Save Dimmeys. Yarra Council. East Richmond Railway Precinct Traffic

8/6/2019 Save Dimmeys. Yarra Council. East Richmond Railway Precinct Traffic

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EAST RICHMOND RAILWAY PRECINCTTRAFFIC ENGINEERING ASSESSMENT

Prepared forCity of YarraMay, 2011Our Reference: 1 3056R7539v2

Directors Henry H Iurntiull Charnraine C Drrnstarr Wiltram D rJe Waard Donald J RobertsonSenior Associates Natlrarr B Wrrotcock Anthony J Coyle Assocrate floss G Thomsort

Traffic Engineers and Tnnsgort Planners

Iraffix Group Hy LtdABN 32 100 4E1 570,AdCressSurte B. 431 Burke RoadGien iris Victorra 3 !46ContaclTelephor:e 03 9822 2868Facsrmrie A3 9822 7444adftltriiqr tr6ffixgrouP.ccm auwww uaffixgroup com au


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East Richmond Railway PrecinctTraffi c Engineering AssessmentTABLE OF CONTENTS1.2.

3.4.5.6.7.8.

9.10.

LIST OF FIGURES

Figure 3: Shakespeare Place Looking South from Swan Street,..,.,. .......,...........,...3

Figure 7: Railway Place looking west from the Coles Carpark ...............5Figure 8: Swan Street looking east towards Pedestrian Signals..,.......... ,............6Figure 9: Coles Loading Bay looking west from Coles Carpark ............,,..7Figure 11: Peak Turning Movements lncorporating Dimmeys Site fraffic ......,.,,.9Figure 12: Peak furning Movements lncorporating Dimmeys Site fraffic & Shakespeare Place Closure.... ,..,....,...9Figure 13: 90 Degree Bend Looking West from Railway Place... .......,.............13Figure 14: Swept Path for 12.5 Metre Truck Entering the Loading Bay via Shakespeare P|ace........ ...............,.14Figure 15: Swept Path for 12,5 Metre fruck Entering the Loading Bay via Green Street .........,........14Figure 16: Swept Path for 17.0 Metre Semi-Trailer Negotiating the Bend at the South end of Green Street,....,..,..............15

WINTRODUCTION.....

EXISTING TRAFFIC VOLUMES & HEADWAY ANA1YSIS............. .......................7IMPACT OF DIMMEYS REDEVELOPMENT .............PROPOSED CHANGE ............. .............9INTERSECTION CAPACITY ANALYSIS ..........HEADWAY ANALYSIS...........

........10..........1 1

8.1. Oplolt 1 - Rgsrntcr TRnrrrc Frow rrr.t RRrr-wRy PmcE to 0rrrE-wny.....,.,...... ......,..,.....,128.2. Oprtoru 2 - lutplrurur PnnrrruG RESTRTcToNS olr NoRrH Sror or RRrlwRy Pmcr..,.... ..,....,.,...128.3. 90 DrcnEr Beruo nr Wrsr Eruo or RRtlwRy PLncE ,......13coLES LOADTNG BAy ACCESS......... ..............13coNcLUsroNS.......

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East Richmond Railway PrecinctTraffic Engineering AssessmentLIST OF TABLESTable 1: fime Periods (min:sec) when Stationary Queues Occurred During Peak Hours ..........,........8

Table 4: Degree of Saturation Calculated from Headway Analysis ........,....,..,.11

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DOCUMENT CONTROLlssue No. Tvpe Date Prepared By Approved By

V1 Draft 2010512011 M. Crowley R. Thomsonv2 Final 30/05/2011 M. Crowley R. Thomson

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East Richmond Railway PrecinctTraffic Engineering Assessment W1. INTRODUCTION

Traffix Group was engaged by City of Yarra to undertake an assessment of traffic impacts resulting from aproposal to close Shakespeare Place to traffic between Swan Street and the Coles Carpark adjacent to EastRichmond Railway Station,This report considers the expected redistribution of traffic resulting from the closure of Shakespeare Place and inparticular the likely traffic impacts at the Green StreeUSwan Street intersection. The report also considers theexpected impacts at this intersection resulting from the proposed redevelopment of the Dimmeys site, as well asthe heavy vehicle access to the Coles Supermarket loading bay.

