609-621 Burwood Highway, Knoxfield Traffic Impact Assessment · Burwood Highway is a six-lane two-way divided road with flaring at intersections to provide turning lanes. It is owned

May 2017

609-621 Burwood Highway, Knoxfield Traffic Impact AssessmentDevelopment Victoria

II | May 2017 | 609-621 Burwood Highway, Knoxfield - Traffic Impact Assessment | GHD

1 Introduction

2 GHD Disclaimer

4 Traffic Impact Assessment

5 1. Introduction

5 2. Existing Conditions

8 3. Proposed Development

14 4. Traffic Impacts

15 5. Car Parking Requirements

17 6. Internal Road Network Review

18 7. Summary

Contents

GHD | 609-621 Burwood Highway, Knoxfield - Traffic Impact Assessment | May 2017 | 1

Introduction

Development Victoria is considering developing land at 609-621 Burwood Highway, Knoxfield. The site is currently government owned and controlled by the Department of Environment, Land, Water and Planning (DELWP) for the purposes of a horticulture research station. The site is approximately 19 Ha, bounded by Burwood Highway and Scoresby Road, and is located adjacent to Westfield Knox and Fairhills High School. It is understood that Development Victoria wish to undertake a Traffic due diligence assessment of the site to inform the rezoning application.

2 | May 2017 | 609-621 Burwood Highway, Knoxfield - Traffic Impact Assessment | GHD

GHD Disclaimer

This report: has been prepared by GHD for Development Victoria and may only be used and relied on by Development Victoria for the purpose agreed between GHD and the Development Victoria as set out in the Purpose of Report section of this report.

GHD otherwise disclaims responsibility to any person other than Development Victoria arising in connection with this report. GHD also excludes implied warranties and conditions, to the extent legally permissible.

The services undertaken by GHD in connection with preparing this report were limited to those specifically detailed in the report and are subject to the scope limitations set out in the report.

The opinions, conclusions and any recommendations in this report are based on conditions encountered and information reviewed at the date of preparation of the report. GHD has no responsibility or obligation to update this report to account for events or changes occurring subsequent to the date that the report was prepared.

The opinions, conclusions and any recommendations in this report are based on assumptions made by GHD described in this report. GHD disclaims liability arising from any of the assumptions being incorrect.



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1. Introduction

1.1 Purpose of this Report

This section seeks to:

• Estimate the number of private vehicle trips that will be generated by the proposed development in the morning and evening peak periods;

• Qualitatively assess the impact these trips will have on the surrounding road network;

• Identify potential civil works that may be required to mitigate the forecast impacts; and

• Review the proposed internal road network for suitability and road safety and recommend any changes that may be appropriate.

1.2 Assumptions

This section necessarily relies on a number of assumptions, as described below.

2. Existing Conditions

2.1 Existing Land Use

The parcel of land on which the proposed development will be located is currently occupied by DELWP and is primarily clear pasture with a few low level buildings at the front of the site.

The parcel of land is generally L-shaped. The land is gently undulating with clumps of trees and bush. There is also a dam at the northern end of the site, just south of Blind Creek.

The frontage of the site to Burwood Highway is approximately 450 m and the frontage to Scoresby Road is approximately 200 m.

2.2 Road Network

The subject site is bounded by Burwood Highway to the south and by Scoresby Road to the east. An industrial estate forms the western boundary of the site and Blind Creek generally forms the northern boundary of the site.

Burwood Highway is a six-lane two-way divided road with flaring at intersections to provide turning lanes. It is owned and maintained by VicRoads and is classified as Arterial-Highway. Along the frontage of the subject site the speed limit is 80 km/h and there are footpaths on both sides of the road only. The road is lit.

Scoresby Road is a four-lane two-way undivided road with flaring at intersections to provide turning lanes. It is owned and maintained by VicRoads and is classified as Arterial-Other. Splitter islands are provided on both the north and south approaches. Along the frontage of the subject site the speed limit is 60 km/h and there are footpaths on both sides of the road. The road is lit.

Burwood Highway and Scoresby Road intersect at the south-east corner of the subject site. The intersection is signalised and is configured as follows:

• North approach: two through lanes, two right turn lanes, one left turn slip lane.

• East approach: three through lanes, one right turn lane, one left turn slip lane.

• South approach: two through lanes, one right turn lane, one left turn slip lane.

