBD Central Business District
CD Collector District (Australian Bureau of Statistics)
CDOPD Clarence Plains Outline Development Plan
DCA Definitions for Classifying Accidents
DIER Department of Infrastructure, Energy and Resources
Drv Drive
DS Degree of Saturation
EB Eastbound
est Estimated
GIS Geographic Information System
HV Heavy Vehicle
Hwy Highway
IIS Integrated Impact Assessment
INWARD Denotes traffic travelling into the development site
km/h Kilometres Per Hour
LOS Level of Service
m² Square metres
MR Main Road
N/A Not Applicable or Not Available
NB Northbound
NE North east
NW North west
OUTWARD Denotes traffic travelling out of the development site
Paramics Quadstone Paramics traffic microsimulation software
32/14222/45106 Lauderdale Quay IIS ii Traffic Impact Assessment Abbreviation Description
PM Evening Peak Period
Rd Road
RPDC Resource Planning and Development Commission
RTA Roads and Traffic Authority of New South Wales
SB Southbound
Scheme Clarence Planning Scheme 2007
SIDRA Intersection investigation software • Akcelik and Associates, Signalised and Unsignalised Intersection Design and Research Aid
St Street
vpd Vehicles Per Day
vph Vehicles Per Hour
WB Westbound
32/14222/45106 Lauderdale Quay IIS iii Traffic Impact Assessment 2. Introduction
2.1 This Study GHD were commissioned to undertake the Traffic Impact Assessment for the proposed Lauderdale Quay development at Lauderdale as part of the Integrated Impact Statement. The proposed development consists of canal estates, a marina, a commercial centre and restaurant.
2.2 The Author This report has been prepared by a team of small team of professionals at GHD in Hobart and Melbourne, led by Keith Midson. Keith is a qualified traffic engineer and transport planner with over thirteen years professional experience. His project experience includes large and small scale transport planning projects, large and small scale traffic impact assessments, road safety strategies, road safety studies, pedestrian and cyclist studies, transport corridor assessments, local area traffic management, road safety audits, and traffic micro•simulation modelling. Keith was the primary author of this report. He has the following formal qualifications:
» Master of Transport, Monash University, 2006
» Master of Traffic, Monash University, 2004
» Bachelor of Engineering, University of Tasmania, 1996 Keith is a member of the Institute of Engineers Australia (Chartered Professional Engineer, and Tasmanian Divisional Committee member), and the Institute of Transportation Engineers. He is an Executive Board member (current Secretary) of the Institute of Transportation Engineers, Australia/ New Zealand Division. Keith’s career experience consists of the following:
» Director, Midson Traffic pty ltd (from November 2008)
» 4 years at GHD Pty Ltd – Senior Traffic Engineer and Manager Transportation
» 4 years at Glenorchy City Council – Traffic Engineer/ Deputy Manager Roads and Recreation
» 9 months at Ratio Consultants (Melbourne) – Traffic Engineer
» 1 year at Pitt and Sherry – Traffic Engineer
» 3 years at Hobart City Council – Traffic Engineer He is also employed as an Honorary Associate with the University of Tasmania and lectures the 3rd year engineering subject, Transportation Engineering, to undergraduates on a casual basis, as well as supervising several 4th year honours and final year projects in traffic engineering each year.
2.3 Project Description The Lauderdale Quay development is a proposed waterfront housing and marina development situated in the north eastern corner of Ralphs Bay, southern Tasmania. It is located to the west of the existing Lauderdale retail area along South Arm Road and is in response to the demand for waterfront residential land within close proximity to Hobart.
32/14222/45106 Lauderdale Quay IIS 1 Traffic Impact Assessment Lauderdale Quay is the subject of an integrated impact assessment under the State Policies and Projects Act 1993 (Tas). Lauderdale Quay involves the reclamation of tidal waters of Ralphs Bay for the purpose of constructing islands connected by bridge structures. It extends over an area of 146.5 hectares including a 36 hectare navigation channel, representing approximately 3% of the total area of Ralphs Bay. The Lauderdale Quay development is proposed to consist of 477 residential allotments and 3 commercial lots set amongst extensive open space reserves and a pedestrian boardwalk network. The commercial lots front a marina with capacity to accommodate 120 • 140 vessels of varying sizes. The internal waterways vary in width from 45 to 80 metres. Offsite ancillary works include the connection to essential services in addition to the upgrade of adjacent local features such as South Arm Road and the existing Lauderdale Canal. Extensive and rigorous planning and scientific studies have been undertaken to determine the site’s values and the nature and extent of potential impacts that may occur as a result of the proposed development. As part of this impact assessment process key economic, social and environmental impacts have been identified and impact avoidance, mitigation and offset strategies have been devised and incorporated as integral components of the Lauderdale Quay design, construction and operation. The proposed development Master Plan is shown in Figure 1.
Figure 1 Lauderdale Quay Master Plan
2.4 Car Parking Provision The proposed development provides the following publicly accessible car parking provision:
» Marina village island – 62 spaces
32/14222/45106 Lauderdale Quay IIS 2 Traffic Impact Assessment » South Arm Road commercial frontage – 45 spaces
» South Arm Road – 87 spaces
» Recreation grounds (northern end of site) – 15 spaces
» Boating activity node – 50 spaces
» It has also been proposed to have public car parks providing pedestrian access to the coastal foreshore. There are up to 6 access points that can accommodate approximately 10 spaces each (providing a total of 60 spaces). This provides a total of up to 319 publicly accessible parking spaces. Individual dwellings will also have private parking provided on•site.
2.5 IIS Final Scope Guidelines The RPDC Final Scope Guidelines for the Integrated Impact Statement (the Guidelines) require that traffic and transport impacts be addressed in the context of strategic planning. The sections from the Guidelines investigated in this report, along with comments and references to where they have been addressed in this report are shown in Table 2.
Table 2 Final Scope Guidelines – Traffic and Transport Impacts
IIS Summary Comments/ Reference Reference
3.2.1(9) Site suitability, transport and access requirements. Site suitability 2.6.3
3.4(1) & (2) Consistency of the project with planning strategies, including Previous transport studies 2.6 transport strategies.
4.2.1(1) Method of and routes for transport of goods and supplies. Construction phase traffic generation 4.7 Requirements for new transport infrastructure and specifically for upgraded or new road links. Construction impacts 6.4 Estimated frequency of vehicle movements and times of day and the implications of such movements.
4.2.1(2) Any foreseeable changes in type, volume and pattern of use Traffic generation 4.3 of transport infrastructure. Trip distribution 4.3.2 Regional impacts 6.7 Modelling outputs 6.1
4.2.1(3) Any foreseeable changes in the pattern and distribution of Parking supply 2.4 commuter and public parking in the area. Parking assessment 6.6.1
4.2.1(4) The extent to which short, medium and long term changes to Pedestrian infrastructure 6.2.1 the existing traffic management system in the area will take place and the extent to which the project requires immediate Regional impacts 6.7 changes to such a system Recommendations 7
4.2.1(9) Any need for approvals related to the use of public roads and Construction phase 6.4 public road transport. Access requirements 4.1.1
4.2.1(10) Public access to the complex. Project Description 2.3 Public car parking 2.4 Access sight distances 3.5
32/14222/45106 Lauderdale Quay IIS 3 Traffic Impact Assessment IIS Summary Comments/ Reference Reference
4.2.1(11) Any changes to transport movements on any existing and Public transport 3.3.5 planned operations such as public transport.
4.3.1(6) Numbers of heavy vehicle movements and other traffic likely Construction traffic 4.7.2 to be generated by construction activities, the timing and the routes on which increased traffic volumes will occur
5.4.2 Description of the existing road and traffic conditions in the Existing network conditions 3.1 surrounding locality. Need to identify the roads to be used by vehicles required for each activity associated with the project, Future traffic conditions 4 including but not limited to the construction phase, and the Construction phase of project 4.7.2 likely volume, nature and timing of traffic. Traffic impacts 6 Evaluation of the potential for impacts from the project including noise, congestion and the effects on road pavement and safety.
5.4.2(1) Changes in heavy and light vehicle movements on roads in Heavy vehicle volumes and movements 6.1.2 the vicinity of the site
5.4.2(3) Strategies to reduce road damage and adverse tourism Pedestrian 6.2.1 impacts and to improve safety, such as cycle and pedestrian protection measures. Particular attention must be paid to the Cyclist 3.3.3 effect of traffic in the Lauderdale area, Acton, Rokeby, Construction 4.7.2, 6.5 Sandford and South Arm. Recommendations 7 Any new roading or reconstruction and widening or narrowing required together with any other traffic measures. Traffic generation 4.3 Estimate vehicle use and the impact of such use. Impacts 6
This traffic impact assessment addresses each of these requirements in the following sections.
2.6 Previous Reports There have been a number of studies in recent years that have dealt with traffic and transport issues and planning matters in the Lauderdale region and surrounding areas. Many of the issues that are dealt with in these reports are relevant to the proposed Lauderdale Quay development. These reports are summarised in the following sections.
2.6.1 Clarence Plains Outline Development Plan (CPODP), 2006 This report was prepared by GHD in 2006 for the Department of Infrastructure, Energy and Resources (DIER). It outlined the expected traffic generation and associated traffic impacts for known developments proposed in and around the Clarence Plains area (generally consisting of Rokeby, Oakdowns and Clarendon Vale areas to the north of the proposed development subject of this report) and provided an assessment of options to accommodate for the predicted traffic growth as well as identifying strategic land use planning for the area. The CPODP analysed four main options to cater for the predicted future traffic demands from anticipated surrounding land development (including a broad assessment of the potential traffic generation from the Lauderdale Quay development based on limited information at the time of the study). Several upgrade options were proposed to cater for the anticipated growth from land use over an extended timeframe.
32/14222/45106 Lauderdale Quay IIS 4 Traffic Impact Assessment The first option recommended by the CPODP was the widening of the existing Rokeby Road corridor, using mostly land that is already reserved for this purpose. The second option recommended was the widening of Rokeby Road as in the first option and then the construction of a bypass of the Rokeby shopping strip. The third option recommended was a ‘freeway’ style bypass of Rokeby with limited access and grade separate interchanges. The fourth option analysed was a freeway bypass of Rokeby with at•grade intersections along its length. The future traffic generation on the Rokeby MR/ South Arm SR corridor was determined using traffic generation rates derived from first principles. These were determined for the main catchment areas within the study area including Rokeby, Oakdowns, and Clarendon Vale. The traffic generation rates were applied to the approved and proposed subdivisions in the respective areas to determine their daily traffic generation. Importantly, the CPODP included traffic generation provision for the proposed Lauderdale Quay Development as part of the assessment of likely background growth along the Rokeby Road corridor through the CPODP study area. The CPODP has been used by DIER to assist transport planning options in the Clarence Plains area, and at the time of preparation of this report, was being used to guide DIER in determining the likely upgrade options of the Rokeby Main Road through the area. According to DIER’s Annual Review 2007/08: “The Tasmanian Government has allocated $10 million over the next five years to upgrade the South Arm Highway from the Shoreline roundabout to the Police Academy. An outline development plan has been prepared for the Rokeby and Clarendon Vale local areas, which will focus on improving community access, integrating the existing road network and identifying future traffic management options. Traffic management options examined include retaining and strengthening the existing road alignment and retaining the existing bypass road reservation in support of the future construction of a bypass.”
2.6.2 Droughty Point Transport Study, 2006 This report was prepared by GHD for a number of developers in partnership with DIER. The report studied the likely traffic generation and the associated traffic impacts of future residential development of the Droughty Point and Tranmere areas. Through traffic microsimulation modelling techniques it was recommended that Oceana Drive should be connected to Rokeby Main Road as a signalised intersection, including an approach to the junction from Merindah Street to accommodate future traffic demands from potential land use development. The report also recommended the duplication of Rokeby Road from Shoreline Drive beyond Oceana Drive. Both of these recommendations are currently in the process of being constructed, with construction of the Oceana Drive intersection almost complete. These works are scheduled to be completed in early 2009.
2.6.3 Preliminary Access Design for Lauderdale Quay Development GHD were engaged by Walker Corporation to undertake preliminary access investigations for the proposed Lauderdale Quay development to assist in their master planning process. These investigations also formed part of the site suitability process from a traffic and transport perspective.
32/14222/45106 Lauderdale Quay IIS 5 Traffic Impact Assessment The preliminary analysis was undertaken using SIDRA intersection software using broad traffic generation and background traffic growth data. The results of the analysis indicated that the following intersection configurations on South Arm road would be compatible with the road network, and provide an acceptable level of service in terms of delays and queues:
» Northernmost access: Roundabout with single circulating lane.
