Proposed McDonald's Convenience Restaurant · Car Parking Layout 9. 4.1 Design Standards 9 ... 1 Proposed McDonald's Convenience Restaurant, 84-86 High Street, ... layout …

Proposed McDonald's Convenience Restaurant

84-86 High Street, Wallan

Transport Impact Assessment

Client // McDonald's Australia Limited

Office // VIC

Reference // 15M1909000

Date // 02/02/16

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© GTA Consultants (GTA Consultants (VIC) Pty Ltd) 2015

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Proposed McDonald's Convenience Restaurant

84-86 High Street, Wallan

Transport Impact Assessment

Issue: B 02/02/16

Client: McDonald's Australia Limited

Reference: 15M1909000

GTA Consultants Office: VIC

Quality Record

Issue Date Description Prepared By Checked By Approved By Signed

A-Dr 20/08/15 Draft Justin Gale Chris Greenland Simon Davies

A 25/08/15 Final Justin Gale Chris Greenland Simon Davies

B-Dr 22/01/16 Revised Draft Justin Gale Chris Greenland Simon Davies

B 02/02/16 Revised Final Justin Gale Chris Greenland Simon Davies

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15M1909000 // 02/02/16

Transport Impact Assessment // Issue: B

Proposed McDonald's Convenience Restaurant, 84-86 High Street, Wallan

Table of Contents

1. Introduction 1

1.1 Background 1

1.2 Development Proposal 1

1.3 Subject Site 2

1.4 Purpose of this Report 3

1.5 References 4

2. Sustainable Transport Considerations 5

2.1 Bicycle Parking & Associated Facilities 5

2.2 Pedestrian Connectivity 7

3. Car Parking Provision 8

3.1 Statutory Car Parking Requirements 8

3.2 Disabled (BCA) Car Parking Requirements 8

4. Car Parking Layout 9

4.1 Design Standards 9

4.2 Drive-Thru Operation 9

5. Loading & Waste Collection 11

5.1 Statutory Requirements 11

5.2 Proposed Provision and Adequacy of Loading Area 11

5.3 Layout 11

5.4 Refuse Collection 11

6. Traffic Impact 12

6.1 Traffic Generation 12

6.2 Traffic Distribution and Assignment 12

6.3 Traffic Impact 14

7. Conclusion 18

Appendices

A: Existing Conditions

B: Electronic Swept Path Assessments (Access)

C: Electronic Swept Path Assessments (Drive-Thru)

D: Electronic Swept Path Assessments (Loading Vehicle)

E: SIDRA Intersection Results (Existing)

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F: SIDRA Intersection Results (Post Development)

Figures

Figure 1.1: Subject Site and its Environs (Aerial) 2

Figure 1.2: Subject Site and its Environs (Melways) 3

Figure 6.1: Weekday AM Peak Hour Site Generated Traffic Volumes (Including Non-Link

Diverted Trips) 13

Figure 6.2: Weekday PM Peak Hour Site Generated Traffic Volumes (Including Non-Link

Diverted Trips) 14

Figure 6.3: Post-Development AM Peak Hour Traffic Volumes 15

Figure 6.4: Post-Development PM Peak Hour Traffic Volumes 16

Tables

Table 2.1: Statutory Requirement for Bicycle Facilities 5

Table 3.1: Statutory Car Parking Requirements 8

Table 6.1: High Street/Queen Street Intersection – Existing Operation in AM and PM Peak15

Table 6.2: High Street/Queen Street Intersection – Post-Development Operation in AM

and PM Peak 16

Table 6.3: Queen Street/Site Access Intersection – Post-Development Operation in AM

and PM Peak 17

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15M1909000 // 02/02/16


Proposed McDonald's Convenience Restaurant, 84-86 High Street, Wallan 1

1. Introduction

1.1 Background

A planning permit is currently being sought for a proposed McDonald’s convenience restaurant

on land located at 84-86 High Street in Wallan.

A planning permit application was lodged with Mitchell Shire Council (PLP218/15) and upon

review, Council issued a Request for Further Information (RFI) dated 28 September 2015. Those

matters relevant to traffic and transport have been reproduced below:

“1. An amended planning report that provides consideration against proposed Amendment

C108 to they [sic] Mitchell Planning Scheme. In particular, consideration should be given to how

the proposal implements the objectives of the Wallan Structure Plan 1.

3. Any pedestrian connectivity within and around the site with connections to Hadfield Park and

the broader Wallan retail centre.”

The Applicant has now prepared amended plans to satisfy the above requests for further

information. This report has been prepared with regard for these amended plans and supersedes

the previous GTA report (dated 25/8/15).

1.2 Development Proposal

It is proposed to provide a total of 46 on-site car parking spaces including two disabled spaces2.

It should be noted that this subsequently results in one additional on-site car parking space when

compared to the previous scheme.

It is also proposed to provide a total of 114 seats, including 96 internal dining seats and 18 party

room seats, resulting in a total food consumption area of approximately 215sqm.

Vehicular access to the site is proposed via a new access point to Queen Street to the south

western corner of the site which provides the greatest offset from the High Street / Queen Street

intersection.

It is proposed to provide a total of 4 bicycle parking spaces for visitors, with a secure area for staff

bicycle parking also proposed to be provided on-site within the corral area.

A loading area of approximately 50sqm is proposed to be located on-site. Vehicle access to this

loading area is provided via the new site access point to Queen Street. The loading bay has

been designed to cater for a 14m McDonald’s loading truck to enter, circulate and exit the site in

a forward direction. An internal loading management plan is recommended to manage heavy

vehicle access into and out of the loading area as discussed later in this report.

1 Whilst this item is does not relate specifically to traffic and transport, it should be noted that the required reconfiguration of the site

layout resulted in modifications to the vehicular access, car park layout, internal accessway, loading and drive thru operation.

These items are addressed in Sections 4 and 5 of this report.

2 This provision does not include the waiting bay associated with the drive-thru facility.

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1.3 Subject Site

The subject site is located at 84-86 High Street in Wallan. The site of 3,323sqm has a frontage of

77.61m to Queen Street and 40.03m to High Street (Northern Highway). High Street is located within

a Road Zone 1.

The site is located within a Commercial 2 Zone and is currently vacant. A number of existing

sealed pedestrian paths are located in the site’s vicinity, including a path along the western

boundary of the site that connects to the High Street/Queen Street signalised intersection and a

path alongside the west of Bentinck Street to the east of the adjacent site.

Information provided to GTA indicates that the existing land owner also owns the adjacent site to

the east, which has most recently been used as a medical centre, and will continue to be used

separately from the subject site.

The surrounding properties generally include a mix of retail, commercial and residential land uses,

with Hadfield Park located to the south of the site.

The location of the subject site, adjacent site and the surrounding environs are shown in Figure 1.1

and Figure 1.2.

Figure 1.1: Subject Site and its Environs (Aerial)

Source: www.nearmap.com.au

Subject Site

Adjacent Site

(same land owner)

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Figure 1.2: Subject Site and its Environs (Melways)

(Reproduced with Permission from Melway Publishing Pty Ltd)

Further details regarding the subject site and the surrounding transport network are provided in

Appendix A.

1.4 Purpose of this Report

GTA Consultants was originally commissioned by McDonald’s Australia Limited in August 2015 to

undertake a transport impact assessment of the proposed development and has been retained

to review the abovementioned Council RFI and subsequently undertake a revised transport

impact assessment of the amended proposed development.

The report sets out an assessment of the anticipated parking, traffic and transport implications of

the proposed development, including consideration of:

i the adequacy of the proposed pedestrian, bicycle and public transport access

arrangements to the site

ii the adequacy of the proposed bicycle parking arrangements in terms of supply

(quantum) and layout

iii the adequacy of the proposed car parking provision

iv the adequacy of the proposed car park layout

v the adequacy of the proposed arrangements for loading and waste collection

vi the acceptability of the traffic impacts of the proposed development, including the

need for mitigating road works and appropriate vehicular access.

Subject Site

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1.5 References

In preparing this report, reference has been made to the following:

Plans for the proposed development prepared by Richmond + Ross Architects, Plan No.

A002, Revision J, dated 19 January 2016

Wallan Structure Plan (to confirm there are no empirical requirements to be met)

Mitchell Planning Scheme (to ascertain the necessary requirements)

Australian Standard / New Zealand Standard, Parking Facilities (AS2890)

traffic surveys undertaken by GTA Consultants as referenced in the context of this report

an inspection of the site and its surrounds

other documents as nominated.

