herdsman glendalough integrated transport plan
TRANSCRIPT
Herdsman Glendalough Integrated Transport Plan
CITY OF STIRLING
Herdsman Glendalough Integrated Transport Plan
1 | Final Report Rev 1
10 September 2014
Herdsman Glendalough Integrated Transport Strategy
1 PAGE i
Herdsman Glendalough Integrated Transport Strategy
Project no: PB50616
Document title: Herdsman Glendalough Integrated Transport Strategy
Document no: 1
Revision: Final Rev 1
Date: 28/3/14
Client name: City of Stirling
Client no: -
Project manager: Richard Isted
Author: Emmerson Richardson / Richard Isted
File name: http://dmca-
apac.skmconsulting.com/sites/PB50616/DmcaConsult/Deliverables/Reports/PB50616
Herdsman Glendalough Integrated Transport Strategy.docx
Jacobs
ABN 37 001 024 095
11th Floor, Durack Centre
263 Adelaide Terrace
PO Box H615
T +61 8 9469 4400
F +61 8 9469 4488
www.globalskm.com
COPYRIGHT: The concepts and information contained in this document are the property of Jacobs. Use or copying of this document in whole or
in part without the written permission of Jacobs constitutes an infringement of copyright.
Document history and status
Revision Date Description By Review Approved
Rev A 21/2/14 Preliminary Draft Report Emmerson Richardson and Richard Isted K Weaver
Final 28/3/14 Final Emmerson Richardson and Richard Isted E Richardson K Weaver
Final Rev1 10/04/14 Final Rev 1 Emmerson Richardson and Richard Isted S Kreemer
Pickford
S Kreemer
Pickford
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Contents
1. Overview ..................................................................................................................................................... 1
2. Previous studies ........................................................................................................................................ 2
2.1 Stirling City Centre Draft Public Transport Strategy (GHD, 2013) .................................................................................................. 2
2.2 Stirling City Centre Alliance Integrated Transport Strategy (GHD, 2013) ....................................................................................... 3
2.3 Stirling City Centre Long Term Transport Plan (Stirling City Centre Alliance, 2009) ...................................................................... 4
2.4 Stirling City Centre Cycling Plan (SKM, 2010) ................................................................................................................................ 6
2.5 Scarborough Beach Road Activity Corridor Transport Plan (SKM, 2010) ...................................................................................... 7
2.6 Main Street Draft Road Reservation Widening Evaluation ............................................................................................................. 8
2.7 SKM Herdsman Business Park and Glendalough Station Transport Strategy, September 2010................................................... 9
3. Structure plan development ................................................................................................................... 10
3.1 Transport trends and implications for Herdsman Glendalough structure planning ....................................................................... 10
3.2 High level access and parking principles ...................................................................................................................................... 14
3.3 Integrated transport plan components for the Herdsman Glendalough structure plan area ......................................................... 15
4. Strategy One - Get more people using public transport ..................................................................... 17
4.1 Objective ....................................................................................................................................................................................... 17
4.2 Guiding principles ......................................................................................................................................................................... 17
4.3 Key components of the public transport strategy .......................................................................................................................... 17
5. Strategy Two – Get more people cycling and walking ........................................................................ 19
5.1 Objective ....................................................................................................................................................................................... 19
5.2 Guiding principles ......................................................................................................................................................................... 19
5.3 Key Components of the walking and cycling strategy................................................................................................................... 19
6. Strategy Three – Create a more permeable street network to increase road capacity .................... 21
6.1 Objective ....................................................................................................................................................................................... 21
6.2 Guiding principles ......................................................................................................................................................................... 21
6.3 Key components of the permeable street network strategy .......................................................................................................... 21
7. Strategy Four – Manage demand for car travel through parking policies ......................................... 23
7.1 Objectives and background .......................................................................................................................................................... 23
7.2 Guiding principles ......................................................................................................................................................................... 24
7.3 Key Components of the parking strategy ...................................................................................................................................... 24
8. Modelling and transport plan assessment ........................................................................................... 27
9. Conclusions ............................................................................................................................................. 31
Appendix A. Intersection Analysis
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1. Overview
The Herdsman Glendalough area is located in the City of Stirling, adjacent to Herdsman Lake. The area
currently consists of mainly commercial and bulky goods uses. Over time this area is planned to change to a
mix of office, commercial and residential uses. The area is bisected by the Northern Suburbs railway and the
Mitchell Freeway; and accesses to both infrastructures are contained.
The transport planning system plays a critical role in the development of the region as a whole; and without an
efficient, adaptable transport system that addresses issues associated with short trips, establishing the densities
of activities within the area will be difficult to achieve without careful management.
A number of previous studies prepared for the City of Stirling relevant to this study have been reviewed and key
elements are highlighted in Section 2.
This document outlines four key strategies that will allow careful management of all modes; these are:
A series of high level access and parking principles were identified to guide development of the Integrated
Transport Strategy. These principles had much in common with the concurrent studies for the Stirling City
Centre and Scarborough Beach Road. Sections 4 to 7 of this report highlight the principles relevant to each of
the above strategies respectively.
Strategy One: Get
more people
using public transport
Strategy Two: Get more people walking
and cycling
Strategy Three:
Improve Accessibility
and Mobility
Strategy Four: Manage demand
though parking policy
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2. Previous studies
A number of transport studies have been carried out in the sub-region in recent years. This section outlines the
key outcomes and issues as they relate to the Herdsman Glendalough area.
2.1 Stirling City Centre Draft Public Transport Strategy (GHD, 2013)
The key recommendation from this study is to linkStirling and Glendalough rail stations by light rail along
Scarborough Beach Road. In the longer term there are options to extend the light rail to Scarborough via
Scarborough Beach Road and south to Subiaco. The schematic plan is shown in Figure 1.
Figure 1 : Long Term Public Transport Strategy (GHD, 2013)
(Source: Stirling City Centre Draft Public Transport Strategy (GHD, May 2013))
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The recommended plan is consistent with the draft public transport plan for Perth 2031, shown in Figure 2.
Figure 2 : Public Transport Masterplan – Ultimate Network for 3.5 Million
(Source: Public Transport for Perth 2031 (Department of Transport, 2011))
2.2 Stirling City Centre Alliance Integrated Transport Strategy (GHD, 2013)
A suite of documents were prepared by GHD in May 2013, under the heading of integrated transport strategy.
Essentially they focussed on the future Stirling City Centre with a commercial floor space of 970,000 m2 and a
residential population of 25,000 people (currently 3,800).
The reports note the target mode share for the city centre to be:
Car driver 35%;
Car passenger 15%;
Public transport 18%; and
Walking and cycling 32%
To achieve these mode shares at full development of the centre, the report supports a sustainable mode based
transport system to support the city centre, which includes:
Public transport strategy;
Road network improvement strategy;
Bicycle network improvement strategy;
City centre walking strategy; and
Demand management, access and parking strategy.
.
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2.3 Stirling City Centre Long Term Transport Plan (Stirling City Centre Alliance, 2009)
The Stirling City Centre long-term transport plan is shown in Figure 3. The objective of this plan is to provide a
finer grained network that provides more options for drivers and avoids a concentration of traffic at bottlenecks
that contribute to congestion. It is designed to:
Provide better access to and across the Mitchell Freeway;
Provide better access between Innaloo and Osborne Park, north of Scarborough Beach Road;
Provide better access across Scarborough Beach Road between Innaloo and Glendalough;
Enable Stephenson Avenue to be a City Centre Road with good pedestrian amenity; and
Provide better access for Light rail from Stirling Station to Glendalough Station
Along with a managed motorway system on the Mitchell Freeway, this network is anticipated to greatly improve
accessibility in the region, including the Herdsman Glendalough region.
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Figure 3 : Stirling City Centre Long Term Transport Plan
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2.4 Stirling City Centre Cycling Plan (SKM, 2010)
The Stirling City Centre cycling plan was designed to improve accessibility for cyclists to and within the more intensely developed region in the future. Based on best-practice European experience, it is designed to increase cyclist mode share of travel from under 2% at present to between 10% and 15% as the area reaches full development. The proposed cycling network, including modifications made as part of the Herdsman Glendalough structure planning is shown in Figure 4.
Figure 4 : Stirling City Centre Bicycle Network Plan
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2.5 Scarborough Beach Road Activity Corridor Transport Plan (SKM, 2010)
The vision for Scarborough Beach Road adopted by the City of Stirling and the Department of Planning is to
transform Scarborough Beach Road into an activity corridor where:
The barrier effect of traffic is reduced;
The street is safe and comfortable to ;use by all transport modes, including pedestrians, cyclists and public
transport users;
A high frequency public transport system operates in an efficient manner;
A significant level of traffic continues to use the street for access to adjacent mixed uses, but at a low
speed;
There are frequent opportunities for pedestrians to access public transport stations and to cross the street
to access shops, restaurants or businesses; and
The street becomes known for movement and vibrancy of people rather than for the movement of vehicles
and associated segregation.
The key recommendations for Scarborough Beach Road through the Herdsman Glendalough area were:
A dedicated transit way for light rail be provided along the centre of Scarborough Beach Road;
Copenhagen style off-street cycle paths be provided along Scarborough Beach Road;
The street be designed for a speed limit of 50 kph, suitable for an activity corridor with public transport and
high pedestrian usage;
Provision of rear laneways to provide access to properties fronting Scarborough Beach Road; and
Additional traffic signals are provided at Sundercombe Street and Drake Street to provide opportunities for
crossing traffic and to enable safe access to the light rail stops.
The proposed cross section for Scarborough Beach Road within a future road reservation of 42 m is shown in
Figure 5.
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Figure 5 : Proposed cross section for Scarborough Beach Road through Herdsman Glendalough
The WAPC has subsequently adopted the recommended SBR Activity Corridor framework to guide structure
planning for the Scarborough Beach Road activity corridor area. It has also advised that an MRS amendment
will be required to modify the current road reservation to 39.5 m (Main Street to Mitchell Freeway) and 42.0 m
(Mitchell Freeway to King Edward Road).
2.6 Main Street Draft Road Reservation Widening Evaluation
In 2004, SKM undertook a preliminary evaluation of the following three options for the layout of Main Street
between Hutton Street and Scarborough Beach Road:
Option 1 Do nothing (four lane undivided road) – 20 m road reservation;
Option 2 Boulevard treatment (one lane in each direction with landscaped median and cycle lanes) –
20-23 m road reservation; and
Option 3 Dual carriageway with landscaped median – 30 m road reservation
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The options were assessed against the following criteria that were weighted by the City of Stirling
Criterion Weighting
1. Level of Service for vehicles travelling along Main Street 17.5%
2. Impact on Public Transport, Walking and Cycling 16.6%
3. Road Safety 30.8%
4. Streetscape and Landscaping 11.7%
5. a) Impacts Associated with Land Purchase 9.2%
b) Benefits or Impacts of Changed Access Arrangements 10.0%
c) Noise Impact at Adjacent Properties 4.2%
It was concluded that both Options 2 and 3 were a significant improvement on the do nothing option. It was
considered that Option 2 was likely to result in the best value for money with less disruption to access to private
properties and less requirement to acquire private land.
No modelling of future traffic volumes along Main Street was undertaken and the City of Stirling did not progress
the study beyond draft status.
2.7 SKM Herdsman Business Park and Glendalough Station Transport Strategy, September 2010
SKM was appointed by the City of Stirling to address current and future transport challenges in the Herdsman
Glendalough area to provide for a more than doubling of workers in the area. The key strategies proposed
were:
Get more people using public transport;
Get more people cycling and walking;
Develop more permeable street networks to increase road network capacity; and
Manage demand for car travel through parking policies, motorway management etc.
These strategies were discussed with residents and businesses in the area at a number of workshops, prior to a
transport strategy being developed.
A transport strategy was developed for the Herdsman Business Park and Glendalough Station area, as part of a
concept structure plan and was adopted by the Stirling City Council in 2011.
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3. Structure plan development
There has been extensive consultation and engagement since 2008 with the community, landowners and
government agencies in development of the Herdsman Glendalough Structure Plan. The key steps in
development of the structure plan from a transport perspective were:
Assessment of transport patterns and trends, particularly as it relates to mixed use areas in proximity to
high quality public transport;
Understanding the proposed mix of residential and non-residential uses and how this is likely to encourage
greater use of walking and cycling as a primary transport mode;
Consideration of the previous transport studies for Scarborough Beach Road and the Stirling City Centre;
Development of a more permeable street networks, particularly as it relates to crossing of Scarborough
Beach Road; and
Development of mode share targets for travel to/from the structure plan area, based on a realistic road
network capacity to, from and within the structure plan area.
3.1 Transport trends and implications for Herdsman Glendalough structure planning
For the last half of the 20th century there was a continuous increase in car driving in most OECD countries, with
an associated decline in walking, cycling and public transport usage. This resulted in growing congestion on the
road system. There is now strong evidence that this trend changed at the beginning of the 21st century. Over
the past ten years car driver trips per person has declined in almost every OECD country (refer Figure 6).
Figure 6 : Annual car usage per person
0
2
4
6
8
10
12
14
16
18
1989 1992 1995 1998 2001 2004 2007 2010 2013
'00
0 V
eh
icle
kilo
me
tre
s p
er
pe
rso
n p
er
year
Year
Annual car usage per person
Australia
Germany
France
Japan
USA
Britain
Canada
Italy
Korea
Spain
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Source: International Transport Firm, 2011
There are a wide range of factors that have caused this significant change in travel patterns that are discussed
more fully in a paper presented to the AITPM conference in Perth in 2013 by Richardson and Elaurant. They
include:
Congested streets are making car driving less attractive;
Improved public transport systems with higher frequency services along priority routes are a more
attractive travel alternative;
Price factors such as increased petrol price and higher parking fees are influencing travel behaviour;
Young people are driving less; they are substituting some travel for electronic communications or travelling
by public transport where they can communicate en route by electronic devices; and
Many young people appreciate the growing inconvenience of driving and owning a car. Insurance fees are
increasing and it is becoming more difficult to obtain a driving licence. There has been a substantial
decline in young people with a driving licence.
