Transport Assessment
Berwick Health and Education Precinct CG140608
Prepared for Victorian Planning Authority
8 March 2018
Transport Assessment
Berwick Health and Education Precinct CG140608
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno ii
Document Information
Prepared for Victorian Planning Authority
Project Name Berwick Health and Education Precinct
File Reference CG140608REP002F09
Job Reference CG140608
Date 8 March 2018
Contact Information
Cardno Victoria Pty Ltd
Trading as Cardno
ABN 47 106 610 913
Level 4, 501 Swanston Street
Melbourne, Victoria 3000
Telephone: (03) 8415 7777
Facsimile: (03) 8415 7788
International: +61 3 8415 7777
www.cardno.com
Document Control
Version Date Author Author Initials
Reviewer Reviewer Initials
F09 8/03/18 Mark Saldanha MS David Ho DH
© Cardno. Copyright in the whole and every part of this document belongs to Cardno and may not be used, sold, transferred, copied or reproduced in whole or in part in any manner or form or in or on any media to any person other than by agreement with Cardno.
This document is produced by Cardno solely for the benefit and use by the client in accordance with the terms of the engagement. Cardno does not and shall not assume any responsibility or liability whatsoever to any third party arising out of any use or reliance by any third party on the content of this document.
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno iii
Executive Summary
Cardno has been engaged by the Victorian Planning Authority to prepare a traffic and transport impact
assessment to accompany a Comprehensive Development Plan prepared for the Berwick Health and
Education Precinct (The Precinct). This traffic impact assessment supersedes the previous Cardno report
(CG140608REP0002F04, dated 21 April 2017) to reflect the latest Future Urban Structure Plan proposed for
the Precinct.
The Plan allows for the intensification of existing land uses within the Precinct to enable it to cater up to
11,300 students, 751 hospital beds, 116,400 sqm of commercial and retail floor area and an estimated 1,025
dwellings over the life of the Plan.
The assessment of the traffic demand indicates that the additional land uses are anticipated to generate up
to some 4,760 and 3,970 vehicles per hour during the AM and PM road network peak hours respectively.
In the vicinity of the Berwick Rail Station, there is already an existing high pedestrian demand (320
pedestrians) across Clyde Road generated by the Monash University / Nossal High School site during peak
periods. This pedestrian demand will increase as the Berwick Health and Education Precinct is developed.
In order to gain an understanding of the impacts likely to be generated by the development of the Precinct,
Cardno completed traffic modelling for key intersections on Clyde Road. The results of this assessment
indicate that the Clyde Road / Enterprise Avenue intersection and the Clyde Road / Kangan Drive / Sir
Gustav Nossal Boulevard intersection are currently approaching capacity under existing conditions, prior to
the addition of any development generated traffic volumes. In this regard, it is clear that additional works will
be required to accommodate the traffic volumes anticipated to be generated by the development of the
Precinct.
The modelling undertaken by Cardno, and summarised within this report, indicates that east-west
connectivity to the Monash University / Nossal High School site / commercial land use and the Chisholm
Institute site from Clyde Road is the primary driver in the road networks ability to accommodate the
increased land use density envisaged by the Plan.
Specifically, the assessment indicates that while there is some scope to increase the capacity of the existing
Clyde Road / Kangan Drive / Sir Gustav Nossal Boulevard intersection and the Clyde Road / Enterprise
Avenue intersection, the upgrade works are not sufficient to accommodate the level of traffic. In this regard,
the assessment indicates that the provision of an additional signalised intersection on Clyde Road south of
the Kangan Drive intersection is warranted to cater for the anticipated traffic generation. Significantly,
analysis shows that this additional signalised intersection does not result in queues extending back (and
across) the freeway interchange to the south.
In addition to the road network upgrades, a key finding of the investigation is the requirement to support and
increase the level of sustainable travel to and from the Precinct including walking, cycling and public
transport. The assessment indicates that additional provisions will be required to increase pedestrian
accessibility between Berwick Rail Station and land west of Clyde Road that includes the University site and
Nossal High School, consistent with the growth of an Activity Centre.
The existing large volumes of pedestrians currently exiting the station and crossing Clyde Road to access
these key institutions warrants the re-configuration of intersections to remove slip lanes and encourage
efficient pedestrian movements over Clyde Road including at Enterprise Avenue and Kangan Drive / Sir
Nossal Boulevard.
In conclusion, the assessment undertaken and summarised within this report indicates that the intensification
proposed as part of the Comprehensive Development Plan can be accommodated subject to the provision of
increased road network capacity improvements and improvements to the public transport, pedestrian and
cyclist networks.
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Table of Contents
1 Introduction 7
1.1 Background 7
1.2 Purpose of this Report 7
1.3 Reference Documents 8
1.4 Strategic Context – Plan Melbourne 8
2 Study Area 10
2.1 Site Location 10
2.2 Existing Land Uses 11
3 Existing Conditions and Background 12
3.1 Road Network 12
3.1.1 Road Hierarchy 12
3.1.2 Clyde Road 13
3.1.3 Kangan Drive 14
3.1.4 Sir Gustav Nossal Boulevard 16
3.1.5 Enterprise Avenue 17
3.1.6 Reserve Road 18
3.2 Road Network Operation 19
3.3 Existing Intersection Operation 21
3.4 Clyde Road Level Crossing Removal Project 22
4 VicRoads Network Planning Policy 24
4.1 General 24
4.2 Movement & Place Transport Planning Framework 24
4.3 Guidance for Planning Road Networks 26
4.4 SmartRoads 26
4.5 Sustainable Transport Modes 28
4.5.1 Public Transport 28
4.5.2 Bicycle Network and Facilities 28
4.5.3 Pedestrian Routes 29
4.6 Existing Conditions Summary 30
5 CDP Overview 31
5.1 Future Urban Structure Plan 31
5.2 Proposed Land Uses 33
5.3 Proposed Transport Network Provisions 34
5.3.1 Road Network Provisions 34
5.4 Public Transport Provisions 35
5.5 Bicycle Network 35
5.6 Pedestrian and Shared Path Provisions 36
6 Traffic Modelling 37
6.1 Victorian Integrated Transport Model (VITM) 37
6.2 CDP Ultimate Traffic Volumes 38
6.2.1 Trip Generation 38
6.2.2 Anticipated Background Traffic Growth 40
6.2.3 Trip Distribution 40
6.3 Road Network Operation 43
6.4 Ultimate Intersection Requirements 43
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6.5 Ultimate Road Network Operation 45
6.6 Road Network Operation Comparison 46
6.7 Proposed Concept Plans – Ultimate Configuration 46
7 Conclusion 47
Appendices
Appendix A SIDRA Intersection Results – Existing Conditions
Appendix B VITM Output
Appendix C SIDRA Intersection Results – Ultimate Conditions
Appendix D Ultimate Intersection Layout – Concept Plans
Tables
Table 3-1 Road Network Analysis 13
Table 3-2 Existing Conditions Intersection Operation 21
Table 5-1 Proposed Land Uses 33
Table 6-1 Land Use In/Out Distribution Splits 38
Table 6-2 Anticipated CDP Traffic Generation 39
Table 6-3 Ultimate Intersection Operation 45
Table 6-4 Ultimate Intersection Operation 46
Figures
Figure 1-1 Plan Melbourne – Jobs and Investment 9
Figure 2-1 CDP Area 10
Figure 2-2 Existing Key Land Uses 11
Figure 3-1 Road Hierarchy 12
Figure 3-2 Clyde Road (facing North at Enterprise Avenue) 14
Figure 3-3 Clyde Road (facing South at Enterprise Avenue) 14
Figure 3-4 Kangan Drive (facing east) 15
Figure 3-5 Kangan Drive (facing west) 15
Figure 3-6 Sir Gustav Nossal Boulevard (facing east) 16
Figure 3-7 Sir Gustav Nossal Boulevard (facing west) 16
Figure 3-8 Enterprise Avenue (facing east) 17
Figure 3-9 Enterprise Avenue (facing west) 17
Figure 3-10 Reserve Road (facing east) 18
Figure 3-11 Reserve Road (facing west) 18
Figure 3-12 Existing Traffic Volumes – AM Peak Hour 19
Figure 3-13 Existing Traffic Volumes – PM Peak Hour 20
Figure 3-14 Location of the Clyde Road Level Crossing 22
Figure 3-15 Clyde Road Level Crossing looking north 23
Figure 4-1 Movement & Place Transport Planning Framework 24
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Figure 4-2 Movement & Place Category 25
Figure 4-3 Vibrant Streets – Allocation of Road Space 25
Figure 4-4 VicRoads SmartRoads Road Use Hierarchy 27
Figure 4-5 Public Transport Services 28
Figure 4-6 Principal Bicycle Network 29
Figure 5-1 Future Urban Structure 31
Figure 5-2 Precinct Zone Map 32
Figure 5-3 Proposed Road Network 34
Figure 5-4 Transport and Movement Plan 35
Figure 6-1 VITM Model adjacent the Berwick Health and Education CDP Area 37
Figure 6-2 Post Development Traffic Volumes – AM Peak Hour 41
Figure 6-3 Post Development Traffic Volumes – PM Peak Hour 42
Figure 6-4 Clyde Road / Enterprise Avenue Intersection Layout 43
Figure 6-5 Clyde Road / Kangan Drive / Sir Gustav Nossal Boulevard Intersection Layout 44
Figure 6-6 Clyde Road / New East-West Connector Street Intersection Layout 44
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1 Introduction
1.1 Background
The Berwick Health and Education Precinct represents a hub of knowledge, technology, health, employment,
research and education for the South East Region.
The Berwick area is identified as a Health and Education Precinct in Plan Melbourne under Direction 1.2 -
Improve access to jobs, Policy 1.1.4 - Support the significant employment and servicing role of health and
education precincts, which highlights the importance of health and education precincts to the local
community and broader metropolitan region.
The Precinct is irregular in shape and bound predominantly by the Pakenham railway line to the north, the
Princes Freeway to the south and incorporates land owned by Monash University (Berwick campus), the
Chisholm Institute of TAFE, St John of God and Casey Hospitals.
The Berwick Health and Education Precinct Comprehensive Development Plan (CDP) has been prepared by
the Victorian Planning Authority (VPA) with the assistance of Casey City Council, Government agencies,
service authorities and major landowners.
The CDP is a long-term plan for urban development. It describes how land is expected to be developed and
how land uses may change over time to create an employment hub of intense activity.
1.2 Purpose of this Report
Cardno was engaged by the VPA to assess the traffic and transport impacts of the additional land uses
proposed as part of the CDP. The assessment is divided into two sections:
> Stage One of the study included a review of existing conditions within the Precinct including vehicle,
public transport and active travel conditions and infrastructure. The assessment identified existing issues
and opportunities in the transport network.
> Stage Two of the study entailed a detailed review of the road network and its ability to accommodate
future traffic, pedestrian and cyclist volumes likely to be generated by the development outlined in the
CDP. As part of the Stage Two works, Cardno undertook traffic modelling for the purpose of identifying
road and intersection upgrades required to accommodate the development of the CDP area.
This latest report revision provides an update to the previous report (Stage Two) to take into consideration
VicRoads and Council comments, inclusive of:
> Updated VITM volumes (Year 2046) to show a four lane cross-section on Clyde Road, north of Kangan
Drive to the Princes Highway.
> Revised land use for the CDP Area, primarily comprising a readjustment of industrial and commercial
floor area in the west section of the site.
> Updated SIDRA analysis considering that a connection will not be provided to the Chisholm TAFE site at
the new southern signalised intersection, and ensuring pedestrians will cross Clyde Road during a single
phase.
> Updated concept plans to show:
- Pedestrians and bicycle connections (on-street cycle lanes and off-road shared paths);
- Priority bus queue jump lanes;
- Increased left turn lane storage length on Enterprise Avenue.
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1.3 Reference Documents
In the course of preparing this assessment, reference has been made to the following:
The Future Urban Structure Plan in the CDP, prepared by VPA;
Traffic surveys completed by Nationwide Traffic Surveys;
SCATS data provided by VicRoads;
Public transport patronage data, provided by Public Transport Victoria;
VicRoads Guidance for Planning Road Networks in Growth Areas (November 2015);
VicRoads SmartRoads (July 2011);
VicRoads Movement and Place (Transport Planning Framework 2016); and
Other documents as nominated throughout this report.
1.4 Strategic Context – Plan Melbourne
Plan Melbourne 2017-2050, developed by the State Government (Metropolitan Planning Strategy), is an
integrated land use and transport plan aimed at guiding the way the city will grow and change over the next
40 years. It is a strategy to house, employ and connect more people to jobs and services closer to where
they live.
Plan Melbourne 2017-2050 aims to align employment centres with an improved public transport network
creating employment clusters and health and education precincts. Ultimately, Plan Melbourne aims to
increase and improve investment and employment options within the existing and future transport corridors.
Figure 1-1 shows, amongst other things, the health and education precincts in greater Melbourne, existing
key activity nodes and transport links, and shows how these are anticipated to change by 2050.
In terms of transport related objectives, Plan Melbourne 2017-2050 indicates that it will “provide an
integrated transport system connecting people to jobs and services, and goods to market”. As such, the
development and improvement of the transport network will be closely linked to the success of Plan
Melbourne 2017-2050.
For the Berwick Health and Education Precinct, the key transport direction is to improve local travel options
to support 20-minute neighbourhoods, and the relevant policies outlined in Plan Melbourne 2017-2050 are
as follows:
Improve roads in growth areas and outer suburbs;
Improve outer-suburban public transport;
Create pedestrian-friendly neighbourhoods;
Create a network of cycling links for local trips;
Improve local transport choices; and
Locate schools and other regional facilities near existing public transport and provide safe walking
and cycling routes and drop-off zones.
The CDP area is identified in Plan Melbourne 2017-2050 as a Health and Education Precinct, as such, the
development of the transport network within and around the Precinct will play a pivotal role in the
development of the area and the ultimate visions and aims of Plan Melbourne 2017-2050.
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Figure 1-1 Plan Melbourne – Jobs and Investment
Berwick Health and Education Precinct
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2 Study Area
2.1 Site Location
The overall study area is located in Berwick and is bound by the Princes Highway to the north, the Princes
Freeway to the south, and Haileybury College and Beaconsfield Train Station to the east. The area is
bisected by Clyde Road and the Pakenham railway line.
The Precinct is irregular in shape and bound predominantly by the Pakenham railway line to the north, the
Princes Freeway to the south and incorporates land owned by Monash University (Berwick campus), the
Chisholm Institute of TAFE, St John of God and Casey Hospitals.
The CDP area is shown in Figure 2-1.
Figure 2-1 CDP Area
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2.2 Existing Land Uses
The study area incorporates a number of key land uses including education and health facilities. Notably,
Monash University (Berwick Campus) and Nossal High School are located on the south-west land parcel
sharing a single access point to Clyde Road.
