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Tram Stop 133

Yarra Trams

13-Sep-2013

Doc No. 77spa

D R A F T

Fitzroy Street Traffic Impact Assessment

Route 96 Corridor Development Project

AECOM

Tram Stop 133


D R A F T

P:\60248376\4. Tech work area\4.1 Traffic\Traffic\FitzroyStreet_Stop_133\Report\Draft Fitzroy Street Stop 133 Draft Traffic Impact Assessment RevC.docx Revision C – 13-Sep-2013 Prepared for – Yarra Trams – ABN: 42 138 066 074


Route 96 Corridor Development Project

Client: Yarra Trams

ABN: 42 138 066 074

Prepared by

AECOM Australia Pty Ltd

Level 9, 8 Exhibition Street, Melbourne VIC 3000, Australia

T +61 3 9653 1234 F +61 3 9654 7117 www.aecom.com

ABN 20 093 846 925

13-Sep-2013

Job No.: 60248376

AECOM in Australia and New Zealand is certified to the latest version of ISO9001, ISO14001, AS/NZS4801 and OHSAS18001.

© AECOM Australia Pty Ltd (AECOM). All rights reserved.

AECOM has prepared this document for the sole use of the Client and for a specific purpose, each as expressly stated in the document. No other

party should rely on this document without the prior written consent of AECOM. AECOM undertakes no duty, nor accepts any responsibility, to any

third party who may rely upon or use this document. This document has been prepared based on the Client’s description of its requirements and

AECOM’s experience, having regard to assumptions that AECOM can reasonably be expected to make in accordance with sound professional

principles. AECOM may also have relied upon information provided by the Client and other third parties to prepare this document, some of which

may not have been verified. Subject to the above conditions, this document may be transmitted, reproduced or disseminated only in its entirety.

AECOM

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Quality Information

Document Fitzroy Street Traffic Impact Assessment

Ref 60248376

Date 13-Sep-2013

Prepared by Daniel North

Reviewed by Christian Bodé

Revision History

Revision Revision

Date Details

Authorised

Name/Position Signature

0 19-Oct-2012 Draft Traffic Impact

Assessment

Christian Bodé

Associate Director

A 11-Jan-2013 Final Traffic Impact

Assessment

Christian Bodé

Associate Director

B 3-Sep-2013 Draft Revised Traffic Impact

Assessment

Christian Bodé

Associate Director

C 13-Sep-2013 Draft Revised Traffic Impact

Assessment

Christian Bodé

Associate Director

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Table of Contents

1.0 Introduction 1 1.1 Tram Stop 133 Study Area 1 1.2 Public Transport and Intermodal Connectivity 1 1.3 Proposed Concept Design Options 2 1.4 VicRoads Route Classifications 3

2.0 Data Collection 3 2.1 VicRoads Sourced Traffic Data and Analysis 3

2.1.1 Fitzroy Street Signal Operation 3 2.1.2 SCATS Traffic Flow Profile 3

3.0 Surveyed Traffic Data 4 3.1 Tram Frequency by Service Number 4 3.2 Queue Lengths 5 3.3 Pedestrian Survey Data 6 3.4 Cyclist Survey Data 8

4.0 VISSIM Microsimulation Traffic Modelling 9 4.1 Existing Conditions Model Development and Validation 9 4.2 Existing Conditions Model Performance 10 4.3 Concept Design Operational Analysis 14

4.3.1 Comparison of Results 14 5.0 Network Fit Assessment (NFA) 16 6.0 Crash Analysis 17 7.0 Swept Path Analysis - St Kilda Park Primary School Access Point 21 8.0 Conclusions and Recommendations 22

8.1 VISSIM Network Modelling 22 8.2 Network Fit Assessment 22 8.3 Crash Analysis 22 8.4 Swept Path Analysis 22 8.5 Recommendations 22

Appendix A Fitzroy Street Crash Statistics A (01/01/2007-30/12/2011) A

Appendix B VicRoads Definitions for Classifying Accidents (DCA) B

Appendix C VicRoads Controller Operation Specification Sheets C

Appendix D SmartRoads LOS Definitions for Arterial Roads D

Appendix E Assessed Concept Designs E

Appendix F NFA Approach Results F

List of Tables

Table 1 Tram frequency - AM peak period (0700-0900) 4 Table 2 Tram frequency – PM peak period (1600-1800) 5 Table 3 Average and Maximum Queues 5 Table 4 Matrix of pedestrian movements at Fitzroy Street and Lakeside Drive/ Princes Street

intersection from 0700-0900 on Tuesday 16th

October 2012 6

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Table 5 Matrix of pedestrian movements at Fitzroy Street and Lakeside Drive/ Princes Street


October 2012 6 Table 6 Matrix of pedestrian movements at Fitzroy Street and Canterbury Road/ Grey Street


October 2012 7 Table 7 Matrix of pedestrian movements at Fitzroy Street and Canterbury Road/ Grey Street


October 2012 7 Table 8 Yearly crash totals January 2007 to December 2011 18

List of Figures

Figure 1 Existing conditions locality plan - Stop 133 and 132 Fitzroy Street 1 Figure 2 VicRoads declared road network map 3 Figure 3 24 hour SCATS traffic flow profile (Tuesday 16 October 2012) – All movements 4 Figure 4 Pedestrian movement diagram indicating dwell points at Fitzroy Street and Lakeside

Drive/ Princes Street intersection 6 Figure 5 Pedestrian movement diagram indicating dwell points at Fitzroy Street and Canterbury

Road/ Grey Street intersection 7 Figure 6 Surveyed on-road cyclist movements at Fitzroy Street and Lakeside Drive/ Princes Street

intersection on Tuesday 16th

October 2012 from 0700-0900 and 1600-1800 8 Figure 7 Surveyed on-road cyclists movements at Fitzroy Street and Canterbury Road/ Grey

Street intersection on Tuesday 16th

October 2012 from 0700-0900 and 1600-1800 8 Figure 8 Observed versus modelled 2 hour flow volumes – light and heavy vehicles 10 Figure 9 Fitzroy Street / Canterbury Road / Grey Street Existing Conditions LOS summary 11 Figure 10 Fitzroy Street / Princes Street / Lakeside Drive Existing Conditions LOS Summary 11 Figure 11 Turning movement traffic calibration schematic – light vehicles and trams modelled

versus observed 12 Figure 12 Turning movement traffic calibration schematic – heavy vehicles modelled versus

observed 13 Figure 13 Fitzroy Street / Canterbury Road / Grey Street modelled average vehicle delay (seconds) 14 Figure 14 Fitzroy Street / Lakeside Drive / Princes Street modelled average vehicle delay

(seconds) 15 Figure 15 SmartRoads Network Operating Plan – Fitzroy Street, St Kilda (City of Port Phillip) 16 Figure 16 Option 1 NFA results 17 Figure 17 Option 2 NFA results 17 Figure 18 Option 3 NFA results 17 Figure 19 Option 4 NFA results 17 Figure 20 Crash severity (January 2007 to December 2011) 17 Figure 21 Crash summary by DCA groups 18 Figure 22 Crash frequency by time of day 18 Figure 23 Proportion of vehicle types involved crashes 19 Figure 24 Collision diagram – Fitzroy Street, Lakeside Drive to Canterbury Road (January 2007 to

December 2011) 20 Figure 29 Fitzroy Street Stop 133 Option 1 Concept Design e-1 Figure 30 Fitzroy Street Stop 133 Option 2 Concept Design e-2 Figure 31 Fitzroy Street Stop 133 Option 3 Concept Design e-3 Figure 32 Fitzroy Street Stop 133 Option 4 Concept Design e-4

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1.0 Introduction

1.1 Tram Stop 133 Study Area

Stop 133 is located on the southwest side of the Fitzroy Street / Canterbury Road intersection and services Route

3a, 16, and 96. As part of the Route 96 Corridor Development Project, Stop 132 to the northeast of Stop 133 will

be removed and Stop 133 moved northeast and upgraded to an accessible tram stop. The new Stop 133 will be a

midblock stop between Princes Street and Canterbury Road, approximately equal distance from Stop 132 and

134. This stop will only service Routes 3a and 16 as the 96 tram travels to and from the city via the light rail

connection. This removes a stop from Route 96 which will provide a shorter journey time. The Traffic Impact

Assessment will involve traffic analysis of the following signalised intersections:

- Fitzroy Street / Grey Street / Canterbury Road

- Fitzroy Street / Princes Street / Lakeside Drive

Figure 1 shows the study area and current positioning of tram stops 132 and 133.

