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Westmeadows Employment Precinct

Planning Scheme Amendment C202 to Comprehensive Development Zone 140-204 Western Avenue Westmeadows October 2014

140-204 Western Avenue, Tullamarine

Traffic Impact Assessment

4 November 2013 2 Ref: 11307 tia report oct 2014

1. INTRODUCTION AND BACKGROUND

O’Brien Traffic has been engaged by Transpacific Industries Group Limited to undertake a traffic impact assessment of a comprehensive development of the land at 140-204 Western Avenue in Westmeadows (the subject land) for predominantly industrial and commercial purposes. An earlier traffic impact assessment report produced by O’Brien Traffic dated 4 November 2013 (attached in Appendix A) related to development of the same land owned by Transpacific. This report concluded that, subject to an upgraded Western Avenue/Mickleham Road/Rylandes Drive intersection, the additional traffic generated by the proposed development, “can be sufficiently accommodated”. As a result of discussions with Council and VicRoads officers several additional road network upgrades were agreed to be completed by Transpacific, should the development of the land be approved. The roadworks agreed with Council for Western Avenue included:

Construction of right-turn lanes at Global Drive, east and west intersections;

Construction of a right-turn lane at Wright Street;

Construction of a roundabout at Hillcrest Drive; and

Reconstruction of Western Avenue from Wright Street westwards to the Victoria Street Reserve.

In addition to the upgraded Western Avenue/Mickleham Road/Rylandes Drive intersection, the roadworks that VicRoads approved included:

Mickleham Road / Broadmeadows Deviation

Construction of a new right-turn lane on the southern approach and, if required, the installation and programming of additional detector loops.

Mickleham Road / Tullamarine Freeway On-ramp

Roadworks and installation of pedestrian operated signals to provide two left-turn lanes from Mickleham Road to Tullamarine Freeway southbound on-ramp.

North of Gladstone Park Drive, conversion of the southbound left lane (adjacent the bus lane) to a dedicated lane for traffic intending to turn left onto Tullamarine Freeway, with the centre lane shared by both through traffic and traffic also intending to turn left.

Plans showing the agreed roadworks are attachments to the November 2013 traffic report as shown in the attached Appendix A. This report is based on the indicative Structure Plan for the subdivision of the land prepared by Dalton Construction Engineers and dated 1 August 2014 (copy enclosed in Appendix B). This plan indicates that the developable land area could be slightly larger (6%) than originally estimated in the November 2013 report. This increased area has been assessed to determine if the traffic impacts warrant any additional roadworks and this report contains the results of that assessment.




2. THE PROPOSAL

2.1 Development Scenario

Transpacific Industries Group Limited seeks to rezone the subject land to a Comprehensive Development Zone to allow for its use and development for proposed industrial and commercial uses. Like the November 2013 report it is anticipated that the future uses will be principally warehouse with some factory and office use. The indicative Structure Plan for the subdivision (Appendix B) is a refinement of previous plans and indicates a net developable land area of 22.45 ha. This is in comparison to the previous estimated developable land area of 21.1 ha (i.e. the developable area has increased by 1.35 ha or 6.4%). It has been acknowledged by VicRoads that this relatively small increase is within the typical daily fluctuations of traffic flows. However, the potential traffic impact on the surrounding road network needs to be determined.

2.2 Lane Use Areas

Based on the previously adopted proportions of warehouse and factory uses and fixing the office use total area to 0.5 hectares, the anticipated size of the proposed land uses is now as indicated in Table 1.

Warehouse Factory Office TOTAL

18.7 ha 3.2 ha 0.5 ha 22.4 ha

Table 1: Anticipated Land Use Areas

2.3 Floor Areas

Based on an assessment of the site coverage of similar uses in the vicinity of the subject land, the following assumptions have been made in relation to the coverage of floor area for different uses:

For warehouse and industrial uses, which are one-level developments, it is anticipated that they would cover an average of 55% of site area allowing for parking, vehicle accessways and landscaping buffers; and

The floor area of offices has been capped at 3,000 m2. Transpacific has indicated that it would accept a condition on the development of the land that restricts the leasable floor area for office use to a maximum of 3,000 m2 without a permit. Applying these assumptions to the proposed development gives the approximate floor areas of each use indicated in Table 2.




Warehouse Factory Office

Size (Ha) Coverage Floor Area (m

2)

Size (Ha)

Coverage Floor Area (m

2)

Size (Ha)


2)

18.7 55% 102,850 3.2 55% 17,600 0.5 - 3,000

Table 2: Anticipated Floor Areas of Different Uses

As indicated in Table 2, the anticipated total developable floor area is 123,450 m2 (i.e. 102,850 + 17,600 + 3,000).

3. TRAFFIC GENERATION

3.1 Traffic Generation Rate - NSW

The adoption of a suitable traffic generation rate is a key factor in the determination of traffic impact. Our previous traffic impact assessments, which began in 2010, were based upon the traffic generation rates outlined in the NSW RTA ‘Guide to Traffic Generating Developments’ Version 2.2 (October 2002). These rates were based on traffic data collected from the early 1990’s and were adopted at the time because they were very conservative (i.e. would provide a higher level of traffic generation). More recent traffic data was collected by the NSW Roads and Maritimes Services and published in Technical Direction TDT 2014/04a (August 2013). This document details traffic data obtained in 2012 for a total of 11 business parks in NSW. Four of these are clearly not directly comparable with the proposed industrial subdivision development as they comprise mostly office and retail use. The remaining seven business parks in NSW are comparable as these contain mainly warehouse uses with a small proportion of factory/manufacturing and a very small proportion of office type uses. Analysing the data available for these seven business parks gives an average peak hour traffic generation rate of 0.45 trips / 100 m2 of GFA. Based on a total developable floor area of 123,450m2 and adopting the average rate of 0.45 trips / 100 m2 of GFA equates to a total of 556 peak hour trips. This is significantly less (22% less) than the 709 peak hour trips that were previously calculated in the November 2013 report.

