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Amendment C142 to the Knox

Planning Scheme

Transport Evidence

Expert // Simon Davies

Client // Stockland

Instructed by // Clayton Utz

Reference // V146580

Hearing Date // 5 March 2018

Report Date // 26 February 2018

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Amendment C142 to the Knox Planning Scheme

Transport Evidence

Issue: Final 26 February 2018

Client: Stockland

Reference: V146580

GTA Consultants Office: VIC

V146580 // 26 February 2018

Transport Evidence // Issue: Final


Table of Contents

1. Introduction 1

1.1 Background 1

1.2 Expert Witness Details 1

1.3 Relationship to Applicant 2

1.4 Instructions & Scope of Report 2

1.5 References 2

1.6 Tests, Experiments & Assistance 3

2. Stamford Park Development 4

2.1 Approved Development 4

2.2 Stamford Park Approval Background 4

3. Traffic Impact Assessment 6

3.1 Traffic Generation 6

3.2 Traffix Report results 6

3.3 Existing Conditions 7

3.4 Traffic Distributions 9

3.5 Intersection Operation 11

3.6 Design and Capacity of Emmeline Row 12

3.7 Recommended Traffic Distribution for Analysis 15

3.8 Recommended Mitigating Works 15

3.9 Construction Traffic Management 16

3.10 Recommended Modifications to draft DPO13 16

4. Summary of Opinion & Other Statements 17

4.1 Summary of Opinion 17

4.2 Other Statements 17

Appendices

A: Simon Davies – Curriculum Vitae

B: Knox Council Standard Drawing

C: SIDRA Outputs

V146580 // 26 February 2018



Figures

Figure 3.1: Existing Traffic Volumes - AM Peak 7

Figure 3.2: Existing Traffic Volume - PM Peak 7

Figure 3.3: Percentage of Journeys to work, in Private Vehicles from Rowville – Central,

2016 10

Figure 3.4: PSP Notes – Access Street Level 2 13

Figure 3.5: PSP Notes – Connector Street – Residential 13

Figure 3.6: Bicycle Infrastructure and Levels of Separation (Austroads) 14

Tables

Table 3.1: Stud Road/Emmeline Row Intersection – Existing Operating Conditions in Peak

Periods 8

Table 3.2: Wellington Road/Corporate Avenue/Jaydee Court Intersection – Existing

Operating Conditions in Peak Periods 8

V146580 // 26 February 2018


Amendment C142 to the Knox Planning Scheme 1

1. Introduction

1.1 Background

An amendment to the Knox Planning Scheme (Amendment C142) is being considered. The

Amendment proposes:

to rezone the land owned by PASK Group known as the Kingston Links Golf Course

located at 13 Corporate Avenue, Rowville, and the adjoining Council Reserve (Kingston

Links Site) from the Special Use Zone (SUZ1) to a mix of General Residential Zone (GRZ),

Mixed Use Zone (MUZ), and Public Park and Recreation Zone (PPRZ);

the removal of the Land Subject to Inundation Overlays (LSIOs) from areas that would

be raised out of the floodplain; and

the application of a Schedule 13 to the Development Plan Overlay (DPO13) over the

Kingston Links Site.

The Kingston Links Site is situated to the west of the Stamford Park. Stamford Park was the subject

of the Stamford Park Masterplan and implemented by Amendment C93 to the Knox Planning

Scheme. Stamford Park comprises three areas, namely:

the homestead in the historic precinct;

the park; and

the residential development comprising 190 dwellings on land owned by Stockland and

located at 980 Stud Road, Rowville.

Stamford Park is subject to Schedule 9 to the Development Plan Overlay (DPO9).

Staged construction of the Stamford Park development commenced in November 2017.

1.2 Expert Witness Details

Simon Davies BE (Environmental) (Hons)

Director – GTA Consultants

L25, 55 Collins Street, Melbourne

Areas of Expertise: Traffic Engineering & Transport Planning

I completed my environmental engineering degree majoring in traffic and transport with Honours

at Monash University prior to commencing work with GTA Consultants in 1999 and am a member

of Australian Institute of Traffic Planning and Management (AITPM) and the Victorian Planning

and Environmental Law Association (VPELA).

I have over 18 years of experience in traffic and transportation planning including data collection

and analysis, strategic transport planning, major and special event planning, traffic impact

assessment and traffic engineering design.

I have experience in managing a variety of complex projects and regularly present expert traffic

and parking evidence at the Victorian Civil and Administrative Tribunal (VCAT) and Planning

Panels Victoria.

Further details of my experience are provided in Appendix A.

1

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1.3 Relationship to Applicant

I have no ongoing private or business relationship with the Stockland and have been retained to

provide expert witness services at this hearing for a mutually agreed fee.

1.4 Instructions & Scope of Report

GTA Consultants was commissioned by Stockland in January 2016 to undertake a transport

impact assessment of the Stamford Park development.

I have now been engaged by Stockland to prepare and present expert traffic and transport

evidence at the Amendment C142 Planning Panel Hearing. I had no involvement in the work

GTA Consultants undertook for Stockland in relation to Stamford Park.

Prior to preparing this evidence I was briefed by Clayton Utz regarding the proposal via written

instructions. In particular I have been requested to consider the following:

Address the distribution of traffic, the operation of intersections with Stud Road and

Wellington Road, the daily capacity of Emmeline Row and the generation of traffic by

the future Homestead and Park; and

An intersection analysis of the Stud Road/Emmeline Row and Wellington

Road/Corporate Drive intersections to confirm the expected future operation.

This evidence sets out an assessment of the anticipated traffic and transport implications of the

proposed development and in particular the potential impact on the Stamford Park

development. The evidence includes consideration of the following:

i existing traffic conditions surrounding the site

ii traffic generation characteristics of the proposed Kingston Links development

iii proposed access arrangements for the site

iv transport impact of the development proposal on the surrounding road network.