The Chisholm Institute is also located within the Precinct opposite the Monash University Campus and is
accessed via Kangan Drive. Casey Hospital is located to the east of the Chisholm Institute and also
accessed via Kangan Drive. Opposite Casey Hospital to the west, a new St John of God Hospital is being
completed.
To the north, St John of God Hospital is located east of Clyde Road at Gibb Street. An industrial area is also
located to the north of Monash University, along with Insight School for the Blind and Vision Impaired, with
both accessed via Enterprise Avenue.
The above land uses have excellent access to a range of public transport services, including the Berwick
Train Station located towards the eastern portion of the study area. The key existing land uses are identified
in Figure 2-2.
Figure 2-2 Existing Key Land Uses
Berwick Train Station
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3 Existing Conditions and Background
3.1 Road Network
3.1.1 Road Hierarchy
The existing road hierarchy within the study area is shown in Figure 3-1. The study area is bisected by
Clyde Road, an arterial road which provides convenient vehicle access to the north and south boundaries of
the study area. In addition a network of connector street and local access street (Kangan Drive and Sir
Gustav Nossal Boulevard) provides convenient east to west connectivity within the CDP area.
Figure 3-1 Road Hierarchy
The existing volumes on the road network have been assessed against the road classifications and
associated daily volumes outlined in the former Growth Areas Authority CDP Note ‘Our Roads Connecting
Our People’. Table 3-1 summarises this assessment.
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Table 3-1 Road Network Analysis
Road Name Configuration Classification Approximate Vehicles per day for Classification
Existing Daily Volume
Clyde Road Four Lane Secondary Arterial
12,000-40,000 vpd 25,550 vpd
Kangan Drive Two - Four Lanes
Connector Street
3,000-7,000 vpd 8,150 vpd*
Sir Gustav Nossal Boulevard
Two lane Connector Street
3,000-7,000 vpd 3,200 vpd
Enterprise Avenue Two lane Connector Street
3,000-7,000 vpd 5,500 vpd
Reserve Street Two lane Connector Street
3,000-7,000 vpd 6,050 vpd
Gloucester Avenue Two lane Connector Street
3,000-7,000 vpd 4,100 vpd
* Where a connector street has a central median, volumes of 7,000-12,000 vpd are considered acceptable
Table 3-1 indicates that the key roads in the Precinct area generally operate within capacity with the
exception of Kangan Drive (albeit where a connector street has a central median, volumes of 7,000-12,000
vpd are considered acceptable). This highlights that in order to facilitate growth within the CDP area on the
west side of Clyde Road additional access provisions on Clyde Road would be beneficial for site access
purposes and to provide an alternate access point to the existing Clyde Road / Kangan Drive / Sir Gustav
Nossal Boulevard intersection.
3.1.2 Clyde Road
Clyde Road is classified as a Primary State Arterial Road (controlled by VicRoads) and is generally aligned
in a north-south direction. It is a four lane median divided road and generally incorporates pedestrian paths
and bicycle lanes on both sides of the carriageway. A level crossing is located on Clyde Road, north of
Enterprise Avenue which is listed on the Department of Economic Development, Jobs, Transport and
Resources’ (DEDJTR) list of 50 level crossings to be removed over the next eight years as part of the Level
Crossing Removal Project.
Clyde Road carries approximately 25,550 vehicles per day1, and north and south facing photos of Clyde
Road at Enterprise Avenue are shown in Figure 3-2 and Figure 3-3.
1 Source: VicRoads SCATS data
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Figure 3-2 Clyde Road (facing North at Enterprise Avenue)
Figure 3-3 Clyde Road (facing South at Enterprise Avenue)
3.1.3 Kangan Drive
Kangan Drive is classified as a Major Road (Council controlled) and is generally aligned in a north-west to
south-east direction within the Precinct area. It is a two lane median divided road and generally incorporates
pedestrian paths on both sides of the carriageway. Kangan Drive provides access to Chisolm Institute,
Casey Hospital and St. John of God Hospital.
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Kangan Drive also provides a link between the two freeway overpasses at Berwick and Beaconsfield.
Kerbside parking is permitted on both sides of the carriageway within the precinct in the vicinity of the
education and health uses.
Kangan Drive carries approximately 8,150 vehicles per day2 and photos in both directions to the east of its
intersection with Clyde Road are shown in Figure 3-4 and Figure 3-5.
Figure 3-4 Kangan Drive (facing east)
Figure 3-5 Kangan Drive (facing west)
2 Source: VicRoads SCATS data
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3.1.4 Sir Gustav Nossal Boulevard
Sir Gustav Nossal Boulevard is classified as a Collector Street (Council controlled) and provides access to
Monash University, Nossal High School and the Berwick Healthcare Medical Centre. It is a two-way, two
lane road aligned in an east-west direction.
Sir Gustav Nossal Boulevard carries approximately 3,200 vehicles per day3 and photos in both directions to
the east of its intersection with Clyde Road are shown in Figure 3-6 and Figure 3-7.
Figure 3-6 Sir Gustav Nossal Boulevard (facing east)
Figure 3-7 Sir Gustav Nossal Boulevard (facing west)
3 Source: VicRoads SCATS data
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3.1.5 Enterprise Avenue
Enterprise Avenue is classified as a Local Road (Council controlled) and provides access to the industrial
precinct and Insight School for the Blind and Vision Impaired to the west of Clyde Road. It is a two-way two
lane road aligned in an east-west direction. Kerbside parking is permitted on both sides of the carriageway.
Enterprise Avenue carries approximately 5,500 vehicles per day4 with photos of its layout in both directions
to the west of Clyde Road shown in Figure 3-8 and Figure 3-9.
Figure 3-8 Enterprise Avenue (facing east)
Figure 3-9 Enterprise Avenue (facing west)
4 Source: VicRoads SCATS data
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3.1.6 Reserve Road
Reserve Road is classified as a Collector Street (Council controlled). It is a two-way two lane road and
generally aligned in a north-west to south-east direction. It provides a key connection to Berwick Rail
Station. Kerbside parking is permitted on the north side of the carriageway only with minimal parking
available on the southern side of the carriageway.
Reserve Road carries approximately 6,050 vehicles per day5 with photos in both directions immediately to
the east of Clyde Road shown in Figure 3-10 and Figure 3-11.
Figure 3-10 Reserve Road (facing east)
Figure 3-11 Reserve Road (facing west)
5 Source: VicRoads SCATS data
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3.2 Road Network Operation
In order to gain an understanding of existing traffic volumes in the vicinity of the site, Cardno obtained traffic
volume data from VicRoads SCATS data for Tuesday 27 February 2017. The AM and PM peak hour traffic
volumes are provided in Figure 3-12 and Figure 3-13.
Figure 3-12 Existing Traffic Volumes – AM Peak Hour
231 316 49
124
214
171
65
1023
269
289 192 220
91 584 195
53
35
65
60 Langmore Lane
32
96
277 833 207
62 821 91
177 Reserve St
75
1193 172
134 902 11
131
10
94
15 Car Park Access
5
37
200 1226 58
63 621 291
91
15
146
198 Kangan Dr
36
320
310 1106 685
Princes Hw y
Mansfield St
Sir Goustav
Nossal Blvd
Enterprise Ave
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Figure 3-13 Existing Traffic Volumes – PM Peak Hour
287 314 75
353
902
373
97
691
107
381 308 287
81 571 190
75
40
71
86 Langmore Lane
38
116
228 685 145
44 844 94
155 Reserve St
44
962 135
98 1030 12
141
25
224
14 Car Park Access
4
138
154 789 70
38 906 163
67
10
171
210 Kangan Dr
21
471
155 877 280
Princes Hw y
Mansfield St
Enterprise Ave
Sir Goustav
Nossal Blvd
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3.3 Existing Intersection Operation
The operation of key intersections in the CDP area has been assessed using SIDRA Intersection 7 software,
making use of the network modelling capabilities which allows multiple intersections to be modelled together.
The networking capabilities in SIDRA account for additional considerations beyond a stand-alone
intersection operation, such as the effect of upstream and downstream capacity constraints on the
performance of the intersection. Specifically, the two fundamental elements are considered together in the
SIDRA Network Intersection software, these are:
The determination of the backward spread of congestion, as queues on downstream lanes block
upstream lanes; and
Application of capacity constraint to oversaturated upstream lanes for determining exit flow rates,
thus limiting the flows entering downstream lanes.
It should be recognised that in networked SIDRA models, queue lengths in excess of the available storage
distance will be passed on to upstream traffic lanes. That is a queue blockage from a downstream
intersection can apply to intersections further upstream, affecting both queue length and capacity at the
upstream intersection. The model also considers the effects that signal coordination and platoon dispersion
have on the performance of the network.
A summary of the SIDRA Intersection results is provided in Table 3-2 with full results provided at Appendix
A.
Table 3-2 Existing Conditions Intersection Operation
Intersection Approach Peak Hour
DOS Average Delay
95th Percentile Queue
Clyde Road / Enterprise Avenue Intersection
North AM 0.86 21.2 s 122 m
PM 0.86 27.8 s 181 m
East AM 0.09 23.5 s 8 m
PM 0.25 15.4 s 20 m
South AM 0.65 9.7 s 109 m
PM 0.62 15.4 s 108 m
West AM 0.79 49.9 s 91 m
PM 0.86 57.4 s 183 m
Clyde Road / Kangan Drive / Sir Gustav Nossal Boulevard Intersection
North AM 0.74 24.9 s 122 m
PM 0.66 19.1 s 138 m
East AM 0.88 36.6 s 100 m
PM 0.91 35.7 s 124 m
South AM 0.89 37.4 s 226 m
PM 0.90 33.8 s 144 m
West AM 0.60 42.9 s 63 m
PM 0.71 47.1 s 77 m
Based on the above and site observations, the assessed intersections within the CDP area were found to be
currently operating with some spare capacity. However, the following is noted:
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Average delays indicate that queues clear regularly, within the intersection cycle time.
The 95th percentile queue on Clyde Road was found to exceed past the Clyde Road level crossing
during both the AM and PM peak hours. Furthermore, the existing level crossing on Clyde Road
impacts on through movements causing queues and delays.
The 95th percentile queue in the right-turn lane on Kangan Drive currently exceeds the storage
capacity during both the AM and PM peak hours. It is noted that Kangan Drive currently operates
with a single lane in each direction, east of the pedestrian crossing, due to constraints resulting from
on-street parking, which is permitted on both sides of the carriageway.
The 95th percentile queue in the right-turn lane from Clyde Road to Kangan Drive currently exceeds
the storage capacity during the AM peak hour.
Queueing was observed back from the Monash Freeway interchange (southbound), although it was
found that the flow on queues at the signalised intersections on Clyde Road within the Precinct did
clear regularly during the PM peak.
3.4 Clyde Road Level Crossing Removal Project
The Victorian Government will remove 50 of the most dangerous and congested level crossings across
Melbourne by 2022. The Clyde Road level crossing in Berwick is one of the 50 level crossings to be
removed, and early site investigations in the area are being undertaken from January 2017.
The location of the Clyde Road level crossing within the Berwick Health and Education CDP area is shown in
Figure 3-14, and a view of the Clyde Road Level Crossing is illustrated in Figure 3-15.
The Clyde Road level crossing is one of Victoria's worst. The boom gates disrupt the flow of traffic for the
18,800 vehicles that drive through the level crossing each day, including vehicles travelling to and from
health facilities in the area.
Figure 3-14 Location of the Clyde Road Level Crossing
Clyde Road Level Crossing
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Figure 3-15 Clyde Road Level Crossing looking north
The removal of the Clyde Road level crossing will:
Deliver significant safety improvements for drivers and pedestrians.
Improve travel times in Berwick for train users, pedestrians, cyclists and drivers.
Make Clyde Road more reliable in relation to traffic delay, and enable people to better predict travel
times.
Stimulate economic growth by creating thousands of jobs during construction.
Revitalise local community, with many areas benefiting from the train station rebuild.
Enable more trains to run more often and on time.
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4 VicRoads Network Planning Policy
4.1 General
In planning the future road network within and surrounding the Berwick Health and Education Precinct, it is
important to recognise VicRoads role in the planning, development and management of the arterial road
network, which are the principal routes for public, private and commercial travel, and for on-road public
transport.
With regard to traffic design principles and objectives, reference has been made to the following VicRoads
documents.
4.2 Movement & Place Transport Planning Framework
VicRoads recognises the increasing levels of congestion in Melbourne, and the growing social pressure for
streetscape and open space requires transport agencies to rethink the way road space is used and
managed.
In response to balancing the needs all customer groups on the road network, VicRoads developed the
Movement & Place Transport Planning Framework as shown in Figure 4-1. This framework policy aims to
transform conditions for more sustainable modes of transport, while also ensuring that vehicles can still get
about reliably and productively.
Figure 4-1 Movement & Place Transport Planning Framework
To assist VicRoads prioritise key projects, each of the Movement & Place categories can be broken down
into sub-categories, labelled A,B,C and D, as shown in Figure 4-2.
Movement corridors
Vibrant streets
Local roads & streets
Great places
Motorways
Place
Mo
vem
en
t
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Figure 4-2 Movement & Place Category
For the Berwick Health and Education Precinct which comprises residential, retail, education and
employment opportunities, there is a strong focus to provide excellent pedestrian connectivity to the Berwick
Train Station, as shown in Figure 4-3.
Figure 4-3 Vibrant Streets – Allocation of Road Space
Regional function Movement features Place features M&P Category
Declared Arterial Road Principal Public Transport Network
residential, retail, leisure
Local Road Principal Public Transport Network
retail
Declared Arterial Road residential, retail,
leisure
Local Road retail
Inner Middle OuterReg. cities
Tram Priority Route
Bus Priority Route A
Inner Middle OuterReg. cities
Tram Priority Route
Bus Priority Route
Pedestrian Priority Area
B
Inner Middle OuterReg. cities
Pedestrian Priority Area C
Inner Middle OuterReg. cities
Pedestrian Priority Area D
Motorways
Vibrant streets
Great places Local streets & roads
Movement corridors
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno 26
4.3 Guidance for Planning Road Networks
This VicRoads guide seeks to provide practical guidance for road network integrated decision-making and
implementation in areas experiencing growth and change. This document recognises that often trade-offs
needs to be made when there are competing objectives between mobility, safety and amenity.
The main objectives of this guide are to:
Facilitate a principles based decision making approach for responding to conflicting land use, urban
design, competing transport modes or other objectives in growth area planning;
Provide relevant principles to offer guidance in the development and implementation of Precinct
Structure Plans; and
Assist VicRoads officers working across Melbourne to achieve a more consistent approach.
It is envisaged the Berwick Health and Education Comprehensive Development Plan will deliver significant
levels of investment in economic, education, commercial and health. In planning for areas of growth and
development, it is important to locate transport corridors and land uses that provide more transport mode
choices which can reduce the demand for vehicle trips to access commercial services, community and
education facilities, and employment opportunities.