» Middle access: Give way control with defined right turn lane (South Arm Road has priority). It was also recommended to provide left turn acceleration lane and deceleration lanes for this access due to the likely mix of boat trailer transport vehicles and the like.
» Southernmost access: Roundabout with single circulating lane. The northernmost access was assessed further with the inclusion of a proposed Lauderdale Supermarket and commercial development access as a fourth leg. The proposed four•leg intersection was assessed as both a roundabout and a signalised junction configuration. The traffic modelling results indicated that both the roundabout and signalised intersection performed well, but it did not conclude that one configuration was preferable. It was recommended that due to the location of the intersection in a regional context and to be consistent and compatible with the surrounding road network, a roundabout would be a preferred solution since the site is isolated from other urban signalised junctions. DIER further indicated through consultation that a roundabout was preferable at this location compared to traffic signals (refer to Appendices for copy of DIER correspondence). A concept plan from these investigations is shown in Figure 2.
32/14222/45106 Lauderdale Quay IIS 6 Traffic Impact Assessment Figure 2 Access Investigation – Preliminary Design
The final Master Plan incorporates these elements, with the inclusion of an additional roundabout at the central access location.
2.6.4 Regional Overview The traffic and transport issues identified in the studies and reports listed in the previous sections have regional significance, particularly for the Rokeby Road/ South Arm Highway corridor. The road transport infrastructure issues for land use and transport planning in the area includes:
» Rokeby bypass/ upgrading of existing Rokeby Road corridor. $10 million has been allocated by State Government to upgrade South Arm Road from the Shoreline Roundabout to the Police Academy. This includes the connection of Droughty Point/Oceana Drive to the highway network. It also includes traffic management and major upgrades at Pass Road, Burtonia Street and Hawthorn Place to improve access to proposed new residential developments.
» Relocation of Goodwins Road to intersect with the Pass Road roundabout.
» Pass Road connection with Rokeby Road.
» In addition, the eventual completion of the Tollard Drive connection to Rokeby Road at the Pass Road intersection needs to be recognised.
32/14222/45106 Lauderdale Quay IIS 7 Traffic Impact Assessment » The increased traffic generation resulting from future subdivisions in the area will lead to increased volume on the South Arm Hwy (Rokeby Main Rd).
32/14222/45106 Lauderdale Quay IIS 8 Traffic Impact Assessment 3. Traffic Network Data
3.1 Description of Relevant Transport Network The proposed development as described in Section 2.1 is to be located at Lauderdale on reclaimed land of Ralphs Bay. Access from the proposed development to the external road network is proposed via South Arm Road, which connects to Acton Road. Ringwood Road, North Terrace Road, South Terrace and Bayview Road are minor roads connecting to South Arm Road in the immediate surrounding area.
3.1.1 South Arm Road South Arm Road between the Mornington Roundabout and Oceana Drive is classified as a Category 3 • Regional Access Road according to DIER’s road hierarchy. DIER defines the function of a Category 3 road as follows: “Category 3 roads are of strategic importance to regional and local economies. While heavy freight vehicles use them, the level of use is less than that of Regional Freight Roads. Together with Regional Freight Roads, they provide safe and efficient access to Tasmania’s regions. The traffic profile for ‘Regional Access Roads’ is described as roads that carry up to 300 trucks per day and annually carry between $30m and $70m of goods. Also, while the total traffic volume may vary, most have sections carrying a daily average of between 1,500 and 5,000 vehicles.” South Arm Road from Oceana Drive to Lauderdale is classified as a Category 4 – Feeder Road, according to DIER’s Road Hierarchy. This is the section of Rokeby Road that is adjacent to the proposed development. DIER classifies the function of a Category IV road as follows: “Feeder Roads provide safe passenger vehicle and tourist movement within the regions of Tasmania. Where the main road servicing the town is a State Road, Feeder Roads connect towns with a population of around 1,000 or more to Trunk, Regional Freight and Regional Access Roads. While some of these roads currently carry heavy freight traffic, they duplicate existing Trunk, Regional Freight or Regional Access roads and are not DIER’s strategically preferred heavy vehicle routes. Feeder Roads facilitate connection to Trunk, Regional Freight and Regional Access roads for: – local commercial interaction; – local freight movement; – smaller regional resource bases; – local passenger vehicle movement; and – tourists and major tourist destinations.”
To the south of the subject site, Rokeby Road is classified as a Category V – Other Roads. Category 5 roads primarily provide access for private properties. Near the subject site, South Arm Road is a two•lane, two•way road with a posted speed limit of 70 km/h. The speed limit changes to 80 km/h north of Acton Road and approximately 500m south of Dona Road.
32/14222/45106 Lauderdale Quay IIS 9 Traffic Impact Assessment It is sealed with a typical pavement width of seven metres. Right turn lanes of varying lengths are provided along the length of South Arm Road within the study area at the access points for the commercial centres. A 1.8 metre footpath is provided for pedestrian use. Street lighting is provided at all intersections with South Arm Road. A typical cross•section of South Arm Road near the subject site is shown in Figure 3.
Figure 3 South Arm Road Cross Section
The adjoining land uses are predominantly low density residential and farming with commercial development through the Lauderdale region.
3.1.2 Acton Road Acton Road is a two•lane undivided road, with a posted speed limit of 70 km/h. Lauderdale Primary School and a Childcare Centre are located on Acton Road on the corner of South Arm Road. The speed limit is reduced to 40 km/h during defined school times, which includes the intersection with South Arm Road. Line marking is installed on the centreline and edge lines. Acton Road provides access to rural and semi•rural residential developments in the suburb of Acton Park, as well as access to communities such as Seven Mile Beach and Roches Beach. Acton Road commences at the intersection with South Arm Road and terminates at a grade•separated interchange with Tasman Highway. Acton Road intersects with South Arm Road at a t•junction with a right turn lane provided for turning traffic into Acton Road.
3.1.3 Ringwood Road Ringwood Road is a local two•lane, two•way road with a posted speed limit of 60 km/h and no line marking. It is sealed with a typical pavement width of 6m with 1m unsealed shoulders and no kerb infrastructure. There is a 1m wide pedestrian footpath on the northern side and a spoon drain and
32/14222/45106 Lauderdale Quay IIS 10 Traffic Impact Assessment heavily grassed road reserve on the southern side. The adjoining land uses is low density residential and farming with commercial development on the northern side. Ringwood Road commences at the intersection of South Arm Road, and continues NE where it continues into Mannata Street, allowing entry to the Lauderdale beach area. The remainder of Ringwood Road is a dirt track, which allows access to a few residential lots, as well as the Tangara Equestrian Park. Ringwood Road intersects with South Arm Road at a t•junction with a right turn lane provided in the central median for turning traffic into Ringwood Road.
3.1.4 North Terrace North Terrace is a two lane undivided road, 5.8 metres wide where the general urban default speed limit of 50 km/hr applies, and has a non•sheltered school bus stop. North Terrace runs parallel to South Terrace along Ralphs Bay Canal. North and South Terraces connect at the eastern end of Ralphs Bay Canal. Public transport operates on North Terrace. North Terrace intersects with South Arm Road at a t•junction with a right turn lane provided in the central median for turning traffic into North Terrace.
3.1.5 South Terrace South Terrace is a two lane undivided road, 8 metres wide and as per North Terrace, the general urban default speed limit of 50 km/hr applies. There is a sheltered bus stop for bus routes 191, 291 and 293. South Terrace intersects with South Arm Road at a t•junction with a right turn lane provided in the central median for turning traffic into South Terrace.
3.1.6 Bayview Road Bayview Road is a two lane undivided road, approximately 8 metres wide and serves mainly a residential area. The general urban default speed limit of 50 km/hr applies to Bayview Road. Public transport buses operate on Bayview Road. Bayview Road intersects with South Arm Road at a t•junction with a right turn lane provided in the central median for turning traffic into Bayview Road.
3.2 Existing Traffic Volumes Traffic data obtained from DIER, indicates that South Arm Road carries approximately 10,324 vehicles per day 290m South of Acton Road (2007 traffic count data). The DIER traffic data indicated that heavy vehicles make up approximately 3.8% of the traffic volume (approximately 392 vehicles per day). Hourly traffic volumes for roads other than South Arm Road were obtained via turning movement counts conducted by Austraffic in April/May 2008 for the following intersections:
» South Arm Road/ Acton Road;
» South Arm Road/ Ringwood Road;
» South Arm Road/ Foreshore Tavern;
32/14222/45106 Lauderdale Quay IIS 11 Traffic Impact Assessment » South Arm Road/ Lauderdale Shopping Centre Access;
» South Arm Road/ North Terrace;
» South Arm Road/ South Terrace; and
» South Arm Road/ Bayview Road. A summary of the traffic data obtained is shown in Table 3.
Table 3 Existing Traffic Volumes
Road AADT AM Peak Hr PM Peak Hr % HV
Vehicles per day Vehicles per hour Vehicles per hour
South Arm Road (South of Acton Road) 10,324 1,076* 1,094** 3.8
South Arm Road (220 m West of Acton Road) 10, 644 1,096* 1,101** 3.9
South Arm Road (South of Dona Road) 6,512 671* 689** 11.4
Acton Road • 573 360 5
Ringwood Road • 180 257 1
Foreshore Tavern Access • 25 93 2
Shopping Centre Access • 21 126 0
North Terrace • 64 73 7
South Terrace • 25 64 10
Bayview Road • 108 134 3
*Average volumes taken between 8 am and 9 am, for a five•day working week **Average volumes taken between 5 pm and 6 pm, for a five•day working week
3.3 Specific Users of the Transport Network
3.3.1 Light Vehicles From observations taken on site and available traffic data, light vehicles represent the most significant proportion of traffic utilising the roads in the study area as evidenced by the traffic volume data in Table 3.
3.3.2 Pedestrians The Lauderdale area is subject to localised pedestrian movements, associated with the commercial areas along South Arm Road. A primary school and childcare centre are situated on the corner of Acton Road and South Arm Road, which generate pedestrian movements, particularly school children and parents/ guardians. A footpath on the eastern side of South Arm Road is provided between Acton Road and Dona Road. In most sections, this footpath is separated from the carriageway by a nature strip or vegetation. A
32/14222/45106 Lauderdale Quay IIS 12 Traffic Impact Assessment footbridge is provided over the Ralphs Bay Canal. Footpaths are not provided on the western side of South Arm Road. From site observations, there is little pedestrian activity south of Dona Road. Pedestrian crossing points are located at regular intervals along South Arm Road adjacent the existing developments (note that crossing points are not provided where there is little commercial land use frontage). These crossing points are in the form of pedestrian refuge islands. These crossing points are shown in Figure 4 as blue dots:
Figure 4 Pedestrian Crossing Points and Bus Stop Locations
Pedestrian Refuge Locations Bus Stop Locations
3.3.3 Cyclists Bicyclists were not observed on South Arm Road during site visits however it is expected that some cycle activity would be present around the Lauderdale beach area. Signage present along South Arm Road indicates the existing footpath on the eastern side is to be used as a shared pedestrian and bicycle path. This appears to commence near the Lauderdale Primary School and terminate around Bayview Road.
32/14222/45106 Lauderdale Quay IIS 13 Traffic Impact Assessment In situations such as Lauderdale, the use of an existing path for shared users is appropriate since bicycle speeds are likely to be low, and occurrences of cyclists passing in opposite directions will also be low. According to Austroads Guide To Traffic Engineering • Part 13 Pedestrians, a minimum width of 2 metres is required for a shared footpath. A section of the shared path can be seen in Figure 5.
Figure 5 Shared pedestrian and bicycle path
3.3.4 Heavy Vehicles Heavy vehicles are reported to make up 3.8% of the average annual daily traffic (AADT) on South Arm Road according to the data in Table 3. This equates to approximately 392 heavy vehicles per day (two• way traffic volume).
3.3.5 Public Transport Metro Tasmania operates a public transport bus services along South Arm Road and within the Lauderdale Beach area. There are several bus stops regularly spaced on South Arm Road. Two bus stops are in close proximity to the proposed development – these being bus stop 79 (located on both sides of the road immediately to the south of the South Arm Road/Ringwood Road intersection), and bus stop 80 (located on both sides of the road, just north of North Terrace). Turnouts are provided for buses to pull off the road to pick up and drop off passengers on either side of South Arm Road. Pedestrian crossing refuge islands are located close to bus stops on South Arm Road, no formal paths are provided on the western side for access to these pedestrian crossings from the bus drop off area, however there is sufficient room available due to the provision of turnouts for the buses. The two bus stops located close to the proposed development on South Arm Road are shown in Figure 6 and Figure 7. Locations of bus stops are provided in Figure 4, denoted by yellow dots.