2. EXISTING CONDITIONS

Figure 1: Locality PlanThe study area is bounded by the Ringwood Railway Line to the south, Church Street to the east, Swan Street tothe north and Green Street to the west, lncluded within the study area is the Coles Carpark which is a publlccarpark containing approximately 140 spaces and including ticket machines with a limit of 2 hour parkingduration.An aerial photograph of the study area is presented at Figure 2.

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Study Area

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A locality plan of the area surrounding Shakespeare Place is provided at Figure 1,

Reproduced with Permission of Melway Publishing fty Ltd"

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East Richmond Railway PrecinctTraffic Engineering Assessment W

Figure 2: Aerial Photograph2.1. Rono Nrrwonx

There are three routes which currently provide access to and from the study area, all of which provideaccess to or from Swan Street. fhese routes include Shakespeare Place, Royal Place and a route viaGreen Street and Railway Place.Shakespeare Place is the most easterly route that provides access to the Coles Carpark from SwanStreet. lt consists of one-way laneway that permits only southbound traffic flow from Swan Street to theColes Carpark. Shakespeare Place is approximately 4.3 metres wide and contains no footpath forpedestrians.Guidance signage is provided in Swan Street advising traffic that the Coles Carpark can be accessedfrom Swan Street via Shakespeare Place. A 40km/h speed area sign is also provided in ShakespearePlace to limit the speed of traffic entering the local area.Shakespeare Place intersects with Swan Street at an unsignalised cross intersection, with Docker Streetforming the northern leg.A photograph of Shakespeare Place looking south from Swan Street is presented in Figure 3.

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East Richmond Railway PrecinctTraffic Enqineerinq Assessment

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Figure 3: Shakespeare Place Looking South from Swan StreetRoyal Place is the central route that provides access between the Coles Carpark and Swan Street.Royal Place is slightly wider than Shakespeare Place and incorporates a narrow footpath on the westside of the road that is separate from the road carriageway. The full reservation for Royal Place is 5.0metres wide, including the 3.6 metre road carriageway,Royal Place is restricted to one-way traffic in the northbound direction, allowing traffic to exit the ColesCarpark to access Swan Street.A photograph of Royal Place looking south from Swan Street is presented in Figure 4.

Figure 4: Royal Place Looking South from Swan Street1 3056R7539v2 Page 3


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East Richmond Railway PrecinctTraffi c Enoineerino AssessmentJJ

ttaffrtGrauryV-------.rfjGreen Street forms part of the western route which provides access from Swan Street into the studyarea. ln particular Green Street runs in a north-south direction between Swan Street and the RailwayLine where there is a 90 degree bend leading to the east into Railway Place.The reservation for Green Street is 12.3 metres wide including footpaths on both side of the road. Theroad pavement itself is 8.7 metres wide and allows for two-way traffic flow as well as parking on bothsides of the carriageway. The parking is controlled with ticket machines and limits the duration of stay tot hour at peak shopping times.A photograph of Green Street looking south from Swan Street is presented in Figure 5.

Figure 5: Green Street Looking South from Swan StreetRailway Placeforms the other part of the western route between Swan Street and the Coles Carpark. ltruns in an east-west direction adjacent to the railway line between Green Street and the Coles Carpark.Railway Place has a 6.7 metre wide reservation which is fully paved, however a row of bollards islocated along the southern side of Railway Place, offset 1.2 metres from the property boundary toprovide a safe area for pedestrians to walk. Unrestricted parallel parking is located along the north sideof Railway Place adjacent to the rear of properties. This parking occurs along most of the street otherthan at locations where there are rollerdoors or other vehicle access points. The remaining carriagewaywidth is approximately 3.5 metres wide and is available for two-way traffic.Photographs of Railway Place looking from both directions are presented in Figures 6 and 7.

