Traffic and Transport Expert Evidence - Hume City … and Transport Expert Evidence Roxburgh Park Development 4 April 2013 Cardno iv Tables Table 4-1 Existing Daily Traffic Volumes

Traffic and Transport Expert Evidence

Roxburgh Park Development CG130171

Prepared for Prestige Properties Pty Ltd

4 April 2013

Traffic and Transport Expert Evidence

Roxburgh Park Development CG130171

Traffic and Transport Expert Evidence Roxburgh Park Development

4 April 2013 Cardno ii

Document Information

Prepared for Prestige Properties Pty Ltd

Project Name Roxburgh Park Development

File Reference CG130171REP001 F01.docx

Job Reference CG130171

Date 4 April 2013

Contact Information

Cardno Victoria Pty Ltd

Trading as Cardno

ABN 47 106 610 913

150 Oxford Street, Collingwood

Victoria 3066 Australia

Telephone: (03) 8415 7777

Facsimile: (03) 8415 7788

International: +61 3 8415 7777

[email protected]

www.cardno.com

Document Control

Version Date Author Author Initials

Reviewer Reviewer Initials

F01 4/04/13 Aaron Walley

Peter Malley

© Cardno. Copyright in the whole and every part of this document belongs to Cardno and may not be used, sold, transferred, copied or reproduced in whole or in part in any manner or form or in or on any media to any person other than by agreement with Cardno.

This document is produced by Cardno solely for the benefit and use by the client in accordance with the terms of the engagement. Cardno does not and shall not assume any responsibility or liability whatsoever to any third party arising out of any use or reliance by any third party on the content of this document.


4 April 2013 Cardno iii

Table of Contents

1 Expert Evidence Statement 1

2 Introduction 3

2.1 General 3

3 Background and History 4

3.1 General 4

3.2 A Plan for Melbourne’s Growth Areas 5

3.3 Delivering Melbourne's Newest Sustainable Communities 5

3.4 Aitken Boulevard (E14) 5

4 Background and Existing Conditions 7

4.1 Location and Land Use 7

4.2 Planning Zones 8

4.3 Road Network 9

4.3.1 Bridgewater Road 9

4.3.2 Donald Cameron Drive 10

4.3.3 James Mirams Drive 11

4.3.4 Kennedy Parade 12

4.3.5 Truscott Avenue 13

4.4 Traffic Volumes 14

4.5 Existing Intersection Analysis 17

4.6 Public Transport 19

4.6.2 Bicycle Network 20

5 Proposal 21

5.1 General 21

5.2 Access 22

6 Road Network Implications 23

6.1 RPLSP 1998 23

6.2 Daily Traffic Generation 23

6.3 Road Network Adequacy 23

7 Intersection Access Operations 24

7.1 Site Access 24

7.2 Traffic Generation 24

7.2.1 Residential Dwellings 24

7.2.2 Neighbourhood Centre 24

7.2.3 Mixed Use 25

7.3 Generated Traffic Volumes 26

7.4 Traffic Distribution 26

7.5 Intersection Analysis 31

7.6 Access Operation 33

8 Summary & Conclusions 35

Appendices

Appendix A Ashton Traffic Modelling of Aitken Boulevard


4 April 2013 Cardno iv

Tables

Table 4-1 Existing Daily Traffic Volumes 14

Table 4-2 Rating of Degrees of Saturation 17

Table 4-3 SIDRA Intersection Analysis Summary – Bridgewater Road/James Mirams Drive 17

Table 4-4 SIDRA Intersection Analysis Summary –James Mirams Drive/Truscott Avenue 17

Table 4-5 SIDRA Intersection Analysis Summary – Kennedy Parade/Donald Cameron Drive 18

Table 4-6 SIDRA Intersection Analysis Summary – Donald Cameron Drive/Bridgewater Road 18

Table 4-7 Public Transport Provision 19

Table 5-1 Proposed Access Summary 22

Table 6-1 Comparison of 1998 RPLSP Traffic Generation with 2013 Proposal 23

Table 7-1 Residential Peak Hour Traffic Generation 24

Table 7-2 Retail Peak Hour Traffic Generation 25

Table 7-3 Commercial/Office Peak Hour Traffic Generation 25

Table 7-4 Peak Hour Traffic Generation – Vehicle Trips Per Hour 26

Table 7-5 Post Development SIDRA Analysis Summary – Bridgewater Road/James Mirams Drive 31

Table 7-6 Post Development SIDRA Analysis Summary –James Mirams Drive/Truscott Avenue 31

Table 7-7 Post Development SIDRA Analysis Summary – Kennedy Parade/Donald Cameron Drive 31

Table 7-8 Post Development SIDRA Analysis Summary – Donald Cameron Drive/Bridgewater Road 32

Table 7-9 Bridgewater Road Access SIDRA Analysis Summary 34


4 April 2013 Cardno v

Figures

Figure 3-1 Roxburgh Park Local Structure Plan 4

Figure 3-2 Aitken Boulevard Alignment 6

Figure 4-1 Site Location 7

Figure 4-2 Planning Scheme Zones 8

Figure 4-3 Bridgewater Road, looking east towards the intersection with Donald Cameron Drive 9

Figure 4-4 Bridgewater Road, looking west from the intersection with Donald Cameron Drive 9

Figure 4-5 Donald Cameron Drive, looking north towards the intersection with Bridgewater Drive 10

Figure 4-6 Donald Cameron Drive, looking south to Kennedy Parade 10

Figure 4-7 James Mirams Drive, looking east towards the intersection with Bridgewater Drive 11

Figure 4-8 James Mirams Drive, looking west from the intersection with Bridgewater Drive 11

Figure 4-9 Kennedy Parade, looking west towards the intersection with Truscott Avenue 12

Figure 4-10 Kennedy Parade, looking east towards the intersection with Donald Cameron Drive 12