Figure 1 Existing conditions locality plan - Stop 133 and 132 Fitzroy Street

Source: Open Street Map

A good connection to the broader metropolitan road network is provided within the direct vicinity of the focus area.

Fitzroy Street north connects directly to St Kilda junction linking to Melbourne’s principle north-south arterial spine

in Punt Road. St Kilda Road north and Queens Road provide direct access to the CBD. Dandenong Road and

Nepean Highway connect to the eastern and south suburbs. Freeway access is limited; the M1 is approximately

5 kilometres north.

1.2 Public Transport and Intermodal Connectivity

The following tram routes run north-south on Fitzroy Street servicing stops 133 and 132:

- Route 3a – Melbourne University to East Malvern (via St Kilda)

- Route 16 – Melbourne University to Kew (via St Kilda Beach)

Route 96 (East Brunswick to St Kilda Beach) also services stop 133 but exits/enters Fitzroy Street immediately

north of Canterbury Road at the St Kilda Light Rail Station. Route 96 connects to the CBD at this point via the St

Kilda Light Rail Line which runs this service exclusively.

The following bus services run in a clockwise loop via Grey Street, Fitzroy Street and Princes Street stopping

adjacent the St Kilda Bowling Club at bus stop 4610, immediately north of Balluk William Court:

Lakeside Drive

Princes Street

Canterbury Road

Grey Street

Fitzroy Street

Existing tram stop 133

Existing tram stop 132

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- Route 600 – Southland Shopping Centre to St Kilda Light Rail Station (via Tramway Parade)

- Route 922 – Southland Shopping Centre to St Kilda Light Rail Station (via North Brighton Station)

- Route 923 – Southland Shopping Centre to St Kilda Light Rail Station

The closest rail alignment is the Sandringham rail line with Windsor Station located approximately one kilometre

east of St Kilda Junction.

The assessed section of Fitzroy Street is listed on the Principal Bicycle Network (PBN) as ‘Shared Bicycle and

Parking Lane’ although an off-road shared footway/bicycle path is provided over a section on the north side of

Fitzroy Street.

1.3 Proposed Concept Design Options

Four Concept Design Options have been developed by AECOM as part of Work Package 3 Route 96 Corridor

Development Project. All options involve the removal of Stop 132 and relocation of Stop 133. This analysis

focuses on the two preferred options as detailed below:

Option 1 - Drawing Number SK_R96_1103 (Revision B 13/07/2012)

- Relocation of Stop 133 to the northeast of St Kilda Park Primary School access point:

- Two raised tram platform stops (one in each direction), 33 metres long by 3.1 metres wide

- Through traffic lanes reduced from two lanes to one each direction adjacent the stop. Traffic required to

merge from right to left

- Staggered zebra crossing on the northern end of the platform stop

- Pedestrian Operated Signals (POS) and staggered crossing on the southern side of the platform stop

- Removal of some parking provision on the north and south side of Fitzroy Street

Option 2 – Drawing Number SK_R96_1104 (Revision B 13/07/2012)

- Relocation of Stop 133 to the southwest of St Kilda Park Primary School access point

- Two raised platform stops (one in each direction), 33 metres long by 3.1 metres wide

- Through traffic lanes reduced from two lanes to one each direction adjacent the stop. Traffic required to

merge from right to left in the northbound direction

- Staggered zebra crossing on the northern end of the platform stop

- Pedestrian Operated Signals (POS) and staggered crossing on the southern side of the platform stop

- Banning of the right-turn movement from St Kilda Park Primary School access point and Ballak William

Court to Fitzroy Street. Vehicles will be required to turn left into Fitzroy Street and u-turn at Fitzroy Street /

Princes Street / Lakeside Drive

- Removal of some parking provision on the north and south side of Fitzroy Street

- Bus stop 4610 relocated further north-east along Fitzroy Street

Option 3 – Drawing Number SK_R96_1103 (Revision A 28/08/2013)

- Right to left merge, departure side of Fitzroy Street / Lakeside Drive / Princes Street

- Existing tram stop 133 and 132 to be removed

- New signalised pedestrian crossing to access tram platforms

Option 4 – Drawing Number SK_R96_1103 (Revision A 05/08/2013)

- Single through lane Fitzroy Street westbound

- Existing tram stop 133 and 132 to be removed

- New signalised pedestrian crossing to access tram platforms

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Concept design drawings for these options are provided in Appendix E.

1.4 VicRoads Route Classifications

Fitzroy Street and Canterbury Road are declared arterial roads that fall under the jurisdiction of VicRoads. Grey

Street, Lakeside Drive and Princes Street have local road classification and are therefore managed by City of Port

Philip. The map provided in Figure 2 shows the declared road network within the direct vicinity of Fitzroy Street.

Figure 2 VicRoads declared road network map

Source: VicRoads Maps of Declared Roads

The VicRoads Network Operating Plan is provided in Figure 15 and shows the designated mode priority for each

route.

2.0 Data Collection

2.1 VicRoads Sourced Traffic Data and Analysis

Traffic data has been sourced from VicRoads SCATS (Sydney Coordinate Adaptive Traffic System) database.

SCATS is a computerised traffic management system maintained by VicRoads and used to control and

coordinate traffic signals across the network.

2.1.1 Fitzroy Street Signal Operation

Phasing diagrams and signal operation specification sheet have been sourced from VicRoads for the two

assessed intersections:

- Fitzroy Street / Canterbury Road /Grey Street

- Fitzroy Street / Lakeside Drive / Princes Street

Signal operation specification sheets are provided for both intersections in Appendix C.

2.1.2 SCATS Traffic Flow Profile

The traffic flow profile, as shown in Figure 3, shows two distinct peak periods from 7.00-9.00am in the morning

and 4.00-6.00pm in the evening. The total traffic flow through the network is greatest during the evening peak

period. As such, the evening peak is considered most critical and forms the focus of this investigation.

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Figure 3 24 hour SCATS traffic flow profile (Tuesday 16 October 2012) – All movements

3.0 Surveyed Traffic Data

AECOM commissioned Nationwide Traffic Surveys to undertake surveys on Fitzroy Street between Lakeside

Drive/ Princes Street and Canterbury Road / Grey Street on Tuesday 16th October 2012, from 7am to 9am and

4pm to 6pm. This day and times were selected to represent the typical busy weekdays in the AM and PM peak

periods.

3.1 Tram Frequency by Service Number

Tram service numbers and frequencies were recorded at the two intersections. The results are listed in Table 1 and Table 2.

