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Tarneit Junction, 575 Leakes Road, Tarneit Traffic and Transport Assessment 12 December 2013 Prepared for Tarneit Junction Pty Ltd MGA14005

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Project Information:

Tarneit Junction, 575 Leakes Road, Tarneit Traffic and Transport Assessment

Document information:

Issue: Final

Date of Issue: 12/11/13

Client: Tarneit Junction Pty Ltd

Reference: MGA14005

Contact Information: mga traffic pty ltd | specialist traffic & transport consultants | abn: 62 165 570 972

suite south 04, 215 bell street, preston VIC 3072 | ph: 03 9863 6480 | [email protected] |

mgatraffic.com.au

Quality Record

Issue Date Description Prepared By Approved By

Final 12/12/13 Report for Submission Peter Malinas

mailto:[email protected]

mga ref: MGA14005 | Project: Tarneit Junction, 575 Leakes Road, Tarneit

Traffic and Transport Assessment| Issue: Final | 12/11/13

Table of Contents 1. Introduction 1

1.1 Background 1

1.2 Overview of Transport Infrastructure Works of Amendment C177 1

1.3 Draft Tarneit North (PSP 1089) 2

1.4 AECOM Traffic Modelling and Intersections 3

2. Development Plan 4

2.1 Urban Structure 4

2.2 Vehicle Access 4

2.3 PSP Guidelines for Roads and Connecting People 6

2.4 Internal Roads 6

2.5 Integrated Transport 9

2.6 Internal Layout 12

2.7 Traffic Generation 12

3. Intersection Design and Analysis 14

3.1 Key Modelling Assumptions and Intersection Geometry 14

3.2 Traffic Volumes 14

3.3 Operation 14

3.4 Impacts 15

3.5 Interim Access 15

3.6 DCP Inclusion 16

4. Conclusion 17

Appendices

A: Conceptual Layout Plan of the Site Access Arrangements

B: SIDRA INTERSECTION Results

mga. | Introduction


Traffic and Transport Assessment| Issue: Final | 12/11/13 Page: 1

1. Introduction

1.1 Background

In November 2013, MGA Traffic Pty Ltd was commissioned by Tarneit Junction Pty Ltd to

undertake an assessment of the traffic and transport elements associated with the development

of land at 575 Leakes Road, Tarneit, known as Tarneit Place.

The subject land is located within one of the four Precinct Structure Plan (PSP) areas within the

Wyndham North Development Contributions Plan area which is to be introduced under the

Wyndham Planning Scheme Amendment C177. Specifically, the site is located on the southeast

corner of Tarneit North (PSP1089) as shown in Figure 1.

Figure 1.1: Wyndham North Development Contributions Plan June 2013.

1.2 Overview of Transport Infrastructure Works of Amendment C177

The Wyndham North Development Contributions Plan (DCP) has nominated the following

transport works adjacent to the site:

Tarneit Railway Station (as part of the Regional Rail Link)

Road works along Leakes Road and Derrimut Road

Signalised intersection of Derrimut Road / Leakes Road

Signalised intersection of Leakes Road / Crossway Road

The following transport works are not included:

Internal streets and connector streets

Intersections connecting to the development except where nominated

Shared path networks and local pathways connecting to regional pathways

Bus stops

mga. | Introduction



The above works are indicatively shown in Figure 1.2 and Figure 1.3.

Figure 1.2: Wyndham North DCP Road Works Figure 1.3: Wyndham North DCP Intersections

It is noted that the Applicant proposes a primary north – south connection to the site (opposite

Wilandra Drive) which is located along Leakes Road in between Derrimut Road and Crossway

Road. This intersection is also proposed to be signalised and to be incorporated within the

Wyndham North (DCP 2013).

1.3 Draft Tarneit North (PSP 1089)

A draft Tarneit North (PSP1089) is currently on exhibition for review. This document includes a

street network plan as reproduced below as Figure 1.4

Figure 1.4: Plan 6 of Tarneit North (PSP 1089)

The key elements within the vicinity of the site are noted below:

Leakes Road and Derrimut Road both to be 6 lane arterial roads.

