20130427RA2 transport report - rev2 - South Australia · Department of Planning Transport, and Infrastructure (DPTI) and the City of Port Adelaide Enfield. The Port River Expressway

Gillman Masterplan Study

Transport Assessment Report

Renewal SA

December 2014

Ref No. 20130427

Gillman Masterplan Study – Transport Assessment Report Ref No. 20130427

© Tonkin Consulting 2012

This document is, and shall remain, the property of Tonkin Consulting. The document may only be used for the purposes for which it was commissioned

and in accordance with the Terms of Engagement for the commission. Unauthorised use of this document in any form whatsoever is prohibited.

Document History and Status

Rev Description Author Reviewed Approved Date

A For Client Comment RCB JSH RB 28 November

B Final RCB JSH RB 18 December

[Note: This document has been produced for double-sided printing]

Ref No. 20130427 Gillman Masterplan Study – Transport Assessment Report

Contents

1 Introduction 1

1.1 Project Objectives 1

1.2 Study Area 1

1.3 Scope of Transport Assessment 2

2 Existing Transport Assessment 5

2.1 Road Network 5

2.2 Freight Network 7

2.3 Rail 8

2.4 Pedestrian and Cycle Links 9

2.5 Public Transport 9

3 Future Transport Conditions 10

3.1 Road 10

3.2 Rail 10

4 Masterplan Proposal 11

4.1 Proposed Masterplan 11

4.2 Proposed Land Uses 11

4.3 Staging 12

4.4 Proposed Road Network 13

4.5 Rail Network 14

4.6 Public Transport 14

4.7 Pedestrian and Cycling Linkages 15

5 Transport Assessment 17

5.1 Traffic Generation and Distribution 18

5.2 SIDRA Assessment 23

5.3 AIMSUN Assessment 32

6 Infrastructure Requirements 45

6.1 East Grand Trunkway 45

6.2 Stage 1 46

6.3 Stage 2 46

6.4 Stage 3 47

6.5 Stage 4 47

Gillman Masterplan Study Transport Assessment Report Ref No. 20130427

6.6 Resource Recovery Area 48

7 Summary and Conclusion 49

Tables Table 2.1 Rail Line Closures 9 Table 5.1 External Daily Traffic Distribution 20 Table 5.2 AM Peak Hour Traffic Distribution 21 Table 5.3 PM Peak Hour Traffic Distribution 21 Table 5.4 Daily Traffic Distribution 22 Table 5.5 Hanson / PREXY – Peak Hour SIDRA Comparison 24 Table 5.6 PREXY / Eastern – Peak Hour SIDRA Comparison 25 Table 5.7 Francis / Perkins – Peak Hour SIDRA Comparison 26 Table 5.8 Eastern / Grand Trunkway – Peak Hour SIDRA Comparison 28 Table 5.9 Grand Trunkway / Link – Peak Hour SIDRA Comparison 29 Table 5.10 Eastern / Link – Peak Hour SIDRA Comparison 30 Table 5.11 Distributor / Link – Peak Hour SIDRA Comparison 31 Table 5.12 Distributor / Hanson – Peak Hour SIDRA Comparison 32 Table 5.13 Travel Time Comparison 42 Table 5.14 Level of Service Comparison (seconds per vehicle) 43

Figures Figure 1.1 Study Area 2 Figure 2.1 Existing Daily Traffic Volumes (Source: DPTI) 7 Figure 2.2 Road Train Road Network (Source: DPTI) 7 Figure 2.3 B-Double Road Network (Source: DPTI) 8 Figure 2.4 Existing bikedirect Map (Source Bike Direct) 9 Figure 3.1 Proposed Northern Connector and rail works 10 Figure 4.1 Proposed Gillman Masterplan 11 Figure 4.2 Proposed Staging Plan 12 Figure 4.3 Proposed Internal Road Network 13 Figure 4.4 Proposed Pedestrian / Cycle network 15 Figure 5.1 PREXY / Hanson Road schematic layout 24 Figure 5.2 PREXY / Eastern Parade schematic layout 26 Figure 5.3 PREXY / Francis Street schematic layout 27 Figure 5.4 PREXY / Francis Street schematic layout 28 Figure 5.5 Grand Trunkway / Link Road / Renewal SA access schematic layout 29 Figure 5.6 Eastern Parade / Link Road schematic layout 30 Figure 5.7 Link Road / Distributor Road schematic layout 31 Figure 5.8 Distributor Road / Main Access / ACC access schematic layout 32 Figure 5.9 Existing AIMSUN Network 33 Figure 5.10 2036 With Development AIMSUN Network 38 Figure 5.11 2031 With Development AIMSUN Network 41

Appendices Appendix A RMS Traffic Generation Spreadsheet Appendix B Gillman Masterplan Traffic Generation Appendix C Traffic Flow Diagrams 2021 to 2036 Appendix D SIDRA outputs Appendix E Without Development – Aimsun outputs


Appendix F With Development – Aimsun outputs

Appendix G 2031 Models – Aimsun outputs

Ref No. 20130427 Gillman Masterplan Study – Transport Assessment Report 1

1 Introduction

1.1 Project Objectives

Renewal SA engaged Jensen Planning + Design (including Tonkin Consulting) to lead a multi-

disciplinary consultant team to develop a Masterplan and delivery model to guide the release of

employment land at Gillman over a 20 year period. The site forms part of the Western Region of

Greater Adelaide as indentified in the 30-Year Plan. It is an integral part of the State’s economic

development strategy as it provides important land for future employment growth and investment.

The State recognises that if it is to meet the growth targets as set out in the 30-Year Plan for

Greater Adelaide, facilitating employment growth in the Western Region will be of critical

importance.

Progressing the State Government’s vision for the site will require careful planning and due

consideration of the many previous investigations that have been undertaken on site regarding a

number of relevant constraints to its future use, such as traffic management, stormwater

management, environmental sensitivities and economic imperatives.

The key objectives of the Gillman Masterplan project are to:

• Prepare an implementable Masterplan to guide future delivery of employment land at

Gillman/Dry Creek over a 20 year period.

• Identify land that is developable for employment uses and land to be dedicated to other land

uses.

• Provide a process to engage effectively with the community and key stakeholders in planning

for the future of this land.

• Provide an information base that can be easily translated into planning policy through a

Development Plan Amendment (DPA).

The Masterplan project seeks to support the following key outcomes for the future development

of the subject land:

• Timely delivery of affordable industrial land to the market.

• Creation of a mix of industrial allotments suitable for a range of businesses, including:

− start-ups and relocations.

− effective management of environmental matters.

− facilitate private investment through an appropriate delivery model.

1.2 Study Area

The Study Area (refer Figure 1.1) comprises approximately 915 ha of land located within the

suburbs of Gillman and Dry Creek (including land forming the Subject Site).

The Study Area comprises land currently zoned for industrial use to the west, south and east of

the Subject Site. This land is held in various ownerships and is partially developed. Industry

zoned land to the east of the Subject Site has been reserved for resource recovery activities,

with land to the west reserved for strategic port related industry.

Renewal SA is currently progressing the delivery of industrial allotments at the end of the

Hanson Road extension and east of Grand Trunkway as the first releases of the Gillman

employment land.

2 Gillman Masterplan Study Transport Assessment Report Ref No. 20130427

Figure 1.1 Study Area

The Subject Site (refer Figure 1.1) land is generally bound to the north by the North Arm of the

Port River, to the east by the Wingfield Eco-Resource Management Centre, to the south by the

Port River Expressway and Eastern Parade, and to the west by Whicker Road and Grand

Trunkway.

The site comprises approximately 465 ha of largely vacant / undeveloped land and is situated

within the City of Port Adelaide Enfield. Industrial and commercial development currently adjoins

the Subject Site’s eastern, western and southern boundaries, including the Wingfield Eco

Resource Management Centre (which adjoins the eastern boundary).

The North Arm of the port waterways and mangrove areas adjoin the subject land to the north.

The land has remained largely vacant despite it being earmarked for future urban and industrial

use for a number of decades. During the late 1980s and early 1990s, the land formed part of

plans to build a Multi-Function Polis (MFP) (to which the zone for the majority of the site

continues to reflect). The MFP never eventuated and to this day, with the exception of two

wetlands (the Range Wetland and the Magazine Creek Wetland), the site has remained largely

vacant.

1.3 Scope of Transport Assessment

The transport assessment for the Masterplan initially involved the following:

• Collation and review of the reports indicated in the Brief including the QED traffic report (June

2009) and SMEC draft preliminary design report (November 2012).

• Consultation with the Policy and Planning, and Metropolitan Regions sections of Department

of Planning Transport, and Infrastructure (DPTI) to confirm access arrangements as per

previous reports and to obtain data from their strategic transport model (MASTEM).

• Review the impacts of changing land uses (eg the Motorsports Park).

• Review of traffic assumptions used in the previous assessment and identification of

parameters for this study.

• Estimation of traffic generation and distribution for the Study Area.


• Review of the impacts on provision of infrastructure based on the various staging options. This

was based on a review of the With and Without development scenarios as is standard

assessment practice for development that impact on DPTI road network.

• Determination of internal road infrastructure requirements (such road widths and intersection

treatments) taking into consideration the expected vehicle use such as road trains or B-

Triples.

• Finalise external transport infrastructure in consultation with DPTI.

• Determine staging options based on the recommended implementation strategy.

After discussion with DPTI it was agreed that AIMSUN micro-simulation modelling would be

required to determine the impacts of proposed development on the transport network.


2 Existing Transport Assessment This section details the existing transport conditions within the Study Area.

2.1 Road Network

The road network in the vicinity of the Study Area is primarily under the care and control of the

Department of Planning Transport, and Infrastructure (DPTI) and the City of Port Adelaide

Enfield.

The Port River Expressway (PREXY), Francis Street, Hanson Road (parts of), Perkins Drive

(parts of), Eastern Parade and Grand Trunkway are arterial roads with roads such as Ocean

Steamers Road, Whicker Road and Hanson Road (north of PREXY) being local roads. The

majority of the road network in the Study Area caters for either B-Double (PBS Level 2) or

Double Road Train (PBS Level 3) vehicles.

2.1.1 Arterial Roads

Port River Expressway (PREXY) / Francis Street

PREXY is a strategic route within the Adelaide metropolitan arterial road network and provides

access through the Port Adelaide area to LeFevre Peninsula and Outer Harbour. The road

comprises a dual carriageway (two lanes in each direction) with a wide median and grade

separated interchanges at Hanson Road and Eastern Parade.

Francis Street is a dual carriageway with two lanes in each direction and a signal controlled

intersection with Perkins Drive. The speed limit is 90km/h, reducing to 60km/h at the Eastern

Parade Interchange to the west. An opening bridge is provided over the Port River and there are

specific times of the day when the road is closed to allow passage of river craft.

This road is a controlled access road to Eastern Parade and any access proposed will need to be

permitted by DPTI. West of Eastern Parade direct access is permitted to a number of abutting

businesses.

Hanson Road

Hanson Road in the study area runs north to south connecting Grand Junction Road to PREXY.

It is an arterial road between Cormack Road and PREXY. South of Cormack Road and north of

PREXY, it is a local road under the care and control of the City of Port Adelaide Enfield. The

arterial section is a dual lane dual carriageway separated by a central median. Right turn slip

lanes are provided at local street intersections. The speed limit is 60 km/h.

Eastern Parade

Eastern Parade runs north-west to south-east connecting Grand Junction Road and PREXY to

the Gillman area. This road is a dual carriageway road with two lanes in each direction separated

by a median south of the rail crossing with Martin Avenue. North of the rail crossing there is no

median. Three railway crossings are located along Eastern Parade; at its intersection with Grand

Trunkway, an at-grade rail crossing 50m west of this intersection and one south east of Martin

Avenue. Direct access is provided onto Eastern Parade for a number of existing transportation

and industrial sites. The speed limit on Eastern Parade is 60km/h.

Traffic signals are provided at the intersections with Bedford Street / Wilkins Road, PREXY and

Grand Trunkway / Perkins Drive.

Perkins Drive

Perkins Drive runs north to south connecting Bedford Street, PREXY and Eastern Parade. It is

an arterial road from its junction with St Vincent Street east to Eastern Parade. This road


comprises of a single lane in each direction separated by a central median. Direct access onto

Perkins Drive is provided north of PREXY for a number of existing transportation and industrial

sites. A railway line crosses Perkins Drive at-grade 100m south of its intersection with Eastern

Parade. The speed limit on Perkins Drive is 60km/h.

Grand Trunkway

Grand Trunkway runs south-west to north-east connecting Eastern Parade to Torrens Island and

Garden Island and forms part of the Road Train Route for Higher Mass Limits. Grand Trunkway

comprises a single carriageway with a traffic lane in each direction providing access to the

abutting industrial properties. The speed limit is 80km/hr.

2.1.2 Local Roads

Hanson Road

Hanson Road north of PREXY is a local road and provides connection to the Resource Recovery

area. Currently it is a single lane in each direction but will be upgraded in the near future as part

of the development of the adjoining area for industrial purposes.

Whicker Road

Whicker Road runs south-west to north-east and provides access to a number of abutting

commercial / industrial properties. The road is a single carriageway with one-lane in each

direction. The speed limit on Whicker Road is 60km/h.

Ocean Steamers Road

Ocean Steamers Road runs south-west to north-east, comprising a single carriageway with one-

lane in each direction connecting Eastern Parade to Moonta Road and Minnipa Road. Railway

crossings associated with the grain handling area are located to the south and to the north of the

junction with Moonta Road. The speed limit on Ocean Steamers Road is 60km/h.

2.1.3 Traffic Volumes

Traffic volume data for the adjacent road network was supplied by DPTI and City of Port Adelaide

Enfield. The 2013 traffic volumes on the arterial road network are shown on Figure 2.1.

The traffic surveys indicate that during peak periods the traffic volumes are about 10% to 12% of

the daily volumes on the road network. The peak periods typically occur between 7.00 and

9.30am and between 3.30 to 6.30pm in the morning and evening periods respectively.

The surveys also show that the percentage of traffic that are commercial vehicles ranges from

11% to 53%, with about 60 to 75% of these being semi-trailers, B-Doubles and Road Train

articulated heavy vehicles. This is expected for an industrial area and is well above the standard

5 to 6% for an urban arterial road.

2.1.4 Traffic Operation

The operation of the road network is considered satisfactory with congestion occurring on the

arterial road network during peak periods, particularly along PREXY. Off peak, the road network

operates well with minimal delay. There are times during the day when congestion can be high

and these are primarily related to the train crossings at the Eastern Parade / Grand Trunkway

intersection and on Francis Street.

In addition, train shunting movements at the Port Flat Rail Yard, north of Eastern Parade (near

the intersection with Grand Trunkway) can result in increased queues and delays. There have

been times when Eastern Parade can be closed for up to 18 minutes.


Figure 2.1 Existing Daily Traffic Volumes (Source: DPTI)

2.2 Freight Network

Figures 2.2 and 2.3 show the routes that are approved to cater for B-Double and Road Train

(PBS 2 and 3 respectively) vehicles.

Figure 2.2 Road Train Road Network (Source: DPTI)


Figure 2.3 B-Double Road Network (Source: DPTI)

2.3 Rail

The rail network in the Study area is shown in Figure 2.1. This includes access from Dry Creek /

Islington, access across the Port River Bridge and access into the Kerry Logistics and Genesee

& Wyoming Australia yards at Port Flat.

The section of track from Dry Creek / Islington to Outer Harbor over the Port River Bridge is part

of the Defined Interstate Railway Network and comes under the jurisdiction of the Australian Rail

Track Corporation. Access to this line is controlled by the Australian Rail Track Corporation

(ARTC) train control.

Tracks clear of the Australian Rail Track Corporation main line and entering into Kerry Logistics

and Genesee & Wyoming Australia yards at Port Flat come under the jurisdiction of Genesee &

Wyoming Australia. Genesee & Wyoming Australia must obtain permission from Australian Rail

Track Corporation train control before operating on the main line.

There are a number of different train movements, based upon destination, that affect the Study

Area. These are detailed below.

Port Flat Yard to Outer Harbor: This route is primarily used by grain traffic transfer between the

middle and outer harbour grain storage areas operated by Viterra. There are also substantial

movement by trains shunting within the Port Flat Yard. It also occasionally used for access

between the Container Port and the Port Flat Yard

Port Flat Yard to Wingfield: This route provides access to Viterra’s Middle Harbor grain storage

facility from regional South Australia, a mineral sands storage / loading facility and the Patricks /

Aurizon inter-modal facility located to the west of Grand Trunkway. When these trains are in

operation entry and exit into the Port Flat yard and across the rail bridge is restricted.

Outer Harbor to Wingfield: This is primarily used for access to the Outer Harbor Container Port

facility and Viterra’s Outer harbour Grain Loading facility.


DPTI provided data on the number and length of closures at each of the rail crossings in the

study area for two fortnightly periods in July 2012 and February 2013. The data is shown in

Table 2.1 and is reported for weekdays only.

Table 2.1 Rail Line Closures

Location Francis

Street

Perkins

Drive

Eastern

Pde West

Eastern Pde

Intersection

Number of

closures

July 12 13 to 22 10 to 25 3 to 16 2 to 17

Feb 13 15 to 27 8 to 15 1 to 10 6 to 18

Typical AM

Peak

1 to 3 1 to 2 1 to 2 1 to 2

Typical PM

Peak

2 to 5 2 to 5 1 to 3 1 to 3

Ave time of closure 3:42 2:13 4:10 4:43

Max time of closure 14:06 6:12 18:54 11:28

2.4 Pedestrian and Cycle Links

The City of Port Adelaide Enfield’s Open Space Plan 2006 – 2010 sought to provide for improved

public accessibility around the Port River and North Arm. In particular, the Open Space Plan

recommended the establishment of Wetland Walks comprising a series of footpaths, boardwalks

and other facilities that connect the Range, Magazine Creek and Barker Inlet Wetlands and other

associated natural area and habitat corridors.

Figure 2.4 Existing bikedirect Map (Source Bike Direct)

2.5 Public Transport

Currently, there are no regular bus services within proximity of the Gillman site, which makes it

difficult to travel to the site unless by a private vehicle.

Provision should be made in the design of the road network for a possible future bus route

enabling the local workforce to journey to work by public transport.


3 Future Transport Conditions

3.1 Road

The main changes in the road network within the study area relate to the provision of the

Northern Connector between PREXY and Port Wakefield Road. This high standard expressway

would form part of the North South Corridor linking the Northern Expressway to South Road.

It is expected that part of the project will require the construction of a significant interchange at

PREXY to provide free flowing movement between the major roads (Refer Figure 3.1). This work

could also include widening PREXY to three lanes in each direction from the interchange to

Hanson Road.

At this time there is no commitment on the timing for the Northern Connector project.

3.2 Rail

The Northern Connector project also includes a major realignment of the rail line outside of the

existing corridor through Salisbury. The indicative alignment of the proposed rail corridor is to

the west of the road alignment to Barker Inlet and then along the sea wall to an extension of

Whicker Road.

Figure 3.1 Proposed Northern Connector and rail works


4 Masterplan Proposal

4.1 Proposed Masterplan

The Masterplan is shown in Figure 4.1 and it details the general configuration of the site, the

areas assigned for development, the areas assigned for the management of stormwater and

environmental improvements, and the key road network through the site.

The extent of developable area as shown in the Masterplan has been determined based on the

management of regional and site stormwater (following the detailed stormwater modelling). The

gross developable area as shown is approximately 236 hectares, which generates an estimated

net developable area of approximately 200 hectares (based on a land use efficiency of a

conservative 85% - allowing for public roads, open space, stormwater management, etc).

Figure 4.1 Proposed Gillman Masterplan

4.2 Proposed Land Uses

General Industry

Gillman should adopt a flexible approach to land use rather than pursue clustering of a particular

industrial focus (for example, high-value industry or green-technology, etc). The review of market

conditions has shown limited advantage to marketing a particular industrial niche. The land use

strategy is therefore to accommodate a variety of general industry / employment uses,

recognised through the distribution of a range of allotment sizes with three-quarters (75%) of the

site available for allotments less than 1 ha in area. This is in keeping with established and

emerging industrial precinct trends. It is anticipated that most of the industrial uses will be

logistics and warehousing based, with some manufacturing uses expected.