Figure 4-11 Truscott Avenue, looking north towards the intersection with James Mirams Drive 13

Figure 4-12 Truscott Avenue, looking south from the intersection with James Mirams Drive 13

Figure 4-13 AM Peak Hour Volumes Thursday 21 March 2013 15

Figure 4-14 PM peak Hour Volumes Thursday 21 March 2013 16

Figure 4-15 Existing Public Transport Services 19

Figure 4-16 Principal Bicycle Network 20

Figure 5-1 Amendment C156 Proposed Rezoning 21

Figure 5-2 Schedule 28 of the Development Plan Overlay Figure 1 22

Figure 7-1 Development Generated AM Peak Hour Volumes 27

Figure 7-2 Development Generated PM Peak Hour Volumes 28

Figure 7-3 Post Development AM Peak Hour Volumes 29

Figure 7-4 Post Development PM Peak Hour Volumes 30

Figure 7-5 Bridgewater Road Fully Directional Access Concept Configuration 33


4 April 2013 Cardno 1

1 Expert Evidence Statement

The date of the report 4 April 2013

The address of that property and the date(s) of any inspection

175 Donald Cameron Drive, Roxburgh Park

Site visit undertaken on Friday 22 & Sunday 24 March 2013

The party for whom the report has been prepared

This report has been prepared at the request of ARG Planning on behalf of Prestige Properties Pty Ltd

The person from whom the expert received his/her instructions

Mr Andrew Gray, ARG Planning

In accordance with the Guide to Expert Evidence, my qualifications and expertise to undertake this work are

summarised below:-

Name:

Aaron Jacob Walley

Address:

Cardno

150 Oxford Street

Collingwood Vic 3066

Professional Qualifications:

Bachelor of Engineering (Civil), 2001, RMIT University

Professional Experience:

Engineer - Grogan Richards Pty Ltd 2002 – 2005

Project Engineer - Cardno Victoria 2006 – 2008

Senior Engineer – Cardno Victoria 2008 – 2011

Associate – Cardno Victoria 2011 – Present

Areas of Expertise: > Car parking and traffic.

> Traffic advice and assessment of land uses and development proposals to planning authorities,

government agencies, corporations and developers (including residential, retail, commercial, industrial,

institutional and mixed use projects).

Expertise to Prepare this Report:

My training and experience including involvement with all forms of development over a number of years

qualifies me to comment on the traffic implications of the proposal.

Instructions which Defined the Scope of this Report:

I have been requested by Prestige Properties Pty Ltd to express my expert opinion as to the traffic

implications of the proposed development on the surrounding road network.



Facts, Matters and Assumptions Relied Upon: > Exhibited documentation of the C156 Amendment;

> Hume Planning Scheme;

> Third party submissions;

> Ashton Traffic Pty Ltd Traffic Modelling for Hume Corridor, September 2009; and

> NSW RTA Guide to Traffic Generating Developments - V2.2a.

Identity of Persons Undertaking the Work:

Aaron Walley of Cardno assisted by Peter Malley.

I have made all the inquiries that I believe are desirable and appropriate, and no matters of significance,

which I regard as relevant, have to my knowledge been withheld from the Tribunal.

Aaron Walley

Associate

for Cardno



2 Introduction

2.1 General

Cardno was retained by Prestige Properties Pty Ltd to prepare traffic and transport expert evidence of the

proposed Hume Planning Scheme Amendment C156 generally comprising a residential subdivision of land

bound by Bridgewater Road, James Mirams Drive, Donald Cameron Drive and Kennedy Parade, Roxburgh

Park.

The following report assesses the broad road network impacts of the proposed rezoning as well as the

operation of proposed access points to the external road network. It is envisaged that the internal road

network would be assessed as part of a detailed permit application.

In the course of preparing this assessment, the subject site and its environs have been inspected, plans of

the development examined and relevant traffic and parking data collected and analysed.



3 Background and History

3.1 General

The subject site, and Roxburgh Park in the wider sense, has been considered in various iterations of the

Roxburgh Park Local Structure Plan (RPLSP), the latest of which was dated October 1998.

These RPLSPs defined the subject site as the Roxburgh Park Town Centre with the surrounding area

generally being of a residential nature.

Within the 1998 RPLSP, it was envisaged that the Roxburgh Town Centre would comprise between

4,000sqm and 5,000sqm of retail floor space inclusive of a large format supermarket and supporting

specialty retail stores. A portion of the site, roughly one half, was also earmarked as mixed use allowing for

medium density housing or community related uses.

The proposed zoning of the subject site land uses was defined in the RPLSP as a mix of Town Centre (retail)

and Mixed Use (Medium Density Housing/Commercial/Community) as shown in Figure 3-1.

Figure 3-1 Roxburgh Park Local Structure Plan

The RPLSP also considered the development of a Sub-Regional shopping centre to the south of the site on

Somerton Road comprising of approximately 19,000sqm of retail uses which has subsequently been

developed as the Roxburgh Park shopping centre. Roxburgh Park shopping centre is currently undergoing

expansion/upgrade works and has approval to ultimately provide up to approximately 30,000sqm of retail

floor area.

The RPLSP 1998 discussed the surrounding road network inclusive of the proposed E14 (Aitken Boulevard)

link connecting from Somerton Road in the south to Craigieburn Road in the north. The intent of the E14 link

as stated in the RPLSP was the “Reduction of potential through traffic in Roxburgh Park…” and an alignment

that would encourage “…through traffic on the proposed E14 to continue on that route rather than using

arterials planned to serve Roxburgh Park traffic.”

SUBJECT SITE



3.2 A Plan for Melbourne’s Growth Areas

A Plan for Melbourne’s Growth Areas was released in 2005 and set out a strategic approach for

development in Melbourne's growth areas including the City of Hume. This plan included amending the

Urban Growth Boundary to provide sufficient land to accommodate a further 35,000 residents or up to

21,000 households.