• West approach: three through lanes, one right turn lane, one left turn slip lane.

2.3 Surrounding Land Use

To the east and south of the subject site the land use is predominantly low density residential comprising single dwellings on a block. Immediately west of the site there is a large industrial estate and, further to the west, is Westfield Knox. To the north of the site, immediately across Blind Creek, are Knox Community Gardens and a fitness centre. Further north the land use is predominantly residential. The Fairhills High School is in the north-east quadrant of the site.

2.4 Public Transport

The 732, 745 and 755 bus routes travel along Burwood Highway in front of the subject site and the 745, 753 and 755 bus routes travel along Scoresby Road in front of the site. Details of these bus routes are shown in Table 1.


Route number Origin Destination Times

732 Box Hill Station Upper Ferntree Gully Station

Generally every 10 mins during peak periods and every 20 mins at other times.

745 Westfield Knox Wantirna Primary School

Operates at school times only.

753 Glen Waverley Station

Bayswater Station Generally every 15-30 mins during peak periods and every 40 mins at other times.

755 Bayswater Station Westfield Knox Generally every 20 mins during peak periods and every 25-30 mins at other times.

Table 1 Bus routes in the vicinity of the site

2.5 Traffic Data

2.5.1 Traffic Surveys

GHD commissioned classified turning movement surveys on behalf of another organisation as part of an earlier iteration of this project. The surveys took place on Wednesday 17 May 2017 during the morning and evening peak periods at the following locations:

• Intersection of Burwood Highway and Scoresby Road; and

• Intersection of Scoresby Road and Applegum Crescent.

A previous masterplan for this site included vehicular access from Lakewood Drive. This proposal does not include an access at this location, and therefore the results of that survey are not applicable for this assessment.

The results of the current turning movement surveys are summarised in Figure 1.


Figure 1 Results of turning movement surveys

AM PEAK [8 - 9am]

Scoresby Rd Two-way

1,049 13 1,062

3 0 3

31 0 31

1,015 13 1,028

T L

Applegum Cres

R 11 0 0 11

T R L 132 0 3 135

905 876 29 143 0 3 146

40 40 0

6 3 3

951 919 32

1 483 483 186 1,153

1,262 7 51 1,204 0 2 4 0 6

319 1 19 299 L 0 10 17 4 31

768 6 24 738 T 1 471 462 182 1,116

159 0 8 151 R U R T L

Burwood Hwy 16 0 0 16 U Burwood Hwy

U 10 0 0 10

L T R U R 187 5 1 193

767 286 431 50 0 T 1,443 30 8 1,481

21 4 16 1 0 L 48 5 2 55

8 3 5 0 0 1,688 40 11 1,739

796 293 452 51 0

Scoresby Rd

Lights

Heavies

Buses

PM PEAK [4:45 - 5:45pm]

Scoresby Rd Two-way

1,068 24 1,092

0 0 0

14 0 14

1,054 24 1,078

T L

Applegum Cres

R 2 0 0 2

T R L 21 0 3 24

1,437 1,366 71 23 0 3 26

10 9 1

3 0 3

1,450 1,375 75

0 345 495 186 1,026

2,745 4 14 2,727 0 0 3 0 3

676 0 4 672 L 0 1 10 1 12

1,718 2 8 1,708 T 0 344 482 185 1,011

320 2 2 316 R U R T L

Burwood Hwy 31 0 0 31 U Burwood Hwy

U 9 0 0 9

L T R U R 241 0 0 241

808 207 509 92 0 T 860 7 5 872

9 1 7 1 0 L 61 3 0 64

7 4 3 0 0 1,171 10 5 1,186

824 212 519 93 0

Scoresby Rd

Lights

Heavies

Buses


3. Proposed Development

3.1 Overview

The proposal comprises the redevelopment of the site currently occupied by DELWP.

The development will consist of a mixture of high, medium and low-density residential; aged care; and retail land uses. An indicative breakdown of land uses is shown in Table 2.

Table 2 Indicative breakdown of land uses

Land use type Description Bedrooms

Low Density residential 9 dwellings (550 m2 lots) 4

Traditional Density residential 95 dwellings (400 m2 lots) 4

Medium Density A residential 29 dwellings (250 m2 lots) 3

Medium Density B residential 197 dwellings (120-150 m2 lots) 3

Mixed Use comprising:

High Density residential 100 dwellings 2 average

Retail 1,500 m2 -

Aged Care Facility 150 dwellings -

At the time of traffic assessment the calculations were based on an assumed 330 lots.


