Mornington Peninsula Amendment C161 Yaringa Boat … · Yaringa Boat Harbour Development Traffic Engineering Evidence ... Mornington Peninsula Amendment C161, Yaringa Boat Harbour

Mornington Peninsula Amendment C161 Yaringa Boat Harbour Development

Traffic Engineering Evidence

Expert // David Graham

Client // Mornington Peninsula Shire Council

Instructed by // Roz Franklin, Mornington Peninsula Shire Council

Reference // 15M1963000

Hearing Date // 09/06/15

Report Date // 25/05/15

© GTA Consultants (GTA Consultants (VIC) Pty Ltd) 2015 The information contained in this document is confidential and intended solely for the use of the client for the purpose for which it has been prepared and no representation is made or is to be implied as being made to any third party. Use or copying of this document in whole or in part without the written permission of GTA Consultants constitutes an infringement of copyright. The intellectual property contained in this document remains the property of GTA Consultants.

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Mornington Peninsula Amendment C161

Yaringa Boat Harbour Development

Traffic Engineering Evidence Issue: Final 25/05/15

Client: Mornington Peninsula Shire Council

Reference: 15M1963000 GTA Consultants Office: VIC

15M1963000 // 25/05/15

Traffic Engineering Evidence // Issue: Final

Mornington Peninsula Amendment C161, Yaringa Boat Harbour Development

Table of Contents

1. Introduction 1

1.1 Background 1 1.2 Expert Witness Details 1 1.3 Relationship to Applicant 1 1.4 Instructions & Scope of Report 1 1.5 References 2 1.6 Tests, Experiments & Assistance 2

2. Existing Conditions 3

2.1 Subject Site 3 2.2 Road Network 4 2.3 Sustainable Transport Infrastructure 5

3. Traffic Generation 6

3.1 Existing Traffic Generation 6 3.2 Post-Development Traffic Generation 6

4. Required Road Upgrade Works 8

4.1 Lumeah Road & Whitneys Road 8 4.2 Tyabb-Tooradin Road & Bungower Road 10 4.3 Other Roads 11

5. Funding of Road Upgrade Works 12

5.1 General 12 5.2 Lumeah Road & Whitneys Road 12 5.3 Tyabb-Tooradin Road & Bungower Road 13 5.4 Other Roads 13

6. Timing of Road Upgrade Works 15

7. Summary of Opinion & Other Statements 16

7.1 Summary of Opinion 16 7.2 Other Statements 17

Appendices

A: David Graham – Curriculum Vitae

Figures

Figure 2.1: Subject Site and its Environs 3

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Figure 2.2: Land Zoning Map 4 Figure 4.1: Austroads Guide to Road Design Part 3 – Table 4.5 9 Figure 4.2: VicRoads Supplement to the Austroads Guide to Road Design Part 3 – Table

V4.2 9 Figure 4.3: Tyabb-Tooradin Road / Bungower Road / Whitneys Road Intersection –

Existing Conditions 10

Tables

Table 3.1: Existing Traffic Generation - Estimated 6 Table 3.2: Post-Development Traffic Generation – Estimated 7

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Mornington Peninsula Amendment C161, Yaringa Boat Harbour Development 1

1. Introduction

1.1 Background Proposed Amendment C161 to the Mornington Peninsula Planning Scheme and Draft Planning Permit CP09/002 is an application for a combined rezoning and town planning permit for a proposed mixed use development on land located at 1-4 Lumeah Road, Somerville. The proposed development incorporates an expansion to the existing boat harbour to provide 180 new marina berths, the construction of a number of buildings containing 180 tourist accommodation units and 14 staff accommodation units, a new dry storage facility for 400 boats, a new marine service industry building, and other associated works.

On 23 March 2015, Mornington Shire Council resolved to refer submissions concerning Amendment C161 and Draft Planning Permit CP09/002 to an independent Panel Hearing. The Minister for Planning has appointed a Planning Panel to review submissions about the exhibited amendment and draft planning permit.

1.2 Expert Witness Details David Graham BE (Hons), BSc, VPELA, MIEAust Director – GTA Consultants (Vic) Pty Ltd L25, 55 Collins Street, Melbourne Areas of Expertise: Traffic Engineering & Transport Planning

I have over fifteen years’ experience in traffic engineering built across roles in both the public and private sector. I have a Bachelor of Engineering with Honours and a Bachelor of Science from the University of Melbourne.

