Transport Impact Assessment Development Plan

onemilegrid.com.au 56 Down Street, Collingwood, VIC 3066 (03) 9939 8250

100 Nature's Run, Kilmore Transport Impact Assessment – Development Plan

190649TIA002A-F

16 September 2020

100 Nature's Run, Kilmore Transport Impact Assessment – Development Plan 190649TIA002A-F 16 September 2020

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onemilegrid ABN: 79 168 115 679

(03) 9939 8250

56 Down Street

COLLINGWOOD, VIC 3066

www.onemilegrid.com.au

DOCUMENT INFORMATION

Prepared for Human Habitats

File Name 190649TIA002A-F Report Date 16 September 2020

Prepared by Madeleine Fletcher-Kennedy Reviewed by Jamie Spratt

Signature

Signature

© One Mile Grid Pty Ltd. This document has been prepared by onemilegrid for the sole use and benefit of the

client as per the terms of engagement. It may not be modified or altered, copied, reproduced, sold or

transferred in whole or in part in any format to any person other than by agreement. onemilegrid does not

assume responsibility or liability to any third party arising out of use or misuse of this document.

http://www.onemilegrid.com.au/


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CONTENTS

1 INTRODUCTION............................................................................................................ 5

2 EXISTING CONDITIONS ................................................................................................. 5 2.1 Site Location ........................................................................................................................... 5 2.2 Planning Zones and Overlays............................................................................................... 7 2.3 Road Network......................................................................................................................... 8 2.3.1 Nature’s Run ........................................................................................................................... 8 2.3.2 Clancy Road .......................................................................................................................... 9 2.3.3 Anderson Road .................................................................................................................... 10 2.4 Traffic Volumes ..................................................................................................................... 11 2.5 Intersection Analysis ............................................................................................................ 14 2.6 Public Transport .................................................................................................................... 17 2.8 Kilmore Structure Plan ......................................................................................................... 18 2.8.1 General ................................................................................................................................. 18 2.8.2 Road Network, Public Transport, Walking and Cycling .................................................. 19 2.8.3 Road Hierarchy .................................................................................................................... 21 2.9 Kilmore Infrastructure Framework ...................................................................................... 21 3 DEVELOPMENT PLAN OVERLAY .................................................................................... 22

4 DEVELOPMENT PLAN .................................................................................................. 23 4.1 General ................................................................................................................................. 23 4.2 Road Network and Vehicle Access .................................................................................. 24 4.3 Pedestrian and Cycling ...................................................................................................... 25 5 TRAFFIC.................................................................................................................... 26 5.1 Traffic Generation ................................................................................................................ 26 5.2 Traffic Distribution ................................................................................................................. 26 5.3 Future Traffic Volumes ......................................................................................................... 27 5.4 Traffic Impact ....................................................................................................................... 29 5.4.1 Midblock Capacity Assessment ......................................................................................... 29 5.4.2 Intersection Capacity Assessment..................................................................................... 29 6 DEVELOPMENT PLAN OVERLAY REQUIREMENTS .............................................................. 31

7 CONCLUSIONS .......................................................................................................... 31

TABLES

Table 1 Weekday Average Traffic Volume and Speed Surveys ................................................. 13 Table 2 SIDRA Intersection Parameters ........................................................................................... 14 Table 3 Rutledge Street / Powlett Street – Existing Operating Conditions ................................. 15 Table 4 Green Street / Powlett Street – Existing Operating Conditions ...................................... 16 Table 5 Anticipated Traffic Generation .......................................................................................... 26 Table 6 Adopted Directional Traffic Distribution ............................................................................ 26 Table 7 Weekday Average Traffic Volume and Speed Surveys ................................................. 29 Table 8 Rutledge Street / Powlett Street – Existing and Future Operating Conditions ............. 29 Table 9 Green Street / Powlett Street – Existing and Future Operating Conditions .................. 30

FIGURES

Figure 1 Site Location ........................................................................................................................... 5 Figure 2 Site Context (Wednesday 26 December 2018) ................................................................. 6 Figure 3 Planning Scheme Zones ........................................................................................................ 7 Figure 4 Nature’s Run, looking south from the subject site .............................................................. 8 Figure 5 Clancy Road, looking east at the northern boundary of the subject site ...................... 9 Figure 6 Anderson Road, looking northwest from the intersection with Fairway Drive .............. 10


