CROSSWAY BAPTIST CHURCH - City of Whitehorse C1… · CROSSWAY BAPTIST CHURCH ... CONCLUSION ......

CROSSWAY BAPTIST CHURCH

Proposed Master Plan Development Plan Overlay Amendment

Traffic and Parking Impact Assessment

August 2011

CLIENT:

Crossway Baptist Church Inc.

CROSSWAY BAPTIST CHURCH – MASTER PLAN TRAFFIC AND PARKING IMPACT ASSESSMENT

B00833 Crossway Master Plan TIA7.doc i August 11

Table of Contents

1. INTRODUCTION .............................................................................................. 1

2. BACKGROUND ................................................................................................ 3 2.1 Proposal ........................................................................................................... 3 2.2 Tally Ho Urban Design Framework ................................................................ 3 2.3 Location ........................................................................................................... 4

3. ROAD NETWORK ............................................................................................ 5 3.1 Springvale Road .............................................................................................. 5

3.1.1 Springvale Road Traffic Flow 5

3.2 Highbury Road ................................................................................................ 6 3.3 Vision Drive ..................................................................................................... 6 3.4 Vision Drive / Springvale Road / Weeden Drive intersection ...................... 7

3.4.1 Vision Drive / Springvale Road / Weeden Drive Traffic flow 7

3.5 Accident history .............................................................................................. 8

4. CAR PARKING IMPACT .................................................................................. 9 4.1 Statutory parking requirement ....................................................................... 9 4.2 Empirical assessment of car parking demand ............................................. 9 4.3 Availability of car parking locally ................................................................ 13 4.4 Availability of public transport .................................................................... 14 4.5 Sharing of spaces by multiple uses ............................................................ 14

5. TRAFFIC GENERATION AND DISTRIBUTION – SUNDAY .......................... 15 5.1 Preamble ........................................................................................................ 15 5.2 Crossway Church peak traffic generation – Sunday morning .................. 15 5.3 Distribution of traffic onto the surrounding road network ........................ 15

5.3.1 Springvale Road / Vision Drive 16 5.3.2 Highbury Road / Crossway Church Access 16

6. TRAFFIC GENERATION AND DISTRIBUTION – AM AND PM PEAK WEEKDAYS ................................................................................................... 17

6.1 Development of Business Park Properties ................................................. 17 6.2 Commercial use of car park – Peak hour traffic generation ...................... 17

6.2.1 AM Peak Hour – 7.30 – 8.30am 18 6.2.2 PM Peak Hour – 5.00 – 6.00pm 18

7. MITIGATING WORKS .................................................................................... 19 7.1 Springvale Road / Vision Drive intersection – Preamble ........................... 19


B00833 Crossway Master Plan TIA7.doc ii August 11

7.2 Intersection capacity analysis ..................................................................... 19 7.3 Peak Church Use – Sunday .......................................................................... 20

7.3.1 Intersection Capacity – Existing Layout 20 7.3.2 Intersection Capacity – Proposed Signals 21

7.4 Commercial Use – Weekday AM and PM Peak Periods ............................. 21 7.4.1 Intersection Capacity – Proposed signalisation 22 7.4.2 Summary 22

7.5 Highbury Road / Church entrance ............................................................... 22 7.5.1 Capacity 22 7.5.2 Visibility 23

8. INTERNAL SITE ASSESSMENT ................................................................... 24 8.1 Car Park layout .............................................................................................. 24

8.1.1 Disabled Parking 24

8.2 Internal traffic flow and access .................................................................... 24 8.2.1 Vision Drive / Church entrance 24

8.3 Pedestrian Access ........................................................................................ 25

9. BICYCLE FACILITIES .................................................................................... 27

10. CONCLUSION ................................................................................................ 28

APPENDICES

APPENDIX A – SITE PLAN

APPENDIX B – ULTIMATE DEVELOPMENT PEAK HOUR VEHICLE MOVEMENTS

APPENDIX C – TRAFFIC SURVEY DATA

APPENDIX D – VISION DRIVE / SPRINGVALE ROAD INTERSECTION ANALYSIS

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B00833 Crossway Master Plan TIA7.doc 1 August 11

1. INTRODUCTION CPG Australia was engaged by the Crossway Baptist Church to prepare a Traffic Impact Assessment for the proposed Crossway Church Master Plan and in particular to:

• identify the optimal access arrangement for the development, including Springvale Road / Vision Drive intersection, to ensure the safety and operational efficiency is not compromised for all road users;

• determine parking demand associated with the proposed development;

• determine the traffic generation from the proposed development and its impact on the surrounding road network.

The report has been expanded to include a discussion on the possibility of property owners in the adjoining Business Park utilising the proposed multi-level car park associated with the Church development during the working week.

It has been identified that:

• the proposed development requires a number of remedial works on Springvale Road and Highbury Road to improve safety for parishioners and to maintain satisfactory traffic flow along the adjacent road network;

• traffic signals should be provided at the Springvale Road / Vision Drive intersection, in accordance with Council Urban Design Framework for the Tally Ho Business Park;

• an exclusive right turn lane should be considered along Highbury Road at the Crossway Church entrance to provide shelter for vehicles turning right into the Church site;

• kerb outstands and pedestrian fencing should be provided on Vision Drive, west of the proposed northern car park entry / exit.

A summary for the site and the proposed development is shown in Table 1.1.



Address Cnr Vision Drive / Springvale Road, Burwood East

Proposed development Crossway Church – Proposed master plan (development includes additional auditoriums, meeting rooms, offices, cafe and Life Care Centre)

Zoning Business 2 Zone (B2Z)

Building floor area Existing Gross Floor Area (GFA) 4,860 sqm

Proposed GFA approx. 15,300 sqm

Parking supply Existing off-street car parking supply 860 spaces

Proposed intermediate (off-street car parking supply) 1,080 spaces

Proposed ultimate (off street car parking supply) 1,594 spaces

Parking generation Statutory Rate

Place of assembly (Adjusted for anticipated parking demand) 1,176 spaces

Empirical assessment

Weekday daytime 174 spaces

Weekday evening 1,200 spaces

Weekend Saturday 174 – 1,200 spaces

Weekend Sunday 1,290 spaces

Bicycle facilities Statutory Rate:

10 bicycle rails in lockable compound for staff + shower facilities, and 12 rails for visitors

Recommended Rate:

5 rails for visitors and 5 rails for staff in compound, shower facilities provided as part of development

Traffic generation Cumulative traffic generation in the order of 1,850 vehicle movements in the peak hour (10.30 – 11.30am Sunday) comprising entry and exit movement at all access points.

Proposed Roadwork upgrades

Springvale Road / Vision Drive / Weeden Drive intersection

Proposed traffic signals with double right turn lanes along both Springvale Road and Vision Drive. It is also proposed to introduce a left turn only exit restriction on Weeden Drive.

Highbury Road / Crossway Church access

Exclusive right turn lane on Highbury Road, turning into the Crossway Church site.

Other Mitigating Works Disabled Parking Facilities

It is recommended that an additional 16 – 32 disabled parking spaces be provided in close proximity to the Church.

Pedestrian Facilities

It is recommended that kerb outstands and pedestrian fencing be installed along Vision Drive to encourage pedestrians to cross Vision Drive to the west of the Northern Car Park entrance.

Table 1.1 – Site and development summary



2. BACKGROUND

2.1 Proposal The Crossway Baptist Church currently services approximately 4000 parishioners and is planning for future growth to ultimately service 10,000 parishioners.

The master plan provides a framework for the future development and gives an overall direction to the Church in terms of traffic and parking requirements. Works would be staged with timing dependant on the demand for facilities.

The ultimate development consists of the following:

• 2 auditoriums (proposed 2,500 seat and existing 1,000 seat capacities);

• 4 additional meeting rooms (500, 300, 250 and 245 seat capacities);

• 300 seat café (for exclusive use of the Church);

• Book shop (selling books, magazines etc. related to the Church);

• Meeting rooms and offices for the Church use;

• Children’s area;

• Life Care Centre (comprising counselling rooms, meeting/seminar rooms, offices and a dry foods storage area) and associated car park (14 spaces);

• Replacing the existing at-grade car park (280 spaces) on the north side of Vision Drive with a multi-level car park (initially 750 spaces, ultimately 1,250 spaces), which would be available for use by businesses within the Tally Ho Business Park during weekdays;

• Replacing the existing at-grade car park (236 spaces) adjacent to the site (south of Vision Drive) with bi-level car park (204 spaces) and retention of 96 at-grade spaces (300 spaces in total);

• Replacing existing gravel car park south of site (344 informal spaces) with 30 formal spaces;

• A plan of the proposed development is shown in Appendix A.