4.4 SmartRoads
SmartRoads is a road network management approach developed by VicRoads which seeks to prioritise use
of roads to different transport modes at particular times of day. The key objectives of SmartRoads are:
SmartRoads provides a long-term approach for operating Victoria’s road network that makes it more
efficient and safer, and supports the development of activity centres as places where people live and
work.
Under the SmartRoads plan, certain routes will be managed to work better for cars while other
routes will be managed to work better for public transport, cyclists and pedestrians.
SmartRoads seeks to provide a balance between competing interests for road space and managing
congestion and safety on key arterial roads, while supporting the development of a sustainable
transport system into the future.
While the initiative continues to allow access to all users, certain routes are managed to facilitate the
use of sustainable modes across the network.
The SmartRoads road use hierarchy for the Precinct is illustrated in Figure 4-4.
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno 27
Figure 4-4 VicRoads SmartRoads Road Use Hierarchy
As illustrated in Figure 4-4, a number of roads within the study area are designated as bus priority routes.
The hierarchy also indicates a pedestrian priority area at the Clyde Road / Princes Highway intersection.
In addition, the SmartRoads Road Use Hierarchy includes a yet to be developed bicycle priority route from
Clyde Road through Monash University to the west and across the Princes Freeway to the south.
Berwick Health and Education Precinct
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno 28
4.5 Sustainable Transport Modes
4.5.1 Public Transport
As the CDP area is within an already existing activity area, it is well connected by public transport. The public
transport network within the vicinity of the study area is illustrated in Figure 4-5. Berwick Rail Station, on the
Dandenong Pakenham line is within the CDP area and a number of bus routes provide a convenient
connection to the station.
Figure 4-5 Public Transport Services
Source: Public Transport Victoria
4.5.2 Bicycle Network and Facilities
On-road bicycle lanes are provided on Clyde Road north of Kangan Drive and continue across the Princes
Highway. Cyclists currently ride on-road throughout the remainder of the precinct.
In addition to the above, Clyde Road, Princes Highway, Reserve Street, Sir Gustav Nossal Boulevard and
Bryn Mawr Boulevard form part of Melbourne’s Principal Bicycle Network (PBN), a network of existing and
proposed cycle routes that is intended to facilitate a higher number of cycle trips in a safer environment. The
PBN aims to provide access to major destinations in the Melbourne metropolitan area. An extract from
VicRoads’ Principal Bicycle Network map for the study area is shown in Figure 4-6.
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno 29
Figure 4-6 Principal Bicycle Network
Source: VicRoads
It is noted that the PBN does not distinguish between existing and proposed bicycle links.
An inspection of the site indicates that no connection is currently provided to Sweeney Reserve limiting bike
accessibility to the area from west of the Princes Freeway. Furthermore, on-road bike lanes on Clyde Road
do not extend south of Kangan Drive across the Princes Freeway interchange.
A number of bicycle parking facilities are also located within the study area including:
15 storage lockers, 3 u-racks and a storage cage at Berwick Rail Station;
3 sets of u-racks within the retail precinct (High Street, Berwick);
Cycle racks at Monash University;
Cycle racks at Chisholm Institute; and
Cycle racks at Casey Hospital.
Cardno was advised by the Chisholm Institute that bicycle parking facilities are provided on-site for staff and
students in a conveniently accessible location. Bicycle parking provided at Casey Hospital is located
adjacent to hospital car park and ticket parking area and has a high level of surveillance.
4.5.3 Pedestrian Routes
Pedestrian paths are typically located on both sides of roads within the study area. Key roads incorporating
paths on both sides of the carriageway include Clyde Road, Kangan Drive, Melville Park Drive, Canning
Drive, Edrington Park Drive and Bryn Mawr Boulevard.
A portion of lower order residential roads incorporate a pedestrian path on one side of the road reserve. It is
noted that Reserve Road (which provides a key connection to the Berwick Rail Station) incorporates a
pedestrian path on the northern side of the carriageway only. Within the existing business park, Enterprise
Avenue only has a pedestrian path along the northern side, and Intrepid Street does not incorporate
pedestrian paths on either side of the carriageway.
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno 30
A pedestrian connection is also provided between Berwick Rail Station and Kangan Drive providing public
transport users with a link to the education and health uses on Kangan Drive.
It is noted that pedestrian surveys completed by Cardno (refer to existing condition report for more detail)
indicate that in the order of 320 pedestrians are currently crossing Clyde Road to access the Monash
University / Nossal High School area during the AM peak hour.
4.6 Existing Conditions Summary
It is clear that the Precinct currently incorporates a reasonable level of pedestrian, cyclist and public
transport infrastructure. However as development of the area progresses, it is anticipated that the demands
on these facilities will increase.
In particular, there is already a high pedestrian demand across Clyde Road between the Monash University /
Nossal High School and the Berwick Train Station. Currently, the intersections of Clyde Road / Enterprise
Drive and Clyde Road / Kangan Drive operates with left turn slip lanes and pedestrian refuge islands on all
four legs of the intersection. Whist this intersection arrangement prioritise traffic movements, entering vehicle
speeds to the intersection are generally higher, and there is an additional conflict point when pedestrians
cross Clyde Road.
While the Precinct is accessible via private vehicle, the ability of key roads within the Precinct to
accommodate existing levels of traffic is approaching capacity. As such, a greater reliance on sustainable
transport modes should be a key focus throughout further development of the CDP area, and the
prioritisation of pedestrian movements from existing transport infrastructure (Berwick Train Station and bus
interchange) should be strengthened through incorporating pedestrian priority at all intersections.
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5 CDP Overview
5.1 Future Urban Structure Plan
The Berwick Health and Education Precinct currently provides for a significant concentration of health and
education facilities servicing Melbourne’s outer south east. The CDP will assist the Precinct in building upon
the existing infrastructure to facilitate the further development of a vibrant and attractive employment, health,
education and mixed use precinct that will become a more connected, walkable and attractive area to live,
work and study. The CDP area and the proposed land use structure is shown in Figure 5-1.
Figure 5-1 Future Urban Structure
Copyright Victorian Planning Authority 2017
As shown in Figure 5-1, the CDP includes additional commercial and mixed-use development in the vicinity
of Berwick Rail Station and along Sir Gustav Nossal Bouevard and the Clyde Road corridor, generating an
estimated 600 new jobs. Commercial floor area is also proposed on land that is currently vacant along the
western edge of the Princes Freeway with the capacity to provide an estimated 5,000 new jobs to the
Precinct. There will also be provision for additional students at the University Campus estimated to be at
6,000 within the life of the CDP. Chisholm TAFE is also anticipated to grow and expand their student
population which is estimated to reach 4,378 students within the life of the CDP. In order to ensure sufficient
access is provided, additional connector and local access streets will be provided within the CDP. A new
signalised intersection is also proposed on Clyde Road to service the commercial area.
For the purposes of this assessment the CDP has been broken into six zones as shown in Figure 5-2.
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno 32
Figure 5-2 Precinct Zone Map
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno 33
5.2 Proposed Land Uses
As discussed, the land uses within the Berwick Health and Education Precinct are primarily education,
medical and commercial. The proposed land use outlined within the CDP and depicted on the Future Urban
Structure Plan in Figure 5-2 build upon these existing land uses. The proposed ultimate land uses are
summarised in Table 5-1.
Table 5-1 Proposed Land Uses
Zone Zone Description Use Size/No.
A Chisholm Institute and St John of God Hospital Education (TAFE) 4,378 students
174 staff
Medical 266 beds
B Casey Hospital and Mixed Use Area Medical 425 beds
Commercial 2,959 sqm
Retail 986 sqm
Residential 392 dwellings
C Clyde Road Health and Commercial Area Medical 60 beds
Commercial 5,292 sqm
Residential 108 dwellings
D Mixed Use Area Commercial 6,634 sqm
Retail 1,642 sqm
Residential 134 dwellings
Education (Insight) 30 students
5 staff
E University and Nossal High School Education (High School) 820 students
52 staff
Education (University) 6,000 students
600 staff
Retail 5,256 sqm
Residential 391 dwellings
F Commercial Area Commercial 93,590 sqm
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8 March 2018 Cardno 34
5.3 Proposed Transport Network Provisions
5.3.1 Road Network Provisions
The CDP will utilise the existing roadwork including Clyde Road, Kangan Drive, Sir Gustav Nossal Boulevard
and Enterprise Avenue. However additional connector and local access streets are proposed to
accommodate the additional traffic volumes.
It is noted that under ultimate (2046) conditions, Clyde Road is expected to be upgraded to incorporate three
lanes in each direction, and in addition to the level crossing on Clyde Road is expected to be grade
separated.
The provision of an additional three leg signalised intersection on Clyde Road south of the Kangan Drive
intersection is also considered warranted to cater for the anticipated traffic generation as discussed in
Section 6 of this report. The proposed road network hierarchy for the CDP area is shown in Figure 5-3.
Figure 5-3 Proposed Road Network
Copyright Victorian Planning Authority 2017
An internal ring road is proposed within Zones D-F, connecting with Enterprise Avenue to the north and a
new East-West Connector Street.
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8 March 2018 Cardno 35
5.4 Public Transport Provisions
As highlighted in Section 3, existing bus routes 834/835, 847 and 831 travel along Clyde Road running north-
south through the CDP area, with route 831 branching into Casey Hospital. With the further development of
the CDP area, the network of connector streets have been specified to be “bus capable”. Figure 5-4
highlights the existing and proposed bus network provision within the CDP area.
Figure 5-4 Transport and Movement Plan
Copyright Victorian Planning Authority 2017
5.5 Bicycle Network
The Principle Bike Network (PBN) through the CDP area was identified in Section 3, however site
inspections also confirmed that sections of the network are yet to be implemented. The Transport &
Movement Plan recognises the missing sections and incorporates them into its cycle and shared path
network (refer Figure 5-4). The Plan specifies off road shared paths along all proposed connector streets
west of Clyde Road, with the exception of existing roads in the light industrial area.
The Plan also recognises the existing on-road cycle lanes along Clyde Rd extending north from the Kangan
Drive intersection. The draft CDP also specifies that there should be safe transition between on and off road
cycle networks and that appropriate cycle facilities be provided by developers at key destination points.
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno 36
5.6 Pedestrian and Shared Path Provisions
The CDP Transport & Movement Plan proposes the extension of the two-way off road cycle path along Sir
Gustav Nossal Boulevard to connect to the shared path network within the precinct and ultimately connect
with a new pedestrian/cycle bridge over the Princes Freeway linking to Sweeney Reserve, as shown on the
PBN.
The Plan also recognises the provision of shared paths along each side of Clyde Road extending from the
Sir Gustav Nossal Boulevard intersection south over the Freeway. It also specifies a shared path on the
north side of Kangan Drive. The CDP also specifies that there be the provision of a minimum 1.5 m footpath
on both side of all streets unless there is a provision of shared paths as identified in the plan. Pedestrians
are to be given priority at both existing intersections to ensure the crossing of Clyde Road is timely and in a
single cycle.
The CDP promotes the intensification of land uses within Berwick Health and Education Precinct to cater for
an estimated 11,300 students, 2,255 residents and 8,500 employees over the life of the Plan.
With the implementation of the CDP which expects to cater for up to 11,300 students, 751 hospital beds,
116,400 sqm of commercial and retail floor area and 1,025 dwellings, pedestrian demands within the study
area to the Berwick Train Station will continue to increase. Given this intensification of activity it is expected
that the pedestrian environment will need to be improved to cater for increased movements within the study
area to and from Berwick Station.
Based on VicRoads SmartRoads approach, roads within the study area should be prioritised to recognise
the increasing importance of public transport, walking and cycling as the main transport mode.
The CDP will be developed to support Berwick as a Major Activity Centre and therefore the key strategies to
effectively manage congestion are needed to support and encourage higher occupancy and sustainable
travel modes of trains, buses, cycling and walking.
In the context of VicRoads Movement & Place Transport Planning Framework, the road network in the
vicinity of the Berwick Health and Education Precinct should be considered as “Vibrant Streets”, where
pedestrian movements are prioritised.
Transport Assessment Berwick Health and Education Precinct
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6 Traffic Modelling
6.1 Victorian Integrated Transport Model (VITM)
In order to gain an understanding of the existing background traffic and forecast growth along Clyde Road,
anticipated ultimate (2046) traffic volumes were obtained from VPA’s South-East Growth Corridor version of
the Victorian Integrated Transport Model (VITM).
The VITM model assumes that among other things, the following road improvements in the vicinity of the
subject site will occur prior to 2046:
Clyde Road will provide six lanes (transitioning to four lanes immediately north of Enterprise Avenue,
adjacent the railway line);
Level crossing removal (grade separation);
Beaconsfield freeway interchange; and
Four lanes in both directions along the Monash Freeway.
The VITM model with link connections is shown in Figure 6-1 below, with the output plots illustrating AM
peak period, PM peak period and daily volumes enclosed in Appendix B.
Figure 6-1 VITM Model adjacent the Berwick Health and Education CDP Area
Monash Freeway
Enterprise Avenue
Kangan Drive
Railway Line
Princes Highway
Station Access
Langmore Lane
Mansfield Street
Reserve Street
Gloucester Avenue
Clyde Road
Future East-West Connector Street
Sir Gustav Nossal Blvd
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno 38
6.2 CDP Ultimate Traffic Volumes
6.2.1 Trip Generation
The expected peak hour trip generation within the Berwick Health and Education CDP area for each of the
six zones as outlined in Section 5 of this report has been calculated. The assumed AM and PM in/out split for
each of the land uses as generally accepted are summarised in Table 6-1.
Table 6-1 Land Use In/Out Distribution Splits
Land Use AM Peak PM Peak
In Out In Out
Education 80% 20% 20% 80%
Commercial 90% 10% 10% 90%
Medical 50% 50% 50% 50%
Retail 90% 10% 50% 50%
Residential 20% 80% 60% 40%
School 80% 20% 20% 80%
In order to gain an understanding of the likely traffic generation rates for the land uses within the CDP area,
reference has been made to the Road and Transport Authority’s Guide to Traffic Generating Developments
(Issue 2.2 dated October 2002), the Roads & Maritime Services Technical Direction TDT 2013/04a (August
2013) and other survey data sources.
The RMS documents indicate that following traffic generation rates are appropriate for the CDP area:
Medical:
o Morning commuter peak hour: -12.41 + 0.57 B;
o Evening commuter peak hour: -11.96 + 0.69 B;
o Where B is the number of beds;
Commercial:
o Morning commuter peak hour: 1.6 trips per 100 m2 gross floor area;
o Evening commuter peak hour: 1.2 trips per 100 m2 gross floor area;
Residential: 0.85 trips per dwelling during weekday peak hours; and
Retail (speciality shops): 4.6 trips per 100 m2 gross floor area.