32/14222/45106 Lauderdale Quay IIS 14 Traffic Impact Assessment Figure 6 South Arm Road Bus Stop No. 79
Bus Stop 79
32/14222/45106 Lauderdale Quay IIS 15 Traffic Impact Assessment Figure 7 South Arm Road Bus Stop No. 80
Bus Stop 80
The bus services offered within the Lauderdale area by Metro Tasmania are summarised as follows:
» 16 buses per day from Hobart to Lauderdale;
» 17 buses per day from Lauderdale to Hobart;
» Route #293 services Lauderdale frequently on Saturdays and Sundays with buses approximately every hour;
» Minor services are also provided on Saturdays by Route #296 and #298 to and from Opossum Bay via Lauderdale; and
» Travelling to Hobart, additional services are provided during the morning peak hour approximately every 15 minutes.
3.4 Network Road Safety Performance The Land Transport Safety Policy Branch of DIER maintains a database of all road traffic crashes in Tasmania that are reported to police. Crash data can provide useful information that can assist in determining the road safety performance of the road network, as well as determining whether any road safety deficiencies currently exist. Crash data was requested for all reported crashes within a six•year period from the start of 2002 to the end of 2007 for the following roads within the study area:
» South Arm Road
» Acton Road
» Bayview Road
32/14222/45106 Lauderdale Quay IIS 16 Traffic Impact Assessment » North Terrace
» Ringwood Road Some key information from the crash data is provided in Table 4 and Table 5.
Table 4 Road Safety Summary
Total Number of recorded Crashes 75
Total Property Damage Crashes 45
Total Injury Crashes (Minor, First Aid, Serious and Fatal) 28
Total Serious Injury Crashes (Serious and Fatal) 10
A summary of the location of these crashes is provided in Table 5.
Table 5 Summary of Crash Locations
Location Number of Crashes
South Arm Road (including all intersections) 65
Acton Road 1
Bayview Road 4
Ringwood Road 1
South Terrace 1
North Terrace 3
Some key findings from the crash data are summarised below:
» 65 crashes occurred on South Arm Road within the study area, with 25% of these crashes occurring at intersections along the route (16 crashes).
» Relatively low number of crashes recorded in the other roads in the study area compared to the crashes recorded on South Arm Road.
» One fatal crash was recorded approximately 200m south of Ringwood Road. This crash description was a DCA code 170 • Off Carriageway to left; the crash occurred in clear conditions during daylight and involved a single vehicle.
32/14222/45106 Lauderdale Quay IIS 17 Traffic Impact Assessment » There were 3 reported crashes at the intersection of South Arm Road and Ringwood Road, with two angle crashes resulting in minor injury.
» There were 3 reported crashes at the intersection of South Arm Road and Acton Road, with two resulting in Property Damage and one requiring First Aid.
» 2 crashes were reported that involved cyclists at North Terrace and South Terrace. One resulted in serious injury and the other resulted in First Aid.
» 1 crash was reported at the intersection of Acton Road and South Arm Road involving a pedestrian resulting in Property Damage.
» 1 crash was reported on South Arm Road involving a pedestrian resulting in serious injury. The crash occurred whilst crossing the road near the service station located between Bayview Road and South Terrace. Maps showing the locations of crashes within the Lauderdale area are provided in Appendix B.
3.5 Assessment of Sight Distances Sight distances from the three proposed main development accesses were estimated on site. The specific sight distance criteria used in the report has been derived from the Austroads Publication “Guide to Traffic Engineering Practice, Part 5: Intersections at Grade” (2005) which specifies the following:
Safe Intersection Sight Distance (SISD) It provides sufficient sight distance for a driver of a vehicle on the major road to observe a vehicle from the minor road approach moving into a collision situation (eg in the worst case stalling across the traffic lanes), and to decelerate to stop before reaching the collision point. Safe Intersection Sight Distance is measured from the driver eye height (1.05m) to (1.05m). The sight distance requirements for the proposed access locations are provided in Table 6 and were based on the following assumptions:
» Design Speed for South Arm Road = 70 km/hr
» Level terrain
» Urban environment
Table 6 Sight Distance Assessment
Location Direction Sight Distance SISD required Difference Comments Available (70 km/h speed limit)1
Site 1 – Southbound 230 metres 140 metres 90 metres Trees obstructing sight distance, Northern could be removed, increasing Access sight distance to approximately 240 metres.
Northbound 300+ metres 140 metres 160+ metres •
32/14222/45106 Lauderdale Quay IIS 18 Traffic Impact Assessment Location Direction Sight Distance SISD required Difference Comments Available (70 km/h speed limit)1
Site 2 – Marina Southbound ~ 300 metres 140 metres ~ 160 metres • Access
Northbound 300+ metres 140 metres 160+ metres Measurement taken with removal of vegetation.
Site 3 – Southbound 500+ metres 140 metres 360+ metres Future SISD will be obstructed Southern by buildings, however still Access estimated to be 300+ metres
Northbound 300+ metres 140 metres 160+ metres Measurement taken with removal of vegetation.
The existing sight distances from the proposed access locations are all well above the minimum required and desirable Austroads guidelines. This is due to the level and curved nature of the area, and the fact that no development currently exists on the western side of South Arm Road, therefore approaching traffic travelling along South Arm Road can be viewed from across the water. The Lauderdale Quay development is unlikely to restrict the available sight distance. Design of infrastructure and landscaping should be conditioned to ensure appropriate sight distance requirements are maintained. It is further noted that the increased adjacent land use and access created by this development may trigger DIER to reduce the speed limit along South Arm Road to 60 km/h or 50 km/hr. Such a speed limit reduction would therefore require lower sight distance requirements under the Austroads guidelines.
3.6 Road Condition A detailed road condition survey was not undertaken of the roads in the study area, however based on observations during an inspection of the site on 26 May 2008 it is considered that South Arm Road is generally in good condition. There were no obvious signs of deterioration along its length, as illustrated in the photos below. Some line marking appeared to be showing signs of deterioration, as seen in Photo 2 in Figure 8.
32/14222/45106 Lauderdale Quay IIS 19 Traffic Impact Assessment Figure 8 Road Condition Photos
Photo 1 – South Arm Rd at South Terrace Photo 2 – South Arm Rd at Acton Rd
Photo 3 – Bus pull off area north of North Terrace Photo 4 – South Arm Rd near bus pull off area
3.7 Microsimulation Input Data and Information Prior to the development of the microsimulation models a substantial amount of data and information was collected. Data and information relating to road configurations, and traffic movements was collected to ensure the constructed microsimulation models would be thorough, accurate, and reliable. The following data and information was obtained:
» Aerial photographs.
» Traffic volume data from Council and DIER pneumatic tube counters.
» Turning•movement counts.
» Queue length surveys.
» Speed data.
32/14222/45106 Lauderdale Quay IIS 20 Traffic Impact Assessment » Visual/ site inspections.
» Travel time surveys. Other data was utilised for the assessment of the proposed development against the IIS guidelines, but did not relate directly to the microsimulation modelling. This included the collection of crash data as outlined in Section 3.4 of this report. The data and information collection is outlined in more detail in the following sections.
3.7.1 Aerial Photograph A high quality aerial photograph was required for the development of the models. The scaled imagery allowed the physical road layout and geometry to be established within the microsimulation modelling program. The photograph was superimposed into the model so that the following characteristics could be accurately included into the model:
» Road geometry layout;
» Number and width of lanes;
» Location of holding lines, edge lines and kerb points;
» Location of merge points; and
» Location of intersections and driveways. This information was also confirmed through extensive site investigations.
3.7.2 Turning Movement Counts Classified turning movement data for each of the intersections within the study area were collected as part of surveys undertaken by Austraffic Pty Ltd (formerly known as Australasian Traffic Surveys).
3.7.3 Classified Link Counts Classified link counts were collected on South Arm Road between Dorans Road and Bayview Road, and between North Terrace and Ringwood Road as part of surveys undertaken by Austraffic.
3.7.4 Travel Time Surveys Travel time data was collected to provide additional traffic information throughout the study area. This data was also used to validate the models. Travel times were conducted for South Arm Road, northbound from Dorans Road to the Rokeby Police Academy and southbound from Rokeby Police Academy to Dorans Road. The travel time surveys were conducted during the model time with multiple runs being recorded across the peak.
3.7.5 Queue Length Surveys This data was collected to determine general queue length trends within the study area, as well as provide some valuable validation data for the models. Queue length surveys were conducted at seven locations, these were:
32/14222/45106 Lauderdale Quay IIS 21 Traffic Impact Assessment » Intersection of South Arm Road and Acton Road.
» Intersection of South Arm Road and Bay View Road.
» South Arm Road and North Terrace.
» South Arm Road and Ringwood Road.
» South Arm Road and South Terrace. The queue length data was collected manually and the maximum queue at 5•minute intervals was recorded during each time period.
3.7.6 Speed Data Speed data was collected on site at two different locations on South Arm Road, speed information taken at a third location was received from DIER. This information provided details on the actual speeds travelled by users, and assisted in the calibration of the microsimulation model. The location of the speed surveys were:
» West of Acton Road – 80 km/hr zone (on•site surveys using a hand•held radar device).
» 290m South of Acton Road – 70 km/hr zone (DIER pneumatic tube counts).
» South of Dona Road – 80 km/hr zone (on•site surveys using a hand held radar device).
3.7.7 Visual/ Site Inspections A detailed site inspection of the study area was undertaken prior to the commencement of the model development during the site inspections particular attention was given to the following:
» Lane configurations;
» Intersection layouts;
» Speed limit zones;
» Vehicular movements and interactions; and
» Sight distances. These physical and driver behaviour characteristics were incorporated into the modelling. In particular, the driver behaviour was deemed to be typical of the RTA defined “Standard Vehicle Behaviour”.
32/14222/45106 Lauderdale Quay IIS 22 Traffic Impact Assessment 4. Proposed Development and Future Traffic and Transport Conditions
4.1 Overview The proposed development considered in this study is based on the Master Plan produced by Place Planning and Design (dated October 2008). It consists of 542 dwellings, a marina village with commercial developments and 120 to 140 docking berths in the marina complex as well as commercial developments accessed off South Arm Road. The Proposed development has three access points with each access servicing different sections of the development that are not interconnected. The breakdown of the development yield per access is described in Section 4.1.1.
4.1.1 Vehicular Access Being a State Road, approval will be required by DIER for all direct access to South Arm Road under the Roads and Jetties Act, 1935. The following access are proposed on South Arm Road:
Northern Access The northern access services 295 dwellings where 17 of the dwellings considered are medium density. A preliminary study of this access indicated that a roundabout would be required in order to achieve an adequate level of operation on the proposed intersection, in terms of delays and queuing. The preliminary access study is provided in Appendix A.
Middle Access The Middle access of the proposed development is planned to cater for 83 dwellings, 54 of these dwellings are considered to be medium density. This access will also serve the fixed berths and a commercial area of approximately 2,859 m2 GFA, of which approximately 1900 m2 is proposed to be accessed directly from South Arm Road. The preliminary investigation indicated that a give way control with defined right turn lane (South Arm Road has priority) access arrangement would be acceptable..
Southern Access The southern access in the proposed Master Plan is proposed to serve 164 dwellings (none of these dwellings are considered medium density). As per the northern access, a preliminary study indicated that a roundabout would be required in order to achieve a satisfactory level of operation on the proposed intersection, in terms of delays and queuing. The preliminary access study is provided in Appendix A. In addition to the three accesses the proposed development has a commercial and parking area with independent entrances from South Arm Road.
4.2 Internal Road Network The internal Road Network is shown in Figure 9 (source: Urban Design Framework, Place Design, December 2008).
32/14222/45106 Lauderdale Quay IIS 23 Traffic Impact Assessment Figure 9 Internal Road Network Layout (Urban Design Framework, Place Design)
4.3 Traffic Generation An indication of the traffic generation potential of the proposed development under operation and construction loadings have been based on the NSW Roads and Traffic Authorities (RTA), “Guide to Traffic Generating Developments” (2002), and the Clarence Plains Outline Development Plan undertaken by GHD in 2006.