2.2 Tally Ho Urban Design Framework The Crossway Church is located within the Tally Ho Business Park, which is currently subject to an Urban Design Framework, which would provide future planning for the overall precinct.

The Urban Design Framework is currently in the draft stage and a number of issues raised within the report have been considered for the proposed Crossway Church redevelopment. Some of the issues include:

• signalisation of the Vision Drive / Springvale Road intersection;

• proposed expansion of properties within the Business Park with parking in the proposed northern multi-deck car park shared with Crossway Church;

• the potential impact on Springvale Road during the AM and PM peak hours with the northern car park being utilised by Business Park staff.



2.3 Location The site is located on the south west quadrant of the Springvale Road / Vision Drive intersection. Access to the site is from Vision Drive and Highbury Road to the south. The land use within the Tally Ho Business Park is commercial (Business 2 Zone), however, surrounding land use is generally residential.

The approximate location of the proposed development and existing land use zoning is shown in Figures 2.1 and 2.2.

Figure 2.1 – Locality Plan – not to scale

(Used with permission from Melway Publishing Pty Ltd) Map Ref 62 D8

Figure 2.2 – Land Use Zoning

Whitehorse City Council Purple colour highlights Business 2 Zone (B2Z)

Light Pink colour highlights Residential 1 Zone (R1Z)

Site Site

N

N



3. ROAD NETWORK

3.1 Springvale Road Springvale Road is classified as a State Highway, providing a key north / south route through the eastern suburbs of Melbourne.

In front of the site, Springvale Road is a 6 lane divided carriageway with sheltered turn lanes for traffic turning left and right into Weeden Drive and Vision Drive.

A service road is also located along the east side of Springvale Road providing access to residential properties. Typical road conditions are shown in Figures 3.1 and 3.2.

An 80 km/h speed limit operates along Springvale Road with a default 50 km/h speed limit along the service road.

On-street parking is generally permitted (Clearway restrictions apply Monday – Friday, 6.30 – 9.30am and 4 – 6.30pm) along the main carriageway of Springvale Road however motorists are unlikely to park along Springvale Road given the high speed and volume along the road. Parking is unrestricted along the service road opposite.

Figure 3.1 – Springvale Road northbound carriageway looking south towards Highbury Road / Springvale Road intersection.

Figure 3.2 – Springvale Road southbound carriageway looking north towards the Weeden Drive / Springvale Road intersection.

3.1.1 Springvale Road Traffic Flow

Springvale Road carries approximately 65,000 vehicles per day (2-way) adjacent to the site, with peak hour volumes determined in a survey undertaken at the Vision Drive / Springvale Road intersection.

Key survey results are shown below with further details in Appendix C:

• AM peak (7.30 – 8.30am) 5100 vehicles (two-way traffic);

• PM peak (5.00 – 6.00pm) 5000 vehicles (two way traffic);

• Estimated daily traffic volume 65,000 vehicles per day (vpd).

SITE

SITE



3.2 Highbury Road Highbury Road, located to the south of the site, is classified as a primary arterial road to the west of Springvale Road and a collector road to the east.

In front of the site, Highbury Road is a 2 lane undivided carriageway with a sheltered left turn lane into the site. During peak periods, the road operates as a 4 lane / two way road. A 60 km/h speed limit operates along Highbury Road.

Traffic volumes along Highbury Road, between Springvale and Blackburn Roads are approximately 16,000 vehicles per day (2-way).

Typical road conditions are shown in Figures 3.3 and 3.4.

Figure 3.3 – Highbury Road west approach, looking east towards Springvale Road.

Figure 3.4 – Highbury Road, looking west.

3.3 Vision Drive Vision Drive is a local road and provides access into the southern section of the Tally Ho Business Park. It generally provides access to Crossway Church and World Vision. A default 50 km/h speed limit applies along Vision Drive.

Weekday traffic volumes along Vision Drive would demonstrate a significant tidal effect with the majority of vehicles entering Vision Drive in the AM peak and exiting during the PM peak, given the commercial nature of the road.

The peak occupancy of the Crossway Church occurs on Sunday morning, outside of the traditional peak business hours.

Figures 3.5 and 3.6 show the general road conditions in the vicinity of the site.

SITE

SITE



Figure 3.5 – Vision Drive, west approach, looking towards the Springvale Road intersection.

Figure 3.6 – Vision Drive looking west towards the court-bowl at the western end of Vision Drive.

3.4 Vision Drive / Springvale Road / Weeden Drive intersection The intersection of Vision Drive / Springvale Road / Weeden Drive is unsignalised. Left and right turn manoeuvres are permitted into Vision Drive with sheltered left and right turn lanes provided on Springvale Road. Egress is restricted to left out only.

All turning movements are accommodated at Weeden Drive, which facilitates access into the residential precinct east of Springvale Road, sheltered left and right turn lanes are provided.

3.4.1 Vision Drive / Springvale Road / Weeden Drive Traffic flow

A traffic count was undertaken at the intersection during the traditional midweek AM and PM peak periods and also on Sunday morning during the peak Church occupancy. Key traffic survey results are shown in Table 3.7 below with further details available in Appendix C.

Movement AM Peak (vph) 7.30 – 8.30am

PM Peak (vph) 5.00 – 6.00pm

Sunday (vph) 10.30 – 11.30am

Northbound (Springvale Road) 2,200 2,730 1,720

Southbound (Springvale Road) 2,700 2,250 2,000

Left turn into Vision Drive 44 3 85

Right turn into Vision Drive 83 10 235

Left turn exiting Vision Drive 6 140 184

Peak right turn queue (Springvale Road into Vision Drive) 10 2 2

Table 3.7 – Peak turning movement counts at Vision Drive / Springvale Road / Weeden Drive

SITE



3.5 Crash history A review of VicRoads CrashStats crash database identified no casualty crashes occurring in the 5 year period 2006-2010 inclusive at the Vision Drive / Springvale Road / Weeden Drive intersection.



4. CAR PARKING IMPACT

4.1 Statutory parking requirement Statutory parking rates for an auditorium / Church would be Place of Assembly, for which the statutory requirement for car parking is set out in Clause 52.06 of the Whitehorse Planning Scheme. Table 4.1 sets out the statutory parking requirements. Please note that the café, meeting rooms, children’s area, office etc. are ancillary to the main use and as such additional parking would not be required.

Use Net floor area / Seats

Statutory parking rate (greater of…)

Statutory parking

requirement

Place of Assembly 13,600 NFA 0.3 spaces / sqm 4,080 spaces

Place of Assembly 4,900 Seats 0.3 spaces / seat 1,470 Spaces

Table 4.1 - Statutory parking assessment

Although the ultimate parking supply would satisfy the statutory parking demand (based on the number of seats), in this instance, it is considered that the statutory parking rates would not accurately reflect the actual parking demand from the development, principally due to the operation of the auditorium with fixed seating numbers and that the different auditoriums, café and meeting rooms would not be fully occupied during the peak period.

During the day, the Church occupancy would be minimal with predominately school groups utilising the main auditorium (normally arriving and leaving via buses). Other rooms would be available for prayer and community-based programs; however their use would be minimal.

It should be noted that the Church requires services to have a capacity of between 40 – 80%. This is based on the principle that at less than 40% of capacity it makes the service look unpopular and patronage drops further; while occupancy levels over 80% result in patrons being crowded and there is a loss of amenity.

The planning scheme sets out guidelines by which the Council can reduce or waive the statutory car parking requirement. The key issues to consider are:

• any relevant parking precinct plan (none exist for this area);

• empirical assessment of car parking demand;

• availability of car parking locally;

• availability of public transport;

• sharing of car spaces by multiple uses.

4.2 Empirical assessment of car parking demand It is considered reasonable to base the parking demand on the number of seats provided given that patrons would be seated rather than congregating in open areas. It should also be noted that the occupancy has been observed to naturally cap at approximately 80% of capacity according to empirical evidence.

Records of attendance taken between 2002 and 2010 indicate that the auditorium capacity generally varies between 70% and 80%. It exceeds 80% only in December, which appears to be an effect associated with the Christmas peak. The table below shows the average attendance at the 11:00am



service (which is the most popular church service) as a percentage of the auditorium’s seating capacity, broken into calendar months.

