Transport Assessment - Amazon Web Services · 2018-10-05 · Transport Assessment Berwick Health and Education Precinct 8 March 2018 Cardno 7 1 Introduction 1.1 Background The Berwick

Transport Assessment

Berwick Health and Education Precinct CG140608

Prepared for Victorian Planning Authority

8 March 2018

Transport Assessment

Berwick Health and Education Precinct CG140608

Transport Assessment Berwick Health and Education Precinct

8 March 2018 Cardno ii

Document Information

Prepared for Victorian Planning Authority

Project Name Berwick Health and Education Precinct

File Reference CG140608REP002F09

Job Reference CG140608

Date 8 March 2018

Contact Information

Cardno Victoria Pty Ltd

Trading as Cardno

ABN 47 106 610 913

Level 4, 501 Swanston Street

Melbourne, Victoria 3000

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

F09 8/03/18 Mark Saldanha MS David Ho DH

© 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.


8 March 2018 Cardno iii

Executive Summary

Cardno has been engaged by the Victorian Planning Authority to prepare a traffic and transport impact

assessment to accompany a Comprehensive Development Plan prepared for the Berwick Health and

Education Precinct (The Precinct). This traffic impact assessment supersedes the previous Cardno report

(CG140608REP0002F04, dated 21 April 2017) to reflect the latest Future Urban Structure Plan proposed for

the Precinct.

The Plan allows for the intensification of existing land uses within the Precinct to enable it to cater up to

11,300 students, 751 hospital beds, 116,400 sqm of commercial and retail floor area and an estimated 1,025

dwellings over the life of the Plan.

The assessment of the traffic demand indicates that the additional land uses are anticipated to generate up

to some 4,760 and 3,970 vehicles per hour during the AM and PM road network peak hours respectively.

In the vicinity of the Berwick Rail Station, there is already an existing high pedestrian demand (320

pedestrians) across Clyde Road generated by the Monash University / Nossal High School site during peak

periods. This pedestrian demand will increase as the Berwick Health and Education Precinct is developed.

In order to gain an understanding of the impacts likely to be generated by the development of the Precinct,

Cardno completed traffic modelling for key intersections on Clyde Road. The results of this assessment

indicate that the Clyde Road / Enterprise Avenue intersection and the Clyde Road / Kangan Drive / Sir

Gustav Nossal Boulevard intersection are currently approaching capacity under existing conditions, prior to

the addition of any development generated traffic volumes. In this regard, it is clear that additional works will

be required to accommodate the traffic volumes anticipated to be generated by the development of the

Precinct.

The modelling undertaken by Cardno, and summarised within this report, indicates that east-west

connectivity to the Monash University / Nossal High School site / commercial land use and the Chisholm

Institute site from Clyde Road is the primary driver in the road networks ability to accommodate the

increased land use density envisaged by the Plan.

Specifically, the assessment indicates that while there is some scope to increase the capacity of the existing

Clyde Road / Kangan Drive / Sir Gustav Nossal Boulevard intersection and the Clyde Road / Enterprise

Avenue intersection, the upgrade works are not sufficient to accommodate the level of traffic. In this regard,

the assessment indicates that the provision of an additional signalised intersection on Clyde Road south of

the Kangan Drive intersection is warranted to cater for the anticipated traffic generation. Significantly,

analysis shows that this additional signalised intersection does not result in queues extending back (and

across) the freeway interchange to the south.

In addition to the road network upgrades, a key finding of the investigation is the requirement to support and

increase the level of sustainable travel to and from the Precinct including walking, cycling and public

transport. The assessment indicates that additional provisions will be required to increase pedestrian

accessibility between Berwick Rail Station and land west of Clyde Road that includes the University site and

Nossal High School, consistent with the growth of an Activity Centre.

The existing large volumes of pedestrians currently exiting the station and crossing Clyde Road to access

these key institutions warrants the re-configuration of intersections to remove slip lanes and encourage

efficient pedestrian movements over Clyde Road including at Enterprise Avenue and Kangan Drive / Sir

Nossal Boulevard.

In conclusion, the assessment undertaken and summarised within this report indicates that the intensification

proposed as part of the Comprehensive Development Plan can be accommodated subject to the provision of

increased road network capacity improvements and improvements to the public transport, pedestrian and

cyclist networks.


8 March 2018 Cardno iv

Table of Contents

1 Introduction 7

1.1 Background 7

1.2 Purpose of this Report 7

1.3 Reference Documents 8

1.4 Strategic Context – Plan Melbourne 8

2 Study Area 10

2.1 Site Location 10

2.2 Existing Land Uses 11

3 Existing Conditions and Background 12

3.1 Road Network 12

3.1.1 Road Hierarchy 12

3.1.2 Clyde Road 13

3.1.3 Kangan Drive 14

3.1.4 Sir Gustav Nossal Boulevard 16

3.1.5 Enterprise Avenue 17

3.1.6 Reserve Road 18

3.2 Road Network Operation 19

3.3 Existing Intersection Operation 21

3.4 Clyde Road Level Crossing Removal Project 22

4 VicRoads Network Planning Policy 24

4.1 General 24

4.2 Movement & Place Transport Planning Framework 24

4.3 Guidance for Planning Road Networks 26

4.4 SmartRoads 26

4.5 Sustainable Transport Modes 28

4.5.1 Public Transport 28

4.5.2 Bicycle Network and Facilities 28

4.5.3 Pedestrian Routes 29

4.6 Existing Conditions Summary 30

5 CDP Overview 31

5.1 Future Urban Structure Plan 31

5.2 Proposed Land Uses 33

5.3 Proposed Transport Network Provisions 34

5.3.1 Road Network Provisions 34

5.4 Public Transport Provisions 35

5.5 Bicycle Network 35

5.6 Pedestrian and Shared Path Provisions 36

6 Traffic Modelling 37

6.1 Victorian Integrated Transport Model (VITM) 37

6.2 CDP Ultimate Traffic Volumes 38

6.2.1 Trip Generation 38

6.2.2 Anticipated Background Traffic Growth 40

6.2.3 Trip Distribution 40

6.3 Road Network Operation 43

6.4 Ultimate Intersection Requirements 43


8 March 2018 Cardno v

6.5 Ultimate Road Network Operation 45

6.6 Road Network Operation Comparison 46

6.7 Proposed Concept Plans – Ultimate Configuration 46

7 Conclusion 47

Appendices

Appendix A SIDRA Intersection Results – Existing Conditions

Appendix B VITM Output

Appendix C SIDRA Intersection Results – Ultimate Conditions

Appendix D Ultimate Intersection Layout – Concept Plans

Tables

Table 3-1 Road Network Analysis 13

Table 3-2 Existing Conditions Intersection Operation 21

Table 5-1 Proposed Land Uses 33

Table 6-1 Land Use In/Out Distribution Splits 38

Table 6-2 Anticipated CDP Traffic Generation 39

Table 6-3 Ultimate Intersection Operation 45

Table 6-4 Ultimate Intersection Operation 46

Figures

Figure 1-1 Plan Melbourne – Jobs and Investment 9

Figure 2-1 CDP Area 10

Figure 2-2 Existing Key Land Uses 11

Figure 3-1 Road Hierarchy 12

Figure 3-2 Clyde Road (facing North at Enterprise Avenue) 14

Figure 3-3 Clyde Road (facing South at Enterprise Avenue) 14

Figure 3-4 Kangan Drive (facing east) 15

Figure 3-5 Kangan Drive (facing west) 15

Figure 3-6 Sir Gustav Nossal Boulevard (facing east) 16

Figure 3-7 Sir Gustav Nossal Boulevard (facing west) 16

Figure 3-8 Enterprise Avenue (facing east) 17

Figure 3-9 Enterprise Avenue (facing west) 17

Figure 3-10 Reserve Road (facing east) 18

Figure 3-11 Reserve Road (facing west) 18

Figure 3-12 Existing Traffic Volumes – AM Peak Hour 19

Figure 3-13 Existing Traffic Volumes – PM Peak Hour 20

Figure 3-14 Location of the Clyde Road Level Crossing 22

Figure 3-15 Clyde Road Level Crossing looking north 23

Figure 4-1 Movement & Place Transport Planning Framework 24


8 March 2018 Cardno vi

Figure 4-2 Movement & Place Category 25

Figure 4-3 Vibrant Streets – Allocation of Road Space 25

Figure 4-4 VicRoads SmartRoads Road Use Hierarchy 27

Figure 4-5 Public Transport Services 28

Figure 4-6 Principal Bicycle Network 29

Figure 5-1 Future Urban Structure 31

Figure 5-2 Precinct Zone Map 32

Figure 5-3 Proposed Road Network 34

Figure 5-4 Transport and Movement Plan 35

Figure 6-1 VITM Model adjacent the Berwick Health and Education CDP Area 37

Figure 6-2 Post Development Traffic Volumes – AM Peak Hour 41

Figure 6-3 Post Development Traffic Volumes – PM Peak Hour 42

Figure 6-4 Clyde Road / Enterprise Avenue Intersection Layout 43

Figure 6-5 Clyde Road / Kangan Drive / Sir Gustav Nossal Boulevard Intersection Layout 44

Figure 6-6 Clyde Road / New East-West Connector Street Intersection Layout 44


8 March 2018 Cardno 7

1 Introduction

1.1 Background

The Berwick Health and Education Precinct represents a hub of knowledge, technology, health, employment,

research and education for the South East Region.

The Berwick area is identified as a Health and Education Precinct in Plan Melbourne under Direction 1.2 -

Improve access to jobs, Policy 1.1.4 - Support the significant employment and servicing role of health and

education precincts, which highlights the importance of health and education precincts to the local

community and broader metropolitan region.

The Precinct is irregular in shape and bound predominantly by the Pakenham railway line to the north, the

Princes Freeway to the south and incorporates land owned by Monash University (Berwick campus), the

Chisholm Institute of TAFE, St John of God and Casey Hospitals.

The Berwick Health and Education Precinct Comprehensive Development Plan (CDP) has been prepared by

the Victorian Planning Authority (VPA) with the assistance of Casey City Council, Government agencies,

service authorities and major landowners.

The CDP is a long-term plan for urban development. It describes how land is expected to be developed and

how land uses may change over time to create an employment hub of intense activity.

1.2 Purpose of this Report

Cardno was engaged by the VPA to assess the traffic and transport impacts of the additional land uses

proposed as part of the CDP. The assessment is divided into two sections:

> Stage One of the study included a review of existing conditions within the Precinct including vehicle,

public transport and active travel conditions and infrastructure. The assessment identified existing issues

and opportunities in the transport network.

> Stage Two of the study entailed a detailed review of the road network and its ability to accommodate

future traffic, pedestrian and cyclist volumes likely to be generated by the development outlined in the

CDP. As part of the Stage Two works, Cardno undertook traffic modelling for the purpose of identifying

road and intersection upgrades required to accommodate the development of the CDP area.

This latest report revision provides an update to the previous report (Stage Two) to take into consideration

VicRoads and Council comments, inclusive of:

> Updated VITM volumes (Year 2046) to show a four lane cross-section on Clyde Road, north of Kangan

Drive to the Princes Highway.

> Revised land use for the CDP Area, primarily comprising a readjustment of industrial and commercial

floor area in the west section of the site.

> Updated SIDRA analysis considering that a connection will not be provided to the Chisholm TAFE site at

the new southern signalised intersection, and ensuring pedestrians will cross Clyde Road during a single

phase.

> Updated concept plans to show:

- Pedestrians and bicycle connections (on-street cycle lanes and off-road shared paths);

- Priority bus queue jump lanes;

- Increased left turn lane storage length on Enterprise Avenue.