1.5 References

In preparing this evidence, reference has been made to the following:

Knox Planning Scheme


‘Knox Planning Scheme, Amendment C93, Stamford Park Masterplan Implementation,

Final Panel Report’ dated 5 September 2012

‘Amendment C93 to the Knox Planning Scheme – Statement to Planning Panels

Victoria by Jason Lee Walsh, Traffic Enginner’, prepared by Traffix Group, dated 10

August 2012

‘Traffic Engineering Assessment – Proposed Rezoning at 14 Corporate Avenue, Rowville

(Kingston Links Estate)’, prepared by Traffix Group, dated July 2016

Memorandum – ‘RE: Proposed Residential Rezoning – Traffic Engineering Assessment,

GPS Surveys and Connector Route Travel Times’ prepared by Traffix Group, dated 16

August 2017

Memorandum – ‘RE: Proposed Residential Rezoning – Traffic Engineering Assessment,

ABS Data and Peak Hour Trip Distributions

‘Stamford Park, Medium Density Development, Transport Impact Assessment’ prepared

by GTA Consultants, dated 24 August 2016

‘Information Booklet for Kingston Links’, prepared by Pask Group dated January 2018

V146580 // 26 February 2018



traffic surveys undertaken by GTA Consultants as referenced in the context of this report

Precinct Structure Plan (PSP) Notes prepared by the VPA (formerly GAA)

various technical data as referenced in this report

an inspection of the site and its surrounds

other documents as nominated.

1.6 Tests, Experiments & Assistance

In preparing this evidence, I received assistance from the following people:

Hilary Papps Senior Consultant BE (Civil) (Hons)

Will Croagh Consultant

V146580 // 26 February 2018



2. Stamford Park Development

2.1 Approved Development

The Stamford Park development is approved and is currently under construction. The

development comprises the Homestead, park and residential development.

The residential development comprises approximately 190 dwellings including 160 townhouses

and 30 apartments.

The development comprises a network of streets including an extension of Emmeline Row which

‘zig zags’ through the site and provides a potential future local vehicle connection to Kingston

Links in accordance with the requirements of DPO9. The cross-section of this road comprises a

7.0m carriageway with indented kerbside parking set within a 20m road reserve consistent with

the specific requirements of the Knox City Council Residential Collector Street which is provided in

Appendix B.

As set out in the Transport Impact Assessment report submitted as part of the development

application (GTA, August 2016) Emmeline Row is anticipated to have a maximum daily traffic

capacity of up to 3,000 vehicles per day.

2.2 Stamford Park Approval Background

Knox City Council undertook a rezoning on the Stamford Park in 2012 through Amendment C93 to

the Knox Planning Scheme, which also introduced the Development Plan Overlay Schedule 9

(DPO9) to the Knox Planning Scheme. I understand that Stockland subsequently acquired the

site from Knox City Council.

DPO9 includes a number of transport related objectives as follows:

“To ensure seamless integration between the residential precinct and the adjoining

public open space; and between the residential precinct and the nearby Stamford

Park Homestead.”

“To provide for a possible future pedestrian and local vehicular link between Stamford

Parkland and land to the west.”

Movement

“Provide a traffic and parking management plan that addresses vehicle circulation

and car parking. Ensure this traffic management plan has regard to possible future links

between Stamford Park and adjoining properties.

Design a shared path network that integrates seamlessly with the wider Stamford Park

path network to allow easy, safe and efficient movement of pedestrians and cyclists.

Design a street network that includes opportunity for a local vehicular link between

Stamford Park and adjoining properties.”

It is clear from the above that the local vehicular link between Stamford Park and the proposed

Kingston Links development has policy support. Notwithstanding the anticipated characteristics

of this local vehicular link and in particular the volume of traffic that it caters for is an important

consideration.

2

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2.2.1 Amendment C93 Panel Hearing Report

The appropriateness for a local vehicular link from the Stamford Park development to the future

Kingston Links development was outlined in the Final Panel Report for Knox Planning Scheme

Amendment C93 which identified that:

“The Stamford Park Masterplan (as reference Document) should be modified to provide the

opportunity for possible vehicular and pedestrian linkages between possible future residential

development on the Kingston Holdings land and the Stamford Park residential precinct.”

Whilst it is acknowledged that providing a local vehicular link between the Stamford Park

development and the Kingston Links development is a good planning outcome, consideration

must be given to the design of the Kingston Links development to ensure that it does not

inappropriately impact the intended function and operation of the Stamford Park site and the

surrounding road network.

In this regard, there was no specific indication given by the Planning Panel report as to what

volume of traffic should be accommodated by such a link.

However, the information presented to the Planning Panel by Mr Walsh of Traffix Group (as set out

in Section 7.7 of his evidence statement) provided a number of important indications which

would likely have been used by the Planning Panel in considering the extent and

appropriateness of such a future link as follows:

The anticipated development yield of the Kingston Links site as advised to the C93

Panel was 450 lots

“…it is predicted that 40% of Kingston Links traffic would use Emmeline Row. That is 1440

movements per day, inclusive of 144 movements in peak hours.”

It is understood that the development of Stamford Park has been undertaken on the basis that a

potential future local vehicular link to Kingston Links would result in a further 1,440 vehicle

movements per day on Emmeline Row which has resulted in this road being designed with an

indicated daily capacity of up to 3,000 vehicles per day.

V146580 // 26 February 2018



3. Traffic Impact Assessment

3.1 Traffic Generation

3.1.1 Residential

The 2016 Traffix Group report suggests a residential traffic generation rate of 8 movements per

household per day and 0.8 movements per day. This was the rate adopted and accepted as

part of the Amendment C93 Panel Hearing.

This was also the rate adopted in the Stamford Park Transport Impact Assessment prepared by

GTA in 2016.

I consider a residential traffic generation rate in this location of 8 trips per day to be appropriate.

3.1.2 Proposed other uses

The report prepared by Traffix Group takes account for traffic generations associated with the

Kingston Links residential development, the Stamford Park residential development and an

allowance for the development of the Stamford Business Park (assumed all to be travelling to and

from Stud Road).