Generally, the offices and meeting rooms would not be utilised during the peak occupancy of the site on Sundays. Also, the books and media sales and the café would generally be utilised by patrons before and after services.

For analysis purposes, it is considered that a parking rate of 0.3 spaces/seat would be representative of the actual parking demand associated with this development. A summary of the anticipated parking demand across the different periods is shown in Table 4.2 below.

Period Main Use Anticipated Parking Demand (spaces)

Weekday daytime Minimal use of auditorium, peak use of office and meeting rooms. 275 (see Table 4.3)

Weekday evening Maximum (occasional) use of main auditoriums, minimal use of office and meeting rooms and offices.

1,200 (see Table 4.4)

Saturday daytime Similar use to weekday daytime. 275

Saturday evening Similar to weekday evening. 1,200

Sunday morning Peak parking demand, in particular during service changeover (10.30 – 11.00am).

1,290 (see Table 4.5)

Table 4.2 – Summary of Parking Demand



Weekday – daytime use:

On weekdays, it is anticipated that there would be a maximum of 300 patrons on the site utilising various seminar rooms and auditorium. It has been assumed that the offices and meeting rooms would be at 100% capacity during the day (refer to Table 4.3).

The auditorium may be utilised during the day, however this would be normally by school groups that travel to and from the site by buses.


Statutory parking rate

Statutory parking

requirement

Place of Assembly 300 Seats 0.3 spaces / seat 90 Spaces

Meeting rooms 392 seats 0.3 spaces / seat 118 spaces

Office 1908 sqm 3.5 spaces / 100sqm of net floor area 67 spaces

TOTAL 275 spaces

Table 4.3 – Weekday Parking Demand

Weekday – evening use:

During the weeknights, there are a number of prayer services, however the peak patronage associated with these is generally less than 500 patrons combined.

On occasions, the auditorium may be utilised during the week, however this is generally by school groups for shows etc. Shows and Church services generally occur outside of peak hours, with patrons arriving around 7.00 – 7.30pm.

For the purposes of this assessment, it has been assumed that there would be a maximum of 4000 patrons on site, which includes both auditoriums being utilised and 500 patrons utilising meeting rooms throughout the campus including the Life Care centre for after-hours sessions. It should be noted that there would only be a small number of occasions where both auditoriums would be at capacity at the same time during the weeknights (Refer to Table 4.4).



Statutory parking

requirement

Proposed Auditorium 2,500 Seats 0.3 spaces / seat 750 Spaces

Existing Auditorium 1,000 seats 0.3 spaces / seat 300 spaces

Meeting Rooms 500 seats 0.3 spaces / seat 150 spaces

TOTAL 1,200 spaces

Table 4.4 – Weekday Evening Parking Demand

Weekend use - Saturday:

On Saturday, patronage is normally low, and the parking occupancy would be similar to weekday daytime occupancy (275 spaces) however during the evenings there may be community groups hiring out the auditoriums. If this occurs, the peak parking demand would be similar to that of the weekday evening (1200 spaces).



Weekend use - Sunday:

Existing:

The peak patronage of the Crossway Church currently occurs during Sunday and it is anticipated that this would also occur following the proposed redevelopment of the site.

There are 2 services on Sunday morning, 9am – 10.30am and 11am – 12.30pm.

Currently, approximately 4,000 patrons utilise the site on Sunday, with approximately 65 – 75% attending during the morning across 2 services. As such, at each service, there are approximately 1,300 – 1,500 patrons on site.

Based on the parking rates used above, the existing parking demand on site during the service would be 390 – 450 spaces.

Proposed:

The operation of the redeveloped site would be similar to existing operations with multiple services on Sunday morning. The maximum capacity of the site and associated parking demand is shown in Table 4.5 below.

Use Max.

Capacity (seats)

80% Capacity (seats)


Statutory parking

requirement

Main Auditorium* 2,500 2,000 0.3 spaces / seat 600 Spaces

Existing Auditorium* 1,000 800 0.3 spaces / seat 240 spaces

Beacon Cafe (used as meeting space) 245 196 0.3 spaces / seat 59 spaces

Auditorium Phase 3* 500 400 0.3 spaces / seat 120 spaces

Beacon Auditorium* 300 240 0.3 spaces / seat 72 spaces

Chapel (existing) 250 200 0.3 spaces / seat 60 spaces

TOTAL SITE 4,795 3836 0.3 spaces / seat 1,151 spaces

Expected peak use (rooms marked with

an * above) 4300 3440 0.3 spaces / seat 1,032

Overlap between services - 688 – 880 0.3 spaces / seat 206 – 258

Expected Peak Demand - 4,128 – 4,300 0.3 spaces / seat 1,238 – 1,290

spaces

Table 4.5 – Sunday Parking Demand

It should be noted however, that not all of the available rooms may be utilised on a given Sunday morning. Discussions with the Crossway Church indicates that at any one time, the main auditorium (2,500 seats), the existing auditorium (1,000 seats) and two other rooms would be utilised (assume the two largest rooms, being Auditorium Phase 3 and Beacon Auditorium with 500 and 300 seat capacity respectively). These rooms are indicated with an asterisk in Table 4.5. The total capacity of this combination of rooms is 4300 seats.

Applying the empirical maximum capacity rate of 80%, this results in an estimated peak of 3,440 patrons attending at any time, generating demand for 1,032 parking spaces (3,820 x 0.3).



The peak parking demand would occur during the second service where there would be a number of patrons from the first service still on site, either in the children’s area, café or bookshop or just chatting to friends.

It has been assumed that there would be a peak of between 20% – 25% of patrons (688 – 860 patrons) from the first service still on site during the second service. An additional 206 – 258 parking spaces would be required during this period to cater for the changeover.

As such, the peak parking demand associated with the proposed development is 1,290 spaces (1,032 + 258).

Verification:

In order to verify the anticipated parking demand, the existing parking figures have been factored up to confirm the assumptions made above.

The existing Church has 1,300 – 1,500 patrons on site during the Sunday morning service, which would generate a parking demand of 390 – 450 spaces. During the peak changeover period, an additional 20 – 25% spaces would be required (additional 90 – 113 spaces) and therefore the existing peak parking demand is 540 – 563 spaces.

As discussed previously, the proposed development is anticipated to be 2.5 times greater than the existing Crossway Church.

Factoring up the existing parking demand would give peak parking demand figures of 1350 – 1406 spaces. These figures are within 10% of the parking generation figures determined through first principles, which are therefore considered reasonable.

4.3 Availability of car parking locally Parking is generally permitted along Vision Drive and Highbury Road, however there would be sufficient off-street parking to accommodate the anticipated parking demand and it is unlikely that there would be any overflow onto the road network.

The existing and proposed parking supply is shown in Table 4.6 below.

Car Park Existing Capacity Proposed Capacity

Car park adjacent to site (south of Vision Drive) – Existing at-grade car park 236 300

Northern Car park (north of Vision Drive) – Existing at-grade car park, proposed multi-deck 280 1,250

Gravel Car park (south of site) – Existing at-grade, unsealed car park, proposed multi-level car park 344 30

Southern car park – proposed in conjunction with Life Care Centre 0 14

*World Vision Car park – Existing at-grade car park 140* 140*

TOTAL SITE 860 1,594

Table 4.6 – Parking Supply * Although the Crossway Church has an agreement to utilise the World Vision Car Park, this has not been included in the calculation for parking supply at the site as change of use or management at World Vision may impact on any arrangement currently in place.



The construction of the multi-deck car parks would be staged to cater for the parking demand as the Church expands. Initially, the northern car park would be approximately 3 levels, with capacity of 750 spaces, however its construction would allow for an additional 2 levels to be constructed when required.

It should be noted that even with the reduced capacity of the northern car park, the site would generally have sufficient off-street parking to address the anticipated peak parking demand for the ultimate development (1,290 spaces).

4.4 Availability of public transport A number of bus services are located in close proximity to the site with a “Smart Bus” proposed along Springvale Road.

It is considered unlikely that public transport would be well utilised during the peak occupancy on weekends and evenings given the late finish and generally low bus usage by worshipers on Sundays (given the low frequency of bus services). Some staff may utilise the bus services however this would be during off-peak periods and would have a minimal impact on the overall peak parking demand.