The plan also considered access and movement networks in the municipality to provide an improved road

and public transport network. This plan identified the E14 road (Aitken Boulevard) as a key road to

improving vehicular movement and alleviating potential congestion in the surrounding area.

3.3 Delivering Melbourne's Newest Sustainable Communities

Delivering Melbourne's Newest Sustainable Communities was a policy direction created to deliver land use,

transport and environmental initiatives. The study considered an integrated approach between proposed

land uses and transport planning so that infrastructure was delivered as new communities in the growth

areas of Melbourne are developed.

As part of Delivering Melbourne’s newest sustainable communities a review of the Urban Growth Boundary

(UGB) was undertaken. In July 2010 the UGB was amended which accommodated growth to the east and

north of Roxburgh Park, areas not previously considered as part of the RPLSP process.

3.4 Aitken Boulevard (E14)

Aitken Boulevard or the E14 Transit Route is ultimately proposed to become a 6 lane arterial road extending

from Broadmeadows in the south to Craigieburn in the north. The Aitken Boulevard corridor is located

approximately 1km west of the subject site, and locally, will be accessed via James Mirams Drive as

illustrated in Figure 3-2.



Figure 3-2 Aitken Boulevard Alignment

Aitken Boulevard as a single carriageway is currently under construction with approximately 1km of roadway

constructed north of Somerton Road. The section between James Mirams Drive and Fairways Boulevard

has recently been completed with these two sections anticipated to connect in 2014.

The Growth Areas Authority commissioned Ashton Traffic Pty Ltd to prepare a traffic model for the Hume

Corridor including the subject site and Aitken Boulevard in September 2009. The study considered a variety

of scenarios and alignments of Aitken Boulevard including a scenario contemplating a continuous link from

Tullamarine Airport and a scenario with Aitken Boulevard not extending south of Somerton Road.

Of the scenarios, the model with no extension of Aitken Boulevard south of Somerton Road had the highest

daily traffic volumes on the road network surrounding the subject site. This modelling indicates that under

this scenario Donald Cameron Drive and Bridgewater Road would be expected to carry 9,000 and 5,700

vehicles per day (vpd) respectively with the bulk of through traffic being carried by Aitken Boulevard.

All other models showed daily volumes of not more than 7,500vpd and 4,800vpd on Donald Cameron Drive

and Bridgewater Road respectively.

Extracts of the relevant models are provided in Appendix A.

Subject Site

Aitken

Boulevard



4 Background and Existing Conditions

4.1 Location and Land Use

The subject site is bound by Bridgewater Road, James Mirams Drive, Donald Cameron Drive, Truscott

Avenue and Kennedy Parade, as shown in Figure 4-1.

Figure 4-1 Site Location

Copyright © Melway Publishing Pty Ltd

The subject site is currently a vacant grassed area with the exception of clusters of trees in the north western

portion of the site and a shared path running north-south across the western section of the site.

The subject site has a fall of approximately 5m between the east and west boundaries with the north west

corner of the site approximately 2m below the level of Bridgewater Road.

The north-west portion of the site is encumbered by a Melbourne Water easement.

Land uses surrounding the site are generally residential in nature as well as a number of parklands, including

wetlands to the north and west. To the east of the site there is a sporting oval and the Good Samaritan

Catholic School. There is a radio transmitter to the north-east of the site.

The Roxburgh Park train station and Roxburgh Park shopping centre are located approximately two

kilometres south-east of the site.

Subject Site



4.2 Planning Zones

Figure 4-2 demonstrates that the subject site is located within the Comprehensive Development Zone

(CDZ1). The permitted uses for the CDZ are listed in Clause 37.02 of the Hume Planning Scheme.

The site is located within the Roxburgh Park Comprehensive Development Plan to which Schedule 1 to the

Comprehensive Development Zone applies.

Figure 4-2 Planning Scheme Zones

Subject Site



4.3 Road Network

4.3.1 Bridgewater Road

Bridgewater Road extends south from Craigieburn Road to the subject site, after which it extends east until

Donald Cameron Drive where it becomes Patullos Lane.

In the vicinity of the subject site, Bridgewater Road comprises two carriageways separated by a central

median, with two trafficable lanes in either direction as illustrated in Figure 4-3 and Figure 4-4.

The intersections of Bridgewater Drive/James Mirams Drive/Santa Cruz Boulevard and Bridgewater

Drive/Donald Cameron Drive/Patullos Lane/Rio Grande Drive are both controlled by roundabouts.

At the frontage of the subject site, a speed limit of 60km/h applies.

Figure 4-3 Bridgewater Road, looking east towards the intersection with Donald Cameron Drive

Figure 4-4 Bridgewater Road, looking west from the intersection with Donald Cameron Drive



4.3.2 Donald Cameron Drive

Donald Cameron Drive is generally aligned north-south, extending from Bridgewater Drive in the north

through to Roxburgh Park Drive in the south. North of Bridgewater Drive, the road extends as Rio Grande

Drive while south of Roxburgh Park Drive, the road continues as Ravenhill Boulevard.

In the vicinity of the subject site, Donald Cameron Drive comprises two carriageways separated by a central

median, with two trafficable lanes in either direction as illustrated in Figure 4-5 and Figure 4-6.


Figure 4-5 Donald Cameron Drive, looking north towards the intersection with Bridgewater Drive

Figure 4-6 Donald Cameron Drive, looking south to Kennedy Parade



4.3.3 James Mirams Drive

James Mirams Drive is generally aligned east-west from Aitken Boulevard in the west through to Bridgewater

Drive in the east. Further west of Aitken Boulevard the road extends on as Lysterfield Drive while east of

Bridgewater Road the road continues as Santa Cruz Boulevard.