The report does not however have regard to the following elements which are likely to generate

traffic and reduce the effective capacity of the Stud Road / Emmeline Row intersection to

accommodate additional traffic:

The Stamford Park regional park and urban beach could be anticipated to attract

visitors beyond the immediate Stamford Park and Kingston Links catchment.

Potential rat running movements between Wellington Road and Stud Road.

Stamford Business Park traffic that can now more conveniently travel through the

Stamford Park and Kingston Links sites to connect to Wellington Road.

Traffic volumes associated with the upgraded Stamford Park Homestead.

Whilst it is likely that some of the uses above would be outside of peak road network hours, it is

recommended that these be considered as part of any future Integrated Transport Plan required

as part of DPO13.

3.2 Traffix Report results

The 2016 Traffix report utilised traffic surveys undertaken in February/March 2015 which are now

three years old. The report sets out existing intersection operation for the Wellington Road /

Corporate Avenue intersection at Table 1 and the Stud Road / Emmeline Row intersection at

Table 2. No SIDRA output tables are provided in the Traffix report, however the summary tables

indicated that the Wellington Road / Corporate Avenue intersection was operating at a ‘good’

level and the Stud Road / Emmeline Row intersection operated at an ‘excellent’ level. As the

SIDRA outputs were not provided in the report I cannot comment on the accuracy of the analysis

undertaken.

3

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3.3 Existing Conditions

Given the traffic surveys referenced in the Traffix report were undertaken in February/March 2015,

GTA has commissioned traffic surveys which were undertaken at the intersection of Stud Road /

Emmaline Road and Corporate Avenue / Wellington Road on Wednesday 14 February 2018.

The results of the traffic surveys are set out in Figure 3.1 and Figure 3.2 below.

Figure 3.1: Existing Traffic Volumes - AM Peak

Figure 3.2: Existing Traffic Volume - PM Peak

V146580 // 26 February 2018



The operation of the intersections has been assessed using SIDRA INTERSECTION 61, 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. For signalised intersections, a DOS of around 0.95 has been typically considered

the appropriate limit, beyond which queues and delays increase disproportionately2.

Table 3.1 and Table 3.2 presents a summary of the existing operation of the intersection, with full

results presented in Appendix C of this report.

Some assumptions that have been made prior to undertaking the SIDRA modelling included:

A User Given Cycle Length of 145 seconds has been adopted based on site

observations of the existing maximum cycle time.

Pedestrian movements are very low with less than 5 pedestrian movements in each of

the surveyed peak hours and therefore pedestrians have not been included in the

models.

At the intersection of Stud Road and Emmeline Row, bus lanes and bus phases have

been ignored because the bus phase only operated once in the peak hour.

At the intersection of Wellington Road, Corporate Avenue and Jaydee Court, the U-

turn movements have been treated as right turn movements.

Table 3.1: Stud Road/Emmeline Row Intersection – Existing Operating Conditions in Peak Periods

Peak Hour Approach DOS Average Delay

(sec)

95th Percentile

Queue (m)

AM

Stud Road (South) # 0.75 8 sec 288 m

Stud Road (North) 0.65 7 sec 90 m

Emmeline Row (West) 0.15 48 sec 6 m

PM

Stud Road (South) 0.64 7 sec 205 m

Stud Road (North) #0.66 4 sec 158 m

Emmeline Row (West) 0.45 40 sec 27 m

DOS – Degree of Saturation, # - Intersection DOS

Table 3.2: Wellington Road/Corporate Avenue/Jaydee Court Intersection – Existing Operating

Conditions in Peak Periods


(sec)

95th Percentile

Queue (m)

AM

Jaydee Court (South) 0.19 29 sec 8 m

Wellington Road (East) #0.72 9 sec 261 m

Corporate Avenue (North) 0.44 75 sec 20 m

Wellington Road (west) 0.44 12 sec 114 m

1 Program used under license from Akcelik & Associates Pty Ltd.

2 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

V146580 // 26 February 2018




(sec)

95th Percentile

Queue (m)

PM

Jaydee Court (South) 0.21 32 sec 17 m

Wellington Road (East) 0.36 14 sec 101 m

Corporate Avenue (North) #0.85 65 sec 107 m

Wellington Road (west) #0.85 22 sec 407 m

Table 3.1 indicates that the intersection of Stud Road / Emmeline Row is currently operating with a

‘good’ level of service during the AM peak hour with a DOS or 0.75 while the PM peak is

operating with a ‘very good’ level of service with a DOS of 0.66.

Table 3.2 indicates that the Wellington Road/Corporate Avenue intersection with a DOS of 0.72

and 0.85 during the AM and PM peaks respective is operating with a ‘good’ level of service

during both peak hours.

While the results for the Wellington Road / Corporate Avenue intersection are relatively consistent

with that modelled in the 2016 Traffix report, the existing operation of the Stud Road / Emmeline

Row intersection is significantly worse than was previously reported in the 2016 Traffix report. This is

assumed to be in part a result of additional traffic volumes in Emmeline Row as well as additional

through traffic volumes on Stud Road.

Notwithstanding, both intersections operate with a similar level of service during the AM peak

hour and the Emmeline Row intersection operates better than Corporate Avenue in the PM peak

hour.

3.4 Traffic Distributions

3.4.1 Adopted Traffix Distribution

As set out in Section 2.2.1 of my evidence, the 2012 Traffix Group evidence for the Amendment

C93 Panel Hearing assumed that 40% of Kingston Links traffic would access the arterial road

network via the Emmeline Row / Stud Road intersection with the remaining 60% presumably

accessing the arterial road network via the Corporate Avenue / Wellington Road intersection.

The 2016 Traffix Group report now adopts a distribution of 75%3 of traffic travelling toward Stud

Road with only 25% assumed to use the Wellington Road / Corporate Avenue intersection. The

report makes the following statement (page 9 of report) regarding the adopted traffic

distribution.

