BARRABOOL HILLS SHOPPING CENTRE

Transcription

1 BARRABOOL HILLS SHOPPING CENTRE PROVINCE BOULEVARD, HIGHTON Traffic Engineering Assessment Prepared for LASCORP DEVELOPMENT GROUP (AUST) PTY LTD MARCH 2012 OUR REFERENCE: 12073R7221FINAL

2 BARRABOOL HILLS SHOPPING CENTRE PROVINCE BOULEVARD, HIGHTON Traffic Engineering Assessment Study Team: Henry Turnbull B.E. (Civil), M.I.E. Aust., M.I.T.E., F.V.P.E.L.A. Jodie Place B.E. (Civil) Hons Released By: HENRY H TURNBULL SIGNED 16 th March, 2012 DATE Document Status: Draft until signed as released. COPYRIGHT: The ideas and material contained in this document are the property of Traffix Group (Traffix Group Pty Ltd ABN , Traffix Survey Pty Ltd ABN , Traffix Design Pty Ltd ABN ). Use or copying of this document in whole or in part without the written permission of Traffix Group constitutes an infringement of copyright. LIMITATION: This report has been prepared on behalf of and for the exclusive use of Traffix Group s client, and is subject to and issued in connection with the provisions of the agreement between Traffix Group and its client. Traffix Group accepts no liability or responsibility whatsoever for or in respect of any use of or reliance upon this report by any third party.

3 TABLE OF CONTENTS 1 INTRODUCTION EXISTING CONDITIONS THE SITE LAND USE EXISTING ROAD NETWORK TRAFFIC VOLUMES EXISTING CAR PARKING CONDITIONS PUBLIC TRANSPORT PROPOSAL PROPOSED DEVELOPMENT CAR PARKING & ACCESS PROVISION CAR PARKING ASSESSMENT STATUTORY CAR PARKING RATES REVISED (DRAFT) CLAUSE RATES AVAILABILITY OF CAR PARKING IN THE LOCALITY EMPIRICAL RATES VARIATION IN DEMAND OVER TIME ADEQUACY OF CAR PARKING PROVISIONS CAR PARKING LAYOUT BICYCLE PARKING REQUIREMENTS TRAFFIC CONSIDERATIONS TRAFFIC GENERATION TRAFFIC DISTRIBUTION TRAFFIC IMPACT PROVISION FOR LOADING CONCLUSIONS R7221RevA Page 1

4 1 INTRODUCTION Traffix Group has been engaged by Lascorp Development Group (Aust) Pty Ltd to undertake a traffic impact assessment and to prepare a report for the proposed Barrabool Hills Shopping Centre located at Province Boulevard in Highton. This report provides a traffic engineering assessment of the proposal, with particular attention to car parking and traffic impacts. 2 EXISTING CONDITIONS 2.1 The Site The subject site is located on the north-east corner of the Province Boulevard/ Stoneleigh Crescent intersection in Highton as shown in the locality plan at Figure 1 below. Reproduced with permission from Melway Publishing Pty Ltd. Figure 1: Locality Plan The subject site has an area of approximately 5.8 hectares, with frontages to Province Boulevard and Stoneleigh Crescent. The majority of the site is currently vacant undeveloped land. There are two water tanks and some existing parking on part of the site, associated with the adjacent Barrabool Hills Baptist Church. There are no existing access points to the site R7221RevA Page 2

5 Figure 2: Subject Site Aerial View Source: (photo taken 28 th October, 2010 Figure 3: View of Subject Site from Southwest Figure 4: Subject Site Looking Northwest from Province Boulevard 12073R7221RevA Page 3

6 2.2 Land Use The subject site is zoned Residential 1 Zone (R1Z) as shown in Figure 5 below. Land to the south of the subject site has been recently developed for residential purposes, and land to the west is currently being developed as a residential subdivision. Barrabool Hills Baptist Church is located adjacent to the subject site to the east, and a Barwon Water reserve is located further to the east. Land to the north of the subject site is currently undeveloped. Figure 5: Land Use Zone Map Source: Planning Schemes Online: R7221RevA Page 4