I have extensive experience in the preparation of traffic impact assessments, traffic engineering advice on developments, intersection and traffic signal design and analysis, and car park design on various community, retail, commercial and residential developments. I have been involved in the management and delivery of a number of key traffic engineering projects ranging from bicycle route scoping to the development of traffic management treatments to improve route performance or address accident black spots, and the development of park and ride facilities. I am a highly experienced VicRoads accredited Senior Road Safety Auditor.

Further details of my experience are provided in Appendix A.

1.3 Relationship to Applicant I have no ongoing private or business relationship with the Council, and have been retained to provide expert witness services at this hearing for a mutually agreed fee.

1.4 Instructions & Scope of Report Prior to preparing this evidence I was briefed by Roz Franklin from Mornington Peninsula Shire Council regarding the proposal via oral and written instructions.

This evidence sets out an assessment of the anticipated traffic and transport implications of the proposed rezoning and development, including consideration of the:

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i existing traffic and road conditions surrounding the site ii traffic generation characteristics of the proposed development iii the need for road upgrade works to facilitate the development iv the appropriate apportionment of costs associated with the road upgrade works v the appropriate timing of the road upgrade works

1.5 References In preparing this evidence, reference has been made to the following:

Mornington Peninsula Planning Scheme plans for the proposed development prepared by ML Design, dated May 2014 ‘Yaringa Boat Harbour Combined Permit and Planning Scheme Amendment

Application’, Revision 1, November 2014 ‘VicRoads Supplement to the Austroads Guide to Road Design Part 3: Geometric

Design’, Revision 3.1, December 2012 ‘Yaringa Boat Harbour Upgrade Traffic Management Road Upgrade

Recommendations’, Sholto Consulting, Version 4, 12 March 2011 ‘Austroads Guide to Road Design Part 3: Geometric Design’, October 2010 ‘Austroads Guide to Traffic Management Part 12: Traffic Impacts of Development’,

August 2009 ‘Development Contributions Guidelines’, Department of Sustainability and Environment,

Version 5.9, March 2007 ‘VicRoads Access Management Policies’, Version 1.02, May 2006 ‘Guide to Traffic Generating Developments’ RTA NSW, Version 2.2, October 2002 Draft permit conditions various technical data as referenced in this report an inspection of the site and its surrounds other documents as nominated.

1.6 Tests, Experiments & Assistance In preparing this evidence, I received assistance from the following people:

John Kiriakidis Director BE (Civ & Comp) (Hons)

Shu-Hao Wu Associate – Civil Engineer BE (Civil) (Hons), BSc, MAC, CPEng, NPER

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2. Existing Conditions

2.1 Subject Site The subject site is located at 1-4 Lumeah Road in Somerville.

The site is partly located within a Special Use Zone 1 (SUZ1) and partly within a Public Conservation and Resource Zone (PCRZ) and is currently occupied by a boat harbour, restaurant, boat maintenance facilities, and two dwellings.

The surrounding properties are generally rural residential or agricultural. The notable exception is the Western Port Harbour Caravan Park, immediately to the west of the subject site at 6 Lumeah Road.

The location of the subject site and the surrounding environs is shown in Figure 2.1, and the land zoning is shown in Figure 2.2.

Figure 2.1: Subject Site and its Environs

Source: Land Channel

Subject Site

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Figure 2.2: Land Zoning Map

Source: Land Channel

2.2 Road Network

2.2.1 Adjoining Roads

Lumeah Road

Lumeah Road functions as a local road. It is a two-way road aligned in an east-west direction and is configured with a two-lane carriageway set within a 19.5 metre wide road reserve (approx.). The carriageway has a sealed surface which is approximately 4.5m wide to the west of a Katandra Road and approximately 5.5m wide the east of Katandra Road. Lumeah Road has a default 100km/h speed limit.

Whitneys Road

Whitneys Road functions as a local road. It is a two-way road aligned in a north-south direction, set within a 20.5 metre wide road reserve (approx.). To the north of Lumeah Road, it has a two-lane carriageway with a sealed surface which is approximately 4.8m wide, increasing to approximately 5.5m wide near Tyabb-Tooradin Road. To the south of Lumeah Road, it has a single-lane carriageway with an unsealed surface which is approximately 4m wide. Whitneys Road has a default 100km/h speed limit.