“Furthermore, the existing intersection analysis suggests that these signals have a significant

amount of spare capacity when compared to the signals at Wellington Road. Accordingly, it has

been assumed that the majority of traffic generated by the whole of the precinct would

preferentially utilise the Emmeline RoW / Stud Road signals out of convenience and as it would

provide more efficient access.”

On the basis of the intersection analysis set out in Section 3.3, during the AM peak hour when

residential traffic is predominantly leaving the development, the capacity of both Emmeline Row

and Corporate Avenue intersections is very similar. As such, the above premise does not hold

true for this period.

3 It is noted that the 75% distribution of traffic to Stud Road includes Stamford Park traffic. Removing the Stamford Park traffic

(assuming a 100% distribution to Stud Road) results in the distribution of Kingston Links traffic being 69% to Stud Road and 31% to

Wellington Road.

V146580 // 26 February 2018



During the PM peak hour, the critical movements at the Corporate Avenue intersection are the

north approach due to employees leaving the industrial land uses and the outbound (west)

approach on Wellington Road. During the PM peak hour residential traffic is predominantly

entering the development which would balance out the current movements at this intersection.

The assumption that traffic will utilise the Stud Road / Emmeline Row intersection due to

insufficient capacity being provided at Wellington Road / Corporate Avenue also potentially

creates unnecessary turning movements to the already constrained intersection of Wellington

Road and Stud Road. This could be avoided if suitable intersection capacity is provided at the

Wellington Road / Corporate Avenue intersection.

I have also reviewed the Traffix Group memo dated 17 August 2016 which provides further

justification for the adopted traffic distribution. The justification provided appears to lack any

consideration of the fact that the site abuts Eastlink which has a full interchange with Wellington

Road. In particular, the memo assumes that all traffic destined to Monash / Waverley,

Whitehorse, Maroondah, Stonnington and Yarra Ranges, which makes up 58% of the data set,

would all utilise Stud Road. This is considered completely unrealistic given that Wellington Road

and/or Eastlink provides a much more convenient route to the majority of those destinations than

does Stud Road. Even if this was split 50/50 between Wellington Road/Eastlink and Stud Road,

the overall distribution based on the Traffix methodology would result in approximately 60% to

Wellington Road and 40% to Stud Road.

3.4.2 2016 ABS Journey to Work Data

While it is acknowledged that journeys to work comprise only a proportion of total traffic

generation, it does provide good guidance for residential peak hour traffic distributions. In this

regard, Figure 3.3 has been prepared to indicate the distribution of journey to work trips from

Rowville.

Figure 3.3: Percentage of Journeys to work, in Private Vehicles from Rowville – Central, 2016

Rowville

V146580 // 26 February 2018



Based on the above, it is expected that residents of Kingston Links could be anticipated to have

the following approximate distribution of work related trips:

Stay in Rowville (Stud Road / Wellington Road - east): 10%

South (Stud Road / Eastlink): 20%

North (Stud Road): 25%

West (Wellington Road / Eastlink): 45%.

On the basis of the above general distributions and the local arterial road network including

direct access to Eastlink and the wider Freeway network via Wellington Road, it is expected that

approximately 60% of traffic generated by Kingston Links / Stamford Park during the road network

peak hours would be inclined to utilise the Wellington Road / Corporate Avenue intersection with

40% utilising the Stud Road / Emmeline Row intersection.

3.4.3 Other Access Considerations

It is noted that the C93 Panel report states the following:

“We recognise it would not be appropriate to seek other vehicle links or access points into the

existing residential area to the south and south-east of the Kingston Holding’s land”

This implies that connections to existing residential developments need to be carefully

considered. While I acknowledge the political sensitivity to such a connection given this

residential area has existed for quite some time, it is expected that significant traffic capacity

would exist at the two signalised intersections that services the residential area.

Indeed, intersection capacity is not the only consideration as to the appropriateness of vehicle

connection through a residential area. While no residents currently live in Stamford Park it is

considered appropriate that the impact on future residents should also be considered when

assessing the appropriateness of vehicle connections through a residential subdivision.

3.5 Intersection Operation

Notwithstanding the questionable distribution of traffic adopted in the 2016 Traffix report, the

summary of the intersection analysis anticipated that the intersections would have a Degree of

Saturation (DOS) of 0.98 and 0.99 on Emmeline Row and Corporate Avenue respectively. A

degree of Saturation of 0.95 is considered to be the appropriate limit for a signalised intersection.

As such the analysis prepared by Traffix Group demonstrates inappropriate intersection operation

outcomes which will adversely impact on the operation of the Stamford Park development

beyond that which could have been reasonably expected when purchasing the site from

Council.

The analysis undertaken also did not account for any growth in background traffic on Stud Road

or Wellington Road over the intervening period whereas Mr Walsh’s 2012 Panel evidence

statement assumed a 3% compound growth rate on Stud Road.

Further it is noted that the Traffix Group report provides a very basic summary of intersection

analysis, not providing any detailed SIDRA Intersection output to allow for the review of the

validity of assumptions made in the modelling undertaken. Interestingly, the base conditions

SIDRA analysis for the Stud Road / Emmeline Row intersection set out in the 2012 Traffix Panel

evidence indicate a DOS of 0.82 and 0.83 during the AM and PM peak whereas the 2016 Traffix

report indicates an existing DOS of 0.59 and 0.58.

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There appears to be significant discrepancies in the traffic analysis undertake to date which

brings into question the robustness of the traffic analysis undertaken to date to support rezoning.

It is considered that additional analysis is required as part of the Integrated Transport Plan which is

a requirement of the draft DPO13.

3.6 Design and Capacity of Emmeline Row

3.6.1 Approved Road Design

Since the adoption of Amendment C93, Council has prescribed the design of Emmeline Row

requiring a 20m road reserve. The road has been designed as a Knox City Council Residential

Collector Street – 20 metre road reserve as shown in Appendix B. The road comprises a 7.0m

wide carriageway with indented parking and 4.2m verges (including footpaths) on either side of

the road. The Stamford Park traffic report (2016 GTA report) stated that Emmeline Row has an

indicative daily capacity of 3,000 vehicles per day.