1.3 Reference Documents

In the course of preparing this assessment, reference has been made to the following:

The Future Urban Structure Plan in the CDP, prepared by VPA;

Traffic surveys completed by Nationwide Traffic Surveys;

SCATS data provided by VicRoads;

Public transport patronage data, provided by Public Transport Victoria;

VicRoads Guidance for Planning Road Networks in Growth Areas (November 2015);

VicRoads SmartRoads (July 2011);

VicRoads Movement and Place (Transport Planning Framework 2016); and

Other documents as nominated throughout this report.

1.4 Strategic Context – Plan Melbourne

Plan Melbourne 2017-2050, developed by the State Government (Metropolitan Planning Strategy), is an

integrated land use and transport plan aimed at guiding the way the city will grow and change over the next

40 years. It is a strategy to house, employ and connect more people to jobs and services closer to where

they live.

Plan Melbourne 2017-2050 aims to align employment centres with an improved public transport network

creating employment clusters and health and education precincts. Ultimately, Plan Melbourne aims to

increase and improve investment and employment options within the existing and future transport corridors.

Figure 1-1 shows, amongst other things, the health and education precincts in greater Melbourne, existing

key activity nodes and transport links, and shows how these are anticipated to change by 2050.

In terms of transport related objectives, Plan Melbourne 2017-2050 indicates that it will “provide an

integrated transport system connecting people to jobs and services, and goods to market”. As such, the

development and improvement of the transport network will be closely linked to the success of Plan

Melbourne 2017-2050.

For the Berwick Health and Education Precinct, the key transport direction is to improve local travel options

to support 20-minute neighbourhoods, and the relevant policies outlined in Plan Melbourne 2017-2050 are

as follows:

Improve roads in growth areas and outer suburbs;

Improve outer-suburban public transport;

Create pedestrian-friendly neighbourhoods;

Create a network of cycling links for local trips;

Improve local transport choices; and

Locate schools and other regional facilities near existing public transport and provide safe walking

and cycling routes and drop-off zones.

The CDP area is identified in Plan Melbourne 2017-2050 as a Health and Education Precinct, as such, the

development of the transport network within and around the Precinct will play a pivotal role in the

development of the area and the ultimate visions and aims of Plan Melbourne 2017-2050.



Figure 1-1 Plan Melbourne – Jobs and Investment

Berwick Health and Education Precinct



2 Study Area

2.1 Site Location

The overall study area is located in Berwick and is bound by the Princes Highway to the north, the Princes

Freeway to the south, and Haileybury College and Beaconsfield Train Station to the east. The area is

bisected by Clyde Road and the Pakenham railway line.

The Precinct is irregular in shape and bound predominantly by the Pakenham railway line to the north, the

Princes Freeway to the south and incorporates land owned by Monash University (Berwick campus), the

Chisholm Institute of TAFE, St John of God and Casey Hospitals.

The CDP area is shown in Figure 2-1.

Figure 2-1 CDP Area



2.2 Existing Land Uses

The study area incorporates a number of key land uses including education and health facilities. Notably,

Monash University (Berwick Campus) and Nossal High School are located on the south-west land parcel

sharing a single access point to Clyde Road.

The Chisholm Institute is also located within the Precinct opposite the Monash University Campus and is

accessed via Kangan Drive. Casey Hospital is located to the east of the Chisholm Institute and also

accessed via Kangan Drive. Opposite Casey Hospital to the west, a new St John of God Hospital is being

completed.

To the north, St John of God Hospital is located east of Clyde Road at Gibb Street. An industrial area is also

located to the north of Monash University, along with Insight School for the Blind and Vision Impaired, with

both accessed via Enterprise Avenue.

The above land uses have excellent access to a range of public transport services, including the Berwick

Train Station located towards the eastern portion of the study area. The key existing land uses are identified

in Figure 2-2.

Figure 2-2 Existing Key Land Uses

Berwick Train Station



3 Existing Conditions and Background

3.1 Road Network

3.1.1 Road Hierarchy

The existing road hierarchy within the study area is shown in Figure 3-1. The study area is bisected by

Clyde Road, an arterial road which provides convenient vehicle access to the north and south boundaries of

the study area. In addition a network of connector street and local access street (Kangan Drive and Sir

Gustav Nossal Boulevard) provides convenient east to west connectivity within the CDP area.

Figure 3-1 Road Hierarchy

The existing volumes on the road network have been assessed against the road classifications and

associated daily volumes outlined in the former Growth Areas Authority CDP Note ‘Our Roads Connecting

Our People’. Table 3-1 summarises this assessment.



Table 3-1 Road Network Analysis

Road Name Configuration Classification Approximate Vehicles per day for Classification

Existing Daily Volume

Clyde Road Four Lane Secondary Arterial

12,000-40,000 vpd 25,550 vpd

Kangan Drive Two - Four Lanes

Connector Street

3,000-7,000 vpd 8,150 vpd*

Sir Gustav Nossal Boulevard

Two lane Connector Street

3,000-7,000 vpd 3,200 vpd

Enterprise Avenue Two lane Connector Street

3,000-7,000 vpd 5,500 vpd

Reserve Street Two lane Connector Street

3,000-7,000 vpd 6,050 vpd

Gloucester Avenue Two lane Connector Street

3,000-7,000 vpd 4,100 vpd

* Where a connector street has a central median, volumes of 7,000-12,000 vpd are considered acceptable

Table 3-1 indicates that the key roads in the Precinct area generally operate within capacity with the

exception of Kangan Drive (albeit where a connector street has a central median, volumes of 7,000-12,000

vpd are considered acceptable). This highlights that in order to facilitate growth within the CDP area on the

west side of Clyde Road additional access provisions on Clyde Road would be beneficial for site access

purposes and to provide an alternate access point to the existing Clyde Road / Kangan Drive / Sir Gustav

Nossal Boulevard intersection.

3.1.2 Clyde Road

Clyde Road is classified as a Primary State Arterial Road (controlled by VicRoads) and is generally aligned

in a north-south direction. It is a four lane median divided road and generally incorporates pedestrian paths

and bicycle lanes on both sides of the carriageway. A level crossing is located on Clyde Road, north of

Enterprise Avenue which is listed on the Department of Economic Development, Jobs, Transport and

Resources’ (DEDJTR) list of 50 level crossings to be removed over the next eight years as part of the Level

Crossing Removal Project.

Clyde Road carries approximately 25,550 vehicles per day1, and north and south facing photos of Clyde

Road at Enterprise Avenue are shown in Figure 3-2 and Figure 3-3.

1 Source: VicRoads SCATS data



Figure 3-2 Clyde Road (facing North at Enterprise Avenue)

Figure 3-3 Clyde Road (facing South at Enterprise Avenue)

3.1.3 Kangan Drive

Kangan Drive is classified as a Major Road (Council controlled) and is generally aligned in a north-west to

south-east direction within the Precinct area. It is a two lane median divided road and generally incorporates

pedestrian paths on both sides of the carriageway. Kangan Drive provides access to Chisolm Institute,

Casey Hospital and St. John of God Hospital.



Kangan Drive also provides a link between the two freeway overpasses at Berwick and Beaconsfield.

Kerbside parking is permitted on both sides of the carriageway within the precinct in the vicinity of the

education and health uses.

Kangan Drive carries approximately 8,150 vehicles per day2 and photos in both directions to the east of its

intersection with Clyde Road are shown in Figure 3-4 and Figure 3-5.

Figure 3-4 Kangan Drive (facing east)

Figure 3-5 Kangan Drive (facing west)




3.1.4 Sir Gustav Nossal Boulevard

Sir Gustav Nossal Boulevard is classified as a Collector Street (Council controlled) and provides access to

Monash University, Nossal High School and the Berwick Healthcare Medical Centre. It is a two-way, two

lane road aligned in an east-west direction.

Sir Gustav Nossal Boulevard carries approximately 3,200 vehicles per day3 and photos in both directions to

the east of its intersection with Clyde Road are shown in Figure 3-6 and Figure 3-7.

Figure 3-6 Sir Gustav Nossal Boulevard (facing east)

Figure 3-7 Sir Gustav Nossal Boulevard (facing west)




3.1.5 Enterprise Avenue

Enterprise Avenue is classified as a Local Road (Council controlled) and provides access to the industrial

precinct and Insight School for the Blind and Vision Impaired to the west of Clyde Road. It is a two-way two

lane road aligned in an east-west direction. Kerbside parking is permitted on both sides of the carriageway.

Enterprise Avenue carries approximately 5,500 vehicles per day4 with photos of its layout in both directions

to the west of Clyde Road shown in Figure 3-8 and Figure 3-9.

Figure 3-8 Enterprise Avenue (facing east)

Figure 3-9 Enterprise Avenue (facing west)




3.1.6 Reserve Road

Reserve Road is classified as a Collector Street (Council controlled). It is a two-way two lane road and

generally aligned in a north-west to south-east direction. It provides a key connection to Berwick Rail

Station. Kerbside parking is permitted on the north side of the carriageway only with minimal parking

available on the southern side of the carriageway.

Reserve Road carries approximately 6,050 vehicles per day5 with photos in both directions immediately to

the east of Clyde Road shown in Figure 3-10 and Figure 3-11.

Figure 3-10 Reserve Road (facing east)

Figure 3-11 Reserve Road (facing west)




3.2 Road Network Operation

In order to gain an understanding of existing traffic volumes in the vicinity of the site, Cardno obtained traffic

volume data from VicRoads SCATS data for Tuesday 27 February 2017. The AM and PM peak hour traffic

volumes are provided in Figure 3-12 and Figure 3-13.

Figure 3-12 Existing Traffic Volumes – AM Peak Hour

231 316 49

124

214

171

65

1023

269

289 192 220

91 584 195

53

35

65

60 Langmore Lane

32

96

277 833 207

62 821 91

177 Reserve St

75

1193 172

134 902 11

131

10

94

15 Car Park Access

5

37

200 1226 58

63 621 291

91

15

146

198 Kangan Dr

36

320

310 1106 685

Princes Hw y

Mansfield St

Sir Goustav

Nossal Blvd

Enterprise Ave



Figure 3-13 Existing Traffic Volumes – PM Peak Hour

287 314 75

353

902

373

97

691

107

381 308 287

81 571 190

75

40

71

86 Langmore Lane

38

116

228 685 145

44 844 94

155 Reserve St

44

962 135

98 1030 12

141

25

224

14 Car Park Access

4

138

154 789 70

38 906 163

67

10

171

210 Kangan Dr

21

471

155 877 280

Princes Hw y

Mansfield St

Enterprise Ave

Sir Goustav

Nossal Blvd



3.3 Existing Intersection Operation

The operation of key intersections in the CDP area has been assessed using SIDRA Intersection 7 software,

making use of the network modelling capabilities which allows multiple intersections to be modelled together.

The networking capabilities in SIDRA account for additional considerations beyond a stand-alone

intersection operation, such as the effect of upstream and downstream capacity constraints on the

performance of the intersection. Specifically, the two fundamental elements are considered together in the

SIDRA Network Intersection software, these are:

The determination of the backward spread of congestion, as queues on downstream lanes block

upstream lanes; and

Application of capacity constraint to oversaturated upstream lanes for determining exit flow rates,

thus limiting the flows entering downstream lanes.

It should be recognised that in networked SIDRA models, queue lengths in excess of the available storage

distance will be passed on to upstream traffic lanes. That is a queue blockage from a downstream

intersection can apply to intersections further upstream, affecting both queue length and capacity at the

upstream intersection. The model also considers the effects that signal coordination and platoon dispersion

have on the performance of the network.

A summary of the SIDRA Intersection results is provided in Table 3-2 with full results provided at Appendix

A.