In the vicinity of the site, James Mirams Drive comprises a single carriageway with one lane of traffic in either

direction as illustrated in Figure 4-7 and Figure 4-8.


It is understood that James Mirams Drive will ultimately be duplicated forming a divided carriageway. Based

on discussions with Council officers it is understood that duplication is likely to occur within 5 to 10 years.

Figure 4-7 James Mirams Drive, looking east towards the intersection with Bridgewater Drive

Figure 4-8 James Mirams Drive, looking west from the intersection with Bridgewater Drive



4.3.4 Kennedy Parade

Kennedy Parade is a local street generally aligned east-west between Roxburgh Park Drive and Donald

Cameron Drive.

In the vicinity of the site, Kennedy Parade comprises a single carriageway which allows for two-way traffic

flow and unrestricted kerbside parking as illustrated in Figure 4-9 and Figure 4-10.

The default speed limit on Kennedy Parade is 50 km/h.

Figure 4-9 Kennedy Parade, looking west towards the intersection with Truscott Avenue

Figure 4-10 Kennedy Parade, looking east towards the intersection with Donald Cameron Drive



4.3.5 Truscott Avenue

Truscott Avenue is a local street generally aligned north-west to south-east, between James Mirams Drive

and Kennedy Parade.

In the vicinity of the site, Truscott Avenue comprises a single carriageway which allows for two-way traffic

flow as illustrated in Figure 4-11 and Figure 4-12.

The default speed limit on Truscott Avenue is 50 km/h.

Figure 4-11 Truscott Avenue, looking north towards the intersection with James Mirams Drive

Figure 4-12 Truscott Avenue, looking south from the intersection with James Mirams Drive



4.4 Traffic Volumes

Traffic volume counts were undertaken by Nationwide Traffic Surveys on behalf of Cardno Pty Ltd on

Thursday 21 March 2013 from 6.30am to 9.30am and 3pm to 7pm at the intersections of:

> Bridgewater Road/James Mirams Drive

> Bridgewater Road/Donald Cameron Drive

> Donald Cameron Drive/Kennedy Parade

> Kennedy Parade/Dunell Avenue

> Kennedy Parade/Truscott Avenue

> Truscott Avenue/James Mirams Drive

The peak hours were determined to occur between 8.15am and 9.15am in the morning and between 3pm

and 4pm in the afternoon. It is noted that the PM peak hour coincides with the typical school drop off and

pick up period. The peak hour turning movement results of the surveys are shown in Figure 4-13 and

Figure 4-14.

It is generally accepted that peak hour traffic volumes represent 10% of daily traffic volumes and therefore

based on the turning movement counts undertaken the estimated daily traffic volumes for the roadways

fronting the subject site are summarised in Table 4-1.

Table 4-1 Existing Daily Traffic Volumes

Road Peak Hour Two-way Volume1 Approximate Daily Two-way

Volume

Bridgewater Road 1,287 vehicles 12,870 vehicles per day

Donald Cameron Drive 1,434 vehicles 14,340 vehicles per day

James Mirams Drive 908 vehicles 9,080 vehicles per day

Kennedy Avenue 70 vehicles 700 vehicles per day

Truscott Avenue 88 vehicles 880 vehicles per day

1 - The highest peak two-way volume from the AM or PM periods to provide a conservative assessment

The estimated daily traffic volumes presented in Table 4-1 correlate to partial traffic volume data held by

Hume City Council which suggest that, along the subject site, Bridgewater Road carried 12,583vpd in 2011.



Figure 4-13 AM Peak Hour Volumes Thursday 21 March 2013

120 325

9 17 212

208

13 622

278

45 18

6

30 29 192

23

123

31

18 112

703

294 35

82

960 3

16 364

10

41

3

1 25

21

32

7 33 19

19 13

26 7

38

15

21 425

431 14

Donald Cameron

Drive

Patullos

Lane

Rio Grande

Drive

Bridgewater

Boulevard

Santa Cruz

Boulevard Bridgewater

Boulevard

James

Mirams Drive

Truscott

Avenue

Kennedy

Parade

Kennedy

Parade

Dunell

Avenue

North



Figure 4-14 PM peak Hour Volumes Thursday 21 March 2013

127 585

26 67

83

289

22 427

217

18 19

23

17 10 136

33

141

41

23 50

473

562 21

209

663 1

30 884

3

14

4

6 38

14

24

12 29 22

13 9

28 7

21

18

22 342

424 13

Donald Cameron

Drive

Patullos

Lane

Rio Grande

Drive

Bridgewater

Boulevard

Santa Cruz


Boulevard

James

Mirams Drive

Truscott

Avenue

Kennedy

Parade

Kennedy

Parade

Dunell

Avenue

North



4.5 Existing Intersection Analysis

The operation of the surrounding intersections was analysed using SIDRA Intersection. This computer

package, originally developed by the Australian Road Research Board, provides information about the

capacity of an intersection in terms of a range of parameters, as described below:

Degree of Saturation (D.O.S.) is the ratio of the volume of traffic observed making a particular movement

compared to the maximum capacity for that movement. Various values of degree of saturation and their

rating are shown in Table 4-2.

Table 4-2 Rating of Degrees of Saturation

D.O.S. Rating

Up to 0.6 Excellent

0.6 to 0.7 Very Good

0.7 to 0.8 Good

0.8 to 0.9 Fair

0.9 to 1.0 Poor

Above 1.0 Very Poor

The 95th Percentile (95%ile) Queue represents the maximum queue length, in metres, that can be

expected in 95% of observed queue lengths in the peak hour; and

Average Delay is the delay time, in seconds, which can be expected over all vehicles making a particular

movement in the peak hour.

The results of the SIDRA Intersection analysis for the AM and PM peak periods of the key road network

intersections are summarised in Table 4-3 to Table 4-6.