Figure 7 shows how car driving per person has declined in every Australian city.
Figure 7 : Car driving trends in Australian cities
In Perth, car driving per person has declined by more than 15% between 2004/05 and 2011/12.
These trends are confirmed by the ABS journey to work statistics that are produced every 5 years. Table 1
shows that car driver mode share in Perth and Peel declined between 2001 and 2006 and more so between
2006 and 2011.
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Table 1 : Journey to Work Mode Change between 2001 and 2011 for Perth and Peel
Mode Change
2001 – 2006
Mode Change
2006 – 2011
Mode Change
2001 – 2011
Car Driver - 1.2% - 3.9% - 5.0%
Car Passenger 0% - 8.7% - 8.7%
Public Transport + 11.1% + 25.9% + 40.0%
Walking + 11.8% + 11.7% + 24.9%
Cycling + 4.5% + 11.2% + 16.2%
Figure 8 shows that whilst the mode share for public transport for journey to work increased by 40% from 2001
to 2001, the actual journeys doubled.
Figure 8 : Public Transport in Perth Mode Share Usage (Journey to Work)
Source: ABS Journey to Work Statistics
Table 2 shows that car driver mode share has declined more in inner areas of Perth than outer areas and
cycling has increased much more in inner areas, whilst public transport mode share has increased by between
40% and 45% in all areas.
0.00%
2.00%
4.00%
6.00%
8.00%
10.00%
12.00%
14.00%
16.00%
Mo
de
Sh
are
- P
ub
lic T
ran
spo
rt
Year
0
10000
20000
30000
40000
50000
60000
70000
80000
90000
100000
19761981198619911996200120062011
Nu
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br
of
Pat
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s
Year
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Table 2 : Journey to work mode share changes by region
2011 Populati
on
2001 Mode Share 2011 Mode Share (Growth for 2011)
Car Driver
Public Transport
Bicycle Car
Driver Public
Transport Bicycle
Inner Councils
(Vincent, South Perth, Victoria Park, Subiaco, Cambridge)
149,966 70.5% 12.6% 2.5% 63.3% (-9%)
17.8% (+43%)
3.8% (+50%)
Middle Councils
(Stirling, Melville, Cockburn, Canning)
466,899 77.4% 9.1% 1.1% 73.9% (-6%)
13.2% (+45%)
1.4% (+25%)
Outer Councils
(Joondalup, Kwinana, Rockingham) 285,788 78.1% 9.0% 0.6%
73.9% (-5%)
12.6% (+40%)
0.6% (0%)
Edge Councils
(Mandurah, Swan, Armadale, Wanneroo)
392,737 78.2% 6.7% 0.65% 75.9% (-3%)
9.7% (+45%)
0.5% (-23%)
Perth and Peel Metro Area 1.83M 76.8% 9.0% 1.1%
72.9% (-5%)
12.6% (+40%)
1.3% (+18%)
Source: ABS Journey to Work Data
Other than Perth City, the City of Subiaco has one of the lowest car driver mode shares in Perth. In 2011, the
car driver journey to work mode share in Subiaco was 28% lower than the Perth Metropolitan area average.
Subiaco is in an area that is well served by public transport that has a well-connected street network that
provides opportunities for travel by a range of transport modes. There is a range of residents and jobs in the
area, a significant proportion of which can be described as transit oriented development. Table 3 compares the
mode share by different transport modes in Subiaco compared to the Perth Metropolitan average.
Table 3 : Mode Shares in City of Subiaco compared to Perth metropolitan area average 2011
Travel Mode City of Subiaco Perth Metropolitan Average Ratio City of Subiaco to Perth Average
Car driving 52.8% 72.9% 0.72
Car passenger 5.3% 6.4% 0.83
Public transport 20.9% 12.6% 1.66
Walking 12.4% 2.8% 4.43
Cycling 5.3% 1.3% 4.08
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Source: ABS Journey to Work Statistics
The journey to work statistics for Subiaco show that places with a mix of housing and jobs in close proximity to
an area well-served by public transport and with reasonable bicycle infrastructure will have quite different travel
patterns than suburbs developed primarily to cater for car use.
The relevance of this travel trend data for the Herdsman Glendalough area can be summarised as follows:
Car driving mode share in Perth has declined by 5.0% from 2001 to 2011. 3.9% of this decline occurred
between 2006 and 2011, indicating an accelerating trend. If these trends continue, car driving per person
in Perth could reduce by between 10% and 20% by 2031;
If the Herdsman Glendalough area is developed as proposed in the structure plan as a mixed use area with
excellent public transport and excellent cycling networks, it can be expected that car driver use in the area
could reduce by a further 20% to 30% based on the Subiaco comparison; and
The combined impact of the general trend to lower car driving and comparative lower car driving rates in
mixed use areas well served by public transport and with good cycling infrastructure could see car driving
per person in Herdsman Glendalough reduce by between 35% and 40%.
This would suggest that a future car driver mode share of about 40% for Herdsman Glendalough is likely to be a
realistic prospect given the current car driver mode share in the City of Stirling is about the metropolitan average
of 57% to 58% (2003 – 2006 PARTS survey).
3.2 High level access and parking principles
A series of high level access and parking principles were identified to guide development of the Integrated
Transport Strategy. These principles had much in common with the concurrent studies for the Stirling City
Centre and Scarborough Beach Road and were presented for discussion at a number of community and
landowner workshops. The eleven access and parking principles that have been used in development of the
structure plan are:
Principle One: Manage congestion through the provision of a wide range of transport choices and high
degree of accessibility within the Herdsman Glendalough area;
Principle Two: Develop a finer grained street network for walking, cycling and cars with clearly defined
external links to the wider transport network;
Principle Three: Effectively manage scarce resources (including road reserves) through prioritising
infrastructure;
Principle Four: Develop a high capacity, high frequency public transport system connecting the area with
Glendalough and Stirling stations and the Stirling City Centre;
Principle Five: Make sure that new development in Herdsman Glendalough proceeds concurrently with
enhancement of public transport services;
Principle Six: Provide priority for public transport vehicles along a range of routes to, through and from the
Herdsman Glendalough area;
Principle Seven: Provide a network of safe, convenient cycling routes to, through and from Herdsman;
Principle Eight: Make sure walking is an attractive option for short trips by providing a safe secure,
comfortable and attractive network of walking routes, incorporating legible connections with train stations
and other public transport;
Principle Nine: Limit parking to match the capacity of the road system;
Principle Ten: Maximise the proportion of public parking in the overall parking supply; and
Principle Eleven: Provide public parking at dispersed locations within the area.
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3.3 Integrated transport plan components for the Herdsman Glendalough structure plan area
Jacobs (known as SKM prior to June 2014) have worked with Taylor Burrell Barnett and the City of Stirling in
the development of the Herdsman Glendalough structure plan. Transport planning input to the structure plan
development has included:
Transport planning undertaken by Jacobs, City of Stirling, Department of Planning, Department of
Transport to prepare the Scarborough Beach Road Activity Corridor Framework;
Transport planning undertaken for the Stirling City Centre Alliance by a variety of consultants in
collaboration with the City of Stirling and state agencies;
Transport planning undertaken by Jacobs and Hassell to develop the concept structure plan; and
Transport planning undertaken by Jacobs specifically for the Herdsman Glendalough area in collaboration
with Taylor Burrell Barnett and the City of Stirling. This planning has included numerous workshops during
which preliminary concepts were developed and discussed with community representatives, including
residents and business operators and owners. Feedback received at these workshops was considered by
the project team in development of the transport strategy that underpins the structure plan.
There are four main components to the Herdsman Glendalough integrated transport strategy that is an integral
part of the structure plan for the area:
Strategy 1 – get more people using public transport;
Strategy 2 – get more people walking and cycling;
Strategy 3 – create a more permeable street network to improve connectivity and increase road capacity;
and
Strategy 4 – manage the demand for car travel through parking policies for cars, bicycles and motorcycles.
The objective of the integrated transport plan is to reduce the level of car driving to, from and within the area, so
that the structure plan area can grow into a vibrant mixed use area with more than 35,000 employees and over
7,000 additional residents.
The area is well serviced by road and rail. Whilst there is potential to more than double the capacity of the
adjacent railway and feeder public transport services, there is limited scope to increase the capacity of the
Mitchell Freeway and arterial roads in the area.
The plan, not only for the Herdsman Glendalough area, but the adjacent Stirling City Centre relies upon getting
more people walking, cycling and using public transport. Indeed the whole urban infill programme proposed by
the WAPC in Directions 2031 and Beyond relies upon achieving demanding targets for increased use of
sustainable transport modes. The strategy will not only require the new workers and residents to use
sustainable modes more, it will require many of the existing workers and residents in the area to do so.
Jacobs, in consultation with the City of Stirling, has established the following mode share targets (all trips) for
the Herdsman Glendalough area:
Car driver – 40%;
Car passenger – 17%;
Public transport – 16%; and
Walking and cycling – 27%.
Each of the four transport strategies will be critical in delivering an efficient, integrated and sustainable transport
system for the Herdsman Glendalough area. Each of the transport strategies and plans are discussed in the
following four sections of this report.
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4. Strategy One - Get more people using public transport
4.1 Objective
The objective is to significantly increase the proportion of people in the area using public transport. The current
(2011) journey to work mode share by public transport in the City of Stirling is 12.8%. It is proposed that the
journey to work mode share in Herdsman Glendalough be increased to 25% by 2031. Journey to work travel is
mostly undertaken in peak periods. An increase in journey to work by public transport in this area will
significantly reduce peak hour car driving.
4.2 Guiding principles
From the guiding principles outlined in Section 3.2, the following are relevant to Strategy One:
Principle One: Manage congestion through the provision of a wide range of transport choices and high
degree of accessibility within the Herdsman Glendalough area;
Principle Three: Effectively manage scarce resources (including road reserves) through prioritising
infrastructure;
Principle Four: Develop a high capacity, high frequency public transport system connecting the area with
Glendalough and Stirling stations and the Stirling City Centre;
Principle Five: Make sure that new development in Herdsman proceeds concurrently with enhancement of
public transport services; and
Principle Six: Provide priority for public transport vehicles along a range of routes to, through and from the
Herdsman Glendalough area.
4.3 Key components of the public transport strategy
The key components of the public transport strategy for Herdsman Glendalough are in the short term (to 2026):
Before light rail can be introduced provide a high frequency bus service along the light rail route and
provide it with the same level of priority; and
Provide a range of high frequency feeder bus services to Stirling and Glendalough stations;
Provide a dedicated right of way for light rail to ensure it can provide a fast and efficient service (like the
current railways) at all times, including peak periods when localised congestion can result in delay on the
road network;
Provide a light rail service through the heart of the area along Scarborough Beach Road linking to the
Stirling and Glendalough stations;
Provide comfortable stations with up to date information on services and safe access to both sides of
Scarborough Beach Road via traffic signals; and
Ensure there is a permeable street network that provides direct safe access from businesses and
residences to the light rail and railway stations.
And in the longer term:
Provide for expansion of the light rail to Scarborough and Subiaco.
The proposed future public transport network for Herdsman Glendalough and the adjacent Stirling City centre
area is shown in Figure 9.
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Figure 9 : Proposed Public Transport Network for the Herdsman Glendalough Area
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5. Strategy Two – Get more people cycling and walking
5.1 Objective
The objective of this strategy is to get more people cycling and walking.
The current mode share to work in the City of Stirling is low at 2% and may well be even lower within Herdsman
Glendalough because there are virtually no residences within walking distance of employment. The structure
plan proposes an additional 4,000 dwellings within the structure plan area that could house an additional 7,000
residents. Most of these residents will be within walking distance of the light rail or Glendalough rail station
which will provide easy access to and from the area by public transport. Also most would be within a
comfortable walk to a major pool of employment within the area. It is likely that the walk to work mode share
could be increased to at least about the current level in Subiaco (12.4% in 2011).
On an all-day basis the current walking mode share in inner middle Perth regions is 12.8% (Perth and Regions
Travel survey 2003-06). It could be expected that the overall walking share in Herdsman Glendalough would
increase 50% by 2031, taking account of the overall trend to greater walking and the proposed mixed use
nature of the precinct by that time. It would therefore be reasonable to expect a walking mode share of close to
20% by 2031.
The current (2011) mode share of cycling to work in the City of Stirling is 1.6%. In 2003-06 the overall cycling
mode share in middle inner Perth was 1.5%. The current cycling mode share to work in Subiaco is 5.3%. With
the current rapid growth of cycling in inner area it is reasonable to expect the mode share of cycling to increase
to 8% if safe connected infrastructure is provided as planned. Overall the walking plus cycling mode share of
27% as proposed in this integrated transport strategy is achievable by 2031.
5.2 Guiding principles
From the guiding principles outlined in Section 3.2, the following are relevant to Strategy Two:Principle
One: Manage congestion through the provision of a wide range of transport choices and high degree of
accessibility within the Herdsman Glendalough area;
Principle Three: Effectively manage scarce resources (including road reserves) through prioritising
infrastructure;
Principle Six: Develop a finer grained street network for walking, cycling and cars with clearly defined
external links to the wider transport network; and
Principle Seven: Provide a network of safe, convenient cycling routes to through and from the Herdsman
Glendalough area.