Other Roads

Other roads within the vicinity of the site include Katandra Road, Yaringa Road, Tyabb-Tooradin Road and Bungower Road.

Katandra Road and Yaringa Road are both unsealed roads with a single-lane cross-section. Tyabb-Tooradin Road and Bungower Road are both sealed, with two-lane carriageways.

Subject Site

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2.2.2 Surrounding Intersections

Key intersections in the vicinity of the site include:

Lumeah Road / Katandra Road (unsignalised T-intersection) Lumeah Road / Whitneys Road (unsignalised T-intersection) Tyabb-Tooradin Road / Bungower Road / Whitneys Road (unsignalised X-intersection).

2.2.3 Traffic Volumes & Speeds

Mornington Peninsula Shire Council undertook traffic surveys of Whitneys Road, approximately 600m south of Tyabb-Tooradin Road, between 26 April 2013 and 20 May 2013.

These surveys found an average two-way daily volume of 613 vehicles, with weekday volumes being slightly higher than weekend volumes. Approximately 7% of vehicles were trucks, including 1.1% of vehicles being large trucks.

The average speed of vehicles was approximately 70km/h, with the 85th percentile speed being 82km/h.

2.3 Sustainable Transport Infrastructure

2.3.1 Public Transport

There are no public transport services within convenient proximity of the site.

2.3.2 Pedestrians & Cyclists

There are no formal pedestrian or bicycle facilities within the vicinity of the site. Pedestrians and cyclists are required to share the carriageway of the roads in the vicinity of the site with motor vehicles.

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3. Traffic Generation

3.1 Existing Traffic Generation As previously indicated, surveys undertaken by Mornington Peninsula Shire Council of Whitneys Road between Lumeah Road and Tyabb-Tooradin Road indicate that this road currently carries in the order of 613 vehicles per day.

Given that Whitneys Road to the south of Lumeah Road, and Pikes Road to the west of Whitneys Road, are low-quality unsealed roads, I expect that almost all the traffic generated by the Yaringa Boat Harbour and nearby properties use the northern section of Whitneys Road to access Tyabb-Tooradin Road. Therefore, based on typical traffic generation rates for the existing uses, I have estimated the relative contributions of the existing uses to the existing traffic volumes in Lumeah Road and Whitneys Road. This is shown in Table 3.1.

Table 3.1: Existing Traffic Generation - Estimated

Use Size Daily Traffic Generation Rate Daily Traffic Generation Restaurant 100 sqm [1] 60 mvts/100 sqm 60 mvts

Marina – Wet Births 130 births [5] 0.5 visits/week 26 mvts

Marina – Dry Births 470 births [3] 15 visits/year 39 mvts

Boat Maintenance [3] 3,000 sqm [3][4] 5 mvts/100 sqm 150 mvts

Subject Site Total 275 mvts Caravan Park 55 sites [2] 3 mvts/site 165 mvts

Houses 20 houses [4] 8 mvts/dwelling 160 mvts

Agriculture [5] 10 mvts/day 10 mvts

Overall Total 610 mvts

Sources: [1] RTA NSW ‘Guide to Traffic Engineering Developments’ - Restaurant [2] RTA NSW ‘Guide to Traffic Engineering Developments’ - Motel [3] Sholto report 12/03/11 [4] GTA survey database [5] Estimate

Based on the estimates in Table 3.1, I estimate that the site currently generates in the order of 275 vehicle movements per day, which represents 45% of the traffic using Lumeah Road and Whitneys Road (north of Lumeah Road).

3.2 Post-Development Traffic Generation The proposed development includes the retention of the existing uses and the construction of 180 holiday apartments, 5 staff apartments, 180 new wet births and 400 new dry births.

Based on typical generation rates for these uses, and the estimated traffic generation of the existing uses, I have estimated the expected post-development traffic volumes in Lumeah Road and Whitneys Road. These are shown in Table 3.2.