60km/hr speed limit along mixed use frontages of Derrimut Road (north) and Leakes

Road (east) from the signalised intersection of these two roads.

mga. | Introduction



Signalisation at approximately 800m spacings, except for additional pedestrian signals

along Doherty’s Road and Derrimut Road. In addition, a signalised intersection is

located along Leakes Road some 400m east of Derrimut Road to serve access to a

higher intensity development.

North-south connector street (Crossway Avenue) providing local access to the

residential precinct.

Railway reserve at the rear of the site.

1.4 AECOM Traffic Modelling and Intersections The GAA commissioned AECOM to model future traffic volumes on roads within the Wyndham

North DCP and to determine intersection works required to service the area. The results of the

modelling were provided in a report entitled “Wyndham North Traffic Modelling and

SIDRA Analysis” dated 31st May 2013.

Interim 2021 – Assumes full development of the Wyndham North PSP areas by 2021 with

an interim road network corresponding to the extent of works envisaged in the DCP.

Ultimate 2046 – Assumes full development of all land and a completed road network in

accordance with the West Growth Corridor Plan.

Specifically relating to the proposed subdivision, the report summarises the intersection modelling

results for the Derrimut Road / Leakes Road intersection and Leakes Road / Crossway Road.

The ultimate traffic volumes for the ley roads surrounding the site are shown in Figure 1.5.

Figure 1.5: AECOM Ultimate (2046) Daily Traffic Volumes

The report nominates a template intersection for that of Leakes Road / Crossway Avenue (IN-89-

15) and undertakes modelling for the Derrimut Road / Leakes Road intersection (IN-89-16). The

modelling outputs (AM and PM peak hour volumes) are further utilised in Section 3 of this report.

mga. | Development Plan



2. Development Plan

2.1 Urban Structure The site’s future development is proposed to include medium-density residential, office space, a

comprehensive medical centre, child care centre, education and training facilities supported by

student accommodation, convenience retail and food and drink premises, over-55s living, and a

hotel / serviced apartments.

To support the above mix of land uses, it is proposed to also change the current land use

nominated in the Tarneit North (PSP 1089) as residential area to mixed land uses.

The development plan prepared by Human Habitats in provided in Figure 2.1 shows the proposed

building scale, mix of land uses and internal road network within the site. It is noted that this plan is

indicative only as it incorporates land uses (say residential) associated with the VicTrack parcel of

land located at the rear of the site. The purpose of incorporating such an allowance is to provide

a conservative assessment of key road and infrastructure requirements.

Figure 2.1: Human Habitats Development Plan

2.2 Vehicle Access

2.2.1 Ultimate

Ultimate vehicle access to the site is proposed as follows:

Primary access via a new signalised intersection with Leakes Road located in between

Derrimut Road and Crossway Avenue. The site access is located approximately 400m

from either adjacent signalised intersection. This reduced arterial road spacing of

signalised intersection has been adopted in the Wyndham North area and approved

in-principle by VicRoads.




Secondary access to support the layout via a new left in / left out Access Street

connecting to Leakes Road. This access can also predominantly serve the VicTrack

land at the rear of the site if developed.

Minor access via a local road connection to Leakes Road to facilitate left out

movements only. A crossover access to Derrimut Road is also proposed to facilitate

entry movement only for the hotel use (pick up / drop off). These two points will

connect via an internal covered loop road (one-way).

An overall road network plan prepared by Human Habitats is shown in Figure 2.2. In addition, a

concept plans prepared by MGA is shown in Figure 2.3 which shows the functionality of the site

access to the external road network (also shown in full at Appendix A). Guidance on the base

geometry of Leakes Road and Derrimut Road has been taken from the Tarneit North Plans

prepared by SMEC.