3.6.2 Planning Scheme Requirements

When considering the requirements of Clause 56.06-8 of the Knox Planning Scheme, the

approved Emmeline Row design most closely resembles a Connector Street – Level 1 (excluding

the on-street bicycle lane) which comprises a 7.0m carriageway, on-street bicycle facilities, a

dedicated parking lane (if parking is required) and a 4.5m minimum verge (including 1.5m

footpath) on each side.

A Connector Street – Level 1 has an indicative maximum daily traffic volume of 3,000 vehicles per

day and a target speed of 50km/h.

3.6.3 VPA (formerly GAA) Precinct Structure Plan (PSP) Notes

Guidance is also sought from the Precinct Structure Plan (PSP) Notes prepared by the VPA

(formerly GAA) that provides guidance for developing road cross sections that consider

competing transport and community ideals and to provide balanced outcomes and promote

more sustainable travel modes.

The PSP Notes provide a number of demonstration cross-sections. The PSP cross-section that most

closely resembles the approved design of Emmeline Row is an Access Street Level 2 which is

shown below in Figure 3.4.

V146580 // 26 February 2018



Figure 3.4: PSP Notes – Access Street Level 2

A PSP Access Street Level 2 comprises 2 x 3.0m traffic lanes with indented parking and a 4.7m

verge (including 1.5m footpath) on each side set within a 20m road reserve. The PSP Access

Street Level 2 has an indicative daily traffic volume of 2,000 – 3,000 vehicles per day.

The PSP Notes also provide an indicative cross section for a Connector Street – Residential which

is shown in Figure 3.5.

Figure 3.5: PSP Notes – Connector Street – Residential

The Connector Street – Residential cross section has a wider 25m road reserve to accommodate

2 x 3.5m traffic lanes, 2 x 1.7m bicycle lanes and a 5m verge on each side. The PSP Connector

Street – Residential has an indicative capacity of 3,000 – 7,000 vehicles per day.

As well as the increased overall road reserve width of 25m, the main difference between the PSP

Connector Street – Residential and the approved design of Emmeline Row is the provision of on-

street bicycle lanes as opposed to cyclists sharing the traffic lane with vehicles.

V146580 // 26 February 2018



3.6.4 On-Road Bicycle Infrastructure Requirements

Guidance as to appropriateness for

on-street bicycle lanes is taken from

the Cycling Aspects of the Austroads

Guides as shown in Figure 3.6 which

indicates that on-road bicycle lanes

should be provided where traffic

volumes are greater than 3,000

vehicles per day with speeds of

50km/h.

This Austroads requirement is

consistent with the PSP Notes whereby

an Access Street Level 2 has no

bicycle lanes with an indicative

capacity of 3,000 vehicles per day

whereas a Connector Street –

Residential with an indicative

capacity of 3,000 – 7,000 vehicles per

day includes the provision of on-road

bicycle lanes.

While it is acknowledged that the

Stamford Park development includes

a shared path around the perimeter

of the of the site, it is considered

important that residents feel

comfortable to cycle on streets within

the development consistent with the

Stamford Park Masterplan which at

Section 4.2 proposes:

“A network of streets, including the extension of Emmeline Row, designed for

pedestrians, cyclists and vehicles, that connects the community to the surrounding

parkland, local area and potentially west in the future.”

3.6.5 Summary

Emmeline Row has been designed generally in accordance with the requirements of a Clause

56.06 Connector Street – Level 1 (less the on-street bicycle facility) and a PSP Access Street Level

2, both of which have an indicative daily capacity of up to 3,000 vehicles per day, the indicative

daily capacity of 3,000 vehicles per day is considered appropriate to ensure Emmeline Row

operates as it was intended as set out in the Stamford Park Masterplan.

As such, any local vehicular link between Stamford Park and Kingston Links should not result in the

daily capacity of Emmeline Row exceeding the 3,000 vehicles per day threshold.

Figure 3.6: Bicycle Infrastructure and Levels of Separation

(Austroads)

Source: Cycling Aspects of Austroads Guides

V146580 // 26 February 2018



3.7 Recommended Traffic Distribution for Analysis

The 2016 Traffix report has assumed the traffic distribution from the Kingston Links Development

and Stamford Park development (some 8,160 vehicles per day) will be split 25% to / from

Wellington Road and 75% to / from Stud Road. This would result in 6,120 vehicles per day travelling

on Emmeline Row through the Stamford Park development to Stud Road which is double the

indicative daily capacity of Emmeline Row.

It is noted that of the 6,120 vehicles per day that the Traffix report assumes will use Emmeline Row,

only 1,500 vehicles per day or 25% of these vehicles are generated by Stamford Park

development.

Based on the distribution of work related trips, the daily traffic capacity of Emmeline Row and the

associated intersection of Stud Road / Emmeline Row, it is considered appropriate for up to 3,000

vehicles per day generated by the combined Kingston Links and Stamford Park developments to

access the arterial road network via Stud Road. This essentially comprises 1,500 vehicles per day

generated by Stamford Park and a further 1,500 vehicles per day generated by Kingston Links

development.

Assuming no other residential connections are provided through the existing residential

subdivision to the east of the site, this results in the need for approximately 5,200 vehicles per day

generated by the development to be accommodated via the Wellington Road / Corporate

Avenue intersection or a supplementary access to Wellington Road.

This equates to 63% of overall residential traffic accessing the combined site via Wellington Road

with the remaining 37% accessing the combined site via Stud Road. Interestingly this is generally

consistent with the original traffic distribution adopted by Traffix for the C93 Panel hearing

whereby 60% of Kingston Links traffic was assumed to access via Wellington Road with 40% via

Stud Road.