4.3.1 Proposed Development The proposed development is divided into three access points as outlined in Section 4.1.1. It is common traffic engineering practice to source traffic generation rates from documents such as the RTA Guide to Traffic Generating Developments, 2002, however for residential developments these rates can often provide an over estimate. A more appropriate rate has been utilised for the proposed development residential dwellings based on the first principle calculations used to predict traffic generations in the Clarence Plains Outline Development Plan. An hourly generation rate of 0.6 trips per dwelling and 0.4 trips per hour for each medium density dwelling has been used for this development. The trip generation per access is presented in Table 7. A total of up to 468 trips per hour are likely be generated by the proposed development during the peak periods. Daily traffic generation is likely to be 4,684 vehicles per day. Since the proposed use of the commercial developments accessed from South Arm Road are not known at this stage, a sensitivity analysis has been conducted. Scenario 1 and Scenario 2 traffic generations for this commercial component are shown in Table 7.
32/14222/45106 Lauderdale Quay IIS 24 Traffic Impact Assessment Table 7 Peak Period Traffic Generation
Development Type Size AM Peak PM Peak Unit AM Peak PM Peak Rate Rate Trips Trips
Northern
Dwellings 278 0.6 0.6 Per Dwelling 167 167
Medium Density 17 0.4 0.4 Per Dwelling 7 7 Dwellings
Daily Traffic Volume (Peak hour trips taken to be 10% of average daily traffic volume) 1,740
Middle Access
Dwellings 29 0.6 0.6 Per Dwelling 18 18
Medium Density 54 0.4 0.4 Per Dwelling 22 22 Dwellings
Marina 140 Berths Daily rate* Daily rate* Per Berth 38 38
Restaurant 900 m2 5 5 Per 100 m2 GFA 23 23
Daily Traffic Volume (Peak hour trips taken to be 10% of average daily traffic volume) 1,010
Southern Access
Dwellings 164 0.6 0.6 Per Dwelling 98 98
Daily Traffic Volume 984
Road Side Entry Scenario 1
Commercial 1900 m2 2 2 Per 100 m2 GFA 38 38
Daily Traffic Volume (Peak hour trips taken to be 10% of average daily traffic volume) 380
Road Side Entry Scenario 2
Restaurant 1900 m2 5 5 Per 100 m2 GFA 95 95
Daily Traffic Volume (Peak hour trips taken to be 10% of average daily traffic volume) 950
*Daily rate of 2.7 trips per berth, 10% of this generation during a typical peak hour.
**1/2 capacity assumed for restaurant during peak periods since the actual peak time for a restaurant would exist outside the AM and PM peak periods for this study.
4.3.2 Trip Distribution The IN/ OUT split for the traffic generating elements of the proposed development has been generally based on information from the Institute of Transportation Engineers (ITE) “Trip Generation Manual” where the IN–split refers to the incoming traffic from the external road network to the development and the OUT–split is the departing traffic from the development. These splits are presented in Table 8.
32/14222/45106 Lauderdale Quay IIS 25 Traffic Impact Assessment Table 8 Lauderdale Development Directional Splits
Development Type AM Directional Split (%) PM Directional Split (%)
IN OUT IN OUT
Dwellings 20 80 70 30
Commercial 61 39 48 52
Restaurant* 50 50 90 10
Berths** 50 50 50 50
*Distribution split for restaurant not provided, assumption based on deliveries being the predominant traffic generation in AM peak, therefore a 50/50 split, and restaurant patrons predominantly arriving in the PM peak, therefore 90/10 split.
**Peak times and distribution splits for Marina not known. Assumed to have a relatively flat profile over these peak periods.
4.3.3 External Trip Distribution The trip distribution applied to the development traffic varied per access. The trip distribution proportions are shown in the Trip Generation spreadsheets provided in Appendix C. The additional traffic on the road network as a result of the proposed development at three different locations of South Arm Road can be seen in Table 9.
Table 9 Development Traffic at Key Locations
AM Peak Hour Volumes PM Peak Hour Volumes
Development Development Development Development Location Scenario 1 Scenario 2 Scenario 1 Scenario 2
Police Academy Access 199 204 217 255
South of Acton Rd 210 234 246 288
Dorans Road 23 30 36 49
The distribution of the additional trips to side roads that link to South Arm Road were based on proportions of traffic volumes derived from traffic survey data, these proportions were taken to be generally consistent for the traffic generated by the development.
4.4 Parking Requirements The number of car parking spaces required by the development was derived from the Clarence City Council’s Planning Scheme and the Roads Traffic Authority of NSW, “Guide to Traffic Generating Developments” (2002). A total of 805 car parks are calculated to be required, where 550 of these car parks are required for the proposed residential dwellings of the development. The expected car parking generation of the proposed development is summarised in Table 10.
32/14222/45106 Lauderdale Quay IIS 26 Traffic Impact Assessment Table 10 Parking Requirements
Development Type Size Parking Rate Unit Car Parking Spaces Required
Northern Access
Dwellings 278 2 Per Dwelling 590
Medium Density Dwellings 17 1•2 Per Dwelling 17•34
Middle Access
Dwellings 29 2 Per Dwelling 58
Medium Density Dwellings 54 1•2 Per Dwelling 54•108
Marina 120 • 140 0.6 Per Berth 72•84 Berths
Commercial 869 1 Per 40 m2 22
Southern Access
Dwellings 164 2 Per Dwelling 328
Road Side Entry
Scenario 1 • Commercial 1990 1 Per 40 m2 50
Scenario 2 • Restaurant 1990 1 Per 10 m2 199
The results in Table 10 indicate that a maximum of approximately 106 public parking spaces are required near the marina/ commercial area, and a maximum of 199 spaces are required near the commercial area accessed from South Arm Road. This equates to a total of 305 publicly accessible parking spaces. Parking spaces associated with the residential component of the proposed development should be provided at individual dwellings, as well as nearby on•street on the island sections. The Planning Scheme requires 2 parking spaces per single dwelling. For multiple dwelling, the number of spaces required ranges between 1 and 2. Rates from RTA publication, “Guide to Traffic Generating Developments”, 2002, were used to calculate marina and commercial parking requirements, with rates shown in Table 10. Due to the lack of vehicular and pedestrian connectivity between access locations, along with the reasonably large distances between the ends of the islands and the bus stops, it is recommended that the proposed development consider the installation of a park and ride facility, so that public transport patrons can drive a short distance to the car park and catch public transport to regional areas.
4.5 Bicycle Network Currently on South Arm Road there are no dedicated cycling facilities. There is potential to promote cycling within the area to reduce dependency on motor vehicles, which may be achieved by providing some basic end of trip cycle facilities at the commercial areas of the proposed development. The lowest class of security (general rack or rail) facility is recommended as being appropriate for the proposed development as long as the bicycle rack or rail is visible from the land use.
32/14222/45106 Lauderdale Quay IIS 27 Traffic Impact Assessment 4.6 Pedestrian Facilities In terms of pedestrian facilities, there is a 1.8 metre wide footpath adjacent to the commercial centres of the area. Signage present along South Arm Road indicates the existing footpath on the eastern side is used as a shared pedestrian and bicycle path. The footpath is generally well lit at intersections and different commercial access points at South Arm Road. The proposed layout of the development doesn’t provide for direct movements through to South Arm Road, however consideration has been made towards supplying ample tracks around perimeter of development. The development is likely to generate pedestrian movements crossing South Arm Road between developments, as well as school children crossing to access the Lauderdale Primary School on Acton Road. The Austroads publication, “Guide to Traffic Engineering Practice, Part 13, Pedestrians”, 1995, Section 1.5 – Pedestrian Demands, states the following with regards to pedestrian modelling: “A key feature of pedestrian demand is the highly random patterns that pedestrian movements demonstrate. Even though pedestrians exhibit similar characteristics to other forms of traffic , such as flow, speed and density, these relationships are more difficult to define, particularly in networks where pedestrian flow discipline cannot be managed, i.e. on the street. Also, the rapid fluctuations in flow levels, make pedestrian flow different to vehicular flow, for example, at public transport facility, such as a bus stop, where demand can fluctuate rapidly and the peak may exist for less than a minute. In order to establish potential demands, pedestrian volumes need to be considered in conjunction with the trip purposes which are likely to occur at a site, i.e. the behavioural category of the pedestrians and the potential routes to be used, ie. origins and destinations”. For these reasons, specific pedestrian movements have not been incorporated into the traffic microsimulation modelling analysis. The movement of pedestrians across South Arm Road is unlikely to interfere with traffic flow significantly, as vehicular traffic has right of way and is very dominant. The general operating speeds were reduced in the modelling however to reflect the change in adjacent land use and the movement of pedestrians across South Arm Road. The movement of pedestrians is reasonably well defined within the reclaimed component of the proposed development, as the ‘linear’ nature of the ‘arms’ of the development restrict movements along these sections (ie. pedestrians cannot cross the water). Typical pedestrian generation is likely to be as follows:
» Pedestrian movements between residential dwellings and commercial facilities;
» Pedestrian movements between residential dwellings and Lauderdale Primary School;
» Pedestrian movements between residential dwellings and the community services (such as the child care centre);
» Pedestrian movements between residential dwellings and bus stops on South Arm Road;
» Pedestrian movements between car parking facilities and the marina component of the proposed development;
» Pedestrian movements between car parking facilities and the commercial component of the proposed development (such as the restaurant, etc); and
32/14222/45106 Lauderdale Quay IIS 28 Traffic Impact Assessment » Pedestrian movements between residential dwellings and public open space. Whilst this is difficult to predict pedestrian volumes and peak times, an estimate of pedestrian movements has been conducted as follows:
» 1 pedestrian movement per 2 dwellings during a typical peak hour.
» 1 pedestrian movement per 10 marina berths during a typical peak hour. The above assumption equates to a total of 285 pedestrians during a typical peak hour. Some of this would be confined to the western side of South Arm Road (in the case of people parking in the car parking facilities associated with the proposed development accessing the marinas, etc). Some of the pedestrians would cross South Arm Road at the various pedestrian refuge islands. The resultant pedestrian generation is would not be sufficient to trigger the warrants for pedestrian operated traffic signals on South Arm Road. Specifically, the Austroads publication, “Guide to Traffic Engineering Practice, Part 5, Intersections at Grade”, 2005, Section 4.6.2, states the following: “Pedestrians: To help pedestrians cross a road in safety, signals may be considered when over any four hours of an average day, the major road carries 600 vehicles/hour (two•way) and 150 pedestrians per hour or more cross the road. If a central median is available, pedestrians can move through traffic in two separate movements. A median width of 1.2m is the absolute minimum required to stage pedestrians and 1.5m is a more desirable minimum. In such cases the traffic volume warrant on the major road can be increased to 1000 vehicles/hour (two•way) over any four hours.”
Clearly the traffic volume warrants are met, but it is unlikely that the pedestrian volumes will be sustained over a four hour period. Furthermore, the pedestrian movements will be spread over a number of crossing locations, thus reducing the demand at any one location. The proposed future road layout of South Arm Road is therefore considered to be compatible with the likely movement of pedestrians associated with the proposed development.
4.7 Construction Phase
4.7.1 Overview The dredging of Ralphs Bay and construction of bridge structures is estimated to take three years, with subdivision and lot construction to occur after this period. It is likely that the subdivision and lot construction could take up to seven years to complete. The excavation of material to fill the proposed reclamation site is to be sourced from both dredging of the navigation channel and dry excavation of internal waterways, following temporary bunding. As fill material is being predominantly sourced on site, materials imported during the bulk earthworks phase will be confined to rock for construction of the sea wall, pre•cast units for construction of the revetments, topsoil for stabilising surfaces against erosion and gravel for haul roads. Materials will be sourced from quarries and suppliers in the Hobart area. The construction of infrastructure will be undertaken after completion of the bulk earthworks and platform preparation. During the infrastructure construction phase materials requiring delivery include pipes, tanks, road base, concrete, asphalt bedding metal and the like.
32/14222/45106 Lauderdale Quay IIS 29 Traffic Impact Assessment 4.7.2 Traffic Generation Construction traffic using the road network during the construction phase will generally comprise of:
» Mobilisation traffic for the moving of site facilities, plant such as excavators, heavy equipment etc;
» Staff movements to and from the site, as well as around the site during the day;
» Heavy vehicles moving to and from the site are likely to comprise of truck and trailer combinations for delivery of quarry products, low loaders for delivery of machinery and precast units, concrete trucks and medium rigid trucks delivering pipes etc.
