408-546 hopkins road, truganina & 1154-1198 christies road
TRANSCRIPT
408-546 Hopkins Road, Truganina &
1154-1198 Christies Road, Ravenhall
Transport Impact Assessment
Client // Landfill Operations Pty Ltd (a wholly owned subsidiary of Cleanaway Waste Management Limited)
Office // VIC
Reference // 15M9016000
Date // 12/02/16
© GTA Consultants (GTA Consultants (VIC) Pty Ltd) 2015
The information contained in this document is confidential and
intended solely for the use of the client for the purpose for which it has
been prepared and no representation is made or is to be implied as
being made to any third party. Use or copying of this document in
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constitutes an infringement of copyright. The intellectual property
contained in this document remains the property of GTA Consultants.
Melbourne | Sydney | Brisbane
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TIA
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MA
- V
IC (
140918 v
7.1
0)
408-546 Hopkins Road, Truganina &
1154-1198 Christies Road, Ravenhall
Transport Impact Assessment
Issue: Final 12/02/16
Client: Landfill Operations Pty Ltd (a wholly owned subsidiary of Cleanaway Waste Management
Limited)
Reference: 15M9016000
GTA Consultants Office: VIC
Quality Record
Date Description Prepared By Checked By Approved By Signed
12/02/16 Final Justin Gale Chris Greenland Simon Davies
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Table of Contents
1. Introduction 1
1.1 Background & Proposal 1
1.2 Purpose of this Report 1
1.3 References 1
2. Existing Conditions 2
2.1 Subject Site 2
2.2 Road Network 5
2.3 Car Parking 9
2.4 Sustainable Transport Infrastructure 9
3. Future Transport Conditions 10
3.1 Preamble 10
3.2 Regional Rail Link (RRL) 10
3.3 Christies Road Upgrade 10
3.4 Caroline Springs Rail Station 11
3.5 Hopkins Road Upgrade 11
3.6 Middle Road Upgrade 11
3.7 Community Transfer Station 11
3.8 Outer Metropolitan Ring Road (OMR) & East-West Bypass 12
4. Development Proposal 13
4.1 Land Uses 13
4.2 Site Staging 15
4.3 Access 15
4.4 Future Growth Forecast 15
5. Car Parking 16
5.1 Statutory Car Parking Requirements 16
5.2 Car Parking Demand Likely to be Generated by the Development Proposal 16
5.3 Adequacy of Parking Supply 16
6. Traffic Impact 17
6.1 Traffic Generation 17
6.2 Traffic Impact – Peak Hour 20
6.3 Traffic Impact – Daily 24
7. Conclusion 26
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Appendices
A: Existing Conditions SIDRA Results
B: 10 Year Post Development SIDRA Results
Figures
Figure 2.1: Subject Site and its Environs (Melways) 3
Figure 2.2: Site Context Plan 3
Figure 2.3: Existing Site Layout of the MRL (May 2015) 4
Figure 2.4: Christies Road (Looking North) 5
Figure 2.5: Christies Road (Looking South) 5
Figure 2.6: Riding Boundary Road (Looking East) 6
Figure 2.7: Riding Boundary Road (Looking West) 6
Figure 2.8: Christies Road Existing Traffic Volumes – AM Peak Hour and Daily 7
Figure 2.9: Existing Average Daily Truck Arrivals to Subject Site – Customer Trucks
Attending MRL Site 8
Figure 3.1: Proposed East-West Link and OMR Alignment 12
Figure 4.1: Melbourne Regional Landfill Proposed Extension 13
Figure 4.2: Melbourne Regional Landfill Proposed Extension (Southern Portion) 14
Figure 4.3: Melbourne Regional Landfill Proposed Extension (Northern Portion) 14
Figure 6.1: Site Generated Traffic Volumes (2035) 19
Figure 6.2: Net Increase in Traffic Volumes (AM Peak Hour) between 2015 and 2035 22
Figure 6.3: 2035 Post Development Traffic Volumes (AM Peak) 23
Tables
Table 2.1: Traffic Survey Details 7
Table 2.2: Casualty Accident History 9
Table 6.1: Site Generated Traffic Volumes (Existing MRL Activities) 17
Table 6.2: Anticipated Traffic Volumes Associated with Waste Transfer from SEMTS to MRL18
Table 6.3: Combined Traffic Generation 18
Table 6.4: Christies Road Intersections - Existing 2015 Operating Conditions in AM Peak 20
Table 6.5: Christies Road Intersections – Post-Development (Yr 2035) Operating
Conditions in AM Peak 24
Table 6.6: Weekday Daily Traffic Volume Assessment 24
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1. Introduction
1.1 Background & Proposal
A Planning Permit and Works Approval is currently being sought for a proposed extension to the
existing Melbourne Regional Landfill (MRL) located at 1154-1198 Christies Road in Ravenhall.
The proposed extension would extend the existing MRL to the adjacent land parcel at 408-546
Hopkins Road, Truganina. The extension would also provide a destination for waste handled at
proposed transfer station facilities that Cleanaway will be establishing in the southeast of
Melbourne (SEMTS).
GTA Consultants (GTA) was commissioned by Norton Rose Fulbright in June 2015 to undertake a
transport impact assessment of the proposed extension.
1.2 Purpose of this Report
The report sets out an assessment of the anticipated parking, traffic and transport implications of
the proposed extension of the MRL, including consideration of the:
i existing traffic and parking conditions surrounding the subject site
ii parking demand likely to be generated by the proposed development
iii suitability of the proposed parking
iv traffic generation characteristics of the proposed development
v proposed access arrangements for the subject site
vi transport impact of the development proposal on the surrounding road network.
1.3 References
In preparing this report, a number of references have been made, including:
Melton Planning Scheme
Australian Standard / New Zealand Standard, Parking Facilities (AS2890)
plans for the proposed development prepared by Golder Associates, dated February
2016
traffic and car parking surveys undertaken by GTA Consultants as referenced in the
context of this report
information provided by Applicant regarding the expected truck volume data
transferring waste from SEMTS to MRL
GTA Report titled ‘Boral Community Transfer Station’, dated June 2013.
various technical data as referenced in this report
an inspection of the subject site and its surrounds
other documents as nominated.
1
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2. Existing Conditions
2.1 Subject Site
2.1.1 Overview
The subject site is located at 408-546 Hopkins Road, Truganina and 1154-1198 Christies Road,
Ravenhall. The subject site is part of a larger site currently operated by Boral as a quarry
(Ravenhall Site). The Ravenhall site has frontages to Christies Road to the east, Middle Road to
the south, Ballarat Railway to the north and Hopkins Road to the west. The Ravenhall site
currently has an access point to Christies Road that contains four existing weighbridges (two entry
and two exit) and is situated adjacent to the site office and informal car parking area for both
staff and visitors to the site.
Hopkins Road is classified as a Road Zone Category 1 (VicRoads controlled) while Christies Road
and Middle Road function as local roads (Council controlled). It should be noted that the Riding
Boundary Road reserve runs through the middle of the subject site in an east-west direction, with
the road only partly constructed for approximately 150 metres into the subject site from Christies
Road. The continuation of Riding Boundary Road through the subject site is an internal access
road that is constructed to the south of the road reserve and is not a public access road.
Furthermore, Riding Boundary Road (east of Christies Road) has recently been truncated due to
the Regional Rail Link works, while Christies Road itself has been extended north to provide a
connection to the Western Freeway.
The subject site is located within a Special Use Zone 1 and the surrounding properties include a
mix of industrial and agricultural land uses. The notable exceptions include the Western Freeway
to the east and north, the Ballarat railway Line to the north, and the Regional Rail Link to the east.