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Table 3.2: Post-Development Traffic Generation – Estimated

Use Size Daily Traffic Generation Rate Daily Traffic Generation Restaurant 100 sqm [1] 60 mvts/100 sqm 60 mvts

Marina – Wet Births 310 births [5] 0.5 visits/week 62 mvts

Marina – Dry Births 670 births [3] 15 visits/year 55 mvts

Boat Maintenance 5,500 sqm [3][4] 5 mvts/100 sqm 275 mvts

Holiday Apartments 180 apartments [4] 4 mvts / apartment 720 mvts

Staff Apartments 14 apartments [5] 6 mvts / apartment 84 mvts

Subject Site Total 1,256 mvts Caravan Park 55 sites [2] 3 mvts/site 165 mvts

Houses 20 houses [4] 8 mvts/dwelling 160 mvts

Agriculture [5] 10 mvts/day 10 mvts

Overall Total 1,591 mvts

Sources: [1] RTA NSW ‘Guide to Traffic Engineering Developments’ - Restaurant [2] RTA NSW ‘Guide to Traffic Engineering Developments’ - Motel [3] Sholto report 12/03/11 [4] GTA survey database [5] Estimate

Based on the estimates in Table 3.2, I estimate that, following the proposed development, the volume of traffic using Lumeah Road and Whitneys Road will increase to in the order of 1,591 vehicles per day, of which the site will generate in the order of 1,256 vehicle movements per day, which will represent 79% of the traffic using Lumeah Road and Whitneys Road. I note that there is likely to be some seasonality in the traffic volumes, with potentially higher traffic volumes in summer and lower traffic volumes in winter.

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4. Required Road Upgrade Works

4.1 Lumeah Road and Whitneys Road

4.1.1 Existing Conditions

Lumeah Road and Whitneys Road (north of Lumeah Road) currently have a spray-seal surface which varies in width between approximately 4.5m and 5.5m, and unformed shoulders.

There are a number of locations along the road length where the surface has failed, including pot holes and cracked edges of the seal. The surface is particularly poor at the bends in the road near the intersection of Lumeah Road and Whitneys Road. In addition, there are no formal drainage facilities along the road lengths, or formed table drains, and hence the roads are susceptible to ponding and being impacted by water damage.

Where the sealed width of the roads reduces below 5.5m, oncoming vehicles having difficulties passing each other and typically drive with one wheel on the unsealed shoulders.

4.1.2 Road Design Standards

The relevant design standard for roads in Australia is the ‘Austroads Guide to Road Design Part 3: Geometric Design’ (‘Austroads Guide’). This guide has been adopted by VicRoads, subject to specific additional Victorian requirements, which are published as the ‘VicRoads Supplement to the Austroads Guide to Road Design Part 3: Geometric Design’ (‘VicRoads Supplement’).

Given their location, Lumeah Road and Whitneys Road (north of Lumeah Road) are rural type roads. An extract from Section 4.2.6 of the Austroads Guide, which considers the width of rural roads, is provided below:

“The desirable lane width on rural roads is 3.5 m. This width allows large vehicles to pass or overtake without either vehicle having to move sideways towards the outer edge of the lane. The lane width and the road surface condition have a substantial influence on the safety and comfort of users of the roadway. In rural applications the additional costs that will be incurred in providing wider lanes will be partially offset by the reduction in long-term shoulder maintenance costs.

Narrow lanes result in a greater number of wheel concentrations in the vicinity of the pavement edge and will also force vehicles to travel laterally closer to one another than would normally happen at the design speed. Drivers tend to reduce their travel speed, or shift closer to the lane/road centre (or both) when there is a perception that a fixed hazardous object is too close to the nearside or offside of the vehicle. When there is a perceived fixed hazard, there is a movement by the vehicle towards the opposite lane line.

… On two lane sealed roads, the total width of seal should desirably be not less than 7.2 m to allow adequate width for passing.”

Table 4.5 from the Austroads Guide, which provides recommendations regarding the width of rural roads, is reproduced below.

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Figure 4.1: Austroads Guide to Road Design Part 3 – Table 4.5

Specifically for Victorian application, the VicRoads Supplement provides an additional table, which is reproduced below.

Figure 4.2: VicRoads Supplement to the Austroads Guide to Road Design Part 3 – Table V4.2

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Following the proposed development, Lumeah Road and Whitneys Road (north of Lumeah Road) are expected to cater for in the order of 1,600 vehicle movements per day. Therefore, both the Austroads Guide and the VicRoads Supplement indicate that a cross-section with two 3.5m wide lanes and 2m wide shoulders would be appropriate. The only difference between the documents is that the Austroads Guide recommends that 1m of each shoulder be sealed, whereas the VicRoads Supplement does not require the shoulder to be sealed unless there are specific characteristics of the route, none of which are applicable in this instance.