Commercial / Local Centre Uses

There will be demand for a small local centre / commercial precinct located at the heart of the

development, with a modest area dedicated for commercial activities, which will support the

surrounding industry. Uses for this area could include a local food outlet, office uses such as


accounting, recreation (e.g. gym), childcare, and personal services (e.g. banking, health). It is

noted that the assessment of market opportunities highlights a number of limiting factors that

may discourage some of these services.

A location has therefore been provided for ancillary uses that support the industry expected

within the Gillman site location. It is also recommended that an attractive but small public space

be constructed as part of this centre to provide for outdoor recreation, eating and social activity.

Resource Recovery Precinct

Land has been allocated adjacent to the existing resource recovery functions of the Gillman site

to cater for the future expansion of these activities (if there is demand). Locating this use away

from the primary Distributor Road is important to provide a more attractive entrance and to

assign more valuable land (i.e. adjoining the primary entrance) for more valuable uses.

4.3 Staging

Staging of the development at Gillman has been determined (refer Figure 4.2) having regard to a

number of factors including:

• Size of the stages (based on the efficiency of filling, requirements for access to fill and

provision for 5 year supply of filled land).

• Marketability of the stages.

• Time taken to bring the stages to market (such as for the filling, pre-loading, earthworks, civil

construction, subdivision, servicing and sale of the land).

• Land Consumption Rates (with an assumed demand for industrial land at Gillman of

approximately 10 ha per annum).

• Constructability of the stages (including consideration of access to each stage avoiding

completed stages).

Figure 4.2 Proposed Staging Plan


The size of the stages has been determined following investigations concerning filling techniques

and possible future partnerships with commercial civil contractors, as well as consideration of the

market expectations for a serviced and attractive site (as below).

• Stage 1 (approx) 56 ha




• Resource Recovery Expansion (approx) 29 ha

• Total (gross) 236 ha.

The staging of Gillman assumes that land immediately east of Grand Trunkway (Stage 4) will be

developed at the time (or prior to) the development of land west of Grand Trunkway (strategic

Port related land) to capitalise on the “link” road and adjacent port related activities.

In terms of the additional land allocated for Waste Recovery, no staging recommendations are

provided as the demand for this land will be more ‘opportunistic’ and can occur separately to the

staging of the rest of the Gillman project (but best if released following completion of Stage 1B).

4.4 Proposed Road Network

The Gillman Masterplan provides a road hierarchy and layout that is cognisant of the traffic

demands (including type and generation) of the development and surrounds.

Distributor and Link Roads

The design of the Distributor and Link Roads has been informed by the detailed traffic modelling,

with the layout determined following market advice and consideration of efficiencies of

movement. Neither the Distributor nor the Link Roads will provide on-street parking but both will

accommodate a wide median that will facilitate protected turning movements.

Figure 4.3 Proposed Internal Road Network

Generally large and wider allotments will front the Distributor and Link Roads to minimise the

potential for traffic flow disruption arising from vehicles accessing sites. These road types will be

designed to cater for Double Road Train vehicles.


• Distributor Road (four traffic lanes maximum) - provided as the extension of Hanson Road and

then running to the centre of the Subject Site. The development of this road will be

progressive, beginning with a single lane in each direction and then expanded to four lanes as

the development and future traffic volumes requires.

• Link Roads (two traffic lanes) - provides the two primary linking roads from the Distributor

Road through to Eastern Parade and through to Grand Trunkway.

Local Roads

The majority of roads within the Gillman development will be Local Roads of single lane width (in

each direction) and accommodating on-street car-parking. In some cases Local Roads also

provide important pedestrian/cycle links through the development area connecting to the broader

trail network (through the incorporation of off-road shared paths).

These roads will be designed to cater for B-Double vehicles as a minimum.

Green Edge Roads

Distributed throughout the site in suitable locations are Green Edge Roads, which provide an

important role in providing an attractive and publicly accessible frontage between the developed

land and the existing wetlands and samphire flat areas. In addition, these road frontages to the

open space system provide an opportunity for off-road walking/cycling trails and fitness trails to

be enjoyed by the wider community as well as the local workforce.

These roads will be designed to cater for B-Double vehicles as a minimum.

4.5 Rail Network

In the short term there is likely to be no major change in the rail network within the study area.

There may be small improvements to the length of the Port Flat rail yard to allow for longer trains

and possibly an extension to the recently constructed line that services the mineral sands loading

facility by Berth 27 in the Middle Harbor.

The proposed rail network indicated in Figure 4.1 is a long term proposal and will require future

approval by ARTC.

As part of the master planning for the site, various opportunities were considered for the rail line

including:

• Various alignments for the proposed rail line outside and inside of the study area.

• Connections to the Port Flat rail yard and newly constructed spur.

• Provision of an intermodal facility as the realigned rail line would have sufficient length to cater

for the 1.8km long trains.

The proposed location for the rail line was selected to ensure specific areas of developable land

would not be isolated and that there would be limited future impact if it is constructed.

After internal review and a commercial assessment it was recommended that the inter-modal

facility not be specifically provided as part of the Masterplan as the Port Flat rail yard is currently

under-utilised.

4.6 Public Transport

The development of the site is likely to create a demand for public transport. These demands can

be accommodated into and throughout the site as the stages of development progress by the

provision of feeder services from Port Adelaide. The Distributor and Link Roads have been

designed to accommodate heavy freight movements and so can accommodate metro buses with

ease (incorporating bus stops).


4.7 Pedestrian and Cycling Linkages

Pedestrian movement throughout the Gillman development is supported through the provision of

footpaths along all road types and through the provision of off-road shared paths as detailed in

the Pedestrian and Cycling Plan (refer Figure 4.4).

The sea-wall (levy) provides for a logical location for the shared path to connect the site with the

possible future regional open space nominated on the plan as “Riverfront Park”. This shared path

also provides connection to the Barker Inlet Wetlands and provides opportunities for future

expansion of boardwalks through the mangroves north of the sea-wall.

Figure 4.4 Proposed Pedestrian / Cycle network

Cyclists are provided with either on-road cycle lanes or off-road shared paths along the

Distributor and Link Roads. Shared use paths are provided along the Green Edge and Local

(Open Space Link) Roads.

An off-road shared path along Grand Trunkway and upgraded walking trails through the

Magazine Creek and Range Wetlands, have been incorporated in the plan.


5 Transport Assessment This section of the report details the transport assessment undertaken for the proposed Gillman

Masterplan area.

The main components of the assessment are indicated below and described in the following

sections:

• Identification of traffic generation

• Distribution of traffic to the road network

• SIDRA Assessment

• AIMSUN Assessment

• Identification of Transport Infrastructure

• Other Transport Modes.

The transport assessment was undertaken based on the DPTI methodology to review the With

and Without Development scenarios. Infrastructure requirements are then determined, based on

the criteria that maintains the same level of operation with and without the development. For this

assessment, the Without Development scenario includes the full development of the areas to the

west of Grand Trunkway that are currently vacant but are under the control of Flinders Ports and

Renewal SA. This was done as it represents a worst case scenario for traffic generation. It is

acknowledged that from a market analysis point of view the development of this land is likely to

hinge on the provision of the Link Road to Hanson Road as existing Eastern Parade / Grand

Trunkway intersection has significant issues associated with the rail crossings.

The With Development scenario includes full development of all areas within the study area as

indicated in Figure 4.2 as well as the land west of Grand Trunkway described above.

The base year for this assessment is 2036. DPTI provided the base 2021 and 2036 peak hour

volumes at selected intersections within the study area. These have formed the basis for the

traffic assessment.

The SIDRA and AIMSUN modelling was undertaken to

• assess the capacity of the external road network to accommodate the expected traffic

generated by development within the Study Area,

• determine the timing for various required improvements to the external road network and

• provide indicative schemes so that broad costs could be estimated to assist the feasibility

assessment.

The SIDRA assessment only investigates an individual location. This model was used to identify

when future upgrades would be required based on the proposed staging plan. The AIMSUN

assessment was used to determine the overall impact of traffic on the road network at full

development of the whole site. This AIMSUN model is an area based model and provides an

indication of the impact on traffic movements across the study area. It takes into consideration

delays at the various intersections and directs traffic to routes which have the least travel delay.

This model also allows for the impacts to be determined of the rail crossings on traffic operation.

The differences between them are primarily related to how traffic is modelled, with SIDRA being

an isolated model and AIMSUN being an area based model. Also the AIMSUN model assesses

each individual vehicle in the model and allows for the rail crossings to be modelled accurately.


5.1 Traffic Generation and Distribution

5.1.1 Assumptions

The assessment is based on the developable area as shown on the Masterplan with

consideration to the expected areas of future development within the Flinders Ports / former

Defence SA (now under the control of Renewal SA) sites.

The areas for the individual stages are indicated below:

• Stage 1:- 56 Ha

• Stage 2:- 56 Ha

• Stage 3:- 56 Ha

• Stage 4:- 52 Ha comprising 13 Ha for the East Grand Trunkway site and 39 Ha remaining

• Resource Recovery Area: 29 Ha

• Renewal SA Site: 27 Ha (this excludes area set aside for roads and future rail provision

• Flinders Ports Site: 37 Ha (this excludes the area set aside for future road and rail network).

Key assumptions relating to the land components include:

• 15% of the developable area cannot be utilised for development ie for roads and other

infrastructure.

• For the area west of Grand Trunkway a lower percentage of 10% was assumed as roads have

already been excluded from the developable area.

• For the Waste Recovery area a significantly lower value 10% was assumed due to the type of

development proposed.

• On average 30% of the net developable area will be built upon (noting that the maximum site

coverage under the City of Port Adelaide Enfield Development Plan is 50%). This was based

on market research undertaken by the study team as part of the overall Masterplan.

For both the AIMSUN and SIDRA assessments, the traffic generated by the proposed

development including the area to the west of Grand Trunkway has been added to the 2036

traffic volumes without the proposed development.

5.1.2 Traffic Generation

The proposed development will generate traffic on the external road network, with each land use

generating traffic at different rates.

The ‘Guide to Traffic Generating Development’ (By the then Roads and Traffic Authority (RTA),

New South Wales, 2002) provides an assessment of traffic generation for residential, commercial

and retail developments. Trip rates for both daily and peak traffic from the RTA guide can be

used to calculate the traffic generated by the proposed development which is additional to

existing traffic currently generated by the site.

In May 2013 The Roads and Maritime Services (RMS) of New South Wales undertook further

research on traffic generation for a variety of land uses including business and industrial estates.

This research undertaken at 12 locations within New South Wales indicated that for the Sydney

Region average rates of 4.6 daily trips, and 0.52 and 0.56 AM and PM peak hour trip respectively

per 100m2 of floor area were generated for the recorded sites. Appendix A provides the details

of the RMS research.

Further review of the (RMS) data provided has indicated that warehousing and industrial sites

with limited office uses recorded daily and peak hour generation rates just less than half the

average. In addition, those locations with high office components had daily trip generation rates


of over 7.0 trips per 100m2. As indicated previously, the Gillman area is not expected to be an

office park and any offices would be related to the primary use such warehousing etc.

On this basis, it is proposed to use the following trip generation rates for the development as well

as for the area west of the Grand Trunkway:

Renewal SA land: 2.5 daily trips/100m2 0.25 peak hour trips/100m

2

Flinders Ports land: 2.0 daily trips/100m2 0.20 peak hour trips/100m

2

Gillman land: 2.5 daily trips/100m2 0.25 peak hour trips/100m

2

A lower rate is proposed for the port areas where buildings are not likely to be located close to

the wharf areas. All the total trips indicated below are two-way trips.

Without Development

The Without Development case includes the area west of Grand Trunkway and consequently the

traffic generated (two-way) by the two areas is shown below:

• Renewal SA Site: 2,000 trips per day and 200 trips in the peak hour

• Flinders Ports Site: 1,800 trips per day and 180 trips in the peak hour

• Total area: 3,800 daily trips and 380 peak hour trips

The inclusion of the traffic generated by these two areas in the Without Development scenario

has been agreed to by DPTI.

With Development

The estimation of traffic generation for the proposed development indicates 16,600 trips per day

could be generated, with approximately 1,660 trips during the peak periods. Traffic generation for

each stage is indicated below.

• Stage 1 3,600 trips per day and 360 in the peak hour



• Stage 4: 2,500 trips per day and 250 in the peak hour

• East Grand Trunkway: 800 trips per day and 80 in the peak hour

• Resource Recovery Area: 2,500 trips per day and 250 in the peak hour

• Total area: 16,600 daily trips and 1,660 peak hour trips

Hence the total trip generation for the full development of the Gillman Masterplan area and the

areas to the west of the Grand Trunkway are:

Daily Trips – 20,400

Peak Hour Trips – 2,040


5.1.3 Traffic Distribution

Detailed traffic distribution has been estimated for both the AM and PM peak periods to inform

the SIDRA and AIMSUN traffic modelling using the following methodology:

• Calculate the trips generated by the proposed development including the difference between

traffic generated in the AM, and traffic generated in the PM peak periods (refer previous

section).

• For the peak distributions calculate the percentage of vehicles entering or exiting the study

area using the following distribution percentages:

− AM peak distribution at 75% in and 25% out from the Gillman area

− PM peak distribution at 65% out and 35% in from the Gillman area.

• Calculate the associated distribution of traffic for the following key routes. The percentages

are assumed to be different, depending on location and land use:

− PREXY East – expected for majority of traffic

− PREXY West – expected for minor traffic with destination to Outer Harbor (higher

percentage for area west of proposed rail line)

− Hanson Road – high percentage for Gillman area (25%)

− Eastern Parade – Minor percentage of 10%

− St Vincent Street east – minor percentage of 10%.

• It is assumed that 10% of the total trip generation is internal traffic to the study area.

The increases in traffic volumes (Without compared to With Development option) for the arterial

roads and local roads surrounding the site are summarised in Tables 5.1 to Table 5.3

Appendix B contains the spreadsheet output for the traffic generation / distribution model for this

assessment.

Table 5.1 External Daily Traffic Distribution

PREXY

East

PREXY

West

Hanson

Road

St Vincent

East

Eastern

Parade

Total

Renewal SA 660 320 240 160 240 1,620

Flinders Ports 720 360 270 180 270 1,800

Stage 1 1,460 320 820 320 320 3,240

Stage 2 1,460 320 820 320 320 3,240

Stage 3 1,460 320 820 320 320 3,240

Stage 4 1,020 220 560 220 220 2,240

East GT 290 140 110 70 110 720

Resource

Recovery

1,120 450 560 110 0 2,240

8,190 2,450 4,200 1,700 1,800 18,340

Note that the numbers shaded are those included for the Without Development case.

On this basis the proposed Gillman Masterplan is expected to add approximately 15,000 vehicles

per day to the abutting arterial road network once the site is fully developed and occupied.

As indicated in Section 4, the development will be staged over a 20 year period. It is expected

that each stage would take 5 years to develop starting in 2015 at the earliest. The Resource

Recovery area is expected to be completed by the end of Stage 4. It should be noted that the


East Grand Trunkway area is expected to be placed on the market in 2014/ 2015 and hence

likely to be completed by end of Stage 1.

For this traffic assessment it is assumed that the Flinders Ports and Renewal SA sites would be

completed by the end Stage 3.

Based on the staging plan it is expected that each stage would add approximately 4,000 vpd to

the road network (including the Resource Recovery area).

Table 5.2 AM Peak Hour Traffic Distribution

PREXY

East

PREXY

West

Hanson

Road

St Vincent

East

Eastern

Parade

Total

Renewal SA 49 , 16 24 , 8 18 , 6 12 , 4 18 , 6 121 , 40

Flinders Ports 54 , 18 27 , 9 20 , 7 14 , 5 20 , 7 135 , 46

Stage 1 110 , 37 24 , 8 61 , 20 24 , 8 24 , 8 243 , 81

Stage 2 110 , 37 24 , 8 61 , 20 24 , 8 24 , 8 243 , 81

Stage 3 110 , 37 24 , 8 61 , 20 24 , 8 24 , 8 243 , 81

Stage 4 76 , 25 17 , 6 42 , 14 17 , 6 17 , 6 169 , 57

East GT 22 , 7 11 , 4 8 , 3 5 , 2 8 , 3 54 , 29

Resource

Recovery

84 , 28 34 , 11 42 , 14 8 , 3 0 , 0 168 , 56

615 , 205 185 , 62 313 , 104 124 , 44 135 , 46

The figures in bold are leaving the designated road.

Table 5.3 PM Peak Hour Traffic Distribution

PREXY

East

PREXY

West

Hanson

Road

St Vincent

East

Eastern

Parade

Total

REnewal SA 22 , 43 11 , 21 8 , 16 5 , 11 8 , 16 54 , 107

Flinders Ports 24 , 48 12 , 24 9 , 18 6 , 12 9 , 18 60 , 120

Stage 1 50 , 96 11 , 21 28 , 53 11 , 21 11 , 21 101 , 222

Stage 2 50 , 96 11 , 21 28 , 53 11 , 21 11 , 21 101 , 222

Stage 3 50 , 96 11 , 21 28 , 53 11 , 21 11 , 21 101 , 222

Stage 4 34 , 67 7 , 15 19 , 37 7 , 15 7 , 15 74 , 149

East GT 10 , 19 5 , 9 4 , 7 2 , 5 4 , 7 25 , 47

Resource

Recovery

38 , 74 15 , 30 19 , 37 4 , 7 0 , 0 76 , 148

278 , 539 83 , 162 143 , 274 57 , 113 61 , 119

There was no assessment made of the distribution beyond the Northern Connector / Superway

interchange. In terms of location of the traffic demands it has been assumed that traffic is loaded

onto the road network as indicated below:

• Flinders Ports traffic is loaded at Ocean Steamers Road due to the location of the rail network.

• Renewal SA traffic is loaded via Grand Trunkway.

• East Grand Trunkway is loaded to Grand Trunkway initially and then to internal road network.

• Stages 1, 2, 3 and 4 and Resource Recovery area to the internal road network for the study

area.


Table 5.4 shows the increase in traffic on the relevant road sections together with the base 2036

traffic data provided by DPTI.

Table 5.4 Daily Traffic Distribution

Road 2021 2036

Section Without With

Partial (1)

Without (2) With Full

(3)

PREXY (Francis St)

East of Hanson Rd 39,500 42,900 51,000 57,900

Hanson Rd to Eastern Pde 31,800 34,200 40,100 41,900

Eastern Pde to Perkins Dr 30,800 32,400 36,400 38,700

West of Perkins Dr 22,000 22,900 26,100 28,000

Eastern Parade

South of PREXY 8,200 8,800 9,700 11,000

PREXY to Link Road 4,400 4,900 7,500 9,800

Link Road to Perkins Dr 3,600 4,100 6,600 7,200


Perkins Drive

South of Eastern Pde 3,600 3,800 4,700 5,400

Eastern Pde to PREXY 4,400 4,600 5,500 6,200

South Of PREXY 15,600 16,300 17,600 19,000

Hanson Road

North of PREXY 3,400 11,000 5,800 18,500

South of PREXY 14,700 16,800 21,400 25,100

Grand Trunkway

North of Eastern Parade 3,300 3,300 3,900 3,900

North of Link Road 3,300 4,000 5,500 6,500

St Vincent Street


(1) This assumes full development of East Grand Trunkway, Stages 1 and 2, and partial (50%)

development of Resource Recovery area and Grand Trunkway West

(2) This assumes full development of the area to the west of Grand Trunkway

(3) Assumes connection provided to Grand Trunkway across wetland area

In terms of daily traffic volumes the key points are:

• The additional traffic generated in 2021 is expected to have only a minimal impact on

the traffic operation of the arterial and local road network. The key access points at

the Hanson Road / PREXY interchange and on Grand Trunkway will need to be

designed to cater for the proposed peak hour traffic volumes.

• In 2036 the additional traffic is expected to increase travel time on the roads (refer

AIMSUN assessment). However, the increases are not expected to change the role

and function of the various roads. In addition, the cross section requirements

(number of lanes) of the roads are not expected to change.


The following sections provide a more detailed assessment of the traffic impacts, particularly at

the intersections with the revised traffic data.

5.2 SIDRA Assessment

The SIDRA assessment was used to:

• review the capacity and phasing requirements for the signalised intersections that can be

input into the AIMSUN model,

• test the impacts of the With and Without development scenarios at full development of the

Gillman Study area, and

• to assist with staging.