Table 3-2 Existing Conditions Intersection Operation

Intersection Approach Peak Hour

DOS Average Delay

95th Percentile Queue

Clyde Road / Enterprise Avenue Intersection

North AM 0.86 21.2 s 122 m

PM 0.86 27.8 s 181 m

East AM 0.09 23.5 s 8 m

PM 0.25 15.4 s 20 m

South AM 0.65 9.7 s 109 m

PM 0.62 15.4 s 108 m

West AM 0.79 49.9 s 91 m

PM 0.86 57.4 s 183 m

Clyde Road / Kangan Drive / Sir Gustav Nossal Boulevard Intersection

North AM 0.74 24.9 s 122 m

PM 0.66 19.1 s 138 m

East AM 0.88 36.6 s 100 m

PM 0.91 35.7 s 124 m

South AM 0.89 37.4 s 226 m

PM 0.90 33.8 s 144 m

West AM 0.60 42.9 s 63 m

PM 0.71 47.1 s 77 m

Based on the above and site observations, the assessed intersections within the CDP area were found to be

currently operating with some spare capacity. However, the following is noted:



Average delays indicate that queues clear regularly, within the intersection cycle time.

The 95th percentile queue on Clyde Road was found to exceed past the Clyde Road level crossing

during both the AM and PM peak hours. Furthermore, the existing level crossing on Clyde Road

impacts on through movements causing queues and delays.

The 95th percentile queue in the right-turn lane on Kangan Drive currently exceeds the storage

capacity during both the AM and PM peak hours. It is noted that Kangan Drive currently operates

with a single lane in each direction, east of the pedestrian crossing, due to constraints resulting from

on-street parking, which is permitted on both sides of the carriageway.

The 95th percentile queue in the right-turn lane from Clyde Road to Kangan Drive currently exceeds

the storage capacity during the AM peak hour.

Queueing was observed back from the Monash Freeway interchange (southbound), although it was

found that the flow on queues at the signalised intersections on Clyde Road within the Precinct did

clear regularly during the PM peak.

3.4 Clyde Road Level Crossing Removal Project

The Victorian Government will remove 50 of the most dangerous and congested level crossings across

Melbourne by 2022. The Clyde Road level crossing in Berwick is one of the 50 level crossings to be

removed, and early site investigations in the area are being undertaken from January 2017.

The location of the Clyde Road level crossing within the Berwick Health and Education CDP area is shown in

Figure 3-14, and a view of the Clyde Road Level Crossing is illustrated in Figure 3-15.

The Clyde Road level crossing is one of Victoria's worst. The boom gates disrupt the flow of traffic for the

18,800 vehicles that drive through the level crossing each day, including vehicles travelling to and from

health facilities in the area.

Figure 3-14 Location of the Clyde Road Level Crossing

Clyde Road Level Crossing



Figure 3-15 Clyde Road Level Crossing looking north

The removal of the Clyde Road level crossing will:

Deliver significant safety improvements for drivers and pedestrians.

Improve travel times in Berwick for train users, pedestrians, cyclists and drivers.

Make Clyde Road more reliable in relation to traffic delay, and enable people to better predict travel

times.

Stimulate economic growth by creating thousands of jobs during construction.

Revitalise local community, with many areas benefiting from the train station rebuild.

Enable more trains to run more often and on time.



4 VicRoads Network Planning Policy

4.1 General

In planning the future road network within and surrounding the Berwick Health and Education Precinct, it is

important to recognise VicRoads role in the planning, development and management of the arterial road

network, which are the principal routes for public, private and commercial travel, and for on-road public

transport.

With regard to traffic design principles and objectives, reference has been made to the following VicRoads

documents.

4.2 Movement & Place Transport Planning Framework

VicRoads recognises the increasing levels of congestion in Melbourne, and the growing social pressure for

streetscape and open space requires transport agencies to rethink the way road space is used and

managed.

In response to balancing the needs all customer groups on the road network, VicRoads developed the

Movement & Place Transport Planning Framework as shown in Figure 4-1. This framework policy aims to

transform conditions for more sustainable modes of transport, while also ensuring that vehicles can still get

about reliably and productively.

Figure 4-1 Movement & Place Transport Planning Framework

To assist VicRoads prioritise key projects, each of the Movement & Place categories can be broken down

into sub-categories, labelled A,B,C and D, as shown in Figure 4-2.

Movement corridors

Vibrant streets

Local roads & streets

Great places

Motorways

Place

Mo

vem

en

t



Figure 4-2 Movement & Place Category

For the Berwick Health and Education Precinct which comprises residential, retail, education and

employment opportunities, there is a strong focus to provide excellent pedestrian connectivity to the Berwick

Train Station, as shown in Figure 4-3.

Figure 4-3 Vibrant Streets – Allocation of Road Space

Regional function Movement features Place features M&P Category

Declared Arterial Road Principal Public Transport Network

residential, retail, leisure

Local Road Principal Public Transport Network

retail

Declared Arterial Road residential, retail,

leisure

Local Road retail

Inner Middle OuterReg. cities

Tram Priority Route

Bus Priority Route A


Tram Priority Route

Bus Priority Route

Pedestrian Priority Area

B


Pedestrian Priority Area C


Pedestrian Priority Area D

Motorways

Vibrant streets

Great places Local streets & roads

Movement corridors



4.3 Guidance for Planning Road Networks

This VicRoads guide seeks to provide practical guidance for road network integrated decision-making and

implementation in areas experiencing growth and change. This document recognises that often trade-offs

needs to be made when there are competing objectives between mobility, safety and amenity.

The main objectives of this guide are to:

Facilitate a principles based decision making approach for responding to conflicting land use, urban

design, competing transport modes or other objectives in growth area planning;

Provide relevant principles to offer guidance in the development and implementation of Precinct

Structure Plans; and

Assist VicRoads officers working across Melbourne to achieve a more consistent approach.

It is envisaged the Berwick Health and Education Comprehensive Development Plan will deliver significant

levels of investment in economic, education, commercial and health. In planning for areas of growth and

development, it is important to locate transport corridors and land uses that provide more transport mode

choices which can reduce the demand for vehicle trips to access commercial services, community and

education facilities, and employment opportunities.

4.4 SmartRoads

SmartRoads is a road network management approach developed by VicRoads which seeks to prioritise use

of roads to different transport modes at particular times of day. The key objectives of SmartRoads are:

SmartRoads provides a long-term approach for operating Victoria’s road network that makes it more

efficient and safer, and supports the development of activity centres as places where people live and

work.

Under the SmartRoads plan, certain routes will be managed to work better for cars while other

routes will be managed to work better for public transport, cyclists and pedestrians.

SmartRoads seeks to provide a balance between competing interests for road space and managing

congestion and safety on key arterial roads, while supporting the development of a sustainable

transport system into the future.

While the initiative continues to allow access to all users, certain routes are managed to facilitate the

use of sustainable modes across the network.

The SmartRoads road use hierarchy for the Precinct is illustrated in Figure 4-4.



Figure 4-4 VicRoads SmartRoads Road Use Hierarchy

As illustrated in Figure 4-4, a number of roads within the study area are designated as bus priority routes.

The hierarchy also indicates a pedestrian priority area at the Clyde Road / Princes Highway intersection.

In addition, the SmartRoads Road Use Hierarchy includes a yet to be developed bicycle priority route from

Clyde Road through Monash University to the west and across the Princes Freeway to the south.




4.5 Sustainable Transport Modes

4.5.1 Public Transport

As the CDP area is within an already existing activity area, it is well connected by public transport. The public

transport network within the vicinity of the study area is illustrated in Figure 4-5. Berwick Rail Station, on the

Dandenong Pakenham line is within the CDP area and a number of bus routes provide a convenient

connection to the station.

Figure 4-5 Public Transport Services

Source: Public Transport Victoria

4.5.2 Bicycle Network and Facilities

On-road bicycle lanes are provided on Clyde Road north of Kangan Drive and continue across the Princes

Highway. Cyclists currently ride on-road throughout the remainder of the precinct.

In addition to the above, Clyde Road, Princes Highway, Reserve Street, Sir Gustav Nossal Boulevard and

Bryn Mawr Boulevard form part of Melbourne’s Principal Bicycle Network (PBN), a network of existing and

proposed cycle routes that is intended to facilitate a higher number of cycle trips in a safer environment. The

PBN aims to provide access to major destinations in the Melbourne metropolitan area. An extract from

VicRoads’ Principal Bicycle Network map for the study area is shown in Figure 4-6.



Figure 4-6 Principal Bicycle Network

Source: VicRoads

It is noted that the PBN does not distinguish between existing and proposed bicycle links.

An inspection of the site indicates that no connection is currently provided to Sweeney Reserve limiting bike

accessibility to the area from west of the Princes Freeway. Furthermore, on-road bike lanes on Clyde Road

do not extend south of Kangan Drive across the Princes Freeway interchange.

A number of bicycle parking facilities are also located within the study area including:

15 storage lockers, 3 u-racks and a storage cage at Berwick Rail Station;

3 sets of u-racks within the retail precinct (High Street, Berwick);

Cycle racks at Monash University;

Cycle racks at Chisholm Institute; and

Cycle racks at Casey Hospital.

Cardno was advised by the Chisholm Institute that bicycle parking facilities are provided on-site for staff and

students in a conveniently accessible location. Bicycle parking provided at Casey Hospital is located

adjacent to hospital car park and ticket parking area and has a high level of surveillance.

4.5.3 Pedestrian Routes

Pedestrian paths are typically located on both sides of roads within the study area. Key roads incorporating

paths on both sides of the carriageway include Clyde Road, Kangan Drive, Melville Park Drive, Canning

Drive, Edrington Park Drive and Bryn Mawr Boulevard.

A portion of lower order residential roads incorporate a pedestrian path on one side of the road reserve. It is

noted that Reserve Road (which provides a key connection to the Berwick Rail Station) incorporates a

pedestrian path on the northern side of the carriageway only. Within the existing business park, Enterprise

Avenue only has a pedestrian path along the northern side, and Intrepid Street does not incorporate

pedestrian paths on either side of the carriageway.



A pedestrian connection is also provided between Berwick Rail Station and Kangan Drive providing public

transport users with a link to the education and health uses on Kangan Drive.

It is noted that pedestrian surveys completed by Cardno (refer to existing condition report for more detail)

indicate that in the order of 320 pedestrians are currently crossing Clyde Road to access the Monash

University / Nossal High School area during the AM peak hour.

4.6 Existing Conditions Summary

It is clear that the Precinct currently incorporates a reasonable level of pedestrian, cyclist and public

transport infrastructure. However as development of the area progresses, it is anticipated that the demands

on these facilities will increase.

In particular, there is already a high pedestrian demand across Clyde Road between the Monash University /

Nossal High School and the Berwick Train Station. Currently, the intersections of Clyde Road / Enterprise

Drive and Clyde Road / Kangan Drive operates with left turn slip lanes and pedestrian refuge islands on all

four legs of the intersection. Whist this intersection arrangement prioritise traffic movements, entering vehicle

speeds to the intersection are generally higher, and there is an additional conflict point when pedestrians

cross Clyde Road.

While the Precinct is accessible via private vehicle, the ability of key roads within the Precinct to

accommodate existing levels of traffic is approaching capacity. As such, a greater reliance on sustainable

transport modes should be a key focus throughout further development of the CDP area, and the

prioritisation of pedestrian movements from existing transport infrastructure (Berwick Train Station and bus

interchange) should be strengthened through incorporating pedestrian priority at all intersections.



5 CDP Overview

5.1 Future Urban Structure Plan

The Berwick Health and Education Precinct currently provides for a significant concentration of health and

education facilities servicing Melbourne’s outer south east. The CDP will assist the Precinct in building upon

the existing infrastructure to facilitate the further development of a vibrant and attractive employment, health,

education and mixed use precinct that will become a more connected, walkable and attractive area to live,

work and study. The CDP area and the proposed land use structure is shown in Figure 5-1.