Table 1 Tram frequency - AM peak period (0700-0900)

Service Number

Lakeside Drive/ Princes Street (Stop

132)

Canterbury Road/ Grey Street

(Stop 133)

Eastbound Westbound Total Eastbound Westbound Total

16 12 10 22 12 11 23

96 0 0 0 19 19 38

TOTAL 12 10 22 31 30 61

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Table 2 Tram frequency – PM peak period (1600-1800)

Service Number Lakeside Drive/ Princes Street (Stop 132)

Canterbury Road/ Grey Street

(Stop 133)

Eastbound Westbound Total Eastbound Westbound Total

16 12 12 24 12 12 24

96 0 0 0 18 19 37

Not In Service 0 1 1 2 1 3

TOTAL 12 13 25 32 32 64

3.2 Queue Lengths

The queue lengths of all approach arms at the two intersections were recorded during the traffic survey. The

queue lengths are summarised in Table 3. Queue lengths were recorded as the number of vehicles extending to

the back of the queue. In order to express the queue length in metres an average vehicle length of 6 metres has

been assumed which incorporates some allowance for the space between vehicles.

Table 3 Average and Maximum Queues

Intersection Road Direction

Average and Maximum Queues

AM Peak Period (0700-0900) PM Peak Period (1600-1800)

Avg. Q

Veh.

Avg. Q

(m)

Max. Q

Veh.

Max. Q

(m)

Avg. Q

Veh.

Avg. Q

(m)

Max. Q

Veh.

Max. Q

(m)

Fitzroy St & Canterbury Rd/Grey St

Fitzroy St EB 12 72 33 198 11 66 26 156

Fitzroy St WB 13 78 34 204 11 66 26 156

Grey St NB 34 204 58 348 14 84 30 180

Canterbury Rd SB 12 72 30 180 21 126 43 258

Fitzroy St & Lakeside Dr/Princes St

Fitzroy St EB 4 24 14 84 4 24 11 66

Fitzroy St WB 5 30 15 90 5 30 15 90

Princes St NB 13 78 35 210 4 24 10 60

Lakeside Dr SB 3 18 11 66 10 60 33 198

Notes: Avg.=Average, Q=Queue, Veh.=Vehicles, (m)=Metres, EB=Eastbound, WB=Westbound, NB=Northbound, SB=Southbound

The survey results indicate that:

- The average and maximum queue lengths on Fitzroy Street were relatively consistent in the AM and PM

peak hours at both intersections.

- In the AM peak period, northbound traffic on Grey Street was longest with an average queue length of 204

metres and a maximum queue length of 348 metres.

- In the PM peak period, southbound traffic on Canterbury Road was longest with an average queue length of

126 metres and a maximum queue length of 258 metres.

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3.3 Pedestrian Survey Data

Pedestrian movements were recorded between the dwell points at the intersection of Fitzroy Street and Lakeside

Drive/ Princes Street as indicated in Figure 4, and Table 4 and Table 5 show a matrix of pedestrian movements in

the AM and PM peak periods.

Figure 4 Pedestrian movement diagram indicating dwell points at Fitzroy Street and Lakeside Drive/ Princes Street intersection

Table 4 Matrix of pedestrian movements at Fitzroy Street and Lakeside Drive/ Princes Street intersection from 0700-0900 on

Tuesday 16th

October 2012

A B C D E F

A

110

41 2

B 137

19 41

C

0

4

D

95 1

126

E 26

59

0

F 2

3

Table 5 Matrix of pedestrian movements at Fitzroy Street and Lakeside Drive/ Princes Street intersection from 1600-1800 on

Tuesday 16th

October 2012

A B C D E F

A

231

31 0

B 138

3 55

C

6

1

D

54 1

50

E 43

115

0

F 5

3

The results indicate that the eastbound and westbound movements on Lakeside Drive and Princes Street

between points A, B, D and E were high compared to the northbound and southbound movements on Fitzroy

Street.

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Pedestrian movements were recorded between the dwell points at the intersection of Fitzroy Street and

Canterbury Road/ Grey Street as indicated in Figure 5, and Table 6 and Table 7 show a matrix of pedestrian

movements in the AM and PM peak periods.

Figure 5 Pedestrian movement diagram indicating dwell points at Fitzroy Street and Canterbury Road/ Grey Street intersection

Table 6 Matrix of pedestrian movements at Fitzroy Street and Canterbury Road/ Grey Street intersection from 0700-0900 on

Tuesday 16th

October 2012

A B C D E

A

37

43 38

B 88

63

C

157

145

D 26

138

195

E 10

39

Table 7 Matrix of pedestrian movements at Fitzroy Street and Canterbury Road/ Grey Street intersection from 1600-1800 on

Tuesday 16th

October 2012

A B C D E

A

115

46 25

B 85

238

C

150

261

D 61

294

79

E 49

114

The results indicate that the pedestrian movements were high in all directions including the movement between

Grey Street and tram stop 133 on Fitzroy Street in both AM and PM peak periods.

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3.4 Cyclist Survey Data

Bicycle movements through both intersections were surveyed, the results are shown in Figure 6 and Figure 7.

Figure 6 Surveyed on-road cyclist movements at Fitzroy Street and Lakeside Drive/ Princes Street intersection on Tuesday

16th

October 2012 from 0700-0900 and 1600-1800

Figure 7 Surveyed on-road cyclists movements at Fitzroy Street and Canterbury Road/ Grey Street intersection on Tuesday 16th

October 2012 from 0700-0900 and 1600-1800

The survey results indicate that:

- In the AM peak period, the north-eastbound cyclists on Fitzroy Street were relatively high at both

intersections when 86-83 cyclists were recorded.

- In the PM peak period, the south-westbound cyclists on Fitzroy Street were lower than the AM peak period

when 44-45 cyclists were recorded.

- The cyclists on Grey Street were significantly higher in the AM peak periods when a total of 82 cyclists was

recorded.

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4.0 VISSIM Microsimulation Traffic Modelling

4.1 Existing Conditions Model Development and Validation

An existing conditions Base Case VISSIM microsimulation model was developed for the area shown in Figure 1

incorporating the following intersections and access points:

- Fitzroy Street / Lakeside Drive / Princes Street

- Fitzroy Street / Canterbury Road / Grey Street

- Fitzroy Street / Balluk William Court

- Fitzroy Street / St Kilda Park Primary School access point

The modelled area extended beyond the intersections listed above to fully encompass traffic congestion resulting

from delays generated at these locations.

Survey data collected Tuesday 16 October 2012 was used to populate and validate the model to acceptable

Australian and UK modelling criteria and to reproduce conditions observed onsite during the evening peak period.

As discussed in Section 2.1.2, peak traffic flow occurs during the evening peak period. Consequently, the

evening peak 4.00-6.00pm has been represented in the modelling. The adopted process thus includes a

comprehensive numerical and qualitative assessment that the modelled areas of congestion are at locations, and

to appropriate extents, as could reasonably be expected by someone familiar with typical, real life network

conditions.

Flow to volume related criteria is a measure of the goodness-of-fit of the model against observed conditions

through application of the “GeH” Statistic. The GeH statistic provides a self-scaling measure of goodness of fit of

modelled to observed flows, necessary because of the large range over which observed traffic flows can.

The GeH statistic is defined as:

Where: O = Observed Flow and M = Model Flow

Common acceptability thresholds adopted in the field of traffic engineering for flow rates are itemised below:

- GeH value of less than or equal to 2.0 – Good fit of modelled flow relative to observed value.

- GeH value of between 2.0 and 5.0 – Moderate fit of modelled flow relative to observed value.

- GeH value of greater than 5.0 – Poor fit of modelled flow relative to observed value.