Principle Eight: Make sure walking is an attractive option for short trips by providing a safe secure,
comfortable and attractive network of walking routes, incorporating legible connections with train stations
and other public transport;
5.3 Key Components of the walking and cycling strategy
The key components of the walking and cycling strategy are in the short term (to 2026):
A connected safe cycling network that promotes access to employment within the area and provides
access to opportunities between residences and activity centres in the area;
Endof-trip facilities such as parking for cycling as both the residential and the destination end of trips and
lockers and showers for people who choose to walk or cycle to work;
Footpaths on all streets within the area to promote safe movement by pedestrians of all ages and people
with disabilities; and
Herdsman Glendalough Integrated Transport Strategy
1 PAGE 20
Safe road crossing facilities at intersections that allows residents and visitors (employees) to move freely
and safely between activities within the area and public transport stops and stations.
And in the long term:
The provision of more residential accommodations in what is essentially an exclusive employment area at
present; and
The provision of a finer grained street network that provides a fairly decent route for pedestrians and
cyclists to gain access to employment.
The proposed future strategic bicycle network plan for the Stirling and Herdsman Glendalough area is shown in
Figure 4.
Herdsman Glendalough Integrated Transport Strategy
1 PAGE 21
6. Strategy Three – Create a more permeable street network to increase road capacity
6.1 Objective
The objective of this strategy is to create more permeable street networks to increase travel options for
travellers and increase the overall road capacity for movements to and within the area.
The current mode share of car driver to businesses within the area is high because high levels of car parking
have been provided, walking and cycling infrastructure is poor and there is limited access to public transport
along Scarborough Beach Road and Glendalough Rail Station because of a disconnected street system. The
overall car driver mode share within the majority of the Structure plan area (excluding that area in proximity of
the Glendalough station) is likely to be close to the City of Stirling average of 57%. In the future the substantial
opportunity for more walking, cycling and public transport means that car driver mode share could be reduced to
around 40%.
6.2 Guiding principles
From the guiding principles outlined in Section 3.2, the following are relevant to Strategy Three: Principle
One: Manage congestion through the provision of a wide range of transport choices and high degree of
accessibility within the Herdsman Glendalough area;
Principle Two: Develop a finer grained street network for walking, cycling and cars with clearly defined
external links to the wider transport network; and
Principle Three: Effectively manage scarce resources (including road reserves) through prioritising
infrastructure.
6.3 Key components of the permeable street network strategy
The proposed changes to the network within the Herdsman Glendalough area are shown in Figure 10. Through
the provision of a more permeable street network, additional capacity is provided for not only local traffic
movements but also for cyclists and pedestrians. The increased connectivity within the network assists in
eliminating bottlenecks within the network created by a lack of crossing opportunities of Scarborough Beach
Road between King Edwards Road and Frobisher Street – a distance of almost 2 km. The key components of
the permeable street network strategy are in the short term (to 2026):
A direct connection between Jon Saunders Drive and the Mitchell Freeway via Hutton Street; and
East –west crossings between Osborne Park and Innaloo, north of Scarborough Beach Road, that reduces
the demand for travel along Scarborough Beach Road.
And in the longer term:
A direction connection between Jon Saunders Drive and the Mitchell Freeway via King Edward Road;
Safe signalised crossings of Scarborough Beach Road via Sundercombe Street and Hale Street;
Additional east-west crossing opportunities of the Mitchell Freeway via McDonald Street and the proposed
local connection north of Scarborough Beach Road; and
The upgrading of Scarborough Beach Road to 42 m in width to provide for two traffic lanes in each
direction, priority central lanes for light rail, one way Copenhagen style bicycle lanes and wide footpaths.
The preliminary street network proposed by Jacobs as input to the development of the structure plan is shown
in Figure 10. This preliminary network has been modified marginally prior to inclusion in the structure plan.
Herdsman Glendalough Integrated Transport Strategy
1 PAGE 22
Figure 10 : Proposed Future Road Network
Herdsman Glendalough Integrated Transport Strategy
1 PAGE 23
7. Strategy Four – Manage demand for car travel through parking policies
7.1 Objectives and background
The objective of the parking strategy for Herdsman Glendalough is to limit the amount of travel by car to a level
that can be accommodated on both the local and regional road network and to encourage more people to walk,
cycle or use public transport.
It is now widely accepted that a parking strategy that limits car driving is an essential part of an integrated
transport plan for centres and high density mixed use employment areas such as Herdsman Glendalough and
the adjoining Stirling City Centre. State Planning Policy 4.2 for Activity Centres for Perth and Peel has a policy
objective to “maximise access to activity centres by walking, cycling and public transport, while reducing private
car trips”.
The policy promotes the use of upper limits for parking and common use or shared parking to improve parking
efficiency and encourage centre users to travel to the centre by means other than the private car.
Parking policies and statutory provisions have proved to be an effective mechanism to reduce the level of car
access to centres when combined with improvements to public transport, walking and cycling.
The Perth parking Policy introduced in 1999 has assisted in achieving a substantial change in how people
access central Perth. In the mid-1990s 50% of people accessing central Perth arrived by private car and 35%
used public transport. By 2011, the figures were reversed with car driver mode share 35% and public transport
mode share 50%. The city now has less people driving into central Perth that there was 15 years ago, despite a
30% growth in employment in the City. The key mechanisms used in the Perth Parking Policy were:
Limit to the maximum permitted level of parking per hectare of development site, regardless of the intensity
of the development;
A levy on all non-residential parking (with a few exceptions) in the city with all funds hypothecated to be
expended on walking, cycling or public transport improvements within the Perth city;
Introduction of parking management measures using price and time based parking to discourage long term
parking in the city centre;
The reduced level of driving to Perth has enabled the City to widen footpaths on William Street, Barrack
Street, St Georges Terrace and the Esplanade to cater for the growing number of pedestrians and to
introduce parallel walk phases for pedestrians at traffic signals. Two way streets are also being re-
introduced to provide more direct movement at a slower speed. Modelling undertaken by Jacobs has
shown that this has the potential to reduce vehicle km by up to 16%;
Jacobs have undertaken extensive work on parking policy options for the Stirling City Centre and for the
Herdsman Glendalough area. These options have been discussed openly at a number of workshops held
on structure planning for Herdsman Glendalough since 2011. The following are some of the key parking
issues discussed at the workshops:
Parking policy objectives for the Herdsman Glendalough area:
Ensure the sustainable economic and social vitality of the area;
Reduce the impacts of vehicular traffic on urban form, the environment and the amenity of the area;
Limit congestion on streets within the area and ensure that regional movement and access is not
compromised; and
Provide a level of parking that, used efficiently, is compatible with the capacity of streets within the area.
Policy for non-residential parking
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1 PAGE 24
Majority of parking should be public, short term parking targeted at visitors and customers;
Overall maximum levels of parking applies (250 bays per hectare);
Parking contributions be applied to fund public parking and alternative transport; and
Parking levy/special area rates etc. to fund operation costs of public transport.
Policy for residential parking
Maximum levels of parking shall apply(up to 1.2 bays per unit);
Lower levels of parking be encouraged in areas with good public transport;
Parking be unbundled from the sale of residential units; and
Encourage some residential parking to be shared by bona fide residents of complex.
7.2 Guiding principles
From the guiding principles outlined in Section 3.2, the following are relevant to Strategy Four: Principle
One: Manage congestion through the provision of a wide range of transport choices and high degree of
accessibility within the Herdsman Glendalough area;
Principle Nine: Limit parking to match the capacity of the road system;
Principle Ten: Maximisse the public compare to private parking share; and
Principle Eleven: Dispersed car parking locations.
7.3 Key Components of the parking strategy
The role of parking in the Herdsman Glendalough structure plan area is to:
Provide prioritised parking for short term users;
Ensure commercial viability of the centre;
Manage congestion and travel demand especially by commuters;
Encourage modal shift to public transport , walking and cycling; and
Provide potential source of funding for transport infrastructure, facilities and services, particularly public
transport.
The following parking strategies are recommended for the Herdsman Glendalough structure plan area:
Maximum levels of parking for no-residential uses be set on a net site hectare basis;
A maximum of 250 bays per net site hectare is proposed;
No maximum parking on a net hectare basis applies if the approved use is a public car park; and
Maximum of 50% of all non-residential parking shall be public car parking.
Existing approval development will be permitted to maintain and operate existing levels of parking, but will
not be able to increase this parking above the maximum levels stipulated;
Where redevelopment on an existing site occurs, the development will be required to provide parking in
accordance with the scheme requirement, except where discretion is exercised to maintain the excess
parking and manage it as a public car park;
Cash-in-lieu of onsite parking will be required if the amount of parking provided on site is reduced below
250 bays per net hectare for non-residential as short stay parking;
Any reduction in on-site public parking will require the cash-in-lieu payment to meet 100% of the cost
of the bays not provided on site;
Herdsman Glendalough Integrated Transport Strategy
1 PAGE 25
Any reduction in on-site exclusive use bays will require the cash-in-lieu payment to meet 50% of the
cost of the bays not constructed on site;
The cash-in- lieu payment shall be set at a rate that covers the cost of construction of deck parking
and the cost of land used for parking;
The cash-in-lieu payments shall be paid into a special public parking cash-in- lieu account
operated by the Council and shall on be used to:
(a) Construct public car parking within the scheme area, including on public road reserves;
(b) Construct public bicycle as motorcycle parking in the scheme area; and
(c) Meet reasonable administration costs.
Residential parking shall be provided in accordance with State Planning Policy 3.1 (residential design
codes);
For residential apartment the maximum parking provided shall be less than 1:25 bays / apartment; and
The purchase as lease of an apartment be unbundled from the scale (or lease) of the parking bays.
A transport contribution fee shall be levied to meet the additional costs for public transport, walking and
cycling brought about by increased travel by these modes and associated level levels of driving and
parking;
For residential development an amount equivalent to the standard car parking bay of cash- in-lieu per
750m2 of net leasable area approved;
For all other development an amount equivalent to 1 standard car parking bay of cash-in- lieu per
200m2 of net leasable area approved;
A minimum rate of bicycle parking shall be provided:
Residential – 1 parking space per dwelling
Office – 0.6 bays per 100m2 NLA
Public realm (retail) – 0.5 bays per 100m2 NLA
Public realm (non-retail) – 0.2 bays per 100m2 NLA
A minimum rate of motorcycle / scooter parking shall be provided:
Residential – 0.1 parking spaces per dwelling
Office – 0.2 parking spaces per 100m2 NLA
Public realm (retail) – 0.2 bays per 100m2 NLA
Public realm (non-retail) – 0.2 bays per 100m2 NLA.
Consideration be given to implementing a levy on non-residential parking in the Stirling City Centre and
Herdsman Glendalough area (refer to Figure 11).
All of the above strategies and parking rates are recommendations at this stage. A detailed parking policy will
need to be developed and approved by the Stirling City Council and the WAPC for incorporation into the town
planning scheme.
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1 PAGE 26
Figure 11 Indicative Area for Stirling Regional Parking Levy
Herdsman Glendalough Integrated Transport Strategy
1 PAGE 27
8. Modelling and transport plan assessment
Traffic modelling was undertaken for the detailed Stirling City Centre region as part of previous work undertaken
by the Stirling Alliance using the Main Roads Regional Operations Model (ROM). As part of this assessment
based on direction from the Department of Transport, the inputs and a range of outputs from this assessment
were sourced and used as the basis of the assessment.
Figure 12 highlights the land use inputs into Herdsman Glendalough that were used in the ROM modelling
undertaken for the area. A comparison of these land uses show that:
There is minimal or no residential land uses within areas which are to be mandated;
The land uses used in the ROM modelling are prepared by the Department of Planning using the MLUFS;
this system tends to allocate land uses based upon existing spatial location and size of land uses. To this
end it works on a part gravity model (that being that agglomerations of existing land use types will attract
more of that type);
Manufacturing employment increases from 2011 – 2031 from 8,186 to around 10,419; which is contrary to
the planning exhibited in the Herdsman Glendalough structure plan;
Service jobs themselves only rise from 5,404 in 2011 to 8,005 in 2031 which is contrary to the Herdsman
Glendalough plan; and
Manufacturing employment typically has higher trip generation rates associated with them than service jobs.
Figure 12 Land use inputs to the modelling
Herdsman Glendalough Integrated Transport Strategy
1 PAGE 28
A comparison of the mode share figures was also undertaken; these are visually displayed in Figure 13;
generally they show that car driver mode share increases from 2011 from less than 75% to over 75%. The
mode share data shows an increase in car driver mode shares – this is counter-intuitive as:
Additional public transport capacity is planned which should increase the attractiveness of using public
transport. This public transport is segregated from general traffic which would mean that it is less affected
by the impacts of congestion;
A parking levy is planned to be implemented in the area which will reduce the attractiveness of car driving
through an increase in the price of car driving and a reduction of the number of available bays; and
Regardless of whether the above plans see fruition or not, congestion is likely to significantly increase
through either increases in demands and / or reduction in capacity through the implementation of public
transport which ultimately would make driving less attractive.
Figure 13 Mode share inputs
As a consequence of increasing car mode shares and land uses that are likely to derive little trip containment,
traffic forecasts and forecast congestion increase significantly. Figure 14 highlights the future 2031 midblock
locations that are predicted to have over 100% saturation within the surrounding road network. It is highlighted
that being midblock, the values would be worse at intersections where capacity is reduced by (normally) at least
60%.
A select link analysis has been undertaken to examine where this traffic is coming from and going to along
Scarborough Beach Road and along Hutton Street in the Herdsman Glendalough area; this is shown in Figure
15 and Figure 16. These figures highlight that much of the increases in traffic in the area (and the focus of
congestion) occurs along lines for which there are significant planned public transport routes outlined in the
Perth Public Transport Masterplan. These include:
Scarborough to Leederville (Vincent);
Scarborough to Mt Lawley;
Osborne Park / Innaloo to Subiaco; and
Osborne Park / Innaloo to Perth CBD.