Figure 5-1 Future Urban Structure

Copyright Victorian Planning Authority 2017

As shown in Figure 5-1, the CDP includes additional commercial and mixed-use development in the vicinity

of Berwick Rail Station and along Sir Gustav Nossal Bouevard and the Clyde Road corridor, generating an

estimated 600 new jobs. Commercial floor area is also proposed on land that is currently vacant along the

western edge of the Princes Freeway with the capacity to provide an estimated 5,000 new jobs to the

Precinct. There will also be provision for additional students at the University Campus estimated to be at

6,000 within the life of the CDP. Chisholm TAFE is also anticipated to grow and expand their student

population which is estimated to reach 4,378 students within the life of the CDP. In order to ensure sufficient

access is provided, additional connector and local access streets will be provided within the CDP. A new

signalised intersection is also proposed on Clyde Road to service the commercial area.

For the purposes of this assessment the CDP has been broken into six zones as shown in Figure 5-2.



Figure 5-2 Precinct Zone Map



5.2 Proposed Land Uses

As discussed, the land uses within the Berwick Health and Education Precinct are primarily education,

medical and commercial. The proposed land use outlined within the CDP and depicted on the Future Urban

Structure Plan in Figure 5-2 build upon these existing land uses. The proposed ultimate land uses are

summarised in Table 5-1.

Table 5-1 Proposed Land Uses

Zone Zone Description Use Size/No.

A Chisholm Institute and St John of God Hospital Education (TAFE) 4,378 students

174 staff

Medical 266 beds

B Casey Hospital and Mixed Use Area Medical 425 beds

Commercial 2,959 sqm

Retail 986 sqm

Residential 392 dwellings

C Clyde Road Health and Commercial Area Medical 60 beds

Commercial 5,292 sqm


D Mixed Use Area Commercial 6,634 sqm

Retail 1,642 sqm


Education (Insight) 30 students

5 staff

E University and Nossal High School Education (High School) 820 students

52 staff

Education (University) 6,000 students

600 staff

Retail 5,256 sqm


F Commercial Area Commercial 93,590 sqm



5.3 Proposed Transport Network Provisions

5.3.1 Road Network Provisions

The CDP will utilise the existing roadwork including Clyde Road, Kangan Drive, Sir Gustav Nossal Boulevard

and Enterprise Avenue. However additional connector and local access streets are proposed to

accommodate the additional traffic volumes.

It is noted that under ultimate (2046) conditions, Clyde Road is expected to be upgraded to incorporate three

lanes in each direction, and in addition to the level crossing on Clyde Road is expected to be grade

separated.

The provision of an additional three leg signalised intersection on Clyde Road south of the Kangan Drive

intersection is also considered warranted to cater for the anticipated traffic generation as discussed in

Section 6 of this report. The proposed road network hierarchy for the CDP area is shown in Figure 5-3.

Figure 5-3 Proposed Road Network


An internal ring road is proposed within Zones D-F, connecting with Enterprise Avenue to the north and a

new East-West Connector Street.



5.4 Public Transport Provisions

As highlighted in Section 3, existing bus routes 834/835, 847 and 831 travel along Clyde Road running north-

south through the CDP area, with route 831 branching into Casey Hospital. With the further development of

the CDP area, the network of connector streets have been specified to be “bus capable”. Figure 5-4

highlights the existing and proposed bus network provision within the CDP area.

Figure 5-4 Transport and Movement Plan


5.5 Bicycle Network

The Principle Bike Network (PBN) through the CDP area was identified in Section 3, however site

inspections also confirmed that sections of the network are yet to be implemented. The Transport &

Movement Plan recognises the missing sections and incorporates them into its cycle and shared path

network (refer Figure 5-4). The Plan specifies off road shared paths along all proposed connector streets

west of Clyde Road, with the exception of existing roads in the light industrial area.

The Plan also recognises the existing on-road cycle lanes along Clyde Rd extending north from the Kangan

Drive intersection. The draft CDP also specifies that there should be safe transition between on and off road

cycle networks and that appropriate cycle facilities be provided by developers at key destination points.



5.6 Pedestrian and Shared Path Provisions

The CDP Transport & Movement Plan proposes the extension of the two-way off road cycle path along Sir

Gustav Nossal Boulevard to connect to the shared path network within the precinct and ultimately connect

with a new pedestrian/cycle bridge over the Princes Freeway linking to Sweeney Reserve, as shown on the

PBN.

The Plan also recognises the provision of shared paths along each side of Clyde Road extending from the

Sir Gustav Nossal Boulevard intersection south over the Freeway. It also specifies a shared path on the

north side of Kangan Drive. The CDP also specifies that there be the provision of a minimum 1.5 m footpath

on both side of all streets unless there is a provision of shared paths as identified in the plan. Pedestrians

are to be given priority at both existing intersections to ensure the crossing of Clyde Road is timely and in a

single cycle.

The CDP promotes the intensification of land uses within Berwick Health and Education Precinct to cater for

an estimated 11,300 students, 2,255 residents and 8,500 employees over the life of the Plan.

With the implementation of the CDP which expects to cater for up to 11,300 students, 751 hospital beds,

116,400 sqm of commercial and retail floor area and 1,025 dwellings, pedestrian demands within the study

area to the Berwick Train Station will continue to increase. Given this intensification of activity it is expected

that the pedestrian environment will need to be improved to cater for increased movements within the study

area to and from Berwick Station.

Based on VicRoads SmartRoads approach, roads within the study area should be prioritised to recognise

the increasing importance of public transport, walking and cycling as the main transport mode.

The CDP will be developed to support Berwick as a Major Activity Centre and therefore the key strategies to

effectively manage congestion are needed to support and encourage higher occupancy and sustainable

travel modes of trains, buses, cycling and walking.

In the context of VicRoads Movement & Place Transport Planning Framework, the road network in the

vicinity of the Berwick Health and Education Precinct should be considered as “Vibrant Streets”, where

pedestrian movements are prioritised.



6 Traffic Modelling

6.1 Victorian Integrated Transport Model (VITM)

In order to gain an understanding of the existing background traffic and forecast growth along Clyde Road,

anticipated ultimate (2046) traffic volumes were obtained from VPA’s South-East Growth Corridor version of

the Victorian Integrated Transport Model (VITM).

The VITM model assumes that among other things, the following road improvements in the vicinity of the

subject site will occur prior to 2046:

Clyde Road will provide six lanes (transitioning to four lanes immediately north of Enterprise Avenue,

adjacent the railway line);

Level crossing removal (grade separation);

Beaconsfield freeway interchange; and

Four lanes in both directions along the Monash Freeway.

The VITM model with link connections is shown in Figure 6-1 below, with the output plots illustrating AM

peak period, PM peak period and daily volumes enclosed in Appendix B.

Figure 6-1 VITM Model adjacent the Berwick Health and Education CDP Area

Monash Freeway

Enterprise Avenue

Kangan Drive

Railway Line

Princes Highway

Station Access

Langmore Lane

Mansfield Street

Reserve Street

Gloucester Avenue

Clyde Road

Future East-West Connector Street

Sir Gustav Nossal Blvd



6.2 CDP Ultimate Traffic Volumes

6.2.1 Trip Generation

The expected peak hour trip generation within the Berwick Health and Education CDP area for each of the

six zones as outlined in Section 5 of this report has been calculated. The assumed AM and PM in/out split for

each of the land uses as generally accepted are summarised in Table 6-1.

Table 6-1 Land Use In/Out Distribution Splits

Land Use AM Peak PM Peak

In Out In Out

Education 80% 20% 20% 80%

Commercial 90% 10% 10% 90%

Medical 50% 50% 50% 50%

Retail 90% 10% 50% 50%

Residential 20% 80% 60% 40%

School 80% 20% 20% 80%

In order to gain an understanding of the likely traffic generation rates for the land uses within the CDP area,

reference has been made to the Road and Transport Authority’s Guide to Traffic Generating Developments

(Issue 2.2 dated October 2002), the Roads & Maritime Services Technical Direction TDT 2013/04a (August

2013) and other survey data sources.

The RMS documents indicate that following traffic generation rates are appropriate for the CDP area:

Medical:

o Morning commuter peak hour: -12.41 + 0.57 B;

o Evening commuter peak hour: -11.96 + 0.69 B;

o Where B is the number of beds;

Commercial:

o Morning commuter peak hour: 1.6 trips per 100 m2 gross floor area;

o Evening commuter peak hour: 1.2 trips per 100 m2 gross floor area;

Residential: 0.85 trips per dwelling during weekday peak hours; and

Retail (speciality shops): 4.6 trips per 100 m2 gross floor area.

With regards to the education use, reference has been made to traffic survey data collected by Cardno for

the Monash University Clayton Campus which indicates that a traffic generation rate of 0.15 trips per student

currently exists. Furthermore, a traffic generation rate of 0.35 trips per student for the Nossal High School

use has been adopted based on traffic survey data collected as part of the existing conditions assessment.

Beveridge Williams has undertaken traffic surveys as part of master plan work for the Chisholm TAFE

Berwick Campus, which identify a rate of 0.12 trips per student for the am peak hour and 0.01 trips per

student for the pm peak hour. This takes into consideration that TAFE classes finish prior to the

commencement of the evening commuter peak hour.

Table 6-2 has been prepared to summarise the traffic volumes generated by each zone.



Table 6-2 Anticipated CDP Traffic Generation

Zone Land Use Size AM Peak Hour

Generation

Rate

PM Peak Hour

Generation

Rate

AM In AM

Out

PM In PM

Out

A Education (TAFE)

4,378 students

0.12 trips per student


420 trips

105 trips

9 trips 35 trips

Medical 266 beds -12.41 + 0.57 B -11.96 + 0.69 B 70 trips

70 trips

86 trips

86 trips

B Medical 425 beds -12.41 + 0.57 B -11.96 + 0.69 B 115 trips

115 trips

141 trips

141 trips

Commercial 2,959 sqm 1.6 trips per 100 sqm

1.2 trips per 100 sqm

43 trips

5 trips 4 trips 32 trips

Retail 986 sqm 0.46 trips per 100 sqm


4 trips 0 trip 23 trips

23 trips


0.85 trips per dwelling


67 trips

267 trips

200 trips

133 trips

C Medical 60 beds -12.41 + 0.57 B -11.96 + 0.69 B 11 trips

11 trips

15 trips

15 trips

Commercial 5,292 sqm 1.6 trips per 100 sqm


76 trips

8 trips 6 trips 57 trips




18 trips

73 trips

55 trips

37 trips

D Commercial 6,634 sqm 1.6 trips per 100 sqm


96 trips

11 trips

8 trips 72 trips

Retail 1,642 sqm 0.46 trips per 100 sqm


7 trips 1 trip 38 trips

38 trips




23 trips

91 trips

68 trips

46 trips

E Education (University)

6,000 students



720 trips

180 trips

180 trips

720 trips




66 trips

266 trips

199 trips

133 trips

Retail 5,256 sqm 0.46 trips per 100 sqm


22 trips

2 trips 121 trips

121 trips



Education (Insight)

30 students


0 trips per student 8 trips 2 trips 0 trips 0 trips

Education (High School)

820 students


0 trips per student 230 trips

57 trips

0 trips 0 trips

F Commercial 93,590 sqm



1,348 trips

150 trips

112 trips

1,011 trips

Total 3,344 trips

1,414 trips

1,265 trips

2,700 trips

6.2.2 Anticipated Background Traffic Growth

In order to gain an understanding of the existing background traffic and forecast growth along Clyde Road,

anticipated ultimate (2046) traffic volumes were obtained from VPA’s South-East Growth Corridor version of

the Victorian Integrated Transport Model (VITM).

