Traffic and Transport Assessment - Mornington … Surrounding Road Network and Intersections 12 ... Table 2-3 Rating of Degrees of Saturation 29 ... Traffic and Transport Assessment

Traffic and Transport Assessment

Sorrento Ferry Terminal CG150265

Prepared for Searoad Ferries

15 December 2016

Traffic and Transport Assessment Sorrento Ferry Terminal

15 December 2016 Cardno ii

Document Information

Prepared for Searoad Ferries

Project Name Sorrento Ferry Terminal

File Reference CG150265REP001F01JPM.docx

Job Reference CG150265

Date 15 December 2016

Contact Information

Cardno Victoria Pty Ltd

Trading as Cardno

ABN 47 106 610 913

Level 4

501 Swanston Street

Melbourne

Victoria 3000 Australia

Telephone: (03) 8415 7777

Facsimile: (03) 8415 7788

International: +61 3 8415 7777

[email protected]

www.cardno.com

Document Control

Version Date Author Author Initials

Reviewer Reviewer Initials

F01 15/12/16 Sam Mulligan SM John-Paul Maina JPM

D02 10/08/16 Sam Mulligan - John-Paul Maina -

D01 15/09/15 Luke Richardson - John-Paul Maina -

© Cardno. Copyright in the whole and every part of this document belongs to Cardno and may not be used, sold, transferred, copied or reproduced in whole or in part in any manner or form or in or on any media to any person other than by agreement with Cardno.

This document is produced by Cardno solely for the benefit and use by the client in accordance with the terms of the engagement. Cardno does not and shall not assume any responsibility or liability whatsoever to any third party arising out of any use or reliance by any third party on the content of this document.


15 December 2016 Cardno iii

Table of Contents

1 Introduction 6

2 Existing Conditions 6

2.1 Site Location and Layout 6

2.2 Existing Operation 8

2.3 Site Accessibility 9

2.3.1 Vehicles 9

2.3.2 Pedestrians 9

2.3.3 Cyclists 9

2.3.4 Public Transport 9

2.4 Surrounding Road Network and Intersections 12

2.4.1 Roads 12

2.4.2 Intersections 17

2.5 Draft Vehicle and Pedestrian Strategy Report 21

2.6 Existing Traffic Conditions 22

2.6.1 Traffic Volumes 22

2.6.2 Vehicle Queue Lengths – Southern Esplanade Approach to Sorrento Ferry Terminal 25

2.6.3 Pedestrian & Cyclist Volumes 26

2.6.4 Existing Intersection Operation 28

2.6.5 Existing Car Park Occupancy 31

3 Proposal 33

4 Traffic Considerations 34

4.1 General 34

4.2 Anticipated Future Volumes 34

4.2.1 Redistributed Traffic 34

4.2.2 Circulating Traffic 34

4.3 Anticipated Future Intersection Operating Conditions 36

4.4 Recommendations 38

5 Parking Considerations 38

5.1 Provision 38

5.2 Design 38

6 Public Transport 39

6.1 Design Considerations 39

6.2 Potential Service Changes 39

6.3 Impact of Terminal Access Redesign 40

7 Pedestrians 41

8 Review of Vehicle and Pedestrian Strategy Against Proposal 44

8.1.1 Esplanade / Sorrento Ferry Terminal 44

8.1.2 Point Nepean Road / Esplanade 44

8.1.3 Hotham Road / Point Nepean Road 45

8.1.4 Point Nepean Road / Ocean Beach Road / Constitution Hill Road 47

9 Conclusions 48


15 December 2016 Cardno iv

Appendices

Appendix A Car Park Occupancy Survey Results

Appendix B Functional Layout Concept – Esplanade / Ferry Terminal

Appendix C Functional Layout Concept – Point Nepean Rd / Hotham Rd

Appendix D Pedestrian Crossing Facility Selection Tool

Tables

Table 2-1 Ferry Timetable – Sorrento Ferry Terminal 8

Table 2-2 Recommendations: Draft Vehicle and Pedestrian Strategy Report for Policemans Point – Esplanade Precinct, Sorrento 21

Table 2-3 Rating of Degrees of Saturation 29

Table 2-4 Existing Intersection Operation – Esplanade / Sorrento Ferry Terminal 30

Table 2-5 Existing Intersection Operation – Esplanade / Point Nepean Road 30

Table 2-6 Existing Intersection Operation – Point Nepean Road / Ocean Beach Road / Constitution Hill Road 30