Figure 2.2: Human Habitats Road Network Plan

Figure 2.3: MGA Concept Plan - External Site Access Arrangements

`




2.2.2 Interim Vehicle Access

Given the proposed staging of the development is expected to see the initial buildings on both

side of the proposed left in/ left out access point. This interim intersection has the potential to

facilitate full turning movements whilst Leakes Road is a two-lane road. This intersection

arrangement is assessed later in this report.

2.3 PSP Guidelines for Roads and Connecting People

Reference is made to the PSP Notes “Our Roads: Connecting People” prepared by the MPA. This

document indicates that the objective of the road network is:

“to provide guidance for developing road cross sections for PSPs that consider competing transport and community ideals and to

provide balanced outcomes and promote more sustainable travel modes”.

On the basis of the above, the following sections have been prepared to summarise the

development plan compliance to walking, cycling, public transport and road network provisions

under the PSP requirements.

2.4 Internal Roads

2.4.1 Road Hierarchy

The PSP Notes indicates that the following outcomes for private motor vehicle users should be

achieved through the road network design:

“High mobility for through traffic with adequate capacity and speeds on arterial roads; and

High accessibility for local traffic with a fine grained local road network, frequent intersections and good property access”

The PSP notes also provide guidance on recommended cross-sections for each of the various

road types and that the length of local access streets should be limited to approximately 240m.

Table 2.1 provides a summary of the proposed internal road hierarchy. The proposed cross-

sections are generally consistent with the standard GAA cross-sections.

Table 2.1: Proposed Internal Road Hierarchy

Street Type

Proposed

Road

Reservation

Carriageway

Width Parking Provision

Pedestrian and

Cyclist Provisions

Anticipated

Daily Volume

Access Street 17.3m 10.6m

Kerbside parking

on both sides

included in road

carriageway width

Pedestrian paths

provided on both

sides of carriageway.

Shared vehicle and

bicycle lanes.

Up to 4,000vpd

Access Street 20m 10.6m

Kerbside parking

on both sides

included in road

carriageway width

Pedestrian paths

provided on both


Shared vehicle and

bicycle lanes.

Up to 2,000vpd


Kerbside parking

on both sides

included in road

carriageway width

Pedestrian paths

provided on both


Shared vehicle and

bicycle lanes.

Up to 1,000vpd


Kerbside parking

on both sides

included in road

carriageway width

Pedestrian paths

provided on both


Shared vehicle and

bicycle lanes.

Up to 1,000vpd

A review of the anticipated daily traffic volumes on the internal road network indicates that the

anticipated daily traffic volumes within the subdivision are generally within the theoretical




capacities presented above. Although the site access to the proposed signals may realise

volumes greater than typical access streets, this is for a short section of road prior to the network

distribution traffic to the east-west road. This is further discussed in Section 3 of this report.

The Piazza areas towards the southeast corner of the site will effectively operate as one-way loop

road (Access Place <300vpd), shared area for pedestrians, bicycles and cars with various reserve

widths (6m pavement). This detail is further discussed in this report and shown in Figure 2.8 on

page 11.

The road hierarchy plan is shown in Figure 2.4.

Figure 2.4: Proposed Internal Road Hierarchy

2.4.2 Cross-Sections

Indicative cross-sections for the road types have been prepared by Human Habitats and are

shown in Figures 2.5 to 2.8.

Figure 2.5: Access Street - 17.3m

Access Street 17.3m

Access Street 20m

Access Street 18m

Access Street 16m

Access Place 6m

pavement, various reserve




Figure 2.6: Access Street - 20m

Figure 2.7: Access Street D - 18m

Figure 2.8: Access Street D - 16m




2.4.3 Speed Attenuation

The street network is relatively short in nature with the main central staggered t-intersections

providing discouraging high speeds and non-local traffic.