4.1.3 Future Road Design Based on the above, the existing conditions of Lumeah Road and Whitneys Road (north of Lumeah Road) are sub-standard for the volume of traffic which currently use these roads and potentially unsafe. The significant increase in traffic that will be using these roads as a result of the proposed development will exacerbate the existing issues.

Therefore, particularly given that this route carries a relatively high volume of trucks, I consider that Lumeah Road and Whitneys Road (north of Lumeah Road) will need to be upgraded to have a sealed carriageway width of 7m, with 2m shoulders and formed table drains to facilitate the development.

4.2 Tyabb-Tooradin Road and Bungower Road The intersection of Tyabb-Tooradin Road / Bungower Road / Whitneys Road is currently a five-leg junction, which is located on a bend in Tyabb-Tooradin Road and is shown in Figure 4.3 below.

Figure 4.3: Tyabb-Tooradin Road / Bungower Road / Whitneys Road Intersection – Existing Conditions

The existing intersection layout is poor from both an operational and road safety perspective. VicRoads CrashStats data indicates that there were three reported accidents causing injury at

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this intersection in the most recently available five year period (2009-2013), which qualifies the intersection for consideration for upgrading using Blackspot funding. I understand that Council is planning to install a roundabout at the intersection in the near future. This would address the existing and future issues regarding the operation and safety of the intersection.

Traffic counts undertaken by Mornington Peninsula Shire Council in 2009, and VicRoads data from 2014, suggest that Tyabb-Tooradin Road currently carries approximately 3,600 – 3,800 vehicles per day north of Bungower Road, and 2,800 vehicles per day south of Bungower Road. VicRoads data from 2014 also suggests Bungower Road carries in the order of 6,300 vehicles per day west of Tyabb-Tooradin Road. Bungower Road is likely to carry minimal traffic east of Tyabb-Tooradin Road. Therefore, there are approximately 6,800 vehicles per day travelling through the intersection of Tyabb-Tooradin Road / Bungower Road / Whitneys Road (taking into account the double-counting of vehicles travelling through two legs of the intersection).

The proposed development will increase the volume of traffic turning in and out of Whitneys Road by in the order of 1,000 vehicles per day, which represents an increase in up to 15% in the volume of traffic using the intersection. Therefore, without any mitigating treatments, the additional site-generated traffic will impact the operation and safety of the intersection. Consequently, the proposed development will increase the urgency of upgrading this intersection.

4.3 Other Roads Given the poor construction standard of the unsealed roads to the south of Lumeah Road, and that a suitable access route to the site is provided along Lumeah Road and Whitneys Road (north of Lumeah Road), it is likely that the proposed development will generate minimal additional traffic on the unsealed roads to the south of Lumeah Road.

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5. Funding of Road Upgrade Works

5.1 General In order to determine the appropriate contribution by the applicant to potential road works in the vicinity of the site I have considered the document ‘Understanding Development Contributions’, prepared by the former Department of Sustainability and Environment (DSE). This document outlines the mechanisms that can be used for development contributions, and provides some guidelines on issues such as cost apportionment.

Consistent with this document, in order for a developer to fund external works, it is usual practice in Victoria for consideration to be given to the ‘need’, ‘nexus’, ‘equity’ and ‘accountability’ of the proposed arrangements, as follows:

Need – is the treatment needed? Nexus – is there a direct link between the proposal and the infrastructure provision? Equity – is the provision fair in terms of who is and isn’t required to pay? Would another

method be more appropriate? Accountability – what are the financial arrangements? How will the provision be

monitored and reviewed?

The first three of these factors are discussed below for each of the potential external road works associated with the proposed rezoning and development.

5.2 Lumeah Road and Whitneys Road As noted in Section 4.1 of this evidence, there is a clear need to upgrade the construction standard of Lumeah Road and Whitneys Road (north of Lumeah Road), as the existing construction standard of these roads is sub-standard for the expected future traffic volumes.

There is also a clear nexus between the upgrading of these roads and the proposed development, as almost all the traffic accessing the subject site will travel along these roads, and the traffic generated by the site is a significant factor in the need for the upgrade works to occur.

This brings us to the question of ‘equity’, and specifically the apportionment of the costs associated with the upgrade works. In general, the cost of the works can be borne entirely by the applicant, entirely by the Responsible Authority, or through an apportionment of costs between the applicant and Responsible Authority.