Table 2-7 Existing Intersection Operation – Point Nepean Road / Hotham Road 30

Table 4-1 Future Operation – Esplanade / Sorrento Ferry Terminal 36

Table 4-2 Future Operation – Esplanade / Point Nepean Road 37

Table 4-3 Future Operation – Point Nepean Road / Ocean Beach Road / Constitution Hill Road 37

Table 4-4 Future Operation – Point Nepean Road / Hotham Road 37

Table 4-5 Future Operation – Esplanade / Ferry Terminal Access 37

Table 8-1 Future Intersection Operation – Point Nepean Road / Hotham Road - Roundabout 46

Table 8-2 Future Intersection Operation Sunday Peak – Point Nepean Road / Ocean Beach Road / Constitution Hill Road - Roundabout 47

Figures

Figure 2-1 Site Location 6

Figure 2-2 Existing Site Layout Aerial 7

Figure 2-3 Vehicle Access Plan 10

Figure 2-4 Pedestrian Access Plan 11

Figure 2-5 Aerial View of the Esplanade in the Vicinity of the Site 12

Figure 2-6 Aerial View of Hotham Road in the Vicinity of the Site 13

Figure 2-7 Aerial View of Point Nepean Road in the Vicinity of the Site 14

Figure 2-8 Aerial View of Ocean Beach Road in the Vicinity of the Site 15

Figure 2-9 Aerial View of Constitution Hill Road in the Vicinity of the Site 16

Figure 2-10 Esplanade / Ferry Terminal Intersection Aerial 17

Figure 2-11 Esplanade / Point Nepean Road Intersection Aerial 18

Figure 2-12 Hotham Road / Point Nepean Road Intersection Aerial 19

Figure 2-13 Point Nepean Road / Ocean Beach Road / Constitution Hill Road Intersection Aerial 20

Figure 2-14 Sunday Peak Hour Traffic Volumes – Sorrento Ferry Terminal and Surrounds 22

Figure 2-15 Saturday Peak Hour Traffic Volumes – Sorrento Ferry Terminal and Surrounds 23


15 December 2016 Cardno v

Figure 2-16 Composite Peak Hour Traffic Volumes – Sorrento Ferry Terminal and Surrounds 24

Figure 2-17 Vehicle Queue Length – Southern Esplanade Approach to Sorrento Ferry Terminal – Sunday 5 April 2015 (Easter Sunday) 25

Figure 2-18 Pedestrian and Cyclist Count Locations 26

Figure 2-19 Pedestrian Movement Profile – Sorrento Ferry Terminal – Sunday 5 April 2015 (Easter Sunday) 27

Figure 2-20 Cyclist Profile – Sorrento Ferry Terminal – Sunday 5 April 2015 (Easter Sunday) 27

Figure 2-21 Saturday Peak Hour Pedestrian Volumes – Sorrento Ferry Terminal and Surrounds 28

Figure 2-22 Car Parking Survey Map 31

Figure 2-23 Car Parking Profile – Sunday 5 April 2015 (Easter Sunday) 32

Figure 3-1 Proposed Reconfiguration of Esplanade / Ferry Terminal Intersection 33

Figure 4-1 Anticipated Changes to Traffic Distribution – Esplanade / Ferry Terminal 35

Figure 4-2 Anticipated Changes to Traffic Distribution – Greater Precinct 35

Figure 4-3 Anticipated Future Peak Period Traffic Volumes 36

Figure 6-1 Proposed Bus Stop Location 39

Figure 7-1 Proposed Pedestrian Path Routes 41


15 December 2016 Cardno 6

1 Introduction

Cardno has been engaged by Searoad Ferries to undertake a review of the traffic, transport and parking

implications as a result of the proposed reconfiguration of the access arrangements to the Sorrento Ferry

Terminal.

In the course of preparing this assessment:

> The subject site and its environs have been inspected;

> Traffic and parking data collected and analysed;

> Functional layout plans prepared – in consultation with relevant stakeholders;

> Consideration given to the historical draft vehicle and pedestrian strategy report prepared for Mornington

Peninsula Shire; and

> Reference made to relevant standards and design guidelines.

Our opinions with respect to the proposal follow.

2 Existing Conditions

2.1 Site Location and Layout

The Sorrento Ferry Terminal is located on the east side of the Esplanade in Sorrento, at the southern end of

the Port Phillip Bay, as shown in Figure 2-1.