The two-way volumes on Clyde Road (midway along the Precinct, just south of Kangan Drive) in 2046 are

approximately:

> 18,900 vehicles per day;

> 1,900 vehicles per hour during the morning peak period; and

> 2,130 vehicles per hour during the evening peak hour.

6.2.3 Trip Distribution

In order to gain an understanding of likely traffic distributions on Clyde Road, consideration was given to

VITM daily plots, which indicated a 60% northbound and a 40% southbound split on Clyde Road. On that

basis, a 60% northbound and 40% southbound split was adopted for the purposes of this analysis.

The proportion of trips accessing each zone from Kangan Drive is summarised below:

North via Clyde Road: 49%;

South via Clyde Road: 31%;

East via Kangan Drive: 10%; and

Internal residential trips: 25%.

By adding the CDP development generated traffic to 2046 VITM traffic volumes, the future post-development

road network volumes were derived and are shown in Figure 6-2 and Figure 6-3 for the AM and PM peak

hours respectively.



Figure 6-2 Post Development Traffic Volumes – AM Peak Hour



Figure 6-3 Post Development Traffic Volumes – PM Peak Hour



6.3 Road Network Operation

It is noted that approximately 90% of the CDP traffic generated during the AM and PM peak hours will gain

access to the area via the Clyde Road / Enterprise Avenue intersection, Clyde Road / Kangan Drive / Sir

Gustav Nossal Boulevard intersection or the Clyde Road / New East-West Connector Street intersection. As

such, the following assessment has focused on the ability of these intersections to accommodate the

additional traffic generated by the CDP.

The operation of these key signalised intersections, has been assessed using SIDRA Intersection 7, making

use of the network modelling capabilities provided by this software package.

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 disproportionately. In addition, for signalised intersections, the SIDRA

models were run with a 120 second cycle time and incorporated leading right-turn arrangements in

accordance with VicRoads requirements.

6.4 Ultimate Intersection Requirements

It is considered that slip lanes should be avoided at the intersection to facilitate safer pedestrian and cyclist

access by reducing pavement widths and entering vehicle speeds in the main pedestrian priority area.

Accordingly, it is proposed that intersections of Clyde Road / Enterprise Avenue and Clyde Road / Kangan

Drive / Sir Gustav Nossal Boulevard operate with signalised controlled left turn lanes. The Clyde Road / New

East-West Connector Street Intersection Layout is proposed to operate with left turn slip lanes on the west

side of Clyde Road, due to the lower expected pedestrian demand.

The proposed ultimate intersection layouts for the assessed intersections (with Clyde Road upgraded to a six

lane Primary Arterial Road, transitioning to four lanes immediately north of Enterprise Avenue) is shown in

Figure 6-4, Figure 6-5 and Figure 6-6.

Figure 6-4 Clyde Road / Enterprise Avenue Intersection Layout



Figure 6-5 Clyde Road / Kangan Drive / Sir Gustav Nossal Boulevard Intersection Layout

Figure 6-6 Clyde Road / New East-West Connector Street Intersection Layout



6.5 Ultimate Road Network Operation

A summary of the ultimate scenario SIDRA outputs is provided in Table 6-3 with full results provided in

Appendix C of this report.

Table 6-3 Ultimate Intersection Operation

Intersection Approach Peak Hour

DOS Average Delay

95th Percentile Queue

Clyde Road / Enterprise Avenue / Intersection

North AM 0.78 34.5 s 173 m

PM 0.75 30.2 s 181 m

East AM 0.14 39.6 s 9 m

PM 0.31 48.4 s 49 m

South AM 0.77 14.2 s 202 m

PM 0.73 23.3 s 197 m

West AM 0.32 39.1 s 39 m

PM 0.60 38.0 s 103 m


North AM 0.69 35.9 s 121 m

PM 0.63 21.1 s 115 m

East AM 0.75 39.8 s 139 m

PM 0.59 34.8 s 68 m

South AM 0.76 35.1 s 159 m

PM 0.61 29.8 s 99 m

West AM 0.43 48.0 s 28 m

PM 0.57 44.6 s 74 m

Clyde Road / East-West Connector Street Intersection

North AM 0.77 25.9 s 114 m

PM 0.42 7.0 s 89 m

South AM 0.54 12.8 s 164 m

PM 0.33 12.3 s 83 m

West AM 0.23 32.2 s 14 m

PM 0.40 26.0 s 61 m

As outlined in Table 6-3, the road network is anticipated to be operating at an acceptable level of service

following the full development of the CDP. Specifically, the delay results indicate that the intersections are

clearing each cycle.

Furthermore, 95th percentile queues have been accommodated where possible (subject to property

boundaries, intersection spacing and other geometric constraints). Importantly, the results indicate that

northbound queues at the Clyde Road / East-West Connector Street intersection will be accommodated

within the storage provided between the intersection and the freeway interchange northern off-ramp.



Based on the above, while the intersections are anticipated to operate within their theoretical capacities, it is

clear that an increase in pedestrian, cyclist and public transport trips should be encouraged to reduce the

queuing impact on the road network as the CDP develops.

Noting that student numbers in the University / Nossal High School areas are anticipated to increase from

2,820 students up to 6,820 as part of the CDP, comprising student numbers at Federation University

estimated at 6,000 and student numbers at Nossal High school capped at 820, the level of pedestrians

crossing Clyde Road (currently up to 320 per hour) is anticipated to increase.

As such, the provision of improved and efficient pedestrian crossing points over Clyde Road will be required

to ensure a safe pedestrian connection between the rail station and the areas on the western side of Clyde

Road. Due to the potential for a high volume of pedestrians crossing Clyde Road, it has been assumed that

pedestrians will cross Clyde Road during a single phase with the exception of the new east-west street and

Clyde Road intersection, which will provide a staggered pedestrian crossing (refer to phasing summaries

enclosed in Appendix C). Ensuring a safe & short pedestrian path to the station is a key safety consideration

for these pedestrians.

6.6 Road Network Operation Comparison

A summary of the key SIDRA outputs for the existing conditions and ultimate scenario is provided in Table 6-

4.

Table 6-4 Ultimate Intersection Operation

Intersection Peak Hour

Existing Conditions

Ultimate Conditions

DOS Average Delay

DOS Average Delay

Clyde Road / Enterprise Avenue Intersection AM 0.86 17.6 s 0.78 25.5 s

PM 0.86 26.7 s 0.75 29.1 s


AM 0.89 34.5 s 0.76 37.0 s

PM 0.91 30.4 s 0.63 30.0 s

Clyde Road / East-West Connector Street Intersection

AM N/A N/A 0.77 18.1 s

PM N/A N/A 0.42 11.8 s

As outlined above, the CDP ultimate 2046 traffic volumes when modelled with the updated intersection

layouts provides lower Degree of Saturation when compared with existing traffic volumes for existing

intersection layouts. Average Delays will increase, albeit this could be expected due to the additional

volumes travelling through the intersections.

6.7 Proposed Concept Plans – Ultimate Configuration

Noting that intersection works are required on Clyde Road to accommodate the additional traffic volumes

likely to be generated by the CDP, Cardno has prepared concept plans to show the extent of works required

at the Clyde Road / Enterprise Avenue intersection, the Clyde Road / Kangan Drive / Sir Gustav Nossal

Boulevard intersection, and the Clyde Road / New East-West Connector Street intersection.

The concept plans have been revised to show priority bus queue jump lanes, pedestrian and bicycle

connections (on-street cycle lanes and off-road shared paths), and a longer left-turn lane on the Enterprise

Avenue approach to increase capacity at the Clyde Road / Enterprise Avenue intersection. Furthermore,

VicRoads and Level Crossing Removal Authority (LXRA) have advised that the northern leg of the Clyde

Road / Enterprise Avenue intersection should have an 80 m long exit lane and a 70 m long approach lane,

which is shown as a notation on the plan.

A copy of the concept plans is provided at Appendix D of this report.



7 Conclusion

This report has been prepared to address the traffic and transport impacts which are likely to be generated

by the development of the Berwick Health and Education (the Precinct) Comprehensive Development Plan.

Based on the analysis and assessment within this report, the following conclusions are made:

Sustainable and Active Travel Modes:

As development of the CDP area progresses, and particularly the Monash University / Nossal High

School area, additional pedestrian connectivity will be required to facilitate movements across Clyde

Road to Berwick Rail Station.

The CDP incorporates additional cyclist links to the external road network which will encourage the

use of cycling to access the CDP area.

An increased reliance on sustainable travel (i.e. public transport, walking, cycling) must be a key

focus of the CDP to reduce the impact to the road network.

Road Network:

The existing conditions assessment indicates that key intersections within the CDP area are

currently approaching capacity during peak times.

The CDP area is anticipated to ultimately generate 4,758 vehicle movements during the AM peak

hour and 3,965 vehicle movements during the PM peak hour.

Road network upgrades, including the provision of a new east-west connector street intersection to

Clyde Road will be required to accommodate traffic volumes generated by the development

envisaged by the CDP.

Following the upgrade of Clyde Road, the modelling for the proposed intersections indicates that the

assessed intersections will operate at an acceptable level during peak times following full

development of the CDP area.

There may be opportunities to promote improved local connectivity between the Precinct and

Berwick Village over time, subject to the resolution of the LXRA grade separation at Clyde Road,

scheduled for completion in 2022.


9 November 2017 Cardno 48


APPENDIX

A SIDRA INTERSECTION RESULTS – EXISTING CONDITIONS

MOVEMENT SUMMARYSite: 1 [Clyde / Enterprise 2017 EX AM] Network: 1 [2017 EX AM]

Clyde / EnterpriseSignals - Fixed Time Coordinated Cycle Time = 120 seconds (Network Cycle Time - User-Given)

Movement Performance - VehiclesDemand Flows Arrival Flows 95% Back of QueueMov

ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

AverageSpeed Total HV Total HV Vehicles Distance

veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 211 5.0 211 5.0 0.650 12.8 LOS B 14.9 108.6 0.42 0.50 48.92 T1 1291 5.0 1291 5.0 0.650 6.5 LOS B 14.9 108.6 0.36 0.38 41.93 R2 61 5.0 61 5.0 0.371 67.6 LOS A 3.7 26.9 1.00 0.76 22.9Approach 1562 5.0 1562 5.0 0.650 9.7 LOS B 14.9 108.6 0.39 0.41 40.8

East: Station Access (east)4 L2 39 5.0 39 5.0 0.055 8.5 LOS A 0.5 3.3 0.29 0.62 47.35 T1 5 5.0 5 5.0 0.086 47.0 LOS A 1.1 7.8 0.88 0.69 32.66 R2 16 5.0 16 5.0 0.086 52.6 LOS A 1.1 7.8 0.88 0.69 23.5Approach 60 5.0 60 5.0 0.086 23.5 LOS A 1.1 7.8 0.50 0.64 35.5

North: Clyde Road (north)7 L2 12 5.0 12 5.0 0.468 18.5 LOS A 16.7 122.0 0.60 0.55 41.58 T1 949 5.0 949 5.0 0.468 13.7 LOS A 16.7 122.0 0.58 0.52 14.69 R2 141 5.0 141 5.0 0.858 71.8 LOS C 9.2 67.2 1.00 0.93 19.0Approach 1102 5.0 1102 5.0 0.858 21.2 LOS C 16.7 122.0 0.63 0.58 17.1

West: Enterprise Avenue10 L2 138 5.0 138 5.0 0.786 50.2 LOS C 12.4 90.5 1.00 0.97 17.911 T1 11 5.0 11 5.0 0.786 44.5 LOS C 12.4 90.5 1.00 0.97 33.112 R2 99 5.0 99 5.0 0.786 50.1 LOS C 12.4 90.5 1.00 0.97 23.1Approach 247 5.0 247 5.0 0.786 49.9 LOS C 12.4 90.5 1.00 0.97 20.2

All Vehicles 2972 5.0 2972 5.0 0.858 17.6 LOS C 16.7 122.0 0.53 0.52 28.8

Site Level of Service (LOS) Method: Degree of Saturation (SIDRA). Site LOS Method is specified in the Network Data dialog (Network tab).Vehicle movement LOS values are based on degree of saturation per movement.Intersection and Approach LOS values are based on worst degree of saturation for any vehicle movement.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.Network Model Accuracy Level (largest change in degree of saturation for any lane): 0.0 %Number of Iterations: 3 (maximum specified: 10)

Movement Performance - PedestriansAverage Back of QueueMov

ID DescriptionDemand

Flow Average

Delay Level ofService

Prop. Queued

Effective Stop RatePedestrian Distance

ped/h sec ped m per pedP1 South Full Crossing 53 54.3 LOS E 0.2 0.2 0.95 0.95P2 East Full Crossing 53 12.2 LOS B 0.1 0.1 0.45 0.45P3 North Full Crossing 53 54.3 LOS E 0.2 0.2 0.95 0.95P4 West Full Crossing 53 12.2 LOS B 0.1 0.1 0.45 0.45

All Pedestrians 211 33.2 LOS D 0.70 0.70

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.

SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Tuesday, 4 April 2017 10:47:29 AMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-03 Existing Conditions\CG140608SIDNW001 - existing.sip7

PHASING SUMMARYSite: 1 [Clyde / Enterprise 2017 EX AM] Network: 1 [2017 EX AM]


Phase Times determined by the programSequence: Leading Right TurnReference Phase: Phase BInput Sequence: A, B, COutput Sequence: A, B, C

Phase Timing ResultsPhase A B CPhase Change Time (sec) 103 0 78Green Time (sec) 11 72 19Yellow Time (sec) 4 4 4All-Red Time (sec) 2 2 2Phase Time (sec) 17 78 25Phase Split 14% 65% 21%

REF: Reference PhaseVAR: Variable Phase

Normal Movement Permitted/Opposed

Slip/Bypass-Lane Movement Opposed Slip/Bypass-Lane

Stopped Movement Turn On Red

Other Movement Class Running Other Movement Class Stopped

Mixed Running & Stopped Movement Classes

Undetected Movement Phase Transition Applied


MOVEMENT SUMMARYSite: 1 [Clyde / Kangan 2017 EX AM] Network: 1 [2017 EX AM]

Clyde / KanganSignals - Fixed Time Coordinated Cycle Time = 120 seconds (Network Cycle Time - User-Given)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 326 5.0 326 5.0 0.218 6.7 LOS A 2.4 17.8 0.20 0.61 52.52 T1 1164 5.0 1164 5.0 0.748 27.4 LOS C 31.0 226.0 0.85 0.76 28.43 R2 721 5.0 721 5.0 0.894 67.6 LOS C 24.1 175.7 1.00 0.98 26.4Approach 2212 5.0 2212 5.0 0.894 37.4 LOS C 31.0 226.0 0.80 0.81 30.3

East: Kangan Drive (east)4 L2 337 5.0 337 5.0 0.319 14.0 LOS A 8.2 60.2 0.50 0.71 47.05 T1 38 5.0 38 5.0 0.134 48.1 LOS A 1.9 14.2 0.90 0.67 33.76 R2 208 5.0 208 5.0 0.877 71.1 LOS C 13.6 99.6 1.00 0.97 18.3Approach 583 5.0 583 5.0 0.877 36.6 LOS C 13.6 99.6 0.70 0.80 33.4

North: Clyde Road (north)7 L2 306 5.0 306 5.0 0.670 20.6 LOS B 16.7 122.0 0.66 0.79 41.98 T1 654 5.0 654 5.0 0.670 21.9 LOS B 16.7 122.0 0.72 0.73 36.79 R2 66 5.0 66 5.0 0.740 74.1 LOS C 4.2 30.9 1.00 0.80 21.7Approach 1026 5.0 1026 5.0 0.740 24.9 LOS C 16.7 122.0 0.72 0.75 36.4

West: Sir Gustav Nossal Boulevard (west)10 L2 96 5.0 96 5.0 0.167 21.3 LOS A 3.3 24.4 0.64 0.69 36.311 T1 16 5.0 16 5.0 0.167 15.7 LOS A 3.3 24.4 0.64 0.69 45.012 R2 154 5.0 154 5.0 0.605 59.2 LOS B 8.7 63.5 0.99 0.81 28.6Approach 265 5.0 265 5.0 0.605 42.9 LOS B 8.7 63.5 0.84 0.76 31.1





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 South Full Crossing 53 54.3 LOS E 0.2 0.2 0.95 0.95P2 East Full Crossing 53 40.9 LOS E 0.1 0.1 0.83 0.83P3 North Full Crossing 53 54.3 LOS E 0.2 0.2 0.95 0.95P4 West Full Crossing 53 45.2 LOS E 0.2 0.2 0.87 0.87

All Pedestrians 211 48.7 LOS E 0.90 0.90



PHASING SUMMARYSite: 1 [Clyde / Kangan 2017 EX AM] Network: 1 [2017 EX AM]


Phase Times determined by the programSequence: Leading Right TurnReference Phase: Phase BInput Sequence: A, A2, B, C, DOutput Sequence: A, A2, B, C, D

Phase Timing ResultsPhase A A2 B C DPhase Change Time (sec) 87 99 0 40 63Green Time (sec) 6 15 34 17 18Yellow Time (sec) 4 4 4 4 4All-Red Time (sec) 2 2 2 2 2Phase Time (sec) 12 21 40 23 24Phase Split 10% 18% 33% 19% 20%









MOVEMENT SUMMARYSite: 1 [Clyde / Enterprise 2017 EX PM] Network: 1 [2017 EX PM]



ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 162 5.0 162 5.0 0.519 9.1 LOS A 5.2 37.8 0.24 0.36 52.32 T1 831 5.0 831 5.0 0.519 11.7 LOS A 14.8 107.9 0.43 0.44 34.23 R2 74 5.0 74 5.0 0.616 71.4 LOS B 4.6 33.4 1.00 0.78 22.2Approach 1066 5.0 1066 5.0 0.616 15.4 LOS B 14.8 107.9 0.44 0.45 35.2


North: Clyde Road (north)7 L2 13 5.0 13 5.0 0.632 28.5 LOS B 24.9 181.5 0.79 0.72 34.68 T1 1084 5.0 1084 5.0 0.632 23.4 LOS B 24.9 181.5 0.77 0.70 9.59 R2 103 5.0 103 5.0 0.863 74.3 LOS C 6.8 49.7 1.00 0.94 18.6Approach 1200 5.0 1200 5.0 0.863 27.8 LOS C 24.9 181.5 0.79 0.72 12.4

West: Enterprise Avenue10 L2 148 5.0 148 5.0 0.864 57.8 LOS C 25.1 183.0 1.00 1.02 16.811 T1 26 5.0 26 5.0 0.864 52.2 LOS C 25.1 183.0 1.00 1.02 31.012 R2 236 5.0 236 5.0 0.864 57.8 LOS C 25.1 183.0 1.00 1.02 21.1Approach 411 5.0 411 5.0 0.864 57.4 LOS C 25.1 183.0 1.00 1.02 19.9





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 South Full Crossing 53 41.8 LOS E 0.1 0.1 0.84 0.84P2 East Full Crossing 53 18.7 LOS B 0.1 0.1 0.56 0.56P3 North Full Crossing 53 41.8 LOS E 0.1 0.1 0.84 0.84P4 West Full Crossing 53 18.7 LOS B 0.1 0.1 0.56 0.56

All Pedestrians 211 30.3 LOS D 0.70 0.70



PHASING SUMMARYSite: 1 [Clyde / Enterprise 2017 EX PM] Network: 1 [2017 EX PM]


Phase Times determined by the programSequence: Leading Right TurnReference Phase: Phase BInput Sequence: A, B, COutput Sequence: A, B, C










MOVEMENT SUMMARYSite: 1 [Clyde / Kangan 2017 EX PM] Network: 1 [2017 EX PM]



ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 163 5.0 163 5.0 0.106 6.2 LOS A 0.8 5.9 0.15 0.59 52.92 T1 923 5.0 923 5.0 0.546 24.8 LOS A 19.8 144.5 0.77 0.68 29.93 R2 295 5.0 295 5.0 0.897 77.1 LOS C 10.0 72.7 1.00 0.99 24.6Approach 1381 5.0 1381 5.0 0.897 33.8 LOS C 19.8 144.5 0.75 0.74 30.1

East: Kangan Drive (east)4 L2 496 5.0 496 5.0 0.551 17.6 LOS A 17.0 124.4 0.69 0.79 44.75 T1 22 5.0 22 5.0 0.078 47.5 LOS A 1.1 8.2 0.89 0.64 33.96 R2 221 5.0 221 5.0 0.906 75.3 LOS D 15.1 110.0 1.00 1.00 17.5Approach 739 5.0 739 5.0 0.906 35.7 LOS D 17.0 124.4 0.79 0.85 34.1

North: Clyde Road (north)7 L2 172 5.0 172 5.0 0.658 15.6 LOS B 13.3 97.0 0.49 0.58 46.58 T1 954 5.0 954 5.0 0.658 17.6 LOS B 18.9 137.9 0.61 0.61 40.09 R2 40 5.0 40 5.0 0.446 69.7 LOS A 2.4 17.8 1.00 0.73 22.5Approach 1165 5.0 1165 5.0 0.658 19.1 LOS B 18.9 137.9 0.60 0.61 39.7

West: Sir Gustav Nossal Boulevard (west)10 L2 71 5.0 71 5.0 0.110 16.1 LOS A 1.9 13.6 0.56 0.66 40.411 T1 11 5.0 11 5.0 0.110 10.4 LOS A 1.9 13.6 0.56 0.66 48.012 R2 180 5.0 180 5.0 0.709 61.4 LOS C 10.6 77.1 1.00 0.85 28.1Approach 261 5.0 261 5.0 0.709 47.1 LOS C 10.6 77.1 0.86 0.79 30.3

All Vehicles 3546 5.0 3546 5.0 0.906 30.4 LOS D 19.8 144.5 0.72 0.72 33.7




Flow Average


Prop. Queued


ped/h sec ped m per pedP1 South Full Crossing 53 54.3 LOS E 0.2 0.2 0.95 0.95P2 East Full Crossing 53 28.8 LOS C 0.1 0.1 0.69 0.69P3 North Full Crossing 53 54.3 LOS E 0.2 0.2 0.95 0.95P4 West Full Crossing 53 32.3 LOS D 0.1 0.1 0.73 0.73




PHASING SUMMARYSite: 1 [Clyde / Kangan 2017 EX PM] Network: 1 [2017 EX PM]


Phase Times determined by the programSequence: Leading Right TurnReference Phase: Phase BInput Sequence: A, A2, B, C, DOutput Sequence: A, A2, B, C, D

Phase Timing ResultsPhase A A2 B C DPhase Change Time (sec) 103 115 0 56 79Green Time (sec) 6 *** 50 17 18Yellow Time (sec) 4 4 4 4 4All-Red Time (sec) 2 2 2 2 2Phase Time (sec) 12 5 56 23 24Phase Split 10% 4% 47% 19% 20%

*** No green time has been calculated for this phase because the next phase starts during its intergreen time. This occurs with overlap phasing where there is no single movement connecting this phase to the next, or where the only such movement is a dummy movement with zero minimum green time specified. If a green time is required for this phase, specify a dummy movement with a non-zero minimum green time.