7 2.3 Existing Road Network Province Boulevard Province Boulevard is a local access street which currently extends approximately 1.2km west from Scenic Road and terminates at a dead-end just west of Grantham Drive. Ultimately, Province Boulevard will extend a further 200 metres west and terminate at a T-intersection just east of the Geelong Ring Road. In the vicinity of the subject site, Province Boulevard is constructed with a 13.2 metre carriageway within a 24 metre road reservation, with footpaths on both sides. There is no existing line-marking, however the carriageway width is sufficient to accommodate a traffic lane and kerbside parallel parking lane in each direction. A 50km/h speed limit applies on Province Boulevard past the site. Figure 6: Province Boulevard Looking East Figure 7: Province Boulevard Looking West Stoneleigh Crescent Stoneleigh Crescent is currently under construction. It forms a T-intersection (roundabout-controlled) with Province Boulevard and extends north along the subject site s western boundary In the vicinity of the subject site, Stoneleigh Crescent is constructed with a 13.2 metre carriageway within a 24 metre road reservation, with footpaths on both sides. Figure 8: Stoneleigh Crescent Looking North Figure 9: Stoneleigh Crescent Looking South 12073R7221RevA Page 5

8 2.4 Traffic Volumes Traffix Survey Pty Ltd undertook a turning movement survey at the roundaboutcontrolled intersection of Scenic Road/Province Boulevard/The Ridge on Thursday 9 th December, 2010 from 4:00pm till 6:30pm. The peak hour was observed to occur between 5:15pm and 6:15pm. The surveyed peak hour turning movements are shown in Figure 10 below. Figure 10: Charles Street/McLennan Street AM (PM) Peak Hour Turning Movements Based on a peak-to-daily ratio of 10%, the following current two-way daily traffic volumes are estimated: Province Boulevard (west of Scenic Road): 1,210 vehicles per day Scenic Road (north of Province Boulevard): 5,540 vehicles per day Scenic Road (south of Province Boulevard): 5,190 vehicles per day The Ridge (east of Scenic Road): 900 vehicles per day 12073R7221RevA Page 6

9 2.5 Existing Car Parking Conditions Part of the carpark associated with the adjacent Barrabool Hills Baptist Church will be removed in order to accommodate the proposed development of the subject site. Accordingly, Traffix Group conducted surveys of the carpark to determine the parking demands. The Barrabool Hills Baptist Church holds a number of smaller group meetings throughout the week, however the peak parking demands occur during services. These are held on Sundays at 10am and at 6:30pm. The occupancy of the Barrabool Hills Baptist Church carpark was surveyed at the following days and times: Friday 26 th November, 2010 at 11:00am, and Sunday 5 th December, 2010 at 10:00am and at 10:30am. The survey areas are shown in Figure 11 below. Figure 11: Barrabool Hills Baptist Church Car Parking Survey Areas The survey results are set out in Table 1 below R7221RevA Page 7

10 Table 1: Car Parking Survey Results Demand Area Capacity 11:00am Fri 26/11/ am Sun 5/12/ :30am Sun 5/12/2010 A 84 spaces 0 spaces 9 spaces 20 spaces B 7 spaces 0 spaces 2 spaces 6 spaces C 4 spaces 0 spaces 1 space 1 space D 53 spaces 3 spaces 53 spaces 53 spaces E 63 spaces 0 spaces 62 spaces 62 spaces F 44 spaces 0 spaces 35 spaces 35 spaces G 31 spaces 0 spaces 20 spaces 28 spaces H 19 spaces 9 spaces 3 spaces 5 spaces Total 305 spaces 12 spaces 185 spaces 210 spaces No. of Vacant Spaces 293 spaces 120 spaces 95 spaces Percentage Occupancy 4% 61% 69% Table 1 indicates that of the three surveys, the peak parking demand occurred during the Sunday morning church service, at 10:30am, at which time there were 210 cars parked, corresponding to an occupancy rate of 69%. There were at least 95 vacant spaces within the church carpark at all survey times. Carpark Area A is proposed to be reduced from a capacity of 84 spaces to 26 spaces as a result of the proposed Barrabool Hills Shopping Centre development, i.e. a loss of 58 car spaces. During the car parking survey times, there were not more than 20 cars parked within Carpark Area A. The reduced carpark supply within Area A of 26 spaces exceeds the peak parking demand. Within the overall church carpark, there would still be a surplus of 37 car spaces based on a peak parking demand of 210 spaces and a reduced supply of 247 spaces R7221RevA Page 8