It should also be noted that the subject site is located within the Precinct Structure Plan #1084
(Ravenhall – Quarry Site), which is yet to be completed.
The location of the subject site and the surrounding environs is shown in Figure 2.1 and Figure 2.2.
2
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Figure 2.1: Subject Site and its Environs (Melways)
Figure 2.2: Site Context Plan
(Reproduced with Permission from Tract Consultants Pty Ltd)
Subject Site
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2.1.2 Site Description (MRL)
The existing quarry has operated since the 1960’s. In December 1998, Boral obtained an EPA
Licence to operate a municipal solid waste (MSW) landfill and filling commenced shortly after in
January 1999 at Stage 1. Landfill Operations Pty Ltd (Landfill Ops) has now acquired the landfill
rights from Boral, noting that Boral continue to operate the quarry on the Ravenhall site.
The existing landfill received approximately 780,000 tonnes of waste in the 2014/15 financial year,
with tonnage expected to increase by approximately 1% per annum.
The existing site layout of the MRL, as at May 2015, is shown in Figure 2.3.
Figure 2.3: Existing Site Layout of the MRL (May 2015)
(PhotoMap courtesy of NearMap Pty Ltd)
It is noted that the active landfill cell is not a permanent location, but is continually relocated as
each landfill cell is filled and capped to areas where quarry materials have been previously
extracted. As the active cell tipping face moves, this in turn requires the internal road network to
be modified (using external contractors), to ensure there are always roadways available leading
to and from the waste disposal front, with the site entrance (including office, weighbridge and
boom gates) at Christies Road remaining in its existing location.
Site entrance:
Site office
Staff / visitor parking
Weighbridge
Boom gates
Waste disposal front
(including waste
compaction by bulldozers)
Previously filled
and compacted
landfill
Landfill cell under
development (in
preparation for landfill) Internal road
network (modified
as landfill develops)
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2.1.3 Site Operation (MRL)
The existing MRL has approximately 60 to 80 staff working on-site, consisting of around 20
permanent employees (during weekday business hours) and 40 to 60 contract personnel (waste
placement, biogas facility and construction / project activities).
The existing MRL is approved to operate 24 hours a day and 7 days per week, however, currently
it only operates from midnight until 5:00pm. The majority of customers that utilise the landfill are
account based customers. Access to the landfill is not available for the general public, although
a community drop-off transfer station located in the south-east corner of the site has planning
approval.
2.2 Road Network
2.2.1 Adjoining Roads
Christies Road
Christies Road functions as a local road in the Melton Planning Scheme. It is a two-way road
aligned in a north-south direction and configured with a two-lane, 7.8 metre wide rural style
carriageway with unsealed shoulders set within a 20 metre road reserve (approx.).
Christies Road has recently been extended north to provide a connection between Riding
Boundary Road and the Western Freeway.
Christies Road carries approximately 1,200 and 1,845 vehicles per day1 (south and north of Riding
Boundary Road, respectively) and is shown in Figure 2.4 and Figure 2.5.
Figure 2.4: Christies Road (Looking North) Figure 2.5: Christies Road (Looking South)
Riding Boundary Road
Riding Boundary Road functions as a local road and concludes approximately 150m west of
Christies Road. It is a two-way road aligned in an east-west direction and is configured with a
two-lane, 10 metre wide rural-style carriageway with unsealed shoulders, set within a 20 metre
road reserve (approx.).
Riding Boundary Road has recently been truncated immediately east of Christies Road due to
the construction of the Regional Rail Link.
1 Based on 24-hour pneumatic tube counts undertaken between 23-29 August 2014 and noting that the traffic volumes include both
cars and trucks.
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Riding Boundary Road carries approximately 970 vehicles per day2 west of Christies Road, and is
shown in Figure 2.6 and Figure 2.7.
Figure 2.6: Riding Boundary Road (Looking East) Figure 2.7: Riding Boundary Road (Looking West)
Hopkins Road
Hopkins Road functions as an arterial road (VicRoads controlled). It is a two-way road aligned in
a north-south direction and is configured with a two-lane, 10 metre wide carriageway including
sealed shoulders set within a 50 metre wide road reserve (approx.).
Middle Road
Middle Road functions as local road in the Melton Planning Scheme and concludes
approximately 100m west of Christies Road. It is a two-way unsealed road aligned in an east-
west direction and is configured with a two-lane, 9 metre wide rural style carriageway, set within
a 20 metre road reserve (approx.).
Middle Road has recently been truncated immediately east of Christies Road due to the
construction of the Regional Rail Link.
Other Roads
Other roads within the vicinity of the site include the Western Freeway to the north and east of the
subject site, and Ballarat Road to the north.
2.2.2 Surrounding Intersections
The following intersections currently exist in the vicinity of the site:
Riding Boundary Road / Christies Road (unsignalised T-intersection)
Christies Road / Palm Springs Road / Western Freeway Off-ramp (roundabout)
Christies Road / Western Freeway Onramp (unsignalised T-intersection)
2.2.3 Traffic Volumes
Road Network Traffic
GTA undertook turning movement counts at the above intersections as summarised in Table 2.1.
2 Based on the peak hour surveys undertaken by GTA on 28 August 2014 and assuming a peak-to-daily ratio of 7% (consistent with
the peak-to-daily ratio recorded on Christies Road).
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Table 2.1: Traffic Survey Details
Intersection Survey
Riding Boundary Road / Christies Road
Thursday 28 August 2014, between 7:30am and 9:00am Christies Road / Palm Springs Road / Western Freeway
Off-ramp
Christies Road / Western Freeway Onramp
In addition, 24-hour pneumatic tube counts were undertaken at two locations along Christies
Road from 23rd to 29th August 2014.
The recorded AM peak hour turning movement volumes, as well as the average 24-hour
weekday volumes, are presented in Figure 2.8.
Figure 2.8: Christies Road Existing Traffic Volumes – AM Peak Hour and Daily
26 905
$ 9
# ;
276 27
1 = 2 24
0 ? 8 $
: # < 250
0 52 ! 0
> 36
1845 vpd
25 =
1 " 24 34 2
12 ? 8 $ 9
: # ; < 2
4 25 0 ! 2
Subject Site > 1
1200 vpd
26 = 26
8
Riding Boundary Road
Christies Road
Palm Springs Road
Western Fwy On-Ramp
Western Fwy
Western Fwy Off-Ramp
Landfill Site Access
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Existing Site Generated Traffic (MRL)
GTA obtained traffic volume data from the MRL outlining customer truck movements entering the
site for several months during both 2014 and 2015. GTA’s review of the traffic data provided
indicates that truck volumes in March 2015 contained the highest number of daily and peak hour
movements recorded for the aforementioned periods. As such, this data has subsequently been
adopted as the existing conditions traffic volume data for the site and is considered to be a
conservative assessment.
The results of the daily truck movements for a weekday and a weekend are outlined below in Figure
2.9.
Figure 2.9: Existing Average Daily Truck Arrivals to Subject Site – Customer Trucks Attending MRL Site
Figure 2.9 shows that an average maximum of 47 vehicles per hour enter the MRL which typically
occurs around 10:00am-12:00pm, outside the commuter AM and PM peaks. During the AM peak
hour an average of 24 vehicles enter the site, while minimal vehicle movements are generated
by the site during the PM peak hour (e.g. beyond 4.00pm). Average vehicle arrivals on the
weekend are much lower, with a peak of approximately 19 and 10 vehicle arrivals per hour
occurring between 9:00am-10:00am on a Saturday and Sunday respectively.
2.2.4 Accident Statistics
A review of the reported casualty accident history for the roads and intersections adjoining the
subject site has been sourced from VicRoads CrashStats accident database. This database
records all accidents causing injury that have occurred in Victoria since 1987 (as recorded by
Victorian Police).