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East Richmond Railway PrecinctTraffic Engineering Assessment Traffix&rcuryV#

Figure 6: Railway Place looking east from Green Street

Figure 7: Railway Place looking west from the Coles CarparkSwan Street is an arterial road which runs in an east-west route along the northern boundary of thestudy area within a continuous strip shopping centre. Swan Street contains two through traffic lanes ineach direction, however the kerbside lanes are occupied by parallel parking for the majority of the time

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East Richmond Railway PrecinctTraffic Engineering Assessment ffi&

exceptwhen cleanruays applyonthe south side between 7:00am and 9:15am Mondayto Fridayand onthe north side between 4:30pm and 6:30pm Monday to Friday.Pedestrian operated signals are located in Swan Street between the Swan Street/Green Street andSwan StreeURoyal Place intersections. A tram service operates along Swan Street with tram stopslocated on both sides of the road at the pedestrian operated signals. A 40km/h shopping centre speedlimit applies in Swan Street between 7:00am and midnight with the speed limit reverting to 60km/h atother times.There are a number of closely spaced unsignalised side road intersections located along Swan Streetwithin the strip shopping centre. The combined effects of the strip shopping centre environment with thepedestrian signals, kerbside parking, tram stops and turning traffic result in regular queues of slowmoving traffic forming along Swan Street.A photograph of Swan Street is presented at Figure 8.

Figure 8: Swan Street looking east towards Pedestrian Signals

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East Richmond Railway PrecinctlqtrilQgineeri n g Assess ment ffi-*Y2.2. Lonorruc BnyA loading bay for a Coles Supermarket is accessed from the Coles Carpark. The entrance to theloading bay is located adjacent to where Railway Place joins the carpark as shown in the photograph atFigure 9,

EXISTING TRAFFIC VOLUMES & HEADWAY ANALYSISTraffix Group undertook turning movement counts at the Swan StreeUGreen Street, Swan StreeURoyal Place andSwan Street/Shakespeare Place intersections during peak shopping times on Friday 6th May, between 4:00pmand 6:00pm and on Saturday 7th May between 11:00am and 1:00am. Note that turning movements to and fromside roads on the north side of Swan Street were not included in the surveys except for movements directly fromDocker Street into Shakespeare Place,The results for these counts are presented in Figure 10.

Figure 9: Coles Loading Bay looking west from Coles Carpark

3.

Docker Street

648 (617) 58e (57e)

(;, IJL_4(211 --? 14 (e) (-56615a1yf;--s4(23)^ 11 rT 1,,$d, lil211(241

Green Street Royal Place ShakespearePlace

PM Peak Hour = 4:15pm-5:15pmSaturday Lunch = 11:45am-12:45pmLEGENDFriday Volume(Saturday Volume)

Figure 10: Peak Turning Movement Counts1 3056R7539v2 Page 7


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East Richmond Railway PrecinctTraffic Engineering Assessment l?affrx,*up/V-'-------fJ

The counts found that during the Friday afternoon peak hour period there were 86 vehicles entering the studyarea and 74 exiting, whilst during the Saturday peak hour there were 62 vehicles entering and 7 4 vehicles exiting.fhe surveys found that most traffic currently enters the study area via Shakespeare Place whilst most traffic exitsvia Royal Place. ln particular, of [he entering traffic, 62% enters via Shakespeare Place compared to 38% viaGreen Street on the Friday while 62% enlers via Shakespeare Place compared to 38% via Green Street on theSaturday. Of the traffic that exits the study dted, 7 4o/o exits via Royal Place compared lo 26% via Green Streeton the Friday, while 61% exits via Shakespeare Place compared to 39% via Green Street on the Saturday.ln addition to the turning movements, headways between vehicles were also recorded in order to check thenumber of gaps that were available for traffic to turn in and out of Swan Street. fime periods when stationary 0rvery slow moving queues of traffic were observed in Swan Street were also recorded as it can be assumed thatno traffic is able to turn into Swan Street at these times.The amount of time when stationary queues in Swan Street were observed in the Friday and Saturday peak hourperiods at the Green Street and Royal Place intersections is presented in fable 1.Table 1: Time Periods (min:sec) when Stationary Queues Occurred During Peak Hours

fhe results show that stationary queues in the eastbound direction were much less prevalent on the Fridaycompared to the Saturday due to the cleanruay restriction that applies during the Friday peak period.ln the westbound direction, stationary queues were more common at the Green Street intersection during theFriday PM peak period.