3.2 Traffic Generation Rate – Victoria

There is a risk that simply applying the NSW traffic generation rates to the subject site will result in a number that is not appropriate for similarly developed land in Melbourne. For example, the highest traffic generation site surveyed was not within Metropolitan Sydney but in the rural city Dubbo.




As a comparison with more relevant Metropolitan Melbourne traffic data and subsequent to our previous Traffic Impact Report of November 2013, O’Brien Traffic recently surveyed the traffic generation of two adjacent industrial areas located off Kororoit Creek Road in Altona North as part of work for a proposed industrial subdivision. These areas are hereafter termed “Salta Drive Estate” and “Horsburgh Drive Estate”. The Salta Drive Estate contains a total of five occupied lots covering a total area of approximately 21.2ha. The Horsburgh Drive Estate contains two occupied lots covering a total area of approximately 10.4ha. The land uses are fairly typical of an industrial estate similar to the proposed Transpacific development, mainly consisting of warehouses and logistics businesses. In addition, O’Brien Traffic also recently surveyed another industrial area that is located off Leakes Road in Laverton North. We have termed this the “Banfield Court Estate”. The Banfield Court Estate contains three occupied lots covering approximately 16.5ha of area, and includes a large Kmart distribution centre. Surveys of traffic generation were undertaken on typical weekdays and the survey results are summarised in Table 3.

Item Salta Drive Estate Horsburgh Drive

Estate Banfield Court

Estate

Occupied Site Area 21.2 ha 10.4 ha 16.5 ha

AM Peak Hour 8:45am – 9:45am 8:00am – 9:00am 7:30am – 8:30am

PM Peak Hour 4:15pm – 5:15pm 4:45pm – 5:45pm 3:30pm – 4:30pm

AM Peak Hour Volume

163 trips 159 trips 103 trips

PM Peak Hour Volume


AM Peak Hour Traffic Generation Rate

7.7 trips / hectare 15.3 trips / hectare 6.2 trips / hectare

PM Peak Hour Traffic Generation Rate


Table 3: Summary of Industrial Area Survey Results

It can be seen from this data that the Salta Drive Estate and Banfield Court Estate generated significantly lower rates of traffic generation in comparison to the Horsburgh Drive Estate. This can be put down to the logistics-based nature of the two occupied lots within the Horsburgh Drive Estate. In the critical PM peak hour, the traffic generation rates varied considerably between 3 and 19 trips per hectare of occupied land.




Note that ‘trips per hectare of occupied land’ has been adopted as the measure in this case, as opposed to the more usual ‘trips per 100m2 of building floor area’. This is because some businesses were observed to undertake a substantial amount of their activity outdoors (e.g. Toll Fleet & Auto Logistics Centre and Chemtrans) and have buildings that are comparatively small compared to the total site area.

3.3 Traffic Generation Assessment

Based on the above data we have elected to conservatively adopt a Metropolitan Melbourne PM peak hour traffic generation rate of 20 trips / hectare of occupied land. Applying this rate to the total proposed developable area of 22.45 ha equates to a total of 449 peak hour vehicle trips. In addition, this adopted traffic generation rate can also be applied to the potential future development after rezoning of the adjacent separately owned land on the west side of Wright Street, known as the “Zaram” land. An indicative industrial subdivision layout plan suggests a total developable area of the Zaram land of approximately 7.5 ha. At a rate of 20 trips / hectare this equates to a total of 150 peak hour vehicle trips for the Zaram land. Adding this to the estimated 449 peak hour trips for the Transpacific land equates to a total of 599 peak hour vehicle trips. Again this is significantly less (16% less) than the 709 peak hour trips that were previously calculated in the November 2013 report.

4. TRAFFIC IMPACT

4.1 Traffic Impact Assessment

Simply applying the NSW traffic generation rates to the subject site equates to a total of 556 peak hour trips. However, applying Metropolitan Melbourne traffic generation rates is considered more appropriate in this case. Adopting a Metropolitan Melbourne PM peak hour traffic generation rate of 20 trips / hectare of occupied land and applying this rate to the total proposed developable area of 22.45 ha equates to a total of 449 peak hour vehicle trips. This is 260 trips less than our original estimate of 709 peak hour vehicle trips based on the old NSW RTA traffic generation rates. In addition, applying this traffic generation rate to the potential future development after rezoning of the adjacent “Zaram” land on the west side of Wright Street equates to 150 peak hour vehicle trips. Adding these 150 trips to the estimated 449 trips for the Transpacific land equates to a total of 599 peak hour vehicle trips. This is still 110 trips less than the figure of 709 trips used in previous assessments for the Transpacific land only.




4.2 Mitigating Roadworks

Based on the fact that these latest peak hour vehicle trips are significantly less than originally expected there may be a case for a reduction in the amount of mitigating roadworks required. However, Transpacific’s position is that the previously agreed roadworks with Council and VicRoads along Western Avenue and on Mickleham Road be maintained. VicRoads have advised that after reviewing the revised traffic generation and traffic impact assessment prepared by O’Brien Traffic (as set out in the OBT letter to VicRoads dated 11 September 2014 Appendix C) they confirm that the previously agreed mitigation works, “are still applicable without the need for amendment”. A copy of the VicRoads letter dated 29 September 2014 and their previous letter dated 11 October 2013 are attached in Appendix D.