A review of the accidents in the vicinity of the site for the last available five year period (1
January 2009 – 30 December 2013) is presented in Table 2.2.
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Table 2.2: Casualty Accident History
Location Accident No.
Fatality Serious Injury Other Injury
Intersection of Western Highway / Caroline
Springs Boulevard / Christies Road - 3 4
Source: VicRoads
Table 2.2 indicates that over the last available five year period there have been 7 recorded
causality accidents at the signalised intersection of Western Highway / Christies Road, of which 3
were regarded as serious. Four of the recorded accidents involved a rear-end type accident
(DCA: 130) suggesting driver error rather than a safety issue with the road network, while all other
accidents varied in nature.
The accident history shows that there are no intrinsic safety problems or trends on the road
network within the vicinity of the subject site.
The above review excluded any accidents to the east of Christies Road (e.g. on Riding Boundary
Road and Robinsons Road), which as a result of the Regional Rail Link works are now no longer an
access route to/from the subject site.
2.2.5 Sight Distances
A site inspection indicates that sight distances are well in excess of minimum requirements
normally required by typical VicRoads’ Design Guidelines.
2.3 Car Parking
An inspection of the site indicates that a mix of staff and visitor on-site car parking is provided at
the MRL site office (located at the entrance to the existing landfill site). Seven visitor and one
disabled parking space is provided at the site office while a number of staff parking spaces are
located to the rear of the site office (providing approximately 10-20 spaces).
Furthermore, additional informal car parking for approximately 60 vehicles is provided in the
vicinity of the site office.
2.4 Sustainable Transport Infrastructure
2.4.1 Internal
Internal staff access and crossing points are located within and around the main office
buildings, linking the on-site car parking and buildings.
2.4.2 External
There is limited pedestrian, cyclist and public transport infrastructure that services the MRL site. This
is characteristic of the area’s industrial and semi-rural nature, noting that all access to the subject
site is currently vehicle-based.
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3. Future Transport Conditions
3.1 Preamble
The transport network surrounding the subject site has recently, and will continue to be, modified
and upgraded in the future. These changes are due to the significant amount of growth
anticipated to occur within the wider Brimbank, Wyndham and Melton municipalities, as well as
the delivery of several large-scale key infrastructure projects.
Of particular note, recent and proposed changes to the transport network that impact directly
on proposed development are set out below.
3.2 Regional Rail Link (RRL)
The Regional Rail Link (RRL) is a major new rail line running from West Werribee through Deer Park
(Ravenhall) and suburbs including Sunshine and Footscray to Southern Cross Station.
The rail link separates regional trains from metropolitan trains for the first time giving Geelong,
Bendigo and Ballarat bound trains their own dedicated rail corridor through the metropolitan
system to Southern Cross Station. This has increased the capacity and reliability of services from
the Melbourne CBD out to the west, with an estimated increase of 54,000 passenger trips per day.
New tracks have been built from West Werribee Junction to Deer Park and from Sunshine to
Southern Cross Station. The line uses existing tracks from Deer Park to Sunshine.
The RRL is located parallel to Christies Road at the eastern boundary of the Ravenhall site. As part
of the RRL construction works, rather than implement level crossings, both Riding Boundary Road
and Middle Road have been truncated on either side of the rail tracks. This in turn closes each of
these roads to through traffic and results in all traffic movements to the Ravenhall site utilising
Christies Road, which connects directly to the Western Freeway.
3.3 Christies Road Upgrade
Due to the Regional Rail Link works, Christies Road has recently been modified as follows:
Truncation of Riding Boundary Road either side of the Regional Rail Link.
Upgrade of the Christies Road / Riding Boundary Road intersection to form a T-junction
with north-south priority.
Reconstruction / extension of Christies Road (north of Riding Boundary Road) including
1.8 kilometres of new two-lane road and an overpass over the Ballarat to Melbourne
regional train line immediately south of the Christies Road / Palm Springs Road / Western
Freeway off-ramp roundabout.
Christies Road is identified as a potential north-south arterial road (from Caroline Springs through
to Truganina-Christies Road, shown on the Growth Area Corridor Plan) and as a key arterial road
for the Western Corridor Plan. In this regard, any proposed upgrade works to Christies Road
needs to consider the vehicle access management to the Ravenhall site to ensure safe and
convenient access is provided for all road users.
This upgrade is considered to be the responsibility of government as Christies Road would be
fulfilling an arterial function in this circumstance.
3
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3.4 Caroline Springs Rail Station
A proposed regional (V/Line) rail station is located immediately adjacent to Christies Road,
immediately south of the newly constructed overpass. Advice from PTV indicates that the station
is to be completed by 2016.
The station will provide vehicle access at Christies Road, and has been designed with dedicated
left turn exit and right turn entry lanes to accommodate turning vehicles separately from heavy
vehicles associated with the subject site. The rail station is expected to provide bus bays, a taxi
rank, and some 350 car parking spaces.
3.5 Hopkins Road Upgrade
The Victorian Integrated Transport Model (VITM) indicates the ultimate cross-section of Hopkins
Road will be constructed as a six lane (three lanes in each direction) arterial road. Currently, no
construction timeframe has been adopted for these works.
Hopkins Road is a primary arterial road under VicRoads jurisdiction and connects the Western
Freeway to the Princes Highway.
There is currently no intention to provide access to MRL via Hopkins Road.
3.6 Middle Road Upgrade
Middle Road has been permanently truncated adjacent to the south-east corner of the MRL as
part of the RRL works and as such only provides a connection between Hopkins Road and
Christies Road. No upgrades of Middle Road itself were undertaken as part of the RRL works.
It is noted that Middle Road is shown as a future arterial road on the Growth Area Corridor Plan.
3.7 Community Transfer Station
Under a separate planning permit, a community transfer station is approved to be constructed
within the current Boral Quarry Site (immediately south-east of the MRL). The approved
development incorporates the construction of a site office (with associated on-site parking for
employees), a recycling drop-off area and a general waste drop-off area. The site is expected
to cater for smaller vehicles like utility vehicles, cars, car-trailers and other types of small vehicles
that currently cannot access the landfill.
The facility will be designed to receive up to 20,000 tonnes annually via small loads in the order of
0.3-0.5 tonnes, with the expected peak arrivals to occur over the weekend. The site is expected to
cater for up to 400 vehicles per day over a typical 8 hour period during the weekend, noting that
these are expected to be smaller vehicles (as detailed above) from the local community. It is
anticipated that 80% of all arrivals will occur during the weekend with significant lower vehicle
arrivals anticipated on weekdays3.
The site will be accessed via a new access point to Christies Road between the existing MRL site
access and Middle Road. Car parking for staff is to be provided within vicinity of the Community
Waste Transfer Station.
3 As detailed in the GTA report (dated 17 June 2013).
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3.8 Outer Metropolitan Ring Road (OMR) & East-West
Bypass
The OMR/E6 Transport Corridor is expected to cater for increases in volumes of freight and people
moving around metropolitan Melbourne and Victoria over coming decades, with construction
expected to start after 2020. However Delivering Melbourne’s Newest Sustainable Communities
notes that some sections of the OMR/E6 Transport Corridor could be constructed earlier,
depending on need, particularly in developing residential and/or business/industrial areas.
The 100km long freeway transport corridor is envisaged to consist of four lanes in each direction,
and four rail tracks in the median for interstate freight and high-speed passenger trains between
Werribee and Kalkallo with the capacity to ultimately accommodate a six-lane freeway road
elsewhere.