This re-emphasises the need for these public transport lines.
Herdsman Glendalough Integrated Transport Strategy
1 PAGE 29
Figure 14 2031 Saturation levels
Figure 15 Select Link Analysis – Scarborough Beach Road
Herdsman Glendalough Integrated Transport Strategy
1 PAGE 30
Figure 16 Select Link Analysis – Hutton Street
As part of this report, this work has been reviewed and a number of key issues have been discussed with the
Department of Transport:
The future land uses used in the modelling do not reflect those in the current structure plan;
The future travel mode shares which are sourced from STEM that are used in the ROM modelling do not
reflect the strategic intent of the development and are also counter-intuitive (The intent of the structure plan
is to increase use of public transport, walking and cycling and to reduce car driving); and
The modelling suggests that the surrounding network during the peak period is oversaturated (often in
excess of 120%) at a link level. The ROM does not explicitly model intersections where capacity is even
more constrained; it is expected that these would exhibit massive levels of oversaturation to the point. On
a network basis that is not possible in reality.
LINSIG analysis of intersections (refer Appendix A) within the area has been under the proposed configuration
with light; the analysis shows that the infrastructure along Scarborough Beach Road can reasonably function
under the current level of demand. If the principles outlined in this document and as part of the overall structure
plan are maintained and the key public transport infrastructure implemented, then it is suggested that these
demands would not increase with any significance, and hence this demonstrates that the increases could be
accommodated within the future.
Discussions with the Department of Transport have highlighted and confirmed shortcomings of the existing
modelling and it is understood that modelling would be undertaken in the future for the area that is cognisant of
the demand management principles outlined in this document that can address any outstanding issues.
Herdsman Glendalough Integrated Transport Strategy
1 PAGE 31
9. Conclusions
The Herdsman Glendalough Integrated Transport Strategy has built on a number of transport related studies
undertaken for the Stirling City Centre and the Herdsman Glendalough area over the past 5 to 6 years,
including:
Stirling City Centre Long Term Transport Plan (Stirling City Centre Alliance, 2009);
Stirling City Centre Cycling Plan (SKM, 2010);
Herdsman Business Park and Glendalough Station Transport Strategy (SKM, 2010);
Stirling City Centre Draft Public Transport Strategy (GHD, 2013); and
Stirling City Centre Alliance Integrated Transport Strategy (GHD, 2013)
A number of common themes have emerged from these studies following discussion and engagement with the
community, business and government agency stakeholders, including:
More permeable, better connected street network;
Significant improvements to the public transport network (including a dedicated light rail linking Stirling and
Glendalough stations) and improved frequency of public transport services;
A safe connected network of mostly off street bicycle paths; and
A strategy to manage the demand for car travel through parking policies and other measures.
Since 2001 there has been a significant drop in the level of car driving per person in Perth and other Australian
cities. These trends are now well established but have not yet been factored into Perth’s strategic transport
models. The impact of this is that current transport models are very likely to overestimate future levels of traffic
in the area.
Journey-to-work data shows that the reduction in per capita car travel is greater in mixed use areas than in
outer areas. For example, in the City of Subiaco, which has a good walking environment, good public transport
and a mix of land uses, car driving per person for journey to work is 28% lower than for the metropolitan Perth
average.
These findings have major implications for future planning in Herdsman Glendalough. If, as is proposed in the
current structure plan, the Herdsman Glendalough area is developed as a mixed-use area with good public
transport, walking and cycling networks and service, it is very likely that there will be a decrease in the per
capita level of car driving.
Based on these findings, Jacobs in consultation with the City of Stirling have established the following mode
share targets (all trips) for the Herdsman Glendalough area:
Car driver – 40%;
Car passenger – 17%;
Public transport – 16%; and
Walking and cycling – 27%.
The Herdsman Glendalough Integrated Transport Strategy has been developed, taking into account of previous
studies, community and stakeholder consultation and current transport trends. The four key strategies are
shown below:
Herdsman Glendalough Integrated Transport Strategy
1 PAGE 32
More detail on each of these strategies is included in Sections 4 to 7 of this report.
The current strategic transport modelling in the area does not contain land uses that are compatible with the
proposed structure plan. The model also shows car driving mode share in the area increasing between 2011
and 2031. Given the current transport trends and the proposed land use changes to a more mixed use area,
this seems very unlikely. This issue has been the subject of discussion with the Department of Transport, which
has acknowledged that the current modelling for this area cannot be relied upon for structure planning for future
development in the area.
Jacobs consider that the proposed integrated transport strategy, if implemented, will provide acceptable
movement and access options for the proposed redevelopment of the Herdsman Glendalough area.
Strategy One: Get
more people
using public transport
Strategy Two: Get more people walking
and cycling
Strategy Three:
Improve Accessibility
and Mobility
Strategy Four: Manage demand
though parking policy
Herdsman Glendalough Integrated Transport Strategy
1 PAGE 33
Appendix A. Intersection Analysis
Scarborough Beach Road/ Main Street 2013 Base Scarborough Beach Road/ Main Street 2013 Base Scenario 1: '2013 AM Base' (FG1: 'AM Peak Hour', Plan 1: 'Network Control Plan 1') Network Layout Diagram
Scarborough Beach Road/ Main Street/ Brady StreetPRC: -0.2 %Total Traffic Delay: 51.8 pcuHr
Arm
1 -
Mai
n S
t
123
208
449
81.0
%16
.969
088
.6%
21.4
Arm 2 - Scarborough Beach Rd West
123
16725475.4%8.225575.7%8.2
Arm
3 - Brady S
t
1 2 3 4
49 24 661.5 %
7.050
84.7%8.2
213
Arm 4 - Scarborough Beach Rd East
1234
84425 90.1% 17.4480 85.3% 16.195
Arm
5 -
1 237 6
0.0%0.0
1820.0%
0.0
Arm 6 -
12
4650.0%0.04650.0%0.0
Arm
7 -
1249
10.
0%0.
059
20.
0%0.
0
Arm 8 -
12
520 0.0% 0.0574 0.0% 0.0
A
B
C
D
KEY
MMQ Deg. Sat. Demand Out Flow
Scarborough Beach Road/ Main Street 2013 Base SGroup Diagram
1
2
3
4
5
6
7 8
9
10
Scarborough Beach Road/ Main Street 2013 Base SGroup Intergreens Matrix
Starting SGroup
Terminating SGroup
1 2 3 4 5 6 7 8 9 10
1 - - 6 6 - - 6 6 - -
2 - - - 6 - 6 - - - -
3 6 - - - 6 6 6 6 6 6
4 6 6 - - - 6 6 6 6 6
5 - - 6 - - 6 6 6 - -
6 - 6 6 6 6 - - - - -
7 6 - 6 6 6 - - - - -
8 6 - 6 6 6 - - - - -
9 - - 6 6 - - - - - -
10 - - 6 6 - - - - - -
Phase Diagram
1
2
3
4
5
6
7 8
9
10
A Min >= 7
1
2
3
4
5
6
7 8
9
10
B Min >= 7
1
2
3
4
5
6
7 8
9
10
C Min >= 7
1
2
3
4
5
6
7 8
9
10
D Min >= 7
Scarborough Beach Road/ Main Street 2013 Base Lane Input Data Junction: Scarborough Beach Road/ Main Street/ Brady Street
Lane Lane Type SGroups Start
Disp. End Disp.
Physical Length (PCU)
Sat Flow Type
Def User Saturation
Flow (PCU/Hr)
Lane Width
(m) Gradient Nearside
Lane Turns Turning Radius
(m)
1/1 (Main St) O 2 3 3.0 Geom - 3.50 0.00 N Arm 6
Left 15.00
1/2 (Main St) U 3 2 3 60.0 Geom - 3.50 0.00 N Arm 7
Ahead Inf
1/3 (Main St) U 3 2 3 60.0 Geom - 3.50 0.00 N
Arm 7 Ahead Inf
Arm 8 Right Inf
2/1 (Scarborough
Beach Rd West)
U 2 2 3 22.6 Geom - 3.50 0.00 Y Arm 5 Left 15.00
2/2 (Scarborough
Beach Rd West)
U 1 2 3 60.0 Geom - 3.50 0.00 N Arm 6 Ahead Inf
2/3 (Scarborough
Beach Rd West)
U 1 2 3 60.0 Geom - 3.50 0.00 N Arm 6 Ahead Inf
3/1 (Brady St) U 6 2 3 11.3 Geom - 3.50 0.00 Y Arm 8
Left 20.00
3/2 (Brady St) U 6 2 3 60.0 Geom - 3.50 0.00 N Arm 5
Ahead Inf
3/3 (Brady St) U 6 2 3 60.0 Geom - 3.50 0.00 N Arm 5
Ahead Inf
3/4 (Brady St) U 6 2 3 8.7 Geom - 3.25 0.00 N Arm 6
Right 20.00
4/1 (Scarborough
Beach Rd East)
U 5 2 3 1.0 Geom - 3.50 0.00 Y Arm 7 Left 15.00
4/2 (Scarborough
Beach Rd East)
U 5 2 3 60.0 Geom - 3.50 0.00 Y Arm 8 Ahead Inf
4/3 (Scarborough
Beach Rd East)
U 5 2 3 60.0 Geom - 3.50 0.00 N Arm 8 Ahead Inf
4/4 (Scarborough
Beach Rd East)
U 4 2 3 7.8 Geom - 3.50 0.00 N Arm 5 Right 20.00
5/1 U 2 3 60.0 Inf - - - - - -
5/2 U 2 3 60.0 Inf - - - - - -
6/1 U 2 3 60.0 Inf - - - - - -
6/2 U 2 3 60.0 Inf - - - - - -
7/1 U 2 3 60.0 Inf - - - - - -
Scarborough Beach Road/ Main Street 2013 Base 7/2 U 2 3 60.0 Inf - - - - - -
8/1 U 2 3 60.0 Inf - - - - - -
8/2 U 2 3 60.0 Inf - - - - - -
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
70
70
80
80
90
90
100
100
Time in cycle (sec)
SGro
ups
A 6 : 150
B 6 : 3621
C 6 : 1863
D 6 : 787
10 109 98 87 76 65 54 43 32 21 1
Scarborough Beach Road/ Main Street 2013 Base Network Results
Item Lane Description
Lane Type
Full SGroup
Arrow SGroup
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In SGroup Intergreen (pcu)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Mean Max Queue (pcu)
Network - - - - - - - - - 90.1% 27 181 0 51.8 - -
Scarborough Beach Road/ Main Street/ Brady Street
- - - - - - - - - 90.1% 27 181 0 51.8 - -
1/2+1/1 Main St Left Ahead U+O 3 - 1 36 - 657 2105:1914 811 81.0% 27 181 0 6.3 34.4 16.9
1/3 Main St Ahead Right U 3 1 36 - 690 2105 779 88.6% - - - 9.3 48.3 21.4
2/2+2/1
Scarborough Beach Rd West Left
Ahead
U 1 2 1 15:57 - 421 2105:1786 558 75.4% - - - 4.9 42.1 8.2
2/3 Scarborough
Beach Rd West Ahead
U 1 1 15 - 255 2105 337 75.7% - - - 4.3 61.4 8.2
3/2+3/1 Brady St Ahead Left U 6 1 18 - 295 2105:1828 480 61.5% - - - 3.9 47.1 7.0
3/3+3/4 Brady St Ahead Right U 6 1 18 - 263 2105:1935 311 84.7% - - - 5.5 75.1 8.2
4/2+4/1 Scarborough
Beach Rd East Left Ahead
U 5 1 28 - 509 1965:1786 565 90.1% - - - 8.8 62.4 17.4
4/3+4/4 Scarborough
Beach Rd East Right Ahead
U 5 4 1 28:7 - 575 2105:1958 674 85.3% - - - 8.8 55.2 16.1
C1 PRC for Signalled Lanes (%): -0.2 Total Delay for Signalled Lanes (pcuHr): 51.79 Cycle Time (s): 100 PRC Over All Lanes (%): -0.2 Total Delay Over All Lanes(pcuHr): 51.79
Scarborough Beach Road/ Main Street 2013 Base Scenario 2: '2013 PM Base' (FG2: 'PM Peak Hour', Plan 1: 'Network Control Plan 1') Network Layout Diagram
Scarborough Beach Road/ Main Street/ Brady StreetPRC: -1.5 %Total Traffic Delay: 47.9 pcuHr
Arm
1 -
Mai
n S
t
123
146
255
91.4
%11
.925
468
.4%
6.6
Arm 2 - Scarborough Beach Rd West
123
46242776.8%11.442790.7%13.8
Arm
3 - Brady S
t
1 2 3 4
30 32 259.7 %
7.4321
86.5%10.2
315
Arm 4 - Scarborough Beach Rd East
1234
84307 52.4% 7.3306 87.8% 8.4182
Arm
5 -
1 264 4
0.0%0.0
6430.0%
0.0
Arm 6 -
12
6580.0%0.06570.0%0.0
Arm
7 -
1229
70.
0%0.
022
80.
0%0.
0
Arm 8 -
12
356 0.0% 0.0355 0.0% 0.0
A
B
C
D
KEY
MMQ Deg. Sat. Demand Out Flow
Scarborough Beach Road/ Main Street 2013 Base SGroup Diagram
1
2
3
4
5
6
7 8
9
10
Scarborough Beach Road/ Main Street 2013 Base SGroup Intergreens Matrix
Starting SGroup
Terminating SGroup
1 2 3 4 5 6 7 8 9 10
1 - - 6 6 - - 6 6 - -
2 - - - 6 - 6 - - - -
3 6 - - - 6 6 6 6 6 6
4 6 6 - - - 6 6 6 6 6
5 - - 6 - - 6 6 6 - -
6 - 6 6 6 6 - - - - -
7 6 - 6 6 6 - - - - -
8 6 - 6 6 6 - - - - -
9 - - 6 6 - - - - - -
10 - - 6 6 - - - - - -
Phase Diagram
1
2
3
4
5
6
7 8
9
10
A Min >= 7
1
2
3
4
5
6
7 8
9
10
B Min >= 7
1
2
3
4
5
6
7 8
9
10
C Min >= 7
1
2
3
4
5
6
7 8
9
10
D Min >= 7
Scarborough Beach Road/ Main Street 2013 Base Lane Input Data Junction: Scarborough Beach Road/ Main Street/ Brady Street
Lane Lane Type SGroups Start
Disp. End Disp.