5. CONCLUSIONS

It is therefore concluded that rezoning and development of both the Transpacific and Zaram land can be accommodated by the already agreed mitigating works for the development of the Transpacific land only. Based on the preceding investigations, the traffic mitigating roadworks as agreed with VicRoads and Council are as follows:

Roadworks at the Western Avenue / Mickleham Road / Rylandes Drive intersection;

Roadworks on Mickleham Road at the Mickleham Road / Broadmeadows Deviation intersection and from the Mickleham Road / Gladstone Park Drive intersection to the Tullamarine Freeway southbound on-ramp; and

The suite of roadworks along Western Avenue. We therefore consider that there are no traffic engineering related grounds to prevent the proposed Planning Scheme Amendment from proceeding.

Appendix A O’Brien Traffic’s Traffic Impact Report

Dated 4 November 2013

Airport Annexe Estate Rezoning and Land Development Proposal 140-300 Western Avenue Tullamarine November 2013



4 November 2013 2 Ref: 11307 tia report nov 2013.doc

1. INTRODUCTION AND BACKGROUND

O’Brien Traffic has been engaged by Transpacific Industries Group Limited and Commercial & Industrial Property Pty Ltd to undertake a traffic impact assessment of a development on land either side of Western Avenue in Tullamarine. An earlier traffic impact assessment report produced by O’Brien Traffic dated 18 November 2011 related to a more extensive development on all the land owned by Transpacific. The November 2011 report concluded that, subject to roadworks at the Western Avenue/Mickleham Road intersection, the surrounding road network would be able to cater for the predicted traffic. The November 2011 report was subsequently peer reviewed by Traffix Group and GTA Consultants. Traffix Group concluded that the assessment undertaken by O’Brien Traffic was too conservative in terms of traffic generation and they proposed an alternative assessment that resulted in lower peak hour traffic volumes. They concluded that subject to the provision of an additional right-turn lane on the western approach to the Mickleham Road/Western Avenue intersection, the traffic generated would be able to be sufficiently accommodated. GTA obtained traffic movement data from February 2012 and using this data concluded that the full development as assessed by O’Brien Traffic would result in traffic demands greater than the capacity of a modified Mickleham Road/Western Avenue intersection. GTA also reviewed the Traffix Group report and noted that the lower traffic generation they adopted and their proposed improvements to the Mickleham Road/Western Avenue intersection may result in sufficient intersection capacity. However, GTA expressed doubt that the SIDRA analysis undertaken was representative of future conditions. O’Brien Traffic produced an amended report in June 2012 that considered the feedback received following the peer review process and addressed a significant reduction to the scale of the proposed development site. This is an update of the June 2012 report which includes additional information relating to discussions held with VicRoads and Council in 2013. In the course of preparing and updating the June 2012 report, the site and surrounding area has been re-inspected, existing traffic operational data analysed, and the traffic implications of one development scenario has been reassessed.




2. EXISTING CONDITIONS

2.1 Location and Existing Use

The Transpacific owned land is located on the northern side of the Tullamarine Freeway and is bounded by Wright Street to the east, by Moonee Ponds Creek to the north and by an unsealed section of Western Avenue to the west. The location of the land and the portion subject to this report, known as the “Buffer Land”, is as highlighted in Figure 1 overleaf.

Figure 1: Location of Transpacific Owned Land including the “Buffer Land”

The Transpacific land is predominately zoned Farming Zone - Schedule 3 under the Hume Planning Scheme.

2.2 Road Network

Western Avenue provides access to a range of commercial/industrial sites and clearly operates as a collector road. However, the section west of Wright Street, adjacent to the subject site, operates more like a local street and it would carry traffic volumes that are less than 2,000 vehicles per day. Western Avenue currently provides the main vehicle access to/from the subject site. It is the only collector road that runs to the west from Mickleham Road between the Tullamarine Freeway and Moonee Ponds Creek.

Legend

Transpacific Land

Buffer Land

Buffer Land

Transpacific Land




There are other local road connections to Mickleham Road such as Hillcrest Drive and Bamford Avenue but these streets are less direct and not as convenient to use to access the site as Western Avenue. Wright Street is currently a local street that connects to the north from Western Avenue. It also has a connection to Bamford Avenue near its northern end and this provides a connection to Mickleham Road. Victoria Street is currently an unmade road with a road reserve that runs to the north from the Tullamarine Freeway road reserve to the Moonee Ponds Creek reserve. Mickleham Road is a dual carriageway, primary arterial road managed by VicRoads. It has been upgraded in the vicinity of Western Avenue to provide three through traffic lanes and a dedicated bus lane within each carriageway. It provides a signalised interchange with connections to the Tullamarine Freeway as well as connections to the arterial road network to the north, south and east.

2.3 Traffic Volumes

In order to determine the traffic flows along the busiest section of Western Avenue, automatic traffic (tube) counts were undertaken approximately 100 metres west of Mickleham Road over a one week period from Wednesday 2 November 2011 to Monday 7 November 2011. This location was chosen to represent the highest traffic volumes occurring along the road. The results of the traffic counts indicated that this section of Western Avenue currently carries a weekday average of around 8,200 vehicles per day (two-way). The AM and PM peak hours carry very similar averages of around 720 vehicles per hour (two-way), occurring at the following times:

AM peak period occurred between 8am and 9am; and

PM peak period occurred between 5pm and 6pm.