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2. Sustainable Transport Considerations

2.1 Bicycle Parking & Associated Facilities

2.1.1 Overview

Clause 52.34 of the Mitchell Planning Scheme seeks to encourage cycling as a mode of travel

through the provision of appropriate bicycle parking and associated facilities. The discussion and

analysis presented below examines these requirements.

2.1.2 Statutory Requirements

Bicycle Parking Provision

Statutory requirements for the provision of bicycle parking are set out in Clause 52.34 of the

Mitchell Planning Scheme. Based on this, the statutory requirements for the provision of bicycle

facilities for the development proposal are set out in Table 2.1.

Table 2.1: Statutory Requirement for Bicycle Facilities

Use Size Statutory Rate Statutory Requirement

Employee Visitor/Shopper Employee Visitor/Shopper

Convenience

Restaurant 214.5sqm[1]

1 to each 25sqm of

floor area available

to the public

2 spaces 9 spaces 2 spaces

Total 11 spaces

[1] As calculated in the ‘Food Consumption Area’ on Richmond+Ross Drawing No. A101 (indoor dining area and party room).

Table 2.1 indicates that the proposal has a statutory bicycle parking requirement of 11 bicycle

spaces, including nine employee spaces and two visitor spaces. It is also noted Clause 52.34 of

the Mitchell Scheme states that employee bicycle parking should be provided in a bicycle locker

or secure compound.

Proposed Provision

Having regard to the proposed development, GTA consider that the employee bicycle parking

requirement is high in this instance and likely bicycle parking demands will be far less, consistent

with many other McDonald’s restaurants in Victoria.

Notwithstanding, there is potential for the secure employee bicycle parking area to be located

within the corral area to meet any staff bicycle parking demands, which is consistent with other

McDonald’s restaurants and considered appropriate to satisfy the employee parking demand.

In addition, the proposed provision of four customer spaces adjacent to the play land area

exceeds the statutory visitor requirement.

In this instance, the proposed on-site bicycle parking provision of four visitor spaces and

adequate storage for employee spaces in the corral satisifes the statutory requirement.

Associated Facilities

In addition to the requirement for bicycle parking, Clause 52.34-3 of the Mitchell Planning

Scheme requires 1 shower for the first 5 employee bicycle parking spaces and 1 shower for each

subsequent 10 employee bicycle parking spaces (if 5 or more employee bicycle parking spaces

are required).

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Application of the above rates to the statutory employee bicycle parking requirement of nine

bicycle spaces indicates that the proposal also generates a statutory requirement of one change

room/shower.

2.1.3 Decision Guidelines

The Mitchell Planning Scheme outlines a number of guidelines to be considered for permit

applications to reduce or waive the statutory bicycle parking requirement (including the statutory

requirement relating to change rooms/showers), including (but not limited to):

“The location of the proposed land use and the distance a cyclist would need to travel

to reach the land.

The users of the land and their opportunities for bicycle travel.

The opportunities for sharing of bicycle facilities by multiple uses, either because of

variation of bicycle parking demand over time or because of efficiencies gained from

the consolidation of shared bicycle facilities.

Any relevant bicycle parking strategy or equivalent.”

These guidelines are discussed as follows.

Given the site has a requirement to provide nine employee bicycle spaces, it therefore generates

a statutory requirement to provide one shower and one change room. With respect to this

requirement, it is proposed that the statutory requirement for a shower be waived in this instance,

as per Clause 52.34-2 of the Mitchell Planning Scheme for the following reasons:

Unlike professional workplaces such as an office whereby staff are required to work for

long periods in office attire, McDonald’s staff generally work for shorter periods of time

in a fast-paced environment.

The proposed convenience restaurant will predominantly employ younger people from

the surrounding residential area. As such, employees who ride a bicycle are expected

to travel a relatively short distance (as opposed to commuter cyclists who generally

travel greater distances) and therefore do not necessitate a need to shower before

work.

McDonald’s restaurants generally do not provide employee showers due to the number

of junior employees working at each store and the limited need for these facilities.

Indeed, information provided by McDonald’s indicates that as of 2013, of the 222

restaurants in Victoria, only two have shower facilities.

Having regard to the above information, it is considered appropriate to waive the statutory

requirement for a shower facility for the development, noting that male and female staff change

rooms are provided.

2.1.4 Adequacy of Bicycle Parking/Facilities Provision

On the basis of the discussion and analysis presented above, the proposed on-site bicycle

parking provision and no on site shower/change room facility is considered to be appropriate

and sufficient.

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2.2 Pedestrian Connectivity

In accordance with RFI item no. 3 reproduced in Section 1.1 of this report, the following

pedestrian infrastructure is proposed to be constructed to connect the site to the existing

pedestrian network in the vicinity:

A 1.8m wide pedestrian path along the northern side of Queen Street, connecting High

Street to the west and Bentick Street to the east.

A 1.8m wide pedestrian path connecting the west frontage of the site (that can be

used to gain access to the store entrance) to the existing High Street footpath.

The provision of these pedestrian paths is expected to provide improved connectivity between

the site and the greater pedestrian network, including connection to the existing signalised

crossing at the High Street/Queen Street intersection and the associated improved accessibility to

Hadfield Park to the south.

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3. Car Parking Provision

3.1 Statutory Car Parking Requirements

Statutory requirements for the provision of car parking are set out in Clause 52.06 of the Mitchell

Planning Scheme, with parking rates specified in Table 1 to Clause 52.06-5. An assessment of the

statutory parking requirements for the development proposal is set out in Table 3.1.

Table 3.1: Statutory Car Parking Requirements

Use Patrons[1] Statutory Parking Rate Statutory Parking Requirement

Convenience

Restaurant 114 0.3 spaces per patron permitted 34 spaces

Total 34 spaces

[1] The number of patrons within the McDonald’s tenancy has been conservatively calculated as the total number of dining seats

(indoor dining area and party room).

The above assessment anticipates the development proposal has statutory requirement of

34 spaces.

In this instance, the proposed on-site parking provision of 46 car spaces exceeds the statutory

parking requirement and is considered appropriate.

It is noted that an empirical assessment based on data collected by GTA Consultants and a

number of other traffic engineering consultancies of 34 convenience restaurants including

McDonald’s restaurants suggests a peak parking rate of 0.35 spaces per indoor dining seat3.

Adopting the above rate would anticipate a peak parking demand of 34 spaces for this store,

consistent with the statutory requirement.

3.2 Disabled (BCA) Car Parking Requirements

In addition to the statutory car parking requirements in the Planning Scheme, the Building Code

of Australia (BCA) outlines requirements for the provision of car parking for people with disabilities.

An assessment of the BCA disabled car parking requirements for the development proposal

indicates that one disabled parking space is required to be provided (i.e. 1 space for every 50

car parking spaces or part thereof for up to 1,000 car parking spaces).

In this instance, the two proposed on-site disabled car parking spaces exceed the BCA

requirement and is therefore considered adequate.

3 Excludes party room seats.

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4. Car Parking Layout

4.1 Design Standards

The proposed parking layout has been assessed in respect to the relevant Design Standards set

out in Clause 52.06 of the Mitchell Planning Scheme. A summary of compliance is set out below:

Accessways

It is proposed to construct a new vehicle access point to Queen Street along the

southern boundary of the site, approximately 80m east of the High Street/Queen Street

intersection. This double width 6.6m wide crossover provides full turning movements at

the site access.

GTA has undertaken an electronic swept path assessment for two Austroads 99th

percentile design vehicles to simultaneously pass one another at the site access point.

As shown in Appendix B of this report (GTA Drawing No. 15M1909000-AT01-01P2), ingress

and egress movements can be achieved simultaneously.

The two access aisles within the car park measure 6.6m wide and 7.2m wide

respectively which exceed the minimum requirements of the Planning Scheme.

A turnaround area is proposed at the end of the car park in the northeast corner of the

site. Provision of this turnaround area will ensure vehicles can enter, circulate and exit

the site in forwards direction in the unlikely instance that all car spaces are occupied.

Car Parking Spaces

All regular car parking spaces measure a minimum 5.4m long and 2.6m wide accessed

via a minimum 6.6m wide aisle. These dimensions exceed the minimum requirements of

the Planning Scheme and are considered to be appropriate.

The two disabled car parking spaces measure 5.4m long and 2.4m wide and have a

shared zone 5.4m long and 2.4m wide adjacent both spaces (containing a bollard).

These spaces are designed in accordance with Australian/New Zealand Standard for

Off-Street Parking for People with Disabilities (AS/NZS 2890.6-2009) and are considered

to be appropriate.