Physical Length (PCU)
Sat Flow Type
Def User Saturation
Flow (PCU/Hr)
Lane Width
(m) Gradient Nearside
Lane Turns Turning Radius
(m)
1/1 (Main St) O 2 3 3.0 Geom - 3.50 0.00 N Arm 6
Left 15.00
1/2 (Main St) U 3 2 3 60.0 Geom - 3.50 0.00 N Arm 7
Ahead Inf
1/3 (Main St) U 3 2 3 60.0 Geom - 3.50 0.00 N
Arm 7 Ahead Inf
Arm 8 Right Inf
2/1 (Scarborough
Beach Rd West)
U 2 2 3 22.6 Geom - 3.50 0.00 Y Arm 5 Left 15.00
2/2 (Scarborough
Beach Rd West)
U 1 2 3 60.0 Geom - 3.50 0.00 N Arm 6 Ahead Inf
2/3 (Scarborough
Beach Rd West)
U 1 2 3 60.0 Geom - 3.50 0.00 N Arm 6 Ahead Inf
3/1 (Brady St) U 6 2 3 11.3 Geom - 3.50 0.00 Y Arm 8
Left 20.00
3/2 (Brady St) U 6 2 3 60.0 Geom - 3.50 0.00 N Arm 5
Ahead Inf
3/3 (Brady St) U 6 2 3 60.0 Geom - 3.50 0.00 N Arm 5
Ahead Inf
3/4 (Brady St) U 6 2 3 8.7 Geom - 3.25 0.00 N Arm 6
Right 20.00
4/1 (Scarborough
Beach Rd East)
U 5 2 3 1.0 Geom - 3.50 0.00 Y Arm 7 Left 15.00
4/2 (Scarborough
Beach Rd East)
U 5 2 3 60.0 Geom - 3.50 0.00 Y Arm 8 Ahead Inf
4/3 (Scarborough
Beach Rd East)
U 5 2 3 60.0 Geom - 3.50 0.00 N Arm 8 Ahead Inf
4/4 (Scarborough
Beach Rd East)
U 4 2 3 7.8 Geom - 3.50 0.00 N Arm 5 Right 20.00
5/1 U 2 3 60.0 Inf - - - - - -
5/2 U 2 3 60.0 Inf - - - - - -
6/1 U 2 3 60.0 Inf - - - - - -
6/2 U 2 3 60.0 Inf - - - - - -
7/1 U 2 3 60.0 Inf - - - - - -
Scarborough Beach Road/ Main Street 2013 Base 7/2 U 2 3 60.0 Inf - - - - - -
8/1 U 2 3 60.0 Inf - - - - - -
8/2 U 2 3 60.0 Inf - - - - - -
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
70
70
80
80
Time in cycle (sec)
SG
roup
s
A 6 : 180
B 6 : 1424
C 6 : 2144
D 6 : 871
10 109 98 87 76 65 54 43 32 21 1
Scarborough Beach Road/ Main Street 2013 Base Network Results
Item Lane Description
Lane Type
Full SGroup
Arrow SGroup
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In SGroup Intergreen (pcu)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Mean Max Queue (pcu)
Network - - - - - - - - - 91.4% 27 119 0 47.9 - -
Scarborough Beach Road/ Main Street/ Brady Street
- - - - - - - - - 91.4% 27 119 0 47.9 - -
1/2+1/1 Main St Left Ahead U+O 3 - 1 14 - 401 2105:1914 439 91.4% 27 119 0 7.0 62.9 11.9
1/3 Main St Ahead Right U 3 1 14 - 254 2105 371 68.4% - - - 3.4 47.8 6.6
2/2+2/1
Scarborough Beach Rd West Left
Ahead
U 1 2 1 18:38 - 889 2105:1786 1157 76.8% - - - 8.2 33.2 11.4
2/3 Scarborough
Beach Rd West Ahead
U 1 1 18 - 427 2105 471 90.7% - - - 7.9 66.9 13.8
3/2+3/1 Brady St Ahead Left U 6 1 21 - 352 2105:1828 590 59.7% - - - 3.4 35.2 7.4
3/3+3/4 Brady St Ahead Right U 6 1 21 - 636 2105:1935 735 86.5% - - - 8.4 47.6 10.2
4/2+4/1 Scarborough
Beach Rd East Left Ahead
U 5 1 32 - 391 1965:1786 747 52.4% - - - 2.7 25.2 7.3
4/3+4/4 Scarborough
Beach Rd East Right Ahead
U 5 4 1 32:8 - 488 2105:1958 556 87.8% - - - 6.8 49.8 8.4
C1 PRC for Signalled Lanes (%): -1.5 Total Delay for Signalled Lanes (pcuHr): 47.85 Cycle Time (s): 85 PRC Over All Lanes (%): -1.5 Total Delay Over All Lanes(pcuHr): 47.85
Scarborough Beach Road/ King Edward Road 2013 Base Scarborough Beach Road/ King Edward Road 2013 Base Scenario 1: '2013 AM Base' (FG1: '2013 AM Base', Plan 1: 'Network Control Plan 1') Network Layout Diagram
Scarborough Beach Rd/ King Edward RdPRC: 7.6 %Total Traffic Delay: 35.4 pcuHr
Arm 1 - Scarborough Beach Rd West
1234
72173.2%12.866072.1%18.566083.7%22.8181
Arm
2 -
King
Edw
ard
Rd12
167168
83.3
%7.
6Arm 3 - Scarborough Beach Rd East
1234
118265 35.4% 4.6264 34.6% 4.643
Arm 4 - Selby R
d
1 2163
78.8%6.9
164
Arm 5 -
12
316 0.0% 0.0315 0.0% 0.0
Arm
6 -
1 2
498
0.0%
0.0
495
0.0%
0.0
Arm 7 -
12
7080.0%0.07080.0%0.0
Arm
8 -
1227
10.
0%0.
026
30.
0%0.
0
A
B
C
D
KEY
MMQ Deg. Sat. Demand Out Flow
Scarborough Beach Road/ King Edward Road 2013 Base SGroup Diagram
1
2
3
4
56
7
Scarborough Beach Road/ King Edward Road 2013 Base SGroup Intergreens Matrix
Starting SGroup
Terminating SGroup
1 2 3 4 5 6 7
1 - - - - - 6 -
2 - - 6 - 6 - 6
3 - 6 - 6 - - -
4 - - 6 - 6 6 6
5 - 6 - 6 - - -
6 6 - - 6 - - 6
7 - 6 - 6 - 6 -
Phase Diagram
1
2
3
4
5 6
7
A Min >= 0
1
2
3
4
5 6
7
B Min >= 0
1
2
3
4
5 6
7
C Min >= 0
1
2
3
4
5 6
7
D Min >= 4
1
2
3
4
5 6
7
E Min >= 7
1
2
3
4
5 6
7
F Min >= 0
Scarborough Beach Road/ King Edward Road 2013 Base Lane Input Data Junction: Scarborough Beach Rd/ King Edward Rd
Lane Lane Type SGroups Start
Disp. End Disp.
Physical Length (PCU)
Sat Flow Type
Def User Saturation
Flow (PCU/Hr)
Lane Width
(m) Gradient Nearside
Lane Turns Turning Radius
(m)
1/1 (Scarborough
Beach Rd West)
U 1 7 2 3 60.0 Geom - 3.50 0.00 Y Arm 6 Left 20.00
1/2 (Scarborough
Beach Rd West)
U 1 2 3 60.0 Geom - 3.50 0.00 N Arm 7 Ahead Inf
1/3 (Scarborough
Beach Rd West)
U 1 2 3 60.0 Geom - 3.50 0.00 N Arm 7 Ahead Inf
1/4 (Scarborough
Beach Rd West)
U 5 2 3 10.4 Geom - 3.50 0.00 N Arm 8 Right 25.00
2/1 (King Edward
Rd) U 3 2 3 10.4 Geom - 3.50 0.00 Y
Arm 7 Left 20.00
Arm 8 Ahead Inf
2/2 (King Edward
Rd) U 3 2 3 60.0 Geom - 3.50 0.00 Y
Arm 5 Right 25.00
Arm 8 Ahead Inf
3/1 (Scarborough
Beach Rd East)
U 2 2 3 13.9 Geom - 3.50 0.00 Y Arm 8 Left 10.00
3/2 (Scarborough
Beach Rd East)
U 2 2 3 60.0 Geom - 3.50 0.00 N Arm 5 Ahead Inf
3/3 (Scarborough
Beach Rd East)
U 2 2 3 60.0 Geom - 3.50 0.00 N Arm 5 Ahead Inf
3/4 (Scarborough
Beach Rd East)
U 6 2 3 8.7 Geom - 3.50 0.00 Y Arm 6 Right 20.00
4/1 (Selby Rd) U 4 2 3 60.0 Geom - 3.50 0.00 Y
Arm 5 Left 15.00
Arm 6 Ahead Inf
4/2 (Selby Rd) U 4 2 3 13.0 Geom - 3.50 0.00 N
Arm 6 Ahead Inf
Arm 7 Right 25.00
5/1 U 2 3 60.0 Inf - - - - - -
5/2 U 2 3 60.0 Inf - - - - - -
Scarborough Beach Road/ King Edward Road 2013 Base 6/1 U 2 3 60.0 Inf - - - - - -
6/2 U 2 3 60.0 Inf - - - - - -
7/1 U 2 3 60.0 Inf - - - - - -
7/2 U 2 3 60.0 Inf - - - - - -
8/1 U 2 3 60.0 Inf - - - - - -
8/2 U 2 3 60.0 Inf - - - - - -
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
70
70
80
80
90
90
100
100
110
110
Time in cycle (sec)
SG
roup
s
A 6 : 360
B 6 : 742
C 6 : 755
D 6 : 1168
E 6 : 1185
F 6 : 7102
7 76 65 54 43 32 21 1
Scarborough Beach Road/ King Edward Road 2013 Base Network Results
Item Lane Description
Lane Type
Full SGroup
Arrow SGroup
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In SGroup Intergreen (pcu)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Mean Max Queue (pcu)
Network - - - - - - - - - 83.7% 0 0 0 35.4 - -
Scarborough Beach Rd/
King Edward Rd
- - - - - - - - - 83.7% 0 0 0 35.4 - -
1/1 Scarborough
Beach Rd West Left
U 1 7 2 60 11 721 1828 986 73.2% - - - 3.6 17.9 12.8
1/2 Scarborough
Beach Rd West Ahead
U 1 1 49 - 660 2105 915 72.1% - - - 6.2 33.7 18.5
1/3+1/4
Scarborough Beach Rd
West Ahead Right
U 1 5 1:2 49:14 - 841 2105:1986 1005 83.7% - - - 8.7 37.3 22.8
2/2+2/1 King Edward Rd Right Left
Ahead U 3 1 11 - 335 1928:1925 402 83.3% - - - 7.0 75.6 7.6
3/2+3/1 Scarborough
Beach Rd East Ahead Left
U 2 2 43 - 383 2105:1709 1082 35.4% - - - 1.8 17.4 4.6
3/3+3/4 Scarborough
Beach Rd East Ahead Right
U 2 6 2 43:14 - 307 2105:1828 887 34.6% - - - 1.6 19.3 4.6
4/1+4/2 Selby Rd Left Ahead Right U 4 1 11 - 327 1909:2067 415 78.8% - - - 6.4 70.0 6.9
C1 PRC for Signalled Lanes (%): 7.6 Total Delay for Signalled Lanes (pcuHr): 35.37 Cycle Time (s): 115 PRC Over All Lanes (%): 7.6 Total Delay Over All Lanes(pcuHr): 35.37
Scarborough Beach Road/ King Edward Road 2013 Base Scenario 2: '2013 PM Base' (FG2: '2013 PM Base', Plan 1: 'Network Control Plan 1') Network Layout Diagram
Scarborough Beach Rd/ King Edward RdPRC: 2.5 %Total Traffic Delay: 39.1 pcuHr
Arm 1 - Scarborough Beach Rd West
1234
19421.0%2.529741.6%7.629747.0%7.7
83
Arm
2 -
King
Edw
ard
Rd12
279280
87.8
%12
.0
Arm 3 - Scarborough Beach Rd East
1234
144505 81.1% 13.6504 81.6% 13.718
Arm 4 - Selby R
d
1 2242
87.3%10.8
241Arm 5 -
12
586 0.0% 0.0584 0.0% 0.0
Arm
6 -
1 2
274
0.0%
0.0
276
0.0%
0.0
Arm 7 -
12
3720.0%0.03740.0%0.0
Arm
8 -
1231
20.
0%0.
030
60.
0%0.