2.4 Mickleham Rd / Western Ave / Rylandes Drive Intersection Operation

2.4.1 Traffic Data Utilised

To determine the operation of the traffic signals at the intersection of Mickleham Road / Western Avenue / Rylandes Drive during the AM and PM peak periods, detailed traffic signal operational data and detector loop traffic volume data for Tuesday 8 November 2011 was obtained from VicRoads. The detector loop traffic volume data confirms that in the AM and PM peak hours a consistent amount of traffic is using Western Avenue compared to the tube count data.




It is considered appropriate to use the 2011 traffic volume data in this case (as opposed to collecting more recent traffic volume data) as the ongoing M80 upgrade road works have altered traffic conditions in the vicinity. The 2011 detector loop data is considered to represent ‘typical’ operating conditions at the intersection.

2.4.2 2012 Peak Hour Observations

In addition, observations of existing conditions encountered at the signalised intersection during the AM and PM peak periods (8am-9pm and 5pm-6pm) were undertaken on Wednesday 6th June 2012 to enable fine tuning of the SIDRA modelling undertaken in our previous traffic report. As detector loops record all traffic movements in a kerbside lane, counts were undertaken to determine the split of left/through movements on the Rylandes Drive approach and the Western Avenue approach. The following was observed on-site: AM Peak Period

Rylandes Drive Left/through 64%/36% split

Western Avenue Left/through 36%/64% split PM Peak Period

Rylandes Drive Left/through 28%/72% split

Western Avenue Left/through 61%/39% split It is noted that GTA Consultants sourced traffic volume data for the week of Monday 6th February to Sunday 12th February 2012. Average volumes for a typical weekday were combined to produce peak hour turning movement volumes at the intersection. During the AM peak period a split of 73%/27% between left and through movements was recorded for the Rylandes Drive approach, with a 33%/67% split between left and through movements observed on the Western Avenue approach. In the PM peak period a split of 22%/78% between left and through movements was recorded for the Rylandes Drive approach, with a 54%/46% split between left and through movements observed on the Western Avenue approach. The GTA data cited in their peer review is fairly consistent with the observations made by O’Brien Traffic in June 2012. In addition, observations were made of the queue lengths formed on each approach of the intersection. AM Peak Period

Mickleham Road North Right lane 0-3 vehs Through lanes 10-24 vehs

Rylandes Drive Right lane 3-6 vehs Through/left lane 0-4 vehs

Mickleham Road South Right lane 0-3 vehs Through lanes 8-13 vehs

Western Avenue Right lane 2-18 vehs Through/left lane 0-7 vehs




PM Peak Period

Mickleham Road North Right lane 0-6 vehs Through lanes 6-14 vehs

Rylandes Drive Right lane 3-13 vehs Through/left lane 2-4 vehs

Mickleham Road South Right lane 0-2 vehs Through lanes 30-65 vehs

Western Avenue Right lane 2-8 vehs Through/left lane 1-8 vehs It is noted that the Mickleham Road corridor experiences heavy congestion at peak times, particularly during the PM peaks. It was apparent during the site inspection in the PM peak period that northbound traffic on Mickleham Road was not free flowing due to downstream congestion. The downstream congestion impacted through movements (northbound) on Mickleham Road, left turn movements from Western Avenue into Mickleham Road and right turn movements from Rylandes Drive on occasion. Queuing on the southern Mickleham Road approach was observed to extend back to the upstream signalised intersection at Gladstone Park Drive / International Drive. Other consultants have observed that southbound traffic on Mickleham Road is often not free flowing due to downstream congestion during the PM peaks. On the surveyed Wednesday, right turn movements from Western Avenue into Mickleham Road were only impacted by queued vehicles on two occasions throughout the PM peak hour. For the majority of evening peak hour, downstream congestion was not observed to be an issue for southbound traffic on Mickleham Road.

2.4.3 SIDRA Modelling of Existing Conditions

Detailed analysis using SIDRA was undertaken of the intersection capacity during the AM and PM peak periods (8am-9am and 5pm-6pm). The actual average signal cycle length and phase times were used to simulate the existing peak hour operation. The observations of the operation of the intersection in June 2012 were used to calibrate the SIDRA models. A summary of the SIDRA output is provided in Tables

A1 and A2 in Appendix A. The SIDRA analysis indicates that:

The intersection currently provides a “very good” level of service in the AM peak with a Degree of Saturation (DOS) of 0.70; and

The maximum (95th percentile) queue length in the AM peak period along Mickleham Road (north approach) is 144m and along Western Avenue is 68 metres.

The maximum queue lengths predicted by the SIDRA modelling are consistent with the observations of queue lengths made at the intersection during the AM peak period in June 2012. For the PM peak period, the SIDRA analysis indicates that:




The PM peak is more critical than the AM peak with Degree of Saturation (DOS) of 0.98 recorded; and

The maximum (95th percentile) queue length in the PM peak period along Mickleham Road (south approach) is 272m and along Western Avenue is 95 metres.

Noting that the SIDRA software is not able to accurately model the effects of congestion on adjacent intersections, the above results predicted by the SIDRA modelling are generally consistent with the observations of actual queue lengths made at the intersection in June 2012.

3. THE PROPOSAL

3.1 Development Scenario

The land owned by Transpacific has been divided into three distinct parcels of land. This application relates only to the development of the “Buffer Land” to the east of Victoria Street and to the west of Wright Street. This comprises approximately 21.1 hectares of net developable land that is likely to be used predominantly as warehouse with some factory and office use.

3.2 Assumption of Size of Uses

The assumed size of the proposed uses is indicated in Table 1.