4.2 Drive-Thru Operation

4.2.1 Operation

The drive-thru is proposed to contain two order points, one cashier point and two servery points,

with a minimum drive-thru accessway width of 3.0m. As such, this facility is considered

appropriate for the proposed development for efficiently managing drive-thru traffic.

In addition, GTA has undertaken electronic swept path analysis that demonstrates that an

Austroads 99th percentile design vehicle can adequately enter the drive-thru, circulate around a

stationary vehicle at the western servery point and/or waiting bay and circulate to exit to Queen

Street.

For reference, this assessment is presented in Appendix C of this report (GTA Drawing No’s.

15M1909000-AT01-02P2 and 15M1909000-AT01-03P2).

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4.2.2 Queuing

Guidance has been sourced from the RTA NSW document ‘Guide to Traffic Generating

Developments’ (2002), which provides the following stipulation regarding drive-thru service:

“An exclusive area for queuing of cars for a drive through facility is required (queue

length of 5 to 12 cars from the pickup point). There should also be a minimum of four

car spaces for cars queued from ordering point.”

In addition, the RTA NSW document provides further information of the drive-thru

recommendations specifically for McDonald’s restaurants. This has been reproduced below:

“McDonald’s: The drive through capacity should be 10 car lengths. However the

queue must be able to extend to 12 car lengths without unreasonably disrupting car

parking operations or extending onto the street for restaurants with single booths or

potential high turnover”

Having consideration to the above comment, GTA has shown the anticipated vehicle storage

scenario within the drive-thru area for the proposed development utilising Austroads 99th

percentile vehicles overlaid on the site layout base in GTA Drawing No. 15M1909000-AT01-04P2,

located within Appendix C of this report. This drawing illustrates that up to 13 vehicles can be

located within the storage area without encroachment within the car park. This drawing

demonstrates that vehicles can queue in the drive-thru area in accordance with the requirement

specified by the RTA NSW document from both the pickup and order points.

Furthermore, it is noted that the drive-thru for this site proposes dual drive-thru lanes and a two

servery points (along with the two waiting bays). This therefore increases the capacity above a

single booth drive-thru stated within the RTA NSW document and allows for a significantly more

efficient system.

Having regard to the above, the drive-thru design is considered appropriate in this instance, with

storage in accordance with the RTA NSW guidelines with minimal disruption to car park

circulation.

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5. Loading & Waste Collection

5.1 Statutory Requirements

Clause 52.07 of the Mitchell Planning Scheme is applicable where buildings or works are

constructed for the manufacture, servicing, storage or sale of goods or materials.

The Clause anticipates the development proposal has a statutory requirement of a loading area

of 27.4sqm.

5.2 Proposed Provision and Adequacy of Loading Area

A loading area of approximately 50sqm is located to the immediate east of the building. This

provision exceeds the statutory requirements and is therefore considered adequate.

5.3 Layout

The McDonald’s loading vehicle will access the loading area in a forward direction from Queen

Street and reverse into the loading area. Once loading is complete, the vehicle will then exit the

site to Queen Street in a forward direction.

The loading area has been designed to exceed Planning Scheme requirements and its

accessibility by vehicles of a size up to and including 14m McDonald’s trucks has been confirmed

via swept path assessment. The results of this swept path assessment are shown in Appendix D of

this report (GTA Drawing Nos. 15M1909000-AT01-05P2 and 15M1909000-AT01-06P2).

It is noted that in performing this manoeuvre, approximately four car spaces to the north of the

loading area are required to be vacant. A loading management plan is recommended to be

prepared by the Applicant to provide detail on how these car parking spaces will be managed.

It is expected that removable bollards (or similar) could be placed in these spaces by staff to

physically prevent vehicles accessing them during the early morning period prior to any

scheduled morning loading activity.

The temporary ‘loss’ of up to four spaces during loading activity is not expected to impact on car

parking availability as the balance of car parking spaces (42 spaces) would still exceed the

statutory requirement for the development (34 spaces). In addition, loading activity is expected

to occur outside of typical store peak periods when car parking demand is lower (i.e. the early

morning).

5.4 Refuse Collection

The proposal incorporates a dedicated area for bin storage area located in the corral area. It is

understood that the bins will be collected from this area by a private waste collection contractor.

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6. Traffic Impact

6.1 Traffic Generation

An estimate of the traffic generation of the proposed development was made with reference to

recent surveys undertaken by GTA Consultants of several existing McDonald’s convenience

restaurants. The data suggests an average weekday AM and PM peak hour traffic generation of

approximately 170 vehicle movements per hour.

6.2 Traffic Distribution and Assignment

The directional distribution and assignment of traffic generated by the proposed development

will be influenced by a number of factors, including the:

i configuration of the arterial road network in the immediate vicinity of the site

ii existing operation of intersections providing access between the local and arterial road

network

iii distribution of households in the vicinity of the site

iv likely distribution of employee’s residences in relation to the site

v configuration of access points to the site.

Having consideration to the above and based on the existing turning movement data for the

High Street/Queen Street intersection, the following directional distributions have been assumed

in each weekday peak hour:

AM Peak

High Street (north) 50% arriving and 30% departing

High Street (south) 30% arriving and 50% departing

Queen Street (east) 5%

Queen Street (west) 15%.

PM Peak

High Street (north) 30% arriving and 50% departing

High Street (south) 50% arriving and 30% departing

Queen Street (east) 5%

Queen Street (west) 15%.

In addition, a 50:50 directional split of traffic (i.e. the ratio between the inbound and outbound

traffic movements) has been assumed.

6.2.1 Characteristic Trip Types

An important characteristic of the traffic generation for the proposed convenience restaurant is

the different types of trips which may occur. These different trip types correspond to:

‘Primary Trips’

‘Link-diverted Trips’

‘Non-link-diverted Trips’

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Primary trips and link-diverted trips involve a vehicle either making a special trip or a modification

of the route to an existing trip. Non-link-diverted trips, on the other hand, correspond to those

trips which do not involve a diversion from the route that would otherwise have been taken, or in

other words are trips generated by passing traffic. The important distinction here is that it is only

primary trips and link-diverted trips which impact upon the external road network. Non-link-

diverted trips are already present on the adjacent road network, and although these trips need

to be considered in the design of access driveways, turning lanes and so on, they do not

constitute additional traffic per se.

A significant proportion of traffic is anticipated to access the site during the road network peak

hour as non-link-diverted trips and as such, it is anticipated that few new trips would be

generated along High Street. In this respect, reference is made to the ‘RTA NSW – Guide to Traffic

Generating Developments’ which in respect to McDonald’s convenience restaurants states the

following:

“The proportion of passing trade is typically about 35%. This discount should be taken into

account in assessing external traffic impact.”

The below assessment therefore assumes that 35% of traffic movements will be from existing

external road traffic on High Street.

Based on the above, Figure 6.1 and Figure 6.2 have been prepared to show the estimated

marginal increase in turning movements during the AM and PM peak hour in the vicinity of the

subject site.

Figure 6.1: Weekday AM Peak Hour Site Generated Traffic Volumes (Including Non-Link Diverted Trips)

0 =

13 " 0 -15 43 81 = 81 4

0 ? 8 $ 9 0 " 8 9

: # ; < 26 < 4

0 -9 26 ! 13 ! 0

> 43

AM PEAK HOUR

SITE GENERATED TRAFFIC

(LESS PASSER BY TRAFFIC)

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Figure 6.2: Weekday PM Peak Hour Site Generated Traffic Volumes (Including Non-Link Diverted Trips)

6.3 Traffic Impact

6.3.1 Existing Conditions

The operation of the intersection of High Street and Queen Street has been assessed using SIDRA

INTERSECTION 6.14, a computer based modelling package which calculates intersection

performance.

The commonly used measure of intersection performance is referred to as the Degree of

Saturation (DOS). The DOS represents the flow-to-capacity ratio for the most critical movement

on each leg of the intersection. For signalised intersections, a DOS of around 0.95 has been

typically considered the ‘ideal’ limit, beyond which queues and delays increase

disproportionately5.

Table 6.1 presents a summary of the existing operation of the intersection (based on the traffic

volumes shown in Figure A.7 and Figure A.8 in Appendix A), with full results presented in Appendix

E of this report.