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Figure 7 Anderson Road, looking southeast from the intersection with Fairway Drive .............. 10 Figure 8 Survey Locations .................................................................................................................. 11 Figure 9 Existing AM Peak Hour Volumes ......................................................................................... 12 Figure 10 Existing PM Peak Hour Volumes ......................................................................................... 13 Figure 11 Public Transport Routes ....................................................................................................... 17 Figure 12 Kilmore Structure Plan Map ................................................................................................ 18 Figure 13 Kilmore Structure Plan Map, Established Areas: Strategic Infill Sites .............................. 18 Figure 14 Kilmore Structure Plan Road Network and Hierarchy ..................................................... 19 Figure 15 Kilmore Structure Plan Public Transport, Cycling and Pedestrian Network .................. 20 Figure 16 Road Cross-Section – 16m Local Road ............................................................................. 21 Figure 17 Development Plan ............................................................................................................... 23 Figure 18 Proposed Vehicle Access and Internal Road Network .................................................. 24 Figure 19 Proposed Cross-Section – Local Access Street – 16m Road Reserve ............................ 25 Figure 20 Proposed Cross-Section – Local Access Place – 9.85m Road Reserve ......................... 25 Figure 21 Future AM Peak Hour Volumes........................................................................................... 27 Figure 22 Future PM Peak Hour Volumes ........................................................................................... 28

APPENDICES

APPENDIX A VEHICLE SWEPT PATHS ................................................................................................ 32


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1 INTRODUCTION

onemilegrid has been requested by Human Habitats to undertake a Transport Impact Assessment

of the proposed residential subdivision at 100 Nature's Run, Kilmore.

As part of this assessment the subject site has been inspected with due consideration of the

development proposal, traffic data has been sourced and relevant background reports have

been reviewed.

2 EXISTING CONDITIONS

2.1 Site Location

The subject site is located between Clancy Road (at the north) and Kookaburra Close (at the

south, as shown in Figure 1.

Figure 1 Site Location

Copyright Melway Publishing

The site is currently vacant. Access is provided by Nature’s Run at the south and Clancy Road at

the north. Unsealed dirt tracks run through the site. Land use in the immediate vicinity of the site is

mixed in nature and includes medium density residential developments and undeveloped green

space.

An aerial view of the subject site is provided in Figure 2.

Subject Site


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Figure 2 Site Context (Wednesday 26 December 2018)

Copyright Nearmap

Subject Site


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2.2 Planning Zones and Overlays

It is shown in Figure 3 that the site is located within a General Residential Zone (GRZ).

Figure 3 Planning Scheme Zones

Furthermore, the site is subject to a Development Plan Overlay – Schedule 10 (DPO10). Further

discussions on the Development Plan Overlay requirements is presented in Section 3.

Subject Site


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2.3 Road Network

2.3.1 Nature’s Run

Nature’s Run is a local road, running east from Green Street for approximately 550 metres before

diverting to the north for approximately 550 metres through the site terminating at Clancy Road.

Nature’s Run is a sealed road up to the subject site through which it is unsealed. The length of

Nature’s Run facilitates two-way traffic movements. Kerbside parking is provided on both sides of

the road.

The cross-section of Nature’s Run at the frontage of the site is shown in Figure 4.

Figure 4 Nature’s Run, looking south from the subject site

The default 50km/h speed limit applies to Nature’s Run in the vicinity of the site.


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2.3.2 Clancy Road

Clancy Road is a local road generally aligned east-west, running between Club Parade,

approximately 320 metres to the west of the subject site, and terminating as a no through road

approximately 70 metres to the east of the site. Clancy Road is an unsealed road which facilitates

traffic movements in each direction adjacent to the site.

The cross-section of Clancy Road at the frontage of the site is shown in Figure 5.

Figure 5 Clancy Road, looking east at the northern boundary of the subject site

The default 50km/h speed limit applies to Clancy Road in the vicinity of the site.


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2.3.3 Anderson Road

Anderson Road is a local road, running between Quinns Road approximately 800 metres southeast

of the site, through intersecting with the eastern end of Clancy Road, then running northwest

around the subject site for approximately 1.4km before terminating at the intersection with White

Street and Rutledge Street. Anderson Road facilitates two-way traffic movements and is unsealed

at the south east before the intersection with Centenary Drive.

The cross-section of Anderson Road is shown in Figure 6 and Figure 7.

Figure 6 Anderson Road, looking northwest from the intersection with Fairway Drive

Figure 7 Anderson Road, looking southeast from the intersection with Fairway Drive

A posted 50km/h speed limit applies to Anderson Road in the vicinity of the site.


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2.4 Traffic Volumes

In order to establish the existing traffic volumes in the vicinity of the site, onemilegrid commissioned

Trans Traffic Survey to undertake turning movement counts at the intersection of Powlett Street and

Rutledge Street, and at Powlett Street and Green Street. In addition, tube counts were undertaken

along Andersons Road and Nature’s Run.