3.8 Recommended Mitigating Works

The 2016 Traffix report proposes some quite modest mitigating roadworks at the Wellington Road /

Corporate Avenue intersection given the scale of the development being considered. In

reviewing the current traffic volumes and undertaking some preliminary intersection analysis, I

consider that there are opportunities to significantly increase the capacity of the Wellington Road

/ Corporate Avenue intersection.

In particular, the southern leg of the intersection is an industrial court which carries less than 100

vehicles per hour. If the intersection is modelled with a split phase and Jaydee Court operates as

an actuated phase, there is an ability to provide a double right turn lane and left turn free queue

slip lane on Corporate Avenue which essentially doubles the capacity for the critical right turn

exit to the west to access Eastlink. The introduction of double right turn lane would require the

pedestrian crossing across Wellington Road to be moved the east side of Corporate Avenue.

To further increase capacity on Wellington Road a second right turn lane on the east approach

of Wellington Road (right turn into Corporate Avenue) could be considered. Alternatively, or in

addition to the double right turn lane, an additional eastbound traffic lane could be considered

on Wellington Road through the intersection.

The above intersection works (or similar) would be expected to enable additional traffic

generated by the Kingston Links development to conveniently and efficiently access the arterial

V146580 // 26 February 2018



road network without unduly impacting on the Stamford Park residential development which is

currently under construction.

Alternatively, consideration could be given to purchasing land to facilitate an additional access

point to Wellington Road to cater for development traffic.

It is appropriate that this traffic analysis and design be undertaken as part of an Integrated

Transport Plan which is a requirement of the draft Schedule 13 to the Development Plan Overlay

(DPO13).

3.9 Construction Traffic Management

The indicative staging plan set out in Section 4.7 of the Information Booklet for Kingston Links (Pask

Group, January 2018) suggests that development will commence at the northern end of the site

immediately adjacent to the Stamford Park development which is currently under construction.

In relation to construction traffic management it is considered inappropriate for construction

vehicles to access the site via the Stamford Park residential development. Rather it is

recommended that all construction vehicles should access the site via the Corporate Avenue /

Wellington Road intersection.

3.10 Recommended Modifications to draft DPO13

To ensure due consideration is given to the matters raised above as part of future approval of a

Kingston Links Development Plan, it is recommended that the draft Schedule 13 to the

Development Plan Overlay (DPO13) be amended as per the following (alterations underlined):

The Integrated Transport Management Plan must include:

Measures to ensure that no more than 1,500 vehicles per day generated by the

development will utilise Emmeline Row to access the arterial road network, including.

Appropriate mitigating works at the Wellington Road / Corporate Avenue

intersection and / or alternate access to Wellington Road to provide adequate

traffic capacity to cater for the anticipated traffic generation;

Local Area Traffic management on the road connecting to Emmeline Row to

discourage through traffic and reduce traffic speeds

An assessment of the expected impact of traffic generated by the development on the

existing road network including the extension of Emmeline Row and any mitigating

measures required to address identified issues to the satisfaction of VicRoads and the

Responsible Authority.

Measures to ensure that all Kingston Links construction related traffic is required to

access the site via the Corporate Avenue / Wellington Road intersection and does not

use Emmeline Row.

V146580 // 26 February 2018



4. Summary of Opinion & Other Statements

4.1 Summary of Opinion

Based on the analysis and discussions presented within this evidence, the following is a summary

of my opinion:

i The traffic generation adopted for the Kingston Links development is considered

appropriate.

ii The traffic distributions adopted in the 2016 Traffix report are not considered reflective of

the anticipated destination of residents and appear to have been contrived on the

basis of assumed ‘spare’ capacity at the Stud Road / Emmeline Row intersection.

iii The design of Emmeline Row is generally consistent with both the Clause 56.06-8

Connector Street – Level 1 (less the on-road bicycle lane) and the PSP Access Street

Level 2 which both have a capacity of up to 3,000 vehicles per day.

iv Cycling Aspects of Austroads Guides indicates that roads with a 50km/h speed limit

should provide on-road bicycle lanes if traffic volumes exceed 3,000 vehicles per day.

v The 2016 Traffix report assumes that Emmeline Row will carry over 6,000 vehicles per day

which is more than twice the maximum daily capacity of this road and is considered

inappropriate.

vi It is recommended that any analysis of the Kingston Links development should allow for

up to 1,500 vehicles per day to utilise Emmeline Row with adequate alternate capacity

provided to ensure that the remainder of traffic can access Wellington Road via

Corporate Avenue and / or an additional access point to Wellington Road.

vii Opportunities exist to significantly increase the capacity of the Wellington Road /

Corporate Avenue intersection to cater for the traffic generated by the Kingston Links

development including:

Split phasing the north and south approaches and actuating the Jaydee Court

approach.

Providing a double right turn and left turn slip lane on Corporate Avenue.

Providing a double right turn lane on the Wellington Road east approach.

Providing an additional eastbound traffic lane on Wellington Road through the

intersection.

viii It is recommended that the draft DPO13 Integrated Transport Plan requirements be

amended as set out in Section 3.10 of this Evidence.

4.2 Other Statements

i No opinion provided in this evidence is provisional.

i No questions or statements outside of my expertise have been addressed in this

evidence.

ii This evidence is not incomplete or inaccurate.

4

V146580 // 26 February 2018



Declaration

I have made all the inquiries that I believe are desirable and appropriate and that no matters of

significance that I regard as relevant have, to my knowledge, been withheld from the Panel.

____________________

Simon Davies

Director

26 February 2018

V146580 // 26 February 2018



Appendix A

Simon Davies – Curriculum Vitae

Ap

pe

nd

ix A

Simon Davies Director

www.gta.com.au

Melbourne 03 9851 9600

Sydney 02 8448 1800

Brisbane 07 3113 5000

Canberra 02 6263 9400

Adelaide 08 8334 3600

Gold Coast 07 5510 4814

Townsville 07 5510 2765

Perth 08 6169 1000

Simon has a Bachelor of Environment Engineering Degree with Honours and over 16 years’

experience in all facets of traffic and transportation planning, traffic engineering design and

special event transport planning.