4 Program used under license from Akcelik & Associates Pty Ltd.

5 SIDRA INTERSECTION adopts the following criteria for Level of Service assessment:

Level of Service Intersection Degree of Saturation (DOS)

Unsignalised Intersection Signalised Intersection Roundabout

A Excellent <=0.60 <=0.60 <=0.60

B Very Good 0.60-0.70 0.60-0.70 0.60-0.70

C Good 0.70-0.80 0.70-0.90 0.70-0.85

D Acceptable 0.80-0.90 0.90-0.95 0.85-0.95

E Poor 0.90-1.00 0.95-1.00 0.95-1.00

F Very Poor >=1.0 >=1.0 >=1.0

0 =

13 " 0 -9 26 81 = 81 4

0 ? 8 $ 9 0 " 8 9

: # ; < 43 < 4

0 -15 43 ! 13 ! 0

> 26

PM PEAK HOUR

SITE GENERATED TRAFFIC

(LESS PASSER BY TRAFFIC)

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Table 6.1: High Street/Queen Street Intersection – Existing Operation in AM and PM Peak

Peak Hour Approach DOS Average Delay

(sec)

95th Percentile

Queue (m)

AM

High Street (South) 0.31 7 sec 37 m

Queen Street (East) 0.26 26 sec 17 m

High Street (North) # 0.56 8 sec 78 m

Queen Street (West) 0.53 30 sec 31 m

PM

High Street (South) # 0.71 8 sec 108 m


High Street (North) 0.27 8 sec 30 m


DOS – Degree of Saturation, # - Intersection DOS

Table 6.1 indicates that the intersection of High Street/Queen Street currently operates at

‘excellent’ and ‘good’ levels of service during the AM and PM peak hour periods respectively,

with acceptable queues and delays on all approaches.

6.3.2 Post Development Conditions

Post Development Traffic Volumes

By adding the development traffic (including non-link diverted trips) to the existing traffic flows we

can obtain the post-development traffic volumes. These are outlined in Figure 6.3 and Figure 6.4.

Figure 6.3: Post-Development AM Peak Hour Traffic Volumes

79 =

83 " 86 564 72 81 = 81 4

107 ? 8 $ 9 124 " 8 9

: # ; < 42 < 4

60 343 50 ! 86 ! 101

> 54

AM PEAK HOUR POST DEVELOPMENT

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Figure 6.4: Post-Development PM Peak Hour Traffic Volumes

Post Development Traffic Impact

The impact of the development traffic upon intersections in the vicinity of the site immediately

was assessed using SIDRA INTERSECTION 6. On the basis of the turning movement estimates

presented above, Table 6.2 and Table 6.3 presents a summary of the anticipated future

operation of the nominated intersections following the full development of the site. Detailed

results of this analysis are provided in Appendix F of this report.

Table 6.2: High Street/Queen Street Intersection – Post-Development Operation in AM and PM Peak


(sec)

95th Percentile

Queue (m)

AM

High Street (South) 0.35 11 sec 44 m


High Street (North) # 0.71 13 sec 104 m


PM

High Street (South) # 0.84 18 sec 163 m


High Street (North) 0.34 12 sec 41 m



Table 6.2 indicates that post development, the intersection of High Street/Queen Street will

contain ‘good’ levels of service in both the AM and PM peak hours.

Critically, it should be noted that as the vehicle crossover to Queen Street is proposed to be

located approximately 80m east of the High Street/Queen Street intersection, Table 6.2 indicates

that the 95th percentile queue on the Queen Street (east approach) is not expected to extend

back to the access point with a 95th percentile queue length of 26m during the AM peak hour.

114 =

114 " 61 303 41 81 = 81 4

107 ? 8 $ 9 165 " 8 9

: # ; < 75 < 4

104 788 91 ! 82 ! 113

> 37

PM PEAK HOUR POST DEVELOPMENT

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Table 6.3: Queen Street/Site Access Intersection – Post-Development Operation in AM and PM Peak


(sec)

95th Percentile

Queue (m)

AM


Site Access (North) 0.09 6 sec 2 m

Queen Street (West) # 0.11 2 sec 0 m

PM


Site Access (North) 0.09 7 sec 2 m

Queen Street (West) # 0.14 2 sec 0 m


Table 6.3 indicates that post development the intersection of Queen Street/Site Access is

expected to operate at an ‘excellent’ level of service under AM and PM peak hour conditions

with minimal queues and delays on all approaches.

As described earlier, a DOS of around 0.95 for signalised intersections and 0.90 for unsignalised

intersections has traditionally been considered the practical limit beyond which intersection

performance is unsatisfactory, as beyond this value queues and delays increase

disproportionately. On this criterion, the calculated DOS for both intersections suggest that they

can be expected to operate satisfactorily following full development of the site.

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7. Conclusion

Based on the analysis and discussion presented within this report, the following conclusions are

made:

i The proposed development generates a statutory parking requirement of 34 car

parking spaces. Surveys of several other McDonald’s restaurants also indicate a peak

car parking demand of approximately 34 car parking spaces can be expected.

ii The proposed supply of 46 spaces exceeds the statutory requirement and the

anticipated peak car parking demand, and is considered to be appropriate.

iii The proposed car parking layout is consistent with the dimensional requirements as set

out in the Mitchell Planning Scheme and/or Australian/New Zealand Standards for Off

Street Car Parking (AS/NZS2890.1:2004 and AS/NZS2890.6:2009).

iv The proposed provision of two new sealed pedestrian paths (each 1.8m wide) is

expected to provide improved connectivity between the site and the greater

pedestrian network, including connection to the existing signalised crossing at the High

Street/Queen Street intersection and the associated improved accessibility to Hadfield

Park to the south.

v It is proposed to provide four visitor bicycle parking spaces as well as additional storage

for staff bicycle spaces within the corral area.

vi Change room facilities are proposed to be provided for staff. However, a shower is not

considered necessary given the relatively short distances employees generally travel

and the type of work undertaken.

vii The provision of loading exceeds the statutory requirement and is considered adequate

for the development.

viii A loading management plan is recommended to be prepared by the Applicant to

physically prevent vehicles accessing the adjacent four on-site parking spaces prior to

any scheduled loading activity.

ix The site is expected to generate up to 170 vehicle movements in any weekday peak

hour.

x There is adequate capacity in the surrounding road network to cater for the traffic

generated by the proposed development.

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Appendix A

Existing Conditions

Ap

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ix A

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A.1 Road Network

A.1.1 Adjoining Roads

High Street (Northern Highway)

High Street functions as a primary arterial road (under VicRoads jurisdiction) and is located within

a Road Zone (Category 1) in the Mitchell Planning Scheme. It is a two-way road aligned in a

north-south direction and generally configured with a 2-lane, 15 metre wide carriageway set

within a 55 metre wide road reserve (approx.).

High Street carries approximately 15,700 vehicles per day6 and is shown in Figure A.1 and A.2.

Figure A.1: High Street (Looking North) Figure A.2: High Street (Looking South)

Queen Street

Queen Street functions as a local street (Council controlled). It is a two-way road aligned in an

east-west direction and configured with a 2-lane, 7 metre wide carriageway set within a 20 metre

wide road reserve (approx.).

Queen Street carries approximately 2,500 vehicles per day7 and is shown in Figure A.3 and A.4.

Figure A.3: Queen Street (Looking East) Figure A.4: Queen Street (Looking West)

6 Based on weeklong pneumatic tube counts commissioned by McDonald’s Australia Limited for High Street (south of Queen Street

from 16-22 October 2014.

7 Based on weeklong SCATS traffic volume data obtained from VicRoads for a weeklong period (between 15 -21 March 2015) at the

High Street/Queen Street signalised intersection.

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Bentinck Street

Bentinck Street functions as a local street (Council controlled). It is a two-way road aligned in a

north-south direction and configured with a 2-lane, 7 metre wide carriageway set within a 20

metre wide road reserve (approx.).

Bentinck Street is shown in Figure A.5 and A.6.

Figure A.5: Bentinck Street (Looking North) Figure A.6: Bentinck Street (Looking South)

Other Roads

Other roads within the vicinity of the site include Wellington Street, Watson Street and Windham

Street.

A.1.2 Surrounding Intersections

Key intersections in the vicinity of the site include:

High Street (Northern Highway) / Queen Street (signalised X-intersection)

Queen Street / Bentinck Street (unsignalised X-intersection).

A.1.3 Traffic Volumes

GTA Consultants obtained weeklong SCATS traffic volume data from VicRoads (15-21 March

2015) for the High Street (Northern Highway)/Queen Street signalised intersection to determine

the existing peak hour traffic volumes in the vicinity of the site. In addition, GTA also undertook

sample traffic movement counts at the intersection to determine the directional split of traffic in

shared detector lanes.