With regards to the education use, reference has been made to traffic survey data collected by Cardno for
the Monash University Clayton Campus which indicates that a traffic generation rate of 0.15 trips per student
currently exists. Furthermore, a traffic generation rate of 0.35 trips per student for the Nossal High School
use has been adopted based on traffic survey data collected as part of the existing conditions assessment.
Beveridge Williams has undertaken traffic surveys as part of master plan work for the Chisholm TAFE
Berwick Campus, which identify a rate of 0.12 trips per student for the am peak hour and 0.01 trips per
student for the pm peak hour. This takes into consideration that TAFE classes finish prior to the
commencement of the evening commuter peak hour.
Table 6-2 has been prepared to summarise the traffic volumes generated by each zone.
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno 39
Table 6-2 Anticipated CDP Traffic Generation
Zone Land Use Size AM Peak Hour
Generation
Rate
PM Peak Hour
Generation
Rate
AM In AM
Out
PM In PM
Out
A Education (TAFE)
4,378 students
0.12 trips per student
0.01 trips per student
420 trips
105 trips
9 trips 35 trips
Medical 266 beds -12.41 + 0.57 B -11.96 + 0.69 B 70 trips
70 trips
86 trips
86 trips
B Medical 425 beds -12.41 + 0.57 B -11.96 + 0.69 B 115 trips
115 trips
141 trips
141 trips
Commercial 2,959 sqm 1.6 trips per 100 sqm
1.2 trips per 100 sqm
43 trips
5 trips 4 trips 32 trips
Retail 986 sqm 0.46 trips per 100 sqm
4.6 trips per 100 sqm
4 trips 0 trip 23 trips
23 trips
Residential 392 dwellings
0.85 trips per dwelling
0.85 trips per dwelling
67 trips
267 trips
200 trips
133 trips
C Medical 60 beds -12.41 + 0.57 B -11.96 + 0.69 B 11 trips
11 trips
15 trips
15 trips
Commercial 5,292 sqm 1.6 trips per 100 sqm
1.2 trips per 100 sqm
76 trips
8 trips 6 trips 57 trips
Residential 108 dwellings
0.85 trips per dwelling
0.85 trips per dwelling
18 trips
73 trips
55 trips
37 trips
D Commercial 6,634 sqm 1.6 trips per 100 sqm
1.2 trips per 100 sqm
96 trips
11 trips
8 trips 72 trips
Retail 1,642 sqm 0.46 trips per 100 sqm
4.6 trips per 100 sqm
7 trips 1 trip 38 trips
38 trips
Residential 134 dwellings
0.85 trips per dwelling
0.85 trips per dwelling
23 trips
91 trips
68 trips
46 trips
E Education (University)
6,000 students
0.15 trips per student
0.15 trips per student
720 trips
180 trips
180 trips
720 trips
Residential 391 dwellings
0.85 trips per dwelling
0.85 trips per dwelling
66 trips
266 trips
199 trips
133 trips
Retail 5,256 sqm 0.46 trips per 100 sqm
4.6 trips per 100 sqm
22 trips
2 trips 121 trips
121 trips
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno 40
Education (Insight)
30 students
0.35 trips per student
0 trips per student 8 trips 2 trips 0 trips 0 trips
Education (High School)
820 students
0.35 trips per student
0 trips per student 230 trips
57 trips
0 trips 0 trips
F Commercial 93,590 sqm
1.6 trips per 100 sqm
1.2 trips per 1000 sqm
1,348 trips
150 trips
112 trips
1,011 trips
Total 3,344 trips
1,414 trips
1,265 trips
2,700 trips
6.2.2 Anticipated Background Traffic Growth
In order to gain an understanding of the existing background traffic and forecast growth along Clyde Road,
anticipated ultimate (2046) traffic volumes were obtained from VPA’s South-East Growth Corridor version of
the Victorian Integrated Transport Model (VITM).
The two-way volumes on Clyde Road (midway along the Precinct, just south of Kangan Drive) in 2046 are
approximately:
> 18,900 vehicles per day;
> 1,900 vehicles per hour during the morning peak period; and
> 2,130 vehicles per hour during the evening peak hour.
6.2.3 Trip Distribution
In order to gain an understanding of likely traffic distributions on Clyde Road, consideration was given to
VITM daily plots, which indicated a 60% northbound and a 40% southbound split on Clyde Road. On that
basis, a 60% northbound and 40% southbound split was adopted for the purposes of this analysis.
The proportion of trips accessing each zone from Kangan Drive is summarised below:
North via Clyde Road: 49%;
South via Clyde Road: 31%;
East via Kangan Drive: 10%; and
Internal residential trips: 25%.
By adding the CDP development generated traffic to 2046 VITM traffic volumes, the future post-development
road network volumes were derived and are shown in Figure 6-2 and Figure 6-3 for the AM and PM peak
hours respectively.
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno 41
Figure 6-2 Post Development Traffic Volumes – AM Peak Hour
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno 42
Figure 6-3 Post Development Traffic Volumes – PM Peak Hour
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno 43
6.3 Road Network Operation
It is noted that approximately 90% of the CDP traffic generated during the AM and PM peak hours will gain
access to the area via the Clyde Road / Enterprise Avenue intersection, Clyde Road / Kangan Drive / Sir
Gustav Nossal Boulevard intersection or the Clyde Road / New East-West Connector Street intersection. As
such, the following assessment has focused on the ability of these intersections to accommodate the
additional traffic generated by the CDP.
The operation of these key signalised intersections, has been assessed using SIDRA Intersection 7, making
use of the network modelling capabilities provided by this software package.
The commonly used measure of intersection performance is referred to as the Degree of Saturation (DOS).
The DOS represents the flow-to-capacity ratio for the most critical movement on each leg of the intersection.
For signalised intersections, a DOS of around 0.95 has been typically considered the ‘ideal’ limit, beyond
which queues and delays increase disproportionately. In addition, for signalised intersections, the SIDRA
models were run with a 120 second cycle time and incorporated leading right-turn arrangements in
accordance with VicRoads requirements.
6.4 Ultimate Intersection Requirements
It is considered that slip lanes should be avoided at the intersection to facilitate safer pedestrian and cyclist
access by reducing pavement widths and entering vehicle speeds in the main pedestrian priority area.
Accordingly, it is proposed that intersections of Clyde Road / Enterprise Avenue and Clyde Road / Kangan
Drive / Sir Gustav Nossal Boulevard operate with signalised controlled left turn lanes. The Clyde Road / New
East-West Connector Street Intersection Layout is proposed to operate with left turn slip lanes on the west
side of Clyde Road, due to the lower expected pedestrian demand.
The proposed ultimate intersection layouts for the assessed intersections (with Clyde Road upgraded to a six
lane Primary Arterial Road, transitioning to four lanes immediately north of Enterprise Avenue) is shown in
Figure 6-4, Figure 6-5 and Figure 6-6.
Figure 6-4 Clyde Road / Enterprise Avenue Intersection Layout
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno 44
Figure 6-5 Clyde Road / Kangan Drive / Sir Gustav Nossal Boulevard Intersection Layout
Figure 6-6 Clyde Road / New East-West Connector Street Intersection Layout
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno 45
6.5 Ultimate Road Network Operation
A summary of the ultimate scenario SIDRA outputs is provided in Table 6-3 with full results provided in
Appendix C of this report.
Table 6-3 Ultimate Intersection Operation
Intersection Approach Peak Hour
DOS Average Delay
95th Percentile Queue
Clyde Road / Enterprise Avenue / Intersection
North AM 0.78 34.5 s 173 m
PM 0.75 30.2 s 181 m
East AM 0.14 39.6 s 9 m
PM 0.31 48.4 s 49 m
South AM 0.77 14.2 s 202 m
PM 0.73 23.3 s 197 m
West AM 0.32 39.1 s 39 m
PM 0.60 38.0 s 103 m
Clyde Road / Kangan Drive / Sir Gustav Nossal Boulevard Intersection
North AM 0.69 35.9 s 121 m
PM 0.63 21.1 s 115 m
East AM 0.75 39.8 s 139 m
PM 0.59 34.8 s 68 m
South AM 0.76 35.1 s 159 m
PM 0.61 29.8 s 99 m
West AM 0.43 48.0 s 28 m
PM 0.57 44.6 s 74 m
Clyde Road / East-West Connector Street Intersection
North AM 0.77 25.9 s 114 m
PM 0.42 7.0 s 89 m
South AM 0.54 12.8 s 164 m
PM 0.33 12.3 s 83 m
West AM 0.23 32.2 s 14 m
PM 0.40 26.0 s 61 m
As outlined in Table 6-3, the road network is anticipated to be operating at an acceptable level of service
following the full development of the CDP. Specifically, the delay results indicate that the intersections are
clearing each cycle.
Furthermore, 95th percentile queues have been accommodated where possible (subject to property
boundaries, intersection spacing and other geometric constraints). Importantly, the results indicate that
northbound queues at the Clyde Road / East-West Connector Street intersection will be accommodated
within the storage provided between the intersection and the freeway interchange northern off-ramp.
Transport Assessment Berwick Health and Education Precinct
8 March 2018 Cardno 46
Based on the above, while the intersections are anticipated to operate within their theoretical capacities, it is
clear that an increase in pedestrian, cyclist and public transport trips should be encouraged to reduce the
queuing impact on the road network as the CDP develops.
Noting that student numbers in the University / Nossal High School areas are anticipated to increase from
2,820 students up to 6,820 as part of the CDP, comprising student numbers at Federation University
estimated at 6,000 and student numbers at Nossal High school capped at 820, the level of pedestrians
crossing Clyde Road (currently up to 320 per hour) is anticipated to increase.
As such, the provision of improved and efficient pedestrian crossing points over Clyde Road will be required
to ensure a safe pedestrian connection between the rail station and the areas on the western side of Clyde
Road. Due to the potential for a high volume of pedestrians crossing Clyde Road, it has been assumed that
pedestrians will cross Clyde Road during a single phase with the exception of the new east-west street and
Clyde Road intersection, which will provide a staggered pedestrian crossing (refer to phasing summaries
enclosed in Appendix C). Ensuring a safe & short pedestrian path to the station is a key safety consideration
for these pedestrians.
6.6 Road Network Operation Comparison
A summary of the key SIDRA outputs for the existing conditions and ultimate scenario is provided in Table 6-
4.
Table 6-4 Ultimate Intersection Operation
Intersection Peak Hour
Existing Conditions
Ultimate Conditions
DOS Average Delay
DOS Average Delay
Clyde Road / Enterprise Avenue Intersection AM 0.86 17.6 s 0.78 25.5 s
PM 0.86 26.7 s 0.75 29.1 s
Clyde Road / Kangan Drive / Sir Gustav Nossal Boulevard Intersection
AM 0.89 34.5 s 0.76 37.0 s
PM 0.91 30.4 s 0.63 30.0 s
Clyde Road / East-West Connector Street Intersection
AM N/A N/A 0.77 18.1 s
PM N/A N/A 0.42 11.8 s
As outlined above, the CDP ultimate 2046 traffic volumes when modelled with the updated intersection
layouts provides lower Degree of Saturation when compared with existing traffic volumes for existing
intersection layouts. Average Delays will increase, albeit this could be expected due to the additional
volumes travelling through the intersections.
6.7 Proposed Concept Plans – Ultimate Configuration
Noting that intersection works are required on Clyde Road to accommodate the additional traffic volumes
likely to be generated by the CDP, Cardno has prepared concept plans to show the extent of works required
at the Clyde Road / Enterprise Avenue intersection, the Clyde Road / Kangan Drive / Sir Gustav Nossal
Boulevard intersection, and the Clyde Road / New East-West Connector Street intersection.
The concept plans have been revised to show priority bus queue jump lanes, pedestrian and bicycle
connections (on-street cycle lanes and off-road shared paths), and a longer left-turn lane on the Enterprise
Avenue approach to increase capacity at the Clyde Road / Enterprise Avenue intersection. Furthermore,
VicRoads and Level Crossing Removal Authority (LXRA) have advised that the northern leg of the Clyde
Road / Enterprise Avenue intersection should have an 80 m long exit lane and a 70 m long approach lane,
which is shown as a notation on the plan.
A copy of the concept plans is provided at Appendix D of this report.
Transport Assessment Berwick Health and Education Precinct
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7 Conclusion
This report has been prepared to address the traffic and transport impacts which are likely to be generated
by the development of the Berwick Health and Education (the Precinct) Comprehensive Development Plan.
Based on the analysis and assessment within this report, the following conclusions are made:
Sustainable and Active Travel Modes:
As development of the CDP area progresses, and particularly the Monash University / Nossal High
School area, additional pedestrian connectivity will be required to facilitate movements across Clyde
Road to Berwick Rail Station.
The CDP incorporates additional cyclist links to the external road network which will encourage the
use of cycling to access the CDP area.
An increased reliance on sustainable travel (i.e. public transport, walking, cycling) must be a key
focus of the CDP to reduce the impact to the road network.
Road Network:
The existing conditions assessment indicates that key intersections within the CDP area are
currently approaching capacity during peak times.
The CDP area is anticipated to ultimately generate 4,758 vehicle movements during the AM peak
hour and 3,965 vehicle movements during the PM peak hour.
Road network upgrades, including the provision of a new east-west connector street intersection to
Clyde Road will be required to accommodate traffic volumes generated by the development
envisaged by the CDP.
Following the upgrade of Clyde Road, the modelling for the proposed intersections indicates that the
assessed intersections will operate at an acceptable level during peak times following full
development of the CDP area.
There may be opportunities to promote improved local connectivity between the Precinct and
Berwick Village over time, subject to the resolution of the LXRA grade separation at Clyde Road,
scheduled for completion in 2022.