The East-West bypass is proposed to link the OMR with the Western Freeway adjacent to Middle
Road to the south of the site. It should be noted that the OMR and the East-West bypass projects
are considered as unfunded long term major projects and are not expected to impact upon
access to the site within the next 20 years. The proposed alignment of the East-West bypass and
the OMR is shown in Figure 3.1.
Figure 3.1: Proposed East-West Link and OMR Alignment
East-West Bypass
OMR
MRL
Subject Site
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4. Development Proposal
4.1 Land Uses
The proposal is for a new planning permit to extend the MRL area into adjacent parcels (408-546
Hopkins Road, Truganina and 1100-1152 Christies Road, Ravenhall), as shown in Figure 4.1.
Figure 4.1: Melbourne Regional Landfill Proposed Extension
(Reproduced from plan prepared by Golder Associates, dated February 2016)
4
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In addition, the extent of area to be covered by the Works Approval application is further shown
in Figures 4.2 and 4.3 below.
Figure 4.2: Melbourne Regional Landfill Proposed Extension (Southern Portion)
(Reproduced from plan prepared by Golder Associates, dated February 2016)
Figure 4.3: Melbourne Regional Landfill Proposed Extension (Northern Portion)
(Reproduced from plan prepared by Golder Associates, dated February 2016)
It should also be noted that the proposed extension will seek a 24 hour licence, to match
conditions of the existing MRL licence.
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4.2 Site Staging
As shown in Figure 4.1, the landfill areas have been split into indicative stages which will be
progressively utilised as each stage is filled. The proposed extension is proposed to commence in
the south-east corner of the subject site and generally move in a clockwise direction.
4.3 Access
A new site access point (and associated weighbridges) is proposed to be provided immediately
to the south of the Riding Boundary Road reserve, immediately north of Stage 1 of the existing
landfill. This new site access point will replace the existing site access point to Christies Road.
It should be noted that truck routes to the new access point will generally remain as per existing
(i.e. utilising the freeway and Christies Road). In addition, it is understood that the new
weighbridge will service both the southern and northern parcels of the proposed extension.
Internal ‘haul roads’ will be progressively constructed to ensure vehicles can adequately
manoeuvre to each landfill cell and the site. These haul roads will be groomed as the site ages,
with new haul roads planned and constructed to connect new areas of the site as required.
4.4 Future Growth Forecast
Based on information provided by the Applicant, the waste volumes at MRL are anticipated to
increase by 1% per annum from 2016/17 onwards.
In addition and as mentioned in Section 1.1, existing tonnage handled by Cleanaway in the
southeast is proposed to be transferred to the extended MRL to be landfilled. In this regard,
Cleanaway provided the following information to GTA for the purposes of this assessment:
SEMTS is expected to commence transferring waste to MRL in 2017 and will operate 5.5
days a week for 52 weeks of the year.
An initial waste volume of 580,000T per year is expected to be transferred from SEMTS to
MRL in 2017, with gradual increases every year until approximately 2029 when the
maximum amount of 650,000T per year of waste is reached. This will remain constant for
each year after this period.
A maximum of 6 trucks (37T capacity per truck) can be loaded per hour to transfer
waste between SEMTS and MRL during peak operating periods. Typical operating
periods require 3-4 trucks loading per hour and indeed would only require this volume of
trucks to transfer the starting waste volume of 580,000T per year. As such, a relatively
constant flow of trucks is expected to travel from SEMTS arriving at MRL between
4:00am until approximately 4:00pm each operating day.
On a ‘peak’ day, waste is expected to start arriving at MRL from 12:00am (rather than
from 4:00am on a ‘typical’ day).
For the purposes of this assessment (highly conservative), a peak rate of 6 trucks per
hour has been adopted both initially and for each future year.
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408-546 Hopkins Road, Truganina & 1154-1198 Christies Road, Ravenhall 16
5. Car Parking
5.1 Statutory Car Parking Requirements
Statutory requirements for the provision of car parking are set out in Clause 52.06 of the Melton
Planning Scheme, with parking rates specified in Table 1 to Clause 52.06-5.
The scheme does not specifically incorporate a recommended parking rate for a ‘landfill’ land
use. In such circumstances, the scheme notes:
“Where a use is not specified in Table 1, in another provision of this scheme or in a Parking
Overlay, car spaces must be provided to the satisfaction of the responsible authority.”
In this regard, consideration of the anticipated additional parking demands at the extended site
is discussed below.
5.2 Car Parking Demand Likely to be Generated by the
Development Proposal
The proposal does not anticipate any significant increase in staff numbers over the duration of
proposed MRL life. The landfill has been designed to progressively move across the site with the
size of the ‘active’ area of the landfill and staff numbers generally remaining constant (noting the
anticipated 1% compound increase in future waste volumes).
In this regard, no significant increase to current parking demand characteristics are expected as
a result of the extension.
5.3 Adequacy of Parking Supply
Based upon the above discussions, the existing car parking provisions are expected to be
capable of accommodating the parking demands likely to be generated by the extension to the
landfill.
Notwithstanding, the nature of the land use enables additional on-site informal staff car parking
to be provided as required with no impact on the surrounding road network.
5
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408-546 Hopkins Road, Truganina & 1154-1198 Christies Road, Ravenhall 17
6. Traffic Impact
6.1 Traffic Generation
6.1.1 Design Rates
Traffic generation estimates for the proposed extension to the landfill has been based on existing
and expected growth rate yields as outlined in Section 4.4 of this report. For the purpose of this
assessment, the AM peak hour and daily periods only have been assessed, as the site is expected
to experience minimal activity during the PM road network operational period consistent with
existing operation.
Based on information provided by the Applicant, namely a yearly growth rate for the landfill
operations of the extended site of 1% per annum from 2017 (noting that the number of trucks
generated by the SEMTS waste is not expected to increase after 2029), GTA has undertaken a 10
year assessment of the impact of the traffic generated by the site. This assessment will be
undertaken for the year 2035, with the extension proposed to commence in the year 2025.
This assessment is considered acceptable when consideration is given to the following excerpt
from the ‘VicRoads Access Management Policies’ (May 2006):
“The transport performance objectives of the proposed development should ensure that:
For new access arrangements direct to a site – provision is made for all access
arrangements to operate safely and efficiently into the future (at least 10 years after full
development).
For existing road infrastructure – any potential adverse effects from the land use
development proposals on road safety and operational efficiency are identified and,
where necessary, developers provide mitigating road improvement works as part of the
development costs to minimise these effects and retain, within practical limitations, the
level of safety and operational efficiency that would have existed without the
development.”
As such, Table 6.1 and Table 6.2 outlines the anticipated increase in site generated heavy vehicle
traffic volumes for the year 20354.
Table 6.1: Site Generated Traffic Volumes (Existing MRL Activities)
Period
Heavy Vehicle Volumes
2015 – Existing
Operation [1]
2017 – Future
Operation [2]
2035 – Post
Development [3] Net Increase [4]
AM Peak Hour
(7.30am-
8.30am)
48 veh. per hour [5] 50 veh. per hour 60 veh. per hour 12 veh. per hour
Site Peak Hour
(12.00pm-
1.00pm)
94 veh. per hour [5] 98 veh. per hour 118 veh. per hour 24 veh. per hour
Daily 810 veh. per weekday 844 veh. per weekday 1,008 veh. per
weekday
198 veh. per
weekday
[1] Volumes from March 2015 provided by Cleanaway on 3 July 2015
[2] Projected truck volume in 2017
[3] Assumes a compound 1% increase for 18 years from 2017
[4] Net Increase from the year 2015 to the year 2035
4 On the basis of a 10 year assessment to the new Works Approval and Planning Permit which is anticipated to commence
operation in 2025 following completion of the currently permitted landfilling area.