Traffic volumes were estimated using the traffic generation / distribution assumptions indicated in

Section 5.1. Appendix C provides the traffic volumes (With and Without the development) for the

four key time periods; 2021, 2026, 2031 and 2036 (at full development). The 2026 and 2031

base MASTEM volumes were scaled from the 2021 and 2036 volumes provided.

The arterial signalised intersections reviewed in this assessment are indicated below:

• Hanson Road / PREXY

• PREXY / Eastern Parade

• Francis Street / Perkins Drive

• Eastern Parade / Grand Trunkway

In addition, two new signalised intersections with arterial roads and two internal intersections

were also modelled. These locations are indicated below with the outputs for each intersection

contained in Appendix D.

• Grand Trunkway / Link Road

• Eastern Parade / Link Road

• Distributor Road / Link Road

• Distributor Road / Hanson Road North (roundabout)

5.2.1 Hanson Road / PREXY

Currently this intersection is signalised and runs on an actuated basis. This is expected to

continue in the future for the Without Development case. However, it is expected that this would

change to fixed time operation for the With Full Development case. For this intersection it is

assumed that with the proposed Northern Connector project the east facing ramps will be

upgraded to cater for the increase in number of lanes for the midblock section to the Superway

interchange.

Table 5.5 below provides the comparison of the peak hour operation for the With and Without

development cases. The values in brackets are those for the With Development case and

improvement to infrastructure.

In this instance the preferred treatment meets DPTI requirements.

24 Gillman Masterplan Study Transport Assessment Report

Table 5.5 Hanson / PREXY

Without Development

X

2021 AM 0.46

PM 0.37

2026 AM 0.53

PM 0.42

2031 AM 0.60

PM 0.49

2036 AM 0.74

PM 0.55

The proposed improvements at full development are indicated below and

form in Figure 5.1.

• Lane arrangements modified on the Hanson Road south approach to provide a

shared through

• Lane arrangements modified on Hanson Road north approach to provide for a left

turn lane, two through

• Lane arrangements modified on the

through and right turn lane (similar to we

• Cycle length increased to 140 seconds.

Figure 5.1 PREXY / Hanson Road

A review of the staged implementation for the

approach is provided as part of Stage 1 and that the

start of Stage 2B.


PREXY – Peak Hour SIDRA Comparison

Without Development With Full Development

X LOS Ave Delay X

46 D 37 0.52

37 C 30 0.49

0.53 D 37 0.83

0.42 C 31 0.72

0.60 D 37 0.96 (0.62)

0.49 C 33 0.78 (0.66)

0.74 D 36 1.10 (0.75)

0.55 C 34 0.86 (0.64)

The proposed improvements at full development are indicated below and

Lane arrangements modified on the Hanson Road south approach to provide a

shared through and right turn lane.

Lane arrangements modified on Hanson Road north approach to provide for a left

turn lane, two through lanes and a single right turn lane.

Lane arrangements modified on the PREXY east approach to provide a shared

through and right turn lane (similar to west approach).

Cycle length increased to 140 seconds.

PREXY / Hanson Road schematic layout

A review of the staged implementation for the Masterplan assumes that the Hanson Road North

approach is provided as part of Stage 1 and that the remaining improvements are provided

Ref No. 20130427

With Full Development

LOS Ave Delay

D 38

D 36

D 41

D 40

D (D) 50 (39)

D (D) 41 (38)

F (D) 90 (41)

E (D) 49 (41)

The proposed improvements at full development are indicated below and shown in schematic

Lane arrangements modified on the Hanson Road south approach to provide a

Lane arrangements modified on Hanson Road north approach to provide for a left

east approach to provide a shared

asterplan assumes that the Hanson Road North

remaining improvements are provided at the


5.2.2 PREXY / Eastern Parade

Currently this intersection is signalised and runs on an actuated basis. It is affected by the rail

crossing at Francis Street to the west during the peak periods. This is expected to continue in the

future for the Without Development case. The lane arrangements and phasing at this location

cannot be exactly replicated with SIDRA. However, it can be approximated by removing the right

turn from Eastern Parade and including the volume in the through movement. The phasing can

be approximated by either using a dummy phase or increasing the all red time for the eastbound

off ramp by the phase time for the right turn movement.

Table 5.6 below provides the comparison of the peak hour operation for the With and Without

development cases. The values in brackets are those for the With development case and

improvement to infrastructure.

Table 5.6 PREXY / Eastern – Peak Hour SIDRA Comparison


X LOS Ave Delay X LOS Ave Delay

2021 AM 0.83 D 43 0.87 D 45

PM 0.87 D 45 0.85 D 43

2026 AM 0.89 D 46 0.89 D 48

PM 0.75 D 42 0.86 D 44

2031 AM 0.91 D 48 0.97 (0.90) E (D) 72 (50)

PM 0.87 D 43 0.91 (0.78) D (D) 50 (42)

2036 AM 0.86 D 46 1.02 (0.66) F (D) 102 (46)

PM 0.83 D 45 0.87 (0.52) D (D) 55 (44)


The proposed improvements at full development include the following and shown in schematic

form in Figure 5.2.

• A shared through and right turn and separate right turn lane on the PREXY

westbound off-ramp

• Lane arrangements modified on the Eastern Parade southeast approach to provide a

shared through and left turn lane. This lane is to continue through the intersection.

• A short second left turn lane from Eastern Parade northwest approach to reduce

queue length. In the PM peak this increased to 180m without the second left turn

lane.

• A short left turn slip lane on the eastbound off-ramp from PREXY to reduce queue

length

• Cycle length increased to 140 seconds for some cycle phases.

A review of the staged implementation for the Masterplan assumes that the extra lanes on the

PREXY westbound off-ramp, and left turn slip lanes would be required in 2031 (at Stage 3) with

the extra through lane on Eastern Parade required for 2036 (Stage 4).


Figure 5.2 PREXY / Eastern Parade

5.2.3 Francis Street / Perkins Drive

Currently this intersection is signalised and runs on

continue in the future for both

The proposed improvements at full development include the following

form in Figure 5.3.

• Cycle length increased to

• Lane arrangements modified on the Francis Street eastern approach to provide a

second left turn

Table 5.7 provides the comparison of the peak hour operation for the With and Without

Development cases.

Table 5.7 Francis / Perkins

Without

X

2021 AM 0.74

PM 0.75

2026 AM 0.84

PM 0.79

2031 AM 0.90

PM 0.86

2036 AM 0.99

PM 0.92



PREXY / Eastern Parade schematic layout

Francis Street / Perkins Drive

Currently this intersection is signalised and runs on a fixed time basis. This is expected to

for both cases.

improvements at full development include the following and shown in schematic

Cycle length increased to 145 seconds

Lane arrangements modified on the Francis Street eastern approach to provide a

second left turn lane. This requires the signalisation of this movement.

provides the comparison of the peak hour operation for the With and Without

Francis / Perkins – Peak Hour SIDRA Comparison


X LOS Ave Delay X

0.74 C 35 0.78

0.75 C 37 0.76

0.84 C 39 0.87

0.79 C 39 0.82

0.90 D 43 0.94 (0.88)

0.86 D 42 0.90 (0.90)

0.99 E 66 1.03 (0.97)

0.92 D 51 0.93 (0.93)


Ref No. 20130427

basis. This is expected to

and shown in schematic

Lane arrangements modified on the Francis Street eastern approach to provide a

signalisation of this movement.

provides the comparison of the peak hour operation for the With and Without


LOS Ave Delay

C 36

C 38

D 42

D 40

D (D) 53 (47)

D (D) 49 (46)

F (E) 90 (61)

E (D) 58 (53)

Ref No. 20130427

Figure 5.3 PREXY / Francis Street

A review of the staged implementation for the

Francis Street would be required in 2031 (at Stage 3).

5.2.4 Eastern Parade / Grand Trunkway


continue in the future for both

line running through the intersection and the rail crossing on

west of Perkins Drive.

SIDRA is being used to assess the operation without the rail crossing as this is the typical

operation of the intersection. Impacts of the rail crossing on operation were modelled using

AIMSUN. The table below provides the comparison of the peak hour operation for the With and

Without Development cases.

The intersection has been assessed with the traffic volumes generated by the initial Grand

Trunkway east development.

Gillman Masterplan Study – Transport Assessment Report

PREXY / Francis Street schematic layout

A review of the staged implementation for the Masterplan assumes that the

would be required in 2031 (at Stage 3).

Eastern Parade / Grand Trunkway / Perkins Drive


for both scenarios. The intersection operation is impacted upon by the rail

line running through the intersection and the rail crossing on Eastern Parade immediately to the



he table below provides the comparison of the peak hour operation for the With and

evelopment cases.


Trunkway east development.

Transport Assessment Report 27

asterplan assumes that the left turn lane on


The intersection operation is impacted upon by the rail

Eastern Parade immediately to the



he table below provides the comparison of the peak hour operation for the With and



Table 5.8 Eastern / Grand Trunkway

Without Development

X

2026 AM 0.84

PM 0.81

2031 AM 0.85

PM 0.68

2036 AM 0.86

PM 0.71

• No requirement for infrastructure based on SIDRA assessment.

The proposed intersection is shown in schematic form in Figure 5.

Figure 5.4 PREXY / Francis Street

In this instance there is no requirement for transport improvement as differences are minimal.

Note that intersection operation to be confirmed with the AIMSUN modelling.


Eastern / Grand Trunkway – Peak Hour SIDRA Comparison


X LOS Ave Delay X

0.84 C 35 0.84

0.81 C 34 0.76

85 C 35 0.89

68 C 34 0.73

86 C 34 0.92

71 C 35 0.77

No requirement for infrastructure based on SIDRA assessment.

The proposed intersection is shown in schematic form in Figure 5.4.

PREXY / Francis Street schematic layout

there is no requirement for transport improvement as differences are minimal.


Ref No. 20130427


LOS Ave Delay

C 36

C 34

C 37

C 35

C 39

C 36

No requirement for infrastructure based on SIDRA assessment.

there is no requirement for transport improvement as differences are minimal.


Ref No. 20130427

5.2.5 Additional Intersections

Grand Trunkway – Link Road

This intersection provides access to Stage 4 and the

Trunkway. It is proposed

requirements, particularly with the p

the timing of future development the location could start as a T

upgraded to a four signalised intersection by the time of full development.

Table 5.9 provides a summary of the SIDRA operation as a signalised junction in 2036.

Table 5.9 Grand Trunkway / Link

Without Development

X

2036 AM 0.25

PM 0.47

The proposed intersection includes the following lane arrangements

form in Figure 5.5.

• Separate right and left turn lanes on the Grand Trunkway approaches

• Separate left turn slip

• Shared through and right turn lanes on the two access roads.

Figure 5.5 Grand Trunkway / Link Road / Renewal SA access


nal Intersections

Link Road

This intersection provides access to Stage 4 and the Renewal SA lands west of the Grand

. It is proposed that a signalised intersection be provided to minimise land

requirements, particularly with the possible extension of the Port Flat Rail Yard. Depending on

the timing of future development the location could start as a T-junction (unsignalised) then be


mmary of the SIDRA operation as a signalised junction in 2036.

Grand Trunkway / Link – Peak Hour SIDRA Comparison


X LOS Ave Delay X LOS

0.25 C 27 0.70 C

0.47 C 33 0.53 C

The proposed intersection includes the following lane arrangements and is shown in schematic

Separate right and left turn lanes on the Grand Trunkway approaches

Separate left turn slip lanes on the two access roads

Shared through and right turn lanes on the two access roads.

Grand Trunkway / Link Road / Renewal SA access schematic layout


west of the Grand

a signalised intersection be provided to minimise land

ossible extension of the Port Flat Rail Yard. Depending on

junction (unsignalised) then be


mmary of the SIDRA operation as a signalised junction in 2036.


Ave Delay

31

31

and is shown in schematic

Separate right and left turn lanes on the Grand Trunkway approaches

Shared through and right turn lanes on the two access roads.

schematic layout


Eastern Parade – Link Road

This intersection provides access to Stage 3 lands and is required as an alternative to access

from Hanson Road. It is proposed a signalised intersection be provided to assist with access by

restricted access vehicles, primarily Road Trains.

The SIDRA assessment was undertaken for 2031 and 2036 and indicates there is sufficient

capacity for the required movements with a 70 second cycle time. Table 5.10 provides a

summary of the SIDRA operation as a signalised junction in 2031 and 2036.

Table 5.10 Eastern / Link

Without Development

X

2031 AM NA

PM NA

2036 AM NA

PM NA

A maximum queue length of 48m was recorded for the right turn movement into the Link Road.

The proposed road layout comprises the following

• Eastern Parade (SE)

• Eastern Parade (NW)

lane

• Link Road – separate left turn (Give

Figure 5.6 Eastern Parade / Link Road


Link Road



restricted access vehicles, primarily Road Trains.

ssessment was undertaken for 2031 and 2036 and indicates there is sufficient



Eastern / Link – Peak Hour SIDRA Comparison



NA NA 0.43 B

NA NA 0.52 B

NA NA 0.48 B

NA NA 0.49 B


The proposed road layout comprises the following and is shown in schematic form in Figure 5.

Eastern Parade (SE) – single through and right turn lanes

Eastern Parade (NW) – combined through and left turn lane and second through

separate left turn (Give-way) and right turn lanes

Eastern Parade / Link Road schematic layout

Ref No. 20130427



ssessment was undertaken for 2031 and 2036 and indicates there is sufficient




Ave Delay

16

17

16

17


and is shown in schematic form in Figure 5.6.

through and left turn lane and second through

way) and right turn lanes

Ref No. 20130427

Distributor Road – Link Road Junction

This junction is the key meeting point for the three major access roads for the proposed

development. It is proposed a signalised intersection be provided to assist with access by

restricted access vehicles, primarily

neighbourhood centre.

The proposed road layout comprises the following

• Separate through and turn lanes on each approach

Figure 5.7 Link Road / Distributor Road

The SIDRA assessment was undertaken for 2036 only and indicates there is sufficient capacity

for the required movements with a 90 second cycle time.

Table 5.11 provides a summary of the SIDRA operation as a signalised junction in 2036.

Table 5.11 Distributor / Link

Without Development

X

2036 AM NA

PM NA

Distributor Road / Hanson Road North

This junction provides the main access to the prop

Expressway. It will also provide access to the major waste transfer

site. It is proposed to provide a roundabout at this location. Depending on the timing of future

development the location could start as a single lane then be upgraded to a two lane roundabout

if volumes require it to be in th

Table 5.12 provides a summary of the SIDRA operation as a single lane roundabout

to 2036. The layout is shown in schematic form in Figure 5.8.


Link Road Junction



restricted access vehicles, primarily Road Trains and pedestrian movement around

The proposed road layout comprises the following and is shown in schematic form in Figure 5.2.

Separate through and turn lanes on each approach

Link Road / Distributor Road schematic layout


for the required movements with a 90 second cycle time.

provides a summary of the SIDRA operation as a signalised junction in 2036.

Distributor / Link – Peak Hour SIDRA Comparison



NA NA 0.40 B

NA NA 0.42 B

Distributor Road / Hanson Road North

This junction provides the main access to the proposed development from the Port R

Expressway. It will also provide access to the major waste transfer stations to the east of the



if volumes require it to be in the future.

provides a summary of the SIDRA operation as a single lane roundabout

The layout is shown in schematic form in Figure 5.8.




Road Trains and pedestrian movement around the

in schematic form in Figure 5.2.


provides a summary of the SIDRA operation as a signalised junction in 2036.


Ave Delay

18

18

osed development from the Port River

stations to the east of the



provides a summary of the SIDRA operation as a single lane roundabout from 2026


Table 5.12 Distributor / Hanson

Without Development

X

2026 AM NA

PM NA

2031 AM NA

PM NA

2036 AM NA

PM NA

Figure 5.8 Distributor Road / Main Access / ACC access

5.3 AIMSUN Assessment

The AIMSUN modelling comprises two parts; the first is the development of a base model with

the second part developing a base and with development models

developed to reflect both the morning and evening peak periods and with fixed route capability.

This provides an additional level of confidence regarding the model operation in calibra

more importantly option testing.

The extent of the existing


Distributor / Hanson – Peak Hour SIDRA Comparison



NA NA 0.51 A

NA NA 0.42 A

NA NA 0.59 A

NA NA 0.39 A

NA NA 0.71 A

NA NA 0.62 A

Distributor Road / Main Access / ACC access schematic layout

modelling comprises two parts; the first is the development of a base model with

developing a base and with development models. All the models have been


This provides an additional level of confidence regarding the model operation in calibra

more importantly option testing.

existing modelled network is shown in Figure 5.9.

Ref No. 20130427


Ave Delay

4.9

6.9

5.0

6.8

5.3

7.4

modelling comprises two parts; the first is the development of a base model with

he models have been


This provides an additional level of confidence regarding the model operation in calibration and


Figure 5.9 Existing AIMSUN Network


The following scenarios have been assessed for this study:

• 2013 Base

• 2036 Without Development (2036 Base)

• 2036 With Development (2036 Option).

At DPTI’s request, the area surrounding the Link Road to Eastern Parade and PREXY / Eastern

Parade interchange was also assessed for the year 2031.

5.3.1 2013 Base Model

Stage 1 of this process was the development of a fully calibrated / validated base AIMSUN model

reflecting existing traffic conditions. The subsequent stages assess the future probable schemes

and associated traffic generation/ growth associated with the Gillman Masterplan development.

Model Periods

The AIMSUN model has been developed for morning and evening traffic periods:

• Morning period (AM) – 06:30 to 09:00

• Evening period (PM) – 15:30 to 18:00.

The following peak hours have been determined for each of the above model periods, based on

observed survey data.

• Morning peak hour – 07:30 to 08:30

• Evening peak hour – 16:15 to 17:15.

Model durations of greater than one hour ensure the shoulders to the peaks of the background

traffic and development traffic are adequately modelled. This allows the model to adequately

accommodate peak hour spreading which could result with future growth within the study area.

Survey Data

Manual turn count data was provided by DPTI for the key intersections within the study area in

2011 and 2012. Given the count data is from different days there is likely to be some disparity

between intersections in addition to the expected human errors that are inherent in survey

collection. Additionally surveys were not undertaken on the minor roads between the key

intersections and as such differences between adjacent surveyed sites are to be expected. This

data was supplemented by obtaining SCATS data at particular locations. Volumes have been

adjusted where appropriate to balance flow between intersections including estimations of flows

to/from minor roads.

Traffic counts were also undertaken using manual and tube counts on the local road network at

the following locations

• Grand Trunkway (07/08/2012)

• Eastern Parade west of Perkins Drive (09/08/2012)

• Whicker Road (09/08/2012).

Journey Time Data

To form part of the validation process, travel time surveys have been undertaken through the

modelled area. In total three routes were selected with travel times being recorded for each

modelled period, in each direction of travel. The three routes selected are as follows.

Route 1: Port River Expressway (westbound and eastbound) - between Perkins Drive and

Hanson Road


Route 2: Perkins Drive / Grand Trunkway(northbound and southbound) - between Francis

Street End of development on Grand Trunkway

Route 3: Eastern Parade northwest and southeast - between Perkins Drive and Bedford Street

SCATS Signal Information

SCATS traffic data was obtained from DPTI for the intersections within the study area. DPTI

supplied operational summaries for each of the signalised intersections with details of phasing,

turning movements, phase splits, intergreens, cycle length etc. Indicative timings have been

used. It is noted that only the Francis Street intersections with Perkins Drive and Nelson Street

are linked.

Minor adjustments were made to the phase green times during the calibration process to achieve

necessary stopline throughput.

Traffic Demand Profiles

Demand release profiles have been applied to dispense traffic demands in defined time intervals

over the model periods. These profiles were developed based on the survey and SCATS VS

data which were collated in 15 minute intervals. This was undertaken for vehicle types; cars, rigid

trucks, semi-trailers and B-Doubles. As no Road Train standard vehicle type is included in the

DPTI Template the volumes of Road Trains have been added to the B-Doubles. In addition the

B-Double vehicle profile was modified to incorporate the length of a Road Train.

Train Data

The study area contains a major freight train route as well as significant sidings to an intermodal

facility and a grain storage area. DPTI supplied closure times for the 4 rail crossings that occur in

the study area.

AIMSUN Matrix Development

The methodology for the creation of the demand matrices is detailed below.

• A one hour prior matrix was developed based on analysis of collected turning movements

and assumptions made regarding the routing of vehicles through the model based on on-

site observations.

• The model was run with the one hour trip matrix. The model was checked to ensure lane

utilisation and in general, each of the models performed as was observed on street.