2.5 Integrated Transport

2.5.1 Pedestrians

The PSP Note indicates that the following outcomes for pedestrians should be achieved through

the road network design:

Continuous footpaths on both sides of all streets and roads

Regular crossing points, shade and rest points

Provision for users of all abilities

Pedestrian priority in areas of high foot traffic

An attractive appearance to improve amenity and encourage walking

PTV has also noted that safe pedestrian crossings of arterial roads at all intersections, at key desire

lines, and on regular intervals no greater than 400 metres.

The layout of the site creates a pedestrian friendly environment supported by pedestrian paths on

both sides of road, priorities around the Piazza area and key linkages to the shared path along

Leakes Road and Derrimut Road.

The proposed signalised intersection of the site access provides for additional safe crossing

opportunities for pedestrian from the residential area to the south of the site and indeed, those

patrons utilising the bus service along Leakes Road and wish to access the site or surrounds such

as visitors or staff to the precinct.

Pedestrian movements to/from the Tarneit railway station precinct can utilise the pedestrian

network within the site and through to Derrimut Road via the hotel building (on the southeast

corner of the site), rather than transverse on the footpaths of a busy arterial road.

There is also potential for a future pedestrian path located along the VicTrack boundary at the

rear of the site which can connect to the Tarneit railway station under Derrimut Road. The direct

link from this parcel of land to the shared path along Leakes Road can create very desirable link

towards the Tarneit railway station or greater off-road bicycle / pedestrian network.

2.5.2 Bicycles

The PSP Note indicates that the following outcomes for cyclists should be achieved through the

road network design:

Bicycle priority treatments where appropriate;

On-road bicycle lanes on all connector streets and arterial roads

Appropriate separation from motor vehicles on high demand cycle routes

Where provided, shared landscape trails on local and connector streets will

complement the off road network of shared paths

Off road shared paths may also be needed on arterial roads

Safe road crossing facilities

On-road bicycle spaces are proposed along Leakes Road and Derrimut Road. A shared

pedestrian and bicycle path is provided on the north side of the Leakes Road reservation and

along the western verge of Derrimut Road. On-road bicycle lanes are provided on Crossway

Avenue and further off-road paths to the immediate west and east from Crossway Avenue south

of the railway line.




A summary of the proposed bicycle plan is provided in Figure 2.6.

Figure 2.7 also highlights the shared car, pedestrian and bicycle nature of the Piazza area

located towards the southeast corner of the site. This allows for a well-integrated space

connecting to the broader pedestrian and bicycle path areas.

There is also potential for a future shared path located along the VicTrack boundary at the rear

of the site which can connect to the Tarneit railway station under Derrimut Road. This could

provide a primary path to cyclists without sharing the pathway with aged care, retirement living

and high density pedestrians from the site (Tarneit Junction).

Figure 2.6: Human Habitats Bicycle Network Plan

2.5.3 Bus Infrastructure

The PSP Note indicates that the following outcomes for public transport should be achieved

through the road network design:

Bus routes planned for relevant connectors and arterial roads

Roads to cater for bus routes shall be designed to accord with the Department of

Transport’s Public Transport Guidelines for Land Use and Development

Roadside infrastructure to provide safe and accessible DDA compliant bus stops

Safe crossing points to bus stops where appropriate

The bus stops fronting the site are shown in Figure 2.7 and are proposed to be located on the

departure side of the proposed new signalised intersection (Tarneit Junction Super Clinic Bus

Stop) and on Derrimut Road, immediately north of Leakes Road (Tarneit Junction Hotel Bus Stop).

The bicycle network plan clearly demonstrates how the potential VicTrack land can be

integrated to the site and adjoining land uses.

Further consideration needs to be given to this bus stop together with the proposed site entry to

the hotel via Derrimut Road, the emergency VicTrack access. This detail is shown in concept in




Figure 2.8 where the bus stop can be located adjacent to the crossover entry for minimal impact

to the operation of the site access and the bus stop itself. Alternatively, the bus stop can be

located on the northern side of the crossover (1-2 bus lengths north).

Discussions with both VicRoads and PTV confirm that these stops should be designed as standards

bays for the road environment (not indented bays). Any timing bus bays are proposed to be

located at Tarneit railway station.