Modelled traffic volumes have been compared against survey volumes for all movements at the intersections

listed above as well as tram movements to and from St Kilda Light Rail Station. The results of the comparison are

shown in Figure 11 and Figure 12.

Figure 8 shows observed versus modelled plot of link volumes for all road cross section sites located within the

assessed cordon. The sites correlate with each specific flow comparison presented on the network schematics

shown in Figure 11 and Figure 12 for all assessed vehicles classes. The plot comparison shows that the model is

replicating observed demand volumes for the simulated evening peak period.

MO

MOGEHStat

2

1

2

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Figure 8 Observed versus modelled 2 hour flow volumes – light and heavy vehicles

4.2 Existing Conditions Model Performance

A qualitative comparison of modelled conditions versus observed conditions was undertaken to ensure

performance parameters such as queue lengths and intersection delay were representative of actual operation

conditions. The north-south routes; Grey Street <->Canterbury Road and Lakeside Drive<->Princes Street

account for the majority of traffic and exhibit most congestion. The most substantial queuing occurs on the

Canterbury Road approach, during the evening peak, where vehicles are often prevented from progressing

through the intersection in a single cycle. A summary of the performance of each movement is provided in Figure

9and Figure 10. The Level of Service (LOS) results have been derived based on SmartRoads LOS criteria as

described in Appendix D.

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Figure 9 Fitzroy Street / Canterbury Road / Grey Street Existing Conditions LOS summary

Figure 10 Fitzroy Street / Princes Street / Lakeside Drive Existing Conditions LOS Summary

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Figure 11 Turning movement traffic calibration schematic – light vehicles and trams modelled versus observed

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Figure 12 Turning movement traffic calibration schematic – heavy vehicles modelled versus observed

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4.3 Concept Design Operational Analysis

The concept design options as described in Section 1.3 and shown in Appendix E have been coded in VISSIM

and used to assess the operational performance of the road network under the four proposed tram stop

configurations. In each case this involved the following:

- Construction of a pedestrian activated signal crossing (which has been fully represented in the

microsimulation model)

- Relocation of the tram pedestrian demand from the existing tram stops at Fitzroy Street / Canterbury and

Fitzroy Street / Princes Street

- A single through lane on Fitzroy Street as necessary on sections adjacent to the accessible tram stop

4.3.1 Comparison of Results

Average vehicle delay has been extracted from the modelled scenarios and is presented for each intersection in

Figure 13 and Figure 14. Delay cross sections are defined in the microsimulation model for every movement

through the two signalised intersections using two markers. A start marker is placed beyond the point of

maximum congestion generated on each approach. The end marker is placed on the exit side of the intersection

for each specific movement where vehicles achieve free-flow. Delay is then measured across the model period

for each vehicle against ‘ultimate’ zero delay conditions.

Figure 13 Fitzroy Street / Canterbury Road / Grey Street modelled average vehicle delay (seconds)

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Figure 14 Fitzroy Street / Lakeside Drive / Princes Street modelled average vehicle delay (seconds)

The modelling results provided in Figure 13 and Figure 14 show that there is some impact on traffic delay

associated with the proposed concept design options. In general, Option 2 exhibited more congestion than the

other options and delay results were less favourable. This is primarily due to the lane configuration on the

westbound approach to Fitzroy Street / Canterbury Road / Grey Street. Option 2 provides less distance for

vehicles to merge and store, thereby constraining throughput at the stop-line. The has a knock-on effect a Fitzroy

Street / Lakeside Drive / Prices Street where throughput is affected by downstream congestion.

The provision of a single lane for each direction of travel affects throughput significantly on the westbound

approach to Fitzroy Street / Canterbury Road / Grey Street. Traffic is required to split into a single lane for each

movement (right, through and left) which results delay caused by excessive merging and lane changing. With the

removal of tram stop 133 there is some scope to provide a shared through and left from this approach. This

would allow vehicles to progress through the intersection (east-west) in two lanes thereby increasing throughput

and storage capacity. It is noted that the central tram platform stop further south at Park Street would still require

vehicles to merge into a single lane and it is likely that congestion would still occur. An operational analysis would

need to be undertaken to determine the full impact of this arrangement.

Modelling results indicate there is minimal operational difference on the westbound approach to Fitzroy Street /

Lakeside Drive between Option 3 and Option 4. Vehicle delay through the intersection is comparable regardless

of which side of the intersection the merge occurs. Option 4 (vehicles merging into a single lane on the approach

side of the intersection) results in longer queues that on occasion approach St Kilda Junction. However,

throughput at the stop-line remains comparable. Option 3 (vehicles merging on the departure side of Fitzroy

Street / Lakeside Drive) does not impeded vehicle throughput but does present some safety issues. The merge

arrangement in Option 3 is a-typical and may present challenges to drivers on occasions.

Average tram delay was also extracted from the model using the same method as described for general traffic.

Tram delay through both signalised intersections was found to decrease in all options. This can be primarily

attributed to the removal of tram stops and the associate boarding/alighting delay at these locations.

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5.0 Network Fit Assessment (NFA)

As shown in Figure 15, the section of Fitzroy Street between Canterbury Road and Lakeside Drive has been

identified as a Tram Priority Route within the VicRoads Road Use Hierarchy (RUH). The southern section,

extending from the St Kilda Park Primary School access point to beyond Canterbury Road, also has Pedestrian

Priority. The northern portion of Canterbury Road is a designated traffic route, though not a preferred traffic route.

Princes Street and Lakeside Drive are bicycle priority routes. The southern section of Fitzroy Street (south-east of

Canterbury Road) has been identified as a Major Activity Centre.

Figure 15 SmartRoads Network Operating Plan – Fitzroy Street, St Kilda (City of Port Phillip)

Source: SmartRoads

A level 1 NFA has been undertaken to determine if the proposed concepts are likely to support the intent of the

Network Operating Plan. Network Fit Assessments are intended to be undertaken in a workshop format with

representation from key stakeholders and the nominated VicRoads representatives. The NFA results presented

in this report are intended as guide to the likely outcome of this process. However, in order for the findings to be

deemed valid the prepared background material would need to be reviewed and workshopped in a formal setting.

The Network Operating Plan for the study area as shown in Figure 15 indicates pedestrian priority extending half

way up Fitzroy Street from Canterbury Road. Pedestrian priority on this section was coded manually within the

Network Fit Assessment tool and the relative impact levels assigned for each option. A positive impact was

recorded for pedestrians on links directly adjacent to the proposed tram stops for each option. The positive

impact was primarily attributed to improved desire lines for pedestrians crossing Fitzroy Street at each of the

proposed midblock tram stops.

As shown in Figure 16 to Figure 19 an overall positive impact is expected for trams for all of the proposed

schemes. However, a negative impact will result for general traffic which ultimately results in a moderate

likelihood of alignment with the Road User Hierarchy (RUH).

It may be possible to achieve a neutral or positive NFA outcome for general traffic under a scenario

which provides 2 through lanes on Fitzroy Street westbound approach to Canterbury Road / Grey Street

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Figure 16 Option 1 NFA results

Figure 17 Option 2 NFA results

Figure 18 Option 3 NFA results Figure 19 Option 4 NFA results

6.0 Crash Analysis

Crash data has been sourced from the VicRoads CrashStats database for the five year period from January 2007

to December 2011 for roads within the direct vicinity of the focus area. In total, 42 casualty crashes were

recorded on this section of Fitzroy Street and within the immediate vicinity of Fitzroy Street / Canterbury Road /

Grey Street and Fitzroy Street / Lakeside Drive / Princes Street.