Table 4-3 SIDRA Intersection Analysis Summary – Bridgewater Road/James Mirams Drive

Time Approach Degree of Saturation

95th

%ile Queue Average Delay

AM

Pe

ak

Bridgewater Road (north) 0.37 19m 8 sec

Santa Cruz Boulevard (east) 0.12 4m 11 sec

Bridgewater Road (south) 0.20 9m 7 sec

James Mirams Drive (west) 0.23 7m 10 sec

PM

Pe

ak





Table 4-4 SIDRA Intersection Analysis Summary –James Mirams Drive/Truscott Avenue


95th


AM

Pe

ak James Mirams Drive (east) 0.25 0m 0 sec

Truscott Avenue (south) 0.15 4m 17 sec


PM

Pe






Table 4-5 SIDRA Intersection Analysis Summary – Kennedy Parade/Donald Cameron Drive

Approach Degree of Saturation

95th


AM

Pe

ak Donald Cameron Drive (north) 0.26 0m 0 sec

Donald Cameron Drive (south) 0.10 0m 0 sec

Kennedy Parade (west) 0.13 3m 26 sec

PM

Pe

ak Donald Cameron Drive (north) 0.18 0m 0m



Table 4-6 SIDRA Intersection Analysis Summary – Donald Cameron Drive/Bridgewater Road


95th


AM

Pe

ak

Rio Grande Drive (north) 0.39 15m 11 sec

Patullos Lane (east) 0.34 15m 14 sec


Bridgewater Road (west) 0.48 26m 11 sec

PM

Pe

ak





Review of Table 4-3 to Table 4-6 indicates that the surrounding road network generally operates under

‘excellent’ conditions.

I note that right turns out of Kennedy Parade to Donald Cameron Drive experience average delays of up to

27 seconds. These delays are associated with the staging of the right turn i.e. vehicles storing in the central

median to turn right and in my opinion are not excessive in an urban context for a local road intersecting with

a collector road.



4.6 Public Transport

The subject site is serviced by two public bus routes which operate along Bridgewater Drive at the frontage

to the site as well as a NightRider service which operates along James Mirams Drive. There are two train

stations located in proximity to the site, one to the north-east and one to the south-east.

The full public transport provision is indicated in Table 4-7.

Table 4-7 Public Transport Provision

Service Route No’s

Route Description Nearest Stop

Train Craigieburn Line Roxburgh Park Railway Station (2km)

Craigieburn Railway Station (2.7 km)

Bus 541 Roxburgh Park - Broadmeadows via Meadow Heights Frontage

544 Broadmeadows - Craigieburn via Roxburgh Park Frontage

954 NightRider Frontage

The routes of the services within Table 4-7 are shown in Figure 4-15 along with their connections to other

public transport services.

Figure 4-15 Existing Public Transport Services

Subject Site



4.6.2 Bicycle Network

Melbourne’s Principal Bicycle Network (PBN) was established in 1994 and provides maps of major bicycle

routes around Melbourne and surrounding suburbs. The PBN maps show a network of cycle routes that

provide access and connectivity between key destinations. The PBN has recently been updated in draft

form, as shown in Figure 4-16.

The draft PBN includes Bridgewater Drive north of the site and a shared path south of the site as part of the

PBN which provide excellent connection to the subject site and surrounding bicycle connections. The draft

PBN traverses the subject site connecting paths to the north and south.

Figure 4-16 Principal Bicycle Network

Subject Site



5 Proposal

5.1 General

Amendment C156 of the Hume Planning Scheme proposes to rezone the site generally as Residential 1 with

a Business 1 Zone to the north and a Mixed Use Zone to the north west as shown in Figure 5-1.

Figure 5-1 Amendment C156 Proposed Rezoning

I am advised by that this rezoning will allow for:

> Residential 1 Zone: Approximately 214 dwellings of various configurations, including terrace and

traditional housing;

> Business 1 Zone (Neighbourhood Centre): Approximately 3,000sqm of retail use (1,800sqm of

supermarket and 1,200sqm of specialty retail), 600sqm commercial/office and a community use; and

> Mixed Use Zone: Convenience petrol outlet including food and drink uses.



5.2 Access

Access to the subject site is considered in Schedule 28 of the Development Plan Overlay as summarised in

Table 5-1 and reproduced as Figure 5-2.

Table 5-1 Proposed Access Summary

Location Control

Bridgewater Road Give-way T-intersection – Left in/Left out

Kennedy Parade - west Roundabout – Fully directional

Kennedy Parade - east Give-way T-intersection – Fully directional

Truscott Avenue Give-way T-intersection – Fully directional

Figure 5-2 Schedule 28 of the Development Plan Overlay Figure 1

Further to Table 5-1 the proposed mixed use in the north west corner of the site will also have the option of

access via left in/left out to Bridgewater Road and James Mirams Drive.



6 Road Network Implications

6.1 RPLSP 1998

As previously discussed the Roxburgh Park road network was designed to accommodate the uses

contemplated within the RPLSP 1998. Under the RPLSP 1998 the subject site was proposed to comprise up

to 5,000sqm of retail use and medium density dwellings.

Under the RPLSP 1998 approximately half of the subject site was zoned for medium density dwelling.

Adopting a medium density yield of approximately 20 lots per hectare equates to a yield of approximately

110 dwellings within the RPLSP 1998 area zoned for medium density dwellings.

6.2 Daily Traffic Generation

The RTA Guide to Traffic Generating Developments provides typical daily traffic generation rates for various

land uses including retail uses. The RTA Guide to Traffic Generating Developments indicates that retail

centres of less than 10,000sqm generate traffic at a rate of 121 trips/100sqm per day.

It is generally accepted that single dwelling lots in outer urban areas generate traffic at a rate of up to

10 vehicles per day per lot.