Simon has overseen the transport management of a number of major events over the past 10

years including the Melbourne Formula 1 Grand Prix, Melbourne World Ironman and the Herald-

Sun/Citylink Run for the Kids. He also has extensive experience in traffic and transport planning

for a variety of land uses from medium density residential developments through to large scale

Master planning and rezoning applications.

Simon regularly presents expert traffic and parking evidence at the Victoria Civil and

Administrative Tribunal.

Office

Melbourne

Qualifications

BE (Hons)(Env): Monash University

Memberships and Affiliations

Australian Institute of Traffic Planning and

Management (AITPM)

Victorian Planning and Environmental

Law Association (VPELA)

Project Experience

Traffic Engineering

Moonee Valley Racing Club Masterplan for

Moonee Valley Racing Club

Craigieburn Town Centre for Lend Lease

Project Management and Construction

Sanctuary Lakes Shopping Centre, Point Cook

for i2C

ALDI Distribution Centre, Dandenong South for

APP on behalf of ALDI

Freshwater Place, Southbank for Australand

Brookford Estate, Cranbourne East for

Brookford Pty Ltd

Major Event Transport Planning

2000 – 2013 Australian Formula 1 Grand Prix for

AGPC

2012/13 World Ironman Melbourne for USM

2006 – 2013 Herald Sun/Citylink Run for the Kids

for Herald and Weekly Times

2003 – 2013 Melbourne Moomba Waterfest for

Melbourne City Council

2003 – 2012 Melbourne New Years Eve

Fireworks for Melbourne City Council

2006 Commonwealth Games for OCGC

Professional Background

1999 – Present: GTA Consultants

Simon commenced his professional career at

GTA Consultants as a graduate engineer in

1999 and has subsequently progressed to his

current role as a Director of the Melbourne

office.

During his time at GTA Consultants, Simon has

been involved in all facets of traffic

engineering projects including the preparation

of parking studies and parking precinct plans,

land use planning, access strategies, network

modelling and simulation, transit planning,

road design and documentation. Simon has a

track record of excellence in Major and

Special Event Planning, undertaking demand

forecasts, strategies, implementation, auditing,

liaison, approvals and contract management

of many major events.

V146580 // 26 February 2018



Appendix B

Knox Council Standard Drawing

Ap

pe

nd

ix B

V146580 // 26 February 2018



Appendix C

SIDRA Outputs

Ap

pe

nd

ix C

MOVEMENT SUMMARY

Site: 101 [Stud Rd/Emmeline Row - Existing - AM Peak]

New SiteSignals - Fixed Time Isolated Cycle Time = 145 seconds (User-Given Cycle Time)Variable Sequence Analysis applied. The results are given for the selected output sequence.

Movement Performance - Vehicles

Demand Flows 95% Back of QueueMovID

ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

AverageSpeed Total HV Vehicles Distance

veh/h % v/c sec veh m per veh km/hSouth: Stud Rd (South)

1 L2 109 3.8 0.067 6.2 LOS A 0.6 4.5 0.12 0.58 53.6

2 T1 2147 4.2 0.746 8.0 LOS A 39.7 287.6 0.54 0.51 53.0

Approach 2257 4.2 0.746 7.9 LOS A 39.7 287.6 0.52 0.51 53.1

North: Stud Rd (North)

8 T1 1638 4.9 0.495 2.1 LOS A 12.3 89.9 0.24 0.22 58.0

9 R2 88 0.0 0.650 84.4 LOS F 4.4 30.5 1.00 0.79 24.9

9u U 21 0.0 0.650 86.0 LOS F 3.9 27.1 1.00 0.79 24.6

Approach 1747 4.6 0.650 7.2 LOS A 12.3 89.9 0.29 0.26 53.6

West: Emmeline Row

10 L2 22 4.8 0.093 16.7 LOS B 0.6 4.5 0.44 0.66 46.5

12 R2 20 15.8 0.145 82.4 LOS F 0.7 5.8 0.99 0.67 25.2

Approach 42 10.0 0.145 47.9 LOS D 0.7 5.8 0.70 0.66 33.2

All Vehicles 4046 4.4 0.746 8.1 LOS A 39.7 287.6 0.42 0.40 53.0

Site Level of Service (LOS) Method: Delay (SIDRA). Site LOS Method is specified in the Parameter Settings dialog (Site tab).

Vehicle movement LOS values are based on average delay per movement.

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

SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.

Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).

HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Tuesday, February 20, 2018 5:06:54 PMProject: P:\V14600-14699\V146580 Kingston Links Rezoning – Panel\Modelling\Check Bec\180220-V146580-Stud & Emmeline.sip7

MOVEMENT SUMMARY

Site: 101 [Stud Rd/Emmeline Row - Existing - PM Peak]




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Stud Rd (South)

1 L2 21 0.0 0.012 5.9 LOS A 0.1 0.5 0.09 0.57 54.0

2 T1 1946 2.7 0.644 6.6 LOS A 28.5 204.5 0.46 0.43 54.2

Approach 1967 2.7 0.644 6.6 LOS A 28.5 204.5 0.46 0.43 54.2

North: Stud Rd (North)

8 T1 2211 2.0 0.656 2.7 LOS A 22.2 157.7 0.32 0.30 57.4

9 R2 18 0.0 0.233 82.5 LOS F 1.3 9.1 1.00 0.70 25.3

9u U 21 0.0 0.365 86.0 LOS F 1.6 11.1 1.00 0.71 24.5

Approach 2249 2.0 0.656 4.2 LOS A 22.2 157.7 0.33 0.31 56.2

West: Emmeline Row

10 L2 120 0.0 0.433 15.4 LOS B 3.9 27.4 0.52 0.72 47.4

12 R2 68 0.0 0.445 83.8 LOS F 2.5 17.7 1.00 0.72 25.1

Approach 188 0.0 0.445 40.3 LOS D 3.9 27.4 0.69 0.72 35.8

All Vehicles 4405 2.2 0.656 6.8 LOS A 28.5 204.5 0.40 0.38 54.0







SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Tuesday, February 20, 2018 5:06:55 PMProject: P:\V14600-14699\V146580 Kingston Links Rezoning – Panel\Modelling\Check Bec\180220-V146580-Stud & Emmeline.sip7