» Demobilisation traffic associated with the removal of plant and equipment during the project and the removal of site facilities at the end of the construction period. It is likely that the infrastructure phase of the project will generate a high level of traffic, particularly during the delivery of road base material. In the absence of exact traffic movement information, a likely estimate of the truck movements per hour during this particular phase would be approximately 10 trucks per hour, this is based on 20 trucks being sourced from a contractor, on rotation over the day with a two hour trip time. The daily truck generation is therefore likely to be in the order of 80 inward (laden) and 80 outward trips (unladen) per day. Staff numbers on site per day during this particular phase would be in the order of 20 – 30 staff. This is an estimate only, and would change substantially for particular activities, for example the building stage of the lot construction is very labour intensive, and staff numbers could increase to approximately 200 staff. Therefore, for the road construction phase of the project, the following has been estimated:
» 10 dump trucks per hour;
» Working hours of 7:30 am to 6:00 pm – 10.5 hours; and
» 30 staff on site and 70% of these will drive private vehicles to site. This equates to a total of approximately 147 vehicles per day. To estimate the traffic generation for a typical peak hour, the movement of all staff movements are made and that at least one delivery of road base would be in that hour, therefore equating to approximately 22 vehicles per peak hour.
Heavy and Oversize Vehicles and Loads South Arm Road is not designated a High Productivity or Higher Mass Limit Route, however vehicle classification data provided by DIER indicates that South Arm Road has a heavy vehicle percentage of approximately 4% of total traffic volume. A section of the South Arm Highway between the Tasman Highway and Mornington Road is designated a High Mass Limit Route. The nature of the construction phase of the project will involve an increase of heavy vehicle traffic in the order of 1% of total traffic volume. The increased heavy vehicle traffic is likely to increase the deterioration rate of the roads travelled on to the site. These roads are likely to include:
» South Arm Highway;
» Acton Road;
» Other regional roads, depending on the site of the quarries and other sources of materials used during the construction phase. A number of measures will be implemented to manage issues associated with heavy and oversized vehicles and loads:
32/14222/45106 Lauderdale Quay IIS 30 Traffic Impact Assessment » Relevant permits should be obtained from the Vehicle Operations Branch of DIER for ‘Oversize and Over mass’ vehicles (i.e. vehicles with dimensions greater than 2.5 m width, 4.3 m height and 19 m length) if required. Refer to DIER Information Bulletin for Over Size and Over Mass Vehicles and Loads.
» Depending on the types and dimensions of heavy vehicles to be used during the construction period, approval may need to be obtained from Council to designate South Arm Road as a ‘High Productivity Route’ and/or ‘Higher Mass Limit Route’. – B•Doubles and Truck & Dog Trailer combinations with dimensions and mass above that specified in the Vehicle and Traffic (Vehicle Operations) Regulations 2001 are restricted to the “Approved High Productivity Vehicle Route Network” described in the Vehicle and Traffic (Vehicle Operations) Notice 2006 (also refer to DIER Information Bulletins for B•Doubles and Truck & Dog Trailers). Note that not all B•Doubles and Truck & Dog Trailer combinations are restricted to only the approved route. – Higher Mass Limits (HML) are mass limits that are greater than the general access mass limits set in the Vehicle and Traffic (Vehicle Operations) Regulations 2001. To be eligible for HML and therefore use of the approved “Road Network for Vehicles with Road Friendly Suspension”, a vehicle must have acceptable axle groups with road friendly suspension and manufacturer’s gross vehicle mass (GVM) and gross combination mass (GCM) ratings at least equal to the higher mass limits.
» During specific activities such as delivery of fill material, road base and concrete, there is likely to be a high frequency of heavy vehicle movements. Therefore, some form of traffic control will be required near the construction site access. Traffic Control Diagrams (TCD’s) shall be prepared and implemented when these activities are being undertaken. The extent and form of this control will depend on the type and frequency of the heavy vehicles, which has yet to be advised. Hence, TCD’s should be prepared once a contractor has been engaged.
32/14222/45106 Lauderdale Quay IIS 31 Traffic Impact Assessment 5. Traffic Microsimulation Modelling
5.1.1 Paramics Micro•simulation The relatively large scale of the proposed development, and its likely traffic generation, means that the impacts of traffic on the existing transport network are likely to be complex. Paramics microsimulation software has therefore been used as a tool to analyse the potential traffic impacts on the transport network associated with the proposed development. Micro•simulation is a numerical technique for conducting experiments to the transport system using a computer by developing mathematical models that describes the behaviour of a transport system over extended periods of real time. Micro•simulation models simulate individual vehicle movements and their interactions with each other for the purpose of assessing the traffic performance of a transport system. Paramics software is being used in over 40 countries worldwide and has in excess of 500 users including commercial consultants, transportation researchers and Government agencies. Paramics has been deployed successfully in hundreds of networks worldwide and has been particularly useful in modelling large•scale networks in California, New York City, Melbourne and Sydney amongst others. At a local level, Paramics has been utilised by GHD as a transport assessment tool for a number of DIER projects, including:
» Kingston and Environs Transport Study;
» Droughty Point Transport Study;
» Northern Approaches to Hobart Transport Study;
» Davey Street/ Macquarie Street Couplet Traffic Modelling;
» Southern Outlet/ Macquarie Street Traffic Modelling;
» Sorell Traffic Management Study; and
» Brooker Highway Transport Model.
5.2 Traffic Microsimulation Study Area The study area for the Paramics traffic modelling incorporated the South Arm Road from immediately north•west of the Rokeby Police Academy access and south•east of Dorans Road incorporating the intersections of these roads with South Arm Road and the following intersections:
» South Arm Road/ Acton Road;
» South Arm Road/ Lauderdale Shopping Centre Access;
» South Arm Road/ Ringwood Road;
» South Arm Road/ North Terrace;
» South Arm Road/ South Terrace; and
» South Arm Road/ Bayview Road. The study area is shown in Figure 10.
32/14222/45106 Lauderdale Quay IIS 32 Traffic Impact Assessment Figure 10 Paramics Microsimulation Modelling Study Area
The cordon boundary for the model represents the area likely to be most directly affected by the additional traffic from the development, with the impacts likely to decrease in magnitude towards Hobart. The Paramics model was utilised to demonstrate the local impacts of the development on the transport network. Whilst the study area for the Paramics microsimulation modelling is restricted to the area shown in Figure 10, the broader road network has also been considered based on traffic generation and information on the external road network.
5.3 Development of Base Models
5.3.1 Overview Two base models reflecting the existing road transport network of the area was built using Paramics microsimulation software, enabling a critical assessment of the impacts of the proposed development on the network along with the background traffic growth associated with external development. The model also assisted to develop strategies to minimise these impacts in accordance with the Final Scope Guidelines. The base models were generated for the following timeframes:
» 8:00 am to 9:00 am – defined as the AM Peak
» 5:00 pm to 6:00 pm – defined as the PM Peak The process undertaken for the development of the base models is illustrated in Figure 11.
32/14222/45106 Lauderdale Quay IIS 33 Traffic Impact Assessment Figure 11 Base Model Development Process
5.3.2 Base Model Data Collection Comprehensive data and information was collected in order to build the morning and afternoon base models. This data and information included:
» Aerial photograph of the study area, onto which the physical road network was coded onto (supplied by LIST Map, DPIW);
» Traffic network data (including speed limits, lane configuration, intersection control, etc), collected during various site inspections;
» Traffic volumes – This data provided information on the number of vehicles on key roads in the study area, the change in vehicle numbers over a typical day;
» Turning movement counts – This data provided information on the turning movements from each approach of key intersections within the study area;
» Queue length surveys – These surveys provided information on the typical queuing at key intersections in the study area;
32/14222/45106 Lauderdale Quay IIS 34 Traffic Impact Assessment » Travel time surveys – Provided data on observed travel times along main road corridors during morning and afternoon peak periods; and
» Observational surveys – Qualitative information on general traffic behaviour within the Lauderdale study area.
5.3.3 Model Build The first stage of the model build, involved the development of the physical road network in the Lauderdale study area. The network provides the physical framework for the simulation, both visually and analytically and is based on the aerial photograph. A scale for the aerial photograph was achieved by placing two nodes at particular points in the model where the actual distance between the points is known, i.e. between two intersections or two buildings. The model is then scaled until the distance between the nodes is correct. The various important physical attributes of the model were coded such as intersections, turn lanes, kerb points etc. Transport zones were also coded in during this stage of the model build process. Transport zones are the locations in the model that ‘generate’ and ‘attract’ vehicle trips. The transport zones coded into this model were placed on the extents of the model on each key ‘external’ road. Another feature of the model build phase was the separating of the traffic volume demand for light and heavy vehicles using the turning movement survey data, collected by Austraffic. Both light vehicle and heavy vehicle demand matrices were built. These traffic volume demands were then substituted into the Paramics model, which enables the visual representation of vehicles travelling on the road network within the model. The demand profiles were calculated based on the 15 min splits of the turning movement counts, therefore reflecting the actual profile of traffic release from external zones across the model period. For quality purposes GHD utilise the Roads and Traffic Authority of NSW’s Manual for Modelling reporting checklist Appendix C of the manual. This checklist identifies the changes made to default model inputs, and other changes required to assist in the calibration phase of the modelling. The checklist for the Lauderdale Quay microsimulation can be found in Appendix D of this report.
5.4 Model Calibration/Validation
5.4.1 Overview Calibration is the adjustment of model parameters to improve the model’s ability to reproduce local driver behaviour and observed traffic performance characteristics. The calibration process is performed after all the input data and model coding have been thoroughly checked. The calibration of the base models was vital to produce robust peak hour models from which the road network changes can be modelled to produce accurate results in terms of future traffic flow performance. The calibration involved adjustments to a number of parameters in the model to ensure:
» Vehicle behaviour was representative of actual behaviour as much as possible;
» Traffic volumes recorded in the model on links matched those observed on site, within an acceptable tolerance; and
32/14222/45106 Lauderdale Quay IIS 35 Traffic Impact Assessment » Any queuing or congestion that was known to occur on site was replicated, as much as possible, within the model. Calibration to the traffic turning movements and manual link counts was important to ensure that actual movements match those observed on site, as much as possible, so that future changes, given the increased traffic loadings, could be realistically assessed. Queue lengths were also used as an observational analysis tool, by generally assessing whether the queues in the model represent the queue lengths measured by the traffic surveys. It was noted that exact matching of turning movements and queue lengths is extremely difficult and considered unwarranted. The nature of traffic is that it varies from day•to•day at a single site, which affects volumes and queues. Calibration and subsequent validation should achieve a close fit to observed activity to allow for this inherent variation that occurs within the real world. The AM and PM base models were calibrated and validated to industry accepted levels1. The travel times between defined points in the model as measured by Austraffic were used in the validation phase to ensure the times were within a set tolerance of travel times measured on site. Once calibrated and validated, the base models form the starting point for testing modifications to the transport network and traffic volume demands.
5.4.2 Calibration Results The traffic volumes obtained from the base models were compared to the turning movement volumes as surveyed by Austraffic. This was important to ensure that vehicle behaviour and conditions matched those observed on site to provide a foundation for assessing any future impacts. The validation was undertaken using a GEH statistic as shown in Equation 1 below. The GEH statistic is a modified Chi•squared statistic that incorporates the relative and absolute difference between modelled and observed flows over a one•hour period. Therefore, a lower GEH statistic represents a closer fit. It is accepted practice to use the GEH statistic for model validation.
Equation 1 GEH Formula
(Modelled - Observed ) 2 1 (Modelled + Observed ) 2
AM Peak Model Calibration Results The results for the calibration of the AM peak base model are presented in Table 11 and graphically in Figure 12. The calibration statistics relate to each unique turning movement within the model network.
1 Base models were calibrated to modelling statistical coefficients, GEH<5 values of 100% and 100% for the morning and afternoon peak hours respectively. These results indicate that the models closely represent observed traffic conditions across the whole road network.
32/14222/45106 Lauderdale Quay IIS 36 Traffic Impact Assessment Table 11 AM Calibration Summary
GEH Category Movement Count %
>1 23 51%
>2 11 24%
>3 4 9%
>4 0 0%
<5 45 100%
Figure 12 AM Calibration Results
PM Peak Model Calibration Results The results for the calibration of the PM peak base model are presented in Table 12 and graphically in Figure 13. The calibration statistics relate to each unique turning movement within the model network.