Passing trips Case study data of a convenience petrol outlet indicates an average daily traffic volume of

1,200 vehicles per day. It is noted that the majority of traffic accessing a convenience petrol filling station is

passing trips and therefore this volume represents the number of vehicles accessing the site rather than new

vehicles on the road network.

The anticipated traffic generation associated with the RPLSP 1998 floor area is compared to the current

proposal’s traffic generation in Table 6-1.

Table 6-1 Comparison of 1998 RPLSP Traffic Generation with 2013 Proposal

Scheme Use Schedule Daily Traffic Generation Rate

Daily Generated Traffic

Total

1998 RPLSP Retail 5,000sqm 121 trips/ 100sqm

6,050vpd 7,150vpd

Residential 110 dwellings 10 trips/ dwelling 1,100vpd

2013 Rezoning Retail 3,000sqm 121 trips/ 100sqm

3,630vpd 6,970vpd

Residential 214 dwellings 10 trips/ dwelling 2,140vpd

Mixed Use - - 1,200vpd1

1 - Based on case study data of convenience petrol outlets

Review of Table 6-1 indicates that the 2013 proposal could be expected to generate daily traffic at a level

similar to that contemplated under the RPLSP 1998.

6.3 Road Network Adequacy

Given that the road network outlined in the LSP 1998 was designed to cater for the traffic generated by the

5,000sqm of retail and approximately 110 residential dwellings and that the 2013 proposal will generate

similar daily traffic volumes it is concluded that the external road network has already been designed

appropriately to accommodate development traffic and will have sufficient capacity to accommodate the

proposed uses.



7 Intersection Access Operations

7.1 Site Access

Schedule 28 of the Development Plan Overlay considers the access arrangements to the site including a left

in/left out access to Bridgewater Road.

An economic assessment of the proposed Neighbourhood Centre dated 21 June 2011 prepared by Hames

Sharley indicates that due to the railway to the east and the influence of Roxburgh Park shopping centre to

the south the anticipated retail catchment of the Neighbourhood Centre is predominantly to the north of the

site.

In my opinion the provision of a fully directional access via Bridgewater Road to the BZ1 area, to avoid

vehicles doubling back and generating unnecessary movements through the Bridgwater Road roundabouts

and to minimise external trips filtering through the proposed and existing residential areas to access the

Neighbourhood Centre, is appropriate.

Review of the Bridgewater Road cross section indicates that there is sufficient road space to accommodate

appropriately designed right turn lanes into and out of the site.

The following assessment therefore considers that the access to Bridgewater Road will be provided in the

form of an uncontrolled i.e. ‘Stop’ controlled, fully directional access.

7.2 Traffic Generation

7.2.1 Residential Dwellings

It is generally accepted that single dwelling lots in outer urban areas generate traffic at a rate of up to 10

vehicles per day per lot.

In areas of good public transport accessibility, and for multi-unit and higher density dwelling lots, lower traffic

generation rates are often observed.

For the purposes of this assessment it has conservatively been assumed that all residential lots will generate

traffic at a rate of 10 trips per dwelling per day and 1 trip per dwelling in each of the peak hours.

During the AM peak hour residential traffic distribution typically comprises 80% outbound traffic and 20%

inbound traffic whilst during the PM peak hour the distribution is typically 40% outbound and 60% inbound.

Application of these rates to the proposed 214 residential dwellings equates to the traffic generation

summarised in Table 7-1.

Table 7-1 Residential Peak Hour Traffic Generation

Peak Hour Schedule Peak Hour Generation Rate

Peak Hour Traffic Generation

Inbound Outbound Total

AM (8.15am-9.15am) 214 dwellings 1 trip/dwelling 214 trips

43 171 214

PM (3pm-4pm) 128 86 214

7.2.2 Neighbourhood Centre

Retail traffic generation is a function of the retail offering as well as the retail floor area proposed with traffic

generation rates decreasing per 100sqm as the floor area increases. Furthermore traffic generation of retail

uses is typically critical during the PM peak hour when retail traffic combines with commuter traffic. AM peak

hour traffic is typically limited to staff and minor customer activity.

Case study data of neighbourhood centres comprising a supermarket and specialty retail with a similar total

floor area has been sourced. Review of the PM peak hour traffic generation rates of Dingley Village,

Hampton Park, Meadow Heights and Wheelers Hill shopping centres equates to 14.07 trips/100sqm of floor

area. A PM peak hour traffic generation rate of 14 trips/100sqm of floor area has therefore been adopted.



During the AM peak hour retail traffic is generally limited to staff arrivals and minor customer traffic and as

such AM peak hour traffic is assumed to be generated at 2 trips/100sqm of floor area.

Peak hour traffic is generally evenly split between inbound and outbound movements, the resulting traffic

generation of the Neighbourhood Centre is summarised in Table 7-2.

Table 7-2 Retail Peak Hour Traffic Generation




AM (8.15am-9.15am) 3,000sqm

2 trips/100sqm 60 trips 30 30 60

PM (3pm-4pm) 14 trips/100sqm 420 trips 210 210 420

The Neighbourhood Centre is also proposed to contain a commercial/office component of approximately

600sqm. Traffic generation of such uses is typically a function of parking supply with 50% of the parking

supply turning over during the peak hours. Assuming that parking is provided at the statutory rates a peak

hour traffic generation rate of 1.8 trips/100sqm has been adopted. The resulting traffic generation of the

commercial/office component of the Neighbourhood Centre is summarised in Table 7-3.

Table 7-3 Commercial/Office Peak Hour Traffic Generation




AM (8.15am-9.15am) 600sqm

1.8 trips/ 100sqm

11 trips 9 2 11

PM (3pm-4pm) 2 9 11

7.2.3 Mixed Use

In assessing the likely operating conditions of the proposed convenience petrol outlet, surveys

undertaken at similar sites have been considered. Review of case study data for convenience petrol outlets

in Mount Waverley, South Morang, Bendigo and Oakleigh indicates peak hour traffic volumes vary between

103 and 192 movements. For the purposes of this assessment it has been considered that up to 200

movements will access the proposed convenience petrol outlet.