11 2.6 Public Transport The following public transport services operate near the site: Geelong Bus Route 16 operates along Scenic Road and provides a connection between Geelong City Centre and Deakin University via Highton. Geelong Bus Route 34 operates along Province Boulevard past the subject site and provides a connection between Geelong City Centre and Buckley Falls. Both bus services provide a connection to Geelong Railway Station. Figure 12 below shows the public transport services in proximity to the subject site. Figure 12: Public Transport Map 12073R7221RevA Page 9

12 3 PROPOSAL 3.1 Proposed Development The proposal is to develop the subject site for the purposes of a supermarket and specialty shops in accordance with the following schedule of uses: Table 2: Schedule of Uses Use Quantity Size Supermarket 1 tenancy 3,200 m 2 Specialty Shops 7 tenancies 670 m 2 Kiosks 1 tenancy 25 m 2 TOTAL 9 tenancies 3,895 m Car Parking & Access Provision A total of 195 car spaces are proposed to be provided on the subject site as follows: 181 customer car spaces (including 3 disabled spaces) within an at-grade carpark accessed via a new crossover to Province Boulevard, and 14 staff car spaces (tandem arrangement) within an at-grade carpark located to the rear of the development, accessed via Stoneleigh Crescent. Parking for bicycles is proposed at-grade. A pedestrian accessway is proposed to be provided between the existing adjacent Barrabool Hills Baptist Church site and the proposed shopping centre. A copy of the proposed plans is attached at Appendix A R7221RevA Page 10

13 4 CAR PARKING ASSESSMENT 4.1 Statutory Car Parking Rates The statutory car parking requirements are set out at Clause of the Greater Geelong Planning Scheme. Table 3 below sets out the statutory car parking requirements for the proposed development. Table 3: Statutory Car Parking Requirements Use Size Car Parking Rate Requirement Supermarket 3,200 m spaces Specialty Shops 670 m 2 54 spaces 8 car spaces per 100 m 2 Kiosks 25 m 2 2 spaces TOTAL 3,895 m spaces The proposed car parking provision of 195 spaces falls short of the statutory requirements. However, Clause of the Greater Geelong Planning Scheme allows a permit to be granted to vary the statutory car parking requirements having regard for the following decision guidelines: Any relevant parking precinct plan. The availability of car parking in the locality. The availability of public transport in the locality. Any reduction in car parking demand due to the sharing of car spaces by multiple uses, either because of variation of car parking demand over time or because of efficiencies gained from the consolidation of shared car parking spaces. Any car parking deficiency or surplus associated with the existing use of the land. Any credit which should be allowed for a car parking demand deemed to have been provided in association with a use which existed before the change of parking requirement. Local traffic management. Local amenity including pedestrian amenity. An empirical assessment of car parking demand. Any other relevant consideration. The relevant guidelines are discussed below R7221RevA Page 11

14 4.2 Revised (Draft) Clause Rates Many of the statutory car parking rates set out at Clause of the Victorian Planning Provisions are widely regarded as being outdated and a number of uses are not included at all, and accordingly the Minister for Planning appointed an Advisory Committee to review Clause The revised (draft) Clause is yet to be incorporated into the Planning Schemes. The revised (draft) Clause sets out different rates depending on whether or not the development is located within an activity centre. The following table sets out an assessment of the proposed development based on the standard (non activity centre) rates set out in the revised (draft) Clause Table 4: Revised (Draft) Clause Car Parking Assessment Use Size Car Parking Rate Requirement Supermarket 3,200 m 2 5 car spaces per 100 m spaces Specialty Shops 670 m 2 4 car spaces per 100 m 2 28 spaces Kiosks 25 m 2 TOTAL 3,895 m spaces Table 4 indicates that based on the revised (draft) Clause standard rates, the development may generate a peak parking demand for up to 188 car spaces. The proposed car parking provision of 195 spaces exceeds the revised (draft) Clause standard rates by 7 car spaces. This is summarised in Table 5 below. Table 5: Comparison of Proposed Car Parking spaces with requirements under Revised (Draft) Clause Car Parking Comparison Revised (Draft) Clause Proposed provision Surplus Parking 188 spaces 195 spaces 7 spaces 4.3 Availability of Car Parking in the Locality Both Province Boulevard and Stoneleigh Crescent have 13.2 metre wide carriageways, which is sufficient to accommodate two-way traffic flow on a bus route with kerbside parallel parking on both sides. In the order of 9 parallel car spaces can be accommodated on the north side of Province Boulevard along the site s frontage, and in the order of 20 parallel car spaces can be accommodated on the east side of Stoneleigh Crescent on the site s frontage. The proposed on-site car parking provision easily exceeds the anticipated peak car parking demands generated by the proposed development (based on the standard non 12073R7221RevA Page 12