6
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Transport Impact Assessment // Issue: Final
408-546 Hopkins Road, Truganina & 1154-1198 Christies Road, Ravenhall 18
[5] Assumes that all vehicles enter and exit the site within an hour in 2015
Table 6.2: Anticipated Traffic Volumes Associated with Waste Transfer from SEMTS to MRL
Period Heavy Vehicle Volumes
2017 – Initial Operation 2035 – Post Development [1]
AM Peak Hour
(7.30am-8.30am) 12 veh. per hour [2] 12 veh. per hour [2]
Site Peak Hour
(11.00am-12.00pm) 12 veh. per hour [2] 12 veh. per hour [2]
Daily 110 veh. per weekday [3] 122 veh. per weekday [4]
[1] Assumes a maximum rate of 6 trucks per hour (i.e. no expected increase in the number of trucks per hour for future years)
[2] Assumes all 6 vehicles entering the site, exit the site within an hour
[3] Assumes 580,000T per annum, with 37T per truck for 52 weeks per year and 5.5 days per week.
[4] Assumes 650,000T per annum, with 37T per truck for 52 weeks per year and 5.5 days per week.
Having regard for the above, SEMTS is expected to generate up to 12 heavy vehicle movements
per hour (i.e. 6 trucks) and 122 vehicle movements per day in 2035 to/from the MRL site.
Accordingly, Table 6.3 summarises the combined traffic generation from both the existing MRL
and the waste transfer from SEMTS to the subject site.
Table 6.3: Combined Traffic Generation
Period Combined Heavy Vehicle Volumes
2035 – Net Increase 2035 – Post Development
AM Peak Hour
(7.30am-8.30am) 24 veh. per hour 72 veh. per hour
Site Peak Hour
(11.00am-12.00pm) 36 veh. per hour 130 veh. per hour
Daily 320 veh. per weekday 1,130 veh. per weekday
Table 6.3 indicates that at 10 years post new Works Approval and Planning Permit
commencement (year 2035), the total heavy vehicle movements generated by the site is
expected to increase by 24 and 36 movements during the AM peak and site peak periods
respectively and by 320 movements across a typical weekday.
In 2035, the total heavy vehicle traffic generated by the development is anticipated to be a
peak of 130 movements between 12:00pm and 1:00pm (site peak), 72 movements during the AM
road network peak period and 1,130 movements across a typical weekday.
The temporal profile of traffic generated by the site in the year 2035 is shown in Figure 6.1.
15M9016000 // 12/02/16
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408-546 Hopkins Road, Truganina & 1154-1198 Christies Road, Ravenhall 19
Figure 6.1: Site Generated Traffic Volumes (2035)
6.1.2 Distribution and Assignment
Due to the recent road network reconfiguration, access to the site is provided from Christies Road
which enjoys a direct connection to the Western Freeway.
The directional distribution and assignment of traffic generated by the proposed development
will be influenced by a number of factors, including the:
i configuration of the arterial road network in the immediate vicinity of the site
ii existing operation of intersections providing access between the local and arterial road
network
iii distribution of households in the vicinity of the site
iv configuration of access points to the site.
It should also be noted that the configuration of the existing road network requires all landfill
vehicles to access the site from Christies Road. In addition, all heavy vehicles are expected to
access the site via the Western Freeway, noting that the future extension of Christies Road to the
south would not be utilised to gain access to the site.
130
72
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408-546 Hopkins Road, Truganina & 1154-1198 Christies Road, Ravenhall 20
6.2 Traffic Impact – Peak Hour
6.2.1 Existing Conditions
The operation of the Christies Road / Riding Boundary Road, Christies Road / Palm Springs Road /
Western Freeway Off-ramp and Christies Road / Western Freeway Onramp intersections have
been assessed using SIDRA INTERSECTION 6.15, a computer based modelling package which
calculates intersection performance.
The commonly used measure of intersection performance is referred to as the Degree of
Saturation (DOS). The DOS represents the flow-to-capacity ratio for the most critical movement
on each leg of the intersection. A DOS of around 0.90 and 0.95 has been typically considered
the ‘ideal’ limit for unsignalised intersections and roundabouts respectively, beyond which
queues and delays increase disproportionately6.
Table 6.4 presents a summary of the existing operation of the intersection during the critical AM
road network peak period, with full results presented in Appendix A of this report.
Table 6.4: Christies Road Intersections - Existing 2015 Operating Conditions in AM Peak
Intersection Approach DOS Average Delay
(sec)
95th Percentile
Queue (m)
Christies Road /
Riding Boundary
Road
Christies Road (South) 0.02 1 sec 0 m
Christies Road (North) 0.03 3 sec 1 m
Riding Boundary Road (West) # 0.04 7 sec 2 m
Christies Road / Palm
Springs Road /
Western Freeway Off-
ramp
Christies Road (South) 0.06 4 sec 3 m
Western Freeway Off-ramp (West) # 0.20 9 sec 9 m
Christies Road (North) 0.02 3 sec 1 m
Palm Springs Road (East) 0.00 8 sec 0 m
Christies Road /
Western Freeway On-
ramp
Christies Road (South) 0.15 1 sec 1 m
Western Freeway Onramp (West) N/A N/A N/A
Christies Road (North) # 0.53 6 sec 0 m
DOS – Degree of Saturation, # - Intersection DOS
Table 6.4 indicates that each of the three assessed intersections currently operate well with
minimal queues and delays on all approaches.
6.2.2 10 Year Post Works Approval and Planning Permit Operating
Conditions (Year 2035)
Road Network Growth
Between Riding Boundary Road and the Western Freeway, Christies Road only services activities
located on the Ravenhall site. Given this, any future growth in traffic activity on this road would
be largely associated with the growth of activity on the Ravenhall site.
5 Program used under license from Akcelik & Associates Pty Ltd.
6 SIDRA INTERSECTION adopts the following criteria for Level of Service assessment:
Level of Service Intersection Degree of Saturation (DOS)
Unsignalised Intersection Signalised Intersection Roundabout
A Excellent <=0.60 <=0.60 <=0.60
B Very Good 0.60-0.70 0.60-0.70 0.60-0.70
C Good 0.70-0.80 0.70-0.90 0.70-0.85
D Acceptable 0.80-0.90 0.90-0.95 0.85-0.95
E Poor 0.90-1.00 0.95-1.00 0.95-1.00
F Very Poor >=1.0 >=1.0 >=1.0
15M9016000 // 12/02/16
Transport Impact Assessment // Issue: Final
408-546 Hopkins Road, Truganina & 1154-1198 Christies Road, Ravenhall 21
In addition to the above, and as discussed in Section 3.4 of this report, the future Caroline Springs
rail station is proposed to provide some 350 car parking spaces accessed from Christies Road.
Based on an assumption that all of these car spaces will become occupied by commuters during
the AM peak hours (e.g. from 7:00am-9:00am), the station car park could generate some 175
entry movements during the assessed AM peak hour of 7:30am-8:30am. It is further assumed that
all of this traffic will come from the north (e.g. from Caroline Springs). This traffic has been added
to the 10 year post development traffic volumes.
Furthermore, as discussed in Section 3.7 of this report, a Community Transfer Station has approval
to be constructed within the current Boral Quarry Site (immediately south-east of the MRL) under
a separate planning permit. In this regard, the traffic report associated with this development
identifies a traffic generation rate of 10 and 40 vehicles in the AM peak hour and daily
respectively (i.e. 20 and 80 vehicle movements in/out of the site access point to Christies Road)7.
Finally, it has been further assumed that there will be external traffic network growth on the
network associated with the Western Freeway. As such, an additional growth rate of 2% per
annum has been adopted in this instance.