• The assigned matrix was then compared to the survey targets for the same peak hour

period to check on suitability.

Calibration Report

A calibration Report was prepared for the study and was accepted by DPTI.

The original 2013 Base model was developed and calibrated using AIMSUN 7. However, due to

increased demands and model behaviour it was agreed that AIMSUN 8.03 be used for the future

models.

5.3.2 Without Development Assessment

The 2013 Base model was used as the basis for the development of the two future models; 2036

Base and 2036 Option. Future traffic demands for the 2036 Base model were determined from

DPTI’s supplied traffic counts. The traffic demands associated for the area to the west of Grand

Trunkway (Flinders Ports and Renewal SA) were then added to the DPTI 2036 data provided.


No change was made to the model structure, travel demand profiles or traffic signal timings prior

to running the Without Development model. Minor changes were then made to phase times and

cycle lengths to balance operation where required.

There were no infrastructure (extra lanes or widening) provided for the Without Development

model in either peak period.

Traffic increases (between 2013 and 2036) in the study area are in the order of 1,440 and 1,550

in the AM and PM Peaks respectively. The volumes for the area west of Grand Trunkway (380

vph in total) were then added to these volumes to estimate the future 2036 trip matrices used in

AIMSUN.

Of the total volume increase, over 50% was associated with traffic flow to /from Port River

Expressway eastern approach with a significant proportion of the remainder directed to Hanson

Road.

Key points of the model runs are:

• There was a significant increase in queue length and congestion at the PREXY / Perkins Drive

intersection in both peak periods compared to the existing model. In both peak periods

queues regularly extended to Eastern Parade to the east and beyond the study area to the

west.

• In the AM peak, there were occasions where the queue from the westbound off-ramp at the

Eastern Parade / PREXY interchange extended into the through lane on PREXY.

• The operation of the eastbound on-ramp at the Hanson Road / PREXY interchange in the PM

peak is constrained by the one lane ramp merge. In all instances the queue did not extend

back into the intersection.

• The queues at the Grand Trunkway / Eastern Parade / Perkins Drive intersection during train

closures are longer than for existing operation. However, they dissipate relatively quickly,

typically within 3 cycles after a train has passed. A review of the LOS data indicates that

average delay for the intersection increases by 3 times during periods affected by train

movements from 31 seconds to 115 seconds per vehicle. When the Eastern Parade west rail

crossing was in operation there were delays at the intersection with Ocean Steamers Road,

however after reopening these dissipated relatively quickly.

• Overall operation is considered satisfactory with congestion occurring only at the PREXY /

Perkins Drive intersection.

A summary of the statistics and snap shots of the operation for the 2036 Base (Without

Development) model are contained in Appendix E.

5.3.3 2036 With Development Assessment

The 2036 Option (With Development) model was developed based on the 2036 Base model

(refer Figure 5.10). New centroids were added to reflect the proposed traffic loading from the

various stages in the development. Modifications were then made to the road network to reflect

the Masterplan and SIDRA requirements including provision of the following:

• Two lanes in each direction for Hanson Road north.

• The main Distributor Road is two lanes in each direction, with the link roads to Grand

Trunkway and Eastern Parade a single lane in each direction.

• Upgrade to Hanson Road / PREXY Interchange intersection to reflect the SIDRA assessment.

• A two lane roundabout for the intersection of Hanson Road north and the Distributor Road.

• Traffic signals for the junction with the Link Roads and Distributor Road.


• Traffic signals for the junction of the Link Road with Eastern Parade as well as the Grand

Trunkway / Link Road intersection (both for road train access).

Traffic increases between the 2036 Without and With Development models in the study area are

1,495 and 1,497 in the AM and PM Peaks respectively. This is comprised of private and

commercial vehicles. Typically the commercial vehicle count was individually applied to each

stage but was a minimum of 22%.

Separate traffic demand profiles are provided for the 2036 Option model. This was done to

reflect the existing operation at the Eastern Parade / Grand Trunkway intersection where the AM

peak starts at 7.00am and the PM peak at 4.00pm. For the PM peak, allowance was also made

for an increase in demand at 5.15 when office workers left. The proposed demand profiles are

contained in Appendix F.

It should be noted that there will be a difference in traffic operation between the SIDRA and

AIMSUN assessment due to the change in demand profiles. It is expected that the peak

volumes for the AIMSUN model are likely to be lower as the total peaks do not combine at one

time as assumed for the SIDRA assessment.

Actuated traffic signal operation was primarily used for the signalised intersections. However in

some locations due to the specific demands, fixed time operation was used to better balance the

queues.

No changes were made to the rail network or operation through the study area.

The other key change to the model (compared to the Without Development model) relates to the

provision of a separate centroid for the Flinders Port zone. During the model runs, changes were

made to Origin / Destination routes to prevent some turns being undertaken that did seem

unrealistic.

A summary of the statistics and snap shots of the operation for the 2036 Option (With

Development) model are contained in Appendix F. Key points of the model runs are indicated

below:

• For traffic movement within the Gillman Masterplan area there are no issues with congestion.

• A visual comparison of the 2036 Without and With Development models indicates that the

traffic operation has worsened, particularly at the PREXY intersections with Perkins Drive and

Eastern Parade for both peak periods.

Hanson Road / PREXY

• The operation of the PREXY / Hanson Road interchange is satisfactory with the proposed

layout determined by SIDRA in the AM Peak period.

• However, for the PM peak the significant congestion is evident in the merge area for the

eastbound on-ramp, which extended all the way to the Hanson Road North / Distributor Road

roundabout. This is not unexpected given the demands to the east from the development

conflicting with traffic from Hanson Road south. On this basis, an additional eastbound lane

was provided and that the two lanes length was extended close to the existing gore area.

This treatment significantly improves the operation of the merge movement.


Figure 5.10 2036 With Development AIMSUN Network


Eastern Parade / PREXY

• At the Eastern Parade / PREXY Interchange, the operation of the intersection was satisfactory

during the AM peak period, although the queues for the right turn into Eastern Parade from

both off-ramp approaches were long. In some periods they did extend back into the through

lane on PREXY for very short periods (1 to 2 cycles).

• For the eastern approach, the separate right turn lane allows this movement to occur if the

queue back from the rail crossing extends to Eastern Parade. This significantly improved

operation at the junction.

• There are periods from 7:15 to 8:00am when the through lane on Eastern Parade was blocked

by right turn vehicles heading east onto PREXY.

• For the PM peak period, the demands from the Link Road together with Flinders Port and

Renewal SA areas impacts on the operation of the junction with significant queues extending

back to Whicker Road. On this basis, a second left turn lane was considered for the

northwest approach. The impact of this extra lane is also significant with reduced queue

lengths on all approaches as phase times can be better distributed.

• There was some improvement in queue reduction with the extension of the left turn lane into

Eastern Parade (northwest).

• The AIMSUN modelling indicated that there was no need for the second through lane in the

northwest direction on Eastern Parade as required by SIDRA as the queues did dissipate by

the end of the modelling period.

Perkins / PREXY / Francis

• At the Francis Street / Perkins Drive intersection the increased demands resulted in queues

on Francis Street / PREXY along the eastern approach that initially extended to Eastern

Parade. In addition, the queues on the west approach also extended beyond the modelled

area (ie virtual queues). Further the queues on the Perkins Drive south approach also

extended back beyond the modelled area. This occurred in both peak periods.

• The provision of the second left turn lane reduced the issues with queue back and improved

overall operation, particularly on the eastern approach.

• It was observed that there is still substantial interaction between the movement from the

westbound on-ramp (from Eastern Parade) and the left turn in Perkins Drive.

• However, in all replications the queues dissipated to manageable lengths within the last 15

time period of the model. The only option to provide additional capacity is to widen PREXY

(Francis Street) to three lanes. This significantly reduces queue lengths and improves overall

operation. However, it can only be provided with significant land acquisition from abutting

businesses.

Perkins Drive / Eastern Parade / Grand Trunkway

• At the Eastern Parade / Grand Trunkway intersection, the delays and queues are also

considered manageable for 2036 operation without the train interaction. The provision of the

Link Road relieves some congestion at this location.

• However, the queue lengths on Grand Trunkway when a train passes through the intersection

are considered excessive. Consequently the left turn lane on the Grand Trunkway approach

was extended to about 200m from the junction and this improved overall operation.

• On the Perkins Drive approach, the increase volume of through traffic was affected by the

long queue for the left turn into Eastern Parade. When the left turn lane was extended as far

as practical this reduced the queue length. This was also of assistance when the Eastern

Parade west rail crossing was closed.


Other Intersections

• No issues with the operation of the Grand Trunkway / Link Road, Distributor Road / Link Road

and Distributor Road / Hanson Road North intersections.

• At the Eastern Parade junction with the Link Road, traffic signals were proposed to allow

sufficient time for the right turn movements into the Link Road to be undertaken safely. The

review of the operation indicates that the right turn queue does not extend into the through

lane of Eastern Parade throughout the modelled periods.

Rail Crossings

• It was observed that when the Francis Street rail crossing was closed significant queues

developed which extended onto the main PREXY alignment, particularly for trains destined for

the Port Flat Yard. This did have some impact on the operation of the Francis Street / Perkins

Drive intersection in some replications. Queues also extended regularly back to the Eastern

Parade / PREXY interchange intersection. However, a separate lane for each turn movement

allows sufficient storage without impacting on other movements.

• As for the 2036 Base model, there were queues from the Eastern Parade west rail crossing

that caused some congestion but dissipated quickly.

• Queues in the northbound direction at the Perkins Drive crossing did not extend back into the

Francis Street intersection. However, there were occasions where the southbound queue did

extend back to Eastern Parade but this was short lived and did not adversely affect the

intersection.

5.3.4 2031 With Development Assessment

The 2031 Without and With models were developed based on the 2036 Option model (refer

Figure 5.11). This was undertaken to test the impact of the development prior to the provision of

the Link Road connection to Grand Trunkway.

The extent of the model was reduced in size to concentrate on review of operation of the Eastern

Parade / PREXY and Link Road / Eastern Parade intersections with the 2031 traffic demands.

These demands show a higher turn volume at the intersections than with the full development

case due to the provision of the connection from the development to the Grand Trunkway.

Initially the scheme was tested with the proposed improvements for the 2036 full development.

These were later refined once operation was observed.

The same traffic demand profiles were used for the 2031 models as per the 2036 models.

As for the 2036 With Development case there will be a difference in traffic operation between the

SIDRA and AIMSUN assessment due the change in demand profiles. It is expected that the

peak volumes for the AIMSUN model are likely to be lower as the total peaks do not combine at

one time as assumed for the SIDRA assessment.

Actuated traffic signal operation was primarily used for the signalised intersections. No changes

were made to the rail network or operation through the study area.

A summary of the statistics and snap shots of the operation for the 2031 Option (With

Development) model are contained in Appendix G. Key points of the model runs are indicated

below.

Eastern Parade / PREXY

• At The Eastern Parade / PREXY Interchange the operation of the intersection was congested

with significant queuing on both the westbound off ramps and Eastern Parade southeast

approach during the AM peak period. The queues extended 100 to 200m along the PREXY

westbound direction.


Figure 5.11 2031 With Development AIMSUN Network


• It should be noted that the Without development model also had instances where the queues

extended into PREXY but for short periods (one cycle).

• The increase in right turn movements from the Eastern Parade southeast approach results in

queues blocking the through movement. This significantly increases the queue length on the

approach to the intersection. This also occurred in the Without Development model.

• On this basis, a second right turn lane was added to the eastern approach and a second

through lane on the Eastern Parade southeast approach.

• For the PM peak period, there is still significant queuing on the northwest Eastern Parade

approach. This is primarily due to weaving manoeuvres from vehicles turning left from the

Link Road heading to Eastern Parade against Eastern Parade traffic wanting to access

PREXY.

• On this basis, a second through lane was provided for the northwest approach. This lane

would be shared with the second left turn lane.

The proposed improvements were added to the model and significant improvement in operation

was evident.

No change in operation was required for the Eastern Parade / Link Road junction.

5.3.5 Aimsun Modelling Comparison for Full Development (2036)

Comparisons of key indicators between the With and Without Development cases are provided

below. The comparison includes the modifications required to accommodate the 2031 demands

at the Eastern Parade / PREXY intersection detailed above.

Travel Time Comparisons

The travel times in both directions on PREXY alignment were compared for the With and Without

Development models. This route was chosen as it is the most likely to be affected by congestion

due to the higher volumes. Other routes such as Eastern Parade and Grand Trunkway / Perkins

Drive north have lower traffic volumes in the Without Case and are included for as traffic volume

increase.

The travel time comparisons are shown in Table 5.13 for both peak periods. The numbers

include both the Delay Time (waiting in Queue) and free flow time. These values are averaged

over the time periods and replications.

Table 5.13 Travel Time Comparison

AM Peak (seconds) PM Peak (seconds)

Without With Diff Without With Diff

PREXY (length 4.35km)

Eastbound 257 291 34(1)

298 321 23

Westbound 261 268 7 246 266 20

Eastern Parade (length 1.40km)

Northwest bound 203 266 66 299 385 86

Southeast bound 176 210 34 249 275 26

Grand Trunkway / Perkins Drive (length 3.32km)

Northbound 343 410 67 326 372 46

Southbound 295 314 19 353 413 60

Note (1) increase in travel time is due to queues and congestion on this approach.


Key points of the assessment are:

• Typically increases in travel time are less than 60 seconds and these would be considered

acceptable.

• The increase in travel times on PREXY / Francis Street considered acceptable and are

primarily due to the intersection with Perkins Drive.

• A review of the maximum travel times indicates that the eastbound direction is about a 60

seconds higher than the westbound direction. This is primarily due to the Perkins Drive

intersection and queue back from the rail crossing / eastern Parade intersection.

• For both Eastern Parade and Perkins Drive the travel times in the PM peak are affected by the

rail crossings with max travel times 3 to 5 minutes longer. The PM peak is worse because

there are more train crossings than the AM Peak.

Level of Service Comparisons

The level of service (LOS) comparison considered the delay and operation of each of the

movements at the four key intersections and provided a comparison between the Without and

With Development models. It should be noted that this comparison is only on the AIMSUN links

that directly connect to the intersection and hence does not measure delays where the queue

length is significant. These values all assume that the improvements indicated are in place.

Table 5.14 Level of Service Comparison (seconds per vehicle)

AM Peak PM Peak

Intersection Without With Without With

PREXY / Hanson 35.9 43.0 27.5 39.2

PREXY / Eastern Parade 28.3 36.2 49.5 43.1

PREXY / Francis Street 29.0 29.4 39.3 39.1

Grand Trunkway / Perkins Drive 49.0 65.0 47.4 70.5

Key points of the assessment are:

• The delays increase significantly for the Eastern Parade / Perkins Drive / Grand Trunkway

intersection. This is primarily due to the impact of the extra traffic with rail crossing.

• Outside of the rail closures there is a 8 to 10 second increase in delay per vehicle at the

Eastern Parade / Perkins Drive / Grand Trunkway intersection between the Without and With

development cases. This is considered reasonable.

• The rail crossing closures at Eastern Parade can have a significant impact on LOS with

significant increases in delays of 4 to 5 times the typical average over a 15 minute time frame.

• The increase in delays per vehicle at the Eastern Parade / PREXY intersection are

approximately 8 seconds per vehicle in the AM peak (acceptable) but with a reduction in the

PM peak.

• The Hanson Road / PREXY interchange intersection shows a 7 to 8 second per vehicle

increase between the two cases for the AM peak. This is considered understandable given

the increase in traffic volumes expected at the intersection. However the PM peak increase is


primarily due to the increase in left turn movement from Hanson Road north having to give

way to the right turn from Hanson Road south.

• The Francis Street / Perkins intersection shows no major change in delay and this is due to

the fact that the location is severely congested and that the LOS calculation only considers the

immediate approaches to the location.

5.3.6 Summary of Operation

The operation of the With Development model has highlighted that further transport infrastructure

improvements are required to cater for the proposed demands at full development of both the

Gillman Site area and the area to the west of Grand Trunkway. However, it is not the same as

required by the SIDRA models as the peak times for the arterial roads (PREXY and Hanson

Road) occur at different times in the modelled period.

Traffic operation within the Gillman Masterplan site is considered satisfactory. For the arterial

road network the increase in traffic demands result in significant congestion without the proposed

improvements. The proposed improvements provide a satisfactory level of operation on the road

network, particularly along PREXY albeit there may be some issues with peak hour operation at

the PREXY / Perkins Drive intersection, particularly on the western approach.

The 2031 assessment indicates that additional infrastructure is required at the Eastern Parade /

PREXY intersection compared to the full development case to cater for the increased right turn

volumes. The additional infrastructure could be offset by providing the Link Road to Grand

Trunkway earlier, say at 2031.

There are a number of key issues that will need to be addressed by DPTI in the future. These

include the future main freight rail alignment and construction of the Northern Connector. In

addition, the PREXY / Perkins Drive intersection is operating close to capacity for the Without

Development case and only a minor increase in demand from other future developments (eg

redevelopment of the Pivot site and the remaining areas of the Port Waterfront area) could have

a significant on the operation of this intersection. These have not been included in this

assessment.

5.3.7 Sensitivity Testing

It is acknowledged that the land uses for the development could change depending on future

trends and hence a sensitivity test was undertaken using a higher daily and peak hour trip

generation rate of 4 daily and 0.4 peak hour trips per 100m2 respectively.

Sensitivity testing of the With Development model operation indicates that using a traffic

generate rate of 4 daily trips per 100m2 of floor area has a significant impact on traffic operation.

In particular the following was observed:

• Within the Gillman area the two lane roundabout operated poorly in both peak periods and

would likely require signalisation with a different road layout to cater for the traffic volumes.

• The Hanson Road interchange would need significant improvement to the extent of widening

the bridge over PREXY.

• The queues from the Francis Street / Perkins Drive intersection queued back to Hanson Road

in the AM peak.

• The impacts of the rail closures were severe with queues impacting on upstream intersections

and blocking access.

Ref No. 20130427

6 Infrastructure RequirementsIt is expected that the development of the

response to market demands over 20

of forthcoming stages. The develop

a suitable level of operation of the road network

The transport infrastructure requirements for the development of

based on the modelling work described in Secti

As indicated in Section 4,

stages east of the Wetlands starting prior to Stage 4 except for a small section (East Grand

Trunkway) which has development appr

developed north of Hanson Road.

The staging is shown below with the initial stages centred on access to the Hanson Road /

PREXY interchange. The requirements for each Stage are detailed in the follo

6.1 East Grand Trunkway

This stage comprises 13Ha of land with a single access onto Grand Trunkway.

It is proposed to locate the main access road in line with the future link road that connects to

Hanson Road. As traffic volumes are low (approx. 720 vehicles per day)

this junction is proposed to be a standard T

it is proposed to provide a

The junction has also been located so that it matches (as close as possible) the location of a

proposed access to the vacant industrial area to the west

Gillman Masterplan Study – Tra

Infrastructure Requirements It is expected that the development of the Gillman Masterplan will progress in a staged

response to market demands over 20 or more years with infrastructure rolled out in anticipation

of forthcoming stages. The development will require transport infrastructure upgrades

a suitable level of operation of the road network.

The transport infrastructure requirements for the development of the subject site at Gillman are

based on the modelling work described in Section 5 and the proposed staging plan.

the Masterplan is expected to comprise 4 main stages with the 3


Trunkway) which has development approval. There is also a small section of land about to be

developed north of Hanson Road.


interchange. The requirements for each Stage are detailed in the follo

East Grand Trunkway



Hanson Road. As traffic volumes are low (approx. 720 vehicles per day) from the development,

this junction is proposed to be a standard T-junction. Given the nature of traffic using the access

a storage lane for right turning traffic.


proposed access to the vacant industrial area to the west of Grand Trunkway.


Gillman Masterplan will progress in a staged manner in

years with infrastructure rolled out in anticipation

infrastructure upgrades to ensure

subject site at Gillman are

on 5 and the proposed staging plan.

the Masterplan is expected to comprise 4 main stages with the 3


oval. There is also a small section of land about to be


interchange. The requirements for each Stage are detailed in the following sections.



from the development,

nature of traffic using the access


of Grand Trunkway.


6.2 Stage 1

This stage comprises 56Ha of land with initial connection to Hanson Road north to PREXY. This

stage is not expected to be available for development until 2016 and will take 5 years to fully

develop.