The survey locations can be seen in Figure 8.

Figure 8 Survey Locations

The tube counts were conducted for one week starting on Thursday 10th October 2019, while the

turning movement counts were undertaken and recorded in 15-minute blocks on Thursday 10th

October 2019 between 6:00 AM and 9:00 AM and 4:00 PM and 7:00 PM.

The AM peak hour occurred between 8:00 AM and 9:00 AM, with the traffic volumes shown in

Figure 9.

Subject Site

Tube Count

Turning Movement

Count (by Video)


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Figure 9 Existing AM Peak Hour Volumes

Subject Site

Rutledge Street

Green Street

Anderson Street

Na

ture

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Po

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The PM peak hour occurred between 4:30 PM and 5:30 PM, with the traffic volumes shown in Figure

10.

Figure 10 Existing PM Peak Hour Volumes

The results of the midblock surveys are summarised in Table 1.

Table 1 Weekday Average Traffic Volume and Speed Surveys

Locations Direction Traffic Volume

(vpd)

Andersons Road

Eastbound 1,204

Westbound 1,162

Both Directions 2,406

Natures Run

Northbound 57

Southbound 60

Both Directions 117

Subject Site

Rutledge Street

Green Street

Anderson Street

Na

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Po

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With consideration for the cross-section characteristics, Andersons Road is considered a Connector

Street – Level 1 in which instance the road operates under its capacity of 3,000 vpd. Similarly,

Natures Run is considered an Access Place and as such is operating well under its capacity of 300

to 1,000 vpd.

2.5 Intersection Analysis

The operations of the surveyed intersections have been assessed using SIDRA Intersection, a traffic

modelling software package.

The SIDRA Intersection software package has been developed to provide information on the

capacity of an intersection with regard to a number of parameters. Those parameters considered

relevant are, Degree of Saturation (DoS), 95th Percentile Queue, and Average Delay as described

in Table 2.

Table 2 SIDRA Intersection Parameters

Parameter Description

Degree of

Saturation (DoS)

The DoS represents the ratio of the traffic volume making a particular

movement compared to the maximum capacity for that particular

movement. The value of the DoS has a corresponding rating depending on

the ratio as shown below.

Degree of Saturation Rating

Up to 0.60 Excellent

0.61 – 0.70 Very Good

0.71 – 0.80 Good

0.81 – 0.90 Fair

0.91 – 1.00 Poor

Above 1.00 Very Poor

It is noted that whilst the range of 0.91 – 1.00 is rated as ‘poor’, it is acceptable

for critical movements at an intersection to be operating within this range

during high peak periods, reflecting actual conditions in a significant number

of suburban signalised intersections.

Average Delay

(seconds)

Average delay is the time delay that can be expected for all vehicles

undertaking a particular movement in seconds.

95th Percentile

(95%ile) Queue

95%ile queue represents the maximum queue length in metres that can be

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

The results of the analysis are provided in Table 3 and Table 4. It can be seen below that the

Rutledge Street / Powlett Street intersection operates under fair conditions, while the Green Street /

Powlett Street intersection operates under excellent conditions. As such, there is considered to be

spare capacity to accommodate additional traffic at each intersection.


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Table 3 Rutledge Street / Powlett Street – Existing Operating Conditions

Approach Movement

D.o.S. Avg Delay

(sec)

Queue (m)

AM Peak Hour

Powlett Street (South)

Left 0.541 30.8 36.4

Through 0.809 30.6 66.4

Right 0.534 35.8 21.3

Rutledge Street (East)

Left 0.802 38 47.2

Through 0.802 32.5 47.2

Right 0.536 31.6 33.3

Powlett Street (North)

Left 0.536 30.7 37.2

Through 0.536 25.1 37.8

Right 0.634 36.7 25.9

Rutledge Street (West)

Left 0.554 32.6 32.2

Through 0.554 27.1 32.2

Right 0.84 38 67.8

PM Peak Hour


Left 0.32 24.3 28

Through 0.783 25.1 91.9

Right 0.278 34.5 10.5


Left 0.71 37.5 30

Through 0.71 31.9 30

Right 0.615 35.3 28.7


Left 0.44 25 41.5

Through 0.44 19.5 41.9

Right 0.153 33.9 5.7


Left 0.45 35.2 18

Through 0.45 29.6 18

Right 0.758 37.6 37


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Table 4 Green Street / Powlett Street – Existing Operating Conditions

Approach Movement

D.o.S. Avg Delay

(sec)

Queue (m)

AM Peak Hour


Left 0.336 6 2.1

Through 0.336 0.2 2.1

Right 0.336 10.3 2.1

Green Street (East)