0A
B
C
D
KEY
MMQ Deg. Sat. Demand Out Flow
Scarborough Beach Road/ King Edward Road 2013 Base SGroup Diagram
1
2
3
4
56
7
Scarborough Beach Road/ King Edward Road 2013 Base SGroup Intergreens Matrix
Starting SGroup
Terminating SGroup
1 2 3 4 5 6 7
1 - - - - - 6 -
2 - - 6 - 6 - 6
3 - 6 - 6 - - -
4 - - 6 - 6 6 6
5 - 6 - 6 - - -
6 6 - - 6 - - 6
7 - 6 - 6 - 6 -
Phase Diagram
1
2
3
4
5 6
7
A Min >= 0
1
2
3
4
5 6
7
B Min >= 0
1
2
3
4
5 6
7
C Min >= 0
1
2
3
4
5 6
7
D Min >= 4
1
2
3
4
5 6
7
E Min >= 7
1
2
3
4
5 6
7
F Min >= 0
Scarborough Beach Road/ King Edward Road 2013 Base Lane Input Data Junction: Scarborough Beach Rd/ King Edward Rd
Lane Lane Type SGroups Start
Disp. End Disp.
Physical Length (PCU)
Sat Flow Type
Def User Saturation
Flow (PCU/Hr)
Lane Width
(m) Gradient Nearside
Lane Turns Turning Radius
(m)
1/1 (Scarborough
Beach Rd West)
U 1 7 2 3 60.0 Geom - 3.50 0.00 Y Arm 6 Left 20.00
1/2 (Scarborough
Beach Rd West)
U 1 2 3 60.0 Geom - 3.50 0.00 N Arm 7 Ahead Inf
1/3 (Scarborough
Beach Rd West)
U 1 2 3 60.0 Geom - 3.50 0.00 N Arm 7 Ahead Inf
1/4 (Scarborough
Beach Rd West)
U 5 2 3 10.4 Geom - 3.50 0.00 N Arm 8 Right 25.00
2/1 (King Edward
Rd) U 3 2 3 10.4 Geom - 3.50 0.00 Y
Arm 7 Left 20.00
Arm 8 Ahead Inf
2/2 (King Edward
Rd) U 3 2 3 60.0 Geom - 3.50 0.00 Y
Arm 5 Right 25.00
Arm 8 Ahead Inf
3/1 (Scarborough
Beach Rd East)
U 2 2 3 13.9 Geom - 3.50 0.00 Y Arm 8 Left 10.00
3/2 (Scarborough
Beach Rd East)
U 2 2 3 60.0 Geom - 3.50 0.00 N Arm 5 Ahead Inf
3/3 (Scarborough
Beach Rd East)
U 2 2 3 60.0 Geom - 3.50 0.00 N Arm 5 Ahead Inf
3/4 (Scarborough
Beach Rd East)
U 6 2 3 8.7 Geom - 3.50 0.00 Y Arm 6 Right 20.00
4/1 (Selby Rd) U 4 2 3 60.0 Geom - 3.50 0.00 Y
Arm 5 Left 15.00
Arm 6 Ahead Inf
4/2 (Selby Rd) U 4 2 3 13.0 Geom - 3.50 0.00 N
Arm 6 Ahead Inf
Arm 7 Right 25.00
5/1 U 2 3 60.0 Inf - - - - - -
5/2 U 2 3 60.0 Inf - - - - - -
Scarborough Beach Road/ King Edward Road 2013 Base 6/1 U 2 3 60.0 Inf - - - - - -
6/2 U 2 3 60.0 Inf - - - - - -
7/1 U 2 3 60.0 Inf - - - - - -
7/2 U 2 3 60.0 Inf - - - - - -
8/1 U 2 3 60.0 Inf - - - - - -
8/2 U 2 3 60.0 Inf - - - - - -
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
70
70
80
80
90
90
100
100
110
110
Time in cycle (sec)
SG
roup
s
A 6 : 250
B 6 : 731
C 6 : 744
D 6 : 1857
E 6 : 1581
F 6 : 7102
7 76 65 54 43 32 21 1
Scarborough Beach Road/ King Edward Road 2013 Base Network Results
Item Lane Description
Lane Type
Full SGroup
Arrow SGroup
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In SGroup Intergreen (pcu)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Mean Max Queue (pcu)
Network - - - - - - - - - 87.8% 0 0 0 39.1 - -
Scarborough Beach Rd/
King Edward Rd
- - - - - - - - - 87.8% 0 0 0 39.1 - -
1/1 Scarborough
Beach Rd West Left
U 1 7 2 56 18 194 1828 922 21.0% - - - 0.6 11.5 2.5
1/2 Scarborough
Beach Rd West Ahead
U 1 1 38 - 297 2105 714 41.6% - - - 2.8 33.6 7.6
1/3+1/4
Scarborough Beach Rd
West Ahead Right
U 1 5 1:2 38:14 - 380 2105:1986 808 47.0% - - - 3.4 32.3 7.7
2/2+2/1 King Edward Rd Right Left
Ahead U 3 1 18 - 559 1929:1923 636 87.8% - - - 10.6 68.3 12.0
3/2+3/1 Scarborough
Beach Rd East Ahead Left
U 2 2 32 - 649 2105:1709 800 81.1% - - - 6.4 35.3 13.6
3/3+3/4 Scarborough
Beach Rd East Ahead Right
U 2 6 2 32:14 - 522 2105:1828 640 81.6% - - - 5.7 39.2 13.7
4/1+4/2 Selby Rd Left Ahead Right U 4 1 15 - 483 1907:2068 553 87.3% - - - 9.7 72.1 10.8
C1 PRC for Signalled Lanes (%): 2.5 Total Delay for Signalled Lanes (pcuHr): 39.11 Cycle Time (s): 115 PRC Over All Lanes (%): 2.5 Total Delay Over All Lanes(pcuHr): 39.11
Scarborough Beach Road/ Hutton Street 2013 Base Scarborough Beach Road/ Hutton Street 2013 Base Scenario 1: '2013 AM Base' (FG1: '2013 AM Base', Plan 1: 'Network Control Plan 1') Network Layout Diagram
Scarborough Beach Rd/ Hutton StPRC: 13.9 %Total Traffic Delay: 31.6 pcuHr
Arm 1 - Hutton Street West
123
61.9%0.242.9%0.12
Arm
2 -
Sca
rbor
ough
Bea
ch R
d N
orth
1234
201
380
79.0
%18
.365
977
.5%
20.7
1
Arm 3 -
12
1550.0%0.01570.0%0.0
Arm
4 -
12538
0.0%0.0
8170.0%
0.0
Arm
5 - Scarborou gh B
each Rd S
outh
1 2 3 4
19 29076.2%
8.7289
76.8%8.5
107
Arm 6 - Hutton Street
123
31427 78.1% 12.2181 29.5% 4.8
Arm
7 -
1 2303
0.0%0.0
4730.0%
0.0
Arm 8 -
12
19 0.0% 0.018 0.0% 0.0
A
B
C
D
KEY
MMQ Deg. Sat. Demand Out Flow
Scarborough Beach Road/ Hutton Street 2013 Base SGroup Diagram
1
2 3
4
5
6
7
8
9
10
Scarborough Beach Road/ Hutton Street 2013 Base SGroup Intergreens Matrix
Starting SGroup
Terminating SGroup
1 2 3 4 5 6 7 8 9 10
1 - - 6 6 - - - - - -
2 - - - - - 6 6 - 6 6
3 6 - - 6 - 6 - 6 6 6
4 6 - 6 - - 6 6 - 6 6
5 - - - - - 6 - 6 6 -
6 - 6 6 6 6 - - - - -
7 - 6 - 6 - - - 6 - -
8 - - 6 - 6 - 6 - - -
9 - 6 6 6 6 - - - - -
10 - 6 6 6 - - - - - -
Phase Diagram
1
2 3
45
6
7
8
9
10
A Min >= 31
2 3
45
6
7
8
9
10
B Min >= 01
2 3
45
6
7
8
9
10
C Min >= 71
2 3
45
6
7
8
9
10
D Min >= 7
1
2 3
45
6
7
8
9
10
E Min >= 71
2 3
45
6
7
8
9
10
F Min >= 3
Scarborough Beach Road/ Hutton Street 2013 Base Lane Input Data Junction: Scarborough Beach Rd/ Hutton St
Lane Lane Type SGroups Start
Disp. End Disp.
Physical Length (PCU)
Sat Flow Type
Def User Saturation
Flow (PCU/Hr)
Lane Width
(m) Gradient Nearside
Lane Turns Turning Radius
(m)
1/1 (Hutton Street
West) U 5 2 3 60.0 Geom - 3.50 0.00 Y Arm 7
Left 15.00
1/2 (Hutton Street
West) U 4 2 3 60.0 Geom - 3.50 0.00 N Arm 3
Ahead Inf
1/3 (Hutton Street
West) U 4 2 3 5.0 Geom - 3.50 0.00 N Arm 4
Right 20.00
2/1 (Scarborough
Beach Rd North)
U 1 2 3 1.0 Geom - 3.50 0.00 Y Arm 3 Left 15.00
2/2 (Scarborough
Beach Rd North)
U 1 2 3 60.0 Geom - 3.50 0.00 Y Arm 4 Ahead Inf
2/3 (Scarborough
Beach Rd North)
U 1 2 3 60.0 Geom - 3.50 0.00 N Arm 4 Ahead Inf
2/4 (Scarborough
Beach Rd North)
U 7 2 3 5.0 Geom - 3.50 0.00 N Arm 8 Right 20.00
3/1 U 2 3 60.0 Inf - - - - - -
3/2 U 2 3 60.0 Inf - - - - - -
4/1 U 2 3 60.0 Inf - - - - - -
4/2 U 2 3 60.0 Inf - - - - - -
5/1 (Scarborough
Beach Rd South)
U 2 2 3 1.0 Geom - 3.50 0.00 Y Arm 8 Left 15.00
5/2 (Scarborough
Beach Rd South)
U 2 2 3 60.0 Geom - 3.50 0.00 Y Arm 7 Ahead Inf
5/3 (Scarborough
Beach Rd South)
U 2 2 3 60.0 Geom - 3.50 0.00 N Arm 7 Ahead Inf
5/4 (Scarborough
Beach Rd South)
U 3 2 3 6.1 Geom - 3.50 0.00 N Arm 3 Right 20.00
6/1 (Hutton Street)
U 6 2 3 1.0 Geom - 3.50 0.00 Y Arm 4 Left 15.00
6/2 (Hutton U 6 2 3 60.0 Geom - 3.50 0.00 Y Arm 7
Right 20.00
Scarborough Beach Road/ Hutton Street 2013 Base Street) Arm 8
Ahead Inf
6/3 (Hutton Street)
U 6 2 3 60.0 Geom - 3.50 0.00 N Arm 7 Right Inf
7/1 U 2 3 60.0 Inf - - - - - -
7/2 U 2 3 60.0 Inf - - - - - -
8/1 U 2 3 60.0 Inf - - - - - -
8/2 U 2 3 60.0 Inf - - - - - -
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
70
70
80
80
90
90
100
100
110
110
120
120
Time in cycle (sec)
SG
roup
s
A 6 : 160
B 6 : 1322
C 6 : 741
D 6 : 3454
E 6 : 794
F 6 : 7107
10 109 98 87 76 65 54 43 32 21 1
Scarborough Beach Road/ Hutton Street 2013 Base Network Results
Item Lane Description
Lane Type
Full SGroup
Arrow SGroup
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In SGroup Intergreen (pcu)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Mean Max Queue (pcu)
Network - - - - - - - - - 79.0% 0 0 0 31.6 - -
Scarborough Beach Rd/ Hutton St
- - - - - - - - - 79.0% 0 0 0 31.6 - -
1/1 Hutton Street West Left U 5 1 20 - 6 1786 313 1.9% - - - 0.1 47.1 0.2
1/2+1/3 Hutton Street West Ahead
Right U 4 1 7 - 6 2105:1958 210 2.9% - - - 0.1 61.5 0.1
2/2+2/1
Scarborough Beach Rd North Left
Ahead
U 1 1 48 - 581 1965:1786 736 79.0% - - - 7.0 43.6 18.3
2/3+2/4
Scarborough Beach Rd
North Ahead Right
U 1 7 1:2 48:20 - 660 2105:1958 852 77.5% - - - 7.4 40.1 20.7
5/2+5/1
Scarborough Beach Rd
South Ahead Left
U 2 2 23 - 309 1965:1786 406 76.2% - - - 3.9 45.9 8.7
5/3+5/4
Scarborough Beach Rd
South Right Ahead
U 2 3 2:1 23:7 - 396 2105:1958 516 76.8% - - - 5.4 49.4 8.5
6/2+6/1 Hutton Street
Left Right Ahead
U 6 1 34 - 341 1912:1786 437 78.1% - - - 5.7 60.6 12.2
6/3 Hutton Street Right U 6 1 34 - 181 2105 614 29.5% - - - 1.9 37.1 4.8
C1 PRC for Signalled Lanes (%): 13.9 Total Delay for Signalled Lanes (pcuHr): 31.55 Cycle Time (s): 120 PRC Over All Lanes (%): 13.9 Total Delay Over All Lanes(pcuHr): 31.55
Scarborough Beach Road/ Hutton Street 2013 Base Scenario 2: '2013 PM Base' (FG2: '2013 PM Base', Plan 1: 'Network Control Plan 1') Network Layout Diagram
Scarborough Beach Rd/ Hutton StPRC: 8.1 %Total Traffic Delay: 35.7 pcuHr
Arm 1 - Hutton Street West
123
92.9%0.322.3%0.13
Arm
2 -
Sca
rbor
ough
Bea
ch R
d N
orth
1234
195
320
81.6
%17
.160
582
.0%
20.7
8
Arm 3 -
12
2070.0%0.02090.0%0.0
Arm
4 -
12433
0.0%0.0
7160.0%
0.0
Arm
5 - Scarborou gh B
each Rd S
outh
1 2 3 4
26 49680.3%
13.5300
81.5%9.6
219
Arm 6 - Hutton Street
123
22132 83.3% 10.3147 32.2% 4.4
Arm
7 -
1 2521
0.0%0.0
4510.0%
0.0
Arm 8 -
12
23 0.0% 0.023 0.0% 0.0
A
B
C
D
KEY
MMQ Deg. Sat. Demand Out Flow
Scarborough Beach Road/ Hutton Street 2013 Base SGroup Diagram
1
2 3
4
5
6
7
8
9
10
Scarborough Beach Road/ Hutton Street 2013 Base SGroup Intergreens Matrix
Starting SGroup
Terminating SGroup
1 2 3 4 5 6 7 8 9 10
1 - - 6 6 - - - - - -
2 - - - - - 6 6 - 6 6
3 6 - - 6 - 6 - 6 6 6
4 6 - 6 - - 6 6 - 6 6
5 - - - - - 6 - 6 6 -
6 - 6 6 6 6 - - - - -
7 - 6 - 6 - - - 6 - -
8 - - 6 - 6 - 6 - - -
9 - 6 6 6 6 - - - - -
10 - 6 6 6 - - - - - -
Phase Diagram
1
2 3
45
6
7
8
9
10
A Min >= 31
2 3
45
6
7
8
9
10
B Min >= 01
2 3
45
6
7
8
9
10
C Min >= 71
2 3
45
6
7
8
9
10
D Min >= 7
1
2 3
45
6
7
8
9
10
E Min >= 71
2 3
45
6
7
8
9
10
F Min >= 3
Scarborough Beach Road/ Hutton Street 2013 Base Lane Input Data Junction: Scarborough Beach Rd/ Hutton St
Lane Lane Type SGroups Start
Disp. End Disp.