The AM and PM peak hour traffic volumes are shown in Figure A.7 and Figure A.8, respectively.

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Figure A.7: Existing AM Peak Hour Traffic Volumes

Figure A.8: Existing PM Peak Hour Traffic Volumes

79 =

70 " 86 564 30 0 = 0 0

107 ? 8 $ 9 124 " 8 9

: # ; < 16 < 0

60 343 24 ! 73 ! 101

> 12

AM PEAK HOUR TRAFFIC VOLUMES

Time: 8:00am-9:00am

Subject

Site

Queen Street

Hig

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114 =

101 " 61 303 16 0 = 0 0

107 ? 8 $ 9 165 " 8 9

: # ; < 32 < 0

104 788 48 ! 70 ! 113

> 11

PM PEAK HOUR TRAFFIC VOLUMES

Time: 5:15pm-6:15pm

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A.2 Safety Assessment

A review of the reported casualty accident history for the roads and intersections adjoining the

subject site has been sourced from VicRoads CrashStats accident database. This database

records all accidents causing injury that have occurred in Victoria since 1987 (as recorded by

Victorian Police) and categorises these accidents as follows:

Fatal injury: at least one person was killed in the accident or died within 30 days as a

result of the accident.

Serious injury: at least one person was sent to hospital as a result of the accident.

Other injury: at least one person required medical treatment as a result of the accident.

A summary of the accidents in the vicinity of the site for the last available five year period

January 2009 to December 2013) is presented in Table A.1.

Table A.1: Casualty Accident History

Location Accident No.

Fatality Serious Injury Other Injury

Nearby Intersections

High Street / Queen Street - - 1

Source: VicRoads

Table A.1 indicates that one casualty accident has been recorded in the last available five year

period in the vicinity of the site. It should also be noted that no accidents have been reported on

Queen Street in the vicinity of the proposed site access points.

A.3 Sustainable Transport Infrastructure

A.3.1 Public Transport

Figure A.9 shows the subject site in relation to the existing bus route within its vicinity.

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Figure A.9: Public Transport Map

A.3.2 Pedestrian Infrastructure

Formal pedestrian paths within the vicinity of the site are located as follows:

Both sides of High Street to the north of the High Street/Queen Street intersection8

Both sides of Queen Street to the west of the High Street/Queen Street intersection

Eastern side of High Street to the south of the High Street/Queen Street intersection

Southern side of Queen Street to the east of the High Street/Queen Street intersection.

Signalised pedestrian crossing points are located on all approaches of the High Street/Queen

Street intersection.

A.3.3 Cycle Infrastructure

On-road bicycle lanes currently exist on both sides of High Street providing cyclist connection

north-south adjacent the site. The southbound bicycle lane on High Street is provided in Figure

A.10.

8 It is noted that the pedestrian path on the eastern side of High Street provides connection between the signalised pedestrian

crossing (High Street/Queen Street) and the Hotel only.

Subject Site

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Figure A.10: Bicycle Lane located on High Street

A.4 Kilmore-Wallan Bypass

On 11 March 2015, the Victorian Government announced that the ‘Western Option’ is the

confirmed route for the future Kilmore-Wallan Bypass.

It is understood that the abovementioned bypass has been planned to alleviate north-south

through movements on Northern Highway (High Street) between Wallan South and Kilmore North

by allowing these vehicles to utilise the Hume Highway. As such, it is expected that traffic

volumes on Northern Highway (High Street) will decrease following construction of the bypass.

Having regard to the above, the traffic analysis contained in this report is considered to be

conservative on the high side as it assesses current through traffic volumes that are expected to

decrease over time.

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The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

15M1909000 // 02/02/16



Appendix B

Electronic Swept Path Assessments (Access)

Ap

pe

nd

ix B

This co

pied d

ocum

ent is

mad

e ava

ilable

for th

e sole

purpo

se

of en

ablin

g its

cons

iderat

ion &

revie

w as pa

rt of a

plan

ning

proce

ss un

der th

e Plan

ning a

nd E

nviro

nmen

t Act

1987

.

The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

PL

OTTE

D B

Y :

Draftin

g.H

otdesk

ON

20/01/

2016

AT

1:41:27 P

M

GTA onsultantsc

www.gta.com.au

DATE

DESIGNER

SCALE

DRAWING NO.

RESTAURANT

CONVENIENCE

PROPOSED

Q U E E N S T R E E T

1

SUBSTATION

BAY

WAITING

BAY

WAITING

245 8

25

3738

46

KE

EP C

LE

AR

KE

EP C

LE

AR

NO ENTRY

B99 6.3mR

GTA(c) 2014 Transoft Solutions, Inc. All rights reserved.

B99 6.3

mR

GTA

(c) 2014 Transoft Solutions, Inc. All rights reserved.

B99 6.3

mR

GTA

(c)

2014 T

rans

oft

Soluti

ons, I

nc.

All

righ

ts r

eser

ved.

B99 6.3mRGTA


B99 6.3mRGTA


B99 6.3

mR

GTA


PRELIMINARY PLAN

WITHOUT NOTIFICATION

ONLY SUBJECT TO CHANGE

FOR DISCUSSION PURPOSES

MELWAY REF

QUEEN

STREET

BE

NTIN

CK

ST

RE

ET

15M1909000-AT02-01P2

646/B101:500 @ A4

SWEPT PATH KEY

ASSUMED SPEED 5km/h

FROM VEHICLE BODY300mm CLEARANCE

VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE

84-86 HIGH STREET, WALLAN

B99 SWEPT PATH ASSESSMENT

Lock to Lock Time

Width

Track

:

:

:

metresB99 6.3mR

6.0

1.77

1.94

3.050.95

5.20

Steering Angle 34.0:

20 JANUARY '16

J. GALE

HIG

H S

TR

EE

T

This co

pied d

ocum

ent is

mad

e ava

ilable

for th

e sole

purpo

se

of en

ablin

g its

cons

iderat

ion &

revie

w as pa

rt of a

plan

ning

proce

ss un

der th

e Plan

ning a

nd E

nviro

nmen

t Act

1987

.

The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

15M1909000 // 02/02/16



Appendix C

Electronic Swept Path Assessments (Drive-Thru)

Ap

pe

nd

ix C

This co

pied d

ocum

ent is

mad

e ava

ilable

for th

e sole

purpo

se

of en

ablin

g its

cons

iderat

ion &

revie

w as pa

rt of a

plan

ning

proce

ss un

der th

e Plan

ning a

nd E

nviro

nmen

t Act

1987

.

The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

PL

OTTE

D B

Y :

Draftin

g.H

otdesk

ON

20/01/

2016

AT

1:41:44 P

M

GTA onsultantsc

www.gta.com.au

DATE

DESIGNER

SCALE

DRAWING NO.

RESTAURANT

CONVENIENCE

PROPOSED


1

SUBSTATION

BAY

WAITING

BAY

WAITING

245 8

25

3738

46

KE

EP C

LE

AR

KE

EP C

LE

AR

NO ENTRY

B99 6.3

mR

GTA


B99 6.3mRGTA


B99 6.3mR

GTA(c) 201

4 Transoft Solu

tions, Inc. All r

ights reserved.

B99 6.3

mR

GTA


B99 6.3mRGTA


B99 6.3

mR

GTA


PRELIMINARY PLAN




MELWAY REF

QUEEN

STREET

BE

NTIN

CK

ST

RE

ET

15M1909000-AT02-02P2

646/B101:500 @ A4

SWEPT PATH KEY

ASSUMED SPEED 5km/h


VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE



Lock to Lock Time

Width

Track

:

:

:

metresB99 6.3mR

6.0

1.77

1.94

3.050.95

5.20


20 JANUARY '16

J. GALE

HIG

H S

TR

EE

T

This co

pied d

ocum

ent is

mad

e ava

ilable

for th

e sole

purpo

se

of en

ablin

g its

cons

iderat

ion &

revie

w as pa

rt of a

plan

ning

proce

ss un

der th

e Plan

ning a

nd E

nviro

nmen

t Act

1987

.

The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

PL

OTTE

D B

Y :

Draftin

g.H

otdesk

ON

20/01/

2016

AT

1:42:4

9 P

M

GTA onsultantsc

www.gta.com.au

DATE

DESIGNER

SCALE

DRAWING NO.

RESTAURANT

CONVENIENCE

PROPOSED


1

SUBSTATION

BAY

WAITING

BAY

WAITING

245 8

25

3738

46

KE

EP C

LE

AR

KE

EP C

LE

AR

NO ENTRY

B99 6.3mRGTA


B99 6.3mRGTA


B99 6.3

mR

GT

A

(c)

2014 T

rans

oft

Soluti

ons, I

nc.