Warehouse Factory Office TOTAL

17.6 ha 3 ha 0.5 ha 21.1 ha

Table 1: Proposed Development

It is anticipated that the vast majority of the land will be warehouse style development with small proportions of factory and office uses.

3.3 Assumption of Coverage

Based on an assessment of the site coverage of similar uses in the vicinity of the subject site, the following assumptions have been made in relation to the coverage of floor area for different uses:

For warehouse and industrial uses, which are one-level developments, it is anticipated that they would cover an average of 55% of site area allowing for parking, vehicle accessways and landscaping buffers; and

The floor area of offices has been capped at 3,000 sq m.




Applying these assumptions to the proposed development gives the approximate floor areas of each use indicated in Table 2.



2)

Size (Ha)


2)

Size (Ha)


2)

17.6 55% 96,800 3 55% 16,500 0.5 - 3,000

Table 2: Assumed Floor Area of Different Uses

4. TRAFFIC GENERATION AND DISTRIBUTION

4.1 Peak Period Traffic Generation

Generally, the PM peak period is the most critical in terms of traffic impact for land uses of the type proposed. Warehouse uses tend to generate peak traffic early in the AM peak period and relatively early in the PM peak period. However, for simplicity at this stage of the planning process we have conservatively assumed all land uses will generate their peak traffic at the same time as all other uses within the development site and at the same time as the on-road peak. This is anticipated to result in an effective “worst case scenario” in terms of traffic impacts. Studies of traffic generation conducted by O’Brien Traffic and data within the NSW RTA ‘Guide to Traffic Generating Development’ Version 2.2 (October 2002) indicate traffic generation rates for various land uses. These include:

Warehouse - A traffic generation rate of up to 0.5 trips per 100 m2 floor area during the AM peak and 0.5 trips per 100 m2 floor area during the PM peak;

Industry - A traffic generation rate of up to 1 trip per 100 m2 floor area during the AM peak and up to 1 trip per 100 m2 floor area during the PM peak;

Offices - A traffic generation rate of 2 trips per 100 m2 floor area during the AM and PM peaks.

Therese rates are unchanged from our November 2011 assessment. It is noted that the GTA Consultants’ peer review stated that the:

“rates utilised by O’Brien Traffic in their traffic assessment are generally accepted.”




4.2 AM and PM Peak Hour Generation

Applying these traffic generation rates to the proposed floor areas and adopting a ratio of 80:20 percent peak direction of travel would result in the peak hour traffic generation indicated in Table 3.

Peak Period

Uses

Total (in:out) Warehouse total (in:out)

Factory total (in:out)

Office total (in:out)

AM 484 (387:97) 165 (132:33) 60 (48:12) 709 (567:142)

PM 484 (97:387) 165 (33:132) 60 (12:48) 709 (142:567)

Table 3: Peak Hour Traffic Generation and Direction of Travel for the Development

4.3 Traffic Distribution

Western Avenue provides the main access to the subject site and for the purposes of this assessment all development traffic will be distributed to/from Western Avenue.

5. TRAFFIC IMPACT

5.1 Mickleham Rd / Western Ave / Rylandes Drive Intersection

To improve the capacity on the Western Avenue leg of the intersection, this approach could be readily widened to provide a three lane approach comprising a shared left and through lane and two exclusive right-turn lanes. In addition, on the Rylandes Drive approach to the intersection, provision of a left turn slip lane would improve intersection capacity and potentially improve safety for drivers and pedestrians. A concept layout plan illustrating the above improvements is attached (refer Appendix B). This has been agreed to by VicRoads in a letter to Hume City Council dated 11 October 2013.

5.1.1 AM Peak Hour Operation

To consider the traffic impact of the proposed development on the AM peak hour operation of Mickleham Road / Western Avenue / Rylandes Drive intersection in 2021, the through traffic volumes on Mickleham Road in the peak hour were increased by 10 percent. Over the past two years the through traffic volumes on Mickleham Road in the peak hours have increased by a total 1 percent, or a rate of less than 0.5 percent per annum.




The additional traffic generated into and out of Western Avenue was distributed according to the distribution of existing movements into and out of Western Avenue. The anticipated additional vehicle movements generated by the proposal (refer Table 3) were added as follows: The left turn from the south to the west representing vehicle trips to the subject

site has increased by 409 vehicles representing 72% of the anticipated inwards demand;

The right turn from the north to west increased by 79 vehicles representing 14% of anticipated demand;

The through movement from the east increased by 79 vehicles representing 14% of anticipated demand;

The right turn from the west to the south representing vehicle trips away from the subject site increased by 92 vehicles, representing 65% of the anticipated demand;

The left turn from the west to the north increased by 30 vehicles, representing 21% of the anticipated demand; and,

The through movement from the west increased by 20 vehicles, representing 14% of the anticipated demand.

The results for the AM peak hour in 2021 (10 years post development approximately) are provided in Table A3 of Appendix A. The SIDRA analysis indicates that:

All of the anticipated vehicle volumes could be accommodated without exceeding the capacity of the intersection.

The maximum (95th percentile) queue length along the northern Mickleham Road approach would be 239m, with the highest DOS on the through lanes in Mickleham Road would be 0.87.