4.5 Sharing of spaces by multiple uses The Crossway Church has a reciprocal agreement with World Vision (located on the north side of Vision Drive) whereby Church patrons may utilise the World Vision car park during their peak periods, outside of the traditional business hours and World Vision staff may utilise the Church car parking during office hours.

The World Vision car park has approximately 140 spaces which are generally utilised prior to occupation of the northern car park given its proximity to the Crossway Church site.

The agreement is expected to continue after the proposed development however the 140 spaces have not been included in the parking supply as any future change in management or ownership of World Vision may result in the 140 space car park not being available to the Crossway Church during peak demand periods. It should be noted that the site has sufficient parking supply without including the World Vision car park.



5. TRAFFIC GENERATION AND DISTRIBUTION – SUNDAY

5.1 Preamble The peak traffic generation from the Crossway Church site occurs between the two Sunday morning services (between 10.30 – 11.30am). It is anticipated that the peak hour traffic generation would be approximately 1,850 vehicles (see Table 5.1).

In determining the distribution onto the surrounding road network, the following assumptions have been made:

• Approximately 50% of vehicles utilise the Vision Drive / Springvale Road access and 50% utilise the Highbury Road entry / exit;

• At Springvale Road / Vision Drive – 75% of vehicles turn right and 25% turn left into Vision Drive from Springvale Road (based on existing traffic distribution, refer to Table 3.7);

• Currently all vehicles exiting Vision Drive turn left however if the intersection was signalised, it is likely that approximately 25% of vehicles would turn right and 75% would turn left;

• At the Highbury Road entry / exit – there is estimated to be a 60 / 40 split for left / right turning traffic;

• This traffic distribution is shown in Appendix B.

5.2 Crossway Church peak traffic generation – Sunday morning The peak hour for the Church is during Sunday morning, between 10.30am and 11.30am, where the first service finishes at 10.30am and the second commences at 11.00am. Total traffic generation figures for this peak hour is shown in Table 5.1 below and reflect peak parking derived in Table 4.5.

No. Vehicles entering the site for service #2

No. Vehicles exiting the site for service #1

Vehicles remaining on site from service #1

TOTAL TRAFFIC MOVEMENTS

1,056 792 264 1,848

Table 5.1 – Peak hour traffic movements - Sunday

5.3 Distribution of traffic onto the surrounding road network There are two entry / exit points for the Crossways Church to the arterial road network. Discussions with the Crossway Church indicate that currently, approximately 50% of vehicles utilise the Vision Drive / Springvale Road access and 50% utilise the Highbury Road entry / exit (Refer to Table 5.2). Entering Site at Springvale Rd / Vision Drive

Exiting Site at Springvale Road / Vision Drive

Entering site at Highbury Road

Exiting Site at Highbury Rd

528 396 528 396

Table 5.2 – Distribution of traffic onto the surrounding road network



5.3.1 Springvale Road / Vision Drive

Based on traffic patterns established from the turning movement counts at the Springvale Road / Vision Drive intersection in September 2006 (Refer to Appendix C), approximately 75% of vehicles would turn right and 25% would turn left into Vision Drive in the peak hour between 10.30am – 11.30am Sunday morning (Refer to Table 5.3).

This equates to approximately a 60% – 70% increase in traffic volumes turning into the site at the Springvale Road / Vision Drive intersection.

It should be noted that traffic volumes exiting the site would more than double. All traffic exiting Vision Drive is currently required to turn left however if the intersection was signalised, it is likely that right turn movements would be permitted at the intersection.

Layout Right into Vision Drive

Left into Vision Drive

Right out of Vision Drive

Left out of Vision Drive

Existing Layout 396 132 - 396

Proposed signalisation

396 132 99 297

Table 5.3 – Anticipated Traffic movements at Springvale Road / Vision Drive

5.3.2 Highbury Road / Crossway Church Access

As mentioned previously, discussions with the Crossway Church indicate that approximately half of the vehicles entering / exiting the site would utilise the Highbury Road / Crossway Church site access.

It is considered that exiting the site, there would be a 60 / 40 split for left and right turning traffic. Refer to Table 5.4 for the anticipated traffic distribution.

Right into Highbury Road

Left into Highbury Road

Left into Site Right into Site

158 238 211 317

Table 5.4 – Anticipated Traffic movements at Highbury Road / Crossway Church entry



6. TRAFFIC GENERATION AND DISTRIBUTION – AM AND PM PEAK WEEKDAYS

6.1 Development of Business Park Properties It has been identified in the Urban Design Framework that a number of developments within the Tally Ho Business Park would be able to increase their building footprint or increase the height of their building by relocating at-grade parking to the proposed northern multi-level car park.

The Crossway Church’s northern car park (north of Vision Drive) has been identified as a location for a privately operated multi-storey car park “servicing Crossway Baptist Church on weekends and servicing the Business Park during the working week.”

The businesses generally operate during the traditional office hours (9am – 5pm) and are closed on the weekends and evenings during the peak Church hours. From the estimates in Tables 4.2 and 4.6 it is expected that the Crossway Church has sufficient parking on-site to cater for the expected parking demand during the weekday business hours.

The existing 280 space at-grade Northern Car Park is currently being utilised by Business Park developments. For the purposes of conservative analysis, it has been assumed that half of the car park is currently being leased by Business Park developments.

As such, during the week, the proposed northern multi-level car park would have an additional 610 (750 spaces – (280/2)) spaces initially and 1,110 (1250 – 280/2)) spaces eventually that would be available for use by the Business Park Office developments (refer to Table 6.1).

Stage of Development Additional spaces available

Initial development – 750 space car park 610 spaces

Peak development – 1250 space car park 1,110 spaces

Table 6.1 – Additional parking spaces available for use by Business Park Developments

It is assumed that the majority of the developments within the Business Park are office developments, with a generic parking generation rate of 3.5 spaces / 100 sqm (refer to table 52.06 of the Planning Scheme).

As such, there would be 17,470 sqm initially and 31,710 sqm ultimately of office space that may be introduced within the Business Park as a result of the multi-deck car park’s construction.

6.2 Commercial use of car park – Peak hour traffic generation The use of the northern car park by businesses within Tally Ho Business Park would have a significant impact on the Vision Drive / Springvale Road intersection. The traffic movements for office developments are generally tidal with the majority of patrons arriving in the morning and leaving in the afternoon.

With a 1,250 capacity car park, it is considered that there would be a significant impact with all traffic required to utilise the Vision Drive / Springvale Road intersection.

It has been assumed that approximately 60% of the car park occupants would arrive and leave during the AM and PM peak hours respectively (based on existing surveys, 7.30 – 8.30am and 5 – 6pm).

It has also been assumed that approximately 30% of vehicles currently turning into and out of Vision Drive in the peak hours would be utilising the existing at-grade northern car park.



6.2.1 AM Peak Hour – 7.30 – 8.30am

In the AM peak hour, there would be approximately 666 (1,110 x 60%) additional vehicles turning into Vision Drive from Springvale Road. Currently, there are 127 vehicles entering Vision Drive during the AM peak hour giving a total of 793 vehicles entering Vision Drive. Based on existing turning movement counts in the AM weekday peak, approximately 65% of these would be turning right and 35% turning left into Vision Drive.

As such, there would be 515 vehicles turning right and 278 vehicles turning left into Vision Drive during the AM peak hour. Given the likely significant impact on Springvale Road, aaSIDRA analysis of the intersection has been undertaken (see discussion in Section 7.2).

Right into Vision Drive

Left into Vision Drive

515 278

Table 6.2 – Anticipated AM Peak Hour traffic movements at Springvale Road / Vision Drive

6.2.2 PM Peak Hour – 5.00 – 6.00pm

In the PM peak hour, there would be approximately 666 (1,110 x 60%) additional vehicles turning left from Vision Drive into Springvale Road. Currently, there are 141 vehicles exiting Vision Drive.

As such, there would be approximately 807 vehicles turning left from Vision Drive into Springvale Road during the PM peak hour. If the intersection was signalised, it is likely that right turn movements would be permitted at the intersection. It is anticipated that approximately 35% would turn right and 65% would turn left. Given the likely significant impact on Springvale Road, aaSIDRA analysis of the intersection has been undertaken.