Table 12 PM Calibration Summary
GEH Category Movement Count %
>1 25 56%
>2 16 36%
>3 6 13%
32/14222/45106 Lauderdale Quay IIS 37 Traffic Impact Assessment GEH Category Movement Count %
>4 2 4%
<5 45 100%
Figure 13 PM Calibration Results
5.4.3 Validation
Travel Times Travel time data between Dorans Road and the Police Academy access was used to validate the base models. Data was collected in both directions for a period of two days on the 29th April and 1st May 2008. The modelled average travel times extracted from Paramics for vehicles within the network travelling the same route as mentioned above were recorded and compared to the times observed on site. The Microsimulation Consultancy Good Practice Guide suggests that for modelled travel times to be considered within an acceptable tolerance between modelled versus observed times, they should fall within 15% or one minute of observed times, whichever is higher2. For the purposes of validations, speed restrictions were used in the base model to prevent cars from speeding excessively over the posted speed limits, as it was noted that travel times were relatively faster in the model than those observed during surveys on site.
2 SIAS Limited, (2005), Microsimulation Consultancy Good Practice Guide, SIAS Limited, pp 12•7
32/14222/45106 Lauderdale Quay IIS 38 Traffic Impact Assessment The comparison of modelled and observed travel times for the route during the AM and PM periods is shown in Table 13 and Table 14.
Table 13 AM Travel Time Comparison
Section Road Observed Average Model Average
1 DORANS RD
2 ROKEBY POLICE ACADEMY 280 secs (0:0:40) 263 secs
Difference 16.9 secs
6%
Table 14 PM Travel Time Comparison
Section Road Observed Average Model Average
2 ROKEBY POLICE ACADEMY
1 DORANS RD 286 secs (0:04:46) 261.3 secs
Difference 24.7 secs
9%
5.4.4 Calibrated and Validated Base Models Following extensive testing, the calibrated and validated AM (8:00am • 9:00 am) and PM (5:00am • 6:00 pm) base models represent, as closely as possible, existing conditions as measured by various traffic surveys and observations made on site. The calibrated base models form the basis for all options testing, where modifications can be made to the traffic volume demands or the physical road network to simulate various future scenarios.
5.5 Options Testing
5.5.1 Future Base ‘Do Nothing’ Option (2018 • Undeveloped) It is common practice in micro•simulation modelling and Traffic Impact Assessments to investigate a ‘Do Nothing’ scenario in order to assess the potential impacts that are likely to occur within the model area if no significant modifications are made to the road network under future traffic volume loadings. This option represents the existing transport network under future forecast traffic volume increases without the proposed Lauderdale Quay development proceeding.
32/14222/45106 Lauderdale Quay IIS 39 Traffic Impact Assessment Option Development Methodology Future traffic volume demands were calculated based on historical background traffic growth rates which were obtained from DIER. These were applied to the traffic volume demands to account for future residential growth in the study area and further south. A 2018 traffic volume demand timeframe was chosen as the most appropriate future timeframe to model in the AM and PM peak periods for the following reasons:
» Modelling beyond a ten year timeframe was regarded as too difficult to reasonably predict future traffic and land use patterns; and
» Paramics models require accurate input information in order to output results that are robust and can be used as decision making frameworks and therefore forecasting land use changes beyond ten years creates a large amount of uncertainty in the accuracy of the input traffic volume demands.
5.5.2 Lauderdale Quay Development Modelling (2018 – Developed) Following the successful calibration and validation of the base AM and PM Paramics models the Lauderdale Quay Development model was developed to investigate the traffic impacts associated with the construction of the Lauderdale Quay proposed development on the greater Lauderdale road network. The model was tested for both the AM and PM Peak periods using the traffic generation estimates for the proposed development as well as background growth factors on South Arm Road for a ten•year growth period.
Option Development Methodology Using the Master Plan provided by Walker Corporation, the proposed development internal road network was built into the model. Preliminary access design was undertaken using initial traffic generation rates and SIDRA intersection analysis. The results of this analysis was then utilised incorporated into the microsimulation modelling in terms of intersection layout and basic geometry for future conditions. Transport zones were constructed to represent the three accesses to the proposed development Using trip generation rates in Section 4.3 and trip distributions based on existing patterns, the Origin Destination (OD) matrix was revised to include the zones associated with the development and the associated traffic generation. Two ‘2018 Developed’ options were tested using Paramics. These were Scenario 1 and Scenario 2, based on the sensitivity analysis on the commercial component of the proposed development as outlined in Section 4.3.
32/14222/45106 Lauderdale Quay IIS 40 Traffic Impact Assessment 6. Traffic Impacts
6.1 Road Hierarchy Compatibility Rokeby Road is classified as a Category 4 – Feeder Road under DIER’s Road Hierarchy, 2006. Category 4 roads facilitate connection to Trunk, Regional Freight and Regional Access roads for:
» Local commercial interaction;
» Local freight movement;
» Smaller regional resource bases;
» Local passenger vehicle movement; and
» Tourists and major tourist destinations. In this case, the proposed development will generate/ contribute to all of the above transport tasks, and is therefore considered to be compatible with the intended function of Rokeby Road.
6.2 Paramics Model Outputs In order to assess each option and compare it back to the base model option, a range of intersection performance outputs were extracted from the Paramics models. The following key performance outputs were extracted from the Paramics models:
» Travel times;
» Traffic volumes on South Arm Road;
» Intersection approach delays; and
» Intersection approach level of service.
6.2.1 Travel Times for Key Routes The average travel time for the following route was extracted from Paramics:
» South Arm Road from Dorans Road to Police Academy access (both directions). The travel times extracted from Paramics were for the peak directional movements only, i.e. from Dorans Road to the Police Academy access during the AM peak hour and from the Police Academy access to Dorans Road in the PM peak hour. The results can be seen in Table 15 and Table 16.
Table 15 AM Travel Time Results
AM 2018 – Developed AM 2018 • Developed AM 2018 • Location AM 2008 Undeveloped (Scenario 1) (Scenario 2)
Dorans Road to Police Academy 4:23 4:49 4:49 4:39
Police Academy to Dorans Road 4:13 4:28 4:30 4:45
32/14222/45106 Lauderdale Quay IIS 41 Traffic Impact Assessment Table 16 PM Travel Time Results
PM 2018 – Developed PM 2018 • Developed PM 2018 • Location PM 2008 Undeveloped (Scenario 1) (Scenario 2)
Dorans Road to Police Academy 4:14 4:40 4:50 4:41
Police Academy to Dorans Road 4:21 4:46 4:28 4:46
The results in travel time indicate that not a large increase is to be expected on South Arm Road within 10 years time, assuming growth in the area is consistent with the historic growth rates. A slight increase in travel times is likely to be experienced on South Arm Road with the construction of the proposed development. This is mainly due to the introduction of two roundabouts along the South Arm Road route, removing the free flow conditions.
6.2.2 Traffic Volumes Peak hourly link volumes on South Arm Road within the study area were extracted from Paramics for the following key locations:
» South Arm Road south of Dorans Road; and
» South Arm Road north of the Police Academy Access. The results can be seen in Table 17 and Table 18.
Table 17 AM Traffic Volume Results
Average Traffic Volumes • one way
AM 2018 • Location AM 2008 Undeveloped AM 2018 • Developed AM 2018 • Developed 2
Police Academy Travelling East 244 317 351 350
Police Academy Travelling West 766 1063 1238 1234
Dorans Road Travelling South 132 163 164 164
Dorans Road Travelling North 521 658 687 687
Table 18 PM Traffic Volume Results
Average Traffic Volumes • one way
PM 2018 • Location PM 2008 Undeveloped PM 2018 • Developed PM 2018 • Developed 2
Police Academy Travelling East 811 1163 1374 1368
Police Academy Travelling West 239 371 424 421
Dorans Road Travelling South 562 676 676 679
Dorans Road Travelling North 178 275 322 321
32/14222/45106 Lauderdale Quay IIS 42 Traffic Impact Assessment 6.2.3 Average Delays The average delay measured on the approach to the following key intersections over each modelling period were extracted and expressed in seconds:
» Acton Road approach to South Arm Road/ Acton Road intersection;
» Ringwood Road approach to South Arm Road/ Ringwood Road intersection;
» North Terrace approach to South Arm Road/ North Terrace intersection;
» South Terrace approach to South Arm Road/ South Terrace intersection;
» Bay View Road approach to South Arm Road/ Bay View Road intersection; and
» South Arm Road approaches to the new development access roundabouts (both roundabouts and both approaches). Only measured for the 2018 – Developed model. These delays were also used to assign a Level of Service (LOS) to each approach, based on the tolerances from the RTA NSW; these tolerances are shown in Table 19.
Table 19 Level of Service Definitions
Level of Service Control Delay per vehicle in seconds (d) (including geometric delay)
All Intersection Types
A d £ 14.5
B 14.5 < d 28.5
C 28.5 < d £ 42.5
D 42.5 < d £ 56.5
E 56.5 < d £ 70.5
F 70.5 < d
The results of the intersection delays can be seen in Table 20 and Table 21.
Table 20 AM Delay and Level of Service Results
AM 2018 • AM 2018 – AM 2018 – AM 2008 Undeveloped Scenario 1 Scenario 2
Location Delay (s) LOS Delay (s) Delay LOS (s) LOS Delay (s) LOS
Acton Road 3.36 A 6.96 A 14.7 B 15.77 B
Ringwood Road 0.63 A 1.22 A 1.33 A 0.73 A
North Terrace 0.0 A 0.0 A 0.66 A 0.36 A
South Terrace 0.15 A 0.63 A 1.03 A 0.61 A
Bay View Road 0.0 A 0.05 A 0.04 A 0.06 A
South Arm Road • Roundabout 1 NB 6.65 A 6.25 A
South Arm Road • Roundabout 1 SB 2 A 3.74 A
32/14222/45106 Lauderdale Quay IIS 43 Traffic Impact Assessment AM 2018 • AM 2018 – AM 2018 – AM 2008 Undeveloped Scenario 1 Scenario 2
South Arm Road • Roundabout 2 NB 6.25 A 6.1 A
South Arm Road • Roundabout 2 SB 1.79 A 1.78 A
Table 21 PM Delay and Level of Service Results
PM 2018 • PM 2018 – PM 2018 – PM 2008 Undeveloped Scenario 1 Scenario 2
Location Delay (s) LOS Delay (s) LOS DelayLOS (s) Delay (s) LOS
Acton Road 3.26 A 6.15 A 10.36 A 9.86 A
Ringwood Road 2.13 A 4.28 A 6.81 A 6.12 A
North Terrace 0 A 0.28 A 7.12 A 9.04 A
South Terrace 1.73 A 1.85 A 3.38 A 3.82 A
Bay View Road 0.14 A 0.52 A 0.59 A 1.16 A
South Arm Road • Roundabout 1 NB 0 0 8.13 A 7.88 A
South Arm Road • Roundabout 1 SB 0 0 8.94 A 8.64 A
South Arm Road • Roundabout 2 NB 0 0 4.72 A 4.7 A
South Arm Road • Roundabout 2 SB 0 0 10.17 A 10.97 A
6.3 Road Safety Impacts Taking into account the crash history of South Arm Road and surrounding areas identified in Section 3.4, it is considered that road safety in general will not be adversely affected by the proposed development for the following reasons:
» The proposed traffic generated by the development will not adversely impact upon the operating conditions of South Arm Road;
» The proposed traffic generated by the development will not adversely impact upon the operating conditions of the surrounding road junctions;
» Roundabouts provide a safe intersection treatment by providing a more controlled junction arrangement and reducing vehicle speeds;
» There are no crash issues associated with overtaking near the subject site as South Arm Road is marked with solid double white lines, as well as numerous traffic islands.
» Adequate turning treatments are to be provided for other development junctions. To alleviate any potential road safety issues and reinforce to drivers that they are entering a shopping area, the lowering of the Speed Limit on South Arm Road past the frontage of the subject site is recommended (to 60 or 50 km/hr in accordance with DIER guidelines). The existing speed limit of 70• km/h is incompatible with the proposed increase in land use intensity directly connecting to the road.
32/14222/45106 Lauderdale Quay IIS 44 Traffic Impact Assessment 6.3.1 Pedestrian Safety Existing pedestrian activity crossing South Arm Road is not presently high, and is generally localised around bus stop locations. The proposed development is likely to increase the number of pedestrians crossing South Arm Road as outlined in Section 4.6. A pedestrian link along the site frontage to link road crossings and bus stops is recommended. To ensure a safe environment for pedestrian crossing movement, the travel speed of motorists in the vicinity of crossing areas should be reduced. This is likely to be achieved by the installation of roundabouts at two of the development accesses. Possible additional treatments may include narrowing the road width at crossing ramps, known as pinch points, and installing a pedestrian refuge in the middle of the road. The location of pedestrian crossing points should encourage connectivity to other pedestrian generating developments such as the proposed supermarket, tavern and the area around South Terrace.