Figure 20 shows the proportion of crashes resulting in injury to participants. The data suggests the majority of

crash participants did not incur serious injury resulting from collisions, approximately two thirds.

Figure 20 Crash severity (January 2007 to December 2011)

Pedestrians were involved in a relatively high proportion of casualty crashes; 16 of the 42 recorded. This is

reflective of the active pedestrian road environment, relatively high pedestrian flows and close proximity to the

Fitzroy Street Activity Centre. Interestingly, crashes involving pedestrians did not necessarily result in serious

injury to the participants; 11 of the 16 casualty crashes involving pedestrians were non-serious. Cyclists were

One third of casualty crashes resulted in serious injury, no fatal crashes were recorded

AECOM

Tram Stop 133


D R A F T


18

also highly represented with vehicles and cyclists colliding on eight occasions. One collision was reported

involving a cyclist and a pedestrian however neither participant incurred serious injury.

The physical road environment was not impacted significantly by road crashes with vehicles colliding with fixed

objects on only two occasions in the five year period. Run-off road crashes accounted for only 14%. Rear-end

collisions also accounted for 14% of crashes. There were no crashes with trams reported in crash data for this

period. Figure 21 shows the number of crashes recorded for each VicRoads Definitions for Classifying Accidents

(DCA) categories.

Figure 21 Crash summary by DCA groups

As shown in Table 8, the total number of crashes annually remains relatively low for this site. Only three casualty

crashes were recorded in the 2011 calendar year, although the annual average was eight.

Table 8 Yearly crash totals January 2007 to December 2011

2007 2008 2009 2010 2011

13 11 5 10 3

As shown in Figure 22, crash frequency was not necessarily concentrated to a specific time of day. A higher

number of crashes did occur during the AM peak period with low numbers recorded early in the morning and at

midday. This may be somewhat attributed to increased activity surrounding school drop-offs.

Figure 22 Crash frequency by time of day

Figure 23 shows the proportion various vehicle types involved in crashes across the assessment period. General

traffic vehicles were involved in the majority of crashes. However, almost a third of crashes involved either

motorcycles or bicycles.

AECOM

Tram Stop 133


D R A F T


19

Figure 23 Proportion of vehicle types involved crashes

Crashes were quite spread through the study area, with clusters occurring both the midblock and at intersections.

Interestingly, the severity of crashes increased within a closer proximity to Canterbury Road and Lakeside Drive.

All 14 serious injury crashes occurred within approximately 50 metres of the two intersections. A collision diagram

is provided in Figure 24 which details the location, severity and type for each casualty crash within the study area.

A full listing of the DCA codes is provided in Appendix B. Further to this classification, Appendix A provides the

full details by crash for listing.

AECOM

Tram Stop 133


D R A F T


20

Figure 24 Collision diagram – Fitzroy Street, Lakeside Drive to Canterbury Road (January 2007 to December 2011)

1 (DCA 143)

3 (DCA 102)

31 (DCA 100)

26 (DCA 130)

11 (DCA 130)

24 (DCA 100)

33 (DCA 109)

OTHER PED. 8 (DCA 122)

27 (DCA 100)

10 (DCA 130)

12 (DCA 140)

40 (DCA 173)

13 (DCA 149) OTHER

MANOEUVRING

7 (DCA 106)

20 (DCA 100)

42 (DCA 174)

23 (DCA 100)

15 (DCA 121)

Serious injury crash

Other injury crash 41 (DCA 109)

OTHER STRAIGHT

16 (DCA 102)

14 (DCA 171)

22 (DCA 100)

37 (DCA 121)

38 (DCA 100)

18 (DCA 100)

29 (DCA 174)

39 (DCA 109)

OTHER PED.

2 (DCA 163)

4 (DCA 100)

25 (DCA 163)

32 (DCA 174)

6 (DCA 130)

5 (DCA 100)

21 (DCA 100)

36 (DCA 140)

35 (DCA 130)

17 (DCA 163)

19 (DCA 121)

28 (DCA 121)

30 (DCA 130)

34 (DCA 135)

9 (DCA 140)

AECOM

Tram Stop 133


D R A F T


21

7.0 Swept Path Analysis - St Kilda Park Primary School Access Point

A Swept path analysis was completed for light vehicles entering and exiting St Kilda Park Primary School access point. The figure shown below indicates that the movements

can be successfully completed within the specified allocation.

AECOM

Tram Stop 133


D R A F T


22

8.0 Conclusions and Recommendations

The analysis presented in this report falls into four sections as outlined below.

8.1 VISSIM Network Modelling

Micro simulation traffic modelling was undertaken using VISSIM to represent existing conditions and to quantify

the impact on the surrounding road network for the following proposed concept designs:

- Option 1 - relocation of tram stop 133 to Fitzroy Street north-east

- Option 2 - relocation of tram stop 133 to Fitzroy Street south-west

- Option 3 - right to left merge, departure side of Fitzroy Street / Lakeside Drive / Princes Street

- Option 4 - single through lane Fitzroy Street westbound

The traffic modelling indicates infrastructure changes associated with all four options will result in additional

congestion across the assessed network. Average delay was compared for all movements through both

signalised intersection. Overall Option 3 performed more favourably than the other options which can be primarily

attributed to the amount storage space on the east approach to Fitzroy Street / Canterbury Road / Grey Street

and the metering effect associated with reducing the westbound approach to Fitzroy Street / Lakeside Drive to

one through lane. Additional analysis should be undertaken to assess the operational impact associated with

providing 2 exit lanes on Fitzroy Street at Canterbury Road as well as providing a shared through and left

movement form Fitzroy street westbound approach. Tram delay decreased from existing conditions in all options

due to reduced boarding/alighting delay associated with the removal of tram stops.

8.2 Network Fit Assessment

The results of the preliminary Level 1 NFA assessment are provided in Section 5.0. The assessment has resulted

in an overall positive impact for all options for trams and pedestrians. Specifically, Option 2 provides improved

pedestrian connection in both directions across Fitzroy Street. The proposed mid-block tram stop and pedestrian

crossing will be positioned within the pedestrian priority area defined on the SmartRoads Network Operating plan

shown in Figure 15. The benefit provided for pedestrians at this location under Option 2 translates to an overall

positive rating for pedestrian for this scheme.

When all transport modes are considered the NFA tool indicates a moderate alignment with the RUH all options.

Although a positive rating is achieved for trams and pedestrians, the deterioration in general traffic performance

across the network influences the overall result.

8.3 Crash Analysis

Crash data for a five year period from January 2007 to December 2011 was assessed. The data showed a high

proportion crashes involved pedestrians and cyclists which is representative of the pedestrian activity within the

precinct. Only one third of crashes resulted in serious injuries and no fatal crashes occurred. Yearly crash totals

remain consistently low across the five year period.

8.4 Swept Path Analysis

A Swept path analysis was completed for light vehicles entering and exiting St Kilda Park Primary School access

point. The figure presented in Section 7.0 shows that the movements can be successfully completed within the

specified allocation.

8.5 Recommendations

It is recommended additional modelling be undertaken to assess the operational impact of providing a shared

through and left lane on the east approach to Fitzroy Street / Canterbury Road / Grey Street. This additional

scenario would include 2 exit lanes on Fitzroy Street westbound.

AECOM

Tram Stop 133


D R A F T


23

A level 2 NFA should be undertaken and an NFA workshop held with representation from VicRoads and the

various stakeholders. Level of Service, extracted from the microsimulation modelling would be used to inform this

process.