IMPACT OF DIMMEYS REDEVELOPMENTIt is understood that there is a proposal to redevelop the Dimmeys site which is located on the west side of GreenStreet. As part of this redevelopment it is understood that a 74 space carpark for staff and customer parking isproposed to be constructed which will be accessed via Green Street. The traffic impact assessment for thedevelopment has estimated that there will be an additional232 vehicle movements per hour generated via GreenStreet as a result of this carpark and the associated use during peak shopping times. This traffic would be splitroughly 50% in each direction.A turning movement diagram showing the increased traffic volumes at the Swan StreeUGreen Street intersectionfollowing the Dimmeys site redevelopment is presented at Figure '11. ln this diagram it is assumed that theproportion of traffic turning left and right into Swan Street is the same as the existing turning movemenlproportions.

Direction Friday SaturdayGreen Street Royal Place Green Street Royal PlaceEastbound 3:45 2:29 15:25 6:45Westbound 28:41 11:03 1:40 10:11

4.

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East Richmond Railway Precinct Traffitr6tu,ap

5.

inq Assessment

PROPOSED CHANGEThe proposed treatment being considered in this assessment is the closure of Shakespeare Place to trafficbetween Swan Street and the Coles Carpark. This would result in all traffic entering the study area to access theColes Carpark entering via Green Street and Railway Place. Traffic exiting the study area could cgntinue totravel via both Green Street and Royal Place.A turning movement diagram showing the expected traffic movements at the various intersections along SwanStreet following the closure of Shakespeare Place and also including the additional traffic from the Di-mmeysredevelopment is presented at Figure 12.

Docker Street.s,l

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North Green Street Royal Place ShakespearePlace

PM Peak Hour = 4:15pm-5:15pmSaturday Lunch = 11 :45am-12:45pmLEGENDFriday Volurne(Saturday Volume)

Figure 11: Peak rurning Movements Incorporating Dimmeys site Traffic

Docker StreetL(-soslscryI- 572 (54e)North Green Street RoyalPlace Shakespeare

Place

PM Peak Hour = 4:15pm-5:15pmSaturday Lunch = i1:45am-12:45pmLEGENDFriday Volume(Saturday Volume)

il:f rn1{ (11s)(30) (211(241Figure 12: Peak Turning Movements lncorporating Dimmeys Site Traffic & Shakespeare Place Closure

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East Richmond Railway PrecinctTraffic Engineering Assessment

m,INTE RSECTION CAPACITY ANALYSISlntersection capacity analysis has been undertaken for the Swan Street/Green Street intersection using theSIDRA lntersection program. SIDRA lntersection is a computer program that is widely used by traffic engineers[o assess intersection performance.The intersection geometry as modelled by SIDRA for the Friday and Saturday peak periods is presented in Table2. The only difference between the geometry adopted for each period is that during the Friday PM period twoeastbound lanes have been included due to the clearway restrictions that apply at that time, whilst in theSaturday peak period only one eastbound lane is included.Table 2: Adopted lntersection Geometry

Gap acceptance and follow up headways parameters have been adopted as 5 seconds gap acceptance and 3seconds follow up headway for the left and right turn movements out of Green Street and 4 seconds gapacceptance and 2 seconds follow up headway for the right turn into Green Street.The 5 second gap acceptance means that a 5 second gap in traffic flow along Swan Street is required for avehicle to turn out of Green Street into Swan Street, whilst a further 3 second gap is required for eachsubsequent vehicle. This would mean that, for instance, an B second gap would allow 2 vehicles to turn out ofGreen Street, lt is noted that there is only one approach lane marked in Green Street which means that a leftturning vehicle would need to queue behind a right turning vehicle.To make the model more realistic the capacities for the turning movements out of Green Street have beenreduced to allow for the presence of stationary queues in Swan Street. For the Friday peak, it was found thatstationary queues occurred for 32 minutes out of the t hour period, so the capacity has been reduced by 54%,For the Saturday peak, it was found that stationary queues occurred lor 17 minutes out of the t hour period, sothe capacity has been reduced by 28%.The results of the SIDRA analysis for the Friday and Saturday peak hour periods are presented in fable 3. fheperformance indicators presented in the table include degree of saturation, average delay and g5th percentilequeue length, where the degree of saturation represents a ratio of demand flow to capacity.