Intersection arrangement Right turn existing

Vision Drive Left turn exiting Vision Drive

Existing intersection arrangement

– 807

Proposed signalisation 282 525

Table 6.3 – Anticipated PM Peak Hour traffic movements at Springvale Road / Vision Drive



7. MITIGATING WORKS

7.1 Springvale Road / Vision Drive intersection – Preamble As discussed previously, Whitehorse City Council is currently undertaking an Urban Design Framework for the Tally Ho Business Park precinct. As a part of this study, signalising the Springvale Road / Vision Drive intersection has been considered, however it is understood that VicRoads has been hesitant to endorse traffic signals at this location in the past. Council’s traffic engineers have also raised concerns regarding possible rat-running through Weeden Drive.

Given the significant increase in traffic volumes at the intersection, an assessment of the operation of the intersection has been undertaken, based on the existing layout of the Springvale Road / Vision Drive intersection and with traffic signals installed at the intersection.

The analysis is separated into the peak use of the Church (Sunday morning) and the commercial use of the northern car park (weekday AM and PM peak).

The aaSIDRA analysis has indicated the following:

• There would be noticeable queues and a high degree of saturation for the peak Church use on Sunday morning and would require signalisation of the Vision Drive / Springvale Road intersection even though the peak operation would occur twice on a Sunday morning (prior to commencement of each service) where the delays would not be critical to the operation of the road network;

• The commercial use of the Crossway Church car park would require the signalisation of the Vision Drive / Springvale Road intersection and would require:

o Double right turn lanes from Vision Drive into Springvale Road;

o Double right turn lanes from Springvale Road into Vision Drive;

o Changing operation for vehicles exiting Weeden Drive to left out only (in order to reduce the likelihood of motorists rat-running through the local road network).

It should be noted that signalising the Springvale Road / Vision Drive intersection would result in a change of traffic patterns throughout the Church property with many patrons that would normally exit onto Highbury Road to travel south along Springvale Road, turning right at the Springvale Road / Vision Drive intersection.

For the purposes of this analysis, it has been assumed that the Weeden Drive exit would be left out only to reduce the incidence of rat-running through the local road network. If right turn movements were permitted, split phasing may be required, which would significantly increase delays and queues at the intersection and is therefore not considered desirable.

7.2 Intersection capacity analysis aaSIDRA is a computer program that is widely used to model the performance of intersections and provides information on the delays to motorists, queue lengths and the capacity of an intersection to accommodate traffic.

For an unsignalised intersection, the intersection degree of saturation ‘X’ measures the degree to which a movement at an intersection approaches the capacity for that movement (i.e. the ratio of the demand flow / capacity).

For both signalised and unsignalised intersections, the operational characteristics and level of service are generally considered satisfactory when X is less than 0.80. At higher values longer queues and delays are experienced by motorists on the side road which results in motorists becoming frustrated and potentially selecting inappropriate or smaller gaps in the traffic to enter the intersection (refer to Table 7.1).



Degree of Saturation

X

Description of intersection operation

Less than 0.65 Excellent operating conditions.

0.6 – 0.7 Very good operating conditions.

0.7 – 0.8 Good operating conditions.

0.8 – 0.9 Acceptable operating conditions.

0.9 – 1.0 Poor operating conditions.

> 1.0 Very poor operating conditions.

Table 7.1 – Intersection Degree of Saturation Levels

7.3 Peak Church Use – Sunday As discussed previously, the peak use of the Crossway Church would be on Sunday morning, when there are generally light traffic conditions along the arterial road network.

The operation of the Vision Drive / Springvale Road intersection was assessed on Sunday morning for both the existing layout (unsignalised, with left turn exit from Vision Drive only), and with signals proposed (accommodating right turn movement out of Vision Drive).

7.3.1 Intersection Capacity – Existing Layout

The intersection analysis demonstrates that delays and queues for motorists would be considered significant, however as mentioned previously, this would occur twice on a Sunday morning where the delays would not be critical to the operation of the road network.

A summary of the aaSIDRA analysis is shown in Table 7.2 with detailed information included in Appendix D.

Springvale Road / Vision Drive intersection

(Period)

IntersectionDegree of

Saturation (X)

Peak delay (s) 95th percentile queue (m)

Sunday AM Peak (10.30 – 11.30 am)

Existing 0.88 76.0 (Springvale Road north approach Right Turn)

53 (Vision Drive, west approach)

Ultimate > 1.0 110.6 (Springvale Road north approach Right turn)

138 (Springvale Road north approach)

Table 7.2 – Springvale Road / Vision Drive aaSIDRA analysis for Sunday morning, existing layout for existing and ultimate development conditions

With the existing layout and conditions, there would be significant delays and queues and the intersection operation would be unsatisfactory.

Although these adverse conditions would occur only twice on a Sunday morning, where delays would not be critical to the operation of the road network, it is considered that the intersection should be signalised as the delays and queues may lead to driver frustration and motorists selecting inappropriate gaps in traffic.



7.3.2 Intersection Capacity – Proposed Signals

For the Sunday Church use peak, the intersection was analysed with the provision of traffic signals. During the Church peak, there are a significant number of vehicles turning right from Springvale Road into Vision Drive and an option was considered whereby 2 right turn lanes are provided from Springvale Road into Vision Drive and from Vision Drive into Springvale Road.

A summary of the aaSIDRA analysis for signalising Springvale Road / Vision Drive is shown in Table 7.3 with detailed information attached in Appendix D.


(Period)

IntersectionDegree of Saturation

(X)

Peak delay (s) 95th percentile queue (m)

Sunday AM Peak (10.30 – 11.30 am)

Single Right turn lane

0.73 72.2 (Springvale Road south approach right turn)

204 (Springvale Road south approach)

Double right turn lane

0.60 72.6 (Vision Drive Right turn) 172 (Springvale Road south approach)

Table 7.3 – Springvale Road / Vision Drive – Proposed Traffic Signals aaSIDRA analysis for Sunday peak periods for ultimate development conditions

The aaSIDRA analysis indicates that if the intersection were signalised (with single right turn lanes), it would generally operate satisfactorily with a degree of saturation of 0.73. Intersection capacity would be improved with delays and queue lengths significantly reduced if double right turn lanes were introduced.

The following intersection improvement works would be required for the signals to be introduced at the intersection:

• Widening into the median and outer separator to provide 2 right turn lanes on Springvale Road into Vision Drive;

• Extending the right turn lane on Springvale Road to approximately 85m;

• Widening along the north side of Vision Drive to provide a left turn slip lane and 2 right turn lanes (one of the right turn lanes is a 30m short lane) for vehicles exiting onto Springvale Road. There are wide medians on Vision Drive to accommodate the proposed turn lanes;

• Widening along the south side of Vision Drive to provide 2 departure lanes;

• Extending the sheltered left turn lane on Springvale Road. It should be noted that there have already been 2 rear end crashes on the south approach of the intersection and with an increase in the number of vehicles slowing to turn left into the site; it is recommended that the left turn lane be lengthened to cater for the increased traffic.

7.4 Commercial Use – Weekday AM and PM Peak Periods As discussed previously, the peak commercial use of the Crossway Church’s northern car park would be during the weekday AM and PM peak hours where there would be significant traffic flow along Springvale Road.

The operation of the Vision Drive / Springvale Road intersection was assessed for both the AM and PM peak weekday periods for the proposed signalisation option.

It is assumed that the existing intersection layout would not operate satisfactorily in the weekday AM and PM peak given that the intersection was unsatisfactory during the Sunday peak which has significantly lower volumes than the weekday AM and PM peak.

The aaSIDRA analysis (see Table 7.4 below) indicates that the Springvale Road / Vision Drive intersection would need to be signalised given the significant traffic volumes generated by the proposed commercial use of the northern car park.



7.4.1 Intersection Capacity – Proposed signalisation

In order for the intersection to operate satisfactorily during the traditional AM and PM peak periods, double right turn lanes were required on both Springvale Road and Vision Drive.

A summary of the aaSIDRA analysis is shown in Table 7.4 with detailed information included in Appendix D.


(Period)

IntersectionDegree of

Saturation (X)

Average delay (s) 95th percentile queue (m)

AM Peak (8 – 9 am) Ultimate 0.77 72.1 (Vision Drive Right Turn) 242 (Springvale Road south approach)

PM Peak (3:15 – 4:15 pm) Ultimate 0.79 69.1 (Springvale Road north approach Right Turn)

280 (Springvale Road south approach)

Table 7.4 – Springvale Road / Vision Drive aaSIDRA analysis for the weekday AM and PM peak periods for the ultimate development conditions

It is considered that the intersection with signals under the proposed ultimate traffic conditions would operate satisfactorily. The expected queues are not ideal, however these are conservative values based on random arrivals at the intersection. In practice, the intersection would be linked to the signals at Highbury Road and Burwood Highway and the queues on the through movement are likely to be significantly less than those modelled by aaSIDRA.