5.1.2 PM Peak Hour Operation

To consider the traffic impact of the proposed development on the intersection of Western Avenue /Mickleham Road in the PM peak hour in 2021 approximately, additional vehicle volumes were added as follows:

The right turn from the west to the south increased by 374 vehicles representing 66% of the anticipated outwards demand;

The left turn from the west to the north increased by 114 vehicles representing 20% of anticipated outwards demand;

The through movement from the west increased by 79 vehicles representing 14% of anticipated outwards demand;

The left turn from the south to the west increased by 94 vehicles representing 66% of the anticipated inwards demand;




The right turn from the north to west increased by 28 vehicles representing 20% of anticipated inwards demand; and,

The through movement from the east increased by 20 vehicles representing 14% of anticipated inwards demand.

The results for the PM peak hour in 2021 are provided in Table A4 in Appendix A. The SIDRA analysis indicates that in the PM peak hour:

All of the anticipated vehicle volumes could be accommodated without exceeding the capacity of the intersection; and

The maximum (95th percentile) queue length along Mickleham Road would be 251m and the highest DOS on the through lanes in Mickleham Road (northbound) would be 0.95.

The preceding analysis indicates that the future traffic generated by the proposed development can be sufficiently accommodated subject to improvement works being undertaken at the intersection of Mickleham Road / Western Avenue / Rylandes Drive.

5.2 Hillcrest Drive, Bamford Avenue and Wright Street

Hillcrest Drive and Bamford Avenue – Wright Street provide connections to Mickleham Road some 400 metres and 600 metres respectively to north of the Western Avenue/Mickleham Road intersection. The proposed improvements in the capacity of the Western Avenue/Mickleham Road intersection is anticipated to divert more residential traffic away from the Hillcrest Drive and Bamford Avenue connections to Mickleham Road. However, the amount of residential traffic diverted is likely to be balanced by some traffic from the development site choosing to use these links rather than the Western Avenue/Mickleham Road intersection. Overall, there is anticipated to be little, if any, change in traffic volumes on Hillcrest Drive and Bamford Avenue. Note that the analysis undertaken of the Western Avenue/Mickleham Road intersection has conservatively assumed that all development traffic will travel through that intersection.




6. ASSESSMENT OF FUTURE TRAFFIC CONDITIONS WITHOUT THE PROPOSED DEVELOPMENT

Additional analysis has been undertaken to consider the AM and PM peak hour operation of the Mickleham Road / Western Avenue / Rylandes Drive intersection in 2021 approximately, if the proposed development did not proceed. As part of this analysis, the through traffic volumes on Mickleham Road in the peak hour were increased by 10 percent, consistent with the approach taken in Section 5.1. The intersection geometry, signal phasing and model calibration used when analysing existing conditions (refer Section 2.4.3) were unchanged.

6.1.1 AM Peak Hour Operation

The full results of the modelling for the AM peak hour in 2021 approximately are provided in Table A5 of Appendix A.

The SIDRA analysis indicates that:

The intersection would operate with a DOS of 0.77 in the AM peak if the proposed development did not proceed.

The critical movement during this period would be the through movement on the northern Mickleham Road approach, which would have a predicted 95th percentile queue length of 171m and a Level of Service C.

When comparing the above results with the modelling presented in Section 5.1.2 for the AM peak, it is noted that the critical through movement on the northern approach would also be rated at Level of Service C if the proposed development were to proceed. Therefore it is apparent that on balance, the proposal would have negligible impact on the future operation of the Mickleham Road / Western Avenue / Rylandes Drive intersection in the AM peak overall.

6.1.2 PM Peak Hour Operation

The full results of the modelling for the PM peak in 2021 are provided in Table A6 of Appendix A. The SIDRA analysis indicates that:

The intersection would operate with a DOS >1.0 in the PM peak if the proposed development did not proceed.

The critical movement during this period would be the through movement on the southern Mickleham Road approach, which would have a predicted 95th percentile queue length of 430m and a Level of Service F.

It is noted that should the proposed development proceed, the critical through movement on the southern approach would operate with Level of Service C, which represents a significantly better outcome. However, this improvement is achieved by making changes to the layout of the intersection and altering the signal phase times.




7. 2013 ASSESSMENTS

7.1 Additional Western Avenue Improvement Works

We are advised that Transpacific Industries has agreed with Council to undertake the following additional works along Western Avenue: Construction of right-turn lanes at Global Drive, east and west intersections (refer

plan at Appendix C);

Construction of a right-turn lane at Wright Street (refer plan at Appendix C);

Construction of a roundabout at Hillcrest Drive (refer plan at Appendix C); and

Reconstruction of Western Avenue from Wright Street westwards to Victoria Street Reserve.

O’Brien Traffic was not directly involved in the preparation of these designs, they were produced by Council. We understand that the intention of these works is to improve traffic flow and safety along Western Avenue.

7.2 Mickleham Road Improvement Works

Numerous discussions and assessments have taken place between O’Brien Traffic and VicRoads regarding potential traffic impacts and treatment options at the following locations: Roundabout intersection of Mickleham Road / Broadmeadows Deviation; and

Signalised intersection of Mickleham Road / Gladstone Park Drive and the Tullamarine Freeway on and off-ramps.

The outcome of these discussions has been that VicRoads approved in writing on the 11 October 2013 the following mitigation works: Mickleham Road / Broadmeadows Deviation

Construction of a new right-turn lane on the southern approach and, if required, the installation and programming of additional detector loops generally in accordance with the concept plan by O’Brien Traffic attached at Appendix D.

Improvements are expected to north and north-eastbound traffic flow north of Western Highway.

Mickleham Road / Tullamarine Freeway On-ramp

Roadworks and installation of pedestrian operated signals to provide double left-turn lanes from Mickleham Road to the Tullamarine Freeway southbound on-ramp, generally in accordance with the concept plans by O’Brien Traffic attached at Appendix E.