Left 0.069 8.4 1.6

Through 0.069 17.9 1.6

Right 0.069 19.7 1.6


Left 0.4 10.3 9.8

Through 0.4 0.9 9.8

Right 0.4 10.4 9.8

Green Street (West)

Left 0.315 8.7 8.1

Through 0.315 18.8 8.1

Right 0.315 24.1 8.1

PM Peak Hour


Left 0.355 6.7 2.3

Through 0.355 0.2 2.3

Right 0.355 10.3 2.3

Green Street (East)

Left 0.091 8.2 2

Through 0.091 17.9 2

Right 0.091 22.7 2


Left 0.382 10 8.9

Through 0.382 0.9 8.9

Right 0.382 10.8 8.9

Green Street (West)

Left 0.371 10.6 9.7

Through 0.371 21 9.7

Right 0.371 26.3 9.7


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2.6 Public Transport

Kilmore has limited access to public transport, with services restricted to fixed-line services at

Kilmore East Railway Station and a town service bus. A view of the available services is provided in

Figure 11.

Figure 11 Public Transport Routes

There are currently no public transport services in the vicinity of the subject site.

Town bus route

Kilmore East Station

Subject Site


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2.8 Kilmore Structure Plan

2.8.1 General

onemilegrid were engaged in 2015 to assist Mesh Planning with the transport aspects of structure

planning for the Kilmore area.

The Kilmore Structure Plan (via the Kilmore 3764 Project) was endorsed by Council on 15th August

2016, and Council resolved to adopt Amendment C123 to the Mitchell Planning Scheme. An

extract of the Structure Plan in the vicinity of the site is shown below, showing the site to be

designated as a General Residential Area.

Figure 12 Kilmore Structure Plan Map

Furthermore, Figure 13 below shows the subject site has been identified as a strategic infill site.

Figure 13 Kilmore Structure Plan Map, Established Areas: Strategic Infill Sites

Subject Site

Subject Site


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2.8.2 Road Network, Public Transport, Walking and Cycling

Extracts of the Structure Plan are shown below, indicating the road network, public transport,

walking and cycling network proposed in the vicinity of the site.

Figure 14 below shows Nature’s Run will be extended through the site as a key local road.

Furthermore, the intersection of Green Street / Powlett Street is proposed to be upgraded to a

signalised intersection.

Figure 14 Kilmore Structure Plan Road Network and Hierarchy

Subject Site


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Figure 15 below shows no public transport, cycling or pedestrian routes are proposed through the

site. It is noted however that a potential bus route is proposed adjacent the site.

Figure 15 Kilmore Structure Plan Public Transport, Cycling and Pedestrian Network

Subject Site


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2.8.3 Road Hierarchy

The Structure Plan also provides a range of information on the road hierarchy throughout the

precinct, including the desired road cross-sections for each road type. Figure 16 below shows the

typical cross-section for local roads.

Figure 16 Road Cross-Section – 16m Local Road

2.9 Kilmore Infrastructure Framework

A review of the Kilmore Infrastructure Framework has been undertaken. This report outlines the

coordinated development which will guide the population growth in Kilmore from approximately

8,000 people in 2016, to 25,000 in 2050. The subject site is located within Precinct 1 of Kilmore, and

as such is located within the already established part of the town which will be subject to infill

developments such as the proposed.

It is noted that none of the proposed infrastructure upgrades are located within the subject site.

Nevertheless, it is understood that the developer is required under the Development Contributions

Plan to provide financial contribution to the infrastructure upgrades which refer to the Precinct 1

Infill catchment.


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3 DEVELOPMENT PLAN OVERLAY

As noted above, the site is subject to a Development Plan Overlay (DPO). The Overlay outlines

planning triggers and requirements to be addressed during preparation of a Development Plan.

The sections of the DPO relevant to traffic and transport include the requirement for:

Requirements for a development plan

A development plan must include the following requirements:

➢ The local street road layout; and

➢ A permeable movement network including connector and local road and path system

that facilitates access both within the precinct and to broader areas of Kilmore.

The Development Plan must be accompanied by, and demonstrate consistency with the

following:

A Traffic Impact Assessment Report

A Traffic Impact Assessment Report which reviews projected internal and as required

external traffic and movements network impacts, and to the satisfaction of the responsible

authority, and identifies costs for developer contributions where the impact is deemed

outside the developable area. The following must be considered within the assessment

report:

➢ The distribution, hierarchy and characteristics of vehicular and pedestrian circulation

networks;

➢ The ability to achieve safe access to the surrounding road network; and

➢ Consideration of any known relevant VicRoads infrastructure projects.