Physical Length (PCU)
Sat Flow Type
Def User Saturation
Flow (PCU/Hr)
Lane Width
(m) Gradient Nearside
Lane Turns Turning Radius
(m)
1/1 (Hutton Street
West) U 5 2 3 60.0 Geom - 3.50 0.00 Y Arm 7
Left 15.00
1/2 (Hutton Street
West) U 4 2 3 60.0 Geom - 3.50 0.00 N Arm 3
Ahead Inf
1/3 (Hutton Street
West) U 4 2 3 5.0 Geom - 3.50 0.00 N Arm 4
Right 20.00
2/1 (Scarborough
Beach Rd North)
U 1 2 3 1.0 Geom - 3.50 0.00 Y Arm 3 Left 15.00
2/2 (Scarborough
Beach Rd North)
U 1 2 3 60.0 Geom - 3.50 0.00 Y Arm 4 Ahead Inf
2/3 (Scarborough
Beach Rd North)
U 1 2 3 60.0 Geom - 3.50 0.00 N Arm 4 Ahead Inf
2/4 (Scarborough
Beach Rd North)
U 7 2 3 5.0 Geom - 3.50 0.00 N Arm 8 Right 20.00
3/1 U 2 3 60.0 Inf - - - - - -
3/2 U 2 3 60.0 Inf - - - - - -
4/1 U 2 3 60.0 Inf - - - - - -
4/2 U 2 3 60.0 Inf - - - - - -
5/1 (Scarborough
Beach Rd South)
U 2 2 3 1.0 Geom - 3.50 0.00 Y Arm 8 Left 15.00
5/2 (Scarborough
Beach Rd South)
U 2 2 3 60.0 Geom - 3.50 0.00 Y Arm 7 Ahead Inf
5/3 (Scarborough
Beach Rd South)
U 2 2 3 60.0 Geom - 3.50 0.00 N Arm 7 Ahead Inf
5/4 (Scarborough
Beach Rd South)
U 3 2 3 6.1 Geom - 3.50 0.00 N Arm 3 Right 20.00
6/1 (Hutton Street)
U 6 2 3 1.0 Geom - 3.50 0.00 Y Arm 4 Left 15.00
6/2 (Hutton U 6 2 3 60.0 Geom - 3.50 0.00 Y Arm 7
Right 20.00
Scarborough Beach Road/ Hutton Street 2013 Base Street) Arm 8
Ahead Inf
6/3 (Hutton Street)
U 6 2 3 60.0 Geom - 3.50 0.00 N Arm 7 Right Inf
7/1 U 2 3 60.0 Inf - - - - - -
7/2 U 2 3 60.0 Inf - - - - - -
8/1 U 2 3 60.0 Inf - - - - - -
8/2 U 2 3 60.0 Inf - - - - - -
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
70
70
80
80
90
90
100
100
110
110
120
120
Time in cycle (sec)
SG
roup
s
A 6 : 160
B 6 : 722
C 6 : 2235
D 6 : 2563
E 6 : 794
F 6 : 7107
10 109 98 87 76 65 54 43 32 21 1
Scarborough Beach Road/ Hutton Street 2013 Base Network Results
Item Lane Description
Lane Type
Full SGroup
Arrow SGroup
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In SGroup Intergreen (pcu)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Mean Max Queue (pcu)
Network - - - - - - - - - 83.3% 0 0 0 35.7 - -
Scarborough Beach Rd/ Hutton St
- - - - - - - - - 83.3% 0 0 0 35.7 - -
1/1 Hutton Street West Left U 5 1 20 - 9 1786 313 2.9% - - - 0.1 47.2 0.3
1/2+1/3 Hutton Street West Ahead
Right U 4 1 7 - 5 2105:1958 218 2.3% - - - 0.1 61.2 0.1
2/2+2/1
Scarborough Beach Rd North Left
Ahead
U 1 1 42 - 515 1965:1786 631 81.6% - - - 7.3 51.3 17.1
2/3+2/4
Scarborough Beach Rd
North Ahead Right
U 1 7 1:2 42:14 - 613 2105:1958 748 82.0% - - - 8.2 48.1 20.7
5/2+5/1
Scarborough Beach Rd
South Ahead Left
U 2 2 38 - 522 1965:1786 650 80.3% - - - 5.9 40.6 13.5
5/3+5/4
Scarborough Beach Rd
South Right Ahead
U 2 3 2:1 38:22 - 519 2105:1958 637 81.5% - - - 6.5 45.3 9.6
6/2+6/1 Hutton Street
Left Right Ahead
U 6 1 25 - 253 1877:1786 304 83.3% - - - 5.7 80.6 10.3
6/3 Hutton Street Right U 6 1 25 - 147 2105 456 32.2% - - - 1.9 45.4 4.4
C1 PRC for Signalled Lanes (%): 8.1 Total Delay for Signalled Lanes (pcuHr): 35.67 Cycle Time (s): 120 PRC Over All Lanes (%): 8.1 Total Delay Over All Lanes(pcuHr): 35.67
Scarborough Beach Road/ Harborne Street 2013 Base
Scarborough Beach Road/ Harborne Street 2013 Base Scenario 1: '2013 AM Base' (FG1: '2013 AM Base', Plan 1: 'Network Control Plan 1')
Network Layout Diagram
Scarborough Beach Road/ Harborne Street 2013 Base
SGroup Diagram
12
3
4
5
6
7
8
Scarborough Beach Road/ Harborne Street 2013 Base
SGroup Intergreens Matrix
Starting SGroup
Terminating SGroup
1 2 3 4 5 6 7 8
1 - - - 6 6 - - 6
2 - - - - 6 - - 6
3 - - - 6 - - - -
4 6 - 6 - 6 6 6 6
5 6 6 - 6 - 6 - -
6 - - - 6 6 - - 6
7 - - - 6 - - - -
8 6 6 - 6 - 6 - -
Phase Diagram
12
3
4
5
6
7
8
A Min >= 3
12
3
4
5
6
7
8
B Min >= 7
12
3
4
5
6
7
8
C Min >= 7
12
3
4
5
6
7
8
D Min >= 0
Scarborough Beach Road/ Harborne Street 2013 Base
Lane Input Data
Junction: Scarborough Beach Road/ Harborne Street/ Frobisher St
Lane Lane Type
SGroups Start Disp.
End Disp.
Physical Length (PCU)
Sat Flow Type
Def User Saturation
Flow (PCU/Hr)
Lane Width
(m) Gradient
Nearside Lane
Turns Turning Radius
(m)
1/1 (Frobisher
Street) U 3 2 3 60.0 Geom - 3.50 0.00 Y
Arm 6 Left
15.00
Arm 7 Ahead
Inf
1/2 (Frobisher
Street) O 3 2 3 7.8 Geom - 3.50 0.00 N
Arm 7 Ahead
Inf
Arm 8 Right
15.00
2/1 (Scarborough
Beach Rd East)
U 5 2 3 1.0 Geom - 3.50 0.00 N Arm 7 Left
15.00
2/2 (Scarborough
Beach Rd East)
U 5 2 3 60.0 Geom - 3.50 0.00 Y Arm 8 Ahead
Inf
2/3 (Scarborough
Beach Rd East)
U 5 2 3 60.0 Geom - 3.50 0.00 N
Arm 5 Right
30.00
Arm 8 Ahead
Inf
2/4 (Scarborough
Beach Rd East)
U 5 2 3 10.4 Geom - 3.50 0.00 N Arm 5 Right
30.00
3/1 (Harborne St)
U 2 2 3 60.0 Geom - 3.50 0.00 Y Arm 8 Left
50.00
3/2 (Harborne St)
U 1 2 3 60.0 Geom - 3.50 0.00 N Arm 5 Ahead
Inf
3/3 (Harborne St)
O 6 2 3 9.6 Geom - 3.50 0.00 N Arm 6 Right
15.00
4/1 (Scarborough
Beach Rd West)
U 4 2 3 1.0 Geom - 3.50 0.00 Y Arm 5 Left
10.00
4/2 (Scarborough
Beach Rd West)
U 4 2 3 60.0 Geom - 3.50 0.00 Y Arm 6 Ahead
Inf
4/3 (Scarborough
Beach Rd West)
U 4 2 3 60.0 Geom - 3.50 0.00 N Arm 6 Ahead
Inf
4/4 (Scarborough
Beach Rd West)
U 4 2 3 5.0 Geom - 3.50 0.00 N Arm 7 Right
30.00
5/1 U 2 3 60.0 Inf - - - - - -
5/2 U 2 3 60.0 Inf - - - - - -
6/1 U 2 3 60.0 Inf - - - - - -
Scarborough Beach Road/ Harborne Street 2013 Base
6/2 U 2 3 60.0 Inf - - - - - -
7/1 U 2 3 60.0 Inf - - - - - -
7/2 U 2 3 60.0 Inf - - - - - -
8/1 U 2 3 60.0 Inf - - - - - -
8/2 U 2 3 60.0 Inf - - - - - -
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
Time in cycle (sec)
SG
roups
A 2 : 11
0
B 6 : 11
13
C 6 : 12
30
D6 : 1
48
8 8
7 7
6 6
5 5
4 4
3 3
2 2
1 1
Scarborough Beach Road/ Harborne Street 2013 Base
Network Results
Item Lane Description
Lane Type
Full SGroup
Arrow SGroup
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In SGroup Intergreen (pcu)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Mean Max Queue (pcu)
Network - - - - - - - - - 87.8% 48 0 160 34.6 - -
Scarborough Beach Road/
Harborne Street/
Frobisher St
- - - - - - - - - 87.8% 48 0 160 34.6 - -
1/1+1/2 Frobisher Street Left
Ahead Right U+O 3 1 11 - 610 1900:2052 695 87.8% 44 0 29 7.6 45.1 8.4
2/2+2/1 Scarborough
Beach Rd East Left Ahead
U 5 1 12 - 300 1965:1914 373 80.3% - - - 3.6 43.6 5.8
2/3+2/4 Scarborough
Beach Rd East Right Ahead
U 5 1 12 - 604 2105:2005 859 70.3% - - - 4.3 25.9 6.0
3/1 Harborne St
Left U 2 1 31 - 303 1908 1110 27.3% - - - 0.7 8.0 2.5
3/2+3/3 Harborne St Ahead Right
U+O 1 6 1 14 - 545 2105:1914 662 82.4% 4 0 131 7.7 51.0 7.1
4/2+4/1
Scarborough Beach Rd West Left
Ahead
U 4 1 11 - 361 1965:1709 428 84.3% - - - 4.5 45.3 7.5
4/3+4/4
Scarborough Beach Rd
West Ahead Right
U 4 1 11 - 618 2105:2005 730 84.6% - - - 6.0 35.1 7.3
C1 PRC for Signalled Lanes (%): 2.5 Total Delay for Signalled Lanes (pcuHr): 34.58 Cycle Time (s): 55 PRC Over All Lanes (%): 2.5 Total Delay Over All Lanes(pcuHr): 34.58
Scarborough Beach Road/ Harborne Street 2013 Base Scenario 2: '2013 PM Base' (FG2: '2013 PM Base', Plan 1: 'Network Control Plan 1')
Network Layout Diagram
Scarborough Beach Road/ Harborne Street 2013 Base
SGroup Diagram
12
3
4
5
6
7
8
Scarborough Beach Road/ Harborne Street 2013 Base
SGroup Intergreens Matrix
Starting SGroup
Terminating SGroup
1 2 3 4 5 6 7 8
1 - - - 6 6 - - 6
2 - - - - 6 - - 6
3 - - - 6 - - - -
4 6 - 6 - 6 6 6 6
5 6 6 - 6 - 6 - -
6 - - - 6 6 - - 6
7 - - - 6 - - - -
8 6 6 - 6 - 6 - -
Phase Diagram
12
3
4
5
6
7
8
A Min >= 3
12
3
4
5
6
7
8
B Min >= 7
12
3
4
5
6
7
8
C Min >= 7
12
3
4
5
6
7
8
D Min >= 0
Scarborough Beach Road/ Harborne Street 2013 Base
Lane Input Data
Junction: Scarborough Beach Road/ Harborne Street/ Frobisher St
Lane Lane Type
SGroups Start Disp.
End Disp.
