408-546 Hopkins Road, Truganina & 1154-1198 Christies Road

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

whole or in part without the written permission of GTA Consultants

constitutes an infringement of copyright. The intellectual property

contained in this document remains the property of GTA Consultants.

Melbourne | Sydney | Brisbane

Canberra | Adelaide | Perth

Gold Coast | Townsville

TIA

/RSA

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

15M9016000 // 12/02/16

Transport Impact Assessment // Issue: Final

408-546 Hopkins Road, Truganina & 1154-1198 Christies Road, Ravenhall

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

15M9016000 // 12/02/16


408-546 Hopkins Road, Truganina & 1154-1198 Christies Road, Ravenhall 1

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

15M9016000 // 12/02/16



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)

15M9016000 // 12/02/16



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.

15M9016000 // 12/02/16



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).

15M9016000 // 12/02/16



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


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)


Figure 4.3: Melbourne Regional Landfill Proposed Extension (Northern Portion)


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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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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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

15M9016000 // 12/02/16



[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



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

15M9016000 // 12/02/16



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


Western Freeway Off-ramp (West) # 0.20 9 sec 9 m


Palm Springs Road (East) 0.00 8 sec 0 m

Christies Road /

Western Freeway On-

ramp


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



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



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


15M9016000 // 12/02/16



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


15M9016000 // 12/02/16



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



Riding Boundary Road (East) # 0.07 7 sec 3 m

Christies Road /

Caroline Springs

Station Car Park



Rail Station Car Park (East) 0.00 7 sec 0 m

Christies Road / Palm

Springs Road /

Western Freeway Off-

ramp


Western Freeway Off-ramp (West) # 0.38 11 sec 19 m


Palm Springs Road (East) 0.00 9 sec 0 m

Christies Road /

Western Freeway On-

ramp


Western Freeway Onramp (West) N/A N/A N/A


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



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.

15M9016000 // 12/02/16



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



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.

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LANE SUMMARY

Site: Ex - Christies Road / Palm Springs Road

AM Peak ExistingRoundabout



Deg.Satn

LaneUtil.

AverageDelay

Level ofService

Lane Config

Lane Length

Cap.Adj.



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


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


Roundabout LOS Method: Same as Signalised Intersections.


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

Roundabout Capacity Model: SIDRA Standard.




d Dominant lane on roundabout approach


LANE SUMMARY

Site: Ex - Christies Road / Western Freeway On-Ramp

AM Peak ExistingGiveway / Yield (Two-Way)



Deg.Satn

LaneUtil.

AverageDelay

Level ofService

Lane Config

Lane Length

Cap.Adj.



Lane 1 291 5.0 1889 0.154 100 0.0 LOS A 0.0 0.0 Full 500 0.0 0.0


Approach 319 10.8 0.154 0.6 NA 0.1 1.1


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









15M9016000 // 12/02/16



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)



Deg.Satn

LaneUtil.

AverageDelay

Level ofService

Lane Config

Lane Length

Cap.Adj.



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


Lane 1 19 70.0 1340 0.014 100 0.0 LOS A 0.0 0.0 Full 500 0.0 0.0


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








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




Deg.Satn

LaneUtil.

AverageDelay

Level ofService

Lane Config

Lane Length

Cap.Adj.



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


Lane 1 84 70.0 1340 0.063 100 0.0 LOS A 0.0 0.0 Full 500 0.0 0.0


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









LANE SUMMARY

Site: PD - Christies Road / Palm Springs Road

AM Peak Post DevelopmentRoundabout



Deg.Satn

LaneUtil.

AverageDelay

Level ofService

Lane Config

Lane Length

Cap.Adj.



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


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


Roundabout LOS Method: Same as Signalised Intersections.


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

Roundabout Capacity Model: SIDRA Standard.




d Dominant lane on roundabout approach


LANE SUMMARY

Site: PD - Christies Road / Western Freeway On-Ramp




Deg.Satn

LaneUtil.

AverageDelay

Level ofService

Lane Config

Lane Length

Cap.Adj.



Lane 1 423 5.0 1889 0.224 100 0.0 LOS A 0.0 0.0 Full 500 0.0 0.0


Approach 469 11.4 0.224 0.9 NA 0.2 2.4


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









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