Figure 2.7: Human Habitats Bicycle Network Plan

Figure 2.8: Human Habitats Bus Stop Detail adjacent to Derrimut Road access

`




2.6 Internal Layout

The key features of the internal road network include:

A well-integrated network that favours pedestrians and cyclist through and within the

site by responding to the broader network and the potential development of the

VicTrack land.

Staggered t-intersections to favour pedestrians and a reduced speed environment. This

has been designed to accommodate a standard 8.8m long waste vehicle or two 99th

percentile vehicles travelling simultaneously.

The Piazza at the site’s eastern end has key pedestrian links to / from the surrounding

roads and internal and external amenities. This space is proposed to be shared with

cyclists and vehicles (one-way).

Parallel parking to assist with the future provision of visitor parking

One-way exit at the site’s eastern access to Leakes Road. This is to complement the

site’s entry only access at Derrimut Road. This arrangement is to maintain an efficient

access strategy for the proposed hotel on the corner where taxi pick-up and drop-off is

provided via an internal road through the building.

The site entry via Derrimut Road has been conceptually considered with the VicTrack

access and the adjacent (proposed) bus stop. It has been demonstrated that this

arrangement is functional as per Figure 2.8.

2.7 Traffic Generation

2.7.1 Rates

The Victorian Integrated Survey of Travel Activity (VISTA) 2007 dataset indicates an average

range of 2.5 to 7.2 car trips per household within Metropolitan Melbourne. The recent data for

Wyndham (2009) indicates a car generation rate of 6.0 movements per household. Empirical

traffic generation rates are utilised for other land uses such as office, child care and aged care.

Table 2.2 summarises the proposed land uses and traffic generation rates utilised to calculate

peak hour traffic volumes.

Table 2.2: Traffic Generation Summary

Proposed Land Use Size Generation Rate Peak Hour Traffic

Volume

Hotel / Serviced Apartments 90 Rooms 0.45 mvts per room 40

Residential 500 dwellings 0.6 movement 300

Office / Medical 8,000sqm 2 mvts per 100sqm 160

Child Care 100 children 1 mvt per child 100

Educational / Training 1,500sqm On-site [1] -

Student Accommodation 105 rooms On-site [1] -

Convenience Retail 2,000sqm Ancillary [2] -

Food and Drink 900 sqm Ancillary [2] -

Aged Care 140 1 mvt per staff 20

Total 620 vehicles

[1] The student accommodation and training is linked.

[2] Minimal movements associated only with staff. Majority of customers and patrons of these facilities are expected from the site itself.

Any off-site demand (minimal) is most likely to arrive via public transport, walking or cycling.

The site is expected to generate in the order of 600 vehicles in any peak hour and up to 6,000

vehicles per day (based on a 10% peak to daily ratio).




2.7.2 Distributions

The directional distribution and assignment of traffic generated by the proposed development

will be influenced by the configuration of the road network and adjoining land uses. As such, the

directional distributions along Leakes Road are expected to be evenly split. This is relatively is line

with the through traffic volumes presented in AECOM (May 2013).

In addition, the directional split of entry and exit movements to/from the site are expected to be

relatively close to a 50:50 split given the various land uses on the site that complement each

other in terms of opposing splits.

In addition, it is noted that some site traffic may utilise the signals at the Leakes Road / Crossway

intersection. Indeed, adjacent land may also utilise the proposed access points. This expected

to result in little change to the volumes utilised for analysis.

2.7.3 Peak Hour Volumes

Based on the above, the images in Figure 2.8 show the turning movements in the vicinity of the

subject site following full site development. The full traffic volumes are in Appendix B. It is noted

that these peak hour volumes have regard for the development of the adjacent VicTrack land as

indicatively shown previously in Figure 2.1.