Improved performance may be achieved for general traffic with revised signal operation. Signals could be

optimised and coordinated at both intersections to increase throughput and minimise delay. Additional modelling

could be undertaken using TRANSYT or similar signalised optimisation software to generate optimal green times

across the model period.

AECOM

Tram Stop 133


D R A F T


Appendix A

Fitzroy Street Crash Statistics (01/01/2007-30/12/2011)

AECOM

Tram Stop 133


D R A F T


a-1

Appendix A VicRoads Crash Statistics

Cra

sh

#

Vic

Ro

ad

s c

ras

h

ref.

Date

Tim

e

Se

ve

rity

Tra

ffic

co

ntr

ol

Sp

ee

d z

on

e

Lig

ht

Ro

ad

Atm

os

ph

ere

To

tal

ve

hic

les

Kil

led

Se

rio

us

in

jury

Oth

er

inju

ry

No

t in

jure

d

DCA Sub DCA

Sub

DCA

Code

Location

1 T2

01

00

03

85

64

7/0

5/2

01

0

8:0

0

Oth

er

Inju

ry

Unkn

ow

n

60

km

/hr

Day

Dry

Clear 2 0 0 1 1

163 Vehicle

strikes door of

parked/stationary

vehicle Not required

Not

required

On Canterbury Road btw

West Beach Road &

Fitzroy Street (29 m SE

of West Beach)

2 T2

00

80

04

47

64

4/1

2/2

00

8

15

:30

Oth

er

Inju

ry

No c

ontr

ol

60

km

/hr

Day

Dry

Clear 2 0 0 1 1

143 Entering

parking

Kerb parking

parallel R02

On Canterbury Road btw

West Beach Road &

Fitzroy Street (37 m W of

Fitzroy)

3 T2

01

10

03

75

91

13

/11

/20

11

15

:15

Oth

er

Inju

ry

No c

ontr

ol

60

km

/hr

Day

Dry

Clear 1 0 0 1 1

102 Far side. ped

hit by vehicle

from the left

Pedestrian

stepped off

median strip C01

On Fitzroy Street btw

Canterbury Road &

Balluk Willam Court (42

m NE of Canterbury)

4 T2

00

80

04

83

09

29

/12

/20

08

7:1

0

Oth

er

Inju

ry

No c

ontr

ol

60

km

/hr

Day

Dry

Clear 2 0 0 1 1

163 Vehicle

strikes door of

parked/stationary


Not

required


Canterbury Road &

Balluk Willam Court (26

m NE of Canterbury)

5 T2

01

00

03

80

94

21

/09

/20

10

19

:35

Se

rio

us

inju

ry

No c

ontr

ol

40

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

Dry

Clear 1 0 1 0 0

171 Left off

carriageway into

object/parked

vehicle

Kerb (roadside),

Hit Poles

(telephone/

electricity) V02,Q01

Canterbury Road &

Fitzroy Street

AECOM

Tram Stop 133


D R A F T


a-2

Cra

sh

#

Vic

Ro

ad

s c

ras

h

ref.

Date

Tim

e

Se

ve

rity

Tra

ffic

co

ntr

ol

Sp

ee

d z

on

e

Lig

ht

Ro

ad

Atm

os

ph

ere

To

tal

ve

hic

les

Kil

led

Se

rio

us

in

jury

Oth

er

inju

ry

No

t in

jure

d

DCA Sub DCA

Sub

DCA

Code

Location

6 T2

01

10

00

30

12

24

/01

/20

11

18

:10

Oth

er

Inju

ry

Sto

p g

o

ligh

ts

40

km

/hr

Day

Dry

Clear 2 0 0 1 1 122 Left through Not required

Not

required

Canterbury Road &

Fitzroy Street

7 T2

01

00

04

77

94

28

/11

/20

10

2:3

0

Se

rio

us

inju

ry

Sto

p g

o

ligh

ts

40

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

We

t

Raini

ng 1 0 2 0 3

102 Far side. ped

hit by vehicle

from the left

Vehicle leaving

intersection,

Vehicle turning

right A02,B02

Canterbury Road &

Fitzroy Street

8 T2

00

90

00

89

37

13

/03

/20

09

3:5

7

Oth

er

Inju

ry

Sto

p g

o

ligh

ts

50

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

Dry

Clear 1 0 0 1 1

100 Ped near

side. ped hit by

vehicle from the

right

Vehicle entering

intersection,

Vehicle going

straight through A01,B01

Canterbury Road &

Fitzroy Street

9 T2

00

80

04

13

11

1/1

0/2

00

8

22

:55

Oth

er

Inju

ry

Sto

p g

o

ligh

ts

70

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

Dry

Not

know

n 2 0 0 1 1

130 Rear end

(vehicles in same

lane)

Vehicle entering

intersection A01,N01

Canterbury Road &

Fitzroy Street

10 T2

00

80

03

96

80

17

/10

/20

08

18

:15

Se

rio

us

inju

ry

Sto

p g

o

ligh

ts

60

km

/hr

Day

Dry

Not

know

n 1 0 1 0 0

179 Other

accidents off

straight Not required

Not

required

Canterbury Road &

Fitzroy Street

AECOM

Tram Stop 133


D R A F T


a-3

Cra

sh

#

Vic

Ro

ad

s c

ras

h

ref.

Date

Tim

e

Se

ve

rity

Tra

ffic

co

ntr

ol

Sp

ee

d z

on

e

Lig

ht

Ro

ad

Atm

os

ph

ere

To

tal

ve

hic

les

Kil

led

Se

rio

us

in

jury

Oth

er

inju

ry

No

t in

jure

d

DCA Sub DCA

Sub

DCA

Code

Location

11 T2

01

00

04

59

22

16

/11

/20

10

2:3

5

Oth

er

Inju

ry

Sto

p g

o

ligh

ts

60

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

Dry

Clear 1 0 0 1 1

109 Any other

manoeuvre

involving ped Not required

Not

required

Canterbury Road &

Fitzroy Street

12 T2

00

70

03

20

98

3/0

9/2

00

7

19

:43

Se

rio

us

inju

ry

Sto

p g

o

ligh

ts

40

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

Dry

Clear 2 0 1 0 1

121 Right

through Not required

Not

required

Canterbury Road &

Fitzroy Street

13 T2

00

70

01

65

67

8/0

5/2

00

7

14

:43

Se

rio

us

inju

ry

Sto

p g

o

ligh

ts

40

km

/hr

Day

Dry

Clear 1 0 1 0 1

100 Ped near

side. ped hit by

vehicle from the

right

Vehicle entering

intersection,

Vehicle going


Canterbury Road &

Fitzroy Street

14 T2

00

70

00

23

04

21

/01

/20

07

2:5

5

Oth

er

Inju

ry

Sto

p g

o

ligh

ts

60

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

We

t

Raini

ng 1 0 0 1 3

100 Ped near

side. ped hit by

vehicle from the

right Not required

Not

required

Canterbury Road &

Fitzroy Street

15 T2

00

90

02

93

40

30

/07

/20

09

20

:15

Oth

er

Inju

ry

Sto

p g

o

ligh

ts

60

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

We

t

Raini

ng 1 0 0 1 1

100 Ped near

side. ped hit by

vehicle from the

right

Vehicle leaving

intersection,

Vehicle turning

right A02,B02

Canterbury Road &

Fitzroy Street

AECOM

Tram Stop 133


D R A F T


a-4

Cra

sh

#

Vic

Ro

ad

s c

ras

h

ref.