15 activity centre revised draft Clause rates). The public on-street parking available along the site s frontages would provide even more opportunity for parking if required. 4.4 Empirical Rates Empirical surveyed peak parking rates at similar sized shopping centres which include a supermarket and a number of specialty shops are set out in Table 6 below. Table 6: Empirical Surveyed Parking Rates Location Size Surveyed Peak Parking Rate Year of Survey Patterson Lakes S.C. 7,588 m spaces per 100 m Newcombe S.C. (Greater Geelong) Thompson Parkway S.C. (Cranbourne) * Empirical Surveys Source: Ratio Consultants 6,993 m spaces per 100 m ,000 m spaces per 100 m The case study data presented in Table 6 shows a range between 3.1 and 4.2 car spaces per 100 m 2 for shopping centres similar to the proposed Barrabool Hills Shopping Centre. The proposed provision of 195 car spaces for the 3,895 m 2 development corresponds to a car parking provision ratio of 5 car spaces per 100 m 2, which exceeds the peak parking demands established at the three similar sites listed in Table Variation in Demand Over Time The proposed shopping centre use is likely to generate peak parking demands on Thursday and Friday evenings and also on Saturday mornings. This doesn t coincide with the existing adjacent Barrabool Hills Baptist Church, which generates peak parking demands generally on Sundays around 10:30am and again around 7pm. Accordingly, an informal sharing of parking resources can occur between the two uses. 4.6 Adequacy of Car Parking Provisions We are satisfied that the proposed on-site car parking provision of 195 car spaces together with the publicly available on-street parking on the subject site s frontages will be more than adequate to accommodate the peak parking demands generated by the proposed Barrabool Hills Shopping Centre development having regard to the revised (draft) Clause rates and empirical surveys of similar existing centres R7221RevA Page 13

16 4.7 Car Parking Layout The proposed car parking layout has been checked against the standards and requirements of Clause of the Greater Geelong Planning Scheme, Australian Standards for Off-Street Car Parking AS/NZS , Australian Standards for Off- Street Commercial Vehicle Facilities AS and Australian Standards for Off- Street Parking for People with Disabilities AS/NZS (where relevant). All of the proposed standard car spaces are 2.6 metres wide and 5.5 metres long, accessed via a 6.5 metre aisle. These dimensions exceed both the Planning Scheme and Australian Standard requirements. The proposed disabled car spaces are 2.4 metres wide with an adjacent 2.4 metre wide shared space (between two disabled car spaces). The shared space includes a bollard to prevent vehicles parking. The proposed disabled parking spaces are in accordance with the requirements of the disabled parking standard AS A maximum gradient of 1 in 40 is proposed within the at-grade carpark. Clause 2.3 of AS states that... each parking space for people with disabilities and related walking and wheelchair unloading areas shall comprise a firm plane surface with a fall not exceeding 1:40 in any direction (1:33 if the surface is a bituminous seal and the parking space is out of doors). The proposed gradient complies. The staff car parking area (tandem arrangement) shall be on a grade of 1:17. We note that Clause of AS/NZS requires that the maximum gradient within a parking module be 1:16. Accordingly the proposed gradient complies. The proposed ramp into the load dock area is to have a gradient of 1 in 17 for the first 19.8 metres from Stoneleigh Crescent, followed by a gradient of 1 in 8.5 for the next 9 metres and then a gradient of 1 in 16 for the remaining 10 metres. Clauses 3.3 and 3.4 of AS requires that the maximum grade on an access driveway in relation to commercial vehicle facilities be 1:20 from the property line to at least the longest wheelbase of any likely vehicle to use the driveway, the maximum ramp grade be 1:6.5 and the maximum rate of change of grade be 1:16 (6.25%) in 10 metres of travel. Whilst the proposed ramp does not meet the requirement in relation to the 1:20 grade from the property line, we are satisfied that it achieves the purpose of Clauses 3.3 and 3.4 and will work appropriately. The proposed main public access to the carpark (via Province Boulevard) includes separate 4.0 metre wide in and 4.0 metre wide out accessways, divided by a 1.5 metre wide median. The proposed dimensions exceed the Planning Scheme requirements of being 3.0 metres wide for one-way travel, and also satisfy Clause of AS which requires a 3.0 metre minimum roadway (for one-way travel) with an additional 0.3 metres clearance each side to kerbs higher than 0.15 metres, i.e. 3.6 metres total width between high kerbs. Adequate circulation is proposed within the car parking areas. No blind aisles are proposed within the public parking areas. We have checked access within the carpark (including the end bays within the staff carpark) using a static template representing the 85 th percentile design vehicle manoeuvring at low speeds on a 4 metre (minimum) radius. We are satisfied that each of the proposed car spaces is adequately accessible and importantly the carpark will operate well R7221RevA Page 14