Case study data indicates that a small proportion of traffic accessing convenience petrol outlets is derived

from patrons who make a trip to the site specifically to purchase fuel with the majority of traffic typically

considered to be passing trade or local customers who purchase fuel when required. For the purposes of

this assessment it has been conservatively assumed that 65% of traffic is passing trade.

In real terms this equates to an additional 70 trips (35 inbound and 35 outbound) on the road network during

periods of peak activity with the remaining 130 trips to the site being diverted from existing passing traffic.



7.3 Generated Traffic Volumes

Considering the traffic generation rates and distributions detailed above, the expected traffic volumes

generated by the proposed development are indicated in Table 7-4.

Table 7-4 Peak Hour Traffic Generation – Vehicle Trips Per Hour

Peak Period Use Total Outbound Inbound

AM Peak Hour Residential 214 171 43

Neighbourhood Centre - Retail

60 12 48

Neighbourhood Centre – Commercial/Office

11 2 9

Mixed Use 70 35 35

Total 355 220 135

PM Peak Hour Residential 214 86 128

Neighbourhood Centre - Retail

420 210 210

Neighbourhood Centre – Commercial/Office

11 9 2

Mixed Use 70 35 35

Total 715 340 375

7.4 Traffic Distribution

The residential component of the traffic generated by the site has been distributed having regard to

prevailing traffic patterns and the surrounding land uses.

An economic assessment dated 21 June 2011 prepared by Hames Sharley indicates that due to the railway

to the east and the influence of Roxburgh Park shopping centre to the south the anticipated retail catchment

of the Neighbourhood Centre is to the north of the site. As such a higher proportion of retail traffic has been

distributed to the north via Bridgewater Road.

The proposed Mixed Use site is anticipated to draw the majority of traffic from vehicles already passing the

site and that access will be limited to left in and left out with no internal connection. As such the bulk of

traffic accessing the Mixed Use site has been distributed to Bridgewater Boulevard and to a lesser extent

James Mirams Drive.

The distribution of traffic generated by the proposal is summarised in Figure 7-1 and Figure 7-2 and

superimposed on existing volumes to create post development volumes as summarised in Figure 7-3 and

Figure 7-4.



Figure 7-1 Development Generated AM Peak Hour Volumes

Donald Cameron

Drive

Patullos

Lane

Rio Grande

Drive

Bridgewater

Boulevard

Santa Cruz


Boulevard

James

Mirams Drive

Truscott

Avenue

Kennedy

Parade

Kennedy

Parade Dunell

Avenue

North

17 82 11

0 16 0

0 39

17

0 0

5

5 0 2

2 13

0

8

7

5

13 5

5

5 2

13 13

8

41

12 0

0 0

4 0

25

0

0 34

16 8 18

13

18

92

0

60

7 6

0 22

27 0 12 0

0

13

4 4

0

0 0

0

0

0

6 4

6

1 12 22

18

92

18 17

17

17

Mixed Use Site



Figure 7-2 Development Generated PM Peak Hour Volumes

Donald Cameron

Drive

Patullos

Lane

Rio Grande

Drive

Bridgewater

Boulevard

Santa Cruz


Boulevard

James

Mirams Drive

Truscott

Avenue

Kennedy

Parade

Kennedy

Parade Dunell

Avenue

North

61 135

15 0 62

0

0 129

17

0 0

17

15 0 3

3

33

0

15 25

8

19 0

3

8 5

37 19

3

27

6 0

0 0

10 0

14

0

0 78

62 21 45

48

18

193

0

209

21 21

0 17

14 0 6 0

0

8

11 10

0

0 0

0

0 0

21 10

21

22 6 17

18

193

18 17

17

61

Mixed Use Site



Figure 7-3 Post Development AM Peak Hour Volumes

Donald Cameron

Drive

Patullos

Lane

Rio Grande

Drive

Bridgewater

Boulevard

Santa Cruz


Boulevard

James

Mirams Drive

Truscott

Avenue

Kennedy

Parade

Kennedy

Parade Dunell

Avenue

North

137 407

20 17 228

208

13 661

295

45 18

11

35 29 194136

25

136

31

26 119

708

307 40

87

965 5

29 377

18

82

45 19

19 13

30 7

63

15

21 459

447 22 18

13

483

9

840

60

7 25

0 65

27 0 64 0

0

13

11 45

3

1 25

21

32 7

6 4

6

1 12 22

18

546

18 17

17

442

Mixed Use Site



Figure 7-4 Post Development PM Peak Hour Volumes

Donald Cameron

Drive

Patullos

Lane

Rio Grande

Drive

Bridgewater

Boulevard

Santa Cruz


Boulevard

James

Mirams Drive

Truscott

Avenue

Kennedy

Parade

Kennedy

Parade Dunell

Avenue

North

188 702603

41 67 145

289

22 556

234

18 19

40

32 10 139

36

166

41

38 75

481

581 24

212

671 6

67 903

6

41

35 22

13 9

38 7

35

18

22 420

486 34 46

48

738

193

550

208

21 21

0 17

14 0 48 0

0

5

11 45

4

6 38

14

24 12

21 10

21

22 6 17

18

913

18 17

17

403

Mixed Use Site



7.5 Intersection Analysis

The key intersections of the surrounding road network have been assessed utilising the post development

volumes as summarised in Figure 7-3 and Figure 7-4.

The results of the SIDRA Intersection analysis for the AM and PM peak periods are summarised in Table 7-5

to Table 7-8.