Figure 2.8: Peak Hour Volumes at Site Access

mga. | Intersection Design and Analysis



3. Intersection Design and Analysis

3.1 Key Modelling Assumptions and Intersection Geometry

120 cycle time

6% trucks on arterial roads and 0% for local roads

Arterial road traffic volumes sourced from the Derrimut Road / Leakes Road SIDRA

inputs (AECOM May 2013)

Fully controlled right turns and split phase north-south

Right turn lane from Leakes Road with 50m storage with 30m taper (modelled as 70m

storage) and Left turn lane from Leakes Road with 30m storage with 30m taper

(modelled as 50m storage)

3.2 Traffic Volumes

The traffic volumes adopted for analysis are as per those presented in Figure 2.8 of this report. It is

noted that these volumes are for full build out of the site including the potential development for

VicTrack land as per VicRoads requirements.

3.3 Operation

The full SIDRA inputs and outputs are presented in Appendix B and summarised in Table 3.1.

The main outputs of DOS, queue and delay values are all within acceptable limits based on level

of service. Indeed, all proposed intersection is expected to operate under very good conditions.

The queue on the minor approaches is approximately 50m (north and south) which is considered

acceptable. The Leakes Road queue lengths are similar to that at the adjoining Derrimut Road

intersection presented in AECOM (May 2013) which ranges from 250m to 300m.

The full results also demonstrate that the queue lengths of the proposed right turn movements

from Leakes Road to the Site via the signals are contained with the specified geometry.

Specifically, the right turn queue ranges from 48m to 52m which sits comfortably within the

available 70m storage.

Table 3.1: Sidra Results

Intersection Approach DOS

95th Percentile

Queue Length

(m)

Average Delay

(sec)

Leakes Road / Wilandra

Drive / Site Access

South 0.77 (0.79) 49 (48) 72 (72)

East 0.78 (0.79) 279 (293) 22 (22)

North 0.76 (0.76) 52 (53) 70 (70)

West 0.83 (0.78) 308 (267) 26 (25)

Leakes Road / Site Access

(left in left out)

North 0.48 (0.45) 14 (14) 43 (34)

West 0.46 (0.49) NA NA

Leakes Road / Site Access

(left out)

North 0.19 (0.13) 4 (3) 46 (34)

West 0.48 (0.43) NA NA

Site & VicTrack

Emergency / Derrimut Rd South 0.34 (0.42) NA NA

AM (PM) peak hour results




The proximity of the proposed left out only access adjacent to the Leakes Road / Derrimut Road

supports the pick-up / drop-off arrangements for the hotel. The low traffic volumes associated

with this use (ie 20 vehicles) are not expected to impact on the operation of the signals to the

east. Any exiting traffic seeking to travel south are unlikely to travel across three lanes to enter the

double r-turn lanes during network peak hours, rather exit the site via the other access points to

the west, including the primary site signalised intersection.

3.4 Impacts

The current Intersection modelling suggests that the proposed signalised intersection is expected

to operate well within all vehicle queue lengths contained within the proposed lane storage

lengths.

3.4.1 Queue Lengths from Derrimut Road

The results of the AECOM (May 2013) for the ultimate modelling scenario (year 2046) indicate that

the through vehicle queue length of the Derrimut Road west approach is in the order of 250m to

300m within any peak hour. It is noted that these queue lengths are less than the proposed

intersection spacings (of 400m) between the site access to Derrimut Road.

In addition, this intersection is expected to contain a similar intersection cycle time and oprate in

the shadow of the larger arterial road intersection.

3.4.2 Summary

As such, the proposed signals is not expected to have an adverse impact to the fucntion and

operation of the asjoining road network. Indeed, the proposed signals are expected to create a

safe and conveneient crossing point for local pedestrians and improved amenity for the residents

to the south who will enjoy the provision of full turning movements.

3.5 Interim Access

As part of the staging plan for the development, it is proposed to utilise the left in / left out

location as the primary access in the initial stages. This intersection is proposed to accommodate

full turning movements at the early stages of the road network where Leakes Road remains as a

two lane road.