17 5 BICYCLE PARKING REQUIREMENTS Statutory bicycle parking requirements are set out at Clause of the Greater Geelong Planning Scheme. For shops, the following bicycle parking requirements apply: 1 space to each 600 m 2 of leasable floor area if the leasable floor area exceeds 1,000m 2, for staff, and 1 space to each 500 m 2 of leasable floor area if the leasable floor area exceeds 1,000m 2, for customers. The overall floor area of the proposed shops is 3,895 m 2, which exceeds 1,000 m 2. Accordingly, the statutory bicycle parking requirement is 14 spaces, including 6 spaces for staff and 8 spaces for customers. Plans indicate that secure bicycle parking areas will be provided at ground level. Clause requires that bicycle parking spaces be at least 1.7 metres long and 1.2 metres high, with 0.7 metres width provided at the handlebars. The access aisle to the bicycle spaces should be 1.5 metres wide. We are satisfied that there is adequate space available on the site to easily satisfy the statutory bicycle parking requirements, and at any rate we note that bicycle parking provision can be addressed via pa permit condition if necessary, such as the following: Bicycle parking for at least 14 bicycles must be provided on-site to the satisfaction of the responsible authority R7221RevA Page 15

18 6 TRAFFIC CONSIDERATIONS 6.1 Traffic Generation The RTA Guide to Traffic Generating Developments (2002) (RTA Guide) sets out traffic generation rates based on survey data collected in New South Wales for a range of land uses. This guide is used by VicRoads and is generally regarded as the standard for metropolitan development characteristics. The RTA Guide sets out the following formulas for calculating traffic generation for shopping centres: Thursday: 15.5 (SM) (SS) Friday: 13.8 (SM) (SS) Saturday: 14.7 (SM) (SS) (where SM = supermarket floor area divided by 100 and SS = specialty shop floor area divided by 100) The following table sets out the peak hour traffic generation based on the formulas set out in the RTA Guide. Table 7: Peak Hour Traffic Generation Assessments RTA Guide Rates Day Supermarket Specialty Shop TOTAL Thursday 496 vph 32 vph 528 vph Friday 442 vph 39 vph 481 vph Saturday 470 vph 74 vph 545 vph We note that while Table 7 indicates that the shopping centre peak occurs on Saturday, the weekday PM peak hour is when the road network peak hour combines with high levels of shopping centre traffic and is considered to be the overall peak for traffic impact assessment purposes. The RTA Guide notes that the Thursday and Friday shopping centre peak hours typically occur between 4:30pm and 5:30pm, however for the purpose of providing a conservative analysis we have assumed that the weekday PM shopping centre peak (Thursday evening) coincides with the surveyed road network peak hour, i.e. 5:15pm till 6:15pm R7221RevA Page 16