20 Year Traffic Volume Increase (10 Years Post Works Approval and Planning Permit)
On the basis of the above subject site / road network growth and the potential traffic generated
by the Caroline Springs rail station and Community Transfer Station, the increase in traffic
expected for the year 2035 compared to that of existing 2015 volumes for the AM peak hour has
been calculated. These traffic volumes are outlined in Figure 6.2.
7 As detailed in the GTA report (dated 17 June 2013).
15M9016000 // 12/02/16
Transport Impact Assessment // Issue: Final
408-546 Hopkins Road, Truganina & 1154-1198 Christies Road, Ravenhall 22
Figure 6.2: Net Increase in Traffic Volumes (AM Peak Hour) between 2015 and 2035
Notwithstanding road network growth (including traffic generated by Caroline Springs Station
and the Community Transfer Station), only 24 movements in the AM peak hour are expected to
be generated by heavy vehicles associated with the extended MRL site.
Furthermore, with the future redistribution of existing heavy vehicle traffic from the landfill access
(south of Riding Boundary Road) to the proposed Riding Boundary Road access point, traffic
volumes south of Riding Boundary Road are anticipated to decrease.
10 Year Post Works Approval and Planning Permit Traffic Volumes (Year 2035)
By adding the 10 year site and road network generated traffic volumes to the existing 2015 traffic
volumes, the 2035 10 year post Works Approval and Planning Permit traffic volumes are
calculated. These traffic volumes are outlined in Figure 6.3.
0 =
0 " 0 0 0
0 ? 8 $ 9 Ballarat Road
: # ; < 0
0 0 0 ! 0
> 0
180 440
$ 9
# ;
126 17
0 = 0 180
0 ? 8 $
: # < 121
0 22 ! 0
> 17
1400 vpd
175
0 = 8
38 = 38 -16
0 ? 8 $
: #
0 -16
Subject Site
-764 vpd
Christies Road
Western Fwy On-Ramp
Western Fwy
Palm Springs Road Western Fwy Off-Ramp
Caroline Springs Station
Riding Boundary Road
15M9016000 // 12/02/16
Transport Impact Assessment // Issue: Final
408-546 Hopkins Road, Truganina & 1154-1198 Christies Road, Ravenhall 23
Figure 6.3: 2035 Post Development Traffic Volumes (AM Peak)
10 Year Post Works Approval and Planning Permit Intersection Operation (Year
2035)
The impact of the future traffic (described earlier in this section of the report) upon intersections in
the immediate vicinity of the site was assessed using SIDRA INTERSECTION 6.1.
On the basis of the turning movement estimates presented above, Table 6.5 presents a summary
of the anticipated future operation of the nominated intersections 10 years post Works Approval
and Planning Permit (year 2035). For reference, detailed results of this analysis are provided in
Appendix B of this report.
0 =
0 " 0 0 0
0 ? 8 $ 9 Ballarat Road
: # ; < 0
0 0 0 ! 0
> 0
206 1345
$ 9
# ;
402 44
1 = 2 204
0 ? 8 $
: # < 371
0 74 ! 0
> 53
3245 vpd
175
0 = 8
63 = 62 18
12 ? 8 $
: #
4 9
Subject Site
436 vpd
Christies Road
Western Fwy On-Ramp
Western Fwy
Palm Springs Road Western Fwy Off-Ramp
Caroline Springs Station
Riding Boundary Road
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Transport Impact Assessment // Issue: Final
408-546 Hopkins Road, Truganina & 1154-1198 Christies Road, Ravenhall 24
Table 6.5: Christies Road Intersections – Post-Development (Yr 2035) Operating Conditions in AM Peak
Intersection Approach DOS Average Delay
(sec)
95th Percentile
Queue (m)
Christies Road /
Riding Boundary
Road
Christies Road (South) 0.01 2 sec 0 m
Christies Road (North) 0.05 5 sec 3 m
Riding Boundary Road (East) # 0.07 7 sec 3 m
Christies Road /
Caroline Springs
Station Car Park
Christies Road (South) 0.06 0 sec 0 m
Christies Road (North) # 0.12 4 sec 4 m
Rail Station Car Park (East) 0.00 7 sec 0 m
Christies Road / Palm
Springs Road /
Western Freeway Off-
ramp
Christies Road (South) 0.10 5 sec 6 m
Western Freeway Off-ramp (West) # 0.38 11 sec 19 m
Christies Road (North) 0.16 2 sec 11 m
Palm Springs Road (East) 0.00 9 sec 0 m
Christies Road /
Western Freeway On-
ramp
Christies Road (South) 0.22 1 sec 3 m
Western Freeway Onramp (West) N/A N/A N/A
Christies Road (North) # 0.79 5 sec 0 m
DOS – Degree of Saturation, # - Intersection DOS
As described earlier, a DOS of around 0.95 for roundabouts and 0.90 for unsignalised intersections
has traditionally been considered the practical limit beyond which intersection performance is
unsatisfactory, as beyond this value queues and delays increase disproportionately.
On this criterion, the calculated DOS suggest that the nominated intersections can be expected
to operate satisfactorily following full development of the site. This includes a future T-intersection
at Christies Road to service the future Caroline Springs rail station.
Given the anticipated low level of traffic volumes in the vicinity of the site, the additional traffic
generated by the extension could not be expected to compromise the safety or function of the
surrounding road network.
Indeed, the recent construction of Christies Road allows direct connection to the Western
Freeway and avoids the need for heavy vehicles to utilise Robinsons Road (as per previous
arrangements) or other lower order roads which abut residential properties.
6.3 Traffic Impact – Daily
Table 6.6 has been prepared to summarise the likely increase of daily traffic on Christies Road as
a result of the extension.
Table 6.6: Weekday Daily Traffic Volume Assessment
Location
Existing
Average
Weekday Daily
Volumes [1]
Caroline
Springs Rail
Station Traffic
Community
Transfer Station
Traffic
Additional Site
Generated
Heavy Vehicles
Year 2035 Post
Development
Weekday Daily
Flows
Christies Road (at
the future Caroline
Springs rail station
access)
1,845 vpd 1,000 vpd [2] 80 vpd 320 vpd 3,245 vpd
[1] Based on 24-hour pneumatic tube count surveys undertaken in August 2014.
[2] Assumes arrivals and departures to/from 350 commuter car spaces, as well as allowance for drop off, pick up, buses and other
activity.
Note: vpd = vehicle movements per day.
15M9016000 // 12/02/16
Transport Impact Assessment // Issue: Final
408-546 Hopkins Road, Truganina & 1154-1198 Christies Road, Ravenhall 25
As indicated by the assessment presented in Table 6.6, the proposed development is expected
to result in a daily volume increase of 320 vehicle movements over 20 years (10 years post Work
Approval and Planning Permit). This results in an anticipated post development traffic volume of
approximately 3,250 vehicles per day on Christies Road, north of the Caroline Springs rail station
access.
Reference to both the PSP design guidelines and Clause 56.06 of the Melton Planning Scheme
indicates that the cross-section of Christies Road exhibits characteristics similar to that of a
“Connector Road”, which can carry an indicative maximum daily volume of up to 7,000
movements per day.
As indicated by Table 6.6, the additional traffic volumes generated by the subject site, the future
Caroline Springs rail station and the Community Transfer Station could not be expected to
exceed this indicative daily volume threshold. As such, Christies Road can be expected to
operate within its target daily traffic threshold, and the additional traffic volumes cannot be
expected to significantly impact on the safety or efficiency of Christies Road.