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4 DEVELOPMENT PLAN

4.1 General

The Development Plan contemplates redevelopment of the site for residential use. It is proposed to

provide approximately 62 residential lots, with Nature’s Run continuing north-south through the site,

generally consistent with the Kilmore Structure Plan.

The Development Plan is included below in Figure 17.

Figure 17 Development Plan


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4.2 Road Network and Vehicle Access

The subdivision will be serviced by a proposed internal road network which is consistent with that

identified in the Kilmore Structure Plan. Natures Run will adopt the 18m cross-section running north-

south through the subdivision, while 16m local roads will be adopted throughout the rest of the

subdivision.

Access will initially be provided from Natures Run at the south of the site, with future connections to

be provided to Clancy Road at the north, as well as a future road to the west.

Figure 18 Proposed Vehicle Access and Internal Road Network

The proposed road cross-sections are shown in ## and ## below.

16m Access Street

9.85m Access Place


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Figure 19 Proposed Cross-Section – Local Access Street – 16m Road Reserve

Figure 20 Proposed Cross-Section – Local Access Place – 9.85m Road Reserve

4.3 Pedestrian and Cycling

With the provision of pedestrian paths on either side of road cross-sections, pedestrian connectivity

is provided for across the subdivision, as well as between the north and south, as well as to the west

to surrounding areas.

Cycling will be accommodated on-road. This is considered appropriate considering the low traffic

volumes generated within the subdivision.


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5 TRAFFIC

5.1 Traffic Generation

Surveys undertaken by other traffic engineering firms at residential dwellings have shown that the

daily traffic generation rates vary depending on the size, location and type of the dwelling, the

parking provision and proximity to local facilities and public transport.

It is generally accepted that single dwellings on a lot in outer suburban areas may generate traffic

at up to 10 vehicle trips per day, whilst in areas with good public transport, and for higher density

dwellings, lower traffic generation rates are often recorded.

Considering the size of the dwellings proposed, the proximity of the site to public transport, and the

provision of parking proposed, it is anticipated that the proposed lots may generate traffic at the

upper end rate of 10 vehicle trips per day, equivalent to one trip per lot during the peak periods.

This equates to approximately 620 vehicle trips per day, including 62 trips during the peak periods.

As the subdivision can be accessed via two roads (until the land parcel to the west is developed),

the total traffic generation of the site is minimal and will be easily accommodated by the existing

road network in the vicinity.

Based on the above and considering the tidal nature of traffic, the anticipated peak hour traffic

generated by the development is shown in Table 5.

Table 5 Anticipated Traffic Generation

Period Inbound Outbound Total

AM Peak 12 50 62

PM Peak 37 25 62

5.2 Traffic Distribution

It is assumed that half of the development traffic is distributed to Natures Run north, and half to the

south. From Natures Run all traffic is assumed to be distributed to the west, to either the intersection

of Powlett Street/Rutledge Street or Powlett Street/Green Street.

Considering the location of the site in relation to the arterial road network, public transport facilities,

schools, recreation and retail and employment precincts, the directional distribution shown in Table

6 has been adopted.

Table 6 Adopted Directional Traffic Distribution

Origin/Destination Percentage

Powlett Street - North 40%

Powlett Street - South 40%

Green Street - West 10%

Rutledge Street - West 10%


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5.3 Future Traffic Volumes

Based on the above, the future intersection volumes at the Powlett Street/Rutledge Street and

Powlett Street/Green Street intersection can be calculated by combining the existing volumes with

the traffic anticipated to be generated by the proposed development.

The resultant peak hour traffic volumes are shown in Figure 21 and Figure 22.

Figure 21 Future AM Peak Hour Volumes

Subject Site

Rutledge Street

Green Street

Anderson Street

Na

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Po

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Figure 22 Future PM Peak Hour Volumes

Subject Site

Rutledge Street

Green Street

Anderson Street

Na

ture

s Ru

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Po

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5.4 Traffic Impact

5.4.1 Midblock Capacity Assessment

Based on the midblock surveys conducted along each Andersons Road and Natures Run as well as

the expected traffic generated by the development, the expected future traffic volumes along

each road can be seen in Table 3 below. Based on the cross-sections, each road is expected to

continue operating within capacity.

Table 7 Weekday Average Traffic Volume and Speed Surveys

Locations Road Classification Traffic Capacity Future Traffic Volume

Andersons Road Connector Street – Level 1 3,000 vpd 2,470 vpd

Natures Run Access Place 300 to 1,000 vpd 380 vpd

5.4.2 Intersection Capacity Assessment

To assess the operation of the intersection following the proposed development, the future

expected traffic volumes have been input into SIDRA Intersection.