All

righ

ts r

eser

ved.

B99 6.3mRGTA


B99 6.3

mR

GT

A

(c)

2014 T

rans

oft

Soluti

ons, I

nc.

All

righ

ts r

eser

ved.

PRELIMINARY PLAN




MELWAY REF

QUEEN

STREET

BE

NTIN

CK

ST

RE

ET

15M1909000-AT02-03P2

646/B101:500 @ A4

SWEPT PATH KEY

ASSUMED SPEED 5km/h


VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE



Lock to Lock Time

Width

Track

:

:

:

metresB99 6.3mR

6.0

1.77

1.94

3.050.95

5.20


20 JANUARY '16

J. GALE

HIG

H S

TR

EE

T

This co

pied d

ocum

ent is

mad

e ava

ilable

for th

e sole

purpo

se

of en

ablin

g its

cons

iderat

ion &

revie

w as pa

rt of a

plan

ning

proce

ss un

der th

e Plan

ning a

nd E

nviro

nmen

t Act

1987

.

The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

PL

OTTE

D B

Y :

Draftin

g.H

otdesk

ON

20/01/

2016

AT

1:50:3

5 P

M

GTA onsultantsc

www.gta.com.au

DATE

DESIGNER

SCALE

DRAWING NO.

RESTAURANT

CONVENIENCE

PROPOSED


1

SUBSTATION

BAY

WAITING

BAY

WAITING

245 8

25

3738

46

KE

EP C

LE

AR

KE

EP C

LE

AR

NO ENTRY

B99 6.3mRGTA


B99 6.3mRGTA


B99 6.3mRGTA


B99 6.3mRGTA


B99 6.3mRGTA


B99 6.3mRGTA


B99 6.3

mR

GTA


B99 6.3

mR

GTA


B99 6.3

mR

GTA


B99 6.3

mR

GTA


B99 6.3

mR

GTA


B99 6.3

mR

GTA


B99 6.3mR

GTA(c) 2014 Transoft Solutions, Inc. All rights reserved.

PRELIMINARY PLAN




MELWAY REF

QUEEN

STREET

BE

NTIN

CK

ST

RE

ET

15M1909000-AT02-04P2

646/B101:500 @ A4

SWEPT PATH KEY

ASSUMED SPEED 5km/h


VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE



Lock to Lock Time

Width

Track

:

:

:

metresB99 6.3mR

6.0

1.77

1.94

3.050.95

5.20


20 JANUARY '16

J. GALE

HIG

H S

TR

EE

T

This co

pied d

ocum

ent is

mad

e ava

ilable

for th

e sole

purpo

se

of en

ablin

g its

cons

iderat

ion &

revie

w as pa

rt of a

plan

ning

proce

ss un

der th

e Plan

ning a

nd E

nviro

nmen

t Act

1987

.

The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

15M1909000 // 02/02/16



Appendix D

Electronic Swept Path Assessments (Loading Vehicle)

Ap

pe

nd

ix D

This co

pied d

ocum

ent is

mad

e ava

ilable

for th

e sole

purpo

se

of en

ablin

g its

cons

iderat

ion &

revie

w as pa

rt of a

plan

ning

proce

ss un

der th

e Plan

ning a

nd E

nviro

nmen

t Act

1987

.

The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

RESTAURANT

CONVENIENCE

PROPOSED


1

SUBSTATION

BAY

WAITING

BAY

WAITING

245 8

25

3738

46

KE

EP C

LE

AR

KE

EP C

LE

AR

NO ENTRY

MC

D-

14

m

SE

MI

GTA-

VIC

(c)

2014

Tra

nsoft

Solutio

ns, In

c.

All

rights re

serv

ed.

MCD-14m SEMIGTA-VIC

(c) 2014 Transoft Solutions, Inc. All rights reserved.MCD-14m SEMI

GTA-VIC


MCD-14m SEMIGTA-VIC


PL

OTTE

D B

Y :

Draftin

g.H

otdesk

ON

20/01/

2016

AT

1:43:2

9 P

M

GTA onsultantsc

www.gta.com.au

DATE

DESIGNER

SCALE

DRAWING NO.

PRELIMINARY PLAN




MELWAY REF

QUEEN

STREET

BE

NTIN

CK

ST

RE

ET


14m SEMI SWEPT PATH ASSESSMENT

15M1909000-AT02-05P2

Steering Angle

Lock to Lock Time

Articulating Angle

MCD-14m SEMI

Trailer Track

Tractor Track

Trailer Width

Tractor Width

3.401.70

meters

2.50

2.50:

2.50

2.50

:

:

:

0.15

0.92 5.86

2.56 9.11

:

:

:6.0

44.6

70.0646/B101:500 @ A4

SWEPT PATH KEY

ASSUMED SPEED 5km/h


VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE

MANAGED DURING LOADING OPERATION

CARPARKING SPACES TO BE INTERNALLY

20 JANUARY '16

J. GALE

HIG

H S

TR

EE

T

This co

pied d

ocum

ent is

mad

e ava

ilable

for th

e sole

purpo

se

of en

ablin

g its

cons

iderat

ion &

revie

w as pa

rt of a

plan

ning

proce

ss un

der th

e Plan

ning a

nd E

nviro

nmen

t Act

1987

.

The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

RESTAURANT

CONVENIENCE

PROPOSED


1

SUBSTATION

BAY

WAITING

BAY

WAITING

245 8

25

3738

46

KE

EP C

LE

AR

KE

EP C

LE

AR

NO ENTRY

MCD-14m SEMI

GTA-VIC(c) 2014 Transoft Solutions, Inc. All rights reserved.

MC

D-

14

m

SE

MI

GTA-

VIC

(c)

2014

Tra

nsoft

Solutio

ns, In

c.

All

rights re

serv

ed.

PL

OTTE

D B

Y :

Draftin

g.H

otdesk

ON

20/01/

2016

AT

1:43:5

9 P

M

GTA onsultantsc

www.gta.com.au

DATE

DESIGNER

SCALE

DRAWING NO.

PRELIMINARY PLAN




MELWAY REF

QUEEN

STREET

BE

NTIN

CK

ST

RE

ET


14m SEMI SWEPT PATH ASSESSMENT

15M1909000-AT02-06P2

Steering Angle

Lock to Lock Time

Articulating Angle

MCD-14m SEMI

Trailer Track

Tractor Track

Trailer Width

Tractor Width

3.401.70

meters

2.50

2.50:

2.50

2.50

:

:

:

0.15

0.92 5.86

2.56 9.11

:

:

:6.0

44.6

70.0646/B101:500 @ A4

SWEPT PATH KEY

ASSUMED SPEED 5km/h


VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE

MANAGED DURING LOADING OPERATION

CARPARKING SPACES TO BE INTERNALLY

20 JANUARY '16

J. GALE

HIG

H S

TR

EE

T

This co

pied d

ocum

ent is

mad

e ava

ilable

for th

e sole

purpo

se

of en

ablin

g its

cons

iderat

ion &

revie

w as pa

rt of a

plan

ning

proce

ss un

der th

e Plan

ning a

nd E

nviro

nmen

t Act

1987

.

The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

15M1909000 // 02/02/16



Appendix E

SIDRA Intersection Results (Existing)

Ap

pe

nd

ix E

This co

pied d

ocum

ent is

mad

e ava

ilable

for th

e sole

purpo

se

of en

ablin

g its

cons

iderat

ion &

revie

w as pa

rt of a

plan

ning

proce

ss un

der th

e Plan

ning a

nd E

nviro

nmen

t Act

1987

.

The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

LANE SUMMARY

Site: AM Peak Existing

High St/Queen St - AM Peak ExistingSignals - Fixed Time Isolated Cycle Time = 60 seconds (User-Given Cycle Time)

Lane Use and Performance

Demand Flows 95% Back of QueueCap.

Deg.Satn

LaneUtil.

AverageDelay

Level ofService

Lane Config

Lane Length

Cap.Adj.