It is expected that the site traffic in the early stages be approximately 20% of the full development

which equates to approximately 120 peak hour vehicles (in and out combined). The

undeveloped nature of the precincts to the west would suggest that the traffic to from the site

would be biased towards the Leakes Road / Derrimut Road intersection. As such, any right turning

exiting traffic is expected to be low (in the order of 10-20% of overall traffic).

This unsignalised intersection will be supported by a left turn lane and right turn lane and is subject

to further design and discussion with VicRoads.

Albeit indicative, the results of the SIDRA analysis indicate that this intersection can be expected

to operate satisfactorily with an intersection DOS value 0.26. The full results are provided in

Appendix B.




3.6 DCP Inclusion

Consideration should be given for the proposed site access (signalised intersection) to be

included in the nominated DCP infrastructure works. This intersection provides a number of

network and community benefits as follows:

Safe controlled crossing point for north-south cyclists and pedestrians

Opportunities to locate bus stop adjacent to signals to allow for controlled crossing and

maintain connectivity. The signals provide for easier exit for buses during phase

changes.

Improved vehicle and bicycle access to the residential precinct to the south

Supports the mix land use and potential reduced speed limit to 60km/hr

mga. | Conclusion



4. Conclusion The following provides a summary to the findings of the above report.

i A planning permit is currently being sought for a proposed mixed use subdivision known

as Tarneit Place on land located on the northwest corner of the Leakes Road / Derrimut

Road intersection. This parcel of land is also on the southeast corner of the Tarneit North

PSP and incorporated within the overall Wyndham North DCP area.

ii The proposed development may generate approximately 6,000 vehicle movements

per day and 600 vehicle movements in any peak hour. The proposed road network is

suitable to accommodate the anticipated daily and peak hour traffic movements. This

includes the following access strategy:

Proposed signalisation of Leakes Road / Site Access / Wilandra Drive

Left in / Left out Access along Leakes Road (between Derrimut Road and Wilandra

Drive)

Left out access along Leakes Road immediately west of Derrimut Road left turn

lane and a left in along Derrimut Road immediately north of Leakes Road to

facilitate convenient pick up and drop off arrangements for the proposed hotel

use.

iii The proposed subdivision provides a well-integrated network for pedestrians and cyclists

in accordance with PSP requirements.

iv The proposed subdivision is in accordance with the PTV recommendations which

includes the signalisation of the site access and conveniently located bus stops

adjacent to the signals along Leakes Road and also fronting the site on Derrimut Road.

v The proposed street network has generally been designed in accordance with the

principle outlined in the PSP Notes “Our Roads: Connecting People” prepared by the

GAA.

vi It is proposed that the Draft Tarneit North (PSP 1089) be updated to incorporate the

proposed access strategy to/from the site, including the new signalised intersection

located along Leakes Road, in between Derrimut Road and Crossway Avenue. This

intersection is supported in-principle by VicRoads and PTV. Given the overall road

network and community benefit, regard should be given for this intersection to be

included in the nominated DCP infrastructure works.

vii The interim access arrangements to the site are anticipated to operate under good

conditions as an unsignalised intersection with Leakes Road, permitting full turning

movements.

mga. ref: MGA14005 | Project: Tarneit Junction, 575 Leakes Road, Tarneit


Appendix A

Conceptual Layout Plan of the Site Access Arrangements



Appendix B

SIDRA INTERSECTION Results



Leakes Road / Site Access (Wilandra Drive north) / Wilandra Drive



Leakes Road / Site Access (left in / left out)



Leakes Road / Site Access (left out only)



Interim Access Full Turning Movements with Leakes Road (2 lanes)



Derrimut Road / Hotel and VicTrack Access

mga traffic pty ltd | specialist traffic & transport consultants

suite south 04, 215 bell street, preston VIC 3072 | +61 3 9863 6480 | [email protected] | mgatraffic.com.au

abn: 62 165 570 972

mailto:[email protected]

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