The results of the analysis are provided in Table 8 and Table 9.

It can be seen below that the Rutledge Street / Powlett Street intersection continues to operate

under fair conditions in the AM peak, and good conditions in the PM peak. Furthermore, the

proposed development can be seen to have had minor impacts on the average delay and queue

length, with a maximum change in delay of 0.9 seconds, and a maximum change in queue length

of 5.2 metres.

Table 8 Rutledge Street / Powlett Street – Existing and Future Operating Conditions

Approach Movement D.o.S. Avg Delay

(sec) Queue (m)

Existing Future Existing Future Existing Future

AM Peak Hour


Left 0.541 0.541 30.8 30.8 36.4 36.4

Through 0.809 0.809 30.6 30.6 66.4 66.4

Right 0.534 0.534 35.8 35.8 21.3 21.3


Left 0.802 0.822 38 38.9 47.2 49.2

Through 0.802 0.822 32.5 33.3 47.2 49.2

Right 0.536 0.604 31.6 32.3 33.3 38.5


Left 0.536 0.544 30.7 30.8 37.2 37.8

Through 0.536 0.544 25.1 25.2 37.8 38.4

Right 0.634 0.634 36.7 36.7 25.9 25.9


Left 0.554 0.558 32.6 32.7 32.2 32.5

Through 0.554 0.558 27.1 27.1 32.2 32.5

Right 0.84 0.84 38 38 67.8 67.8

PM Peak Hour


Left 0.32 0.32 24.3 24.3 28 28

Through 0.783 0.783 25.1 25.1 91.9 91.9

Right 0.278 0.278 34.5 34.5 10.5 10.5

Rutledge Street (East) Left 0.71 0.727 37.5 37.7 30 30.9

Through 0.71 0.727 31.9 32.2 30 30.9


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Right 0.615 0.664 35.3 35.8 28.7 31.4


Left 0.44 0.455 25 25.1 41.5 43

Through 0.44 0.455 19.5 19.6 41.9 43.6

Right 0.153 0.153 33.9 33.9 5.7 5.7


Left 0.45 0.471 35.2 35.2 18 19

Through 0.45 0.471 29.6 29.7 18 19

Right 0.758 0.758 37.6 37.6 37 37

As noted above, the intersection of Green Street and Powlett Street is scheduled for upgrade to a

signalised intersection. It can be seen below that the Green Street / Powlett Street intersection

continues to operate under excellent conditions during both peak hours. Furthermore, the

proposed development can be seen to have had minor impacts on the average delay and queue

length, with a maximum change in delay of 1.6 seconds, and a maximum change in queue length

of 3.2 metres.

While this development itself does not trigger a requirement for the Green Street / Powlett Street

intersection to be upgraded, further development across the Kilmore area is likely to do so.

Table 9 Green Street / Powlett Street – Existing and Future Operating Conditions

Approach Movement D.o.S. Avg Delay

(sec) Queue (m)

Existing Future Existing Future Existing Future

AM Peak Hour


Left 0.336 0.343 6 6.2 2.1 3.3

Through 0.336 0.343 0.2 0.3 2.1 3.3

Right 0.336 0.343 10.3 10.4 2.1 3.3

Green Street (East)

Left 0.069 0.116 8.4 8.5 1.6 2.7

Through 0.069 0.116 17.9 18.5 1.6 2.7

Right 0.069 0.116 19.7 20.3 1.6 2.7


Left 0.4 0.4 10.3 10.3 9.8 9.8

Through 0.4 0.4 0.9 0.9 9.8 9.8

Right 0.4 0.4 10.4 10.4 9.8 9.8

Green Street (West)

Left 0.315 0.33 8.7 9 8.1 8.5

Through 0.315 0.33 18.8 19.1 8.1 8.5

Right 0.315 0.33 24.1 25.2 8.1 8.5

PM Peak Hour


Left 0.355 0.373 6.7 7.8 2.3 5.5

Through 0.355 0.373 0.2 0.5 2.3 5.5

Right 0.355 0.373 10.3 10.4 2.3 5.5

Green Street (East)

Left 0.091 0.118 8.2 8.2 2 2.7

Through 0.091 0.118 17.9 18.6 2 2.7

Right 0.091 0.118 22.7 23.6 2 2.7


Left 0.382 0.382 10 10 8.9 8.9

Through 0.382 0.382 0.9 0.9 8.9 8.9

Right 0.382 0.382 10.8 10.8 8.9 8.9

Green Street (West)

Left 0.371 0.402 10.6 11.1 9.7 10.7

Through 0.371 0.402 21 22 9.7 10.7

Right 0.371 0.402 26.3 27.9 9.7 10.7


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The Kilmore Structure Plan contemplates significant development across Kilmore which seeks to

increase the population from 8,000 to 25,000 people by 2050. As a result of this development,

traffic volumes on all arterial and connector roads are expected to grow significantly. While the

preceding analysis does not indicate that the proposed development is likely to significantly

impact local traffic, it is understood that holistically this is expected to increase, and as a result

existing road infrastructure may need upgrading.