Prob. Block.Total HV Veh Dist

veh/h % veh/h v/c % sec m m % %South: High Street

Lane 1 65 0.0 1145 0.057 100 10.4 LOS B 0.8 5.3 Short 35 0.0 NA

Lane 2 373 2.0 1187 0.314 100 5.9 LOS A 5.2 36.9 Full 500 0.0 0.0


Approach 464 1.6 0.314 7.1 LOS A 5.2 36.9

East: Queens Street

Lane 1 92 0.0 355 0.260 100 24.3 LOS C 2.4 16.9 Full 500 0.0 0.0

Lane 2 17 0.0 181 0.096 100 32.7 LOS C 0.5 3.4 Short 30 0.0 NA

Approach 110 0.0 0.260 25.7 LOS C 2.4 16.9

North: High Street

Lane 1 646 1.9 11541

0.559 100 7.5 LOS A 11.0 77.9 Full 500 0.0 0.0


Approach 739 1.7 0.559 8.2 LOS A 11.0 77.9

West: Queen Street

Lane 1 162 0.0 348 0.465 100 27.7 LOS C 4.4 31.1 Full 500 0.0 0.0


Approach 278 0.0 0.534 29.9 LOS C 4.4 31.1

Intersection 1591 1.2 0.559 12.9 LOS B 11.0 77.9

Level of Service (LOS) Method: Delay (HCM 2000).

Lane LOS values are based on average delay per lane.

Intersection and Approach LOS values are based on average delay for all lanes.

SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.

Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).

HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

1 Reduced capacity due to a short lane effect. Short lane queues may extend into the adjacent full-length lanes. Some upstream delays at entry to short lanes are not included.

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Thursday, 20 August 2015 11:07:40 AMProject: P:\15M1900-1999\15M1909000 - McDonald's Wallan\Modelling\150820sid-15M1909000-High&Queen.sip6

This co

pied d

ocum

ent is

mad

e ava

ilable

for th

e sole

purpo

se

of en

ablin

g its

cons

iderat

ion &

revie

w as pa

rt of a

plan

ning

proce

ss un

der th

e Plan

ning a

nd E

nviro

nmen

t Act

1987

.

The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

LANE SUMMARY

Site: PM Peak Existing

High St/Queen St - PM Peak ExistingSignals - Fixed Time Isolated Cycle Time = 60 seconds (User-Given Cycle Time)

Lane Use and Performance

Demand Flows 95% Back of QueueCap.

Deg.Satn

LaneUtil.

AverageDelay

Level ofService

Lane Config

Lane Length

Cap.Adj.

Prob. Block.Total HV Veh Dist

veh/h % veh/h v/c % sec m m % %South: High Street


Lane 2 812 2.0 11481

0.708 100 7.5 LOS A 15.2 107.9 Full 500 0.0 0.0


Approach 969 1.7 0.708 8.0 LOS A 15.2 107.9

East: Queens Street

Lane 1 84 0.0 323 0.259 100 25.3 LOS C 2.2 15.6 Full 500 0.0 0.0

Lane 2 33 0.0 137 0.240 100 36.7 LOS D 1.0 7.0 Short 30 0.0 NA

Approach 116 0.0 0.259 28.5 LOS C 2.2 15.6

North: High Street

Lane 1 329 1.9 1217 0.270 100 5.5 LOS A 4.3 30.2 Full 500 0.0 0.0


Approach 392 1.6 0.270 7.8 LOS A 4.3 30.2

West: Queen Street

Lane 1 222 0.0 317 0.700 100 31.0 LOS C 6.7 46.9 Full 500 0.0 0.0


Approach 332 0.0 0.700 32.0 LOS C 6.7 46.9

Intersection 1809 1.2 0.708 13.7 LOS B 15.2 107.9


Lane LOS values are based on average delay per lane.

Intersection and Approach LOS values are based on average delay for all lanes.




1 Reduced capacity due to a short lane effect. Short lane queues may extend into the adjacent full-length lanes. Some upstream delays at entry to short lanes are not included.

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Thursday, 20 August 2015 11:07:41 AMProject: P:\15M1900-1999\15M1909000 - McDonald's Wallan\Modelling\150820sid-15M1909000-High&Queen.sip6

This co

pied d

ocum

ent is

mad

e ava

ilable

for th

e sole

purpo

se

of en

ablin

g its

cons

iderat

ion &

revie

w as pa

rt of a

plan

ning

proce

ss un

der th

e Plan

ning a

nd E

nviro

nmen

t Act

1987

.

The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

15M1909000 // 02/02/16



Appendix F

SIDRA Intersection Results (Post Development)

Ap

pe

nd

ix F

This co

pied d

ocum

ent is

mad

e ava

ilable

for th

e sole

purpo

se

of en

ablin

g its

cons

iderat

ion &

revie

w as pa

rt of a

plan

ning

proce

ss un

der th

e Plan

ning a

nd E

nviro

nmen

t Act

1987

.

The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

MOVEMENT SUMMARY

Site: AM Peak Post Dev

High St/Queen St - AM Post DevelopmentSignals - Fixed Time Cycle Time = 60 seconds (User-Given Cycle Time)

Movement Performance - Vehicles

Demand Flows 95% Back of QueueMovID

ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

AverageSpeed Total HV Vehicles Distance

veh/h % v/c sec veh m per veh km/hSouth: High Street

1 L2 65 0.0 0.066 12.8 LOS B 0.9 6.4 0.51 0.68 48.5

2 T1 363 2.0 0.354 8.7 LOS A 6.1 43.7 0.61 0.53 52.5

3 R2 54 0.0 0.167 23.7 LOS C 1.3 8.8 0.79 0.73 42.2

Approach 483 1.5 0.354 11.0 LOS B 6.1 43.7 0.62 0.57 50.5

East: Queens Street

4 L2 59 0.0 0.298 24.9 LOS C 3.6 25.5 0.84 0.71 43.4

5 T1 93 0.0 0.298 19.4 LOS B 3.6 25.5 0.84 0.71 44.3

6 R2 46 0.0 0.181 28.2 LOS C 1.2 8.2 0.86 0.74 40.1

Approach 198 0.0 0.298 23.1 LOS C 3.6 25.5 0.84 0.72 43.0

North: High Street

7 L2 78 0.0 0.712 16.9 LOS B 14.6 104.0 0.77 0.72 49.0

8 T1 597 2.0 0.712 11.4 LOS B 14.6 104.0 0.77 0.72 50.1

9 R2 93 0.0 0.157 16.8 LOS B 1.7 11.9 0.64 0.72 45.8

Approach 768 1.6 0.712 12.6 LOS B 14.6 104.0 0.76 0.72 49.4

West: Queen Street

10 L2 86 0.0 0.347 25.2 LOS C 4.3 30.0 0.85 0.74 43.0

11 T1 90 0.0 0.347 19.7 LOS B 4.3 30.0 0.85 0.74 43.9

12 R2 116 0.0 0.439 29.0 LOS C 3.2 22.1 0.91 0.78 40.0

Approach 292 0.0 0.439 25.0 LOS C 4.3 30.0 0.87 0.76 42.0

All Vehicles 1741 1.1 0.712 15.4 LOS B 14.6 104.0 0.75 0.68 47.5


Vehicle movement LOS values are based on average delay per movement

Intersection and Approach LOS values are based on average delay for all vehicle movements.




Movement Performance - Pedestrians

Average Back of QueueMovID Description

DemandFlow

AverageDelay

Level ofService

Prop. Queued

Effective Stop RatePedestrian Distance

ped/h sec ped m per ped

P1 South Full Crossing 11 24.3 LOS C 0.0 0.0 0.90 0.90

P2 East Full Crossing 11 10.2 LOS B 0.0 0.0 0.58 0.58

P3 North Full Crossing 11 21.7 LOS C 0.0 0.0 0.85 0.85

P4 West Full Crossing 11 10.2 LOS B 0.0 0.0 0.58 0.58

All Pedestrians 42 16.6 LOS B 0.73 0.73

Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)

Pedestrian movement LOS values are based on average delay per pedestrian movement.

Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.

Processed: Thursday, 20 August 2015 4:42:45 PMSIDRA INTERSECTION 6.0.24.4877

Copyright © 2000-2014 Akcelik and Associates Pty Ltdwww.sidrasolutions.com

Project: P:\15M1900-1999\15M1909000 - McDonald's Wallan\Modelling\150820sid-15M1909000-High&Queen.sip68000056, 6017418, GTA CONSULTANTS, NETWORK / Enterprise

This co

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ilable

for th

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purpo

se

of en

ablin

g its

cons

iderat

ion &

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rt of a

plan

ning

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ss un

der th

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ning a

nd E

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1987

.

The do

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hich m

ay

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right.