Two phases have been identified within this stage and the proposed transport infrastructure

works for each are described below.

Stage 1A

• Construct Hanson Road North from PREXY to Resource Co Access as a single lane in each

direction with capacity to increase to two lanes at a later date.

• Construct intersection with Resource Co Access as a single lane roundabout also with the

ability to add a second lane at a later date.

• Construct the Distributor Road from Resource Co Access to the Link Road as a single lane in

each direction with possibility to duplicate at later date. It should be noted that the design of

the road reserve allows for the future duplication if required.

• Lengthen the turn lanes on the Hanson Road north approach to PREXY Interchange.

Stage 1B

No road works are required for this stage.

6.3 Stage 2

This stage comprises 56Ha of land with initial connection to Hanson Road north to PREXY. This

stage is expected to begin construction prior to full development of Stage 1 so it can be made

available once Stage 1 is nearly fully developed. As for Stage 1, this stage would take

approximately 5 years to full develop.



Note that for development of Stage 2B the fill required to meet the desired building level is

expected to be delivered to the site on a haul road on an alignment that is similar to the link road

extension to Eastern Parade. The junction with Eastern Parade at this time would be restricted

to left in / out operation.

Stage 2A

• Construct a new unsignalised junction at the future location of the Link Road / Eastern Parade

junction to provide for left in /out movements only (construction access only).

Stage 2B

• Upgrade Hanson Road North approach to PREXY interchange with a second exit lane and

modify approach lanes to provide two through lanes and single left and right turn lanes.

• Construct an extra lane in each direction on Hanson Road North from PREXY to Resource Co

Access.

• Construct the section of the Distributor Road to the edge of stormwater basin as a single lane

in each direction.

• Construct part of the Eastern Parade Link Road to the edge of development area as a single

lane in each direction.

• Provide traffic signals at junction of Distributor Road and Link Road adjacent to the Local Centre.

• Provide the second lane to Resource Co Access roundabout if future traffic volumes warrant.


6.4 Stage 3

This stage comprises 56Ha of land with initial connection to the Distributor Road and with a new

junction to Eastern Parade. This stage is expected to begin construction prior to full development

of Stage 2 so it can be made available once Stage 2 is nearly fully developed. This stage would

take approximately 5 years to full develop.



Stage 3A

• Widen the westbound off-ramp at PREXY / Eastern Parade Interchange to include a separate

right turn lane.

• Extend the Link Road through to Eastern Parade as a single lane in each direction.

• Add an extra lane to the eastbound on-ramp at the PREXY / Hanson Road interchange. Note

that this may not be required if the Northern Connector is constructed prior to the start of

Stage 3.

• Provide an additional lane in each direction to the Distributor Road between the roundabout

and Distributor Road junction with widening depending on future traffic volumes.

• Upgrade the Distributor Road intersection with Link Road by adding extra lanes to the signals.

• Provide the second left turn lane on the eastern approach at the Francis Street / Perkins Drive

intersection.

Stage 3B

• Modify the Eastern Parade junction with the Link Road to include provision of a right turn lane

from Eastern Parade. Note the form of the junction (traffic signals) can be determined at a

later date depending on particular access requirements and future rail provision.

• Upgrade the Eastern Parade / PREXY intersection to provide the second through lane in each

direction on Eastern Parade and the second left turn from Eastern Parade northwest to

PREXY on-ramp. Initial concept design indicates the required widening (northwest bound

carriageway) can be located to the west of the PREXY bridge columns.

• Widen the eastbound off-ramp at the Eastern Parade intersection to provide a short section

left turn slip lane.

6.5 Stage 4

This stage comprises 39Ha of land with connection to a Link Road through to Grand Trunkway.

It is envisaged at this point that this stage will provide integration with the area to the west as

well as relieving possible congestion at the Grand Trunkway / Eastern Parade intersection.

This stage is expected to begin construction prior to full development of Stage 3. As for Stage 1

this stage would take approximately 5 years to fully develop.



Stage 4A

• Upgrade the Grand Trunkway and Link Road intersection to provide traffic signals to allow for

road train access. Traffic signals are preferred as there is less impact on any rail corridor to

the west of Grand Trunkway. Actual timing will be dependent on development of Renewal SA

land to the west of Grand Trunkway.

• Lengthen the left turn lane on the Grand Trunkway approach at the Eastern Parade / Grand

Trunkway intersection.


• Lengthen the left turn lane on the Perkins Drive approach at the Eastern Parade / Grand

Trunkway intersection.

• Provide the Link Road connection to Grand Trunkway across the stormwater basin to connect

to Hanson Road (single lane in each direction). Note that the timing of this work is dependent

on the operation of the Eastern Parade / PREXY intersection. If the turn volumes result in

queuing on PREXY (westbound direction) then the link road should be provided at the

beginning of Stage 3B.

• Upgrade Grand Trunkway between the Link Road junction and Eastern Parade. This should

include provision for widening access points and could be cost shared with DPTI, as current

alignment is likely to be substandard in the future.

Stage 4B

No road works are proposed for this stage.

6.6 Resource Recovery Area

This stage comprises 29Ha of land with initial connection to Hanson Road north.

This Stage has been assumed to coincide with Stages 1 to 4 and consequently there are no

additional transport headworks associated with this stage of the Masterplan.


7 Summary and Conclusion

The proposed Gillman Masterplan is a long term development of a currently undeveloped site

and will provide a significant future area of Commercial / Industrial land for metropolitan

Adelaide. The total area of 220 Ha of land can be made available for this purpose.

Renewal SA is currently progressing the delivery of industrial allotments at the end of the

Hanson Road extension and east of Grand Trunkway as the first releases of the Gillman

employment land.

An assessment of the existing transport infrastructure indicates that it operates satisfactorily for

the majority of the time. However, the main issues occur when any of the four rail crossings in

the study area are closed for a considerable length of time. It is noted that a maximum closure of

18 minutes was recorded at the Eastern Parade / Grand Trunkway intersection and the resultant

delays are considerable.

Future transport development in the Study Area is expected to comprise the construction of the

Northern Connector (timing unknown) and could include the widening of PREXY to Hanson

Road, and road works associated with current development proposals for East Grand Trunkway

and by Hanson Road north of PREXY associated with the Resource Co area. There is also a

proposal to realign the main freight rail line but the priority for this is low and timing is unknown.

The Masterplan proposes three access points to the arterial road network as indicated in Figure

4.1. These access points are located at the PREXY / Hanson Road interchange, Eastern Parade

and the Grand Trunkway. A staging proposal has also been prepared that indicates full

development of the site could occur over a 20 year time frame.

The transport assessment reviewed the traffic generation and distribution of the development

and has compared the operation of the road network with and without the development for the

year 2036 and an interim 2031 year. SIDRA and AIMSUN modelling were undertaken to assess

the impacts of the additional traffic. This assessment has indicated the following:

• The total traffic generated by the proposed Gillman development is expected to be in the order

of 16,600 trips per day, with approximately 1,660 trips during the peak periods including

internal trips.

• Traffic generated for the area to the west of Grand Trunkway is expected to be in the order of

3,800 vehicles per day and 380 peak hour trips.

• The total traffic generated by future development in the Study Area is expected to be in the

order of 20,400 vehicles per day.

• The key destinations for traffic are expected to be to the east via PREXY (45%) and southeast

via Hanson Road (25%). Smaller percentages of 10% have been allowed for to PREXY west

(LeFevre Peninsula), Eastern Parade and St Vincent Street east.

• The road network can cater for the additional daily traffic with only minimal impact on traffic

operation.

• The SIDRA modelling has indicated that the intersections can cater for the expected traffic

volumes provided there are some improvements to the intersection layouts at

o PREXY / Hanson Road (extra lanes and widening)

o PREXY / Eastern Parade (extra lanes and widening).

o Francis Street / Perkins Drive (minor widening)

o Perkins Drive / Eastern Parade / Grand Trunkway (minor lane extensions).


• The AIMSUN modelling has indicated that the internal road network within the Gillman area

can cater for the traffic demands.

• Interim 2031 modelling highlighted that additional infrastructure may be needed above what

could be required at full development. However, this does provide a benefit for traffic

operation at full development, particularly for the PREXY westbound off ramp at Eastern

Parade. Alternatively the Link Road connection to Grand Trunkway could be provided earlier

in 2031 (by Stage 3B).

• This modelling also showed that the proposed improvements provide a satisfactory level of

traffic operation on the road network.

• The AIMSUN modelling shows that in 2036 there are higher delays and queues associated

with the western approach at the Francis Street / Perkins Drive intersection during both peak

periods compared to the Without Development case. It should be noted that the normal

operation returned quickly after the peak period.

The infrastructure required to support the future development is described in Section 6. This is

based on the expected growth in traffic on the road network and the traffic generated for the

various stages.

As this development is expected to take at least 20 years to be fully developed and be

undertaken in stages, it is recommended that at the completion of each stage a review be

undertaken of the traffic generated within the development and on the road network to confirm

the transport infrastructure requirements indicated in this report. This would allow future

infrastructure to be provided that meets the expected needs at the particular time.


Appendix A RMS Traffic Generation Spreadsheet

Ref No. 20130427 Gillman Masterplan Study Transport Assessment Report






Appendix B Gillman Masterplan Traffic Generation



Appendix C Traffic Flow Diagrams 2021 to 2036


Year PREX Hanson Interchange

AM

Left Through Right Left Through Right Left Through Right Left Through Right

2021 Mastem 30 40 10 740 1630 60 80 60 340 10 1360 220

GT west 0 0 0 0 62 0 21 0 0 0 18 7

Develop 45 23 37 0 22 131 0 72 0 93 4 6

Total 75 63 47 740 1714 191 101 132 340 103 1382 233

2026 Mastem 35 45 20 870 1765 75 105 65 395 15 1380 235

GT west 0 0 0 0 86 0 32 0 0 0 27 11

Develop 95 51 78 0 22 283 8 154 0 197 4 6

Total 130 96 98 870 1873 358 145 219 395 212 1411 252

2031 Mastem 25 55 45 1000 1900 95 135 70 450 20 1400 255

GT west 0 0 0 0 115 0 43 0 0 0 36 15

Develop 51 40 114 0 77 338 38 184 0 179 24 14

Total 76 95 159 1000 2092 433 216 254 450 199 1460 284

2036 Mastem 30 70 60 1150 2100 115 140 65 610 35 1430 215

GT west 10 5 0 0 100 25 33 10 0 0 26 10

Develop 137 73 54 0 103 409 55 220 0 176 34 18

Total 177 148 114 1150 2303 549 228 295 610 211 1490 243

PM


2021 Mastem 20 40 24 380 1320 20 150 20 680 10 1720 60

GT west 0 0 0 0 23 0 9 0 0 0 45 18

Develop 115 63 97 0 10 59 4 33 0 58 19 7

Total 135 103 121 380 1353 79 163 53 680 68 1784 85

2026 Mastem 30 45 25 405 1340 25 170 25 775 15 1865 80

GT west 0 0 0 0 35 0 13 0 0 0 68 26

Develop 229 124 197 0 10 119 4 68 0 106 19 7

Total 259 169 222 405 1385 144 187 93 775 121 1952 113

2031 Mastem 40 30 30 435 1360 35 190 25 875 15 2010 26

GT west 0 0 0 0 46 0 17 0 0 0 90 35

Develop 302 161 124 0 35 153 18 85 0 51 48 26

Total 342 191 154 435 1441 188 225 110 875 66 2148 87

2036 Mastem 75 65 30 530 1430 50 205 40 960 20 2110 155

GT west 15 5 0 0 35 11 10 7 0 0 75 30

Develop 400 214 133 0 25 207 14 112 0 65 67 33

Total 490 284 163 530 1490 268 229 159 960 85 2252 218

Hanson Road North Prexy East Hanson Road South Prexy West

Hanson Road North Prexy East Hanson Road South Prexy West


Year PREXY Eastern Parade Interchange

AM


2021 Mastem 50 60 10 170 1440 110 180 110 70 10 1470 110

GT west 25 8 0 0 23 60 0 21 0 0 0 0

Develop 15 4 0 8 24 35 0 8 24 0 64 0

Total 90 72 10 178 1487 205 180 139 94 10 1534 110

2026 Mastem 55 65 10 185 1585 115 185 110 75 10 1500 115

GT west 38 11 0 0 35 83 0 33 0 0 0 0

Develop 25 4 0 16 52 40 0 8 48 0 139 0

Total 118 80 10 201 1672 238 185 151 123 10 1639 115

2031 Mastem 65 70 10 200 1735 125 140 110 85 10 1525 120

GT west 51 15 0 0 47 111 0 43 0 0 0 0

Develop 38 12 30 16 35 115 0 32 48 78 107 0

Total 154 97 40 216 1817 351 140 185 133 88 1632 120

2036 Mastem 60 80 5 215 1940 115 160 120 95 10 1525 135

GT west 36 15 0 0 27 106 0 43 0 0 0 0

Develop 52 17 30 16 38 158 0 49 48 78 128 0

Total 148 112 35 231 2005 379 160 212 143 88 1653 135

PM


2021 Mastem 170 90 10 100 1480 40 110 40 176 10 1950 150

GT west 63 17 0 0 10 22 0 8 0 0 0 0

Develop 36 7 0 21 66 31 0 4 11 0 37 0

Total 269 114 10 121 1556 93 110 52 187 10 1987 150

2026 Mastem 145 55 10 85 14210 30 110 35 145 10 1670 150

GT west 94 26 0 0 13 35 0 13 0 0 0 0

Develop 46 7 0 42 129 44 0 4 22 0 64 0

Total 285 88 10 127 14352 109 110 52 167 10 1734 150

2031 Mastem 155 85 10 95 145 35 40 40 155 10 1810 150

GT west 125 34 0 0 18 45 0 17 0 5 0 0

Develop 100 50 75 22 92 57 0 15 22 47 39 0

Total 380 169 85 117 255 137 40 72 177 62 1849 150

2036 Mastem 185 85 10 95 1530 55 140 60 170 10 1930 180

GT west 102 34 0 0 80 35 0 17 0 5 0 0

Develop 74 53 73 32 101 39 0 22 22 53 43 0

Total 361 172 83 127 1711 129 140 99 192 68 1973 180

Eastern Parade North Prexy East Eastern Parade South Prexy West

Eastern Parade North Prexy East Eastern Parade South Prexy West


Year PREXY / Francis / Perkins

AM


2021 Mastem 20 40 40 710 800 60 70 100 510 90 1030 130

GT west 0 5 10 0 0 23 0 12 0 26 0 0

Develop 0 2 4 8 11 0 0 8 27 14 32 0

Total 20 47 54 718 811 83 70 120 537 130 1062 130

2026 Mastem 25 35 45 755 905 65 65 90 540 95 1025 135

GT west 0 10 15 0 0 35 0 0 0 68 0 0

Develop 0 2 4 19 23 0 0 8 56 14 73 0

Total 25 47 64 774 928 100 65 98 596 177 1098 135

2031 Mastem 30 30 50 800 1010 65 60 80 570 80 1025 145

GT west 0 10 20 0 0 47 0 26 0 51 0 0

Develop 0 2 4 26 33 0 0 8 88 14 87 0

Total 30 42 74 826 1043 112 60 114 658 145 1112 145

2036 Mastem 35 25 45 840 1135 70 105 90 585 90 1040 180

GT west 0 10 20 0 0 27 0 26 0 51 0 0

Develop 0 8 10 27 35 0 0 22 94 28 100 0

Total 35 43 75 867 1170 97 105 138 679 169 1140 180

PM


2021 Mastem 40 130 80 570 850 30 90 40 620 50 1000 80

GT west 0 12 23 0 0 10 0 6 0 12 0 0

Develop 0 5 9 0 2 11 5 21 0

Total 40 147 112 570 850 40 90 48 631 67 1021 80

2026 Mastem 45 130 85 590 800 35 105 35 655 55 1100 85

GT west 0 12 35 0 0 13 0 8 0 17 0 0

Develop 0 5 9 46 57 0 0 2 24 5 30 0

Total 45 147 129 636 857 48 105 45 679 77 1130 85

2031 Mastem 55 110 85 610 865 35 115 30 696 65 1200 85

GT west 5 23 45 0 0 18 0 11 0 23 0 0

Develop 0 5 9 69 85 0 0 0 36 5 45 0

Total 60 138 139 679 950 53 115 41 732 93 1245 85

2036 Mastem 60 90 95 650 940 35 140 25 740 60 1300 95

GT west 5 23 45 0 0 10 0 11 0 23 0 0

Develop 0 20 24 70 93 0 0 9 7 11 48

Total 65 133 164 720 1033 45 140 45 747 94 1348 95

Perkins Drive Road North Prexy East Perkins Drive Road South Prexy West

Perkins Drive Road North Prexy East Perkins Drive Road South Prexy West


Year Eastern Pde / Perkins Dr / Grand Trunkway

AM


2021 Mastem 40 20 0 20 40 130 80 150 30 0 40 30

GT west 18 8 5 0 45 36 31 30 0 5 15 7

Develop 14 6 0 0 0 38 0 22 0 0 0 0

Total 72 34 5 20 85 204 111 202 30 5 55 37

2026 Mastem 50 20 0 20 40 135 80 130 30 0 40 30

GT west 26 10 5 0 61 55 55 42 0 5 23 15

Develop 146 0 0 0 0 38 0 22 0 0 0 0

Total 222 30 5 20 101 228 135 194 30 5 63 45

2031 Mastem 60 30 0 20 40 140 80 110 20 0 40 30

GT west 35 15 5 0 8 73 72 62 0 5 30 15

Develop 30 6 0 0 20 21 0 22 5 0 10 0

Total 125 51 5 20 68 234 152 194 25 5 80 45

2036 Mastem 85 30 0 30 70 145 95 100 20 5 30 30

GT west 21 15 5 0 81 68 57 52 0 5 30 20

Develop 41 22 3 3 18 109 0 50 3 0 18 0

Total 147 67 8 33 169 322 152 202 23 10 78 50

PM


2021 Mastem 160 140 0 20 20 50 40 40 20 0 60 80

GT west 36 20 5 0 20 65 15 13 0 5 45 18

Develop 38 14 0 0 0 21 0 7 0 0 0 0

Total 234 174 5 20 40 136 55 60 20 5 105 98

2026 Mastem 175 140 0 20 20 60 40 40 25 0 60 80

GT west 54 30 5 0 30 22 20 18 0 5 66 27

Develop 43 14 0 0 0 24 0 7 0 0 0 0

Total 272 184 5 20 50 106 60 65 25 5 126 107

2031 Mastem 185 100 10 20 20 20 40 40 25 10 60 80

GT west 72 40 5 0 40 30 28 24 0 5 89 36

Develop 48 14 0 8 21 33 0 7 8 0 21 0

Total 305 154 15 28 81 83 68 71 33 15 170 116

2036 Mastem 205 130 5 15 45 90 45 35 20 5 55 75

GT west 50 40 5 0 40 17 28 16 0 5 86 41

Develop 13 49 0 6 19 8 0 26 6 0 16 0

Total 268 219 10 21 104 115 73 77 26 10 157 116

Grand Trunkway Road North Eastern Parade East Perkins drive South Eastern Parade West

Grand Trunkway Road North Eastern Parade East Perkins drive South Eastern Parade West