Noting this, it is understood that the developer may be required to provide a proportional financial

contribution to fund future infrastructure upgrades. Based on a high level assessment of the

proposal to increase the local population by 17,000 residents, and considering an average dwelling

occupancy of 2.5 persons, the proposed development contributes to approximately 1% of the new

housing.

6 DEVELOPMENT PLAN OVERLAY REQUIREMENTS

The Development Plan Overlay includes a number of requirements for the subdivision of the site

which have been addressed in this document, namely A Development Plan, and a Traffic Impact

Assessment Report.

7 CONCLUSIONS

It is proposed to develop the site for a residential subdivision, comprising 62 residential lots.

Considering the analysis presented above, it is concluded that:

➢ The proposed internal road network is designed appropriately to cater for vehicle access to the

lots and the level of traffic generated;

➢ The layout of the site caters for pedestrian and cyclist connections, in accordance with the

Planning Scheme;

➢ The internal streets provide parking across the site;

➢ The subdivision is projected to generate up to 620 daily vehicle movements and up to 62

vehicle movements during the peak hour periods;

➢ The intersection analysis identifies that the existing intersections of Rutledge Street / Powlett

Street and Green Street / Powlett Street have capacity to cater for the level of traffic

generated by the site;

➢ The midblock capacity checks identify that Natures Run and Andersons Road have capacity to

cater for the level of traffic generated by the site; and

➢ While Green Street / Powlett Street intersection is flagged for upgrade to a signalised

intersection, the traffic generated by the proposed development does not trigger this

requirement.


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Appendix A Vehicle Swept Paths

122

129

132

135

137

148

152

153

154

158

165

166

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168

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4

209

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35

37

39

52

53

239

241

242

243

244

245

246

251

253

259

264269

273

54

416

417

421

422

426

434

447

448

450

451

452

471

472

477

478

479

482

492

494

495

496

515

516

517

519

525

528

529

575

710

711

712

434A

449A

449B

476A

482A

165A

221A

27A

27B

27C

27D

27F

48A

251B

246A

SWEPT PATH ANALYSIS

CFA VEHICLE ACCESS

NATURES RUN, KILMORE

TCW

0 3.75 7.5 15

1:750 @ A3

JS

SPA101 A

615 J8

190649

7.80

Lock to Lock Time

CFA 7.8m TRUCK

Width

Track

Steering Angle

1.60 4.20

:

:

2.94

3.02

:

46.1:

6.0

meters

300mm CLEARANCE ENVELOPE SHOWN DOTTED

DESIGN VEHICLE SWEPT PATHS SHOWN DASHED

SWEPT PATH LEGEND

CF

A 7.8

m

TR

UC

K

onemile

grid

(c) 2020 Transoft S

olutions, Inc. All rights reserved.

CFA 7.8

m TRUCK

onemil

egrid(c)

2020 T

ransoft

Solution

s, Inc.

All righ

ts rese

rved.

CFA 7.8

m TRUCK

onemile

grid(c)

2020 Tra

nsoft So

lutions,

Inc. All r

ights res

erved.

CF

A 7.8

m

TR

UC

K

onemile

grid

(c) 2020 Transoft S


CFA 7.8

m TR

UC

K

onemilegrid

(c) 2020 Transoft Solutions, Inc. All rights reserved.

CFA 7.8

m TR

UC

K

onemilegrid


CFA 7.8m TRUCK

onemilegrid(c) 2020 Transoft Solutions, Inc. All rights reserved.

CFA 7.8

m TR

UC

K

onemilegrid


CFA 7.8

m TRUCK

onemil

egrid(c)

2020 T

ransoft

Solution

s, Inc.

All righ

ts rese

rved.

CFA 7.8m TRUCK

onemilegrid (c) 2020 Transoft Solutions, Inc. All rights reserved.

CF

A 7.8

m TR

UC

K

onemileg

rid(c) 2020 Transoft Solutions, Inc. All rights reserved.

CFA 7.8m T

RUCK

onemilegrid

(c) 2020 T

ransoft So

lutions, Inc

. All rights

reserved.

CFA 7.8m

TRUC

K

onemilegrid


CFA 7.8

m TR

UC

K

onemilegrid


CFA 7.8m TRUCK

onemilegrid (c) 2020 Transoft Solutions, Inc. All rights reserved.