6.

Friday PM Peak Geometry Saturday Peak Geometry

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Table 3: SIDRA lntersection Analysis Results

ffi&Performancelndicator Peak Period

Green St Approach Swan St West Approach Swan St East ApproachLeft Right Through Right Through Left

Degree ofSaturation

Friday 0.7 4 0.75 0.26 0.26 0.30 0.06Saturday 0.50 0,50 0.45 0.45 0.29 0,06

Average Delay(Seconds)

Friday 26 ?6 1 B 0 5Saturday '19 19 6 10 5 0

95th PercentileQueue Length(metres)

Friday 18 18 11 11 0 0Saturday 15 15 58 58 0 0

7.

The SIDRA results indicate that the intersection will operate acceptably during both the Friday and Saturday peakperiods following the projected increases in traffic volume resulting from both the Dimmeys site redevelopmentand the closure of Shakespeare Place. ln particular, the degree of saturation remains below 0,8 for allmovements which indicates good conditions, whilst the average delay is also less than 30 seconds for turns outof Green Street and no more than 10 seconds for traffic approaching in Swan Street, Note that the conditions areworse in Swan Street on the Saturday as there is no cleanruay which applies at that time.

H EADWAY ANALYSISln addition to the intersection analysis undertaken using the SIDRA lntersection program, further analysis wasundertaken to estimate the capacity based on the headway between existing vehicles travelling along SwanStreet, As per the SIDRA analysis, values of 5 second gap acceptance and 3 seconds follow up headway havebeen assumed for the turning movements out of Green Street.To be conservative it is assumed that all vehicles turning out of Green Street are turning right which would requirea gap in Swan Street traffic in both directions. Also for this analysis, periods when there are stationary queues inSwan Street are excluded as it is assumed that no traffic can turn into Swan Street during these periods,By tallying up all the periods when there are gaps in traffic of 5 or more seconds in Swan Street and subtractingthe periods when there are stationary queues, it is possible to estimate the peak traffic capacity that would beable to lurn out of Green Street. This analysis found a peak capacity for 371 vehicles to exit Green Street duringthe Friday PM peak period and 353 vehicles to exit Green Street during the Saturday peak period,The Degree of Saturation for the Green Street approach can be calculated from the headway analysis by dividingthe demand flow by the calculated capacity as presented in fable 4,Table 4: Degree of Saturation Calculated from Headway Analysis

Measure Friday Peak Hour Saturday Peak HourVolume (veh/hour) 135 145Capacity (veh/hour) 371 3s3Degree of Saturation 0.36 0.41

The results from the headway analysis (with lower degrees o[ saturation predicted) show that the intersection islikely to perform better than what has been calculated by the SIDRA lntersection program. The reason for thedifference is that SIDRA lntersection assumes a random distribution of traffic arrivals on Swan Street whereas inreality bunching occurs due to trams and nearby traffic. fhe impacts of bunching are reflected in the headwayanalysis by measuring the actual gaps between vehicles.

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East Richmond Railway PrecinctTraffi c Enqineerinq Assessment8. RAILWAY PLACE ISSUES

ln addition to impacting the operation of the Green StreeUSwan Street intersection, the closure of ShakespearePlace would also result in an increase in the trafflc volume along Railway Place.