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Transport Impact Assessment // Issue: Final
408-546 Hopkins Road, Truganina & 1154-1198 Christies Road, Ravenhall 26
7. Conclusion
Based on the analysis and discussions presented within this report, the following conclusions are
made:
Traffic Impact
i For the purposes of assessing the impact of the additional site generated heavy vehicle
traffic volumes, GTA has undertaken a 10 year assessment to the new Works Approval and
Planning Permit which is anticipated to commence operation in 2025.
ii The proposed extension to the MRL is expected to generate up to 24 additional heavy
vehicle movements during the AM road network peak (7.30am-8.30am), 36 additional
movements during the site peak (12.00pm-1.00pm) and 320 additional daily movements
over the 10 year period following commencement. This includes heavy vehicle movements
associated with the transfer of waste from SEMTS to the extended MRL.
iii For the purposes of estimating vehicle movements, it has been conservatively assumed that
all vehicles will continue to access the site from the north via Christies Road and Western
Freeway, noting that Christies Road is proposed to extend to the south in the future.
iv Having consideration for the anticipated parking space turnover pursuant to the additional
car parking provision at the future Caroline Springs rail station, the future traffic generated by
the nearby Community Transfer Station and the external traffic network growth (assumed to
be 2% p.a.) on the network associated with the Western Freeway, the combined additional
traffic movements expected for the year 2035 have been assessed.
v A SIDRA modelling assessment indicates that the surrounding intersections can be expected
to operate satisfactorily following full development of the site. This includes a future T-
intersection at Christies Road to service the future Caroline Springs rail station.
vi Given the anticipated low level of traffic volumes in the vicinity of the site, the additional
traffic generated by the extension could not be expected to compromise the safety or
function of the surrounding road network.
vii There is adequate capacity in the existing surrounding road network to cater for the traffic
generated by the extension during all future (2035) peak hour periods and over the course
of a typical day.
viii As such, the proposed extension is expected to only have minimal change over time
compared to current operations as the active area moves across the site and is therefore
considered to be acceptable with regard to all traffic considerations.
Car Parking
i The proposed extension of the landfill area is not considered to generate a statutory
parking requirement.
ii The existing supply of seven visitor spaces, one disabled space and 70-80 informal staff
parking spaces is considered to be appropriate having consideration to the relevant
decision guidelines.
Site Access i A new site access point (and associated weighbridges) is proposed to be provided
immediately to the south of the Riding Boundary Road reserve. This new site access point
will replace the existing site access point to Christies Road, noting that truck routes to the
new access point will generally remain as per existing (i.e. utilising the freeway and Christies
Road).
Accordingly, I can see no reason on traffic and parking grounds why a permit for the development
should not be issued.
7 7
15M9016000 // 12/02/16
Transport Impact Assessment // Issue: Final
408-546 Hopkins Road, Truganina & 1154-1198 Christies Road, Ravenhall
Existing Conditions SIDRA Results
Ap
pe
nd
ix A
LANE SUMMARY
Site: Ex - Christies Road / Riding Boundary Road
AM Peak ExistingGiveway / Yield (Two-Way)
Lane Use and Performance
Demand Flows 95% Back of QueueCap.
Deg.Satn
LaneUtil.
AverageDelay
Level ofService
Lane Config
Lane Length
Cap.Adj.
Prob. Block.Total HV Veh Dist
veh/h % veh/h v/c % sec m m % %South: Christies Rd (S)
Lane 1 31 70.0 1325 0.023 100 0.9 LOS A 0.0 0.0 Full 500 0.0 0.0
Approach 31 70.0 0.023 0.9 NA 0.0 0.0
North: Christies Rd (N)
Lane 1 36 70.0 1340 0.027 100 0.0 LOS A 0.0 0.0 Full 500 0.0 0.0
Lane 2 25 70.0 1272 0.020 100 6.5 LOS A 0.1 1.0 Short 80 0.0 NA
Approach 61 70.0 0.027 2.7 NA 0.1 1.0
West: Riding Boundary Rd (W)
Lane 1 39 70.0 985 0.040 100 6.8 LOS A 0.2 1.8 Full 500 0.0 0.0
Approach 39 70.0 0.040 6.8 LOS A 0.2 1.8
Intersection 131 70.0 0.040 3.5 NA 0.2 1.8
Level of Service (LOS) Method: Delay (HCM 2000).
Lane LOS values are based on average delay per lane.
Minor Road Approach LOS values are based on average delay for all lanes.
NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road lanes.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Tuesday, 25 August 2015 4:55:28 PMProject: P:\15M9000-9099\15M9016000 - 1100-1152 Christies Road, Ravenhall\Modelling\150903sid-15M9016000.sip6
LANE SUMMARY
Site: Ex - Christies Road / Palm Springs Road
AM Peak ExistingRoundabout
Lane Use and Performance
Demand Flows 95% Back of QueueCap.
Deg.Satn
LaneUtil.
AverageDelay
Level ofService
Lane Config
Lane Length
Cap.Adj.
Prob. Block.Total HV Veh Dist
veh/h % veh/h v/c % sec m m % %South: Christies Rd (S)
Lane 1d
56 70.0 894 0.062 100 4.0 LOS A 0.3 3.3 Full 500 0.0 0.0
Approach 56 70.0 0.062 4.0 LOS A 0.3 3.3
East: Western Fwy Off-Ramp (E)
Lane 1d
302 17.5 1510 0.200 100 8.9 LOS A 1.1 8.6 Full 500 0.0 0.0
Approach 302 17.5 0.200 8.9 LOS A 1.1 8.6
North: Christies Rd (N)
Lane 1d
27 65.4 1324 0.021 100 2.8 LOS A 0.1 1.2 Full 500 0.0 0.0
Approach 27 65.4 0.021 2.8 LOS A 0.1 1.2
West: Palm Springs Rd (W)
Lane 1d
2 40.0 981 0.002 100 8.1 LOS A 0.0 0.1 Full 500 0.0 0.0
Approach 2 40.0 0.002 8.1 LOS A 0.0 0.1
Intersection 387 28.6 0.200 7.8 LOS A 1.1 8.6
Level of Service (LOS) Method: Delay (HCM 2000).
Roundabout LOS Method: Same as Signalised Intersections.
Lane LOS values are based on average delay per lane.
Intersection and Approach LOS values are based on average delay for all lanes.
Roundabout Capacity Model: SIDRA Standard.
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.
d Dominant lane on roundabout approach
SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Tuesday, 25 August 2015 4:55:49 PMProject: P:\15M9000-9099\15M9016000 - 1100-1152 Christies Road, Ravenhall\Modelling\150903sid-15M9016000.sip6
LANE SUMMARY
Site: Ex - Christies Road / Western Freeway On-Ramp
AM Peak ExistingGiveway / Yield (Two-Way)
Lane Use and Performance
Demand Flows 95% Back of QueueCap.
Deg.Satn
LaneUtil.
AverageDelay
Level ofService
Lane Config
Lane Length
Cap.Adj.
Prob. Block.Total HV Veh Dist
veh/h % veh/h v/c % sec m m % %South: Christies Rd (S)
Lane 1 291 5.0 1889 0.154 100 0.0 LOS A 0.0 0.0 Full 500 0.0 0.0
Lane 2 28 70.0 1278 0.022 100 6.7 LOS A 0.1 1.1 Short 50 0.0 NA
Approach 319 10.8 0.154 0.6 NA 0.1 1.1
North: Christies Rd (N)
Lane 1 953 5.0 1793 0.531 100 5.7 LOS A 0.0 0.0 Full 500 0.0 0.0
Lane 2 27 70.0 1340 0.020 100 0.0 LOS A 0.0 0.0 Full 500 0.0 0.0
Approach 980 6.8 0.531 5.6 NA 0.0 0.0
Intersection 1299 7.8 0.531 4.3 NA 0.1 1.1
Level of Service (LOS) Method: Delay (HCM 2000).