6.3.2 Construction Phase Road Safety The construction phase of the development generates a large volume of traffic, a large proportion of which is heavy vehicle traffic. This relatively local increase in traffic on South Arm Road may have associated road safety implications due to an increase in vehicle exposure rates in the area. A Construction Traffic Management Plan should include a risk assessment to identify and mitigate associated road safety risks.
6.4 Public Transport Impacts The proposed development is likely to increase demands for public transport. The existing public transport operators that run along Rokeby Road can adequately cater for likely demands, however significant increased demand may enable the public transport operator (Metro Tasmania) to consider accessing the proposed development to provide an improved service for the area. Consultation with Metro Tasmania is currently being undertaken to confirm this. The design of the westernmost ‘arm’ of the proposed development would be suitable for buses as it provides an adequate turning facility. The design of the internal network will need to cater for bus access within this area, as well as any turning facilities, this will need to be in accordance with the Clarence City Council Local Highways Standard Requirements By•Law.
6.5 Construction Traffic Impacts The nature of the construction phase for a project of this magnitude involves lengthy construction periods as well as the generation of heavy vehicle and general construction traffic. The construction phase of the proposed development will generate a substantial amount of traffic on South Arm Road, and to a lesser degree the surrounding road network. There are a number of issues that are likely to arise from the generation of construction traffic that may affect the external road network within the study area. These issues include:
» The increase in light and heavy vehicle movements travelling on the roads surrounding the subject site;
» Pedestrian conflict with heavy vehicle and construction traffic;
» The noise and dust pollution generated from the construction and construction traffic; and
32/14222/45106 Lauderdale Quay IIS 45 Traffic Impact Assessment » Deterioration of road pavement due to increase in heavy vehicles. The construction traffic is likely to increase the traffic volumes and therefore impact the existing operation of the road network within the study area, particularly during the morning and afternoon peak hours. A detailed construction Traffic Management Plans (TMP) will be necessary in accordance with DIER and Workplace Standards requirements by Contractors prior to the commencement of construction activities. The TMP will need to include a risk assessment to identify and mitigate associated road safety risks associated with construction activities. It is likely that the overall traffic generation of the construction phase of the project will be less than the operational phase of the proposed development. In a broad sense, the impacts associated with the construction phase vary from the operational phase in the following ways:
» The increased truck generation associated with the construction phase is likely to have pavement deterioration impacts.
» Heavy vehicles associated with the construction phase of the project have slower acceleration rates, and therefore require higher gap acceptance for vehicles entering the main traffic stream (South Arm Road). The movement of heavy vehicles should therefore be limited to periods outside the normal peak hours.
» The movement of heavy vehicles associated with the proposed development have a generally reduced traffic speed as well as taking up more physical space on the road. There will be reduced roadway capacity associate with the construction phase of the project, particularly in Rokeby Road. This further highlights that the construction phase should be undertaken outside normal peak hours.
6.5.1 Construction Parking Parking during the construction phase should be contained within the site wherever possible, further details as to how this can be accomplished should be included in the contractor’s construction traffic management plan. Off•site facilities will be required prior to a suitable on•site location being constructed, and an alternative parking location will need to be explored if it can’t be provided on•site. This should be considered with an aim to minimise disruption to trading, traffic flow, environmental considerations and safety (in terms of access location, etc).
6.6 Road Condition Impacts Assessment of the impact on road condition as a result of a proposed development is generally required when substantial numbers of heavy vehicle movements are involved as car traffic has little impact on road pavements (RTA, 2002). The proposed development is unlikely to increase the amount of heavy vehicles utilising the surrounding road network, however the construction phase will generate a substantial amount of heavy vehicle traffic within the surrounding road network, and therefore may have adverse impacts upon the road pavement condition. The construction period for this development will be over a defined time period, therefore if a pavement assessment is to be undertaken, a less detailed road condition assessment is thought to be acceptable. It is thought that a simple photographic survey of the routes likely to be impacted upon by heavy vehicle traffic at numerous key locations would be sufficient to determine the base condition of the road network prior to the commencement of construction activities, however the need for as well as the level of detail required for this assessment will ultimately be at the discretion of Council.
32/14222/45106 Lauderdale Quay IIS 46 Traffic Impact Assessment 6.7 Parking and Internal Road Network
6.7.1 Parking Assessment Section 4.4 identified that a total of 305 parking spaces are required by the commercial/ marina component of the proposed development. The provision of 319 spaces (as outlined in Section 2.4) should be more than sufficient to cater for parking demand. It should also be noted that there will parking demand for the various components of the proposed development will not necessarily coincide at the same time (for example, the restaurant may peak in the evening, whereas the marina parking may peak in the morning). Therefore the principles of shared parking will apply to this development, whereby parking spaces can be utilised by multiple uses that have demands occurring at differing times. Based on the assessment of parking provided in Section 4.4, the provision of 106 public parking spaces for the commercial/ marina components of the proposed development appears to be satisfied. Whilst details are not provided for the residential component of the proposed development, it is recommended that the provisions provided in Section 4.4 be met. Residential car parking is generally allocated to a particular dwelling, and thus not available for public parking.
6.7.2 Internal Road Layout The internal road network is formed of a series of connecting vehicle paths between the islands and the external road network. The internal road network does not provide connectivity between the three accesses to the surrounding road environment and therefore not allowing driver choice of entry to and exit from the subject site. The internal road network is shown in Figure 9. The internal road layout is a balance between allowing access for larger service vehicles and providing a low speed environment. A combination of narrow road widths, strategically placed traffic calming devices, controlled on•street parking areas, curves and landscaping is likely to have the effect of creating a low vehicle speed environment. The intersections within the internal road network should be designed so that they are capable of catering for normal service vehicles (15 metres radius turning path). The following recommendations should be considered to further enhance road safety within the internal road network:
» Provision of regulatory road signage and associated line marking at the central roundabout in accordance with Australian Standard AS1742.2, “Manual of Uniform Traffic Control Devices Part 2: Traffic Control Devices for General Use”, 1994;
» Provision of Australian Standards AS1742.2 Give Way signage at t•junctions within the internal road network;
» Provision of appropriate pedestrian signage at any defined crossing locations within the internal road network; and
» Ensure that the central traffic island in any of the roundabouts located within the internal road network are fully mountable to ensure that service vehicles can turn adequately.
32/14222/45106 Lauderdale Quay IIS 47 Traffic Impact Assessment 6.8 Regional Transport Impacts The extents of the modelling undertaken in this assessment went from the Police Academy to Dorans Road. It is likely that traffic and transport impacts will extend beyond these limits in the context of the broader regional transport network. From a regional perspective, some key locations include:
» Tasman Bridge and its approaches;
» Shoreline Drive Roundabout; and
» Rokeby Road corridor, Clarence Plains. The following sections provide comments on each of these areas.
6.8.1 Tasman Bridge and Approaches The Tasman Bridge spans the Derwent River in Hobart. The Bridge provides the main traffic route from Hobart CBD (on the western shore) to the eastern shore. Approximately 69,000 vehicles per day use the Bridge, making it the most trafficked road in the State. There have been numerous studies relating to the operation and capacity of the Bridge over the past 20 years or more. DIER are currently working on various methods of increasing efficiency of the Bridge during peak hours through the use of technology and infrastructure improvements. It is considered that the additional traffic generated by the proposed development is relatively minor compared to normal background traffic growth and demand.
6.8.2 Shoreline Drive Roundabout The roundabout intersection at Shoreline Drive, Rokeby Road and South Arm Highway is operating close to capacity during peak times. The Droughty Point Transport Study investigated predicted traffic growth from the surrounding area, including substantial residential development from the Clarence Plains and Tranmere regions. This has led to major road infrastructure upgrades currently underway or planned for Rokeby Road and the intersection of Oceana Drive. It is considered that the additional traffic generated by the proposed development is relatively minor compared to normal background traffic growth and demand.
6.8.3 Rokeby Road Corridor, Clarence Plains A substantial amount of residential subdivision is currently in various stages of development in the Clarence Plains area to the north of the proposed development. The Clarence Plains Outline Development Plan considered potential future development of the area in addition to background traffic growth. The background traffic growth included provision for potential development at Lauderdale Quay. Various options were investigated to cater for this traffic growth. These options are currently being implemented and/or considered by DIER.
32/14222/45106 Lauderdale Quay IIS 48 Traffic Impact Assessment 6.9 Sustainability Sustainability is the guiding principle of the Tasmanian Resource Management and Planning System. This is reflected in the statutory objectives of the system, which are:
» To promote the sustainable development of natural and physical resources and the maintenance of ecological processes and genetic diversity; and
» To provide for the fair, orderly and sustainable use and development of air, land and water; and
» To encourage public involvement in resource management and planning; and
» To facilitate economic development in accordance with the objectives set out in the above paragraphs; and
» To promote the sharing of responsibility for resource management and planning between the different spheres of government, the community and industry in the State. "Sustainable development" means managing the use, development and protection of natural and physical resources in a way, or at a rate, which enables people and communities to provide for their social, economic and cultural well•being and for their health and safety while •
» Sustaining the potential of natural and physical resources to meet the reasonably foreseeable needs of future generations; and
» Safeguarding the life•supporting capacity of air, water, soil and ecosystems; and
» Avoiding, remedying or mitigating any adverse effects of activities on the environment. It is therefore important that the principles of sustainability are given due consideration in proposals for land use planning including impacts on and from the transport network. This TIA has assessed the potential traffic impacts associated with the proposed development as an isolated development and within the broader regional context of increasing development in the surrounding areas. From a transport perspective, there are sustainability issues associated with traffic volumes on South Arm Road in terms of road safety, efficiency, environmental performance and users of the network. This is more apparent to the north of the proposed development, where traffic volumes increase. These issues are not as a direct result of the proposed development when considered in isolation but when the impacts of current transport conditions and all future development on traffic volumes are considered collectively. To some extent, these issues are being addressed through the Clarence Plains Outline Development Plan, and State Government’s commitment to upgrading the Rokeby Road/ South Arm Highway corridor in this area. When considering the proposed development in its own right, the following comments can be made with regards to transport sustainability:
» The proposed development has adequate facilities for pedestrians and bicyclists to access the external network however the connectivity of the development and the nature of the development mean that average walking distances are likely to be high for some regions of the site (for example the western end of the northern island);
» Whilst the development layout may result in lengthy pedestrian and bicycle trips for some areas, the development does however promote recreational activity, and it is possible that cycling may be encouraged due to the level nature of the development.
32/14222/45106 Lauderdale Quay IIS 49 Traffic Impact Assessment » The development is situated in close proximity to services such as shops, schools and other facilities in the nearby area, thus potentially reducing the vehicle•kilometres travelled for these facilities.
» The development is situated in close proximity to an established public transport service. A dedicated area for a park•and•ride facility on South Arm Road near the site would be likely to further promote the use of this public transport service for the proposed development and the region as a whole. This has been suggested by DIER as an issue that could be explored further.
» The development relies on modifications to the existing external transport infrastructure in the way of roundabout construction at two access locations, and minor junction modifications to one access;
» Significant construction activity is required for the development; and
» The development access design does not provide good connection between the proposed development and the existing Lauderdale beach area.
32/14222/45106 Lauderdale Quay IIS 50 Traffic Impact Assessment 7. Recommendations
From the information provided in this report, the following recommendations have been made:
General Safety
» Lowering of Speed Limit on South Arm Road past the frontage of the subject site to 60 km/h or 50 km/hr to alleviate any potential road safety issues and reinforce to drivers that it is a built up area. The existing speed limit of 70•km/h is incompatible with the proposed increase in land use intensity directly connecting to the road, as well as the likely increase in pedestrian crossing activity.
» Installation of appropriate crossing facilities for pedestrians on South Arm Road. The location of pedestrian crossing points should encourage connectivity to other pedestrian generating developments such as the proposed supermarket, tavern and the area around South Terrace.
» Construction Traffic Management Plans should be undertaken by Contractors prior to the commencement of construction activities and should include a risk assessment to identify and mitigate associated road safety risks during this phase of the development.