Year Hanson Road North / Distributor / ACC Access

AM Hanson Road north

Left Through Left Right Through Right

2021 DPTI 10 20 60 10 10 40

GT west 0 0 0 0 0 0

Develop 0 275 0 0 150 0

Total 10 295 60 10 160 40

2026 DPTI 10 20 80 10 40 115

GT west 0 0 0 0 0 0

Develop 0 224 0 0 634 0

Total 10 244 80 10 674 115

2031 DPTI 0 30 95 0 55 130

GT west 0 0 0 0 0 0

Develop 20 205 0 15 701 0

Total 20 235 95 15 756 130

2036 DPTI 0 40 120 0 50 165

GT west 0 15 0 0 25 0

Develop 20 264 0 25 805 0

Total 20 319 120 25 880 165

PM Hanson Road north


2021 DPTI 10 20 60 10 10 40

GT west 0 0 0 0 0 0

Develop 0 275 0 0 150 0

Total 10 295 60 10 160 40

2026 DPTI 10 20 80 10 15 50

GT west 0 0 0 0 0 0

Develop 10 548 0 10 293 0

Total 20 568 80 20 308 50

2031 DPTI 0 20 75 0 15 60

GT west 0 0 0 0 0 0

Develop 20 487 0 20 289 0

Total 20 507 75 20 304 60

2036 DPTI 0 70 110 0 40 70

GT west 0 20 0 0 18 0

Develop 15 747 0 20 384 0

Total 15 837 110 20 442 70

Distributor Rd Acc Access

Distributor Rd Acc Access


Year Distributor Road / Link Road

AM Link Road 2


2021 DPTI

GT west

Develop

Total 0 0 0 0 0 0

2026 DPTI

GT west

Develop

Total 0 0 0 0 0 0

2031 DPTI

GT west

Develop

Total 0 0 0 0 0 0

2036 DPTI 0 0 0 0 0 0

GT west 15 0 25 0 0 0

Develop 57 21 220 112 32 60

Total 72 21 245 112 32 60

PM Link Road 2


2021 DPTI

GT west

Develop

Total 0 0 0 0 0 0

2026 DPTI

GT west

Develop

Total 0 0 0 0 0 0

2031 DPTI

GT west

Develop

Total 0 0 0 0 0 0

2036 DPTI 0 0 0 0 0 0

GT west 20 0 0 18 0 0

Develop 163 23 98 100 134 18

Total 183 23 98 118 134 18

Link Road 1 Distributor Road

Link Road 1 Distributor Road


Year Eastern Parade / Link Road

AM Eastern Parade south


2021 DPTI

GT west

Develop

Total 0 0 0 0 0 0

2026 DPTI

GT west

Develop

Total 0 0 0 0 0 0

2031 DPTI 0 145 0 0 235 0

GT west 0 66 0 0 154 0

Develop 26 10 66 26 38 187

Total 26 221 66 26 427 187

2036 DPTI 0 145 0 0 245 0

GT west 0 51 0 0 149 0

Develop 32 33 66 32 98 189

Total 32 229 66 32 492 189

PM Eastern Parade south


2021 DPTI

GT west

Develop

Total 0 0 0 0 0 0

2026 DPTI

GT west

Develop

Total 0 0 0 0 0 0

2031 DPTI 0 250 0 0 85 0

GT west 154 0 0 65 0

Develop 52 33 192 52 18 97

Total 52 437 192 52 168 97

2036 DPTI 280 0 125 0

GT west 136 0 0 0 57 0

Develop 10 34 190 34 104 104

Total 426 34 190 34 286 104

Eastern Parade Nth Link Road

Eastern Parade Nth Link Road


Year Grand Trunkway / Link Road / Renewal SA

AM


2021 Mastem 0 30 0 0 0 0 20 110 0 0 0 0

GT west 0 0 0 0 0 0 66 0 0 0 0 31

Develop 0 0 0 20 0 0 0 0 60 0 0 0

Total 0 30 0 20 0 0 86 110 60 0 0 31

2026 Mastem 0 40 0 0 0 0 20 100 0 0 0 0

GT west 0 0 0 20 0 0 97 0 0 0 5 41

Develop 0 0 0 20 5 0 0 0 60 0 0 0

Total 0 40 0 40 5 0 117 100 60 0 5 41

2031 Mastem 0 40 0 0 0 0 20 90 0 0 0 0

GT west 0 0 0 0 0 0 135 0 0 0 0 56

Develop 0 0 0 20 5 0 0 0 60 0 4 0

Total 0 40 0 20 5 0 155 90 60 0 4 56

2036 Mastem 0 40 0 0 0 0 0 60 0 0 0 0

GT west 0 0 0 0 25 0 110 0 0 0 15 33

Develop 0 0 0 58 9 0 0 0 148 0 10 0

Total 0 40 0 58 34 0 110 60 148 0 25 33

PM


2021 Mastem 0 125 0 0 0 0 0 70 0 0 0 0

GT west 0 0 0 0 0 0 28 0 0 0 0 61

Develop 0 0 0 47 0 0 0 0 25 0 0 0

Total 0 125 0 47 0 0 28 70 25 0 0 61

2026 Mastem 0 115 0 0 0 0 0 60 0 0 0 0

GT west 0 0 0 0 5 0 40 0 0 0 5 89

Develop 0 0 0 47 0 0 0 0 25 0 0 0

Total 0 115 0 47 5 0 40 60 25 0 5 89

2031 Mastem 0 105 0 0 0 0 0 60 0 0 0 0

GT west 0 0 0 0 5 0 60 0 0 0 5 120

Develop 0 0 0 47 0 0 0 0 25 0 0 0

Total 0 105 0 47 5 0 60 60 25 0 5 120

2036 Mastem 0 125 0 0 0 0 10 60 0 0 0 20

GT west 0 0 0 0 23 0 37 0 0 0 25 95

Develop 0 0 0 63 17 0 0 34 0 15 0

Total 0 125 0 63 40 0 47 60 34 0 40 115

Grand Trunkway Road North Link Road 1 East Grand Trunkway Road South Link Road 1 West

Grand Trunkway Road North Link Road 1 East Grand Trunkway Road South Link Road 1 West


Appendix D SIDRA outputs

Ref No. 20130427

MOVEMENT SUMMARY

Site: TS151 - 2036 AM Peak -Port River Expressway Hanson Road 2036 AM peak With GT west volumes

Movement Performance - Vehicles Mov ID ODMo

v Demand Flows Deg. Satn

Total HV

veh/h % v/c

South: Hanson Road

1 L2 173 34.7 0.145

2 T1 75 60.0 0.212

3 R2 510 7.8 0.427

Approach 758 19.1 0.427

East: Port River Expressway

4 L2 1150 4.8 0.735

5 T1 1 0.0 0.002

6 R2 140 25.0 0.422

Approach 1291 7.0 0.735

North: Gillman Access

7 L2 70 35.7 0.079

8 T1 75 53.3 0.280

9 R2 30 16.7 0.195

Approach 175 40.0 0.280

West: Port River Expressway

10 L2 35 28.6 0.038

11 T1 1 0.0 0.726

12 R2 225 28.9 0.726

Approach 261 28.7 0.726

All Vehicles 2485 15.3 0.735

MOVEMENT SUMMARY

Site: TS151 - 2036 PM Peak Port River Expressway Hanson Road 2036 PM Peak with GT west volumes

Movement Performance - Vehicles

Mov ID ODMov

Demand Flows Deg. Satn

Total HV

veh/h % v/c

South: Hanson Road

1 L2 215 27.9 0.169

2 T1 47 42.6 0.085

3 R2 960 4.2 0.547

Approach 1222 9.8 0.547


4 L2 530 10.4 0.303

5 T1 1 0.0 0.006

6 R2 61 57.4 0.500

Approach 592 15.2 0.500


7 L2 90 27.8 0.124

8 T1 70 57.1 0.266

9 R2 30 16.7 0.195

Approach 190 36.8 0.266


10 L2 20 50.0 0.021

11 T1 1 0.0 0.545

12 R2 185 27.0 0.545

Approach 206 29.1 0.545

All Vehicles 2210 15.4 0.547

Gillman Masterplan Study Transport Assessment Report

- with GT west

Deg. Satn Average Delay

Level of Service

95% Back of Queue Prop. Queued

Vehicles Distance

v/c sec veh m

0.145 7.3 LOS A 1.3 12.2 0.22

0.212 38.7 LOS D 3.5 37.2 0.83

0.427 46.2 LOS D 9.4 70.1 0.88

0.427 36.6 LOS D 9.4 70.1 0.72

0.735 28.3 LOS C 24.0 174.6 0.78

0.002 39.5 LOS D 0.0 0.3 0.81

0.422 51.0 LOS D 7.2 61.5 0.92

0.735 30.7 LOS C 24.0 174.6 0.79

0.079 8.5 LOS A 0.6 5.5 0.30

0.280 57.5 LOS E 2.2 21.9 0.97

0.195 62.1 LOS E 1.7 13.5 0.96

0.280 38.7 LOS D 2.2 21.9 0.70

0.038 9.6 LOS A 0.5 4.2 0.30

0.726 61.4 LOS E 7.0 60.6 1.00

0.726 67.3 LOS E 7.0 60.6 1.00

0.726 59.6 LOS E 7.0 60.6 0.91

0.735 36.1 LOS D 24.0 174.6 0.78

2036 PM Peak - with GT west


Level of Service


Vehicles Distance

v/c sec veh m

0.169 7.2 LOS A 1.7 14.6 0.23

0.085 27.2 LOS C 1.8 17.2 0.69

0.547 38.0 LOS D 16.6 120.6 0.84

0.547 32.2 LOS C 16.6 120.6 0.72

0.303 24.5 LOS C 9.0 68.7 0.63

0.006 53.3 LOS D 0.1 0.4 0.93

0.500 65.7 LOS E 3.6 37.8 0.99

0.500 28.8 LOS C 9.0 68.7 0.67

0.124 10.0 LOS B 1.2 10.0 0.38

0.266 57.4 LOS E 2.0 20.9 0.97

0.195 62.1 LOS E 1.7 13.5 0.96

0.266 35.7 LOS D 2.0 20.9 0.69

0.021 8.3 LOS A 0.2 2.0 0.24

0.545 57.1 LOS E 5.4 46.5 0.99

0.545 63.0 LOS E 5.4 46.5 0.99

0.545 57.7 LOS E 5.4 46.5 0.92

0.547 33.9 LOS C 16.6 120.6 0.72


Effective Stop Rate

Average Speed

per veh km/h

0.60 51.9 0.66 36.9 0.79 33.8 0.74 37.1

0.82 40.6 0.49 36.6 0.79 32.4 0.82 39.5

0.61 51.1 0.72 31.1 0.72 29.3 0.68 36.4

0.61 50.4 0.87 28.7 0.87 28.3 0.83 30.0 0.78 37.3

Effective Stop Rate

Average Speed

per veh km/h

0.61 52.2 0.54 41.7 0.81 36.6 0.77 38.9

0.74 42.3 0.55 32.2 0.77 28.5 0.75 40.2

0.64 50.2 0.72 31.1 0.72 29.3 0.68 37.5

0.58 50.8 0.78 29.7 0.78 29.3 0.76 30.5 0.75 38.1

Ref No. 20130427

MOVEMENT SUMMARY

Site: TS151 - 2036 AM Peak -Port River Expressway Hanson Road 2036 AM Peak with full dev volumes inc GT west



Total HV

veh/h % v/c

South: Hanson Road

1 L2 228 30.7 0.204

2 T1 295 23.7 1.091

3 R2 510 7.8 0.674

Approach 1033 17.4 1.091


4 L2 1150 4.8 0.721

5 T1 1 0.0 0.002

6 R2 549 22.8 1.103

Approach 1700 10.6 1.103


7 L2 207 21.7 0.205

8 T1 148 40.5 0.518

9 R2 84 23.8 0.571

Approach 439 28.5 0.571


10 L2 211 19.0 0.479

11 T1 1 0.0 0.854

12 R2 243 28.8 0.854

Approach 455 24.2 0.854

All Vehicles 3627 16.4 1.103

MOVEMENT SUMMARY

Site: TS151 - 2036 PM Peak Port River Expressway Hanson Road 2036 PM peak With full dev vols inc GT west)


Mov ID ODMov


Total HV

veh/h % v/c

South: Hanson Road

1 L2 229 28.4 0.212

2 T1 159 22.0 0.395

3 R2 960 4.2 0.840

Approach 1348 10.4 0.840


4 L2 530 10.4 0.308

5 T1 1 0.0 0.002

6 R2 268 29.9 0.831

Approach 799 16.9 0.831


7 L2 490 24.5 0.599

8 T1 284 31.7 0.745

9 R2 163 21.5 0.859

Approach 937 26.1 0.859


10 L2 20 50.0 0.029

11 T1 1 0.0 0.547

12 R2 155 29.0 0.547

Approach 176 31.3 0.547

All Vehicles 3260 17.6 0.859


- with full dev

with full dev volumes inc GT west


Level of Service


Vehicles Distance

v/c sec veh m

0.204 7.8 LOS A 1.9 16.6 0.27

1.091 249.6 LOS F 42.7 359.6 1.00

0.674 58.2 LOS E 10.8 81.0 0.98

1.091 101.7 LOS F 42.7 359.6 0.83

0.721 27.5 LOS C 23.5 171.6 0.76

0.002 29.9 LOS C 0.0 0.3 0.71

1.103 272.8 LOS F 86.0 719.4 1.00

1.103 106.7 LOS F 86.0 719.4 0.84

0.205 8.9 LOS A 2.1 17.6 0.35

0.518 59.0 LOS E 4.4 41.1 1.00

0.571 65.2 LOS E 5.0 42.0 1.00

0.571 36.6 LOS D 5.0 42.0 0.69

0.479 34.4 LOS C 9.3 75.7 0.84

0.854 68.5 LOS E 8.1 70.2 1.00

0.854 74.4 LOS E 8.1 70.2 1.00

0.854 55.8 LOS E 9.3 75.7 0.92

1.103 90.4 LOS F 86.0 719.4 0.83

2036 PM Peak - with full dev

With full dev vols inc GT west)


Level of Service


Vehicles Distance

v/c sec veh m

0.212 8.5 LOS A 2.3 19.7 0.33

0.395 42.2 LOS D 7.9 66.0 0.89

0.840 57.4 LOS E 22.0 159.8 0.98

0.840 47.3 LOS D 22.0 159.8 0.86

0.308 25.1 LOS C 9.2 69.9 0.64

0.002 39.5 LOS D 0.0 0.3 0.81

0.831 63.0 LOS E 16.8 147.8 1.00

0.831 37.8 LOS D 16.8 147.8 0.76

0.599 13.5 LOS B 11.3 96.0 0.63

0.745 60.0 LOS E 8.7 77.2 1.00

0.859 72.4 LOS E 10.7 88.7 1.00

0.859 37.9 LOS D 11.3 96.0 0.80

0.029 14.7 LOS B 0.4 4.2 0.43

0.547 59.2 LOS E 4.6 40.2 1.00

0.547 65.1 LOS E 4.6 40.2 1.00

0.547 59.4 LOS E 4.6 40.2 0.93

0.859 42.9 LOS D 22.0 159.8 0.82


Effective Stop Rate

Average Speed

per veh km/h

0.62 51.7 1.99 11.9 0.83 30.5 1.11 22.5

0.81 41.0 0.43 40.4 1.78 11.0 1.13 21.8

0.65 51.2 0.77 30.7 0.79 28.5 0.71 37.1

0.80 37.8 0.99 27.2 0.99 26.8 0.90 31.0 1.04 24.1

Effective Stop Rate

Average Speed

per veh km/h

0.64 51.3 0.73 35.6 0.91 30.7 0.84 33.5

0.75 42.0 0.49 36.6 0.95 29.3 0.81 36.6

0.76 48.0 0.89 30.4 0.97 27.0 0.84 36.6

0.62 46.7 0.78 29.2 0.78 28.8 0.76 30.1 0.83 34.9

Ref No. 20130427

MOVEMENT SUMMARY

Site: TS119 - 2036 AM with GT westPort River Expressway Eastern Pde 2036 AM peak with GT west vols



Total HV

veh/h % v/c

East: east pde se

4a L1 160 22.5 0.530

5 T1 258 25.2 0.842

Approach 418 24.2 0.842

NorthEast: east ramps

24b L3 215 11.6 0.142

25 T1 50 20.0 0.864

26a R1 221 14.5 0.864

Approach 486 13.8 0.864

West: east pde nw

10a L1 96 35.4 0.343

11 T1 100 47.0 0.366

Approach 196 41.3 0.366

SouthWest: west ramps

30b L3 10 10.0 0.881

31 T1 25 20.0 0.881

32a R1 135 37.8 0.881

Approach 170 33.5 0.881

All Vehicles 1270 24.1 0.881

MOVEMENT SUMMARY

Site: TS119 - 2036 PM with GT westPort River Expressway Eastern Pde 2036 PM Peak with GT west vols


Mov ID ODMov


Total HV

veh/h % v/c

East: east pde se

4a L1 140 12.1 0.414

5 T1 247 14.2 0.721

Approach 387 13.4 0.721


24b L3 95 10.5 0.062

25 T1 20 25.0 0.583

26a R1 90 15.6 0.583

Approach 205 14.1 0.583

West: east pde nw

10a L1 287 8.7 0.830

11 T1 129 15.5 0.379

Approach 416 10.8 0.830


30b L3 15 6.7 0.784

31 T1 25 32.0 0.784

32a R1 180 11.1 0.784

Approach 220 13.2 0.784

All Vehicles 1228 12.6 0.830


2036 AM with GT west


Level of Service


Vehicles Distance

v/c sec veh m

0.530 48.7 LOS D 7.6 63.7 0.96

0.842 53.2 LOS D 14.5 123.6 1.00

0.842 51.4 LOS D 14.5 123.6 0.98

0.142 7.0 LOS A 0.0 0.0 0.00

0.864 55.2 LOS E 15.6 123.9 1.00

0.864 59.8 LOS E 15.6 123.9 1.00

0.864 35.9 LOS D 15.6 123.9 0.56

0.343 46.9 LOS D 4.4 40.3 0.92

0.366 41.8 LOS D 4.6 45.4 0.92

0.366 44.3 LOS D 4.6 45.4 0.92

0.881 68.8 LOS E 10.3 92.5 1.00

0.881 61.9 LOS E 10.3 92.5 1.00

0.881 66.6 LOS E 10.3 92.5 1.00

0.881 66.0 LOS E 10.3 92.5 1.00

0.881 46.4 LOS D 15.6 123.9 0.81

2036 PM with GT west


Level of Service


Vehicles Distance

v/c sec veh m

0.414 44.3 LOS D 6.1 47.5 0.93

0.721 43.5 LOS D 11.9 93.7 0.99

0.721 43.8 LOS D 11.9 93.7 0.97

0.062 6.9 LOS A 0.0 0.0 0.00

0.583 48.1 LOS D 5.4 43.3 1.00

0.583 52.7 LOS D 5.4 43.3 1.00

0.583 31.0 LOS C 5.4 43.3 0.53

0.830 53.9 LOS D 15.1 113.6 1.00

0.379 38.9 LOS D 5.6 44.5 0.92

0.830 49.2 LOS D 15.1 113.6 0.97

0.784 54.9 LOS D 11.3 88.0 1.00

0.784 48.0 LOS D 11.3 88.0 1.00

0.784 52.5 LOS D 11.3 88.0 1.00

0.784 52.1 LOS D 11.3 88.0 1.00

0.830 45.0 LOS D 15.1 113.6 0.90


Effective Stop Rate

Average Speed

per veh km/h

0.81 32.3 1.01 32.0 0.93 32.1

0.57 54.4 1.01 30.5 1.01 30.0 0.82 37.7

0.78 32.7 0.73 35.5 0.75 34.1

1.08 29.0 1.08 28.9 1.08 28.4 1.08 28.5 0.88 33.8

Effective Stop Rate

Average Speed

per veh km/h

0.79 33.8 0.88 34.9 0.85 34.5

0.57 54.4 0.80 32.4 0.80 31.9 0.69 39.7

0.93 31.1 0.74 36.5 0.87 32.6

0.93 32.5 0.93 32.4 0.93 32.0 0.93 32.1 0.84 34.1

Ref No. 20130427

MOVEMENT SUMMARY

Site: TS119 - 2036 AM with GT west & full devPort River Expressway Eastern Pde 2036 AM peak with GT west and full dev vols



Total HV

veh/h % v/c

East: east pde se

4a L1 160 22.5 0.756

5 T1 355 22.5 0.756

Approach 515 22.5 0.756


24b L3 231 10.8 0.152

25 T1 50 20.0 0.097

26a R1 379 19.8 0.752

Approach 660 16.7 0.752

West: east pde nw

10a L1 148 30.4 0.303

11 T1 147 40.8 0.472

Approach 295 35.6 0.472


30b L3 88 22.7 0.129

31 T1 25 20.0 0.741

32a R1 135 37.8 0.741

Approach 248 30.6 0.741

All Vehicles 1718 23.7 0.756

MOVEMENT SUMMARY

Site: TS119 - 2036 PM with GT west & full devPort River Expressway Eastern Pde 2036 PM Peak with GT west and full dev vols