19 6.2 Traffic Distribution By the time the shopping centre is operational, the surrounding street network (including Stoneleigh Crescent) is likely to be complete or near complete. Having regard to the site s locality and the layout of the surrounding road network, the following traffic distribution assumptions have been adopted: 50% of traffic will enter and 50% will exit during the peak hour, during the peak hour all traffic will enter and exit the site via the main entrance to Province Boulevard, 20% of traffic will be generated to/from the north (via Stoneleigh Crescent), 20% of traffic will be generated to/from the west (via Province Boulevard), the remaining 60% of traffic will be generated to/from the east (via Province Boulevard), and at the Province Boulevard/Scenic Road/The Ridge intersection, traffic will be split in the same proportions as the existing surveyed traffic movements. In order to account for future residential development to the west and northwest of the subject site, the surveyed traffic volumes entering and exiting Province Boulevard have been factored up by 3% per year for 10 years. Figures 13 and 14 below set out the anticipated PM peak hour turning movements at the site main entrance and at the Province Boulevard/Scenic Road/The Ridge intersection, based on the above assumptions. Figure 13: Future Peak Hour Turning Movements PM Peak Main Site Access/Province Boulevard Figure 14: Future Peak Hour Turning Movements PM Peak Province Boulevard/Scenic Road 12073R7221RevA Page 17

20 6.3 Traffic Impact The Province Boulevard/Site Access and Scenic Road/Province Boulevard/The Ridge intersections have been tested during the future weekday PM peak hour (assuming the shopping centre is fully developed and adding 10 years growth at 3% per year onto Province Boulevard to account for surrounding residential development) using the SIDRA intersection analysis program. The key outputs of SIDRA are Degree of Saturation (DOS), Average Delay and 95 th Percentile Queue. For unsignalised intersections, a DOS of up to 0.80 is considered to be good operating conditions, with values above 0.90 considered to be poor operating conditions. Beyond a DOS of 1.00, queues and delays increase disproportionately. Full detail of the output is attached at Appendix B and is summarised in Table 8 below. Table 8: SIDRA Output PM Peak Hour Approach DOS Average Delay 95% Queue Province Boulevard/Site Main Access Intersection (Give Way) Province Boulevard (E) seconds 9.1 metres Site Access (N) seconds 8.7 metres Province Boulevard (W) seconds Scenic Road/Province Boulevard/The Ridge Intersection (Roundabout) Scenic Road (S) seconds 12.9 metres The Ridge (E) seconds 2.2 metres Scenic Road (N) seconds 15.4 metres Province Boulevard (W) seconds 9.1 metres Table 8 indicates that both intersections will operate well within acceptable limits during the peak hour, with minimal queues and delays on all approaches. In order to provide a conservative analysis, we note that the above analysis assumes a single lane is provided on each approach with no provision for through traffic to overtake turning vehicles on Province Boulevard. However we note that Province Boulevard has a 13.2 metre wide carriageway which is sufficient for through traffic to overtake turning traffic provided there are no parked cars opposite the site entrance. Having regard to the results presented in Table 7, we note that there is no reason to ban parking opposite the site entrance, as the intersection will operate well within acceptable limits with minimal queues and delays on the assumption that through traffic cannot pass. We are satisfied that there will not be any adverse traffic impacts on the surrounding road network or intersections as a result of the proposed shopping centre development R7221RevA Page 18

21 7 PROVISION FOR LOADING Clause of the Greater Geelong Planning Scheme states that no buildings or works may be constructed for the manufacture, servicing, storage or sale of goods or materials unless space is provided on the land for loading and unloading vehicles as specified in the table below. Table 9: Statutory Loading Requirements Clause Floor Area of Building Minimum Loading Bay Dimensions 2,600 sq m or less in single occupation Area 27.4 sq m Length Width Height Clearance 7.6 m 3.6 m 4.0 m For every additional 1,800 sq m or part Additional 18 sq m A large loading zone is proposed to be located north of the building at the rear of the supermarket, accessed via the staff carpark. This loading bay exceeds the minimum dimensions required under Clause and we are satisfied that adequate provision is made for delivery of goods associated with the proposed use. Clause further requires that the road and the driveway providing access to the loading bay be at least 3.6 metres wide. This requirement has been met. We have checked semi-trailer access to the supermarket loading dock using AutoTURN and we are satisfied that the proposed loading bay is sufficient to accommodate these vehicles. Suitable service management plans will be in place to ensure that that there shall not be more than one semi-trailer serving the site at any one time. The diagram attached at Appendix C shows semi-trailer access to the supermarket loading bay (including travel paths through the Province Boulevard/Stoneleigh Crescent intersection). Notably, the 19-metre semi-trailer partly crosses onto the roundabout and spitter islands; however we note that these have been designed as fully mountable islands to facilitate movements by large vehicles while at the same time providing direction and control for normal traffic. Furthermore, we note that similar sized trucks (construction vehicles) were observed to already be operating in the area without any issues. In addition to the loading zone discussed above a delivery bay is proposed to be located south of the building within the customer car parking area. This loading bay is 2.6 metres wide by 5.5 metres in length. This is considered to be appropriate to accommodate the infrequent loading activities associated with the smaller retail units in conjunction with the larger loading zone R7221RevA Page 19