Where road works are proposed directly as a result of a specific development, it is typical for the applicant to pay the full costs of the works, including maintenance costs for up to 10 years following the construction period. Whereas, if an area is subject to a Development Contributions Plan and has numerous land owners who each have sites which generate a low to moderate percentage of the overall traffic in a road network, each land owner typically contributes costs in proportion to the percentage of traffic using a facility which is generated by their site.

In this instance, the situation is similar to the first scenario, in that there is one land owner who will be generating most of the traffic using a facility.

As previously indicated, following the full development of the site, I expect that the site will generate in the order of 79% of the traffic using Lumeah Road and Whitneys Road (north of

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Lumeah Road). Consequently, depending on which funding model is chosen, the applicant should contribute between 79% and 100% of the costs of the upgrade works.

Also as previously indicated, I estimate that the other land parcels in the vicinity of Lumeah Road and Whitneys Road currently generate in the order of 335 vehicle movements per day along these roads. Further, the current land zoning of the land parcels along these roads precludes significant development from occurring in this area. Therefore, based on the Austroads Guide and the VicRoads Supplement, if the subject site was undeveloped, these roads would not need to be upgraded to the standard required to accommodate the traffic generated by the subject site (both currently and in the future). Indeed, given the relatively low traffic volumes, and that the existing road is sealed (albeit that the seal is narrower than desirable) I would expect that without the site-generated traffic any upgrade works on Lumeah Road and Whitneys Road would be a low priority for funding in Council’s Capital Works Program.

Consequently, I consider it unreasonable to expect Council to contribute to the costs of upgrading Lumeah Road and Whitneys Road when these works are only being undertaken due to the traffic impacts of one site, and indeed a site which will benefit from being zoned differently to the surrounding land. Therefore, it is my opinion that, other than funding that would have been spent by Council on the routine maintenance of these roads anyway, the full costs of the upgrade works should be borne by the applicant.

Were the Council required to contribute to the cost of the upgrade works this would be inequitable to the wider community as it would result in the use of public funds to mitigate the impact of traffic generated by one development.

5.3 Tyabb-Tooradin Road and Bungower Road As noted in Section 4.2 of this evidence, there is a clear need to upgrade the intersection of Tyabb-Tooradin Road / Bungower Road / Whitneys Road, as the existing intersection layout is poor from both an operational and road safety perspective, and the traffic generated by the proposed development will only exacerbate these issues.

There is also some nexus between the proposed development and the intersection upgrade works, as the proposed development will notably increase the volume of traffic using the intersection (by approximately 15%). For instance, VicRoads Access Management Policies suggest that where a development increases a traffic movement at an intersection by 10% or more, appropriate mitigating works should be undertaken to “retain, within practical limitations, the degree of saturation, safety and operational efficiency at levels that would have existed without the proposed land use/development”.

However, when considering the strength of the nexus, and the desire for equality, I note that upgrade works are required at this intersection regardless of the proposed development, and that the extent of the upgrade works required (i.e. the design of a roundabout) would not change were the development to proceed or not.

Therefore, I don’t consider it necessary that this intersection be upgraded to facilitate the development or for the applicant to contribute towards the future cost of upgrading this intersection.

5.4 Other Roads As development generated traffic will become more dispersed once it passes through the intersection of Tyabb-Tooradin Road / Bungower Road / Whitneys Road, and hence be only a

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minor percentage of traffic volumes using the wider road network, I don’t believe that adequate nexus exists for the applicant to be required to contribute to any upgrade works on the wider road network.

Similarly, the volume of traffic generated by the site which uses the unsealed single-lane roads to the south of Lumeah Road is likely to be low and consequently I don’t believe that it is necessary for any upgrade works to be undertaken on these roads as a result of the proposed development.

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6. Timing of Road Upgrade Works

As previously indicated, the current design standard of Lumeah Road and Whitneys Road (north of Lumeah Road) is sub-standard to cater for the traffic already generated by the subject site. Therefore, as a minimum, these roads should be upgraded prior to the commencement of the proposed uses.

In addition, given the extent of the buildings and civil works associated with the proposed development, I expect that the proposed development will generate a significant volume of traffic during the construction period, including a high percentage of trucks. Therefore, I consider it appropriate that the road upgrade works occur prior to the commencement of construction, to provide an appropriate level of road safety during the construction works.