Figure 2-1 Site Location

The Sorrento Ferry Terminal includes a vehicle boarding area, a vehicle alighting area, the Sorrento Pier and

the Sorrento Pier Car Park. An aerial of the existing site layout is provided in Figure 2-2 overleaf.

Surrounding land use is a mixture of residential, commercial and recreational in nature. Of particular note,

the Sorrento Historic Park, Hotel Sorrento and a Police Station are located to the west of the terminal, whilst

the Sorrento Neighbourhood Activity Centre (NAC) is located approximately 400 metres to the southwest of

the site.

Sorrento Ferry Terminal



Figure 2-2 Existing Site Layout Aerial

Vehicle Boarding Area

Vehicle Alighting Area

Sorrento Pier

Sorrento Pier Car Park



2.2 Existing Operation

The Queenscliff – Sorrento Ferry is operated by Searoad Ferries and links the Bellarine Peninsula with the

Mornington Peninsula.

The ferry takes both foot passengers and vehicles on board, with vehicle boarding and alighting areas

provided as shown in Figure 2-2.

The ferry takes approximately 45 minutes, with a ferry departing Queenscliff every hour between 6:00am and

6:00pm and a ferry departing Sorrento every hour between 7:00am and 6:00pm. It is noted that the 6:00am

ferry from Queenscliff does not take vehicles.

An additional service operates at 7:00pm from both Queenscliff and Sorrento during high peak periods which

include:

> Every day between 26 December – 31 January,

> Throughout February on weekends only (Friday, Saturday and Sunday); and

> Labour Day and Easter long weekends.

A summary of the timetable at the Sorrento Ferry Terminal is provided in Table 2-1.

Table 2-1 Ferry Timetable – Sorrento Ferry Terminal

Arrivals Departures

6:45am1 7:00am

7:45am 8:00am

8:45am 9:00am

9:45am 10:00am

10:45am 11:00am

11:45am 12:00pm

12:45pm 1:00pm

1:45pm 2:00pm

2:45pm 3:00pm

3:45pm 4:00pm

4:45pm 5:00pm

5:45pm 6:00pm

6:45pm 7:00pm2

7:45pm2

1. Service does not take vehicles

2. Operates every day between 26 December – 31 January, throughout February on weekends only (Friday, Saturday and Sunday) and

on Labour Day and Easter long weekends.

Where tickets have not been booked online, Searoad Ferries recommends the following to their clients:

> Arrive 15 – 20 minutes prior to departure on a typical day; or

> Arrive 30 – 40 minutes prior to departure during the busy period between 26 December – 31 January and

the Easter weekend to book tickets.



2.3 Site Accessibility

2.3.1 Vehicles

Inbound access to the ferry terminal is available only from the south via the Esplanade, with the Esplanade

to the north of the Sorrento Ferry Terminal operating as one way northwest bound only.

Outbound vehicle access is available via the Esplanade to both the north and south. The vehicle access

routes to the site are shown graphically in Figure 2-3.

2.3.2 Pedestrians

There are numerous footpaths providing access to the Sorrento Pier, the Sorrento Ferry Terminal Enquiries

Office, the Sorrento Pier Car Park, the nearby bus stop on the Esplanade as well as along the Esplanade to

the north and south.

Informal pedestrian crossings are provided across four of the five roundabout approaches and across the

Sorrento Pier Car Park generally by way of pram ramps.

Pedestrian access onto the Ferry is provided along the northern footpath within the Sorrento Ferry Terminal

(shared with the Sorrento Pier), whilst pedestrian access off the ferry is provided along the southern footpath

within the Sorrento Ferry Terminal. A pedestrian access plan is provided in Figure 2-4.

2.3.3 Cyclists

There are no specific bicycle facilities in the immediate vicinity of the Sorrento Ferry Terminal, however

cyclists are able to utilise the Esplanade and Hotham Road carriageways to access the site as required.

Beyond the immediate vicinity of the site, on-street bicycle lanes are provided along Point Nepean Road

towards both Portsea and in the direction of Frankston, with off-road bicycle paths also provided along the

Port Phillip Bay.

2.3.4 Public Transport

Bus route 787 (Sorrento – Safety Beach) operates within close proximity to the site, with a bus stop located

approximately 50 metres south of the Sorrento Ferry Terminal.