Mov ID ODMov


Total HV

veh/h % v/c

East: east pde se

4a L1 140 12.1 0.453

5 T1 291 13.7 0.453

Approach 431 13.2 0.453


24b L3 127 14.2 0.085

25 T1 20 25.0 0.088

26a R1 129 19.4 0.565

Approach 276 17.4 0.565

West: east pde nw

10a L1 361 11.1 0.497

11 T1 255 19.6 0.552

Approach 616 14.6 0.552


30b L3 68 14.7 0.071

31 T1 25 32.0 0.546

32a R1 180 11.1 0.546

Approach 273 13.9 0.546

All Vehicles 1596 14.6 0.565


2036 AM with GT west & full dev

with GT west and full dev vols


Level of Service


Vehicles Distance

v/c sec veh m

0.756 68.5 LOS E 19.2 149.6 1.00

0.756 63.6 LOS E 19.2 149.6 1.00

0.756 65.1 LOS E 19.2 158.0 1.00

0.152 6.9 LOS A 0.0 0.0 0.00

0.097 40.1 LOS D 2.6 21.3 0.75

0.752 56.1 LOS E 25.3 206.8 0.97

0.752 37.7 LOS D 25.3 206.8 0.61

0.303 59.5 LOS E 6.1 53.5 0.88

0.472 57.7 LOS E 9.6 90.8 0.93

0.472 58.6 LOS E 9.6 90.8 0.91

0.129 20.8 LOS C 2.7 23.0 0.53

0.741 70.8 LOS E 11.9 107.9 1.00

0.741 75.4 LOS E 11.9 107.9 1.00

0.741 55.6 LOS E 11.9 107.9 0.83

0.756 52.1 LOS D 25.3 206.8 0.81

2036 PM with GT west & full dev

with GT west and full dev vols


Level of Service


Vehicles Distance

v/c sec veh m

0.453 51.4 LOS D 12.2 94.9 0.89

0.453 46.3 LOS D 12.4 96.6 0.89

0.453 47.9 LOS D 12.4 96.6 0.89

0.085 7.0 LOS A 0.0 0.0 0.00

0.088 57.5 LOS E 1.2 10.3 0.91

0.565 67.0 LOS E 8.5 69.0 0.98

0.565 38.7 LOS D 8.5 69.0 0.53

0.497 50.4 LOS D 13.6 104.5 0.88

0.552 47.8 LOS D 15.0 122.9 0.92

0.552 49.3 LOS D 15.0 122.9 0.89

0.071 11.3 LOS B 1.1 8.6 0.34

0.546 53.1 LOS D 12.6 98.2 0.94

0.546 57.4 LOS E 12.6 98.2 0.94

0.546 45.6 LOS D 12.6 98.2 0.79

0.565 46.5 LOS D 15.0 122.9 0.81


Effective Stop Rate

Average Speed

per veh km/h

0.88 28.0 0.89 29.1 0.89 28.8

0.57 54.4 0.58 36.2 0.87 31.0 0.74 37.1

0.76 29.6 0.77 30.8 0.76 30.2

0.70 44.4 0.88 27.1 0.88 26.7 0.82 31.2 0.80 32.2

Effective Stop Rate

Average Speed

per veh km/h

0.79 32.2 0.76 33.8 0.77 33.3

0.57 54.3 0.65 30.9 0.80 28.4 0.68 36.8

0.80 32.2 0.78 33.6 0.79 32.8

0.66 50.3 0.81 31.1 0.81 30.8 0.77 34.2 0.76 33.8

Ref No. 20130427

MOVEMENT SUMMARY

Site: TS315 - 2036 AM Peak -Port River Expressway Perkins Drive Francis Street2036 AM peak with GT west volumes


Mov ID ODMov


Total HV

veh/h % v/c

South: Perkins Drive

1 L2 105 9.5 0.139

2 T1 116 13.8 0.433

3 R2 585 6.0 0.989

Approach 806 7.6 0.989

East: Francis Street

4 L2 840 5.4 0.593

5 T1 1135 24.2 0.995

6 R2 97 30.9 0.589

Approach 2072 16.9 0.995

North: Perkins Drive

7 L2 35 28.6 0.067

8 T1 35 42.9 0.142

9 R2 65 46.2 0.460

Approach 135 40.7 0.460


10 L2 141 21.3 0.113

11 T1 1040 27.9 0.775

12 R2 180 5.6 0.931

Approach 1361 24.2 0.931

All Vehicles 4374 18.2 0.995

MOVEMENT SUMMARY

Site: TS315 - 2036 PM Peak Port River Expressway Perkins Drive Francis Street2036 PM Peak with GT west volume


Mov ID ODMov


Total HV

veh/h % v/c


1 L2 140 7.1 0.192

2 T1 36 27.8 0.265

3 R2 740 4.7 0.921

Approach 916 6.0 0.921


4 L2 650 6.9 0.447

5 T1 940 29.3 0.869

6 R2 45 66.7 0.450

Approach 1635 21.4 0.869


7 L2 55 18.2 0.111

8 T1 113 8.8 0.379

9 R2 140 21.4 0.388

Approach 308 16.2 0.388


10 L2 83 24.1 0.061

11 T1 1300 22.3 0.921

12 R2 95 10.5 0.693

Approach 1478 21.7 0.921

All Vehicles 4337 17.9 0.921


- with GT west Port River Expressway Perkins Drive Francis Street


Level of Service


Vehicles Distance

v/c sec veh m

0.139 23.7 LOS C 3.7 28.0 0.58

0.433 60.0 LOS E 7.4 57.6 0.96

0.989 125.1 LOS F 29.5 216.9 1.00

0.989 102.5 LOS F 29.5 216.9 0.94

0.593 10.3 LOS B 17.2 125.9 0.44

0.995 114.1 LOS F 75.2 636.0 0.91

0.589 72.7 LOS E 6.6 58.2 1.00

0.995 70.1 LOS E 75.2 636.0 0.72

0.067 22.6 LOS C 1.2 10.3 0.55

0.142 67.1 LOS E 1.2 11.2 0.96

0.460 73.0 LOS E 4.4 42.8 0.99

0.460 58.4 LOS E 4.4 42.8 0.87

0.113 8.3 LOS A 1.8 14.8 0.25

0.775 32.1 LOS C 27.5 238.6 0.84

0.931 94.1 LOS F 14.8 108.8 1.00

0.931 37.9 LOS D 27.5 238.6 0.80

0.995 65.7 LOS E 75.2 636.0 0.79

2036 PM Peak - with GT west Port River Expressway Perkins Drive Francis Street


Level of Service


Vehicles Distance

v/c sec veh m

0.192 20.9 LOS C 4.6 34.1 0.56

0.265 67.9 LOS E 2.4 20.8 0.98

0.921 83.4 LOS F 30.1 219.4 1.00

0.921 73.2 LOS E 30.1 219.4 0.93

0.447 8.1 LOS A 9.7 72.1 0.31

0.869 47.6 LOS D 39.6 346.3 0.88

0.450 76.9 LOS E 3.1 34.4 0.99

0.869 32.7 LOS C 39.6 346.3 0.66

0.111 33.5 LOS C 2.4 19.4 0.69

0.379 68.4 LOS E 3.9 29.1 0.99

0.388 56.1 LOS E 8.2 68.0 0.90

0.388 56.6 LOS E 8.2 68.0 0.90

0.061 6.9 LOS A 0.6 5.2 0.17

0.921 59.3 LOS E 49.8 415.3 0.97

0.693 77.9 LOS E 6.7 51.4 1.00

0.921 57.6 LOS E 49.8 415.3 0.92

0.921 51.4 LOS D 49.8 415.3 0.82


Effective Stop Rate

Average Speed

per veh km/h

0.70 42.7 0.77 30.4 1.21 19.7 1.08 22.4

0.72 50.6 1.34 21.0 0.79 27.1 1.06 27.9

0.67 42.8 0.68 28.7 0.77 26.9 0.72 30.3

0.61 51.5 0.75 39.4 1.08 23.6 0.78 37.0 0.97 28.9

Effective Stop Rate

Average Speed

per veh km/h

0.71 44.2 0.72 28.5 1.03 25.3 0.96 27.2

0.65 52.1 0.91 33.8 0.76 26.0 0.80 38.9

0.71 38.2 0.75 28.4 0.79 30.9 0.76 30.9

0.58 52.5 1.05 30.5 0.83 26.3 1.01 30.9 0.90 32.5

Ref No. 20130427

MOVEMENT SUMMARY

Site: TS315 - 2036 AM Peak -Port River Expressway Perkins Drive Francis Street2036 AM peak with 2nd LT lane with full dev volumes inc GT west



Total HV

veh/h % v/c


1 L2 105 9.5 0.134

2 T1 138 11.6 0.454

3 R2 679 5.2 0.938

Approach 922 6.6 0.938


4 L2 867 5.2 0.352

5 T1 1170 23.5 0.965

6 R2 97 30.9 0.591

Approach 2134 16.4 0.965


7 L2 35 28.6 0.071

8 T1 43 34.9 0.179

9 R2 75 40.0 0.453

Approach 153 35.9 0.453


10 L2 169 17.8 0.134

11 T1 1146 25.3 0.883

12 R2 180 5.6 0.935

Approach 1495 22.1 0.935

All Vehicles 4704 16.9 0.965

MOVEMENT SUMMARY

Site: TS315 - 2036 PM Peak -Port River Expressway Perkins Drive Francis Street2036 AM peak - with 2nd LT lane


Mov ID ODMov


Total HV

veh/h % v/c


1 L2 140 7.1 0.201

2 T1 45 22.2 0.344

3 R2 777 4.5 0.916

Approach 962 5.7 0.916


4 L2 720 6.3 0.281

5 T1 1033 26.6 0.825

6 R2 45 66.7 0.482

Approach 1798 19.5 0.825


7 L2 55 18.2 0.119

8 T1 133 7.5 0.474

9 R2 164 18.3 0.434

Approach 352 14.2 0.474


10 L2 94 21.3 0.068

11 T1 1348 21.5 0.931

12 R2 95 10.5 0.742

Approach 1537 20.8 0.931

All Vehicles 4649 16.7 0.931

Gillman Masterplan Study Transport Ass

- with full dev - 2nd LT lane Port River Expressway Perkins Drive Francis Street

full dev volumes inc GT west


Level of Service


Vehicles Distance

v/c sec veh m

0.134 22.5 LOS C 3.7 28.1 0.55

0.454 62.0 LOS E 9.2 71.1 0.95

0.938 95.6 LOS F 30.6 223.7 1.00

0.938 82.2 LOS F 30.6 223.7 0.94

0.352 16.3 LOS B 13.0 95.1 0.45

0.965 87.8 LOS F 63.3 532.4 0.92

0.591 77.3 LOS E 7.0 62.2 1.00

0.965 58.3 LOS E 63.3 532.4 0.73

0.071 29.0 LOS C 1.4 12.5 0.61

0.179 72.8 LOS E 1.6 14.2 0.97

0.453 75.2 LOS E 5.3 49.9 0.98

0.453 64.0 LOS E 5.3 49.9 0.89

0.134 8.6 LOS A 2.4 19.3 0.26

0.883 49.7 LOS D 41.2 350.7 0.90

0.935 100.5 LOS F 15.9 116.5 1.00

0.935 51.2 LOS D 41.2 350.7 0.84

0.965 60.9 LOS E 63.3 532.4 0.81

- with full dev - with 2nd LT lane Port River Expressway Perkins Drive Francis Street


Level of Service


Vehicles Distance

v/c sec veh m

0.201 21.5 LOS C 4.9 36.3 0.56

0.344 73.9 LOS E 3.3 27.1 0.99

0.916 85.0 LOS F 33.1 240.7 1.00

0.916 75.2 LOS E 33.1 240.7 0.93

0.281 13.7 LOS B 9.2 67.7 0.39

0.825 40.7 LOS D 37.2 319.6 0.87

0.482 82.8 LOS F 3.4 37.0 1.00

0.825 31.0 LOS C 37.2 319.6 0.68

0.119 37.1 LOS D 2.6 21.4 0.71

0.474 74.6 LOS E 4.9 36.8 1.00

0.434 58.6 LOS E 10.2 82.9 0.90

0.474 61.3 LOS E 10.2 82.9 0.91

0.068 6.9 LOS A 0.7 6.2 0.16

0.931 64.4 LOS E 56.2 465.9 0.96

0.742 84.7 LOS F 7.3 55.8 1.00

0.931 62.1 LOS E 56.2 465.9 0.92

0.931 52.7 LOS D 56.2 465.9 0.83


Effective Stop Rate

Average Speed

per veh km/h

0.70 43.2 0.77 29.9 1.06 23.4 0.97 25.6

0.70 46.8 1.16 24.7 0.79 26.2 0.96 30.7

0.69 39.9 0.70 27.5 0.78 26.5 0.73 29.0

0.62 51.5 0.91 33.2 1.07 22.6 0.89 32.7 0.93 30.0

Effective Stop Rate

Average Speed

per veh km/h

0.71 43.8 0.74 27.3 1.01 25.1 0.96 26.9

0.68 48.3 0.82 36.1 0.76 25.0 0.76 39.7

0.72 36.8 0.76 27.2 0.80 30.3 0.77 29.8

0.58 52.6 1.05 29.3 0.86 25.0 1.01 29.8 0.88 32.2

Ref No. 20130427

MOVEMENT SUMMARY

Site: TS305 - 2036 AM Peak -Eastern Parade Perkins Drive Grand Trunkway2036 AM Peak with GT west volumes



Total HV

veh/h % v/c


1 L2 151 26.5 0.127

2 T1 152 32.9 0.688

3 R2 20 50.0 0.110

Approach 323 31.0 0.688

East: Eastern Parade

4 L2 30 16.7 0.640

5 T1 151 39.7 0.640

6 R2 213 30.5 0.857

Approach 394 33.0 0.857

North: Grand Trunkway

7 L2 106 37.7 0.226

8 T1 45 44.4 0.222

9 R2 5 0.0 0.021

Approach 156 38.5 0.226

West: Eastern Parade

10 L2 10 50.0 0.305

11 T1 60 50.0 0.305

12 R2 50 40.0 0.305

Approach 120 45.8 0.305

All Vehicles 993 34.7 0.857

MOVEMENT SUMMARY

Site: TS305 - 2036 PM Peak Eastern Parade Perkins Drive Grand Trunkway2036 PM Peak - with GT west vols


Mov ID ODMov


Total HV

veh/h % v/c


1 L2 73 43.8 0.066

2 T1 51 41.2 0.233

3 R2 20 50.0 0.106

Approach 144 43.8 0.233


4 L2 15 33.3 0.431

5 T1 85 35.3 0.431

6 R2 107 32.7 0.535

Approach 207 33.8 0.535


7 L2 255 37.3 0.595

8 T1 170 20.6 0.711

9 R2 10 50.0 0.054

Approach 435 31.0 0.711


10 L2 10 50.0 0.676

11 T1 151 46.4 0.676

12 R2 116 37.9 0.676

Approach 277 43.0 0.676

All Vehicles 1063 36.4 0.711


- with GT west Eastern Parade Perkins Drive Grand Trunkway


Level of Service


Vehicles Distance

v/c sec veh m

0.127 7.2 LOS A 0.8 7.1 0.26

0.688 41.6 LOS D 6.4 57.1 0.98

0.110 43.9 LOS D 0.8 7.7 0.89

0.688 25.7 LOS C 6.4 57.1 0.64

0.640 43.6 LOS D 7.3 66.7 0.95

0.640 37.9 LOS D 7.3 66.7 0.95

0.857 46.9 LOS D 9.1 80.6 1.00

0.857 43.2 LOS D 9.1 80.6 0.98

0.226 19.3 LOS B 1.8 16.3 0.77

0.222 38.5 LOS D 1.8 16.9 0.91

0.021 41.7 LOS D 0.2 1.3 0.88

0.226 25.5 LOS C 1.8 16.9 0.82

0.305 41.9 LOS D 2.2 21.5 0.92

0.305 36.2 LOS D 2.2 21.3 0.92

0.305 45.4 LOS D 2.2 21.3 0.92

0.305 40.5 LOS D 2.2 21.5 0.92

0.857 34.4 LOS C 9.1 80.6 0.83

2036 PM Peak - with GT west Eastern Parade Perkins Drive Grand Trunkway


Level of Service


Vehicles Distance

v/c sec veh m

0.066 7.4 LOS A 0.4 3.6 0.25

0.233 36.8 LOS D 1.9 18.1 0.91

0.106 42.2 LOS D 0.7 7.4 0.89

0.233 22.7 LOS C 1.9 18.1 0.57

0.431 43.2 LOS D 3.8 34.9 0.93

0.431 37.3 LOS D 3.8 34.9 0.93

0.535 45.1 LOS D 4.2 38.0 0.95

0.535 41.7 LOS D 4.2 38.0 0.94

0.595 21.6 LOS C 4.7 43.9 0.90

0.711 39.9 LOS D 6.9 56.6 0.98

0.054 41.7 LOS D 0.4 3.6 0.88

0.711 29.2 LOS C 6.9 56.6 0.93

0.676 47.9 LOS D 5.7 56.3 0.98

0.676 41.6 LOS D 5.7 56.3 0.98

0.676 46.1 LOS D 5.3 49.9 0.98

0.676 43.7 LOS D 5.7 56.3 0.98

0.711 34.5 LOS C 6.9 56.6 0.90


Effective Stop Rate

Average Speed

per veh km/h

0.61 52.3 0.79 35.7 0.70 33.7 0.70 41.8

0.79 35.7 0.79 36.6 0.84 33.4 0.81 34.7

0.73 44.4 0.68 36.8 0.64 35.1 0.72 41.6

0.75 35.9 0.75 37.2 0.74 33.9 0.74 35.6 0.75 37.9

Effective Stop Rate

Average Speed

per veh km/h

0.60 51.6 0.68 37.4 0.70 34.2 0.64 42.9

0.74 35.7 0.74 37.0 0.78 33.9 0.76 35.2

0.80 43.2 0.79 36.3 0.67 34.5 0.80 40.0

0.82 34.1 0.81 35.4 0.79 33.7 0.81 34.6 0.77 37.8

Ref No. 20130427

MOVEMENT SUMMARY

Site: TS305 - 2036 AM Peak -Eastern Parade Perkins Drive Grand Trunkway2036 AM Peak with full dev vols inc GT wes



Total HV

veh/h % v/c


1 L2 147 27.2 0.122

2 T1 202 29.7 0.724

3 R2 23 43.5 0.144

Approach 372 29.6 0.724


4 L2 33 15.2 0.517

5 T1 170 38.2 0.517

6 R2 322 29.5 0.922

Approach 525 31.4 0.922


7 L2 147 34.0 0.226

8 T1 67 29.9 0.233

9 R2 13 38.5 0.080

Approach 227 33.0 0.233


10 L2 10 50.0 0.403

11 T1 78 41.0 0.403

12 R2 50 40.0 0.403

Approach 138 41.3 0.403

All Vehicles 1262 32.3 0.922

MOVEMENT SUMMARY

Site: TS305 - 2036 PM Peak Eastern Parade Perkins Drive Grand Trunkway2036 PM Peak - with full dev inc GT west


Mov ID ODMov


Total HV

veh/h % v/c


1 L2 73 43.8 0.066

2 T1 77 32.5 0.273

3 R2 26 38.5 0.134

Approach 176 38.1 0.273


4 L2 21 23.8 0.551

5 T1 105 33.3 0.551

6 R2 115 30.4 0.588

Approach 241 31.1 0.588


7 L2 268 35.4 0.565

8 T1 220 22.7 0.767

9 R2 10 50.0 0.056

Approach 498 30.1 0.767


10 L2 10 50.0 0.708

11 T1 167 29.9 0.708

12 R2 116 38.8 0.708

Approach 293 34.1 0.708

All Vehicles 1208 32.5 0.767


- with full dev Eastern Parade Perkins Drive Grand Trunkway 2036 AM Peak with full dev vols inc GT wes