MOVEMENT SUMMARY

Site: PM Peak Post Dev

High St/Queen St - PM Post DevelopmentSignals - Fixed Time Cycle Time = 60 seconds (User-Given Cycle Time)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: High Street

1 L2 107 0.0 0.108 13.0 LOS B 1.6 10.9 0.52 0.69 48.3

2 T1 797 2.0 0.841 18.7 LOS B 22.9 163.3 0.86 0.90 45.9

3 R2 94 0.0 0.150 16.8 LOS B 1.7 11.8 0.64 0.72 45.8

Approach 998 1.6 0.841 17.9 LOS B 22.9 163.3 0.80 0.86 46.2

East: Queens Street

4 L2 38 0.0 0.240 24.6 LOS C 2.9 20.2 0.82 0.69 43.9

5 T1 85 0.0 0.240 19.0 LOS B 2.9 20.2 0.82 0.69 44.8

6 R2 77 0.0 0.350 31.1 LOS C 2.2 15.1 0.92 0.76 38.8

Approach 200 0.0 0.350 24.8 LOS C 2.9 20.2 0.86 0.72 42.1

North: High Street

7 L2 42 0.0 0.338 14.2 LOS B 5.8 41.1 0.61 0.55 50.8

8 T1 303 2.0 0.338 8.6 LOS A 5.8 41.1 0.61 0.55 52.0

9 R2 63 0.0 0.263 28.0 LOS C 1.6 11.4 0.87 0.75 40.2

Approach 408 1.5 0.338 12.2 LOS B 5.8 41.1 0.65 0.58 49.7

West: Queen Street

10 L2 118 0.0 0.463 26.0 LOS C 5.9 41.6 0.88 0.77 42.6

11 T1 118 0.0 0.463 20.5 LOS C 5.9 41.6 0.88 0.77 43.4

12 R2 110 0.0 0.392 28.6 LOS C 2.9 20.6 0.90 0.78 40.1

Approach 345 0.0 0.463 24.9 LOS C 5.9 41.6 0.89 0.77 42.0

All Vehicles 1952 1.1 0.841 18.6 LOS B 22.9 163.3 0.79 0.77 45.6



Intersection and Approach LOS values are based on average delay for all vehicle movements.




Movement Performance - Pedestrians

Average Back of QueueMovID Description

DemandFlow

AverageDelay

Level ofService

Prop. Queued

Effective Stop RatePedestrian Distance

ped/h sec ped m per ped

P1 South Full Crossing 11 24.3 LOS C 0.0 0.0 0.90 0.90

P2 East Full Crossing 11 10.2 LOS B 0.0 0.0 0.58 0.58

P3 North Full Crossing 11 21.7 LOS C 0.0 0.0 0.85 0.85

P4 West Full Crossing 11 10.2 LOS B 0.0 0.0 0.58 0.58

All Pedestrians 42 16.6 LOS B 0.73 0.73

Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)

Pedestrian movement LOS values are based on average delay per pedestrian movement.

Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.

Processed: Thursday, 20 August 2015 4:56:25 PMSIDRA INTERSECTION 6.0.24.4877



This co

pied d

ocum

ent is

mad

e ava

ilable

for th

e sole

purpo

se

of en

ablin

g its

cons

iderat

ion &

revie

w as pa

rt of a

plan

ning

proce

ss un

der th

e Plan

ning a

nd E

nviro

nmen

t Act

1987

.

The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

MOVEMENT SUMMARY

Site: AM Site Access

New SiteGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hEast: Queen Street

5 T1 106 0.0 0.057 0.0 LOS A 0.0 0.3 0.03 0.02 59.7

6 R2 4 0.0 0.057 6.2 LOS A 0.0 0.3 0.03 0.02 57.4

Approach 111 0.0 0.057 0.3 NA 0.0 0.3 0.03 0.02 59.6

North: Site Access

7 L2 4 0.0 0.086 6.0 LOS A 0.3 2.1 0.30 0.61 52.8

9 R2 85 0.0 0.086 6.5 LOS A 0.3 2.1 0.30 0.61 52.3

Approach 89 0.0 0.086 6.4 LOS A 0.3 2.1 0.30 0.61 52.3

West: Queen Street

10 L2 85 0.0 0.113 5.5 LOS A 0.0 0.0 0.00 0.23 56.4

11 T1 131 0.0 0.113 0.0 LOS A 0.0 0.0 0.00 0.23 57.9

Approach 216 0.0 0.113 2.2 NA 0.0 0.0 0.00 0.23 57.3

All Vehicles 416 0.0 0.113 2.6 NA 0.3 2.1 0.07 0.26 56.7



Minor Road Approach LOS values are based on average delay for all vehicle movements.

NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.




Processed: Thursday, 20 August 2015 11:20:20 AMSIDRA INTERSECTION 6.0.24.4877



This co

pied d

ocum

ent is

mad

e ava

ilable

for th

e sole

purpo

se

of en

ablin

g its

cons

iderat

ion &

revie

w as pa

rt of a

plan

ning

proce

ss un

der th

e Plan

ning a

nd E

nviro

nmen

t Act

1987

.

The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

MOVEMENT SUMMARY

Site: PM Site Access

New SiteGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hEast: Queen Street

5 T1 119 0.0 0.064 0.0 LOS A 0.0 0.3 0.03 0.02 59.7

6 R2 4 0.0 0.064 6.3 LOS A 0.0 0.3 0.03 0.02 57.4

Approach 123 0.0 0.064 0.3 NA 0.0 0.3 0.03 0.02 59.6

North: Site Access

7 L2 4 0.0 0.090 6.1 LOS A 0.3 2.2 0.34 0.63 52.7

9 R2 85 0.0 0.090 6.7 LOS A 0.3 2.2 0.34 0.63 52.2

Approach 89 0.0 0.090 6.7 LOS A 0.3 2.2 0.34 0.63 52.2

West: Queen Street

10 L2 85 0.0 0.135 5.5 LOS A 0.0 0.0 0.00 0.20 56.7

11 T1 174 0.0 0.135 0.0 LOS A 0.0 0.0 0.00 0.20 58.2

Approach 259 0.0 0.135 1.8 NA 0.0 0.0 0.00 0.20 57.7

All Vehicles 472 0.0 0.135 2.3 NA 0.3 2.2 0.07 0.23 57.0



Minor Road Approach LOS values are based on average delay for all vehicle movements.

NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.




Processed: Thursday, 20 August 2015 11:23:32 AMSIDRA INTERSECTION 6.0.24.4877



This co

pied d

ocum

ent is

mad

e ava

ilable

for th

e sole

purpo

se

of en

ablin

g its

cons

iderat

ion &

revie

w as pa

rt of a

plan

ning

proce

ss un

der th

e Plan

ning a

nd E

nviro

nmen

t Act

1987

.

The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

Melbourne

A Level 25, 55 Collins Street

PO Box 24055

MELBOURNE VIC 3000

P +613 9851 9600

E [email protected]

Brisbane

A Level 4, 283 Elizabeth Street

BRISBANE QLD 4000

GPO Box 115

BRISBANE QLD 4001

P +617 3113 5000

E [email protected]

Adelaide

A Suite 4, Level 1, 136 The Parade

PO Box 3421

NORWOOD SA 5067

P +618 8334 3600

E [email protected]

Townsville

A Level 1, 25 Sturt Street

PO Box 1064

TOWNSVILLE QLD 4810

P +617 4722 2765

E [email protected]

Sydney

A Level 6, 15 Help Street

CHATSWOOD NSW 2067

PO Box 5254

WEST CHATSWOOD NSW 1515

P +612 8448 1800

E [email protected]

Canberra

A Tower A, Level 5,

7 London Circuit

Canberra ACT 2600

P +612 6243 4826

E [email protected]

Gold Coast

A Level 9, Corporate Centre 2

Box 37, 1 Corporate Court

BUNDALL QLD 4217

P +617 5510 4800

F +617 5510 4814

E [email protected]

Perth

A Level 27, 44 St Georges Terrace

PERTH WA 6000

P +618 6361 4634

E [email protected]

www.gta.com.au www.gta.com.au

This co

pied d

ocum

ent is

mad

e ava

ilable

for th

e sole

purpo

se

of en

ablin

g its

cons

iderat

ion &

revie

w as pa

rt of a

plan

ning

proce

ss un

der th

e Plan

ning a

nd E

nviro

nmen

t Act

1987

.

The do

cumen

t mus

t not

be us

ed fo

r any

purpo

se w

hich m

ay

breac

h any

copy

right.

Documents

Proposed McDonald's Convenience Restaurant · Car Parking Layout 9. 4.1 Design Standards 9 ... 1 Proposed McDonald's Convenience Restaurant, 84-86 High Street, ... layout …