Physical Length (PCU)
Sat Flow Type
Def User Saturation
Flow (PCU/Hr)
Lane Width
(m) Gradient
Nearside Lane
Turns Turning Radius
(m)
1/1 (Frobisher
Street) U 3 2 3 60.0 Geom - 3.50 0.00 Y
Arm 6 Left
15.00
Arm 7 Ahead
Inf
1/2 (Frobisher
Street) O 3 2 3 7.8 Geom - 3.50 0.00 N
Arm 7 Ahead
Inf
Arm 8 Right
15.00
2/1 (Scarborough
Beach Rd East)
U 5 2 3 1.0 Geom - 3.50 0.00 N Arm 7 Left
15.00
2/2 (Scarborough
Beach Rd East)
U 5 2 3 60.0 Geom - 3.50 0.00 Y Arm 8 Ahead
Inf
2/3 (Scarborough
Beach Rd East)
U 5 2 3 60.0 Geom - 3.50 0.00 N
Arm 5 Right
30.00
Arm 8 Ahead
Inf
2/4 (Scarborough
Beach Rd East)
U 5 2 3 10.4 Geom - 3.50 0.00 N Arm 5 Right
30.00
3/1 (Harborne St)
U 2 2 3 60.0 Geom - 3.50 0.00 Y Arm 8 Left
50.00
3/2 (Harborne St)
U 1 2 3 60.0 Geom - 3.50 0.00 N Arm 5 Ahead
Inf
3/3 (Harborne St)
O 6 2 3 9.6 Geom - 3.50 0.00 N Arm 6 Right
15.00
4/1 (Scarborough
Beach Rd West)
U 4 2 3 1.0 Geom - 3.50 0.00 Y Arm 5 Left
10.00
4/2 (Scarborough
Beach Rd West)
U 4 2 3 60.0 Geom - 3.50 0.00 Y Arm 6 Ahead
Inf
4/3 (Scarborough
Beach Rd West)
U 4 2 3 60.0 Geom - 3.50 0.00 N Arm 6 Ahead
Inf
4/4 (Scarborough
Beach Rd West)
U 4 2 3 5.0 Geom - 3.50 0.00 N Arm 7 Right
30.00
5/1 U 2 3 60.0 Inf - - - - - -
5/2 U 2 3 60.0 Inf - - - - - -
6/1 U 2 3 60.0 Inf - - - - - -
Scarborough Beach Road/ Harborne Street 2013 Base
6/2 U 2 3 60.0 Inf - - - - - -
7/1 U 2 3 60.0 Inf - - - - - -
7/2 U 2 3 60.0 Inf - - - - - -
8/1 U 2 3 60.0 Inf - - - - - -
8/2 U 2 3 60.0 Inf - - - - - -
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
70
70
80
80
Time in cycle (sec)
SG
roups
A 2 : 17
0
B 6 : 21
19
C 6 : 10
46
D 6 : 15
62
8 8
7 7
6 6
5 5
4 4
3 3
2 2
1 1
Scarborough Beach Road/ Harborne Street 2013 Base
Network Results
Item Lane Description
Lane Type
Full SGroup
Arrow SGroup
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In SGroup Intergreen (pcu)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Mean Max Queue (pcu)
Network - - - - - - - - - 101.3% 72 208 107 74.1 - -
Scarborough Beach Road/
Harborne Street/
Frobisher St
- - - - - - - - - 101.3% 72 208 107 74.1 - -
1/1+1/2 Frobisher Street Left
Ahead Right U+O 3 1 17 - 765 1895:2057 773 99.0% 69 0 20 18.9 88.7 21.9
2/2+2/1 Scarborough
Beach Rd East Left Ahead
U 5 1 10 - 187 1965:1914 185 101.3% - - - 9.4 181.8 11.2
2/3+2/4 Scarborough
Beach Rd East Right Ahead
U 5 1 10 - 413 2097:2005 494 83.6% - - - 6.4 55.7 7.7
3/1 Harborne St
Left U 2 1 61 - 256 1908 1425 18.0% - - - 0.3 4.6 1.8
3/2+3/3 Harborne St Ahead Right
U+O 1 6 1 34 - 866 2105:1914 902 96.0% 3 208 87 14.1 58.7 18.1
4/2+4/1
Scarborough Beach Rd West Left
Ahead
U 4 1 21 - 457 1965:1709 514 88.8% - - - 7.3 57.2 13.4
4/3+4/4
Scarborough Beach Rd
West Ahead Right
U 4 1 21 - 699 2105:2005 703 99.4% - - - 17.7 91.2 24.3
C1 PRC for Signalled Lanes (%): -12.6 Total Delay for Signalled Lanes (pcuHr): 74.12 Cycle Time (s): 83 PRC Over All Lanes (%): -12.6 Total Delay Over All Lanes(pcuHr): 74.12
Hutton Street/ Guthrie Street 2013 Base
Hutton Street/ Guthrie Street 2013 Base Scenario 1: '2013 AM Base' (FG1: '2013 AM Base', Plan 1: 'Network Control Plan 1')
Network Layout Diagram
Hutton Street/ Guthrie Street 2013 Base
SGroup Diagram
1
2
3
4
Hutton Street/ Guthrie Street 2013 Base
SGroup Intergreens Matrix
Starting SGroup
Terminating SGroup
1 2 3 4
1 - - 6 6
2 - - 6 6
3 6 6 - -
4 6 6 - -
Phase Diagram
1
2
3
4
A Min >= 7
1
2
3
4
B Min >= 7
Hutton Street/ Guthrie Street 2013 Base
Lane Input Data
Junction: Hutton Street/ Guthrie Street
Lane Lane Type
SGroups Start Disp.
End Disp.
Physical Length (PCU)
Sat Flow Type
Def User Saturation
Flow (PCU/Hr)
Lane Width
(m) Gradient
Nearside Lane
Turns Turning Radius
(m)
1/1 (Hutton St
West) U 1 2 3 60.0 Geom - 3.50 0.00 Y
Arm 6 Left
15.00
Arm 7 Ahead
Inf
1/2 (Hutton St
West) O 1 2 3 60.0 Geom - 3.50 0.00 N
Arm 7 Ahead
Inf
Arm 8 Right
20.00
2/1 (Guthrie St
North) U 3 2 3 8.7 Geom - 3.50 0.00 Y
Arm 7 Left
15.00
Arm 8 Ahead
Inf
2/2 (Guthrie St
North) O 3 2 3 60.0 Geom - 3.50 0.00 N
Arm 5 Right
20.00
Arm 8 Ahead
Inf
3/1 (Hutton St
East) U 2 2 3 60.0 Geom - 3.50 0.00 Y
Arm 5 Ahead
Inf
Arm 8 Left
15.00
3/2 (Hutton St
East) O 2 2 3 60.0 Geom - 3.50 0.00 N
Arm 5 Ahead
Inf
Arm 6 Right
20.00
4/1 (Guthrie St
South) U 4 2 3 60.0 Geom - 3.50 0.00 Y
Arm 5 Left
15.00
Arm 6 Ahead
Inf
4/2 (Guthrie St
South) O 4 2 3 6.1 Geom - 3.50 0.00 N
Arm 6 Ahead
Inf
Arm 7 Right
20.00
5/1 U 2 3 60.0 Inf - - - - - -
5/2 U 2 3 60.0 Inf - - - - - -
6/1 U 2 3 60.0 Inf - - - - - -
6/2 U 2 3 60.0 Inf - - - - - -
7/1 U 2 3 60.0 Inf - - - - - -
7/2 U 2 3 60.0 Inf - - - - - -
8/1 U 2 3 60.0 Inf - - - - - -
8/2 U 2 3 60.0 Inf - - - - - -
Hutton Street/ Guthrie Street 2013 Base
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
Time in cycle (sec)
SG
roups
A 6 : 38
0
B 6 : 10
44
4 43 32 21 1
Hutton Street/ Guthrie Street 2013 Base
Network Results
Item Lane Description
Lane Type
Full SGroup
Arrow SGroup
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In SGroup Intergreen (pcu)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Mean Max Queue (pcu)
Network - - - - - - - - - 50.8% 189 18 2 6.7 - -
Hutton Street/ Guthrie Street
- - - - - - - - - 50.8% 189 18 2 6.7 - -
1/1 Hutton St West Left
Ahead U 1 1 38 - 200 1914 1053 19.0% - - - 0.5 8.9 1.8
1/2 Hutton St
West Ahead Right
O 1 1 38 - 199 2084 1316 15.1% 27 0 0 0.4 6.9 1.4
2/2+2/1 Guthrie St North Right Left Ahead
O+U 3 1 10 - 186 2063:1902 403 46.1% 7 18 0 1.7 32.0 1.9
3/1 Hutton St East
Ahead Left U 2 1 38 - 530 1898 1044 50.8% - - - 1.8 11.9 6.0
3/2 Hutton St East Ahead Right
O 2 1 38 - 530 2067 1344 39.4% 131 0 0 1.1 7.3 4.4
4/1+4/2 Guthrie St South Left
Ahead Right U+O 4 1 10 - 152 1917:2050 390 39.0% 25 0 2 1.3 31.5 1.5
C1 PRC for Signalled Lanes (%): 77.3 Total Delay for Signalled Lanes (pcuHr): 6.69 Cycle Time (s): 60 PRC Over All Lanes (%): 77.3 Total Delay Over All Lanes(pcuHr): 6.69
Hutton Street/ Guthrie Street 2013 Base Scenario 2: '2013 PM Base' (FG2: '2013 PM Base', Plan 1: 'Network Control Plan 1')
Network Layout Diagram
Hutton Street/ Guthrie Street 2013 Base
SGroup Diagram
1
2
3
4
Hutton Street/ Guthrie Street 2013 Base
SGroup Intergreens Matrix
Starting SGroup
Terminating SGroup
1 2 3 4
1 - - 6 6
2 - - 6 6
3 6 6 - -
4 6 6 - -
Phase Diagram
1
2
3
4
A Min >= 7
1
2
3
4
B Min >= 7
Hutton Street/ Guthrie Street 2013 Base
Lane Input Data
Junction: Hutton Street/ Guthrie Street
Lane Lane Type
SGroups Start Disp.
End Disp.
Physical Length (PCU)
Sat Flow Type
Def User Saturation
Flow (PCU/Hr)
Lane Width
(m) Gradient
Nearside Lane
Turns Turning Radius
(m)
1/1 (Hutton St
West) U 1 2 3 60.0 Geom - 3.50 0.00 Y
Arm 6 Left
15.00
Arm 7 Ahead
Inf
1/2 (Hutton St
West) O 1 2 3 60.0 Geom - 3.50 0.00 N
Arm 7 Ahead
Inf
Arm 8 Right
20.00
2/1 (Guthrie St
North) U 3 2 3 8.7 Geom - 3.50 0.00 Y
Arm 7 Left
15.00
Arm 8 Ahead
Inf
2/2 (Guthrie St
North) O 3 2 3 60.0 Geom - 3.50 0.00 N
Arm 5 Right
20.00
Arm 8 Ahead
Inf
3/1 (Hutton St
East) U 2 2 3 60.0 Geom - 3.50 0.00 Y
Arm 5 Ahead
Inf
Arm 8 Left
15.00
3/2 (Hutton St
East) O 2 2 3 60.0 Geom - 3.50 0.00 N
Arm 5 Ahead
Inf
Arm 6 Right
20.00
4/1 (Guthrie St
South) U 4 2 3 60.0 Geom - 3.50 0.00 Y
Arm 5 Left
15.00
Arm 6 Ahead
Inf
4/2 (Guthrie St
South) O 4 2 3 6.1 Geom - 3.50 0.00 N
Arm 6 Ahead
Inf
Arm 7 Right
20.00
5/1 U 2 3 60.0 Inf - - - - - -
5/2 U 2 3 60.0 Inf - - - - - -
6/1 U 2 3 60.0 Inf - - - - - -
6/2 U 2 3 60.0 Inf - - - - - -
7/1 U 2 3 60.0 Inf - - - - - -
7/2 U 2 3 60.0 Inf - - - - - -
8/1 U 2 3 60.0 Inf - - - - - -
8/2 U 2 3 60.0 Inf - - - - - -
Hutton Street/ Guthrie Street 2013 Base
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
Time in cycle (sec)
SG
roups
A 6 : 31
0
B 6 : 17
37
4 43 32 21 1
Hutton Street/ Guthrie Street 2013 Base
Network Results
Item Lane Description
Lane Type
Full SGroup
Arrow SGroup
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In SGroup Intergreen (pcu)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Mean Max Queue (pcu)
Network - - - - - - - - - 49.1% 160 11 2 8.3 - -
Hutton Street/ Guthrie Street
- - - - - - - - - 49.1% 160 11 2 8.3 - -
1/1 Hutton St West Left
Ahead U 1 1 31 - 409 1945 843 48.5% - - - 1.9 16.3 5.4
1/2 Hutton St
West Ahead Right
O 1 1 31 - 408 2089 1114 36.6% 41 0 0 1.2 10.8 4.1
2/2+2/1 Guthrie St North Right Left Ahead
O+U 3 1 17 - 354 2081:1804 722 49.1% 16 11 0 2.3 23.6 3.1
3/1 Hutton St East
Ahead Left U 2 1 31 - 233 1892 820 28.4% - - - 0.9 14.1 2.7
3/2 Hutton St East Ahead Right
O 2 1 31 - 233 2072 998 23.3% 50 0 0 0.8 11.8 2.2
4/1+4/2 Guthrie St South Left
Ahead Right U+O 4 1 17 - 191 1915:2020 598 32.0% 52 0 2 1.3 23.8 1.6
C1 PRC for Signalled Lanes (%): 83.5 Total Delay for Signalled Lanes (pcuHr): 8.33 Cycle Time (s): 60 PRC Over All Lanes (%): 83.5 Total Delay Over All Lanes(pcuHr): 8.33