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7. Summary of Opinion & Other Statements

7.1 Summary of Opinion Based on the analysis and discussions presented within this evidence, the following is a summary of my opinion:

i I estimate that the site currently generates in the order of 275 vehicle movements per day, which represents 45% of the traffic using Lumeah Road and Whitneys Road (north of Lumeah Road).

ii I estimate that, following the proposed development, the volume of traffic using Lumeah Road and Whitneys Road will increase to in the order of 1,591 vehicles per day, of which the site will generate in the order of 1,256 vehicle movements per day, which will represent 79% of the traffic using Lumeah Road and Whitneys Road.

iii With regard to Lumeah Road and Whitneys Road (north of Lumeah Road):

The existing condition of these roads is sub-standard for the volume of traffic which currently use these roads and potentially unsafe. The significant increase in traffic that will be using these roads as a result of the proposed development will exacerbate the existing issues.

I consider that these roads will need to be upgraded to have a sealed carriageway width of 7m, with 2m shoulders and formed table drains to facilitate the development.

I consider it unreasonable to expect Council to contribute to the costs of upgrading these roads when these works are only being undertaken due to the traffic impacts of one site, and indeed a site which will benefit from being zoned differently to the surrounding land. Therefore, it is my opinion that, other than funding that would have been spent by Council on the routine maintenance of these roads anyway, the full costs of the upgrade works should be borne by the applicant.

I consider it appropriate that the road upgrade works occur prior to the commencement of construction, to provide an appropriate level of road safety during the construction works.

iv With regard to the intersection of Tyabb-Tooradin Road / Bungower Road / Whitneys Road:

The existing layout of the intersection is poor from both an operational and road safety perspective and needs to be upgraded to a roundabout.

The proposed development will increase the volume of traffic using the intersection by in the order of 15%. Consequently, the proposed development will increase the urgency of upgrading this intersection.

Notwithstanding, upgrade works are required at this intersection regardless of the proposed development, and the extent of the upgrade works required would not change were the development to proceed or not.

Therefore, I don’t consider it necessary that this intersection be upgraded to facilitate the development or for the applicant to contribute towards the future cost of upgrading this intersection.

v I don’t believe that it is necessary for any upgrade works to be undertaken on any other roads as a result of the proposed development.

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7.2 Other Statements i No opinion provided in this evidence is provisional. ii No questions or statements outside of my expertise have been addressed in this

evidence. iii This evidence is not incomplete or inaccurate.

Declaration I have made all the inquiries that I believe are desirable and appropriate and that no matters of significance that I regard as relevant have, to my knowledge, been withheld from the Panel.

___________________

David Graham Director

25 May 2015

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Appendix A

David Graham – Curriculum Vitae

Appendix A

David Graham Director

David is a Director at GTA Consultants who has over thirteen years’ experience in traffic and

transport engineering built across roles in both the public and private sector. He has a Bachelor

of Engineering with Honours and a Bachelor of Science from the University of Melbourne.

David has extensive experience in the preparation of traffic impact assessments, traffic

engineering advice on developments, intersection and traffic signal design and analysis, and

car park design. His experience encompasses a broad range of public facility, retail,

commercial and residential developments, including land rezoning. He has been involved in

the management and delivery of a number of key traffic engineering projects ranging from

bicycle route scoping to the development of traffic management treatments to improve route

performance or address accident black spots. He also has experience with public consultation

and planning scheme amendments, appears regularly at VCAT as an expert witness, and is a

highly experienced VicRoads accredited Senior Road Safety Auditor.

— Key Skill/Area of Expertise 1



Office

Melbourne

Qualifications

BEng(Hons): University of Melbourne

BSc: University of Melbourne

Memberships and Affiliations

Member Engineers Australia (MIEAust)

Member Victorian Planning &

Environmental Law Association (VPELA)

Project Experience

Traffic & Transport Planning

Melbourne Park Redevelopment Eastern Plaza

Melbourne Rectangular Stadium (AAMI Park)

Various Woolworths & Coles Supermarkets

Bradmill Site, Francis Street, Yarraville

‘Society’ South Yarra

‘The Quays’, ‘Harbour One’ & ‘NewQuay

Promenade’, New Quay, Docklands

SmartBus Bus Stop Designs

Doncaster Hill Development Contributions Plan

Doncaster Hill Pedestrian and Cycling Strategy

Manningham Arterial Road Improvement

Strategy

Expert Evidence

Mortlake Power Station

Wendouree Shopping Centre Expansion

Various other residential, retail, industrial &

commercial developments

Road Safety

Over 100 road safety audits including:

CityLink Western Link

Road side advertising signs adjacent to

CityLink, EastLink, the Western Ring Road and

Hume Highway

Federation Trail shared path

Bus Lanes in Stud Road, Victoria and Victoria

Road, Rydalmere, NSW

Roadwork Traffic Management Plans at

various locations

Professional Background

2004 – Present: GTA Consultants

In his time at GTA Consultants, David has

provided strategic traffic and transport

engineering and design advice on a wide

variety of development projects including

shopping centres, offices, residential

developments and public buildings. His strong

road safety skills have been applied through

participation in over 100 road safety audits in

Victoria, NSW & Queensland, most as lead

auditor. He has also used his design expertise

in overseeing the designs of numerous bus

stops, intersections and other traffic

treatments. Additionally, David’s background

in the public sector has assisted him in

supervising the preparation of scoping reports

for various proposed works, and in undertaking

planning permit referral assessments on behalf

of a number of Councils.

1999 – 2004: Manningham City Council

During his tenure at Manningham City Council,

David provided significant input into the

implementation of the Doncaster Hill Strategy

and associated plans. He also prepared

scoping reports for a variety of projects

including blackspots and bicycle treatments,

project managed road improvement projects,

developed and implemented LATM schemes

and provided strategic advice to Council

regarding traffic and transport related issues.

Melbourne

A Level 25, 55 Collins Street PO Box 24055 MELBOURNE VIC 3000 P +613 9851 9600 E [email protected]

Brisbane

A Level 4, 283 Elizabeth Street BRISBANE QLD 4000 GPO Box 115 BRISBANE QLD 4001 P +617 3113 5000 E [email protected]

Adelaide

A Suite 4, Level 1, 136 The Parade PO Box 3421 NORWOOD SA 5067 P +618 8334 3600 E [email protected]

Townsville

A Level 1, 25 Sturt Street PO Box 1064 TOWNSVILLE QLD 4810 P +617 4722 2765 E [email protected]

Sydney

A Level 6, 15 Help Street CHATSWOOD NSW 2067 PO Box 5254 WEST CHATSWOOD NSW 1515 P +612 8448 1800 E [email protected]

Canberra

A Unit 4, Level 1, Sparta Building, 55 Woolley Street PO Box 62 DICKSON ACT 2602 P +612 6243 4826 E [email protected]

Gold Coast

A Level 9, Corporate Centre 2 Box 37, 1 Corporate Court BUNDALL QLD 4217 P +617 5510 4800 F +617 5510 4814 E [email protected]

Perth

A Level 27, 44 St Georges Terrace PERTH WA 6000 P +618 6361 4634 E [email protected]

Melbourne

A Level 25, 55 Collins Street PO Box 24055 MELBOURNE VIC 3000 P +613 9851 9600 E [email protected]

Brisbane

A Level 4, 283 Elizabeth Street BRISBANE QLD 4000 GPO Box 115 BRISBANE QLD 4001 P +617 3113 5000 E [email protected]

Adelaide

A Suite 4, Level 1, 136 The Parade PO Box 3421 NORWOOD SA 5067 P +618 8334 3600 E [email protected]

Townsville

A Level 1, 25 Sturt Street PO Box 1064 TOWNSVILLE QLD 4810 P +617 4722 2765 E [email protected]

Sydney

A Level 6, 15 Help Street CHATSWOOD NSW 2067 PO Box 5254 WEST CHATSWOOD NSW 1515 P +612 8448 1800 E [email protected]

Canberra

A Tower A, Level 5, 7 London Circuit Canberra ACT 2600 P +612 6243 4826 E [email protected]

Gold Coast

A Level 9, Corporate Centre 2 Box 37, 1 Corporate Court BUNDALL QLD 4217 P +617 5510 4800 F +617 5510 4814 E [email protected]

Perth

A Level 27, 44 St Georges Terrace PERTH WA 6000 P +618 6361 4634 E [email protected]

www.gta.com.au www.gta.com.au www.gta.com.au www.gta.com.au

mailto:[email protected]

mailto:[email protected]

Documents

Mornington Peninsula Amendment C161 Yaringa Boat … · Yaringa Boat Harbour Development Traffic Engineering Evidence ... Mornington Peninsula Amendment C161, Yaringa Boat Harbour