APPENDIX

B VITM OUTPUT

(Licensed to Cardno Victoria Pty Ltd)

318935

78

28

54

13

36

6431616768

6543

44

69177570

79

108

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73

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59918282

16531

605

800

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396

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497

720

344

594

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77

107

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37

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7

14

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399470

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13163377

614

260

519

322470

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6820

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56110

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271

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9525852154400

22298598466

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4059

9230

11024

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156286

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98

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0

0

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0

0

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0

0

0

00 0

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0

TRAFFIC VOLUMES: DAILY (ONE-DIRECTIONAL)- LIGHT VEHICLES- HEAVY VEHICLES: RIGID- HEAVY VEHICLES: ARTICULATED


11371338

14

20

11

11

3119

1947

65

145

48

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2120

76

161

60

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0

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00

0

0

0

0

00 0

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TRAFFIC VOLUMES: AM PEAK PERIOD (TWO HOURS, ONE-DIRECTIONAL)- LIGHT VEHICLES- HEAVY VEHICLES: RIGID- HEAVY VEHICLES: ARTICULATED


2536

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TRAFFIC VOLUMES: PM PEAK PERIOD (TWO HOURS, ONE-DIRECTIONAL)- LIGHT VEHICLES- HEAVY VEHICLES: RIGID- HEAVY VEHICLES: ARTICULATED




APPENDIX

C SIDRA INTERSECTION RESULTS – ULTIMATE CONDITIONS

MOVEMENT SUMMARYSite: 1 [Clyde / Enterprise Fu AM - Base - Signalised LT] Network: N101 [FU AM -

Base - 3-way - 120s - USING GIVEN]

Clyde / EnterpriseSignals - Fixed Time Coordinated Cycle Time = 120 seconds (User-Given Phase Times)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 217 5.0 217 5.0 0.221 9.1 LOS A 1.5 11.3 0.13 0.61 47.82 T1 1580 5.0 1580 5.0 0.774 13.6 LOS C 27.7 202.5 0.51 0.46 39.83 R2 58 5.0 58 5.0 0.103 49.1 LOS A 3.2 23.0 0.98 0.77 27.6Approach 1855 5.0 1855 5.0 0.774 14.2 LOS C 27.7 202.5 0.48 0.48 40.1


North: Clyde Road (north)7 L2 11 5.0 11 5.0 0.012 16.3 LOS A 0.2 1.8 0.54 0.64 42.68 T1 1482 5.0 1482 5.0 0.785 31.8 LOS C 23.7 172.8 0.84 0.77 19.09 R2 353 5.0 353 5.0 0.728 46.1 LOS C 18.2 132.9 0.92 0.85 29.2Approach 1846 5.0 1846 5.0 0.785 34.5 LOS C 23.7 172.8 0.85 0.78 22.4

West: Enterprise Avenue10 L2 163 5.0 163 5.0 0.230 24.7 LOS A 5.3 39.0 0.73 0.74 37.411 T1 10 5.0 10 5.0 0.323 59.2 LOS A 2.7 20.0 0.98 0.74 29.512 R2 84 5.0 84 5.0 0.323 64.9 LOS A 2.7 20.0 0.98 0.74 19.7Approach 257 5.0 257 5.0 0.323 39.1 LOS A 5.3 39.0 0.82 0.74 30.2


Site Level of Service (LOS) Method: Degree of Saturation (SIDRA). Site LOS Method is specified in the Network Data dialog(Network tab).Vehicle movement LOS values are based on degree of saturation per movement.Intersection and Approach LOS values are based on worst degree of saturation for any vehicle movement.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.Network Model Accuracy Level (largest change in degree of saturation for any lane): 0.2 %Number of Iterations: 3 (maximum specified: 10)



Flow Average


Prop. Queued




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.

SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Wednesday, 1 November 2017 1:22:45 PMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-09 Ultimate Assessment\CG140608 Three Lanes to Two North of Enterprise V4.sip7

PHASING SUMMARYSite: 1 [Clyde / Enterprise Fu AM - Base - Signalised LT] Network: N101 [FU AM -



Phase Times determined by the programGreen Split Priority appliesSequence: Split PhasingReference Phase: Phase AInput Sequence: A, B, C, DOutput Sequence: A, B, C, D

Phase Timing ResultsPhase A B C DPhase Change Time (sec) 0 41 96 108Green Time (sec) 35 49 9 9Yellow Time (sec) 4 4 4 4All-Red Time (sec) 2 2 2 2Phase Time (sec) 41 55 12 12Phase Split 34% 46% 10% 10%









MOVEMENT SUMMARYSite: 1 [Clyde / Kangan Fu AM - Base - Signalised LT] Network: N101 [FU AM -


Clyde / KanganSignals - Fixed Time Coordinated Cycle Time = 120 seconds (User-Given Phase Times)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 186 5.0 186 5.0 0.231 19.0 LOS A 4.1 30.3 0.41 0.68 39.92 T1 1430 5.0 1430 5.0 0.755 24.1 LOS C 21.7 158.7 0.79 0.70 19.83 R2 597 5.0 597 5.0 0.742 66.4 LOS C 17.8 130.0 1.00 0.86 23.0Approach 2213 5.0 2213 5.0 0.755 35.1 LOS C 21.7 158.7 0.82 0.74 23.3

East: Kangan Drive (east)4 L2 260 5.0 260 5.0 0.203 9.4 LOS A 4.0 29.3 0.34 0.65 46.15 T1 431 5.0 431 5.0 0.747 46.3 LOS C 19.0 138.7 0.96 0.82 34.26 R2 344 5.0 344 5.0 0.747 54.5 LOS C 19.0 138.7 0.99 0.88 22.1Approach 1035 5.0 1035 5.0 0.747 39.8 LOS C 19.0 138.7 0.81 0.80 31.6

North: Clyde Road (north)7 L2 372 5.0 372 5.0 0.356 15.0 LOS A 7.8 56.9 0.57 0.74 43.08 T1 1006 5.0 1006 5.0 0.541 35.5 LOS A 16.6 121.2 0.86 0.74 16.49 R2 279 5.0 279 5.0 0.693 65.1 LOS B 16.5 120.4 1.00 0.85 23.8Approach 1657 5.0 1657 5.0 0.693 35.9 LOS B 16.6 121.2 0.82 0.76 24.4

West: Sir Gustav Nossal Boulevard (west)10 L2 111 5.0 111 5.0 0.203 24.0 LOS A 2.9 20.8 0.80 0.75 33.811 T1 118 5.0 118 5.0 0.428 59.7 LOS A 3.8 27.9 1.00 0.75 30.412 R2 74 5.0 74 5.0 0.428 65.5 LOS A 3.8 27.6 1.00 0.75 19.7Approach 303 5.0 303 5.0 0.428 48.0 LOS A 3.8 27.9 0.92 0.75 28.4





Flow Average


Prop. Queued






PHASING SUMMARYSite: 1 [Clyde / Kangan Fu AM - Base - Signalised LT] Network: N101 [FU AM -


Clyde / KanganSignals - Fixed Time Coordinated Cycle Time = 120 seconds (User-Given Phase Times)

Phase Times determined by the programGreen Split Priority appliesSequence: Split PhasingReference Phase: Phase AInput Sequence: A, B, C, DOutput Sequence: A, B, C, D










MOVEMENT SUMMARYSite: 1 [Clyde / Fu E-W Fu AM - Base 3-leg] Network: N101 [FU AM -


Clyde / Fu E-W Fu AMSignals - Fixed Time Coordinated Cycle Time = 120 seconds (User-Given Phase Times)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 331 0.0 331 0.0 0.215 8.6 LOS A 4.6 32.3 0.29 0.63 48.92 T1 2072 5.0 2072 5.0 0.543 13.5 LOS A 22.5 164.3 0.61 0.56 27.9Approach 2403 4.3 2403 4.3 0.543 12.8 LOS A 22.5 164.3 0.57 0.57 33.0

North: Clyde Road (north)8 T1 809 5.0 809 5.0 0.156 0.7 LOS A 1.3 9.5 0.07 0.06 58.29 R2 497 0.0 497 0.0 0.773 67.0 LOS C 16.3 114.4 1.00 0.85 22.8Approach 1306 3.1 1306 3.1 0.773 25.9 LOS C 16.3 114.4 0.42 0.36 31.8

West: Fu E-W (west)10 L2 102 0.0 102 0.0 0.132 11.0 LOS A 2.1 14.4 0.37 0.66 44.312 R2 68 0.0 68 0.0 0.227 64.0 LOS A 1.9 13.6 0.98 0.72 23.5Approach 170 0.0 170 0.0 0.227 32.2 LOS A 2.1 14.4 0.61 0.69 31.2





Flow Average


Prop. Queued


ped/h sec ped m per pedP3 North Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95P4 West Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95




PHASING SUMMARYSite: 1 [Clyde / Fu E-W Fu AM - Base 3-leg] Network: N101 [FU AM -


Clyde / Fu E-W Fu AMSignals - Fixed Time Coordinated Cycle Time = 120 seconds (User-Given Phase Times)

Phase Times specified by the userSequence: Leading Right Turn - CopyReference Phase: Phase AInput Sequence: A, B, COutput Sequence: A, B, C










MOVEMENT SUMMARYSite: 1 [Clyde / Enterprise Fu PM - Base - Signalised LT] Network: N101 [FU PM -




ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 85 5.0 85 5.0 0.064 8.8 LOS A 0.7 5.2 0.15 0.61 48.02 T1 1612 5.0 1612 5.0 0.730 22.5 LOS C 26.9 196.5 0.71 0.64 32.63 R2 70 5.0 70 5.0 0.335 60.5 LOS A 4.0 29.4 1.00 0.77 24.6Approach 1767 5.0 1767 5.0 0.730 23.3 LOS C 26.9 196.5 0.70 0.64 32.7


North: Clyde Road (north)7 L2 12 5.0 12 5.0 0.012 13.4 LOS A 0.2 1.5 0.50 0.64 44.78 T1 1564 5.0 1564 5.0 0.734 26.8 LOS C 24.8 180.8 0.81 0.71 21.39 R2 157 5.0 157 5.0 0.750 65.8 LOS C 9.5 69.6 1.00 0.87 24.1Approach 1733 5.0 1733 5.0 0.750 30.2 LOS C 24.8 180.8 0.82 0.73 22.1

West: Enterprise Avenue10 L2 356 5.0 356 5.0 0.598 31.1 LOS A 14.1 102.7 0.90 0.83 34.311 T1 20 5.0 20 5.0 0.282 44.1 LOS A 5.5 40.1 0.89 0.76 33.512 R2 199 5.0 199 5.0 0.282 49.8 LOS A 5.5 40.1 0.89 0.77 23.4Approach 575 5.0 575 5.0 0.598 38.0 LOS A 14.1 102.7 0.90 0.80 30.5





Flow Average


Prop. Queued






PHASING SUMMARYSite: 1 [Clyde / Enterprise Fu PM - Base - Signalised LT] Network: N101 [FU PM -



Phase Times determined by the programSequence: Split PhasingReference Phase: Phase AInput Sequence: A, B, C, DOutput Sequence: A, B, C, D










MOVEMENT SUMMARYSite: 1 [Clyde / Kangan Fu PM - Base - Signalised LT] Network: N101 [FU PM -




ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 77 5.0 77 5.0 0.067 12.7 LOS A 1.1 7.8 0.26 0.63 44.42 T1 1130 5.0 1130 5.0 0.489 19.5 LOS A 13.5 98.8 0.58 0.50 22.73 R2 354 5.0 354 5.0 0.611 66.3 LOS B 10.5 76.8 1.00 0.82 23.0Approach 1561 5.0 1561 5.0 0.611 29.8 LOS B 13.5 98.8 0.66 0.58 24.1