North of Gladstone Park Drive, conversion of the southbound left lane (adjacent the bus lane) to a dedicated lane for traffic intending to turn left onto Tullamarine Freeway, with the centre lane shared by both through traffic and traffic also intending to turn left.

Improvements are expected to capacity at the Mickleham Road / International Drive / Gladstone Park Drive intersection as southbound lane utilisation will be less biased to the left lane.




8. CONCLUSIONS

Based on the preceding investigations, the main points are summarised as follows:

The analysis undertaken for this report is based on the amended development scenario, that is, for the “Buffer Land” only. The development now contemplated represents a significant reduction in size when compared to the previous application for this site;

The level of traffic generated by the proposed development of the “Buffer Land” represents a reduction of 40% approximately when compared with the traffic generation of the previous proposal;

The traffic impact assessment of existing and future conditions has been updated to incorporate observations made on site in June 2012 and the peer reviews undertaken by Traffix Group and GTA Consultants;

This assessment is very conservative as it assumes that the peak traffic generation of all proposed uses will be at accepted RTA (NSW) traffic generation rates and that the peaks of all uses will coincide;

Based on the analysis within this report, an upgraded Mickleham Road / Western Avenue/ Rylandes Drive intersection (as per the plan shown in Appendix B) will clearly be able to cater adequately for all traffic generated by proposed development;

The analysis indicates that if the proposed development and associated intersection upgrades were to proceed, future conditions at the Mickleham Road / Western Avenue/ Rylandes Drive intersection in the peak periods would be at least the same in the AM peak and potentially better in the PM peak when compared with the scenario in which the development does not proceed;

VicRoads has agreed to the proposed works at the Western Avenue/ Rylandes Drive intersection;

VicRoads has agreed to mitigation works at the Mickleham Road / Broadmeadows Deviation intersection and from the Mickleham Road / Gladstone Park Drive intersection to the Tullamarine Freeway southbound on-ramp, as per the plans shown in Appendix D and Appendix E of this report; and

The developer has agreed with Council to undertake an additional suite of works along Western Avenue to improve traffic flow and safety, as discussed in Section 7.1.

We therefore consider that there are no traffic related grounds to prevent the proposed development from proceeding.

Appendix A SIDRA Results Summaries

.

Table A1: SIDRA Results – AM Peak Period – Existing Conditions

Table A2: SIDRA Results – PM Peak Period – Existing Conditions

Table A3: SIDRA Results – AM Peak Period – Future 2021 Conditions

Table A4: SIDRA Results – PM Peak Period – Future 2021 Conditions

Table A5: SIDRA Results – AM Peak Period – Future 2021 Conditions W/o Proposed Development

Table A6: SIDRA Results – PM Peak Period – Future 2021 Conditions W/o Proposed Development

Appendix B Concept Layout Plan

Mickleham Rd / Western Ave / Rylandes Drive

Appendix C Concept Layout Plans by Council

Western Avenue

Appendix D Concept Layout Plan

Mickleham Road / Broadmeadows Deviation

Appendix E Concept Layout Plan

Mickleham Road / Tullamarine Freeway On-Ramp

Appendix B Proposed Structure Plan - Subdivision



10 October 2014 B1 Ref: 11307 tia report oct 20144

Figure B1: Proposed Structure Plan - Subdivision

Appendix C O’Brien Traffic’s Letter to VicRoads

Dated 11 September 2014

11 September 2014 Simon Basic Manager Traffic and Planning VicRoads Metro North West 499 Ballarat Road Sunshine VIC 3020 Dear Simon, Re: Transpacific Industries Group Limited

140-204 Western Avenue, Westmeadows

Planning Scheme Amendment to Comprehensive Development Zone

Revised Assessment of Traffic Impacts

I refer to our meeting in late July also attended by Transpacific Industries Group project manager Ian Prudden, and specifically to your recommendation that we undertake a brief review of the potential traffic impacts of the full development of the subject land on the Western Avenue / Mickleham Road intersection. I confirm that following further negotiations with Hume City Council it is now proposed to apply to rezone the land to Comprehensive Development Zone. Our Client’s intention is still that the land uses proposed will be principally warehouse/industrial. We pointed out that the current Development Plan (copy enclosed in Attachment A) shows a net developable land area of 22.45ha within the Transpacific owned land. This is in comparison to the previous estimated developable land area of 21.1ha (i.e. the developable area has increased by 1.35ha or 6.4%). Whilst you acknowledged that this relatively small increase is within the typical daily fluctuations of traffic flows, the potential traffic impact on the Western Avenue / Mickleham Road intersection of the resultant increase in traffic generated should be checked. My assessment of the likely traffic impact is as follows. A key factor in the determination of traffic impact is the adoption of a suitable traffic generation rate. Our previous traffic impact assessments, which began in 2010, were based upon the traffic generation rates outlined in the NSW RTA ‘Guide to Traffic Generating Developments’ Version 2.2 (October 2002). These rates were based on traffic data collected from the early 1990’s and were adopted at the time because they were very conservative (i.e. would provide a higher level of traffic generation). More recent traffic data was collected by the NSW Roads and Maritimes Services and published in Technical Direction TDT 2014/04a (August 2013).