Table 5 compares the existing and projected two-way traffic volumes along Railway Place following the closure ofShakespeare Place. ln this table it is assumed that the existing Railway Place volume is the same as the trafficwhich turns in and out of Green Street. No traffic generated from the Dimmeys site redevelopment is assumed totravel along Railway Place, whilst most traffic from the Coles Carpark is expected to continue to exit via RoyalPlace in the future conditions.Table 5: Railway Place Two Way Traffic Volumes

The table shows that peak two way traffic volumes are expected to increase from a maximum of 63 vehicles perhour to 105 vehicles per hour as a result of the proposed changes.As described in Section 2.1, the carriageway width available to through traffic on Railway Place is currentlyapproximately only 3.5 metres wide due to the presence of a row of bollards on the south side and parkedvehicles on the north side. The narrow width means that it is not possible for two vehicles to pass adjacent to theparked cars. The parking continues for a distance of approximately 75 metres.The Australian Standard for Parking Facilities Part 1: Off-street Car Parking (AS 2890.1-2004) suggests that as aguide more than 30 vehicles per hour should be avoided on a single lane, two-way roadway unless passingprovision can be provided at 30 metre intervals. For Railway Place this criterion is not met for the existingconditions (traffic volume approximately double 30 vehicles per hour) and the situation is substantially worsenedfollowing the closure of Shakespeare Place to traffic (traffic volume more than triple the 30 vehicles per hourrecommendation).There are two possible ways to address this issue as described in the following sections,8.1. Opnoru 1 - RrsrRrcr Tnnrnc Flow rN RATLWAy PLAcE To Onr-wnv

fhis option would involve restricting trafflc flow in Railway Place to one-way operation from west to east.This would require all traffic to enter the Coles Carpark via Green Street and exit the carpark via RoyalPlace. Note that Green Street could remain two-way which would allow traffic from the Dimmeys site toexit the study area via Green Street and not travel through the Coles Carpark or Royal Place. Thechange would result in a minor increase in traffic volume exiting the study area via Royal Place(increase of 19 vehicles during the Friday peak hour and 29 vehicles during the Saturday peak hour).fhis additional traffic could easily be accommodated at the Swan StreeURoyal Place intersection.

8.2. Oprroru 2 - luplEMENT Pnnrcruc RrsrrucroNs oN NoRTH Sror oF RALWAv PLACEAn alternative option to retain two-way traffic flow along Railway Place would be to remove all or at leastsome of the existing parking which occurs on the north side of the street. Removing all of this parkingwould allow traffic to pass along the entire length of the street. This would result in the loss ofapproximately 11 unrestricted parking spaces and may impact on the adjacent businesses. As aminimum treatment, an alternative could be to remove only some of the parking spaces roughly halfwayalong the length of Railway Place to provide a dedicated passing area to reduce the length of thecontinuous single lane section.

Both options described above would address the problem of the two-way traffic flow in a long single lane sectionbeing too high.

llaffittGrc{rp

Peak Period Existing Two Way Traffic Flow Future Two Way Traffic FlowFriday Peak Hour 52 105

Saturday Peak Hour 63 101

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East Richmond Railway PrecinctTraffi c Engineering Assessment8.3. 90 DrcnEE BEND AT WEST Eruo or Rrulwny Pucr

ffi*The 90 degree bend at the west end of Railway Place where it connects into Green Street contains solidwalls on the inside of the corner that restrict visibility for approaching traffic.A photograph showing the view towards the 90 degree bend looking west from Railway Place ispresented at Figure 13.

Figure 13: 90 Degree Bend Looking West from Railway Placelf two-way traffic flow is to be retained around the bend it is recommended that a centre line should bemarked to ensure that traffic stays on the left side of the centre line to reduce the likelihood of collisionsif two cars were to approach from opposing directions. This could be installed in conjunction with amodified pavement lreatment to promote reduced traffic speeds. Further investigation to improvevisibility should also be undertaken.A swept path analysis has been undefiaken which confirms that it is possible for two vehicles to passeach other around the bend. However, it is noted that if vehicles park opposite each other in GreenStreet directly to the north of the bend then passing would no longer be possible, although theoccupancy of these parking spaces which are limited to 1P ticket parking appears to be low. Further, itis understood that the proposed redevelopment of the Dimmeys site would remove the parking on thewest side of Green Street in the vicinity of the bend to provide access to a loading area.