7.4.2 Summary

The detailed traffic surveys together with the intersection analysis has confirmed, that traffic signals would be required at the Vision Drive / Springvale Road intersection for both the Church use and weekday commercial use.

Although the Church peak occurs on a Sunday morning, it is considered that the intersection operation would be unsatisfactory and would result in driver frustration and lead to motorists selecting inappropriate gaps in traffic and taking unnecessary risks.

For the northern car park to be used during the week by the Business Park staff, traffic signals would need to be installed at the Vision Drive / Springvale Road intersection. Also, double right turn lanes would need to be provided along both Springvale Road and Vision Drive.

7.5 Highbury Road / Church entrance 7.5.1 Capacity

Church Exit – Right turn exiting Church

AustRoads Guide to Traffic Engineering Practice Part 2 – Roadway Capacity identifies that driveway/main road intersections perform satisfactorily, and remedial works are generally not required, when the volume of right turning traffic wishing to enter Highbury Road (in this case) is less than 200 – 250 vehicles per hour (it is anticipated that 158 vehicles would be turning right).

It should also be noted that the peak right turn movement out of the Crossway Church would occur during Sunday morning, when traffic volumes are generally low. During the traditional AM and PM peak hours, there would be minimal turning movements out of the site.



Highbury Road – Right turn entering Church

During the peak Church use period on Sunday mornings, it is anticipated that there would be approximately 317 vehicles turning right from Highbury Road into the Church entry.

Although there are not significant traffic movements along Highbury Road at this time, it is recommended that a sheltered right turn lane be provided for the right turning vehicles. Although Highbury Road is a two lane / two way road, it operates as a 4 lane / two way road during peak periods.

It is considered that the right turn treatment would reduce the carriageway width to 2 lanes in either direction, which may have an impact during the weekday peak periods.

7.5.2 Visibility

Visibility for motorists exiting the Crossway Church to observe pedestrians and Highbury Road traffic is considered satisfactory.

Australian Standards AS 2890.1:2004 – Off-street car parking specifies that the sight lines at a driveway and main road intersection should be clear of obstructions for 65 (min.) to 83 (desirable) metres for a 60 km/h road. These conditions are exceeded with motorists being able to observe traffic in excess of 150 m from the intersection.

Figures 7.1 and 7.2 show the reasonable visibility a motorist would have to observe traffic on Highbury Road

Figure 7.1 – Crossway Church exit looking west along Highbury Road.

Figure 7.2 – Crossway Church exit looking east along Highbury Road towards the Springvale Road intersection.



8. INTERNAL SITE ASSESSMENT

8.1 Car Park layout The proposed car parks have not yet been designed, given that the proposed master plan is based on the built form, however, the car parks would be designed to conform to the Planning Scheme requirements.

8.1.1 Disabled Parking

The proposed layout plan indicates that there are approximately 10 disabled parking spaces provided in the off-street car park in front of the Church, south of Vision Drive.

For a Church site with a total parking capacity of 1,580 spaces, 1 – 2% should be allocated as disabled parking. As such, 16 – 32 disabled parking spaces would be required and it is recommended that they be provided in close proximity to the site, either in the at-grade car park adjacent to the Church, or the southern multi-deck car park.

8.2 Internal traffic flow and access The proposed internal road layout for the development is considered satisfactory. The internal road extending between Vision Drive and Highbury Road would generally follow the existing alignment, which is considered satisfactory.

It is recommended that access to the southern multi-deck car park be provided through the internal road rather than through Springvale Road. Motorists would then have an option to use either the Highbury Road access or Vision Drive.

8.2.1 Vision Drive / Church entrance

Along Vision Drive, there are 2 entry and egress driveways, and one entry only which provides access to disabled parking spaces along the front of the site and also the pick up / drop off area (refer to Figures 8.1 and 8.2).

Figure 8.1 – Crossway Church exit looking west along Highbury Road.

Figure 8.2 – Crossway Church entry to disabled parking area and drop off / pick up.

Capacity

AustRoads Guide to Traffic Engineering Practice Part 2 – Roadway Capacity identifies that driveway/main road intersections perform satisfactorily, and remedial works are generally not required, when the volume of right turning traffic wishing to enter Vision Drive (in this case) is less than 200 – 250 vehicles per hour.

Eastern entry / egress

Western entry / egress



Visibility

Visibility for motorists exiting the Crossway Church to observe pedestrians and Vision Drive traffic is considered satisfactory.

Australian Standards AS 2890.1:2004 – Off-street car parking specifies that the sight lines at a driveway and main road intersection should be clear of obstructions for 45 (min.) to 69 (desirable) metres for a 50 km/h road. These conditions are exceeded with motorists being able to observe traffic in excess of 80 m from the driveway.

Figures 8.3 – 8.6 show the indicative sight distance a motorist would have to observe traffic on Vision Drive.

Figure 8.3 – Crossway Church eastern exit looking west along Vision Drive.

Figure 8.4 – Crossway Church eastern exit looking east along Vision Drive.

Figure 8.5 – Crossway Church western exit looking east along Vision Drive.

Figure 8.6 – Crossway Church western exit looking west along Vision Drive.

8.3 Pedestrian Access During the peak periods, when the northern off-street car park is being utilised, there is a conflict between pedestrians crossing Vision Drive and vehicles entering and exiting the Church car parks.

During the daytime there would be minimal pedestrian movements across Vision Drive. During the evening, when there would be parking demand within the northern car park, there would be some conflict between pedestrians and cars, however this would be minimal given the tidal nature of the traffic flow, with patrons arriving and exiting the Church at similar times.



On Sunday morning, at the peak changeover period, there would be patrons both entering and exiting the northern car park, creating a significant conflict between pedestrians and cars.

Although it would be difficult to justify a pedestrian crossing given that its use would be limited to a couple of hours on a Sunday, remedial works should be considered to channel pedestrians to a safe crossing location. Some of these works include:

• Kerb outstands on Vision Drive, just west of the northern car park entry / egress. The kerb outstands would:

o Provide indication to pedestrians of the preferred crossing location;

o Allow pedestrians to be positioned beyond parallel parked cars to see and be seen by approaching motorists;

o Reduce the crossing distance, particularly for elderly and disabled pedestrians attending the Church.

• Pedestrian fencing along Vision Drive. The pedestrian fencing would channel pedestrians to the recommended crossing location.



9. BICYCLE FACILITIES The Planning Scheme, in Clause 52.34, makes provisions for developments to formally incorporate bicycle facilities to encourage cycling as a mode of transport.

The statutory rates for a place of assembly were utilised as it provides the closest representation to a Church (Refer to Table 9.1).

Place of Assembly

Use Net Floor Area

(sqm) Spaces Total spaces

Employee 15,300 1 space / 1500 sqm 10 spaces

Visitors 15,300 2 spaces + 1 space / 1500sqm

12 spaces

Table 9.1 - Statutory bicycle spaces assessment

In accordance with the Planning Scheme requirements, the proposed development would be required to provide 12 rails for visitors and 10 bicycle lockers or bicycle rails in a lockable compound for staff.

The planning scheme sets out guidelines to waive or reduce the level of bicycle facilities that may be provided. Issues that are considered include whether the proposed number and location of bicycle facilities meet the purpose of the clause, the intended use of the site and what opportunities exist for bicycle travel.

In this instance, it is considered that there would be minimal demand for bicycle facilities given that:

• Generally parishioners attend Church in family groups, travelling in cars;

• Functions at the Church finish late in the evening which is not conducive to bicycle travel;

• The site is located along a major arterial road (Highway), with no bicycle facilities.

Having regard to the above, it is considered that providing 12 rails for visitors and 10 lockers or rails in a lockable area would be excessive at this stage. It is recommended that 5 rails be provided for visitors and 5 lockers or rails in a lockable room be made available for staff. The proposed development has showers and change facilities provided on the premises that can be used by cyclists.



10. CONCLUSION In order for the proposed Crossway Baptist Church Master Plan to operate in a safe and satisfactory manner, a number of remedial works are required on the adjacent road network.