3.2 Traffic Generation

3.2.1 Trip Generation Rates

The amount of traffic the development is expected to generate has been determined from an analysis of land use and published trip generation rates. The rates used are shown in Table 3.

Table 3 Breakdown of land uses

Land use type Trips per day Units Source

Low-density residential [LD] 9 Dwelling RTA1 3.3.1

Traditional-density residential [TD]

9 Dwelling RTA 3.3.1

Medium-density residential [MD]

6.5 Dwelling RTA 3.3.2

High-density residential [HD] 3 Dwelling RTA 3.3.3

Mixed-use retail [RT] 121 100 sqm GFLA

RTA 3.6

Aged care facility [AC] 2 Dwelling RTA 3.3.4

1RTA Guide to Traffic Generating Developments, NSW.

The analysis indicates that the development will generate approximately 5,000 trips per day.

3.2.2 Peak Hour Splits

The amount of traffic occurring in the AM and PM peak periods, and the amount of that traffic which is inbound and outbound, is based on the following proportions:

Table 4 Inbound and outbound directional splits by peak period

Land use % AM % of AM in % of AM out % PM % of PM in % of PM out

Residential 10% 20% 80% 10% 70% 30%

Retail 5% 75% 25% 15% 40% 60%

Aged Care 10% 60% 40% 10% 50% 50%

These have been applied to the daily trip generation estimates to produce the peak trip generation estimates by direction. These are shown in Table 5.


Table 5 Peak hour trip estimates

Land use AM Peak Trips PM Peak Trips

Two-way

Residential 271 271

Retail 91 272

Aged Care 30 30

Total 391 573

Inbound

Residential 54 189

Retail 68 109

Aged Care 18 15

Total 140 313

Outbound

Residential 216 81

Retail 23 163

Aged Care 12 15

Total 251 260

Table 5 indicates that the PM peak is the critical peak, having almost 50% more traffic than the AM peak. Given the mixed-use nature of the land use in the development, this is not considered to be unreasonable.

3.3 Traffic Distribution

3.3.1 Overview

Traffic generation deals with how much traffic a development generates. Traffic distribution relates to the assignment of that traffic on the network. In a complex road network this can be a complicated exercise involving many origins and destinations connected by multiple roads and public transport routes. These problems are normally analysed using dedicated traffic modelling software. However, in the case of this proposed development, the road network is simple enough that it can be analysed satisfactorily by hand.

3.3.2 Trip Purpose Distribution

Trips are made for many purposes, the most common of which are the home-to-work and work-to-home trips. These are generally very tidal, with the vast majority of trips made in the AM peak being home-to-work (H-W) and those in the PM peak being work-to-home (W-H). Other trip types, such as home-to-education (H-E), may be less tidal, or may occur at different

times.

As there are three distinct land uses in the development, trips have been distributed between them and external origins/destinations. The exact nature of these external origins and destinations does not need to be known at this stage. The

To

Residential Retail Aged Care

ExternalFr

om

Residential 0% 15% 5% 80%

Retail 20% 0% 10% 70%

Aged Care 5% 5% 0% 90%

External 20% 10% 70% 0%

Table 6 AM peak trip purpose distribution

To


External

Fro

m

Residential 0% 25% 5% 70%

Retail 25% 0% 0% 75%

Aged Care 5% 5% 0% 90%

External 70% 15% 15% 0%

Table 7 PM peak trip purpose distribution

Because the estimated number of inbound and outbound trips are known for each land use (shown in the row and column totals in Table 5), the combined number of trips from the residential, retail and aged care components to external destinations is also known. Conversely, the number of trips from external origins to internal destinations is also known.

The proportions in Table 6 and Table 7 have been applied to the trip volumes in Table 5 to produce the number of trips between internal and external zones. To estimate the movement of trips between internal zones, it has been assumed that 20% of all trips stay within the development. This is reasonable in mixed-use developments where it can be expected that some home-based trips would be made to internal work destinations (such as the retail development) or to schools.

The final high-level trip distributions are shown in Table 8 and Table 9.