Lane LOS values are based on average delay per lane.
Minor Road Approach LOS values are based on average delay for all lanes.
NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road lanes.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Tuesday, 25 August 2015 4:56:15 PMProject: P:\15M9000-9099\15M9016000 - 1100-1152 Christies Road, Ravenhall\Modelling\150903sid-15M9016000.sip6
15M9016000 // 12/02/16
Transport Impact Assessment // Issue: Final
408-546 Hopkins Road, Truganina & 1154-1198 Christies Road, Ravenhall
10 Year Post Development SIDRA Results
Ap
pe
nd
ix B
LANE SUMMARY
Site: PD - Christies Road / Riding Boundary Road
AM Peak Post DevelopmentGiveway / Yield (Two-Way)
Lane Use and Performance
Demand Flows 95% Back of QueueCap.
Deg.Satn
LaneUtil.
AverageDelay
Level ofService
Lane Config
Lane Length
Cap.Adj.
Prob. Block.Total HV Veh Dist
veh/h % veh/h v/c % sec m m % %South: Christies Rd (S)
Lane 1 14 70.0 1307 0.010 100 2.0 LOS A 0.0 0.0 Full 500 0.0 0.0
Approach 14 70.0 0.010 2.0 NA 0.0 0.0
North: Christies Rd (N)
Lane 1 19 70.0 1340 0.014 100 0.0 LOS A 0.0 0.0 Full 500 0.0 0.0
Lane 2 65 70.0 1306 0.050 100 6.4 LOS A 0.2 2.6 Short 80 0.0 NA
Approach 84 70.0 0.050 5.0 NA 0.2 2.6
West: Riding Boundary Rd (W)
Lane 1 79 70.0 1086 0.073 100 6.6 LOS A 0.3 3.4 Full 500 0.0 0.0
Approach 79 70.0 0.073 6.6 LOS A 0.3 3.4
Intersection 177 70.0 0.073 5.5 NA 0.3 3.4
Level of Service (LOS) Method: Delay (HCM 2000).
Lane LOS values are based on average delay per lane.
Minor Road Approach LOS values are based on average delay for all lanes.
NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road lanes.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Wednesday, 26 August 2015 2:17:11 PMProject: P:\15M9000-9099\15M9016000 - 1100-1152 Christies Road, Ravenhall\Modelling\150903sid-15M9016000.sip6
LANE SUMMARY
Site: PD - Christies Road / Caroline Springs CP
AM Peak Post DevelopmentGiveway / Yield (Two-Way)
Lane Use and Performance
Demand Flows 95% Back of QueueCap.
Deg.Satn
LaneUtil.
AverageDelay
Level ofService
Lane Config
Lane Length
Cap.Adj.
Prob. Block.Total HV Veh Dist
veh/h % veh/h v/c % sec m m % %South: Christies Rd (S)
Lane 1 77 70.0 1339 0.057 100 0.1 LOS A 0.0 0.0 Full 500 0.0 0.0
Approach 77 70.0 0.057 0.1 NA 0.0 0.0
North: Christies Rd (N)
Lane 1 84 70.0 1340 0.063 100 0.0 LOS A 0.0 0.0 Full 500 0.0 0.0
Lane 2 184 5.0 1602 0.115 100 5.9 LOS A 0.6 4.0 Short 60 0.0 NA
Approach 268 25.4 0.115 4.0 NA 0.6 4.0
West: Caroline Springs RS Car Park (W)
Lane 1 2 5.0 969 0.002 100 6.9 LOS A 0.0 0.1 Full 500 0.0 0.0
Approach 2 5.0 0.002 6.9 LOS A 0.0 0.1
Intersection 347 35.1 0.115 3.2 NA 0.6 4.0
Level of Service (LOS) Method: Delay (HCM 2000).
Lane LOS values are based on average delay per lane.
Minor Road Approach LOS values are based on average delay for all lanes.
NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road lanes.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Wednesday, 26 August 2015 2:27:44 PMProject: P:\15M9000-9099\15M9016000 - 1100-1152 Christies Road, Ravenhall\Modelling\150903sid-15M9016000.sip6
LANE SUMMARY
Site: PD - Christies Road / Palm Springs Road
AM Peak Post DevelopmentRoundabout
Lane Use and Performance
Demand Flows 95% Back of QueueCap.
Deg.Satn
LaneUtil.
AverageDelay
Level ofService
Lane Config
Lane Length
Cap.Adj.
Prob. Block.Total HV Veh Dist
veh/h % veh/h v/c % sec m m % %South: Christies Rd (S)
Lane 1d
79 70.0 771 0.102 100 4.9 LOS A 0.5 6.1 Full 500 0.0 0.0
Approach 79 70.0 0.102 4.9 LOS A 0.5 6.1
East: Western Fwy Off-Ramp (E)
Lane 1d
447 17.5 1178 0.380 100 10.5 LOS B 2.4 19.2 Full 500 0.0 0.0
Approach 447 17.5 0.380 10.5 LOS B 2.4 19.2
North: Christies Rd (N)
Lane 1d
217 69.4 1355 0.160 100 2.3 LOS A 1.0 10.9 Full 500 0.0 0.0
Approach 217 69.4 0.160 2.3 LOS A 1.0 10.9
West: Palm Springs Rd (W)
Lane 1d
2 40.0 833 0.003 100 9.0 LOS A 0.0 0.1 Full 500 0.0 0.0
Approach 2 40.0 0.003 9.0 LOS A 0.0 0.1
Intersection 745 38.2 0.380 7.5 LOS A 2.4 19.2
Level of Service (LOS) Method: Delay (HCM 2000).
Roundabout LOS Method: Same as Signalised Intersections.
Lane LOS values are based on average delay per lane.
Intersection and Approach LOS values are based on average delay for all lanes.
Roundabout Capacity Model: SIDRA Standard.
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.
d Dominant lane on roundabout approach
SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Wednesday, 26 August 2015 2:31:03 PMProject: P:\15M9000-9099\15M9016000 - 1100-1152 Christies Road, Ravenhall\Modelling\150903sid-15M9016000.sip6
LANE SUMMARY
Site: PD - Christies Road / Western Freeway On-Ramp
AM Peak Post DevelopmentGiveway / Yield (Two-Way)
Lane Use and Performance
Demand Flows 95% Back of QueueCap.
Deg.Satn
LaneUtil.
AverageDelay
Level ofService
Lane Config
Lane Length
Cap.Adj.
Prob. Block.Total HV Veh Dist
veh/h % veh/h v/c % sec m m % %South: Christies Rd (S)
Lane 1 423 5.0 1889 0.224 100 0.0 LOS A 0.0 0.0 Full 500 0.0 0.0
Lane 2 46 70.0 919 0.050 100 8.4 LOS A 0.2 2.4 Short 50 0.0 NA
Approach 469 11.4 0.224 0.9 NA 0.2 2.4
North: Christies Rd (N)
Lane 1 1416 5.0 1793 0.790 100 5.9 LOS A 0.0 0.0 Full 500 0.0 0.0
Lane 2 217 70.0 1340 0.162 100 0.0 LOS A 0.0 0.0 Full 500 0.0 0.0
Approach 1633 13.6 0.790 5.2 NA 0.0 0.0
Intersection 2102 13.1 0.790 3.9 NA 0.2 2.4
Level of Service (LOS) Method: Delay (HCM 2000).
Lane LOS values are based on average delay per lane.
Minor Road Approach LOS values are based on average delay for all lanes.
NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road lanes.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Wednesday, 26 August 2015 2:32:03 PMProject: P:\15M9000-9099\15M9016000 - 1100-1152 Christies Road, Ravenhall\Modelling\150903sid-15M9016000.sip6
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