COLES LOADING BAY ACCESSThere are currently two ways for trucks to enter the Coles Loading Bay from Swan Street, either via ShakespearePlace or via Green Street and Railway Place. Discussions with management of the Coles Supermarket confirmthat all delivery vehicles currently enter the loading bay via Green Street and Railway Place and most exit viaRoyal Place, although some also exit via Green Street and Railway Place if the Coles carpark is sufficientlyempty to enable a truck to perform a U-turn.Deliveries to the loading bay generally occur with a 12.5 metre rigid lruck, although on rare occasions anarticulated truck undertakes the deliveries. The articulated vehicle can be up to 17 metres long which is thelength that the existing loading bay is marked out on the pavement. Deliveries generally occur late in theevenings, between 1Opm and 1 1pm, when there are few cars parked in Green Street, Railway Place or the Colescarpark.

9.

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Swept path diagrams have been prepared showing how a 12.5 metre rigid truck could access the loading bay viathe two alternative routes. These diagrams are presented in Figures 14 and 15.

Figure 15: Swept Path for 12.5 Metre Truck Entering the Loading Bay via Green StreetThe diagrams show that truck access is possible via both routes, however the Shakespeare Place route is moredifficult to negotiate as it is very difficult for a truck to turn right into Shakespeare Place from Swan Street due tothe narrow width of Shakespeare Place. Also, a number of the car spaces within the Coles Carpark would need

Traffitc6ruup

Figure 14: Swept Path for 12.5 Metre Truck Entering the Loading Bay via Shakespeare Place

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to be unoccupied in order for a truck to turn around from Shakespeare Place in order [o reverse back into theloading bay.The main difficulty for the Green Street route is that a truck turning right in from Swan Street would need to waituntil any queue of traffic waiting to turn out of Green Street had cleared, although if the truck accessed theIoading bay outside of peak periods this shoutd not be an issue. A 12.5 metre truck is able to negotiate the 90degree bend at the south end of Green Street without hitting the pedestrian ramp down to the subway or thebollards, however it would need to use all of the road pavement which would prevent the ability for a car t0 passin the opposite direction at this time.Based on the above swept path analysis it is considered that the closure of Shakespeare Place to traffic wouldnot restrict access to the Coles loading bay.A swept path diagram showing a 17 metre articulated vehicle negotiating the bend at the south end of GreenStreet is presented in Figure 16.

Figure 16: Swept Path for 17.0 Metre Semi-Trailer Negotiating the Bend at the South end of Green StreetThe diagram shows that the opportunity for a 17 metre articulated vehicle to turn at this location is extremelyrestricted, with walls, light poles and bollards located within the typical 600mm clearance which is generallyallocated whilst a vehicle makes a turn, lt is also noted that the articulated vehicle is required [o commencemaking the turn from the wrong side of Green Street in order to successfully negotiate the corner. Due to theextreme difficulty in making this turn, it is recommended that it should only ever be attempted late at night whentraffic volumes are very low.

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ffi-3to be unoccupied in order for a truck to turn around from Shakespeare Place in order [o reverse back into theloading bay.The main difficulty for the Green Street route is that a truck turning right in from Swan Street would need to waituntil any queue of traffic waiting to turn out of Green Street had cleared, although if the truck accessed theloading bay outside of peak periods this should not be an issue. A 12.5 metre truck is able to negotiate the 90degree bend at the south end of Green Street without hitting the pedestrian ramp down to the subway or thebollards, however it would need to use all of the road pavement which would prevent the ability for a car t0 passin the opposite direction at this time.Based on the above swept path analysis it is considered that the closure of Shakespeare Place to traffic wouldnot restrict access to the Coles loading bay.A swept path diagram showing a 17 metre articulated vehicle negotiating the bend at the south end of GreenStreet is presented in Figure 16.

Figure 16: Swept Path for 17.0 Metre Semi-Trailer Negotiating the Bend at the South end of Green StreetThe diagram shows that the opportunity for a 17 metre articulated vehicle to turn at this location is extremelyrestricted, with walls, light poles and bollards located within the typical 600mm clearance which is generallyallocated whilst a vehicle makes a turn. lt is also noted that the articulated vehicle is required to commencemaking the turn from the wrong side of Green Street in order to successfully negotiate the corner. Due to theextreme difficulty in making this turn, it is recommended that it should only ever be attempted late at night whentraffic volumes are very low.

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Save Dimmeys. Yarra Council. East Richmond Railway Precinct Traffic