To


External Total

Fro

m

Residential 0 11 1 205 216

Retail 1 0 0 22 23

Aged Care 0 0 0 12 12

External 59 62 19 0 140

Total 60 74 20 238 391

Table 8 AM peak high-level trip distributions

To


External Total

Fro

m

Residential 0 7 0 74 81

Retail 5 0 0 159 164

Aged Care 0 0 0 15 15

External 176 97 14 16 303

Total 181 104 14 264 564

Table 9 PM peak high-level trip distributions

3.3.4 Directional Distribution

The next step is to understand where the traffic comes from and goes to. As there are only four main routes into and out of the development (along Burwood Highway and Scoresby Road) this analysis has been simplified by reducing the number of possible external origins and destinations to four – north, east, south and west.

To estimate the broad proportions of trips to and from these areas, the Department of Transport’s Victorian Integrated Survey of Travel and Activity database (VISTA) has been used to determine the main origins and destinations of trips made between the Knox local government area (LGA) and all others in metropolitan Melbourne. Each LGA has been designated as being either a north, east, south or west origin/destination based on the location of the LGA in relation to the Knox LGA. The proportions are based on the H-W and W-H trips in the VISTA database. VISTA also contains data on the H-E and E-H trips, but as there are no education land uses in the development it is not known how many external trips would be associated with education. This assumption may lead to slightly higher (or ‘peakier’) volumes during the PM peak, but this would be a conservative scenario and is therefore considered to be acceptable.

The proportions of trips to the four destinations are shown in Table 10. Note that trips that are contained within the Knox LGA have been assigned to south, as the development is at the northern end of the LGA.


Origin/Destination

Home to Work Work to Home

AM PM AM PM

North 6% 21% 100% 9%

East 4% 0% 0% 19%

South 37% 68% 0% 49%

West 53% 11% 0% 23%

Table 10 Proportion of trips made to external origins and destinations (from VISTA 2009-10)

The trips shown in Table 8 and Table 9 have been assigned to these destinations according to the proportions in Table 10 by trip purpose. The final volumes are shown in Table 11 and Table 12.

To

Internal External

Residential Retail Commercial North East South West

Fro

m

Inte

rnal Residential 0 11 1 12 8 76 109

Retail 1 0 0 2 1 9 10

Commercial 0 0 0 1 0 5 5

Ext

erna

l North 13 7 1

East 0 2 1

South 40 29 7

West 6 25 10

Table 11 Final trip distribution – AM peak

To

Internal External

Residential Retail Commercial North East South West

Fro

m

Inte

rnal Residential 0 7 0 74 0 0 0

Retail 5 0 0 10 11 63 75

Commercial 0 0 0 1 2 7 5

Ext

erna

l North 16 17 14

East 34 10 0

South 86 24 0

West 40 11 0

Table 12 Final trip distribution – PM peak

Note that trips between external zones cannot be estimated without a study of the broader eastern suburbs, or even the metropolitan area, such as can be achieved with the Department of Transport’s Victorian Integrated Transport Model. However, these trips are not relevant to the development and are essentially background traffic.


3.4 Intersection Analysis

The culmination of the traffic generation and distribution analysis is the determination of turning movements at key intersections so that the impact of the development on surrounding roads can be reviewed.

3.4.1 Turning Movements

The trips into and out of the development are summations of the relevant cells in Table 11 and Table 12. It is assumed that movements will be allowed at the Scoresby Road access.

The resulting turning movement diagrams are shown in Figure 2.

Figure 2 Development-based turning movements

AM PEAK [8 - 9am]

Scoresby Rd

21 0 0 0

0

238 0

15 L 21 0

T R T L

Development Access 223 R Applegum Cres

R 0

L T R T 0

0 120 L 0

0 0 0 0 0

0

0 120 0 0

0 124 90 9 223

41 0 0 41 0

41 41 L 0

0 T 124 90 9 223

0 R U R T L

Burwood Hwy 0 U Burwood Hwy

U 0

L T R U R 3 3

76 76 T 0

0 L 0

0 3 0 0 3

76 0 76 0 0

Scoresby Rd

Lights

Heavies

Buses

PM PEAK [4:45 - 5:45pm]

Scoresby Rd

47 0 0 0

0

248 0

85 L 47 0

T R T L

Development Access 163 R Applegum Cres

R 0

L T R T 0

0 205 L 0

0 0 0 0 0

0

0 205 0 0

0 80 70 13 163

51 0 0 51 0

51 51 L 0

0 T 80 70 13 163

0 R U R T L

Burwood Hwy 0 U Burwood Hwy

U 0

L T R U R 44 44

110 110 T 0

0 L 0

0 44 0 0 44

110 0 110 0 0

Scoresby Rd

Lights

Heavies

Buses


4. Traffic Impacts

4.1 Development Traffic

To determine the impact the development will have on surrounding roads, the turning movements shown in Figure 2 are added to the existing traffic volumes on those roads with any notable changes in volumes identified. Each of the key network locations are discussed in more detail below.