Date

Tim

e

Se

ve

rity

Tra

ffic

co

ntr

ol

Sp

ee

d z

on

e

Lig

ht

Ro

ad

Atm

os

ph

ere

To

tal

ve

hic

les

Kil

led

Se

rio

us

in

jury

Oth

er

inju

ry

No

t in

jure

d

DCA Sub DCA

Sub

DCA

Code

Location

16 T2

00

80

04

68

64

15

/12

/20

08

8:3

0

Oth

er

Inju

ry

Sto

p g

o

ligh

ts

60

km

/hr

Day

Dry

Clear 3 0 0 1 2

130 Rear end

(vehicles in same

lane)

Intersection,

vehicles within

intersection N01,A03

Canterbury Road &

Fitzroy Street

17 T2

00

70

01

16

39

23

/03

/20

07

21

:05

Oth

er

Inju

ry

Pe

de

str

ian

cro

ssin

g

60

km

/hr

Dark

,

str

ee

t

ligh

ts

Unkn

ow

n

Unkn

own 2 0 0 1 2

130 Rear end

(vehicles in same

lane)

Intersection,

vehicle entering


On Balluk Willam Court

btw & Fitzroy Street (43

m NW of Fitzroy)

18 T2

00

80

00

93

94

14

/03

/20

08

22

:50

Oth

er

Inju

ry

No c

ontr

ol

50

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

Dry

Clear 1 0 0 1 0

173 Right off

carriageway into

object/parked

vehicle

Kerb (roadside),

hit Fences

(including gates) V02,Q03


Loch Street & Canterbury

Road (19 m SW of

Canterbury)

19 T2

01

00

03

35

86

20

/08

/20

10

20

:55

Se

rio

us

inju

ry

Fla

sh

ing

ligh

ts

60

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

Dry

Clear 1 0 1 0 0

174 Out of

control on

carriageway (on

straight) Not required

Not

required

On Lakeside Drive btw

Village Green Drive &

Fitzroy Street (51 m NW

of Fitzroy)

20 T2

00

80

00

98

54

18

/03

/20

08

9:2

0

Se

rio

us

inju

ry

No c

ontr

ol

50

km

/hr

Day

Dry

Clear 1 0 1 0 0

174 Out of

control on

carriageway (on

straight) Not required

Not

required


Unnamed & Lakeside

Drive (27 m SW of

Lakeside)

AECOM

Tram Stop 133


D R A F T


a-5

Cra

sh

#

Vic

Ro

ad

s c

ras

h

ref.

Date

Tim

e

Se

ve

rity

Tra

ffic

co

ntr

ol

Sp

ee

d z

on

e

Lig

ht

Ro

ad

Atm

os

ph

ere

To

tal

ve

hic

les

Kil

led

Se

rio

us

in

jury

Oth

er

inju

ry

No

t in

jure

d

DCA Sub DCA

Sub

DCA

Code

Location

21 T2

00

80

01

66

08

7/0

5/2

00

8

22

:20

Se

rio

us

inju

ry

No c

ontr

ol

60

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

Dry

Clear 1 0 1 0 1

100 Ped near

side. ped hit by

vehicle from the

right Not required

Not

required


Unnamed & Lakeside

Drive (64 m NE of

Unnamed)

22 T2

00

70

02

49

01

8/0

7/2

00

7

15

:00

Oth

er

Inju

ry

No c

ontr

ol

60

km

/hr

Day

We

t

Raini

ng 2 0 0 2 1

130 Rear end

(vehicles in same

lane) Mid block N02


Unnamed & Lakeside

Drive (63 m NE of

Unnamed)

23 T2

00

70

03

62

83

7/1

0/2

00

7

15

:00

Oth

er

Inju

ry

No c

ontr

ol

60

km

/hr

Day

Dry

Clear 2 0 0 1 1

135 Lane change

left (not

overtaking) Not required

Not

required


Unnamed & Lakeside

Drive (33 m NE of

Unnamed)

24 T2

00

70

04

19

52

18

/11

/20

07

7:4

0

Oth

er

inju

ry

No c

ontr

ol

50

km

/hr

Day

We

t

Raini

ng 2 0 0 1 3 140 U turn

Hit by veh from

same dir as

initial dir of U

turn P01


Balluk Willam Court &

Unnamed (33 m SW of

Unnamed)

25 T2

01

00

03

62

99

8/0

9/2

01

0

14

:00

Oth

er

inju

ry

No c

ontr

ol

40

km

/hr

Day

Dry

Clear 1 0 0 1 0

174 Out of

control on

carriageway (on

straight)

No vehicle

mounted/struck V01


Balluk Willam Court &

Unnamed (15 m NE of

Balluk Willam)

AECOM

Tram Stop 133


D R A F T


a-6

Cra

sh

#

Vic

Ro

ad

s c

ras

h

ref.

Date

Tim

e

Se

ve

rity

Tra

ffic

co

ntr

ol

Sp

ee

d z

on

e

Lig

ht

Ro

ad

Atm

os

ph

ere

To

tal

ve

hic

les

Kil

led

Se

rio

us

in

jury

Oth

er

inju

ry

No

t in

jure

d

DCA Sub DCA

Sub

DCA

Code

Location

26 T2

00

70

01

53

49

29

/04

/20

07

7:3

6

Oth

er

Inju

ry

Sto

p g

o

ligh

ts

50

km

/hr

Day

We

t

Dust,

Fog,

Rain 2 0 0 1 1 140 U turn

Hit by veh from

same dir as

initial dir of U

turn P01


Lakeside Drive & Punt

Road (52 m NE of

Lakeside)

27 T2

00

70

02

68

23

23

/07

/20

07

12

:40

Se

rio

us

inju

ry

No c

ontr

ol

60

km

/hr

Day

Dry

Clear 2 0 1 0 1

130 Rear end

(vehicles in same

lane) Mid block N02



Road (53 m NE of

Lakeside)

28 T2

00

90

02

19

54

10

/06

/20

09

8:2

3

Se

rio

us

inju

ry

No c

ontr

ol

50

km

/hr

Day

We

t

Raini

ng 2 0 1 0 1 140 U turn

Hit by veh from

same dir as

initial dir of U

turn P01



Road (53 m NE of

Lakeside)

29 T2

01

00

00

58

07

15

/02

/20

10

0:3

0

Oth

er

Inju

ry

No c

ontr

ol

50

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

Unkn

ow

n

Unkn

own 1 0 0 1 1

100 Ped near

side. ped hit by

vehicle from the

right Not required

Not

required



Road (17 m NE of

Lakeside)

30 T2

00

70

00

92

87

15

/03

/20

07

9:1

5

Se

rio

us

inju

ry

No c

ontr

ol

50

km

/hr

Day

Dry

Clear 2 0 1 1 2

163 Vehicle

strikes door of

parked/stationary


Not

required

On Fitzroy Street &

Lakeside Drive

AECOM

Tram Stop 133


D R A F T


a-7

Cra

sh

#

Vic

Ro

ad

s c

ras

h

ref.