Level of Service


Vehicles Distance

v/c sec veh m

0.122 7.0 LOS A 0.8 7.0 0.22

0.724 45.0 LOS D 9.6 84.0 0.97

0.144 52.6 LOS D 1.1 10.2 0.91

0.724 30.5 LOS C 9.6 84.0 0.67

0.517 43.3 LOS D 8.8 79.5 0.89

0.517 37.6 LOS D 8.8 79.5 0.89

0.922 53.7 LOS D 17.0 149.1 1.00

0.922 47.8 LOS D 17.0 149.1 0.96

0.226 17.3 LOS B 2.4 22.1 0.68

0.233 40.9 LOS D 2.9 25.4 0.88

0.080 51.8 LOS D 0.6 5.5 0.90

0.233 26.2 LOS C 2.9 25.4 0.75

0.403 54.1 LOS D 3.2 30.7 0.95

0.403 48.1 LOS D 3.2 30.7 0.95

0.403 54.7 LOS D 3.1 29.1 0.95

0.403 50.9 LOS D 3.2 30.7 0.95

0.922 39.2 LOS D 17.0 149.1 0.83

2036 PM Peak - with full dev Eastern Parade Perkins Drive Grand Trunkway

with full dev inc GT west


Level of Service


Vehicles Distance

v/c sec veh m

0.066 7.3 LOS A 0.4 3.6 0.24

0.273 35.7 LOS D 2.9 25.9 0.89

0.134 43.9 LOS D 1.0 9.3 0.90

0.273 25.2 LOS C 2.9 25.9 0.62

0.551 45.6 LOS D 5.1 45.6 0.95

0.551 39.8 LOS D 5.1 45.6 0.95

0.588 47.1 LOS D 4.8 42.2 0.96

0.588 43.8 LOS D 5.1 45.6 0.96

0.565 21.0 LOS C 5.0 45.9 0.88

0.767 39.5 LOS D 9.1 76.1 0.98

0.056 43.4 LOS D 0.4 3.8 0.88

0.767 29.6 LOS C 9.1 76.1 0.92

0.708 49.8 LOS D 6.6 58.2 0.98

0.708 43.5 LOS D 6.6 58.2 0.98

0.708 48.1 LOS D 5.7 52.6 0.98

0.708 45.6 LOS D 6.6 58.2 0.98

0.767 35.7 LOS D 9.1 76.1 0.90


Effective Stop Rate

Average Speed

per veh km/h

0.60 52.4 0.80 34.6 0.71 31.3 0.71 39.6

0.76 35.8 0.76 36.7 0.91 31.5 0.85 33.3

0.72 45.6 0.68 35.9 0.69 31.6 0.71 41.3

0.78 32.1 0.77 33.2 0.75 31.4 0.76 32.5 0.78 36.1

Effective Stop Rate

Average Speed

per veh km/h

0.59 51.7 0.69 37.9 0.71 33.9 0.65 41.8

0.77 34.9 0.77 36.0 0.79 33.3 0.78 34.6

0.80 43.5 0.81 36.4 0.67 33.9 0.80 39.9

0.82 33.5 0.82 34.8 0.80 33.2 0.81 34.1 0.78 37.4

Ref No. 20130427

MOVEMENT SUMMARY

Site: East pde link Rd 2036 AM GTW and full devEastern Parade Link Road 2036 AM Peak with GT west & full dev volumes



Total HV

veh/h % v/c

South: Eastern Pde SE

2 T1 492 26.4 0.477

3 R2 189 34.4 0.436

Approach 681 28.6 0.477

East: Link Rd

4 L2 66 37.9 0.068

6 R2 32 31.3 0.116

Approach 98 35.7 0.116

North: Eastern Pde NW

7 L2 32 31.3 0.422

8 T1 229 26.2 0.422

Approach 261 26.8 0.422

All Vehicles 1040 28.8 0.477

MOVEMENT SUMMARY

Site: East pde link Rd 2036 PM GTW & full devEastern Parade Link Road 2036 PM Peak with GT west & full dev volumes


Mov ID ODMov


Total HV

veh/h % v/c

South: Eastern Pde SE

2 T1 192 31.3 0.191

3 R2 104 24.0 0.349

Approach 296 28.7 0.349

East: Link Rd

4 L2 190 34.2 0.215

6 R2 34 29.4 0.122

Approach 224 33.5 0.215

North: Eastern Pde NW

7 L2 34 29.4 0.487

8 T1 426 29.3 0.487

Approach 460 29.3 0.487



Site: East pde link Rd 2036 AM GTW and full dev


Level of Service


Vehicles Distance

v/c sec veh m

0.477 7.8 LOS A 8.4 72.0 0.62

0.436 25.7 LOS C 4.7 42.7 0.86

0.477 12.8 LOS B 8.4 72.0 0.69

0.068 7.7 LOS A 0.4 3.5 0.33

0.116 28.9 LOS C 0.8 7.3 0.87

0.116 14.6 LOS B 0.8 7.3 0.50

0.422 30.5 LOS C 3.6 30.9 0.93

0.422 24.6 LOS C 3.6 30.9 0.93

0.422 25.4 LOS C 3.6 30.9 0.93

0.477 16.1 LOS B 8.4 72.0 0.73

Site: East pde link Rd 2036 PM GTW & full dev


Level of Service


Vehicles Distance

v/c sec veh m

0.191 6.3 LOS A 2.6 23.4 0.50

0.349 30.1 LOS C 2.8 23.7 0.91

0.349 14.7 LOS B 2.8 23.7 0.64

0.215 8.3 LOS A 1.5 13.3 0.41

0.122 28.9 LOS C 0.9 7.6 0.87

0.215 11.5 LOS B 1.5 13.3 0.48

0.487 25.8 LOS C 5.9 51.3 0.88

0.487 20.0 LOS B 5.9 51.3 0.88

0.487 20.4 LOS C 5.9 51.3 0.88

0.487 16.6 LOS B 5.9 51.3 0.72

ransport Assessment Report

Effective Stop Rate

Average Speed

per veh km/h

0.55 53.2 0.79 41.0 0.61 49.1

0.62 51.5 0.71 39.3 0.65 46.8

0.75 40.5 0.75 42.4 0.75 42.2 0.65 47.0

Effective Stop Rate

Average Speed

per veh km/h

0.41 54.4 0.77 39.2 0.54 47.8

0.66 51.1 0.72 39.4 0.67 48.9

0.74 43.0 0.74 45.0 0.74 44.8 0.66 46.6

Ref No. 20130427

MOVEMENT SUMMARY

Site: GT link Rd 2036 AM with GT west & full devGrand Trunkway Link rd - RSA 2036 AM Peak with GT west and full dev volumes


Mov ID ODMov


Total HV

veh/h % v/c

South: grand trunkway

1 L2 110 36.4 0.093

2 T1 120 41.7 0.549

3 R2 155 22.6 0.704

Approach 385 32.5 0.704

East: GT east access

4 L2 60 8.3 0.046

5 T1 34 5.9 0.161

6 R2 5 40.0 0.161

Approach 99 9.1 0.161


7 L2 5 40.0 0.004

8 T1 40 50.0 0.195

9 R2 5 40.0 0.026

Approach 50 48.0 0.195

West: RSA access

10 L2 5 40.0 0.115

11 T1 25 8.0 0.115

12 R2 35 57.1 0.200

Approach 65 36.9 0.200


MOVEMENT SUMMARY

Site: GT link Rd 2036 PM with GT west & full devGrand Trunkway Link rd - RSA 2036 PM Peak with GT west and full dev volumes


Mov ID ODMov


Total HV

veh/h % v/c

South: grand trunkway

1 L2 50 80.0 0.052

2 T1 60 83.3 0.333

3 R2 35 57.1 0.193

Approach 145 75.9 0.333

East: GT east access

4 L2 95 5.3 0.074

5 T1 40 5.0 0.184

6 R2 5 40.0 0.184

Approach 140 6.4 0.184


7 L2 5 40.0 0.004

8 T1 125 24.0 0.533

9 R2 5 40.0 0.026

Approach 135 25.2 0.533

West: RSA access

10 L2 5 40.0 0.187

11 T1 40 25.0 0.187

12 R2 95 36.8 0.487

Approach 140 33.6 0.487



Site: GT link Rd 2036 AM with GT west & full dev

with GT west and full dev volumes


Level of Service


Vehicles Distance

v/c sec veh m

0.093 7.2 LOS A 0.6 5.1 0.24

0.549 39.0 LOS D 4.7 45.1 0.96

0.704 45.8 LOS D 6.3 52.5 0.98

0.704 32.7 LOS C 6.3 52.5 0.76

0.046 7.0 LOS A 0.3 2.4 0.24

0.161 36.1 LOS D 1.4 10.9 0.90

0.161 42.2 LOS D 1.4 10.9 0.90

0.161 18.8 LOS B 1.4 10.9 0.50

0.004 7.1 LOS A 0.0 0.2 0.22

0.195 36.7 LOS D 1.5 14.9 0.90

0.026 41.0 LOS D 0.2 1.7 0.87

0.195 34.2 LOS C 1.5 14.9 0.83

0.115 32.5 LOS C 0.9 7.2 0.88

0.115 26.5 LOS C 0.9 7.2 0.88

0.200 43.2 LOS D 1.3 13.8 0.90

0.200 36.0 LOS D 1.3 13.8 0.89

0.704 30.9 LOS C 6.3 52.5 0.74

Site: GT link Rd 2036 PM with GT west & full dev

2036 PM Peak with GT west and full dev volumes


Level of Service


Vehicles Distance

v/c sec veh m

0.052 7.6 LOS A 0.2 2.9 0.23

0.333 37.9 LOS D 2.3 27.8 0.92

0.193 43.1 LOS D 1.3 13.7 0.90

0.333 28.7 LOS C 2.3 27.8 0.68

0.074 7.0 LOS A 0.5 3.8 0.25

0.184 36.3 LOS D 1.7 12.5 0.90

0.184 42.3 LOS D 1.7 12.5 0.90

0.184 16.6 LOS B 1.7 12.5 0.46

0.004 7.1 LOS A 0.0 0.2 0.22

0.533 38.8 LOS D 4.9 41.4 0.95

0.026 41.0 LOS D 0.2 1.7 0.87

0.533 37.7 LOS D 4.9 41.4 0.92

0.187 34.0 LOS C 1.4 12.3 0.90

0.187 27.9 LOS C 1.4 12.3 0.90

0.487 44.8 LOS D 3.7 34.5 0.95

0.487 39.6 LOS D 3.7 34.5 0.93

0.533 30.6 LOS C 4.9 41.4 0.75


Effective Stop Rate

Average Speed

per veh km/h

0.60 52.0 0.76 36.6 0.80 33.4 0.73 38.4

0.60 53.0 0.67 37.6 0.67 36.4 0.63 45.5

0.56 51.9 0.67 37.5 0.65 34.8 0.66 38.3

0.65 40.3 0.65 41.6 0.72 34.2 0.69 37.2 0.70 39.3

Effective Stop Rate

Average Speed

per veh km/h

0.58 50.5 0.71 37.0 0.73 33.8 0.67 39.8

0.61 53.1 0.68 37.5 0.68 36.3 0.63 46.8

0.56 51.9 0.76 36.7 0.65 34.8 0.75 37.0

0.68 39.7 0.68 41.0 0.77 33.9 0.74 35.9 0.70 39.5

Ref No. 20130427

MOVEMENT SUMMARY

Site: Dist rd link Rd 2036 AM GTW and full devDistributor Rd - Link Road 2036 AM Peak with GT west & full dev volumes Signals - Actuated Cycle Time = 55 seconds (Practical Cycle Time)



Total HV

veh/h % v/c

East: Link Rd

4a L1 112 31.3 0.123

6a R1 135 29.6 0.395

Approach 247 30.4 0.395

NorthWest: RoadName

27a L1 66 30.3 0.056

29 R2 21 28.6 0.068

Approach 87 29.9 0.068

SouthWest: RoadName

30 L2 35 42.9 0.035

32a R1 65 38.5 0.216

Approach 100 40.0 0.216


MOVEMENT SUMMARY

Site: Dist rd link Rd 2036 PM GTW and full dev Distributor Rd - Link Road 2036 PM Peak with GT west & full dev volumes Signals - Actuated Cycle Time = 57 seconds (Practical Cycle Time)


Mov ID ODMov


Total HV

veh/h % v/c

East: Link Rd

4a L1 100 35.0 0.109

6a R1 150 26.7 0.412

Approach 250 30.0 0.412

NorthWest: RoadName

27a L1 185 10.8 0.141

29 R2 40 15.0 0.124

Approach 225 11.6 0.141

SouthWest: RoadName

30 L2 25 60.0 0.027

32a R1 150 16.7 0.416

Approach 175 22.9 0.416



Site: Dist rd link Rd 2036 AM GTW and full dev

Cycle Time = 55 seconds (Practical Cycle Time)


Level of Service


Vehicles Distance

v/c sec veh m

0.123 12.2 LOS B 1.5 13.1 0.50

0.395 26.7 LOS C 3.3 28.7 0.88

0.395 20.1 LOS C 3.3 28.7 0.71

0.056 6.3 LOS A 0.2 2.2 0.27

0.068 26.4 LOS C 0.5 4.1 0.82

0.068 11.1 LOS B 0.5 4.1 0.40

0.035 7.1 LOS A 0.1 1.2 0.26

0.216 26.6 LOS C 1.5 14.3 0.85

0.216 19.8 LOS B 1.5 14.3 0.65

0.395 18.2 LOS B 3.3 28.7 0.63

M GTW and full dev

Actuated Cycle Time = 57 seconds (Practical Cycle Time)


Level of Service


Vehicles Distance

v/c sec veh m

0.109 11.9 LOS B 1.3 11.9 0.48

0.412 27.0 LOS C 3.7 32.1 0.87

0.412 21.0 LOS C 3.7 32.1 0.72

0.141 6.1 LOS A 0.8 5.8 0.28

0.124 27.7 LOS C 1.0 7.6 0.84

0.141 9.9 LOS A 1.0 7.6 0.38

0.027 7.3 LOS A 0.1 1.0 0.25

0.416 27.6 LOS C 3.8 30.4 0.89

0.416 24.7 LOS C 3.8 30.4 0.80

0.416 18.1 LOS B 3.8 32.1 0.62


Effective Stop Rate

Average Speed

per veh km/h

0.69 47.7 0.77 40.2 0.74 43.3

0.63 51.8 0.69 40.3 0.64 48.5

0.59 51.7 0.74 40.1 0.69 43.5 0.71 44.3

Effective Stop Rate

Average Speed

per veh km/h

0.69 47.7 0.78 40.1 0.74 42.8

0.64 52.6 0.72 40.0 0.65 49.8

0.58 51.2 0.78 40.0 0.75 41.3 0.71 44.6

Ref No. 20130427

MOVEMENT SUMMARY

Site: 2036 AM with full dev Main Access Rd Acc access 2036 AM Peak - full dev Roundabout



Total HV

veh/h % v/c

South: Main access

1a L1 880 28.4 0.711

3 R2 165 42.4 0.711

Approach 1045 30.6 0.711

East: Acc access

4 L2 120 33.3 0.151

6a R1 25 40.0 0.151

Approach 145 34.5 0.151

NorthWest: Dist Rd

27a L1 20 25.0 0.285

29a R1 319 21.9 0.285

Approach 339 22.1 0.285

All Vehicles 1529 29.1 0.711

MOVEMENT SUMMARY

Site: 2036 PM with full dev Main Access Rd Acc access 2036 PM Peak - full dev Roundabout


Mov ID ODMov


Total HV

veh/h % v/c

South: Main access

1a L1 442 29.4 0.353

3 R2 70 35.7 0.353

Approach 512 30.3 0.353

East: Acc access

4 L2 110 36.4 0.241

6a R1 20 50.0 0.241

Approach 130 38.5 0.241

NorthWest: Dist Rd

27a L1 15 33.3 0.615

29a R1 837 26.3 0.615

Approach 852 26.4 0.615

All Vehicles 1494 28.8 0.615



Level of Service


Vehicles Distance

v/c sec veh m

0.711 2.8 LOS A 10.1 89.3 0.33

0.711 10.2 LOS B 10.1 89.3 0.33

0.711 4.0 LOS A 10.1 89.3 0.33

0.151 5.2 LOS A 0.8 7.6 0.53

0.151 10.5 LOS B 0.8 7.6 0.53

0.151 6.1 LOS A 0.8 7.6 0.53

0.285 3.7 LOS A 1.8 14.6 0.43

0.285 9.5 LOS A 1.8 14.6 0.43

0.285 9.1 LOS A 1.8 14.6 0.43

0.711 5.3 LOS A 10.1 89.3 0.37


Level of Service


Vehicles Distance

v/c sec veh m

0.353 2.6 LOS A 2.9 25.7 0.18

0.353 9.9 LOS A 2.9 25.7 0.18

0.353 3.6 LOS A 2.9 25.7 0.18

0.241 11.0 LOS B 1.6 14.8 0.86

0.241 16.4 LOS B 1.6 14.8 0.86

0.241 11.9 LOS B 1.6 14.8 0.86

0.615 3.3 LOS A 5.9 50.9 0.41

0.615 9.2 LOS A 5.9 50.9 0.41

0.615 9.0 LOS A 5.9 50.9 0.41

0.615 7.4 LOS A 5.9 50.9 0.37


Effective Stop Rate

Average Speed

per veh km/h

0.34 56.8 0.34 57.1 0.34 56.8

0.58 54.1 0.58 55.1 0.58 54.3

0.60 53.1 0.60 53.1 0.60 53.1 0.42 55.7

Effective Stop Rate

Average Speed

per veh km/h

0.33 57.5 0.33 58.1 0.33 57.6

0.87 50.2 0.87 50.9 0.87 50.3

0.55 52.9 0.55 52.9 0.55 52.9 0.50 54.1


Appendix E Without Development – Aimsun outputs


AM Peak – WITHOUT Development – network performance

Car profile AM peak

Delay Time - All 40.9 sec/km 35.99 47.83 3.69 40.495

Input Count - All 16550.5 veh 16373 16832 131.09 16523

Max Virtual Queue - All 291.7 veh 184 407 62.11 291.5

Mean Queue - All 49.39 veh 37.09 71.23 10.10 45.975

Missed Turns - All 1.7 0 9 2.67 1

Speed - All 44.29 km/h 42.23 46.03 1.20 44.4

Stop Time - All 29.54 sec/km 26.71 34.67 2.27 29.275

Total Travel Time - All 1070.81 h 1002.5 1163.4 53.97 1055.955

Total Travelled Distance - All 45597.37 km 44622.85 46149.32 547.64 45831.83

Travel Time - All 96.79 sec/km 91.86 103.78 3.71 96.33

Vehicles Lost Outside - All 1.3 veh 0 8 2.45 0.5

Vehicles Outside - All 16271.5 veh 16014 16516 167.64 16307.5

Vehicles Waiting to Enter - All 71.8 veh 0 214 65.54 65.5

meanAverage

ValueUnits Min Max SDEV


Typical CV profile AM peak





PM Peak – WITHOUT Development – network performance

PM Peak Car Profile

Time Series



Max Virtual Queue - All 880.5 veh 762 977 72.49828 786.5


Missed Turns - All 3.6 0 21 6.670832 1

Speed - All 40.81 km/h 38.72 42.52 1.084677 41.035


Total Travel Time - All 1240.84 h 1141.13 1429 79.72091 1145.605



Vehicles Inside - All 357.7 veh 282 438 46.05974 342.5

Vehicles Lost Inside - All 0 veh 0 0 0 0

Vehicles Lost Outside - All 1.8 veh 0 15 4.924429 0

Min Max SDEV meanAverage







Appendix F With Development – Aimsun outputs


AM Peak – WITH Development – network performance

Car demand profile for development centroids



Max Virtual Queue - All 865.2 veh 763 964 84.25 837



Speed - All 42.82 km/h 42.09 43.87 0.57 42.74






Vehicles Outside - All 18944.8 veh 18721 19102 111.67 18932

Vehicles Waiting to Enter - All 763.4 veh 665 875 79.99 777

meanTime Series

Ave

ValueUnits Min Max SDEV


Truck development profile – typical for all CV types



7.45 am





PM Peak – WITH Development – network performance

Density plot at 4.15

Delay Time - All 43.98 sec/km 39.59 51.87 3.86 43


Max Virtual Queue - All 81.9 veh 29 277 79.21 46



Speed - All 42.81 km/h 40.86 44.61 1.21 43.04






Vehicles Outside - All 19351 veh 19119 19570 169.07 19341

Vehicles Waiting to Enter - All 0.1 veh 0 0 0.00 0

Time Series

Average

ValueUnits Min Max SDEV mean


Car profile for development zones

Typical CV demand profile for development zones





Appendix H 2031 Model – Aimsun outputs


AM Peak – WITHOUT Development


2031 AM Peak With Development



2031 Proposed development

Documents

20130427RA2 transport report - rev2 - South Australia · Department of Planning Transport, and Infrastructure (DPTI) and the City of Port Adelaide Enfield. The Port River Expressway