The works which should be implemented include:

Springvale Road / Vision Drive / Weeden Drive

It is proposed to introduce traffic signals at the Springvale Road / Vision Drive intersection, which would include the following;

o Widening into the median and outer separator to provide 2 right turn lanes on Springvale Road into Vision Drive;

o Extending the right turn lane on Springvale Road to approximately 85m;

o Widening along the north side of Vision Drive to provide a left turn slip lane and 2 right turn lanes (one of the right turn lanes is a 30m short lane) for vehicles exiting onto Springvale Road;

o Widening along the south side of Vision Drive to provide 2 departure lanes;

o Extending the sheltered left turn lane on Springvale Road;

o Modifying the Weeden Drive exit onto Springvale Road into left out only.

Vision Drive

The following remedial works are proposed to facilitate pedestrian movements along Vision Drive:

o Kerb outstands on Vision Drive, just west of the northern car park entry / egress;

o Pedestrian fencing along the northern and southern section of Vision Drive in the vicinity of the proposed kerb outstands.

Highbury Road – At the Crossway Church entry

o It is recommended that a sheltered right turn lane be provided for vehicles turning right from Highbury Road into the Crossway Church.

The projected traffic from the Church site is 1,848 vehicles in the peak hour (10.30 – 11.30am Sunday morning).

It is considered that there is sufficient off-street car parking provided to cater for the anticipated parking demand generated by the proposed development.

Limited bicycle facilities should be included in the development, to encourage cycling as an alternative mode of transport.

The provision of disabled parking should be increased to a minimum of 17 spaces, or desirably 35 spaces.

It is considered that there would be no traffic or parking grounds that would warrant refusal of the Crossway Church Master Plan being adopted.


B00833 Crossway Master Plan TIA7.doc Appendices August 11

APPENDIX A SITE PLAN



Figure A1 – Proposed Crossway Church development site plan (not to scale)



APPENDIX B ULTIMATE DEVELOPMENT PEAK HOUR VEHICLE MOVEMENTS



Figure B1 – Sunday Peak hour traffic movements (existing layout)

396

132

396

158

211

238

317



Figure B2 – Sunday Peak hour traffic movements (Proposed signals layout)

396

132

297

158

211

238

317

99



Figure B3 – Proposed Weekday AM Peak hour traffic movements

Figure B4 – Proposed Weekday PM Peak hour traffic movements

515

278

3 3

10

3

525 282



APPENDIX C TRAFFIC SURVEY DATA



Total PM AM

9671 2318 2790

332 27 174 Total 196 9345 130

9786 2842 2257 PM 10 2249 59

264 141 6 AM 83 2699 8

Total PM AM AM PM Total260 141 6

4 0 0 27 7 62

0 0 0 1 0 3

146 20 267

Total PM AM AM 44 2198 15

9821 2879 2231 PM 3 2731 108 5:00 PM to 6:00 PM

326 167 23 Total 95 9499 192

9612 2269 2845

294 13 128

East Approach

West

TOTAL ARRIVING TO APPROACH

Wes

t App

roac

h

Visi

on D

rive

East

South

West

PM Peak Hour :

TURNING MOVEMENT COUNT: SUMMARY FOR VEHICLES

AM Peak Hour :

Melways Map 62 Ref. D8Intersection of Springvale Road and Weeden Drv and Vision Drive

7:30 AM to 8:30 AM

North

Count Date :

Count Interval(s) :

Springvale Road

South Approach

TOTAL DEPARTING FROM APPROACH

South

East

North

Thursday, 31st August 2006

From 7:00 PM to 9:00 AMFrom 4:00 PM to 6:00 PM

Weeden D

rv

North Approach

Springvale Road

Total Vehicles

Right Turn - Queued Vehicles

0

2

4

6

8

10

12

7:00

7:15

7:30

7:45

8:00

8:15

8:30

8:45

16:0

0

16:1

5

16:3

0

16:4

5

17:0

0

17:1

5

17:3

0

17:4

5

Time

Que

ued

Vehi

cles

Figure C1 – Weekday peak hour turning movement count



Total PM AM

3209 2281

60 46 Total 264 2891 54

2582 1844 PM

202 185 AM 236 2005 40

Total PM AM AM PM Total201 184

1 1 5 11

0 0 3 3

38 46

Total PM AM AM 82 1719 43

2650 1908 PM

105 84 Total 94 2438 50

2937 2043

361 321

East Approach

West

TOTAL ARRIVING TO APPROACH

Wes

t App

roac

h

Visi

on D

rive

EastSouth

West

PM Peak Hour :

TURNING MOVEMENT COUNT: SUMMARY FOR VEHICLES

AM Peak Hour :

Melways Map 62 Ref. D8Intersection of Springvale Road and Weeden Drv and Vision Drive

10:30 AM to 11:30 AM

North

Count Date :

Count Interval(s) :

Springvale RoadSouth Approach

TOTAL DEPARTING FROM APPROACH

South

EastNorth

Sunday, 3rd September 2006

From 10:00 PM to 11:30 AM

Weeden D

rv

North Approach

Springvale Road

Total Vehicles

Right Turn - Queued Vehicles

0

1

2

3

10:0

0

10:1

5

10:3

0

10:4

5

11:0

0

11:1

5

Time

Que

ued

Vehi

cles

Figure C2 – Sunday Peak Hour turning movement count



APPENDIX D VISION DRIVE / SPRINGVALE ROAD INTERSECTION ANALYSIS



Springvale Road / Vision Drive Sunday AM Peak Existing Intersection ID: Give-Way Sign Controlled Intersection Table S.14 - SUMMARY OF INPUT AND OUTPUT DATA -------------------------------------------------------------------------- Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (secs) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x (sec) (m) (m) ------------------------------------------------------------------------- South: South App Springvale 1 L 86 86 0 0.046 8.2 0 50 2 T 603 603 0 0.309 0.0 0 3 T 603 603 0 0.309 0.0 0 4 T 603 603 0 0.309 0.0 0 5 R 45 45 0 0.549 76.0 16 50 ----------------------------------------------------------------- 86 1809 45 1940 0 0.549 2.1 16 ------------------------------------------------------------------------- East: East App Weeden 1 L 40 40 0 0.760 142.9 23

----------------------------------------------------------------- 40 0 0 40 0 0.760 142.9 23

------------------------------------------------------------------------- North: North App Springvale 1 L 42 42 0 0.023 8.2 0 50 2 T 704 704 0 0.361 0.0 0 3 T 704 704 0 0.361 0.0 0 4 T 704 704 0 0.361 0.0 0 5 R 248 248 0 0.853 43.6 48 50 ------------------------------------------------------------------ 42 2111 248 2401 0 0.853 4.7 48 -------------------------------------------------------------------------- West: West App Vision 1 L 194 194 0 0.876 65.1 53 ------------------------------------------------------------------ 194 0 0 194 0 0.876 65.1 53 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 4575 0 0.878 7.4 53 ========================================================================== Total flow period = 60 minutes. Peak flow period = 30 minutes.



Springvale Road / Vision Drive Sunday AM Peak Proposed Ultimate Traffic flow Intersection ID: Give-Way Sign Controlled Intersection Table S.14 - SUMMARY OF INPUT AND OUTPUT DATA -------------------------------------------------------------------------- Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (secs) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x (sec) (m) (m) -------------------------------------------------------------------------- South: South App Springvale 1 L 139 139 0 0.075 8.2 0 50 2 T 603 603 0 0.309 0.0 0 3 T 603 603 0 0.309 0.0 0 4 T 603 603 0 0.309 0.0 0 5 R 45 45 0 0.549 76.0 16 50 ------------------------------------------------------------------ 139 1809 45 1993 0 0.549 2.3 16 -------------------------------------------------------------------------- East: East App Weeden 1 L 40 40 0 0.760 142.9 23 ------------------------------------------------------------------ 40 0 0 40 0 0.760 142.9 23 -------------------------------------------------------------------------- North: North App Springvale 1 L 42 42 0 0.023 8.2 0 50 2 T 751 751 0 0.385 0.0 0 3 T 751 751 0 0.385 0.0 0 4 R 610 134 744 0 0.385 110.6 138 5 R 283 283 0 1.044 110.6 138* 50 ------------------------------------------------------------------ 42 2111 417 2570 0 1.044 12.3 138 -------------------------------------------------------------------------- West: West App Vision 1 L 417 417 0 1.005 64.5 127 ------------------------------------------------------------------ 417 0 0 417 0 1.005 64.5 127 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 5020 0 1.045 13.7 138 ========================================================================== Total flow period = 60 minutes. Peak flow period = 30 minutes.