Date

Tim

e

Se

ve

rity

Tra

ffic

co

ntr

ol

Sp

ee

d z

on

e

Lig

ht

Ro

ad

Atm

os

ph

ere

To

tal

ve

hic

les

Kil

led

Se

rio

us

in

jury

Oth

er

inju

ry

No

t in

jure

d

DCA Sub DCA

Sub

DCA

Code

Location

31 T2

01

00

02

70

63

10

/07

/20

10

2:1

1

Oth

er

Inju

ry

No c

ontr

ol

60

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

Dry

Clear 1 0 0 1 1

106 Veh strikes

ped on

footpath,median,t

raffic island

Vehicle moving

foward out of

control G02

On Fitzroy Street &

Lakeside Drive

32 T2

00

80

01

16

37

6/0

2/2

00

8

17

:00

Oth

er

Inju

ry

Sto

p g

o

ligh

ts

60

km

/hr

Day

We

t

Raini

ng 2 0 0 1 1

130 Rear end

(vehicles in same

lane)

Intersection,

Vehicle entering


On Fitzroy Street &

Lakeside Drive

33 T2

01

10

02

29

18

7/0

6/2

01

1

6:2

0

Oth

er

Inju

ry

Sto

p g

o

ligh

ts

40

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

Dry

Clear 1 0 0 1 1

Dark, street lights

on DCA/Accident Dry Clear

On Fitzroy Street &

Lakeside Drive

34 T2

01

00

03

97

24

5/1

0/2

01

0

9:0

0

Oth

er

Inju

ry

No c

ontr

ol

60

km

/hr

Day

Dry

Clear 1 0 0 1 2

100 Ped near

side. ped hit by

vehicle from the

right

Vehicle entering

intersection,

vehicle going


On Fitzroy Street &

Lakeside Drive

35 T2

00

80

03

93

83

25

/10

/20

08

8:1

5

Oth

er

Inju

ry

No c

ontr

ol

50

km

/hr

Day

Dry

Clear 2 0 0 2 0

121 Right


Not

required

On Fitzroy Street &

Lakeside Drive

AECOM

Tram Stop 133


D R A F T


a-8

Cra

sh

#

Vic

Ro

ad

s c

ras

h

ref.

Date

Tim

e

Se

ve

rity

Tra

ffic

co

ntr

ol

Sp

ee

d z

on

e

Lig

ht

Ro

ad

Atm

os

ph

ere

To

tal

ve

hic

les

Kil

led

Se

rio

us

in

jury

Oth

er

inju

ry

No

t in

jure

d

DCA Sub DCA

Sub

DCA

Code

Location

36 T2

00

80

02

27

04

22

/06

/20

08

3:1

5

Se

rio

us

inju

ry

Sto

p g

o

ligh

ts

60

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

We

t

Raini

ng 1 0 1 0 1

100 Ped near

side. ped hit by

vehicle from the

right

Vehicle leaving

intersection,

vehicle going


On Fitzroy Street &

Lakeside Drive

37 T2

00

70

01

72

61

14

/05

/20

07

6:4

0

Se

rio

us

inju

ry

Sto

p g

o

ligh

ts

50

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

Dry

Fog 2 0 1 0 1

121 Right


Not

required

On Fitzroy Street &

Lakeside Drive

38 T2

00

80

00

00

10

31

/12

/20

07

23

:23

Se

rio

us

inju

ry

Sto

p g

o

ligh

ts

50

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

Dry

Clear 1 0 1 0 2

100 Ped near

side. ped hit by

vehicle from the

right

Vehicle leaving

intersection,

vehicle going


On Fitzroy Street &

Lakeside Drive

39 T2

00

70

01

48

45

25

/04

/20

07

7:0

0

Oth

er

Inju

ry

Unkn

ow

n

50

km

/hr

Dusk/d

aw

n

Unkn

ow

n

Unkn

own 1 0 0 1 0

149 Other

manoeuvring Not required

Not

required

On Fitzroy Street &

Lakeside Drive

40 T2

01

00

02

34

02

13

/06

/20

10

6:3

0

Oth

er

Inju

ry

Unkn

ow

n

50

km

/hr

Dark

,

str

ee

t

ligh

ts o

n

Unkn

ow

n

Clear 1 0 0 1 1

100 Ped near

side. ped hit by

vehicle from the

right

Vehicle leaving

intersection,

vehicle going


On Fitzroy Street &

Lakeside Drive

AECOM

Tram Stop 133


D R A F T


a-9

Cra

sh

#

Vic

Ro

ad

s c

ras

h

ref.

Date

Tim

e

Se

ve

rity

Tra

ffic

co

ntr

ol

Sp

ee

d z

on

e

Lig

ht

Ro

ad

Atm

os

ph

ere

To

tal

ve

hic

les

Kil

led

Se

rio

us

in

jury

Oth

er

inju

ry

No

t in

jure

d

DCA Sub DCA

Sub

DCA

Code

Location

41 T2

00

90

02

15

37

7/0

6/2

00

9

11

:49

Oth

er

Inju

ry

Sto

p g

o

ligh

ts

60

km

/hr

Day

Dry

Clear 2 0 0 2 2

121 Right


Not

required

On Fitzroy Street &

Lakeside Drive

42 T2

00

90

02

27

09

15

/06

/20

09

16

:15

Oth

er

Inju

ry

Sto

p g

o

ligh

ts

60

km

/hr

Day

Dry

Clear 1 0 0 1 1

109 Any other

manoeuvre

involving ped Not required

Not

required

AECOM

Tram Stop 133


D R A F T


Appendix B

VicRoads Definitions for Classifying Accidents (DCA)

AECOM

Tram Stop 133


D R A F T


b-1

Appendix B VicRoads Definitions for Classifying Accidents

AECOM

Tram Stop 133


D R A F T


b-2

AECOM

Tram Stop 133


D R A F T


Appendix C

VicRoads Controller Operation Specification Sheets

AECOM

Tram Stop 133


D R A F T


c-1

Appendix C VicRoads Controller Operation Specification Sheets

AECOM

Tram Stop 133


D R A F T


c-2

AECOM

Tram Stop 133


D R A F T


c-3

AECOM

Tram Stop 133


D R A F T


c-4

AECOM

Tram Stop 133


D R A F T


c-5

AECOM

Tram Stop 133


D R A F T


c-6

AECOM

Tram Stop 133


D R A F T


Appendix D

SmartRoads LOS Definitions for Arterial Roads

AECOM

Tram Stop 133


D R A F T


d-1

Appendix D SmartRoads LOS Definitions for Arterial Roads

General Traffic LOS Examples for Arterial Roads

Table 3-6 General Traffic Level of Service for Arterials

A

B Half of the vehicles experience little or no delay. Occurs in co-ordinated signal systems with competing demands for signal time.

C Vehicles generally have to stop but all waiting vehicles clear intersection during 1 signal cycle.

D Vehicles join the back of an existing queue and take 2 signal cycles to clear intersection.

E

Vehicles join the back of an existing queue and take 3 or more signal cycles to clear intersection. Backups from downstream occasionally restricts movement

F Vehicles take 3 or more signal cycles to clear intersection and backups from downstream significantly impact traffic flow.

AECOM

Tram Stop 133


D R A F T


Appendix E

Assessed Concept Designs

AECOM

Tram Stop 133


D R A F T


e-1

Appendix E Assessed Concept Designs

Figure 25 Fitzroy Street Stop 133 Option 1 Concept Design

AECOM

Tram Stop 133


D R A F T


e-2


AECOM

Tram Stop 133


D R A F T


e-3


AECOM

Tram Stop 133


D R A F T


e-4


AECOM

Tram Stop 133


D R A F T


Appendix F

NFA Approach Results

AECOM

Tram Stop 133


D R A F T


f-1

Appendix F NFA Approach Results

Option 1

AECOM

Tram Stop 133


D R A F T


f-2

Option 2

AECOM

Tram Stop 133


D R A F T


f-3

Option 3

AECOM

Tram Stop 133


D R A F T


f-4

Option 4

Documents

Fitzroy Street Traffic Impact Assessment - Amazon S3-+Draft... · Fitzroy Street Traffic ... area\4.1 Traffic\Traffic\FitzroyStreet_Stop_133\Report\Draft Fitzroy Street Stop 133 Draft