Transport Assessment Berwick Health and Education Precinct
9 November 2017 Cardno 48
Berwick Health and Education Precinct
APPENDIX
A SIDRA INTERSECTION RESULTS – EXISTING CONDITIONS
MOVEMENT SUMMARYSite: 1 [Clyde / Enterprise 2017 EX AM] Network: 1 [2017 EX AM]
Clyde / EnterpriseSignals - Fixed Time Coordinated Cycle Time = 120 seconds (Network Cycle Time - User-Given)
Movement Performance - VehiclesDemand Flows Arrival Flows 95% Back of QueueMov
ID ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 211 5.0 211 5.0 0.650 12.8 LOS B 14.9 108.6 0.42 0.50 48.92 T1 1291 5.0 1291 5.0 0.650 6.5 LOS B 14.9 108.6 0.36 0.38 41.93 R2 61 5.0 61 5.0 0.371 67.6 LOS A 3.7 26.9 1.00 0.76 22.9Approach 1562 5.0 1562 5.0 0.650 9.7 LOS B 14.9 108.6 0.39 0.41 40.8
East: Station Access (east)4 L2 39 5.0 39 5.0 0.055 8.5 LOS A 0.5 3.3 0.29 0.62 47.35 T1 5 5.0 5 5.0 0.086 47.0 LOS A 1.1 7.8 0.88 0.69 32.66 R2 16 5.0 16 5.0 0.086 52.6 LOS A 1.1 7.8 0.88 0.69 23.5Approach 60 5.0 60 5.0 0.086 23.5 LOS A 1.1 7.8 0.50 0.64 35.5
North: Clyde Road (north)7 L2 12 5.0 12 5.0 0.468 18.5 LOS A 16.7 122.0 0.60 0.55 41.58 T1 949 5.0 949 5.0 0.468 13.7 LOS A 16.7 122.0 0.58 0.52 14.69 R2 141 5.0 141 5.0 0.858 71.8 LOS C 9.2 67.2 1.00 0.93 19.0Approach 1102 5.0 1102 5.0 0.858 21.2 LOS C 16.7 122.0 0.63 0.58 17.1
West: Enterprise Avenue10 L2 138 5.0 138 5.0 0.786 50.2 LOS C 12.4 90.5 1.00 0.97 17.911 T1 11 5.0 11 5.0 0.786 44.5 LOS C 12.4 90.5 1.00 0.97 33.112 R2 99 5.0 99 5.0 0.786 50.1 LOS C 12.4 90.5 1.00 0.97 23.1Approach 247 5.0 247 5.0 0.786 49.9 LOS C 12.4 90.5 1.00 0.97 20.2
All Vehicles 2972 5.0 2972 5.0 0.858 17.6 LOS C 16.7 122.0 0.53 0.52 28.8
Site Level of Service (LOS) Method: Degree of Saturation (SIDRA). Site LOS Method is specified in the Network Data dialog (Network tab).Vehicle movement LOS values are based on degree of saturation per movement.Intersection and Approach LOS values are based on worst degree of saturation for any vehicle movement.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.Network Model Accuracy Level (largest change in degree of saturation for any lane): 0.0 %Number of Iterations: 3 (maximum specified: 10)
Movement Performance - PedestriansAverage Back of QueueMov
ID DescriptionDemand
Flow Average
Delay Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per pedP1 South Full Crossing 53 54.3 LOS E 0.2 0.2 0.95 0.95P2 East Full Crossing 53 12.2 LOS B 0.1 0.1 0.45 0.45P3 North Full Crossing 53 54.3 LOS E 0.2 0.2 0.95 0.95P4 West Full Crossing 53 12.2 LOS B 0.1 0.1 0.45 0.45
All Pedestrians 211 33.2 LOS D 0.70 0.70
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)Pedestrian movement LOS values are based on average delay per pedestrian movement.Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Tuesday, 4 April 2017 10:47:29 AMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-03 Existing Conditions\CG140608SIDNW001 - existing.sip7
PHASING SUMMARYSite: 1 [Clyde / Enterprise 2017 EX AM] Network: 1 [2017 EX AM]
Clyde / EnterpriseSignals - Fixed Time Coordinated Cycle Time = 120 seconds (Network Cycle Time - User-Given)
Phase Times determined by the programSequence: Leading Right TurnReference Phase: Phase BInput Sequence: A, B, COutput Sequence: A, B, C
Phase Timing ResultsPhase A B CPhase Change Time (sec) 103 0 78Green Time (sec) 11 72 19Yellow Time (sec) 4 4 4All-Red Time (sec) 2 2 2Phase Time (sec) 17 78 25Phase Split 14% 65% 21%
REF: Reference PhaseVAR: Variable Phase
Normal Movement Permitted/Opposed
Slip/Bypass-Lane Movement Opposed Slip/Bypass-Lane
Stopped Movement Turn On Red
Other Movement Class Running Other Movement Class Stopped
Mixed Running & Stopped Movement Classes
Undetected Movement Phase Transition Applied
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Tuesday, 4 April 2017 10:47:29 AMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-03 Existing Conditions\CG140608SIDNW001 - existing.sip7
MOVEMENT SUMMARYSite: 1 [Clyde / Kangan 2017 EX AM] Network: 1 [2017 EX AM]
Clyde / KanganSignals - Fixed Time Coordinated Cycle Time = 120 seconds (Network Cycle Time - User-Given)
Movement Performance - VehiclesDemand Flows Arrival Flows 95% Back of QueueMov
ID ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 326 5.0 326 5.0 0.218 6.7 LOS A 2.4 17.8 0.20 0.61 52.52 T1 1164 5.0 1164 5.0 0.748 27.4 LOS C 31.0 226.0 0.85 0.76 28.43 R2 721 5.0 721 5.0 0.894 67.6 LOS C 24.1 175.7 1.00 0.98 26.4Approach 2212 5.0 2212 5.0 0.894 37.4 LOS C 31.0 226.0 0.80 0.81 30.3
East: Kangan Drive (east)4 L2 337 5.0 337 5.0 0.319 14.0 LOS A 8.2 60.2 0.50 0.71 47.05 T1 38 5.0 38 5.0 0.134 48.1 LOS A 1.9 14.2 0.90 0.67 33.76 R2 208 5.0 208 5.0 0.877 71.1 LOS C 13.6 99.6 1.00 0.97 18.3Approach 583 5.0 583 5.0 0.877 36.6 LOS C 13.6 99.6 0.70 0.80 33.4
North: Clyde Road (north)7 L2 306 5.0 306 5.0 0.670 20.6 LOS B 16.7 122.0 0.66 0.79 41.98 T1 654 5.0 654 5.0 0.670 21.9 LOS B 16.7 122.0 0.72 0.73 36.79 R2 66 5.0 66 5.0 0.740 74.1 LOS C 4.2 30.9 1.00 0.80 21.7Approach 1026 5.0 1026 5.0 0.740 24.9 LOS C 16.7 122.0 0.72 0.75 36.4
West: Sir Gustav Nossal Boulevard (west)10 L2 96 5.0 96 5.0 0.167 21.3 LOS A 3.3 24.4 0.64 0.69 36.311 T1 16 5.0 16 5.0 0.167 15.7 LOS A 3.3 24.4 0.64 0.69 45.012 R2 154 5.0 154 5.0 0.605 59.2 LOS B 8.7 63.5 0.99 0.81 28.6Approach 265 5.0 265 5.0 0.605 42.9 LOS B 8.7 63.5 0.84 0.76 31.1
All Vehicles 4086 5.0 4086 5.0 0.894 34.5 LOS C 31.0 226.0 0.77 0.79 32.1
Site Level of Service (LOS) Method: Degree of Saturation (SIDRA). Site LOS Method is specified in the Network Data dialog (Network tab).Vehicle movement LOS values are based on degree of saturation per movement.Intersection and Approach LOS values are based on worst degree of saturation for any vehicle movement.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.Network Model Accuracy Level (largest change in degree of saturation for any lane): 0.0 %Number of Iterations: 3 (maximum specified: 10)
Movement Performance - PedestriansAverage Back of QueueMov
ID DescriptionDemand
Flow Average
Delay Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per pedP1 South Full Crossing 53 54.3 LOS E 0.2 0.2 0.95 0.95P2 East Full Crossing 53 40.9 LOS E 0.1 0.1 0.83 0.83P3 North Full Crossing 53 54.3 LOS E 0.2 0.2 0.95 0.95P4 West Full Crossing 53 45.2 LOS E 0.2 0.2 0.87 0.87
All Pedestrians 211 48.7 LOS E 0.90 0.90
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)Pedestrian movement LOS values are based on average delay per pedestrian movement.Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Tuesday, 4 April 2017 10:47:29 AMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-03 Existing Conditions\CG140608SIDNW001 - existing.sip7
PHASING SUMMARYSite: 1 [Clyde / Kangan 2017 EX AM] Network: 1 [2017 EX AM]
Clyde / KanganSignals - Fixed Time Coordinated Cycle Time = 120 seconds (Network Cycle Time - User-Given)
Phase Times determined by the programSequence: Leading Right TurnReference Phase: Phase BInput Sequence: A, A2, B, C, DOutput Sequence: A, A2, B, C, D
Phase Timing ResultsPhase A A2 B C DPhase Change Time (sec) 87 99 0 40 63Green Time (sec) 6 15 34 17 18Yellow Time (sec) 4 4 4 4 4All-Red Time (sec) 2 2 2 2 2Phase Time (sec) 12 21 40 23 24Phase Split 10% 18% 33% 19% 20%
REF: Reference PhaseVAR: Variable Phase
Normal Movement Permitted/Opposed
Slip/Bypass-Lane Movement Opposed Slip/Bypass-Lane
Stopped Movement Turn On Red
Other Movement Class Running Other Movement Class Stopped
Mixed Running & Stopped Movement Classes
Undetected Movement Phase Transition Applied
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Tuesday, 4 April 2017 10:47:29 AMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-03 Existing Conditions\CG140608SIDNW001 - existing.sip7
MOVEMENT SUMMARYSite: 1 [Clyde / Enterprise 2017 EX PM] Network: 1 [2017 EX PM]
Clyde / EnterpriseSignals - Fixed Time Coordinated Cycle Time = 120 seconds (Network Cycle Time - User-Given)
Movement Performance - VehiclesDemand Flows Arrival Flows 95% Back of QueueMov
ID ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 162 5.0 162 5.0 0.519 9.1 LOS A 5.2 37.8 0.24 0.36 52.32 T1 831 5.0 831 5.0 0.519 11.7 LOS A 14.8 107.9 0.43 0.44 34.23 R2 74 5.0 74 5.0 0.616 71.4 LOS B 4.6 33.4 1.00 0.78 22.2Approach 1066 5.0 1066 5.0 0.616 15.4 LOS B 14.8 107.9 0.44 0.45 35.2
East: Station Access (east)4 L2 145 5.0 145 5.0 0.245 12.5 LOS A 2.7 20.0 0.52 0.70 42.95 T1 4 5.0 4 5.0 0.045 32.6 LOS A 0.8 5.8 0.75 0.66 37.46 R2 15 5.0 15 5.0 0.045 38.2 LOS A 0.8 5.8 0.75 0.66 28.0Approach 164 5.0 164 5.0 0.245 15.4 LOS A 2.7 20.0 0.55 0.70 40.6
North: Clyde Road (north)7 L2 13 5.0 13 5.0 0.632 28.5 LOS B 24.9 181.5 0.79 0.72 34.68 T1 1084 5.0 1084 5.0 0.632 23.4 LOS B 24.9 181.5 0.77 0.70 9.59 R2 103 5.0 103 5.0 0.863 74.3 LOS C 6.8 49.7 1.00 0.94 18.6Approach 1200 5.0 1200 5.0 0.863 27.8 LOS C 24.9 181.5 0.79 0.72 12.4
West: Enterprise Avenue10 L2 148 5.0 148 5.0 0.864 57.8 LOS C 25.1 183.0 1.00 1.02 16.811 T1 26 5.0 26 5.0 0.864 52.2 LOS C 25.1 183.0 1.00 1.02 31.012 R2 236 5.0 236 5.0 0.864 57.8 LOS C 25.1 183.0 1.00 1.02 21.1Approach 411 5.0 411 5.0 0.864 57.4 LOS C 25.1 183.0 1.00 1.02 19.9
All Vehicles 2841 5.0 2841 5.0 0.864 26.7 LOS C 25.1 183.0 0.68 0.66 23.4
Site Level of Service (LOS) Method: Degree of Saturation (SIDRA). Site LOS Method is specified in the Network Data dialog (Network tab).Vehicle movement LOS values are based on degree of saturation per movement.Intersection and Approach LOS values are based on worst degree of saturation for any vehicle movement.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.Network Model Accuracy Level (largest change in degree of saturation for any lane): 0.0 %Number of Iterations: 3 (maximum specified: 10)
Movement Performance - PedestriansAverage Back of QueueMov
ID DescriptionDemand
Flow Average
Delay Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per pedP1 South Full Crossing 53 41.8 LOS E 0.1 0.1 0.84 0.84P2 East Full Crossing 53 18.7 LOS B 0.1 0.1 0.56 0.56P3 North Full Crossing 53 41.8 LOS E 0.1 0.1 0.84 0.84P4 West Full Crossing 53 18.7 LOS B 0.1 0.1 0.56 0.56
All Pedestrians 211 30.3 LOS D 0.70 0.70
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)Pedestrian movement LOS values are based on average delay per pedestrian movement.Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Tuesday, 4 April 2017 10:47:42 AMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-03 Existing Conditions\CG140608SIDNW001 - existing.sip7
PHASING SUMMARYSite: 1 [Clyde / Enterprise 2017 EX PM] Network: 1 [2017 EX PM]
Clyde / EnterpriseSignals - Fixed Time Coordinated Cycle Time = 120 seconds (Network Cycle Time - User-Given)
Phase Times determined by the programSequence: Leading Right TurnReference Phase: Phase BInput Sequence: A, B, COutput Sequence: A, B, C
Phase Timing ResultsPhase A B CPhase Change Time (sec) 106 0 65Green Time (sec) 8 59 35Yellow Time (sec) 4 4 4All-Red Time (sec) 2 2 2Phase Time (sec) 14 65 41Phase Split 12% 54% 34%
REF: Reference PhaseVAR: Variable Phase
Normal Movement Permitted/Opposed
Slip/Bypass-Lane Movement Opposed Slip/Bypass-Lane
Stopped Movement Turn On Red
Other Movement Class Running Other Movement Class Stopped
Mixed Running & Stopped Movement Classes
Undetected Movement Phase Transition Applied
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Tuesday, 4 April 2017 10:47:42 AMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-03 Existing Conditions\CG140608SIDNW001 - existing.sip7
MOVEMENT SUMMARYSite: 1 [Clyde / Kangan 2017 EX PM] Network: 1 [2017 EX PM]
Clyde / KanganSignals - Fixed Time Coordinated Cycle Time = 120 seconds (Network Cycle Time - User-Given)
Movement Performance - VehiclesDemand Flows Arrival Flows 95% Back of QueueMov
ID ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 163 5.0 163 5.0 0.106 6.2 LOS A 0.8 5.9 0.15 0.59 52.92 T1 923 5.0 923 5.0 0.546 24.8 LOS A 19.8 144.5 0.77 0.68 29.93 R2 295 5.0 295 5.0 0.897 77.1 LOS C 10.0 72.7 1.00 0.99 24.6Approach 1381 5.0 1381 5.0 0.897 33.8 LOS C 19.8 144.5 0.75 0.74 30.1
East: Kangan Drive (east)4 L2 496 5.0 496 5.0 0.551 17.6 LOS A 17.0 124.4 0.69 0.79 44.75 T1 22 5.0 22 5.0 0.078 47.5 LOS A 1.1 8.2 0.89 0.64 33.96 R2 221 5.0 221 5.0 0.906 75.3 LOS D 15.1 110.0 1.00 1.00 17.5Approach 739 5.0 739 5.0 0.906 35.7 LOS D 17.0 124.4 0.79 0.85 34.1
North: Clyde Road (north)7 L2 172 5.0 172 5.0 0.658 15.6 LOS B 13.3 97.0 0.49 0.58 46.58 T1 954 5.0 954 5.0 0.658 17.6 LOS B 18.9 137.9 0.61 0.61 40.09 R2 40 5.0 40 5.0 0.446 69.7 LOS A 2.4 17.8 1.00 0.73 22.5Approach 1165 5.0 1165 5.0 0.658 19.1 LOS B 18.9 137.9 0.60 0.61 39.7
West: Sir Gustav Nossal Boulevard (west)10 L2 71 5.0 71 5.0 0.110 16.1 LOS A 1.9 13.6 0.56 0.66 40.411 T1 11 5.0 11 5.0 0.110 10.4 LOS A 1.9 13.6 0.56 0.66 48.012 R2 180 5.0 180 5.0 0.709 61.4 LOS C 10.6 77.1 1.00 0.85 28.1Approach 261 5.0 261 5.0 0.709 47.1 LOS C 10.6 77.1 0.86 0.79 30.3
All Vehicles 3546 5.0 3546 5.0 0.906 30.4 LOS D 19.8 144.5 0.72 0.72 33.7
Site Level of Service (LOS) Method: Degree of Saturation (SIDRA). Site LOS Method is specified in the Network Data dialog (Network tab).Vehicle movement LOS values are based on degree of saturation per movement.Intersection and Approach LOS values are based on worst degree of saturation for any vehicle movement.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.Network Model Accuracy Level (largest change in degree of saturation for any lane): 0.0 %Number of Iterations: 3 (maximum specified: 10)
Movement Performance - PedestriansAverage Back of QueueMov
ID DescriptionDemand
Flow Average
Delay Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per pedP1 South Full Crossing 53 54.3 LOS E 0.2 0.2 0.95 0.95P2 East Full Crossing 53 28.8 LOS C 0.1 0.1 0.69 0.69P3 North Full Crossing 53 54.3 LOS E 0.2 0.2 0.95 0.95P4 West Full Crossing 53 32.3 LOS D 0.1 0.1 0.73 0.73
All Pedestrians 211 42.4 LOS E 0.83 0.83
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)Pedestrian movement LOS values are based on average delay per pedestrian movement.Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Tuesday, 4 April 2017 10:47:42 AMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-03 Existing Conditions\CG140608SIDNW001 - existing.sip7
PHASING SUMMARYSite: 1 [Clyde / Kangan 2017 EX PM] Network: 1 [2017 EX PM]
Clyde / KanganSignals - Fixed Time Coordinated Cycle Time = 120 seconds (Network Cycle Time - User-Given)
Phase Times determined by the programSequence: Leading Right TurnReference Phase: Phase BInput Sequence: A, A2, B, C, DOutput Sequence: A, A2, B, C, D
Phase Timing ResultsPhase A A2 B C DPhase Change Time (sec) 103 115 0 56 79Green Time (sec) 6 *** 50 17 18Yellow Time (sec) 4 4 4 4 4All-Red Time (sec) 2 2 2 2 2Phase Time (sec) 12 5 56 23 24Phase Split 10% 4% 47% 19% 20%
*** No green time has been calculated for this phase because the next phase starts during its intergreen time. This occurs with overlap phasing where there is no single movement connecting this phase to the next, or where the only such movement is a dummy movement with zero minimum green time specified. If a green time is required for this phase, specify a dummy movement with a non-zero minimum green time.