MOVEMENT SUMMARY

Site: 101 [Wellington Rd/Corporate Ave - Existing - AM Peak]




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Jaydeee Court

1 L2 14 0.0 0.186 29.1 LOS C 1.1 7.8 0.80 0.74 43.1

2 T1 1 0.0 0.186 23.5 LOS C 1.1 7.8 0.80 0.74 40.8

3 R2 11 0.0 0.186 29.1 LOS C 1.1 7.8 0.80 0.74 43.1

Approach 25 0.0 0.186 28.8 LOS C 1.1 7.8 0.80 0.74 43.0

East: Wellington Road (East)

4 L2 20 10.5 0.013 7.9 LOS A 0.1 0.6 0.10 0.62 58.8

5 T1 3180 2.8 0.721 7.3 LOS A 36.5 261.4 0.51 0.48 69.0

6 R2 103 3.1 0.412 69.7 LOS E 6.8 48.7 0.96 0.79 29.5

Approach 3303 2.8 0.721 9.3 LOS A 36.5 261.4 0.52 0.49 66.1

North: Corporate Avenue

7 L2 16 20.0 0.054 57.2 LOS E 0.9 7.7 0.85 0.68 30.6

8 T1 1 100.0 0.436 78.3 LOS E 2.4 20.2 1.00 0.72 25.4

9 R2 32 20.0 0.436 84.1 LOS F 2.4 20.2 1.00 0.72 25.2

Approach 48 21.7 0.436 75.1 LOS E 2.4 20.2 0.95 0.71 26.7

West: Wellington Road (West)

10 L2 191 4.4 0.403 16.8 LOS B 14.9 111.1 0.46 0.54 54.2

11 T1 1324 9.5 0.403 9.7 LOS A 15.0 113.6 0.45 0.44 65.3

12 R2 34 0.0 0.438 85.2 LOS F 2.5 17.4 1.00 0.72 26.2

Approach 1548 8.7 0.438 12.2 LOS B 15.0 113.6 0.46 0.46 61.7

All Vehicles 4925 4.9 0.721 10.9 LOS B 36.5 261.4 0.51 0.48 63.6







SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Tuesday, February 20, 2018 4:52:14 PMProject: P:\V14600-14699\V146580 Kingston Links Rezoning – Panel\Modelling\Check Bec\180220-V146580-Wellington&Corporate.sip7

MOVEMENT SUMMARY

Site: 101 [Wellington Rd/Corporate Ave - Existing - PM Peak]




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Jaydeee Court

1 L2 40 10.5 0.212 31.7 LOS C 2.3 16.8 0.80 0.74 40.4

2 T1 1 0.0 0.212 26.0 LOS C 2.3 16.8 0.80 0.74 39.7

3 R2 17 0.0 0.212 31.6 LOS C 2.3 16.8 0.80 0.74 41.8

Approach 58 7.3 0.212 31.6 LOS C 2.3 16.8 0.80 0.74 40.8

East: Wellington Road (East)

4 L2 14 7.7 0.009 7.7 LOS A 0.0 0.3 0.09 0.62 58.9

5 T1 1306 3.5 0.357 12.7 LOS B 14.0 101.1 0.50 0.45 62.6

6 R2 23 0.0 0.301 84.5 LOS F 1.7 11.9 1.00 0.71 26.4

Approach 1343 3.4 0.357 13.9 LOS B 14.0 101.1 0.50 0.45 61.1

North: Corporate Avenue

7 L2 118 0.0 0.369 49.5 LOS D 6.5 45.3 0.86 0.77 34.4

8 T1 1 0.0 0.851 68.8 LOS E 15.1 107.3 0.97 0.93 27.1

9 R2 204 2.1 0.851 74.5 LOS E 15.1 107.3 0.97 0.93 28.0

Approach 323 1.3 0.851 65.4 LOS E 15.1 107.3 0.93 0.87 30.0

West: Wellington Road (West)

10 L2 24 4.3 0.849 28.6 LOS C 57.2 406.1 0.86 0.81 47.6

11 T1 3108 1.5 0.849 21.4 LOS C 57.3 406.6 0.85 0.80 54.4

12 R2 18 41.2 0.301 86.5 LOS F 1.3 12.6 1.00 0.70 25.7

Approach 3151 1.8 0.849 21.8 LOS C 57.3 406.6 0.85 0.80 54.0

All Vehicles 4875 2.3 0.851 22.6 LOS C 57.3 406.6 0.76 0.71 52.7







SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Tuesday, February 20, 2018 2:31:37 PMProject: P:\V14600-14699\V146580 Kingston Links Rezoning – Panel\Modelling\Check Bec\180220-V146580-Wellington&Corporate.sip7

Melbourne

A Level 25, 55 Collins Street

PO Box 24055

MELBOURNE VIC 3000

P +613 9851 9600

E [email protected]

Brisbane

A Ground Floor, 283 Elizabeth Street

BRISBANE QLD 4000

GPO Box 115

BRISBANE QLD 4001

P +617 3113 5000

E [email protected]

Adelaide

A Suite 4, Level 1, 136 The Parade

PO Box 3421

NORWOOD SA 5067

P +618 8334 3600

E [email protected]

Sydney

A Level 6, 15 Help Street

CHATSWOOD NSW 2067

PO Box 5254

WEST CHATSWOOD NSW 1515

P +612 8448 1800

E [email protected]

Canberra

A Level 4, 15 Moore Street

CANBERRA ACT 2600

P +612 6243 4826

E [email protected]

Perth

A Level 2, 5 Mill Street

PERTH WA 6000

PO Box 7025, Cloisters Square

PERTH WA 6850

P +618 6169 1000

E [email protected]

www.gta.com.au www.gta.com.au

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