4.1.1 Burwood Highway/Scoresby Road Intersection

The turning movements shown in Figure 2 have been added to the survey data from Figure 1, with the identified changes in volume shown as a percentage in Figure 3.

The results in Figure 3 indicate that the assumed distribution of traffic to and from the development will lead to an increase of 20% in right turns from Scoresby Road (north) onto the Burwood Highway in both the AM and PM peak periods.

Also of note is an increase in right turns from Burwood Highway, south onto Scoresby Road. This represents 15% increase in the PM peak.

Aside from the identified increases in right turns, there is also likely to be a notable increase in through traffic on Scoresby Road, in both directions in the AM peak period, and travelling north in the PM peak period.

Figure 3 Development traffic impacts - Burwood Highway/Scoresby Road

4.1.2 Development Access – Scoresby Road

Given this access does not currently exist, turning movements are not available. However, we do know the existing AM and PM peak hour volumes on Scoresby Road in order to compare the predicted development turning traffic against.

From the survey data in Figure 1, AM peak two way volume on Scoresby Road in the vicinity of the development access is 2,013 vehicles per hour, with the PM peak two way volume 2,542 vehicles per hour.

The estimated right turning volume from the development into Scoresby Road is particularly significant, with 223 vehicles predicted to make this turn in the AM peak. A smaller amount of vehicles are predicted to turn right into the development from Scoresby Road in both the AM and PM peak periods.

The left turns into and out of the development are also significant, with up to 205 left turns predicted in the PM peak period, and 85 vehicles per hour out of the development onto Scoresby Road.

AM PEAK [8 - 9am]

Scoresby Rd

0% 0% 0%

0% 0 0%

0% 0 0%

L 0% 0% 0%

T R T L

Development Access R Applegum Cres

R 0% 0 0 0%L T R T 0 0 0 0

0% 0% 0% L 0 0 0% 0%

0% 0% 0 0% 0 0% 0%

0% 0% 0%

0% 0% 0%

0% 20% 16% 5% 16%

3% 0% 0% 3% 0 0% 0% 0 0%

11% 0% 0% 12% L 0 0% 0% 0% 0%

0% 0% 0% 0% T 0% 21% 16% 5% 17%

0% 0 0% 0% R U R T L

Burwood Hwy 0% 0 0 0% U Burwood Hwy

U 0% 0 0 0%L T R U R 2% 0% 0% 2%

9% 0% 15% 0% 0 T 0% 0% 0% 0%

0% 0% 0% 0% 0 L 0% 0% 0% 0%

0% 0% 0% 0 0 0% 0% 0% 0%

9% 0% 14% 0% 0Scoresby Rd

Lights

Heavies

Buses

PM PEAK [4:45 - 5:45pm]

Scoresby Rd

0% 0% 0%

0 0 0

0% 0 0%

L 0% 0% 0%

T R T L

Development Access R Applegum Cres

R 0% 0 0 0%

L T R T 0% 0% 0% 0%

0% 0% 0% L 0% 0 0% 0%

0% 0% 0% 0% 0 0% 0%

0% 0 0%

0% 0% 0%

0 19% 12% 7% 14%

2% 0% 0% 2% 0 0 0% 0 0%

7% 0 0% 7% L 0 0% 0% 0% 0%

0% 0% 0% 0% T 19% 13% 7% 14%

0% 0% 0% 0% R

0U R T L

Burwood Hwy 0% 0 0 0% U Burwood Hwy

U 0% 0 0 0%L T R U R 15% 0 0 15%

12% 0% 18% 0% 0 T 0% 0% 0% 0%

0% 0% 0% 0% 0 L 0% 0% 0 0%0% 0% 0% 0 0 4% 0% 0% 4%

12% 0% 17% 0% 0

Scoresby Rd

Buses

Lights

Heavies


4.2 Intersection Performance

The following sections provide discussion of the likely performance of the development accesses and the intersection of Burwood Highway and Scoresby Road under development traffic.