Springvale Rd / Vision Drive Sunday Peak Hour Signalised (single right turn lanes) Intersection ID: Fixed-Time Signals, Cycle Time = 120 Table S.14 - SUMMARY OF INPUT AND OUTPUT DATA -------------------------------------------------------------------------- Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (secs) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x (sec) (m) (m) -------------------------------------------------------------------------- South: Sth App Springvale 1 L 139 139 0 1949 51 0.470 30.9 46 50 2 T 603 603 0 1949 51 0.728 30.7 204 3 T 603 603 0 1949 51 0.728 30.7 204 4 T 603 603 0 1949 51 0.728 30.7 204 5 R 45 45 0 1949 6 0.485 72.2 27 50 ------------------------------------------------------------------ 139 1809 45 1993 0 0.728 31.6 204 -------------------------------------------------------------------------- East: East App Weeden 1 L 48 48 0 1949 25 0.124 49.8 23 ------------------------------------------------------------------ 48 0 0 48 0 0.124 49.8 23 -------------------------------------------------------------------------- North: Nth App Springvale 1 L 42 42 0 1949 83 0.086 14.3 8 50 2 T 704 704 0 1949 83 0.522 9.4 141 3 T 704 704 0 1949 83 0.522 9.4 141 4 T 704 704 0 1949 83 0.522 9.4 141 5 R 417 417 0 1949 38 0.709 46.9 154 170 ------------------------------------------------------------------ 42 2111 417 2570 0 0.709 15.6 154 -------------------------------------------------------------------------- West: Vision Drive 1 L 313 313 0 1949 21 57 0.312 19.9 78 2 R 104 104 0 1949 11 0.700 69.3 56 ------------------------------------------------------------------ 313 0 104 417 0 0.700 32.2 78 ========================================================================== ALL VEHICLES Total % Cycle Max Aver. Max Flow HV Time X Delay Queue 5028 0 120 0.728 23.6 204 ========================================================================== Total flow period = 60 minutes. Peak flow period = 30 minutes.



Springvale Rd / Vision Drive Sunday Peak Hour Double right turn lane Intersection ID: Fixed-Time Signals, Cycle Time = 120 Table S.14 - SUMMARY OF INPUT AND OUTPUT DATA -------------------------------------------------------------------------- Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (secs) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x (sec) (m) (m) -------------------------------------------------------------------------- South: Sth App Springvale 1 L 139 139 0 1949 62 0.405 24.2 39 50 2 T 603 603 0 1949 62 0.599 21.5 172 3 T 603 603 0 1949 62 0.599 21.5 172 4 T 603 603 0 1949 62 0.599 21.5 172 5 R 45 45 0 1949 6 0.485 72.1 27 50 ------------------------------------------------------------------ 139 1809 45 1993 0 0.599 22.9 172 -------------------------------------------------------------------------- East: East App Weeden 1 L 48 48 0 1949 20 0.155 54.7 24 ------------------------------------------------------------------ 48 0 0 48 0 0.155 54.7 24 -------------------------------------------------------------------------- North: Nth App Springvale 1 L 42 42 0 1949 88 0.077 12.7 7 50 2 T 704 704 0 1949 88 0.492 7.0 125 3 T 704 704 0 1949 88 0.492 7.0 125 4 T 704 704 0 1949 88 0.492 7.0 125 5 R 209 209 0 1949 32 0.594 47.1 82* 80 6 R 209 209 0 1949 32 0.594 47.1 82* 80 ------------------------------------------------------------------ 42 2111 417 2570 0 0.594 13.6 125 -------------------------------------------------------------------------- West: Vision Drive 1 L 313 313 0 1949 37 46 0.359 19.5 89 2 R 52 52 0 1949 6 0.566 72.6 31 3 R 52 52 0 1949 6 0.566 72.6 31* 30 ------------------------------------------------------------------ 313 0 104 417 0 0.566 32.8 89 ========================================================================== ALL VEHICLES Total % Cycle Max Aver. Max Flow HV Time X Delay Queue 5028 0 120 0.599 19.3 172 ========================================================================== Total flow period = 60 minutes. Peak flow period = 30 minutes.



Springvale Rd / Vision Drive Weekday AM Peak Double right turn lane Intersection ID: Fixed-Time Signals, Cycle Time = 120 Table S.14 - SUMMARY OF INPUT AND OUTPUT DATA -------------------------------------------------------------------------- Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (secs) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x (sec) (m) (m) -------------------------------------------------------------------------- South: Sth App Springvale 1 L 293 293 0 1949 75 0.252 18.7 64 2 T 771 771 0 1949 63 0.753 23.8 242 3 T 771 771 0 1949 63 0.753 23.8 242 4 T 771 771 0 1949 63 0.753 23.8 242 5 R 16 16 0 1949 6 0.172 70.2 10 50 ------------------------------------------------------------------ 293 2314 16 2623 0 0.753 23.5 242 -------------------------------------------------------------------------- East: East App Weeden 1 L 175 175 0 1949 18 0.628 61.0 80 ------------------------------------------------------------------ 175 0 0 175 0 0.628 61.0 80 -------------------------------------------------------------------------- North: Nth App Springvale 1 L 8 8 0 1949 90 0.014 12.1 1 50 2 T 947 947 0 1949 90 0.648 7.7 185 3 T 947 947 0 1949 90 0.648 7.7 185 4 T 947 947 0 1949 90 0.648 7.7 185 5 R 271 271 0 1949 33 0.765 51.2 109* 80 6 R 271 271 0 1949 33 0.765 51.2 109* 80 ------------------------------------------------------------------ 8 2841 542 3391 0 0.765 14.6 185 -------------------------------------------------------------------------- West: Vision Drive 1 L 3 3 0 1949 26 45 0.004 16.6 1 2 R 2 2 0 1949 3 0.023 72.1 1 3 R 2 2 0 1949 3 0.023 72.1 1 30 ------------------------------------------------------------------ 3 0 3 6 0 0.023 44.3 1 ========================================================================== ALL VEHICLES Total % Cycle Max Aver. Max Flow HV Time X Delay Queue 6195 0 120 0.765 19.7 242 ========================================================================== Total flow period = 60 minutes. Peak flow period = 30 minutes.



Springvale Rd / Vision Drive Weekday PM Peak Double right turn lane Intersection ID: Fixed-Time Signals, Cycle Time = 120 Table S.14 - SUMMARY OF INPUT AND OUTPUT DATA -------------------------------------------------------------------------- Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (secs) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x (sec) (m) (m) -------------------------------------------------------------------------- South: Sth App Springvale 1 L 3 3 0 1949 102 0.002 9.6 0 2 T 958 958 0 1949 75 0.786 17.6 280 3 T 958 958 0 1949 75 0.786 17.6 280 4 T 958 958 0 1949 75 0.786 17.6 280 5 R 114 114 0 1949 11 0.670 68.2 60* 50 ------------------------------------------------------------------ 3 2875 114 2992 0 0.786 19.5 280 -------------------------------------------------------------------------- East: East App Weeden 1 L 21 21 0 1949 33 0.041 42.1 10 ------------------------------------------------------------------ 21 0 0 21 0 0.041 42.1 10 -------------------------------------------------------------------------- North: Nth App Springvale 1 L 62 62 0 1949 70 0.160 19.5 16 50 2 T 789 789 0 1949 70 0.694 18.5 221 3 T 789 789 0 1949 70 0.694 18.5 221 4 T 789 789 0 1949 70 0.694 18.5 221 5 R 6 6 0 1949 6 0.059 69.1 4 80 6 R 6 6 0 1949 6 0.059 69.1 4 80 ------------------------------------------------------------------ 62 2367 11 2440 0 0.694 18.8 221 -------------------------------------------------------------------------- West: Vision Drive 1 L 553 553 0 1949 32 38 0.696 32.8 156 2 R 198 198 0 1949 21 0.767 63.5 94 3 R 99 99 0 1949 21 0.767 62.0 51* 30 ------------------------------------------------------------------ 553 0 297 850 0 0.767 43.4 156 ========================================================================== ALL VEHICLES Total % Cycle Max Aver. Max Flow HV Time X Delay Queue 6303 0 120 0.786 22.5 280 ========================================================================== Total flow period = 60 minutes. Peak flow period = 30 minutes.

CROSSWAY BAPTIST CHURCH - City of Whitehorse C1… · CROSSWAY BAPTIST CHURCH ... CONCLUSION ......

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