22 8 CONCLUSIONS Having visited the site, perused relevant documents and plans, undertaken spot parking surveys and undertaken an assessment of the traffic and car parking generation, we are of the opinion that: a) the proposed on-site car parking provision of 195 car spaces together with the publicly available on-street parking on the subject site s frontages will be more than adequate to accommodate the peak parking demands generated by the proposed Barrabool Hills Shopping Centre development having regard to the revised (draft) Clause rates and empirical surveys of similar existing centres, b) the proposed car parking layout generally complies with the standards and requirements set out under Clause of the Greater Geelong Planning Scheme, AS/NZS , AS and AS/NZS2890/ and importantly will work well, c) there is adequate space available on the site to easily satisfy the statutory bicycle parking requirements set out at Clause of the Greater Geelong Planning Scheme. Bicycle parking provision can be addressed via a permit condition if necessary, d) the proposed loading provisions exceed the requirements of Clause of the Greater Geelong Planning Scheme and the supermarket loading bay is adequately accessible for a semi-trailer. In conjunction with the larger loading zone the proposed additional loading bay within the customer car park is considered to be appropriate to accommodate the infrequent loading activities associated with the smaller retail units, e) traffic generated by the proposed development can easily be accommodated on the surrounding road network and intersections without any adverse impacts, and f) there are no traffic engineering reasons why a permit should not be granted for the proposed Barrabool Hills Shopping Centre development located at Province Boulevard in Highton R7221RevA Page 20

23 Development Plans

24

25 SIDRA Output

26 MOVEMENT SUMMARY Province Boulevard/Site Main Entrance Intersection PM Peak Hour Future Conditions (2020) Giveway / Yield (Two-Way) Site: Province/Site Access PM Future Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h East: Province Boulevard (E) 5 T LOS A R LOS B Approach NA North: Site Access (N) 7 L LOS A R LOS A Approach LOS A West: Province Boulevard (W) 10 L LOS A T LOS A Approach NA All Vehicles NA Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movement Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model used. Processed: Friday, 20 January :50:48 AM Copyright Akcelik and Associates Pty Ltd SIDRA INTERSECTION Project: P:\Synergy\Projects\GRP1\GRP12073\Sidra\200112\12073 Sidra.sip , TRAFFIX GROUP PTY LTD, FLOATING

27 MOVEMENT SUMMARY Scenic Road/Province Boulevard/The Ridge PM Peak Hour Future Conditions ( with development traffic) Roundabout Site: Province/Scenic PM Future Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Scenic Road (S) 1 L LOS A T LOS A R LOS B Approach LOS A East: The Ridge (E) 4 L LOS A T LOS A R LOS B Approach LOS B North: Scenic Road (N) 7 L LOS A T LOS A R LOS B Approach LOS A West: Province Boulevard (W) 10 L LOS A T LOS A R LOS B Approach LOS B All Vehicles LOS A Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay per movement Intersection and Approach LOS values are based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model used. Processed: Friday, 20 January :55:49 AM Copyright Akcelik and Associates Pty Ltd SIDRA INTERSECTION Project: P:\Synergy\Projects\GRP1\GRP12073\Sidra\200112\12073 Sidra.sip , TRAFFIX GROUP PTY LTD, FLOATING

28 Loading Bay Access

29