4.2.1 Burwood Highway/Scoresby Road Intersection

The increased number of right turns at this intersection under development traffic is likely to result in a decrease in performance during peak times. These additional movements may have the following impact on the intersection:

• Unacceptable delays for right turns resulting in the need for increased green time for turning movements, decreasing available time for through traffic.

• Increased queue lengths resulting in additional storage room for right turning traffic to avoid queued vehicles blocking through traffic.

Whilst there is a predicted increase in through traffic on Scoresby Road associated with the development, it is likely that the existing intersection configuration would be able to absorb this additional traffic.

4.2.2 Development Access – Scoresby Road

The volume of traffic turning right into the site from Scoresby Road will likely not be great enough to warrant signalisation. However, the volume of traffic exiting the development (228 vph and 248 vph in the AM and PM peaks respectively) is likely to experience significant delays and would warrant signalisation.

It is recommended that a signalised intersection be provided at the main access on Scoresby Road. This could incorporate the existing Applegum Crescent intersection, which would remove an uncontrolled intersection from the network.

Right and left turn turning/deceleration lanes would need to be provided to ensure that through traffic on Scoresby Road is not delayed by development traffic.

4.3 Mitigation scenarios

Additional traffic analysis should be undertaken once the masterplan is further developed to identify required intersection configuration and signal timings of the Burwood Highway and Scoresby Road intersection and the two development accesses, however, based on the qualitative assessment in Section 4.2 the following mitigation measures are recommended for further investigation:

Burwood Highway/Scoresby Road Intersection

1. Additional right turn storage on the Scoresby Road north and east approaches. For the purposes of producing cost estimates it has been assumed that an additional 50 m of storage will be required on each leg.

Main Development Access – Scoresby Road

2. Full signalised intersection with separated right turn bays and left turn lane into development. Based on Austroads guidelines, the left turn lane would need to be 70 m long and the right turn lane would need to be 75 m long plus storage for queued vehicles. Having considered the forecast right turn volumes into the site it is considered no additional length would need to be provided for storage.

4.4 Preliminary Estimates

For cost estimates refer to the engineering section which accompanies this report.

5. Car Parking Requirements

5.1 Overview

It is understood that an overlay to the Knox Planning Scheme will be applied to control development in the project area and it is expected that this would also cover car parking requirements. However, out of completeness, a review of the existing planning scheme has been undertaken to provide an indication of the amount of car parking that the full development is likely to require.

5.2 Statutory parking requirements

Clause 52.06 of the planning scheme sets out parking requirements for certain land uses. Rates for the land use types in the proposed development are shown in Table 13.


Land use Parking measure

Residential 1 space for each one or two bedroom dwelling plus

2 spaces for each three or more bedroom dwelling plus

1 space for visitors per 5 dwellings (for developments of 5 dwellings or more)

Retail – supermarket 5 spaces to each 100 square metres of leasable floor area

Retail – shops 4 spaces to each 100 square metres of leasable floor area

Aged care facility 0.3 spaces to each lodging room

Table 13 Statutory parking rates

Assumptions

The following assumptions have been used to calculate the parking requirement:

• The number of bedrooms is as per Table 2;

• The retail space which forms part of the Mixed Use development has been assumed to be half supermarket use, and half specialty shops.

Based on the land use descriptions provided in Section 3 and the above assumptions, the statutory parking requirements are shown in Table 14.

Land use Number of spaces required

Residential – LD & TD 208

Residential – MD 452

Residential – HD 100 for residents plus 20 for visitors

Retail – supermarket 38

Retail – shops 30

Aged care facility 45

Total 893

Table 14 Statutory parking requirements

For the low, traditional and medium-density residential, it is assumed that parking spaces will be provided in garages and/or driveways.

It is desirable that the car parking for the high-density residential and aged care developments be provided in either above or below-ground car parks. The parking for the retail areas would best be provided at-grade.


6. Internal Road Network Review

6.1 Policy Context

The internal road network is expected to be in accordance with chapter 5 of the Knox Liveable Street Plan 2012 – 2022 and the Knox planning scheme represents nearly a 30% increase in the PM peak.