CFA 7.8m

TRUCK

onemilegrid

(c) 2020

Transoft S

olutions, In

c. All righ

ts reserve

d.

MIN - 5.5 - V

ARIE

S

RO

AD C - S

T2 - 9.8

5

Drawing Title

Scale

Designed Approved Melway Ref

CA

D F

ile:N

:\P

ro

jects

\20

19

\19

06

49

\Draw

ing

s\1

90

64

9S

PA

10

1.d

gn

21

-0

8-2

02

0D

ate

Plo

tted:

17

:16

:07

Project Number Drawing Number Revision

Copyright

transmitted without the written authority of onemilegrid. Unauthorised use of this document in any form is prohibited.This document may only be used for its commissioned purpose. No part of this document may be reproduced, modified or

Aerial PhotographyAerial photography provided by Nearmap

CF

A 7.8

m

TR

UC

K

onemile

grid

(c) 2020 Transoft S


CF

A 7.8

m

TR

UC

K

onemile

grid

(c) 2020 Transoft S


CFA 7.8

m TR

UC

K

onemilegrid

CFA 7.8m TRUCKonemilegrid

CFA 7.8m TRUCK

onemilegrid(c) 2020 Tr

ansoft Solutions, Inc. A

ll rights reserved.

ROAD A - S

T1 - 1

6.0 - 7.3

RO

AD C - S

T1 - 16.0 - 7.3

RO

AD B - S

T1 - 1

6.0 - 7.3

5.5 - V

ARIE

S

RO

AD A - S

T2 - 9.85 MIN -

122

129

132

135

137

148

152

153

154

158

165

166

167

168

170

177

179

181

4

209

221

224

225

227

229

6

27

28

35

37

39

52

53

239

241

242

243

244

245

246

251

253

259

264269

273

54

416

417

421

422

426

434

447

448

450

451

452

471

472

477

478

479

482

492

494

495

496

515

516

517

519

525

528

529

575

710

711

712

434A

449A

449B

476A

482A

165A

221A

27A

27B

27C

27D

27F

48A

251B

246A

SWEPT PATH ANALYSIS

SERVICE VEHICLE ACCESS

NATURES RUN, KILMORE

TCW

0 3.75 7.5 15

1:750 @ A3

JS

SPA100 A

615 J8

190649

4.652.10

9.80

Lock to Lock Time

Track

Width

:

:

:

4.0

2.50

2.50

Steering Angle 35.8:

meters9.8m WASTE

300mm CLEARANCE ENVELOPE SHOWN DOTTED

DESIGN VEHICLE SWEPT PATHS SHOWN DASHED

SWEPT PATH LEGEND

9.8m W

aste

onemilegrid


9.8

m

Waste

onemilegrid


9.8

m

Waste

onemilegrid


9.8

m

Waste

onemilegrid


9.8m Waste

onemilegrid

(c) 2020 Transof

t Solutions, Inc.

All rights reserved

.

9.8

m Was

te

onemi

legrid(c)

2020 T

ransoft

Solution

s, Inc.

All righ

ts rese

rved.

9.8m W

aste

onemilegrid(c) 2020 Transoft Solutions, Inc. All rights reserved.

9.8

m

Waste

onemilegrid


9.8m

Waste

onemil

egrid(c)

2020 Tra

nsoft So

lutions,

Inc. All r

ights res

erved.

9.8m W

aste

onemilegrid


9.8

m

Waste

onemile

grid


9.8m Waste

onemilegrid

(c) 2020 Tra

nsoft Solutio

ns, Inc. All ri

ghts reserved

.

MIN - 5.5 - V

ARIE

S

RO

AD C - S

T2 - 9.8

5

Drawing Title

Scale

Designed Approved Melway Ref

CA

D F

ile:N

:\P

roje

cts

\2019\1

90649\D

raw

ings\1

90649S

PA

100.d

gn

21

-0

8-2

02

0D

ate

Plo

tted:

17:1

6:4

0

Project Number Drawing Number Revision

Copyright

transmitted without the written authority of onemilegrid. Unauthorised use of this document in any form is prohibited.This document may only be used for its commissioned purpose. No part of this document may be reproduced, modified or

Aerial PhotographyAerial photography provided by Nearmap

ROAD A - S

T1 - 1

6.0 - 7.3

RO

AD C - S

T1 - 16.0 - 7.3

RO

AD B - S

T1 - 1

6.0 - 7.3

5.5 - V

ARIE

S

RO

AD A - S

T2 - 9.85 MIN -

Documents

Transport Impact Assessment Development Plan