Ref: 11307let0914.docx 2

This document details traffic data obtained in 2012 for a total of 11 business parks in NSW. Four of these are clearly not directly comparable with the proposed industrial subdivision development as they comprise mostly office and retail use. The remaining seven business parks in NSW are comparable as these contain mainly warehouse uses with a small proportion of factory/manufacturing and a very small proportion of office type uses. Analysing the data available for these seven business parks gives an average peak hour traffic generation rate of 0.45 trips / 100 m2 of GFA. The following assumptions were previously made in relation to the land developed for different uses and the coverage of floor area on the subject land:

For warehouse and industrial uses, it is anticipated that the buildings footprints would cover an average of 55% of site area allowing for parking, vehicle accessways and landscaping buffers; and

The floor area of offices has been capped at 3,000 m2. Applying these assumptions to the proposed development gives the approximate floor areas of each use indicated in Table 1.



2)

Size (Ha)


2)

Size (Ha)


2)

18.7 55% 102,850 3.2 55% 17,600 0.5 - 3,000

Table 1: Assumed Floor Area of Different Uses

This is a total of 123,450m2 of developable floor area and at the average rate of 0.45 trips / 100 m2 of GFA equates to a total of 556 peak hour trips. This is significantly less (22% less) than the 709 peak hour trips that we previously calculated. There is a risk that simply applying the NSW traffic generation rates to the subject site will result in a number that is not appropriate for similarly developed land in Melbourne. For example, the highest traffic generation site surveyed was not within Sydney but in Dubbo. As a comparison with Melbourne traffic data and subsequent to our previous Traffic Impact Report of November 2013, O’Brien Traffic recently surveyed the traffic generation of two adjacent industrial areas located off Kororoit Creek Road in Altona North as part of work for a proposed industrial subdivision. These areas are hereafter termed “Salta Drive Estate” and “Horsburgh Drive Estate”. The Salta Drive Estate contains a total of five occupied lots covering a total area of approximately 21.2ha (excluding road reserve). The Horsburgh Drive Estate contains two occupied lots covering a total area of approximately 10.4ha. The land uses are fairly typical of an industrial estate similar to the proposed Transpacific development, mainly consisting of warehouses and logistics businesses.


In addition, O’Brien Traffic also recently surveyed another industrial area that is located off Leakes Road in Laverton North. We have termed this the “Banfield Court Estate”. The Banfield Court Estate contains three occupied lots covering approximately 16.5ha of area, and includes a large Kmart distribution centre. Surveys of traffic generation were undertaken on typical weekdays and the survey results are summarised in Table 2.

Item Salta Drive Estate Horsburgh Drive

Estate Banfield Court

Estate

Occupied Site Area 21.2 ha 10.4 ha 16.5 ha

AM Peak Hour 8:45am – 9:45am 8:00am – 9:00am 7:30am – 8:30am

PM Peak Hour 4:15pm – 5:15pm 4:45pm – 5:45pm 3:30pm – 4:30pm

AM Peak Hour Volume


PM Peak Hour Volume


AM Peak Hour Traffic Generation Rate


PM Peak Hour Traffic Generation Rate


Table 2: Summary of Industrial Area Survey Results

It can be seen from this data that the Salta Drive Estate and Banfield Court Estate generated a significantly lower amount of traffic in comparison to the Horsburgh Drive Estate. This can be put down to the logistics-based nature of the two occupied lots within the Horsburgh Drive Estate. In the critical PM peak hour, the traffic generation rate varied between 3 and 19 trips per hectare of occupied land. It is noted that ‘trips per hectare of occupied land’ has been adopted as the measure in this case, as opposed to the more usual ‘trips per 100m2 of building floor area’. This is because some businesses undertake a substantial amount of their activity outdoors (e.g. Toll Fleet & Auto Logistics Centre and Chemtrans) and have buildings that are comparatively small compared to the total site area. Based on the above data we have elected to conservatively adopt a Melbourne peak hour traffic generation rate of 20 trips / hectare of occupied land. Applying this rate to the total proposed developable area of 22.45ha equates to a total of 449 peak hour vehicle trips. Significantly this is 260 trips less than our original estimate of 709 peak hour vehicle trips based on the NSW traffic generation rates.


Therefore, it is considered unnecessary to undertake any traffic impact analysis of the intersection of Western Avenue and Mickleham Road given the results will evidently be “better”, that is have a lesser impact, than previously estimated. In addition, this adopted traffic generation rate can also be applied to the potential future development after rezoning of the adjacent separately owned land on the west side of Wright Street, known as the ‘Zaram‘ land. An indicative industrial subdivision layout plan shows a total developable area of the Zaram land of approximately 7.5ha. At a rate of 20 trips / hectare this equates to 150 peak hour vehicle trips for the Zaram land. Adding this to the estimated 449 peak hour trips for the Transpacific land equates to a total of 599 peak hour vehicle trips. This is still 15% less than the figure of 709 trips used in previous assessments for the Transpacific land only, and hence no further traffic analysis is considered necessary. It is therefore concluded that rezoning and development of both the Transpacific and Zaram land can be accommodated by the already agreed mitigating works, as detailed on the enclosed Functional Layout Plans previously accepted by VicRoads and Council (Attachment B), for development of the Transpacific land only. On behalf of our Client Transpacific Industries Group Limited, we request a VicRoads letter of approval in principle to these proposed traffic mitigation works, which will now apply to the Planning Scheme Amendment to rezone the land to Comprehensive Development Zone. We would appreciate your response as soon as possible, in order that our Client may pursue the rezoning with Council. If you require any further information, please contact me on 9811-3111, or Ian Prudden on 0410 451630. Yours sincerely O'BRIEN TRAFFIC

Terry Hardingham Director cc Ian Prudden

Attachment A Current Development Plan

Attachment B Proposed Intersection Roadworks

Appendix D VicRoads Letters dated 29 September 2014

and 11 October 2013



10 October 2014 D1 Ref: 11307 tia report oct 20144







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