REF: Reference PhaseVAR: Variable Phase
Normal Movement Permitted/Opposed
Slip/Bypass-Lane Movement Opposed Slip/Bypass-Lane
Stopped Movement Turn On Red
Other Movement Class Running Other Movement Class Stopped
Mixed Running & Stopped Movement Classes
Undetected Movement Phase Transition Applied
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Tuesday, 4 April 2017 10:47:42 AMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-03 Existing Conditions\CG140608SIDNW001 - existing.sip7
Transport Assessment Berwick Health and Education Precinct
9 November 2017 Cardno 49
Berwick Health and Education Precinct
APPENDIX
B VITM OUTPUT
(Licensed to Cardno Victoria Pty Ltd)
318935
78
28
54
13
36
6431616768
6543
44
69177570
79
108
52
73
17442
15869
502
728
347
59918282
16531
605
800
437
662
6330
7326
65132
47101
1451413314
396
656
270
552
1718715638
497
720
344
594
6834748
1
77
107
51
73
6096
7232
52126
37
98
378589
7
14
4
10
399470
2
2
2
1
14371
13163377
614
260
519
322470
928356 62144
44111
000
6820
8019
56110
38
81
271
3376
34
6
30
9525852154400
22298598466
68576
4453
4059
9230
11024
195341
156286
8299
9960
95243
65198
1064930
98
100
88
91
9525852154400
9525852154400 22298598466
215023
19
21502319
28304
9950
607179
459142
90874
5051
4526
22126514377
22126514377
27611
28606
522537
387390
70726
44774078
27787157
27611
28606
522537
387390
7313147014024
27787157
666
958
11
32
7
22
25655
26113
474527
351391
60786637
55
38
40
23 27158
28174
502537
370393
759047724081
86491
2
7
2
7
7072644774078
70
7590947724081
7590947724081
18282
16531
605
800
437
662
16961689
27
14
24
8
9525852154400
908745051
4526
399470
2
2
2
1
399470
2
2
2
1
399470
2
2
2
1
1744215869
502
728
347
599
90874
5051
4526
40114033
21
42
13
34
40114033
21
42
13
34
377
662
13 02
9961124
10
18
6
14
2768
3235
57
151
40
131 00
0
0
0
0
6820
8019
56110
38
81
5963
0
1
0
1
2768
323557
151
40
131
2768323557
151
40
13166695811
32
7
2266695811
327 22
958
666
3211 227
66695811
32
7
22
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32
7
22
666
958
11
32
7
22
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0
0
00
0
0
0
0
00
0
0
0
0
00
0
0
0
0
00 0
0
0
0
TRAFFIC VOLUMES: DAILY (ONE-DIRECTIONAL)- LIGHT VEHICLES- HEAVY VEHICLES: RIGID- HEAVY VEHICLES: ARTICULATED
(Licensed to Cardno Victoria Pty Ltd)
11371338
14
20
11
11
3119
1947
65
145
48
903322
2120
76
161
60
98
1041
1580
1426 920
24221684
46
130
31
83
30521972
64
143
47
89
1125132
3
13
20
10
11
729
1714 624 519
140253
2
7
2
4
3330
2
0
1
0
2609
170145
126
30
81
826
2077 728 622
000
779
2041 720 513
4736
0
9
0
9
14363547464
236311368
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111343
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33222120
76
161
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0
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00
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0
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0
00
0
0
0
0
00
0
0
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0
00 0
0
0
0
TRAFFIC VOLUMES: AM PEAK PERIOD (TWO HOURS, ONE-DIRECTIONAL)- LIGHT VEHICLES- HEAVY VEHICLES: RIGID- HEAVY VEHICLES: ARTICULATED
(Licensed to Cardno Victoria Pty Ltd)
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72
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9
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28454
10013707431
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0
0
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00
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0
0
0
00
0
0
0
0
00 0
0
0
0
TRAFFIC VOLUMES: PM PEAK PERIOD (TWO HOURS, ONE-DIRECTIONAL)- LIGHT VEHICLES- HEAVY VEHICLES: RIGID- HEAVY VEHICLES: ARTICULATED
Transport Assessment Berwick Health and Education Precinct
9 November 2017 Cardno 50
Berwick Health and Education Precinct
APPENDIX
C SIDRA INTERSECTION RESULTS – ULTIMATE CONDITIONS
MOVEMENT SUMMARYSite: 1 [Clyde / Enterprise Fu AM - Base - Signalised LT] Network: N101 [FU AM -
Base - 3-way - 120s - USING GIVEN]
Clyde / EnterpriseSignals - Fixed Time Coordinated Cycle Time = 120 seconds (User-Given Phase Times)
Movement Performance - VehiclesDemand Flows Arrival Flows 95% Back of QueueMov
ID ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 217 5.0 217 5.0 0.221 9.1 LOS A 1.5 11.3 0.13 0.61 47.82 T1 1580 5.0 1580 5.0 0.774 13.6 LOS C 27.7 202.5 0.51 0.46 39.83 R2 58 5.0 58 5.0 0.103 49.1 LOS A 3.2 23.0 0.98 0.77 27.6Approach 1855 5.0 1855 5.0 0.774 14.2 LOS C 27.7 202.5 0.48 0.48 40.1
East: Station Access (east)4 L2 37 5.0 37 5.0 0.046 27.5 LOS A 1.3 9.2 0.62 0.69 31.85 T1 5 5.0 5 5.0 0.136 57.8 LOS A 1.1 8.3 0.97 0.70 29.96 R2 15 5.0 15 5.0 0.136 63.5 LOS A 1.1 8.3 0.97 0.70 25.0Approach 57 5.0 57 5.0 0.136 39.6 LOS A 1.3 9.2 0.74 0.69 29.0
North: Clyde Road (north)7 L2 11 5.0 11 5.0 0.012 16.3 LOS A 0.2 1.8 0.54 0.64 42.68 T1 1482 5.0 1482 5.0 0.785 31.8 LOS C 23.7 172.8 0.84 0.77 19.09 R2 353 5.0 353 5.0 0.728 46.1 LOS C 18.2 132.9 0.92 0.85 29.2Approach 1846 5.0 1846 5.0 0.785 34.5 LOS C 23.7 172.8 0.85 0.78 22.4
West: Enterprise Avenue10 L2 163 5.0 163 5.0 0.230 24.7 LOS A 5.3 39.0 0.73 0.74 37.411 T1 10 5.0 10 5.0 0.323 59.2 LOS A 2.7 20.0 0.98 0.74 29.512 R2 84 5.0 84 5.0 0.323 64.9 LOS A 2.7 20.0 0.98 0.74 19.7Approach 257 5.0 257 5.0 0.323 39.1 LOS A 5.3 39.0 0.82 0.74 30.2
All Vehicles 4015 5.0 4015 5.0 0.785 25.5 LOS C 27.7 202.5 0.68 0.64 30.2
Site Level of Service (LOS) Method: Degree of Saturation (SIDRA). Site LOS Method is specified in the Network Data dialog(Network tab).Vehicle movement LOS values are based on degree of saturation per movement.Intersection and Approach LOS values are based on worst degree of saturation for any vehicle movement.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.Network Model Accuracy Level (largest change in degree of saturation for any lane): 0.2 %Number of Iterations: 3 (maximum specified: 10)
Movement Performance - PedestriansAverage Back of QueueMov
ID DescriptionDemand
Flow Average
Delay Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per pedP1 South Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95P2 East Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95P3 North Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95P4 West Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95
All Pedestrians 200 54.3 LOS E 0.95 0.95
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)
Pedestrian movement LOS values are based on average delay per pedestrian movement.Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Wednesday, 1 November 2017 1:22:45 PMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-09 Ultimate Assessment\CG140608 Three Lanes to Two North of Enterprise V4.sip7
PHASING SUMMARYSite: 1 [Clyde / Enterprise Fu AM - Base - Signalised LT] Network: N101 [FU AM -
Base - 3-way - 120s - USING GIVEN]
Clyde / EnterpriseSignals - Fixed Time Coordinated Cycle Time = 120 seconds (User-Given Phase Times)
Phase Times determined by the programGreen Split Priority appliesSequence: Split PhasingReference Phase: Phase AInput Sequence: A, B, C, DOutput Sequence: A, B, C, D
Phase Timing ResultsPhase A B C DPhase Change Time (sec) 0 41 96 108Green Time (sec) 35 49 9 9Yellow Time (sec) 4 4 4 4All-Red Time (sec) 2 2 2 2Phase Time (sec) 41 55 12 12Phase Split 34% 46% 10% 10%
REF: Reference PhaseVAR: Variable Phase
Normal Movement Permitted/Opposed
Slip/Bypass-Lane Movement Opposed Slip/Bypass-Lane
Stopped Movement Turn On Red
Other Movement Class Running Other Movement Class Stopped
Mixed Running & Stopped Movement Classes
Undetected Movement Phase Transition Applied
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Wednesday, 1 November 2017 1:22:45 PMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-09 Ultimate Assessment\CG140608 Three Lanes to Two North of Enterprise V4.sip7
MOVEMENT SUMMARYSite: 1 [Clyde / Kangan Fu AM - Base - Signalised LT] Network: N101 [FU AM -
Base - 3-way - 120s - USING GIVEN]
Clyde / KanganSignals - Fixed Time Coordinated Cycle Time = 120 seconds (User-Given Phase Times)
Movement Performance - VehiclesDemand Flows Arrival Flows 95% Back of QueueMov
ID ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 186 5.0 186 5.0 0.231 19.0 LOS A 4.1 30.3 0.41 0.68 39.92 T1 1430 5.0 1430 5.0 0.755 24.1 LOS C 21.7 158.7 0.79 0.70 19.83 R2 597 5.0 597 5.0 0.742 66.4 LOS C 17.8 130.0 1.00 0.86 23.0Approach 2213 5.0 2213 5.0 0.755 35.1 LOS C 21.7 158.7 0.82 0.74 23.3
East: Kangan Drive (east)4 L2 260 5.0 260 5.0 0.203 9.4 LOS A 4.0 29.3 0.34 0.65 46.15 T1 431 5.0 431 5.0 0.747 46.3 LOS C 19.0 138.7 0.96 0.82 34.26 R2 344 5.0 344 5.0 0.747 54.5 LOS C 19.0 138.7 0.99 0.88 22.1Approach 1035 5.0 1035 5.0 0.747 39.8 LOS C 19.0 138.7 0.81 0.80 31.6
North: Clyde Road (north)7 L2 372 5.0 372 5.0 0.356 15.0 LOS A 7.8 56.9 0.57 0.74 43.08 T1 1006 5.0 1006 5.0 0.541 35.5 LOS A 16.6 121.2 0.86 0.74 16.49 R2 279 5.0 279 5.0 0.693 65.1 LOS B 16.5 120.4 1.00 0.85 23.8Approach 1657 5.0 1657 5.0 0.693 35.9 LOS B 16.6 121.2 0.82 0.76 24.4
West: Sir Gustav Nossal Boulevard (west)10 L2 111 5.0 111 5.0 0.203 24.0 LOS A 2.9 20.8 0.80 0.75 33.811 T1 118 5.0 118 5.0 0.428 59.7 LOS A 3.8 27.9 1.00 0.75 30.412 R2 74 5.0 74 5.0 0.428 65.5 LOS A 3.8 27.6 1.00 0.75 19.7Approach 303 5.0 303 5.0 0.428 48.0 LOS A 3.8 27.9 0.92 0.75 28.4
All Vehicles 5208 5.0 5208 5.0 0.755 37.0 LOS C 21.7 158.7 0.82 0.76 26.1
Site Level of Service (LOS) Method: Degree of Saturation (SIDRA). Site LOS Method is specified in the Network Data dialog (Network tab).Vehicle movement LOS values are based on degree of saturation per movement.Intersection and Approach LOS values are based on worst degree of saturation for any vehicle movement.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.Network Model Accuracy Level (largest change in degree of saturation for any lane): 0.2 %Number of Iterations: 3 (maximum specified: 10)
Movement Performance - PedestriansAverage Back of QueueMov
ID DescriptionDemand
Flow Average
Delay Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per pedP1 South Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95P2 East Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95P3 North Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95P4 West Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95
All Pedestrians 200 54.3 LOS E 0.95 0.95
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)Pedestrian movement LOS values are based on average delay per pedestrian movement.Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Wednesday, 1 November 2017 1:22:45 PMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-09 Ultimate Assessment\CG140608 Three Lanes to Two North of Enterprise V4.sip7
PHASING SUMMARYSite: 1 [Clyde / Kangan Fu AM - Base - Signalised LT] Network: N101 [FU AM -
Base - 3-way - 120s - USING GIVEN]
Clyde / KanganSignals - Fixed Time Coordinated Cycle Time = 120 seconds (User-Given Phase Times)
Phase Times determined by the programGreen Split Priority appliesSequence: Split PhasingReference Phase: Phase AInput Sequence: A, B, C, DOutput Sequence: A, B, C, D
Phase Timing ResultsPhase A B C DPhase Change Time (sec) 0 31 75 87Green Time (sec) 25 38 9 27Yellow Time (sec) 4 4 4 4All-Red Time (sec) 2 2 2 2Phase Time (sec) 31 44 12 33Phase Split 26% 37% 10% 28%
REF: Reference PhaseVAR: Variable Phase
Normal Movement Permitted/Opposed
Slip/Bypass-Lane Movement Opposed Slip/Bypass-Lane
Stopped Movement Turn On Red
Other Movement Class Running Other Movement Class Stopped