6.2 Internal road cross sections

The road network should provide a balance between various functions such as private vehicles, pedestrians, cyclists, public transport and freight. Due to the size of the development and the forecast traffic volumes that it will generate, it is unlikely that large arterial roads will be required. As such, a mix of connector streets and local streets should be provided.

The following provides a summary of the road types and their characteristics.

Figure 4 Typical cross section for connector streets

6.2.1 Neighbourhood Green Streets

The primary purpose of a neighbourhood green street is to connect neighbourhoods by providing access to schools, shops and community facilities. They may also link local streets to the arterial road network. These streets typically have a single lane in each direction with a speed limit of 50 to 60 km/h. Neighbourhood green streets can also provide indented parking spaces and on-street bicycle lanes.

Figure 8 shows the proposed cross section for the connector streets, as recommended by the Liveable Street Plan. It provides one wide lane in each direction that can be shared with bicycles. It also provides for on-street indented parking.

6.2.2 Home Streets

Home streets provide a single carriageway, with the traffic lanes often unmarked, and a maximum speed limit of 40 km/h. On-street parking is permitted, which can also slow traffic due to creating ‘pinch points’ along the local streets. Dedicated on-street bicycle facilities are not normally provided. Home streets are separated into various types depending on where in the City of Knox they are located. It is considered that the streets most suitable in this development are garden suburb home street.

Figure 5 Typical cross section for garden suburb home street


6.2.3 Access Lanes

Not a formal category in the Knox Liveable Streets Plan, the proposed development could include a number of access lanes which provide rear and side access to residential properties.

The Knox planning scheme provides guidance on the dimensions and suitability of these streets. The recommended width is 5.5 m, without footpaths and with no opportunity for on-street parking. The speed limit should be 10 km/h and the street should be designed as a shared zone. Daily traffic volumes should be less than 300 vpd.

6.3 Internal road connectivity

The size of the development is unlikely to warrant the servicing of this area by public transport, particularly given the close proximity to routes on both Burwood Highway and Scoresby Road.

Given the high number of left turns into the development from Scoresby Road, any internal intersections in close proximity to this access should be designed to ensure that traffic waiting to turn left into the side road does not inhibit traffic. Queued traffic in this location may flow back onto Scoresby Road, particularly in peak times.

There are a number of existing trees on the site which may impact on the alignment of the internal road network. However, this is unlikely to have an impact on traffic performance.

7. Summary

This report has assessed the proposed development located at 609-621 Burwood Highway in Knoxfield. The amount of traffic generated by the proposed development has been estimated based on projected lot yields and published trip generation rates. The trips have been distributed to the road network according to likely origins and destinations based on VISTA journey to work information. The additional traffic at key intersections has been determined and the potential impacts assessed, noting that intersection analysis was not part of the scope of works. Mitigation measures have been recommended and costed. The parking demand of the development has been estimated according to the statutory rates provided in the Knox planning scheme.

The broad conclusions of this study are as follows:

• The development is expected to generate approximately 5,000 trips per day. The critical peak period is the PM peak when up to 573 trips may be generated.

• Increases of up to 20% in right turn volumes can be expected at the Burwood Highway/Scoresby Road intersection. This is likely to require upgrades such as lengthening right turn lanes to accommodate the additional queues.

• Without intersection analysis (which is beyond the scope of this study) it is not possible to state how long turning lanes need to be. For the purposes of estimating costs it has been assumed that 50 m extensions are needed on the north and east approaches to the Burwood Highway/Scoresby Road intersection.

• The volume of traffic exiting onto Scoresby Road may be up to 250 vph. This is likely to need signalisation to avoid unacceptable delays for exiting traffic.

• Turning/deceleration lanes will be required at the Scoresby Road access to reduce impacts on through traffic and to improve road safety. The left and right turn lanes should be 70 m and 75 m long respectively.

• A turning/deceleration lane 125 m in length will be needed at the proposed left in, left out intersection on Burwood Highway.

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This document is and shall remain the property of GHD Pty Ltd. 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 Status

Rev No.

Author Reviewer Authorisation

Name Signature Name Signature Date

1 GHD Melissa Adikari

*M.Adikari Martin Smith

*M.Smith 29/05/2017

2 GHD Melissa Adikari

*M.Adikari Martin Smith

*M.Smith 31/05/2017

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609-621 Burwood Highway, Knoxfield Traffic Impact Assessment · Burwood Highway is a six-lane two-way divided road with flaring at intersections to provide turning lanes. It is owned