East: Kangan Drive (east)4 L2 411 5.0 411 5.0 0.391 12.3 LOS A 9.3 68.2 0.48 0.71 43.05 T1 110 5.0 110 5.0 0.592 52.3 LOS A 8.4 61.2 0.96 0.76 32.46 R2 293 5.0 293 5.0 0.592 59.8 LOS A 8.6 63.0 0.99 0.80 20.7Approach 814 5.0 814 5.0 0.592 34.8 LOS A 9.3 68.2 0.73 0.75 30.3

North: Clyde Road (north)7 L2 306 5.0 306 5.0 0.322 14.1 LOS A 4.4 32.2 0.50 0.71 43.78 T1 1341 5.0 1341 5.0 0.626 18.8 LOS B 15.7 114.5 0.63 0.55 24.99 R2 115 5.0 115 5.0 0.476 66.2 LOS A 6.8 50.0 1.00 0.79 23.5Approach 1762 5.0 1762 5.0 0.626 21.1 LOS B 15.7 114.5 0.63 0.60 29.3

West: Sir Gustav Nossal Boulevard (west)10 L2 276 5.0 276 5.0 0.504 27.9 LOS A 9.3 68.2 0.89 0.81 31.611 T1 357 5.0 357 5.0 0.570 51.2 LOS A 10.1 73.9 0.98 0.80 32.812 R2 184 5.0 184 5.0 0.570 57.0 LOS A 10.1 73.7 0.98 0.81 21.5Approach 817 5.0 817 5.0 0.570 44.6 LOS A 10.1 73.9 0.95 0.80 30.0

All Vehicles 4954 5.0 4954 5.0 0.626 30.0 LOS B 15.7 114.5 0.71 0.65 28.2




Flow Average


Prop. Queued






PHASING SUMMARYSite: 1 [Clyde / Kangan Fu PM - Base - Signalised LT] Network: N101 [FU PM -



Phase Times determined by the programSequence: Split PhasingReference Phase: Phase AInput Sequence: A, A1*, A2*, B, C, DOutput Sequence: A, A2*, B, C, D(* Variable Phase)

Phase Timing ResultsPhase A A2 B C DPhase Change Time (sec) 0 21 24 73 98Green Time (sec) 15 *** 43 19 16Yellow Time (sec) 4 4 4 4 4All-Red Time (sec) 2 2 2 2 2Phase Time (sec) 21 3 49 25 22Phase Split 18% 3% 41% 21% 18%

*** No green time has been calculated for this phase because the next phase starts during its intergreen time. This occurs with overlap phasing where there is no single movement connecting this phase to the next, or where the only such movement is a dummy movement with zero minimum green time specified. If a green time is required for this phase, specify a dummy movement with a non-zero minimum green time.









MOVEMENT SUMMARYSite: 1 [Clyde / Fu E-W Fu PM - Base 3-leg] Network: N101 [FU PM -


Clyde / Fu E-W Fu Signals - Fixed Time Coordinated Cycle Time = 120 seconds (User-Given Phase Times)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 55 0.0 55 0.0 0.031 6.1 LOS A 0.2 1.6 0.13 0.58 51.42 T1 1194 5.0 1194 5.0 0.326 12.6 LOS A 11.3 82.8 0.53 0.47 28.9Approach 1249 4.8 1249 4.8 0.326 12.3 LOS A 11.3 82.8 0.52 0.47 30.8

North: Clyde Road (north)8 T1 1853 5.0 1853 5.0 0.424 4.3 LOS A 12.2 89.0 0.24 0.22 50.39 R2 83 0.0 83 0.0 0.339 68.9 LOS A 2.7 19.2 1.00 0.74 22.4Approach 1936 4.8 1936 4.8 0.424 7.0 LOS A 12.2 89.0 0.27 0.24 45.9

West: Fu E-W (west)10 L2 367 0.0 367 0.0 0.403 9.4 LOS A 8.7 60.9 0.47 0.72 46.012 R2 245 0.0 245 0.0 0.320 50.9 LOS A 6.2 43.6 0.91 0.78 26.7Approach 612 0.0 612 0.0 0.403 26.0 LOS A 8.7 60.9 0.65 0.74 34.4

All Vehicles 3797 4.0 3797 4.0 0.424 11.8 LOS A 12.2 89.0 0.41 0.40 38.7




Flow Average


Prop. Queued


ped/h sec ped m per pedP3 North Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95P4 West Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95




PHASING SUMMARYSite: 1 [Clyde / Fu E-W Fu PM - Base 3-leg] Network: N101 [FU PM -


Clyde / Fu E-W Fu Signals - Fixed Time Coordinated Cycle Time = 120 seconds (User-Given Phase Times)

Phase Times determined by the programSequence: Leading Right TurnReference Phase: Phase AInput Sequence: A, B, COutput Sequence: A, B, C













APPENDIX

D ULTIMATE INTERSECTION LAYOUT – CONCEPT PLANS

3.00 G E

E

1.50

E2.0

0

ELE

C.

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AY

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2.00

2

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R1

A3

9

MELWAY MAP REF 111 C9

VICTORIAN PLANNING AUTHORITYBERWICK HEALTH AND EDUCATION PRECINCT

CLYDE ROAD, BERWICK

CONCEPT LAYOUT PLAN

06.03.2018 1:1000

CG140608-TR-SK2007

PRIORITY BUS QUEUE JUMP LANES

TO COUNCIL APPROVAL

4 PARKING SPACES LOST SUBJECT

PRIORITY BUS QUEUE JUMP LANES

JO / CS

FOOTPATH AND CROSSING

MATCH INTO FUTURE

PROPOSED BUS LANE

WITH RAIL GRADE SEPARATION DESIGN

ULTIMATE CROSS-SECTION TO INTEGRATE

115m RIGHT-TURN LANE (INCLUDING TAPER)

60m LEFT-TURN LANE (INCLUDING TAPER)


60

m

LEFT-T

UR

N

LA

NE (I

NCL

UDIN

G

TA

PER)

105m LEFT TURN LA

NE


(IN

CL

UDIN

G

TA

PER)

30

m

RIG

HT-T

UR

N

LA

NE

ENTERPRIS

E A

VE

NUE

ST

ATIO

N A

CC

ESS

CLYDE ROAD

FO

R

CO

NTIN

UA

TIO

N S

EE C

AR

DN

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DR

AWIN

G

CG14

0608-T

R-S

K2008

SizeScale

Drawing Number Revision

Date

User:luke.sim

pson

BY:

content of this document.

any use or reliance by third party on the

whatsoever to any third party arising out of

assume any responsibility or liability

Cardno Limited does not and shall not

in accordance with the terms of the retainer.

solely for the benefit of and use by the client

This document is produced by Cardno Limited

All Rights Reserved.

Cardno Limited©

®

CA

D File:O:\D

RATR

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G140608\03 S

ketches\C

G140608-T

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K2007.dgn

DATE P

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TTE

D:03/06/18

17:31:46

Drawn/Check

Email: [email protected] Web: www.cardno.com.au/victoria

Phone (+61 3) 8415 7777 Fax (+61 3) 8415 7788

501 Swanston Street, Melbourne, VIC Australia 3000

ABN: 47 106 610 913

E

E24.3

8

24.3

8

D

S

E

17.0

0

C/

W

2.00E

2.0

0

S

E

4.5

0C/

WE

3.00

G

1

X

FOR CONTINUATION SEE CARDNO DRAWING CG140608-TR-SK2010

A3

9


CLYDE ROAD, BERWICK

CONCEPT LAYOUT PLAN

06.03.2018

CG140608-TR-SK2008


1:1000

ON ROAD BIKE LANE

TRANSITION FROM SHARED PATH TO

SHARED PATH

CONNECT TO FUTURE

TO BE MAINTAINED

ACCESS TO CITY GATE FACILITY

MATCH TO EXISTING

JO / CS

PROPOSED BUS LANE

PROPOSED BUS LANEPROPOSED BUS LANE

TO BE AGREED AT THE TIME OF ROAD WIDENING

BUS STOP LOCATION AND CYCLING FACILITY

EXISTING

MATCH TO

FUTURE BIKE PATH

CONNECT TO

70

m

LEFT-T

UR

N

LA

NE (I

NCL

UDIN

G

TA

PER)

75

m

RIG

HT-T

UR

N

LA

NE (I

NCL

UDIN

G

TA

PER)

60m BUS ONLY JUMP LANE (INCLUDING TAPER)


85m INNER RIGHT-TURN LANE (INCLUDING TAPER)

135m OUTER RIGHT-TURN LANE (INCLUDING TAPER)

30

m

LEFT-T

UR

N S

LIP

LA

NE



CLYDE ROAD

SIR G

US

TA

V N

OSS

AL B

OU

LE

VA

RD

KA

NG

AN D

RIV

E

FO

R

CO

NTIN

UA

TIO

N S

EE C

AR

DN

O

DR

AWIN

G

CG14

0608-T

R-S

K2009

110

m

RIG

HT-T

UR

N

LA

NE

FO

R

CO

NTIN

UA

TIO

N S

EE C

AR

DN

O

DR

AWIN

G

CG14

0608-T

R-S

K2007

SizeScale


Date

User:luke.sim

pson

BY:










Cardno Limited©

®

CA

D File:O:\D

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G140608\03 S

ketches\C

G140608-T

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K2008.dgn

DATE P

LO

TTE

D:03/06/18

17:31:25

Drawn/Check


Phone (+61 3) 8415 7777 Fax (+61 3) 8415 7788


ABN: 47 106 610 913

16.00

2.00S

E2.00

S

E

D

A3

9


CLYDE ROAD, BERWICK

CONCEPT LAYOUT PLAN

CG140608-TR-SK2009

06.03.2018 1:1000


MATCH TO EXISTING

MATCH TO EXISTING

JO / CS

PROPOSED BUS LANE

175m THROUGH LANES (INCLUDING TAPER)

75m INNER RIGHT-TURN LANE (INCLUDING TAPER)

115m OUTER RIGHT-TURN LANE (INCLUDING TAPER)

(IN

CL

UDIN

G

TA

PER)

50

m IN

NER

RIG

HT

TU

RN

LA

NE

(IN

CL

UDIN

G

TA

PER)

65

m

LEFT

TU

RN S

LIP

LA

NE

130m LEFT-TURN SLIP LANE (INCLUDING TAPER)

(INCLUDING TAPER)

50m LEFT-TURN SLIP LANE

MO

NA

SH F

RE

EW

AY O

FF-R

AM

P

MO

NASH F

REEW

AY

ON-R

AMP

CLYDE ROAD

PR

OP

OS

ED R

OA

D

FO

R

CO

NTIN

UA

TIO

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EE C

AR

DN

O

DR

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Date

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BY:










Cardno Limited©

®

CA

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G140608-T

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K2009.dgn

DATE P

LO

TTE

D:03/06/18

17:30:49

Drawn/Check


Phone (+61 3) 8415 7777 Fax (+61 3) 8415 7788


ABN: 47 106 610 913

E

EE

E

3.05

D3.05

D

D

3.05

E

D

D

E

SIR G

US

TA

V N

OSS

AL B

OU

LE

VA

RD

FOR CONTINUATION SEE CARDNO DRAWING CG140608-TR-SK2008

A3

6


CLYDE ROAD, BERWICK

CONCEPT LAYOUT PLAN

02.11.2017

CG140608-TR-SK2010


1:1000

40

m

RIG

HT-T

UR

N

LA

NE

JO/KSSizeScale


Date

User:john.ocampo

BY:










Cardno Limited©

®

CA

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G140608-T

R-S

K2010.dgn

DATE P

LO

TTE

D:11/02/17

12:02:41

Drawn/Check


Phone (+61 3) 8415 7777 Fax (+61 3) 8415 7788


ABN: 47 106 610 913