Mixed Running & Stopped Movement Classes
Undetected Movement Phase Transition Applied
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Wednesday, 1 November 2017 1:22:45 PMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-09 Ultimate Assessment\CG140608 Three Lanes to Two North of Enterprise V4.sip7
MOVEMENT SUMMARYSite: 1 [Clyde / Fu E-W Fu AM - Base 3-leg] Network: N101 [FU AM -
Base - 3-way - 120s - USING GIVEN]
Clyde / Fu E-W Fu AMSignals - Fixed Time Coordinated Cycle Time = 120 seconds (User-Given Phase Times)
Movement Performance - VehiclesDemand Flows Arrival Flows 95% Back of QueueMov
ID ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 331 0.0 331 0.0 0.215 8.6 LOS A 4.6 32.3 0.29 0.63 48.92 T1 2072 5.0 2072 5.0 0.543 13.5 LOS A 22.5 164.3 0.61 0.56 27.9Approach 2403 4.3 2403 4.3 0.543 12.8 LOS A 22.5 164.3 0.57 0.57 33.0
North: Clyde Road (north)8 T1 809 5.0 809 5.0 0.156 0.7 LOS A 1.3 9.5 0.07 0.06 58.29 R2 497 0.0 497 0.0 0.773 67.0 LOS C 16.3 114.4 1.00 0.85 22.8Approach 1306 3.1 1306 3.1 0.773 25.9 LOS C 16.3 114.4 0.42 0.36 31.8
West: Fu E-W (west)10 L2 102 0.0 102 0.0 0.132 11.0 LOS A 2.1 14.4 0.37 0.66 44.312 R2 68 0.0 68 0.0 0.227 64.0 LOS A 1.9 13.6 0.98 0.72 23.5Approach 170 0.0 170 0.0 0.227 32.2 LOS A 2.1 14.4 0.61 0.69 31.2
All Vehicles 3879 3.7 3879 3.7 0.773 18.1 LOS C 22.5 164.3 0.52 0.50 32.3
Site Level of Service (LOS) Method: Degree of Saturation (SIDRA). Site LOS Method is specified in the Network Data dialog (Network tab).Vehicle movement LOS values are based on degree of saturation per movement.Intersection and Approach LOS values are based on worst degree of saturation for any vehicle movement.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.Network Model Accuracy Level (largest change in degree of saturation for any lane): 0.2 %Number of Iterations: 3 (maximum specified: 10)
Movement Performance - PedestriansAverage Back of QueueMov
ID DescriptionDemand
Flow Average
Delay Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per pedP3 North Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95P4 West Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95
All Pedestrians 100 54.3 LOS E 0.95 0.95
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)Pedestrian movement LOS values are based on average delay per pedestrian movement.Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Wednesday, 1 November 2017 1:22:45 PMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-09 Ultimate Assessment\CG140608 Three Lanes to Two North of Enterprise V4.sip7
PHASING SUMMARYSite: 1 [Clyde / Fu E-W Fu AM - Base 3-leg] Network: N101 [FU AM -
Base - 3-way - 120s - USING GIVEN]
Clyde / Fu E-W Fu AMSignals - Fixed Time Coordinated Cycle Time = 120 seconds (User-Given Phase Times)
Phase Times specified by the userSequence: Leading Right Turn - CopyReference Phase: Phase AInput Sequence: A, B, COutput Sequence: A, B, C
Phase Timing ResultsPhase A B CPhase Change Time (sec) 0 27 108Green Time (sec) 21 75 9Yellow Time (sec) 4 4 4All-Red Time (sec) 2 2 2Phase Time (sec) 27 81 12Phase Split 23% 68% 10%
REF: Reference PhaseVAR: Variable Phase
Normal Movement Permitted/Opposed
Slip/Bypass-Lane Movement Opposed Slip/Bypass-Lane
Stopped Movement Turn On Red
Other Movement Class Running Other Movement Class Stopped
Mixed Running & Stopped Movement Classes
Undetected Movement Phase Transition Applied
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Wednesday, 1 November 2017 1:22:45 PMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-09 Ultimate Assessment\CG140608 Three Lanes to Two North of Enterprise V4.sip7
MOVEMENT SUMMARYSite: 1 [Clyde / Enterprise Fu PM - Base - Signalised LT] Network: N101 [FU PM -
Base - 3-way - 120s - USING GIVEN]
Clyde / EnterpriseSignals - Fixed Time Coordinated Cycle Time = 120 seconds (User-Given Phase Times)
Movement Performance - VehiclesDemand Flows Arrival Flows 95% Back of QueueMov
ID ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 85 5.0 85 5.0 0.064 8.8 LOS A 0.7 5.2 0.15 0.61 48.02 T1 1612 5.0 1612 5.0 0.730 22.5 LOS C 26.9 196.5 0.71 0.64 32.63 R2 70 5.0 70 5.0 0.335 60.5 LOS A 4.0 29.4 1.00 0.77 24.6Approach 1767 5.0 1767 5.0 0.730 23.3 LOS C 26.9 196.5 0.70 0.64 32.7
East: Station Access (east)4 L2 138 5.0 138 5.0 0.306 46.6 LOS A 6.7 48.8 0.87 0.78 24.05 T1 4 5.0 4 5.0 0.123 57.7 LOS A 1.0 7.4 0.96 0.69 29.96 R2 14 5.0 14 5.0 0.123 63.3 LOS A 1.0 7.4 0.96 0.69 25.0Approach 156 5.0 156 5.0 0.306 48.4 LOS A 6.7 48.8 0.88 0.77 24.3
North: Clyde Road (north)7 L2 12 5.0 12 5.0 0.012 13.4 LOS A 0.2 1.5 0.50 0.64 44.78 T1 1564 5.0 1564 5.0 0.734 26.8 LOS C 24.8 180.8 0.81 0.71 21.39 R2 157 5.0 157 5.0 0.750 65.8 LOS C 9.5 69.6 1.00 0.87 24.1Approach 1733 5.0 1733 5.0 0.750 30.2 LOS C 24.8 180.8 0.82 0.73 22.1
West: Enterprise Avenue10 L2 356 5.0 356 5.0 0.598 31.1 LOS A 14.1 102.7 0.90 0.83 34.311 T1 20 5.0 20 5.0 0.282 44.1 LOS A 5.5 40.1 0.89 0.76 33.512 R2 199 5.0 199 5.0 0.282 49.8 LOS A 5.5 40.1 0.89 0.77 23.4Approach 575 5.0 575 5.0 0.598 38.0 LOS A 14.1 102.7 0.90 0.80 30.5
All Vehicles 4231 5.0 4231 5.0 0.750 29.1 LOS C 26.9 196.5 0.78 0.70 28.0
Site Level of Service (LOS) Method: Degree of Saturation (SIDRA). Site LOS Method is specified in the Network Data dialog (Network tab).Vehicle movement LOS values are based on degree of saturation per movement.Intersection and Approach LOS values are based on worst degree of saturation for any vehicle movement.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.Network Model Accuracy Level (largest change in degree of saturation for any lane): 0.6 %Number of Iterations: 3 (maximum specified: 10)
Movement Performance - PedestriansAverage Back of QueueMov
ID DescriptionDemand
Flow Average
Delay Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per pedP1 South Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95P2 East Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95P3 North Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95P4 West Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95
All Pedestrians 200 54.3 LOS E 0.95 0.95
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)Pedestrian movement LOS values are based on average delay per pedestrian movement.Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Wednesday, 1 November 2017 12:11:15 PMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-09 Ultimate Assessment\CG140608 Three Lanes to Two North of Enterprise V4.sip7
PHASING SUMMARYSite: 1 [Clyde / Enterprise Fu PM - Base - Signalised LT] Network: N101 [FU PM -
Base - 3-way - 120s - USING GIVEN]
Clyde / EnterpriseSignals - Fixed Time Coordinated Cycle Time = 120 seconds (User-Given Phase Times)
Phase Times determined by the programSequence: Split PhasingReference Phase: Phase AInput Sequence: A, B, C, DOutput Sequence: A, B, C, D
Phase Timing ResultsPhase A B C DPhase Change Time (sec) 0 19 78 108Green Time (sec) 13 53 24 9Yellow Time (sec) 4 4 4 4All-Red Time (sec) 2 2 2 2Phase Time (sec) 19 59 30 12Phase Split 16% 49% 25% 10%
REF: Reference PhaseVAR: Variable Phase
Normal Movement Permitted/Opposed
Slip/Bypass-Lane Movement Opposed Slip/Bypass-Lane
Stopped Movement Turn On Red
Other Movement Class Running Other Movement Class Stopped
Mixed Running & Stopped Movement Classes
Undetected Movement Phase Transition Applied
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Wednesday, 1 November 2017 12:11:15 PMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-09 Ultimate Assessment\CG140608 Three Lanes to Two North of Enterprise V4.sip7
MOVEMENT SUMMARYSite: 1 [Clyde / Kangan Fu PM - Base - Signalised LT] Network: N101 [FU PM -
Base - 3-way - 120s - USING GIVEN]
Clyde / KanganSignals - Fixed Time Coordinated Cycle Time = 120 seconds (Network Cycle Time - User-Given)
Movement Performance - VehiclesDemand Flows Arrival Flows 95% Back of QueueMov
ID ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 77 5.0 77 5.0 0.067 12.7 LOS A 1.1 7.8 0.26 0.63 44.42 T1 1130 5.0 1130 5.0 0.489 19.5 LOS A 13.5 98.8 0.58 0.50 22.73 R2 354 5.0 354 5.0 0.611 66.3 LOS B 10.5 76.8 1.00 0.82 23.0Approach 1561 5.0 1561 5.0 0.611 29.8 LOS B 13.5 98.8 0.66 0.58 24.1
East: Kangan Drive (east)4 L2 411 5.0 411 5.0 0.391 12.3 LOS A 9.3 68.2 0.48 0.71 43.05 T1 110 5.0 110 5.0 0.592 52.3 LOS A 8.4 61.2 0.96 0.76 32.46 R2 293 5.0 293 5.0 0.592 59.8 LOS A 8.6 63.0 0.99 0.80 20.7Approach 814 5.0 814 5.0 0.592 34.8 LOS A 9.3 68.2 0.73 0.75 30.3
North: Clyde Road (north)7 L2 306 5.0 306 5.0 0.322 14.1 LOS A 4.4 32.2 0.50 0.71 43.78 T1 1341 5.0 1341 5.0 0.626 18.8 LOS B 15.7 114.5 0.63 0.55 24.99 R2 115 5.0 115 5.0 0.476 66.2 LOS A 6.8 50.0 1.00 0.79 23.5Approach 1762 5.0 1762 5.0 0.626 21.1 LOS B 15.7 114.5 0.63 0.60 29.3
West: Sir Gustav Nossal Boulevard (west)10 L2 276 5.0 276 5.0 0.504 27.9 LOS A 9.3 68.2 0.89 0.81 31.611 T1 357 5.0 357 5.0 0.570 51.2 LOS A 10.1 73.9 0.98 0.80 32.812 R2 184 5.0 184 5.0 0.570 57.0 LOS A 10.1 73.7 0.98 0.81 21.5Approach 817 5.0 817 5.0 0.570 44.6 LOS A 10.1 73.9 0.95 0.80 30.0
All Vehicles 4954 5.0 4954 5.0 0.626 30.0 LOS B 15.7 114.5 0.71 0.65 28.2
Site Level of Service (LOS) Method: Degree of Saturation (SIDRA). Site LOS Method is specified in the Network Data dialog (Network tab).Vehicle movement LOS values are based on degree of saturation per movement.Intersection and Approach LOS values are based on worst degree of saturation for any vehicle movement.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.Network Model Accuracy Level (largest change in degree of saturation for any lane): 0.6 %Number of Iterations: 3 (maximum specified: 10)
Movement Performance - PedestriansAverage Back of QueueMov
ID DescriptionDemand
Flow Average
Delay Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per pedP1 South Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95P2 East Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95P3 North Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95P4 West Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95
All Pedestrians 200 54.3 LOS E 0.95 0.95
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)Pedestrian movement LOS values are based on average delay per pedestrian movement.Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Wednesday, 1 November 2017 12:11:15 PMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-09 Ultimate Assessment\CG140608 Three Lanes to Two North of Enterprise V4.sip7
PHASING SUMMARYSite: 1 [Clyde / Kangan Fu PM - Base - Signalised LT] Network: N101 [FU PM -
Base - 3-way - 120s - USING GIVEN]
Clyde / KanganSignals - Fixed Time Coordinated Cycle Time = 120 seconds (Network Cycle Time - User-Given)
Phase Times determined by the programSequence: Split PhasingReference Phase: Phase AInput Sequence: A, A1*, A2*, B, C, DOutput Sequence: A, A2*, B, C, D(* Variable Phase)
Phase Timing ResultsPhase A A2 B C DPhase Change Time (sec) 0 21 24 73 98Green Time (sec) 15 *** 43 19 16Yellow Time (sec) 4 4 4 4 4All-Red Time (sec) 2 2 2 2 2Phase Time (sec) 21 3 49 25 22Phase Split 18% 3% 41% 21% 18%
*** No green time has been calculated for this phase because the next phase starts during its intergreen time. This occurs with overlap phasing where there is no single movement connecting this phase to the next, or where the only such movement is a dummy movement with zero minimum green time specified. If a green time is required for this phase, specify a dummy movement with a non-zero minimum green time.