Internal road network The following recommendations should be considered to further enhance road safety within the internal road network:
» Provision of regulatory road signage and associated line marking at the central roundabout in accordance with Australian Standard AS1742.2, “Manual of Uniform Traffic Control Devices Part 2: Traffic Control Devices for General Use”, 1994;
» Provision of Give Way signage at t•junctions within the internal road network;
» Provision of appropriate pedestrian signage at any defined crossing locations within the internal road network; and
» Ensure that the central traffic island in any of the roundabouts located within the internal road network are fully mountable to ensure that service vehicles can turn adequately.
32/14222/45106 Lauderdale Quay IIS 51 Traffic Impact Assessment 8. Conclusions
This report documents the findings from a Traffic Impact Assessment conducted for the proposed Lauderdale Quay development at Ralphs Bay, Lauderdale. This assessment was conducted following a review of available traffic data, site plans provided to GHD, standard codes and guidelines, previous transport related studies within the area, the Clarence Planning Scheme 2007 and other supplementary traffic data and information. The analysis undertaken in this report demonstrates that the additional traffic generated from the development, whilst being a relatively large increase, is unlikely to significantly adversely impact upon the operating conditions of the surrounding road network with respect to road capacity. The estimated additional traffic generated by the proposed development was modelled and was found not to deteriorate the level of service of South Arm Road significantly, with the exception of the PM peak south of Acton Road under Development Scenario 2. The results from the travel time analysis indicates that relatively minor increases in travel times on South Arm Road are likely within a 10 year time frame, assuming growth in the area is consistent with the historic growth rates. A slight increase in travel times is likely to be experienced on South Arm Road with the construction of the proposed development. This is mainly associated with the installation of two roundabouts along the South Arm Road route, removing the free flow conditions. Some road safety issues in the surrounding road network have been noted in this report. These are mainly associated with the increase in traffic on South Arm Road, increase in pedestrian movements across South Arm Road, increased turning movements, and impacts associated with the construction phase of the project. A recommendation was made to reduce the Speed Limit on South Arm Road past the frontage of the subject site to alleviate any potential road safety issues and reinforce to drivers that it is a built up. To ensure a safe environment for pedestrian crossing movements, the travel speed of motorists in the vicinity of crossing areas should be reduced. Recommended additional treatments may include narrowing the road width at crossing ramps (commonly referred to as pinch points), and installing a pedestrian refuge in the middle of the road. Detailed construction Traffic Management Plans should be prepared by Contractors prior to the commencement of construction activities and should include a risk assessment to identify and mitigate associated road safety risks. From a transport perspective, there are sustainability issues associated with traffic volumes on South Arm Road in terms of road safety, efficiency, environmental performance and users of the network. These issues are not as a direct result of the proposed development when considered in isolation but when the impacts of current transport conditions and all future development on traffic volumes are considered collectively. This is more apparent to the north of the proposed development, where traffic volumes increase. These issues are not as a direct result of the proposed development when considered in isolation but when the impacts of current transport conditions and all future development on traffic volumes are considered collectively. To some extent, these issues are being addressed through the Clarence Plains Outline Development Plan, and State Government’s commitment to upgrading the Rokeby Road/ South Arm Highway corridor in this area.
32/14222/45106 Lauderdale Quay IIS 52 Traffic Impact Assessment 9. References
Australian Standard AS1742.2 (1994) Manual of Uniform Traffic Control Devices Part 2: Traffic Control Devices for General Use Austroads (2005) Guide to Traffic Engineers Practice – Part 5: Intersection at Grade, Austroads, Sydney Austroads (1988) Guide to Traffic Engineers Practice – Part 2: Roadway Capacity, Austroads, Sydney Clarence Planning Scheme, (2007), Clarence City Council Road Traffic Authority (2002) Guide to Traffic Generating Developments, Roads and Traffic Authority (RTA) NSW Roads and Jetties Act, (1935), Tasmanian Government
32/14222/45106 Lauderdale Quay IIS 53 Traffic Impact Assessment Appendix A Preliminary Access Study
GHD Letter dated 13 March 2008
32/14222/45106 Lauderdale Quay IIS 1 Traffic Impact Assessment 13 March 2008
David Parker Our ref: 32/14074/43231 Your ref: Walker Corporation Pty Ltd PO Box 248 Prahran VIC 3181
Dear David
Lauderdale Quay Preliminary Traffic Assessment
Further to our recent discussions, I am happy to provide some preliminary traffic comments on the most recent Lauderdale Quay plans for the intersections connecting onto South Arm Road, as well as the recommended lane configuration of South Arm Road. Using the Roads Traffic Authority of NSW publication, Guide to Traffic Generating Developments, 2002 as a reference for the likely traffic generation of the proposed development, we estimate that the total traffic generation will be in the order of 5,300 vehicles per day. This is comprised of a mix of single unit dwellings, high•density dwellings, commercial, restaurant and marina traffic generation. The proposed development is accessed from three separate locations from South Arm Highway. This does not include two access locations for an off•street car parking area approximately mid•way along the frontage of the site. GHD have conducted a SIDRA analysis (Signalised Intersection Design and Research Aid) on these accesses to determine the most appropriate intersection control based on the likely peak hour traffic generation in conjunction with the likely future traffic flow on South Arm Road. The results of this analysis indicate that the following intersection configurations would be most compatible with the road network:
» Northernmost access: Roundabout with single circulating lane.
» Middle access: Give way control with defined right turn lane (South Arm Road has priority). It may also be advisable to provide left turn acceleration lane and deceleration lanes for this access due to the likely mix of boat trailer transport vehicles and the like.
» Southernmost access: Roundabout with single circulating lane. The use of roundabouts was deemed necessary to provide acceptable right turn manoeuvres from the proposed development during peak hour (the morning peak in particular). Provision of ‘give way’ control at these locations provides reduced operating conditions in terms of delays and queues. Roundabouts at these locations may also serve as ‘entry points’ to the new development as well as provide a reduced speed environment with obvious road safety benefits. In terms of the configuration of South Arm Road, we have analysed the likely peak hour flows that include the traffic generated by the proposed development and background traffic growth. Only one lane is required for each direction of flow, with a central lane for right turn side access. This is essentially consistent with the existing configuration of the Highway. This treatment has also recently been recommended by GHD for the proposed supermarket on South Arm Road for dKO Architects. We will provide a concept plan of these recommendations as well as advice on location of access points based on sight distance provisions to you next week. Please contact me on 62100649 if you would to discuss any of these matters in more detail.
Yours sincerely GHD Pty Ltd
Keith Midson Manager • Transportation 03 6210 0649
32/14074/43231 2 Appendix B Crash Location Maps
32/14222/45106 Lauderdale Quay IIS 2 Traffic Impact Assessment
Appendix C Trip Generation
32/14222/45106 Lauderdale Quay IIS 3 Traffic Impact Assessment Lauderdale Quay Development Traffic Generation Calculations
Northern Access Reference
Total Residential Lots 295 High Density Lots 17 Detached Lots 278
Generation Rates High Density generation 4 /dwelling per day RTA,2002 0.4 /dwelling per hour PM vehicles per hour AM vehicles per hour Detached Lots generation 6 /dwelling per day CPODP, 2006 0.60 /dwelling per hour
PM Split Turn Splits Total per day Total per hour 70% INWARD 80% right 972 97 20% left 243 24 97 24 24 10 30% OUTWARD 70% left 365 36 30% right 156 16
AM Split Turn Splits Total per day Total per hour 80% OUTWARD 80% left 1111 111 36 16 111 28 20% right 278 28 20% INWARD 30% left 104 10 70% right 243 24 Middle Access Reference
Total Residential Lots 83 lots High Density Lots 54 lots Detached Lots 29 lots Marina 140 Berths maximum no. berths assumed Restaurant 869 m2 GFA
Generation Rates High Density generation 4 /dwelling per day RTA,2002 0.4 /dwelling per hour
Detached Lots generation 6 /dwelling per day CPODP, 2006 0.60 /dwelling per hour
Restaurant 60/100m2 GFA per day RTA,2002 5/100m2 GFA per hour
Marina Generation 2.7 /berth RTA,2002 PM vehicles per hour AM vehicles per hour
PM Split Residential Component Turn Splits Total per day Total per hour 70% INWARD 80% right 218 22 20% left 55 5 45 21 28 9 30% OUTWARD 70% left 82 8 30% right 35 4 Restaurant Area 869 m² Turn Splits Total per day Total per hour 90% INWARD 60% left 140.778 12 (only 1/2 capacity 40% right 93.852 8 assumed for this 10% OUTWARD 40% right 10 1 peak period) 60% left 16 1
Marina Generation 50% INWARD 80% right 15 (10% of daily trip 25 8 50 11 378 cars/day 20% left 4 generation assumed) assume 38 cars/pk hour 50% OUTWARD 20% right 4 80% left 15 AM Split Residential Component Turn Splits Total per day Total per hour 80% OUTWARD 90% left 281 28 10% right 31 3 20% INWARD 30% left 23 2 70% right 55 5 Restaurant Area 869 m² Turn Splits Total per day Total per hour 50% INWARD 30% left 39.105 3 (only 1/2 capacity 70% right 91.245 8 assumed for this peak period) 50% OUTWARD 40% right 52 4 (traffic assumed to be 60% left 78 7 associated with deliveries etc..)
Marina Generation 50% INWARD 80% right 15 (10% of daily trip 378 cars/day 20% left 4 generation assumed) assume 38 cars/pk hour 50% OUTWARD 20% right 4 80% left 15 Southern Access Reference
Total Residential Lots 164 High Density Lots 0 Detached Lots 164 PM vehicles per hour AM vehicles per hour Generation Rates High Density generation 4 /dwelling per day RTA,2002 0.4 /dwelling per hour
Detached Lots generation 6 /dwelling per day CPODP, 2006 0.60 /dwelling per hour 55 14 14 6
PM Split Turn Splits Total per day Total per hour 70% INWARD 80% right 551 55 20% left 138 14 30% OUTWARD 70% left 207 21 30% right 89 9
AM Split Turn Splits Total per day Total per hour 21 9 71 8 80% OUTWARD 90% left 708 71 10% right 79 8 20% INWARD 30% left 59 6 70% right 138 14 Side Entry - DEVELOPMENT SCENARIO 1 Reference
Office/Commercial PM vehicles per hour AM vehicles per hour Floor Area 1990 m²
Generation Rates Office/Commercial 10/100m2 GFA per day Total per day Total per hour RTA, 2002 2/100m2 GFA per hour 199 39.8 15 4 15 10 PM Split Turn Splits Total per day Total per hour 48% INWARD 80% right 76 15 20% left 19 4 52% OUTWARD 60% left 62 12 40% right 41 8
12 8 12 3 AM Split Turn Splits Total per day Total per hour 39% OUTWARD 80% left 62 12 20% right 16 3 61% INWARD 40% left 49 10 60% right 73 15 Side Entry - DEVELOPMENT SCENARIO 2 Reference
Restaurant PM vehicles per hour AM vehicles per hour Floor Area 1990 m²
Generation Rates Restaurant 60/100m2 GFA per day Total per day Total per hour RTA, 2002 5/100m2 GFA per hour 1194 99.5 72 18 30 20 PM Split Turn Splits Total per day Total per hour 90% INWARD 80% right 860 72 20% left 215 18 10% OUTWARD 60% left 72 6 40% right 48 4
6 4 40 10 AM Split Turn Splits Total per day Total per hour 50% OUTWARD 80% left 478 40 20% right 119 10 50% INWARD 40% left 239 20 60% right 358 30 Appendix D Modelling Checklist
32/14222/45106 Lauderdale Quay IIS 4 Traffic Impact Assessment
GHD 2 Salamanca Square Hobart 7000 GPO Box 667 Hobart 7001 T: 03 6210 0600 F: 03 6210 0601 E: [email protected]
© GHD 2009 This document is and shall remain the property of GHD. The document may only be used for the purpose of assessing our offer of services and for inclusion in documentation for the engagement of GHD. Unauthorised use of this document in any form whatsoever is prohibited.
Document Status
Rev Reviewer Approved for Issue Author No. Name Signature Name Signature Date 0 E.Driscoll K.Midson K.Midson 5/9/08
1 E.Driscoll K.Midson K.Midson 7/11/08
2 K.Midson E.Driscoll E.Driscoll 19/12/08
3 K.Midson E.Driscoll E.Driscoll 6/01/09
4 K.Midson E.Driscoll E.Driscoll 22/01/09
32/14222/45106 Lauderdale Quay IIS Traffic Impact Assessment