Table 7-5 Post Development SIDRA Analysis Summary – Bridgewater Road/James Mirams Drive


95th


AM

Pe

ak





PM

Pe

ak





Table 7-6 Post Development SIDRA Analysis Summary –James Mirams Drive/Truscott Avenue


95th


AM

Pe




PM

Pe




Table 7-7 Post Development SIDRA Analysis Summary – Kennedy Parade/Donald Cameron Drive


95th


AM

Pe




PM

Pe






Table 7-8 Post Development SIDRA Analysis Summary – Donald Cameron Drive/Bridgewater Road


95th


AM

Pe

ak





PM

Pe

ak





Review of Table 7-5 to Table 7-8 indicates that the surrounding road network continues to operate under


Having regard to the operation of traffic exiting Kennedy Parade to Donald Cameron Drive it is noted that the

average delays predicted for right turn traffic increase by 1 second from existing conditions.

It is therefore my opinion that the existing road network and existing intersection configurations are adequate

to accommodate the traffic generated by the proposed rezoning.

It is further noted that, as discussed in Section 3.4, the connection of Aitken Boulevard to the west has been

modelled to show that Donald Cameron Drive and Bridgewater Road will experience a reduction in traffic

volumes as through north-south traffic is diverted.

The modelling suggests that traffic volumes will reduce to approximately 9,000vpd on Donald Cameron Drive

and 5,700vpd on Bridgewater Road being a reduction of at least 30% from existing volumes presented in

Section 4.4.

It is therefore my opinion that the above intersection analysis represents a “worst case” scenario with

intersection operations anticipated to improve with the reduction of traffic associated with the Aitken

Boulevard connection.



7.6 Access Operation

As noted in Section 7.1 my recommendation is to provide access from Bridgewater Road as a fully

directional access to the development.

Bridgewater Road comprises a divided carriageway with a central median of sufficient width to accommodate

an indented right turn lane into the site.

Having regard to right turn movements out of the site the southern leg of the intersection has been modelled

with a separate right turn lane with an effective storage length of 25m. This arrangement allows left turn

traffic to exit the site whilst right turning traffic queues.

The intersection configuration is conceptually shown in Figure 7-5.

Figure 7-5 Bridgewater Road Fully Directional Access Concept Configuration

The proposed access is in line with similar treatments in the vicinity of the subject site including the

intersections of Bridgewater Road and Wattleview Road, Donald Cameron Drive and Kennedy Parade and

the intersection of Donald Cameron Drive and Southern Cross Drive.

The proposed fully directional access from Bridgewater Road has been assessed using SIDRA Intersection

with a summary of the analysis presented in Table 7-9.



Table 7-9 Bridgewater Road Access SIDRA Analysis Summary


95th


AM

Pe

ak Bridgewater Road (east) 0.13 0m 0 sec

New Access (south) 0.14 4m 25 sec


PM

Pe

ak Bridgewater Road (east) 0.21 0m 0 sec

New Access (south) 0.44 15m 27 sec


Review of Table 7-9 indicates that the proposed access from Bridgewater Road would operate under


It is therefore my opinion that fully directional access via Bridgewater Road can be adequately provided.



8 Summary & Conclusions

Based on the foregoing it is my view that;

> It is proposed to rezone the Roxburgh Park town centre at 175 Donald Cameron Drive from a

Comprehensive Development Zone (CDZ) to Residential 1 (R1Z), Business 1 (B1Z) and Mixed Use

(MUZ) zones;

> It is understood that the site will likely contain 3,000sqm of retail, 600sqm of commercial/office, a

convenience petrol outlet and 214 dwellings;

> The site has previously been considered as part of the Roxburgh Park Local Structure Plan (RPLSP)

1998 to comprise 5,000sqm of retail uses with the remainder of the site being medium density residential

dwellings;

> The RPLSP 1998 defines the road network for Roxburgh Park as a whole including the subject site;

> The RPLSP 1998 includes to provision of a north-south arterial road known as Aitken Boulevard or the

E14 transit road. Aitken Boulevard will ultimately provide a divided carriageway comprising 3 through

lanes in each direction;

> Modelling prepared by Ashton Traffic Pty Ltd of Aitken Boulevard indicates that when connected through

traffic volumes will shift from Donald Cameron Drive and Bridgewater Road to Aitken Boulevard;

> A comparison of daily traffic generation of the Roxburgh Park Town Centre envisaged in the RPLSP 1998

and the current rezoning proposal indicates that the current proposal generates a similar level of daily

traffic to the RPLSP 1998 town centre;

> Given that the Roxburgh Park road network has been designed generally in accordance with the RPLSP

1998 which contemplates a Roxburgh Park town centre of a similar traffic generating nature to the current

proposal it is considered that the external road network has already been designed appropriately to

accommodate development traffic and will have sufficient capacity to accommodate the new proposed

uses.

> A detailed AM and PM peak hour assessment of the surrounding intersections indicates that sufficient

capacity exists within the existing intersection geometries to accommodate the peak hour traffic

requirements of the proposal;

> It is considered appropriate that fully directional access be gained from Bridgewater Boulevard and

assessment of this access during the AM and PM peak hours indicates that such a treatment would

operate satisfactorily;

> The intersection analysis are based on existing traffic volumes and do not consider the reduction in traffic

forecast by the Ashton Traffic model with the Aitken Boulevard connection resulting in daily traffic volume

reductions of approximately 30% from current conditions on Donald Cameron Drive and Bridgewater

Road. As such it is considered that intersection operations will improve from existing conditions when

Aitken Boulevard in constructed.



Roxburgh Park Development

APPENDIX

A ASHTON TRAFFIC MODELLING OF AITKEN BOULEVARD

Documents

Traffic and Transport Expert Evidence - Hume City … and Transport Expert Evidence Roxburgh Park Development 4 April 2013 Cardno iv Tables Table 4-1 Existing Daily Traffic Volumes