REF: Reference PhaseVAR: Variable Phase
Normal Movement Permitted/Opposed
Slip/Bypass-Lane Movement Opposed Slip/Bypass-Lane
Stopped Movement Turn On Red
Other Movement Class Running Other Movement Class Stopped
Mixed Running & Stopped Movement Classes
Undetected Movement Phase Transition Applied
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Wednesday, 1 November 2017 12:11:15 PMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-09 Ultimate Assessment\CG140608 Three Lanes to Two North of Enterprise V4.sip7
MOVEMENT SUMMARYSite: 1 [Clyde / Fu E-W Fu PM - Base 3-leg] Network: N101 [FU PM -
Base - 3-way - 120s - USING GIVEN]
Clyde / Fu E-W Fu Signals - Fixed Time Coordinated Cycle Time = 120 seconds (User-Given Phase Times)
Movement Performance - VehiclesDemand Flows Arrival Flows 95% Back of QueueMov
ID ODMov
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Total HV Total HV Vehicles Distance
veh/h % veh/h % v/c sec veh m per veh km/hSouth: Clyde Road (south)1 L2 55 0.0 55 0.0 0.031 6.1 LOS A 0.2 1.6 0.13 0.58 51.42 T1 1194 5.0 1194 5.0 0.326 12.6 LOS A 11.3 82.8 0.53 0.47 28.9Approach 1249 4.8 1249 4.8 0.326 12.3 LOS A 11.3 82.8 0.52 0.47 30.8
North: Clyde Road (north)8 T1 1853 5.0 1853 5.0 0.424 4.3 LOS A 12.2 89.0 0.24 0.22 50.39 R2 83 0.0 83 0.0 0.339 68.9 LOS A 2.7 19.2 1.00 0.74 22.4Approach 1936 4.8 1936 4.8 0.424 7.0 LOS A 12.2 89.0 0.27 0.24 45.9
West: Fu E-W (west)10 L2 367 0.0 367 0.0 0.403 9.4 LOS A 8.7 60.9 0.47 0.72 46.012 R2 245 0.0 245 0.0 0.320 50.9 LOS A 6.2 43.6 0.91 0.78 26.7Approach 612 0.0 612 0.0 0.403 26.0 LOS A 8.7 60.9 0.65 0.74 34.4
All Vehicles 3797 4.0 3797 4.0 0.424 11.8 LOS A 12.2 89.0 0.41 0.40 38.7
Site Level of Service (LOS) Method: Degree of Saturation (SIDRA). Site LOS Method is specified in the Network Data dialog (Network tab).Vehicle movement LOS values are based on degree of saturation per movement.Intersection and Approach LOS values are based on worst degree of saturation for any vehicle movement.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.Network Model Accuracy Level (largest change in degree of saturation for any lane): 0.6 %Number of Iterations: 3 (maximum specified: 10)
Movement Performance - PedestriansAverage Back of QueueMov
ID DescriptionDemand
Flow Average
Delay Level ofService
Prop. Queued
Effective Stop RatePedestrian Distance
ped/h sec ped m per pedP3 North Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95P4 West Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95
All Pedestrians 100 54.3 LOS E 0.95 0.95
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)Pedestrian movement LOS values are based on average delay per pedestrian movement.Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Wednesday, 1 November 2017 12:11:15 PMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-09 Ultimate Assessment\CG140608 Three Lanes to Two North of Enterprise V4.sip7
PHASING SUMMARYSite: 1 [Clyde / Fu E-W Fu PM - Base 3-leg] Network: N101 [FU PM -
Base - 3-way - 120s - USING GIVEN]
Clyde / Fu E-W Fu Signals - Fixed Time Coordinated Cycle Time = 120 seconds (User-Given Phase Times)
Phase Times determined by the programSequence: Leading Right TurnReference Phase: Phase AInput Sequence: A, B, COutput Sequence: A, B, C
Phase Timing ResultsPhase A B CPhase Change Time (sec) 0 14 92Green Time (sec) 8 72 23Yellow Time (sec) 4 4 4All-Red Time (sec) 2 2 2Phase Time (sec) 14 78 28Phase Split 12% 65% 23%
REF: Reference PhaseVAR: Variable Phase
Normal Movement Permitted/Opposed
Slip/Bypass-Lane Movement Opposed Slip/Bypass-Lane
Stopped Movement Turn On Red
Other Movement Class Running Other Movement Class Stopped
Mixed Running & Stopped Movement Classes
Undetected Movement Phase Transition Applied
SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: CARDNO (QLD) PTY LTD | Processed: Wednesday, 1 November 2017 12:11:15 PMProject: N:\WINDOWS\2014\CG140608 - Berwick Health and Ed\SIDRA\2017-09 Ultimate Assessment\CG140608 Three Lanes to Two North of Enterprise V4.sip7
Transport Assessment Berwick Health and Education Precinct
9 November 2017 Cardno 51
Berwick Health and Education Precinct
APPENDIX
D ULTIMATE INTERSECTION LAYOUT – CONCEPT PLANS
3.00 G E
E
1.50
E2.0
0
ELE
C.
E
C'W
AY
E
2.00
2
X
R2
G
R
R3
R2
R1
1
X
R1
A3
9
MELWAY MAP REF 111 C9
VICTORIAN PLANNING AUTHORITYBERWICK HEALTH AND EDUCATION PRECINCT
CLYDE ROAD, BERWICK
CONCEPT LAYOUT PLAN
06.03.2018 1:1000
CG140608-TR-SK2007
PRIORITY BUS QUEUE JUMP LANES
TO COUNCIL APPROVAL
4 PARKING SPACES LOST SUBJECT
PRIORITY BUS QUEUE JUMP LANES
JO / CS
FOOTPATH AND CROSSING
MATCH INTO FUTURE
PROPOSED BUS LANE
WITH RAIL GRADE SEPARATION DESIGN
ULTIMATE CROSS-SECTION TO INTEGRATE
115m RIGHT-TURN LANE (INCLUDING TAPER)
60m LEFT-TURN LANE (INCLUDING TAPER)
60m LEFT-TURN LANE (INCLUDING TAPER)
60
m
LEFT-T
UR
N
LA
NE (I
NCL
UDIN
G
TA
PER)
105m LEFT TURN LA
NE
70m RIGHT-TURN LANE (INCLUDING TAPER)
(IN
CL
UDIN
G
TA
PER)
30
m
RIG
HT-T
UR
N
LA
NE
ENTERPRIS
E A
VE
NUE
ST
ATIO
N A
CC
ESS
CLYDE ROAD
FO
R
CO
NTIN
UA
TIO
N S
EE C
AR
DN
O
DR
AWIN
G
CG14
0608-T
R-S
K2008
SizeScale
Drawing Number Revision
Date
User:luke.sim
pson
BY:
content of this document.
any use or reliance by third party on the
whatsoever to any third party arising out of
assume any responsibility or liability
Cardno Limited does not and shall not
in accordance with the terms of the retainer.
solely for the benefit of and use by the client
This document is produced by Cardno Limited
All Rights Reserved.
Cardno Limited©
®
CA
D File:O:\D
RATR
AFF\2014\C
G140608\03 S
ketches\C
G140608-T
R-S
K2007.dgn
DATE P
LO
TTE
D:03/06/18
17:31:46
Drawn/Check
Email: [email protected] Web: www.cardno.com.au/victoria
Phone (+61 3) 8415 7777 Fax (+61 3) 8415 7788
501 Swanston Street, Melbourne, VIC Australia 3000
ABN: 47 106 610 913
E
E24.3
8
24.3
8
D
S
E
17.0
0
C/
W
2.00E
2.0
0
S
E
4.5
0C/
WE
3.00
G
1
X
FOR CONTINUATION SEE CARDNO DRAWING CG140608-TR-SK2010
A3
9
VICTORIAN PLANNING AUTHORITYBERWICK HEALTH AND EDUCATION PRECINCT
CLYDE ROAD, BERWICK
CONCEPT LAYOUT PLAN
06.03.2018
CG140608-TR-SK2008
MELWAY MAP REF 111 C10
1:1000
ON ROAD BIKE LANE
TRANSITION FROM SHARED PATH TO
SHARED PATH
CONNECT TO FUTURE
TO BE MAINTAINED
ACCESS TO CITY GATE FACILITY
MATCH TO EXISTING
JO / CS
PROPOSED BUS LANE
PROPOSED BUS LANEPROPOSED BUS LANE
TO BE AGREED AT THE TIME OF ROAD WIDENING
BUS STOP LOCATION AND CYCLING FACILITY
EXISTING
MATCH TO
FUTURE BIKE PATH
CONNECT TO
70
m
LEFT-T
UR
N
LA
NE (I
NCL
UDIN
G
TA
PER)
75
m
RIG
HT-T
UR
N
LA
NE (I
NCL
UDIN
G
TA
PER)
60m BUS ONLY JUMP LANE (INCLUDING TAPER)
95m LEFT-TURN LANE (INCLUDING TAPER)
85m INNER RIGHT-TURN LANE (INCLUDING TAPER)
135m OUTER RIGHT-TURN LANE (INCLUDING TAPER)
30
m
LEFT-T
UR
N S
LIP
LA
NE
60m LEFT-TURN LANE (INCLUDING TAPER)
130m RIGHT-TURN LANE (INCLUDING TAPER)
CLYDE ROAD
SIR G
US
TA
V N
OSS
AL B
OU
LE
VA
RD
KA
NG
AN D
RIV
E
FO
R
CO
NTIN
UA
TIO
N S
EE C
AR
DN
O
DR
AWIN
G
CG14
0608-T
R-S
K2009
110
m
RIG
HT-T
UR
N
LA
NE
FO
R
CO
NTIN
UA
TIO
N S
EE C
AR
DN
O
DR
AWIN
G
CG14
0608-T
R-S
K2007
SizeScale
Drawing Number Revision
Date
User:luke.sim
pson
BY:
content of this document.
any use or reliance by third party on the
whatsoever to any third party arising out of
assume any responsibility or liability
Cardno Limited does not and shall not
in accordance with the terms of the retainer.
solely for the benefit of and use by the client
This document is produced by Cardno Limited
All Rights Reserved.
Cardno Limited©
®
CA
D File:O:\D
RATR
AFF\2014\C
G140608\03 S
ketches\C
G140608-T
R-S
K2008.dgn
DATE P
LO
TTE
D:03/06/18
17:31:25
Drawn/Check
Email: [email protected] Web: www.cardno.com.au/victoria
Phone (+61 3) 8415 7777 Fax (+61 3) 8415 7788
501 Swanston Street, Melbourne, VIC Australia 3000
ABN: 47 106 610 913
16.00
2.00S
E2.00
S
E
D
A3
9
VICTORIAN PLANNING AUTHORITYBERWICK HEALTH AND EDUCATION PRECINCT
CLYDE ROAD, BERWICK
CONCEPT LAYOUT PLAN
CG140608-TR-SK2009
06.03.2018 1:1000
MELWAY MAP REF 111 C10
MATCH TO EXISTING
MATCH TO EXISTING
JO / CS
PROPOSED BUS LANE
175m THROUGH LANES (INCLUDING TAPER)
75m INNER RIGHT-TURN LANE (INCLUDING TAPER)
115m OUTER RIGHT-TURN LANE (INCLUDING TAPER)
(IN
CL
UDIN
G
TA
PER)
50
m IN
NER
RIG
HT
TU
RN
LA
NE
(IN
CL
UDIN
G
TA
PER)
65
m
LEFT
TU
RN S
LIP
LA
NE
130m LEFT-TURN SLIP LANE (INCLUDING TAPER)
(INCLUDING TAPER)
50m LEFT-TURN SLIP LANE
MO
NA
SH F
RE
EW
AY O
FF-R
AM
P
MO
NASH F
REEW
AY
ON-R
AMP
CLYDE ROAD
PR
OP
OS
ED R
OA
D
FO
R
CO
NTIN
UA
TIO
N S
EE C
AR
DN
O
DR
AWIN
G
CG14
0608-T
R-S
K2008
SizeScale
Drawing Number Revision
Date
User:luke.sim
pson
BY:
content of this document.
any use or reliance by third party on the
whatsoever to any third party arising out of
assume any responsibility or liability
Cardno Limited does not and shall not
in accordance with the terms of the retainer.
solely for the benefit of and use by the client
This document is produced by Cardno Limited
All Rights Reserved.
Cardno Limited©
®
CA
D File:O:\D
RATR
AFF\2014\C
G140608\03 S
ketches\C
G140608-T
R-S
K2009.dgn
DATE P
LO
TTE
D:03/06/18
17:30:49
Drawn/Check
Email: [email protected] Web: www.cardno.com.au/victoria
Phone (+61 3) 8415 7777 Fax (+61 3) 8415 7788
501 Swanston Street, Melbourne, VIC Australia 3000
ABN: 47 106 610 913
E
EE
E
3.05
D3.05
D
D
3.05
E
D
D
E
SIR G
US
TA
V N
OSS
AL B
OU
LE
VA
RD
FOR CONTINUATION SEE CARDNO DRAWING CG140608-TR-SK2008
A3
6
VICTORIAN PLANNING AUTHORITYBERWICK HEALTH AND EDUCATION PRECINCT
CLYDE ROAD, BERWICK
CONCEPT LAYOUT PLAN
02.11.2017
CG140608-TR-SK2010
MELWAY MAP REF 111 C10
1:1000
40
m
RIG
HT-T
UR
N
LA
NE
JO/KSSizeScale
Drawing Number Revision
Date
User:john.ocampo
BY:
content of this document.
any use or reliance by third party on the
whatsoever to any third party arising out of
assume any responsibility or liability
Cardno Limited does not and shall not
in accordance with the terms of the retainer.
solely for the benefit of and use by the client
This document is produced by Cardno Limited
All Rights Reserved.
Cardno Limited©
®
CA
D File:O:\D
RATR
AFF\2014\C
G140608\03 S
ketches\C
G140608-T
R-S
K2010.dgn
DATE P
LO
TTE
D:11/02/17
12:02:41
Drawn/Check
Email: [email protected] Web: www.cardno.com.au/victoria
Phone (+61 3) 8415 7777 Fax (+61 3) 8415 7788
501 Swanston Street, Melbourne, VIC Australia 3000
ABN: 47 106 610 913