In addition, bus route 788 (Frankston – Portsea via Dromana, Rosebud, Sorrento) operates along Ocean

Beach Road, with the nearest stop located at the Ocean Beach Road / Kerferd Avenue, an approximate 600

metre walk to the southwest of the Sorrento Ferry Terminal.

Frankston Railway Station is also accessible via bus route 788.



Figure 2-3 Vehicle Access Plan

Esplanade

Hotham Road

Point Nepean Road

Ocean Beach Road Point Nepean Road

Hotham Road


Inbound Vehicle Routes Outbound Vehicle Routes

Esplanade



Figure 2-4 Pedestrian Access Plan

Sorrento Pier

Sorrento Pier Car Park

Hotham Road

Esplanade Bus Stop

Sorrento Ferry Terminal Enquiries Office

Pedestrian Path Informal Pedestrian Crossing



2.4 Surrounding Road Network and Intersections

2.4.1 Roads

2.4.1.1 Esplanade

The Esplanade is aligned generally in a north-south direction, extending north from Point Nepean Road and

past the Sorrento Ferry Terminal, before continuing as Hotham Road.

South of the Ferry Terminal, the Esplanade generally operates with a single traffic lane in each direction,

with intermittent angle and parallel parking provided along both sides, clear of traffic.

North of the Ferry Terminal, the Esplanade operates as one way northwest bound only, with a single traffic

lane. An aerial view of the Esplanade in the vicinity of the site is provided in Figure 2-5.

Figure 2-5 Aerial View of the Esplanade in the Vicinity of the Site

Esplanade

Esplanade Sorrento Ferry Terminal



2.4.1.2 Hotham Road

Hotham Road is aligned generally in an east-west direction, extending west as the continuation of the

Esplanade in Sorrento to Back Beach Road in Portsea.

In the vicinity of the site, Hotham Road operates with a varying cross section.

Between The Esplanade and Austin Avenue, Hotham Road operates as one way westbound only, with a

single traffic lane and intermittent parallel and angle parking provided along both sides, clear of traffic.

Between Austin Avenue and Point Nepean Road, Hotham Road operates with a single traffic lane in each

direction, with intermittent formal and informal angle parking permitted on both sides, clear of traffic and a

small section of angle parking within a central median.

West of Point Nepean Road, Hotham Road operates with a single traffic lane in each direction, with parallel

parking permitted alongside both kerbs, clear of traffic.

An aerial view of Hotham Road in the vicinity of the site is provided in Figure 2-6.

Figure 2-6 Aerial View of Hotham Road in the Vicinity of the Site

Point Nepean Road

Hotham Road

Hotham Road

Austin Avenue



2.4.1.3 Point Nepean Road

Point Nepean Road is a Declared Main Road which generally follows Port Phillip Bay from Nepean Highway

in Dromana to the Point Nepean National Park in Portsea.

In the vicinity of the site, Point Nepean Road generally operates with a single traffic lane and a single bicycle

lane in each direction. South of the Esplanade, parallel parking is provided on the northeast kerb.

An aerial view of Point Nepean Road in the vicinity of the site is provided in Figure 2-7.

Figure 2-7 Aerial View of Point Nepean Road in the Vicinity of the Site

Point Nepean Road

Point Nepean Road

Ocean Beach Road

Esplanade

Constitution Hill Road

Hotham Road



2.4.1.4 Ocean Beach Road

Ocean Beach Road extends generally southwest from Point Nepean Road to the Sorrento Ocean Beach.

In the vicinity of the site, Ocean Beach Road operates with a single traffic lane in each direction, separated

by a central median comprising a single row of angle parking. Angle parking is also permitted along both

sides.

An aerial view of Ocean Beach Road in the vicinity of the site is provided in Figure 2-8.

Figure 2-8 Aerial View of Ocean Beach Road in the Vicinity of the Site

Ocean Beach Road


Point Nepean Road



2.4.1.5 Constitution Hill Road

Constitution Hill Road is a local road which generally extends north-south between Point Nepean Road and

Coppin Road.

In the vicinity of the site, Constitution Hill Road operates with a single traffic lane in each direction.

Intermittent angle parking is provided on the west side, with parallel parking permitted on the east kerb.

An aerial view of Constitution Hill Road in the vicinity of the site is provided in Figure 2-9.

Figure 2-9 Aerial View of Constitution Hill Road in the Vicinity of the Site


Ocean Beach Road



2.4.2 Intersections

2.4.2.1 Esplanade / Ferry Terminal Intersection

The Esplanade / Ferry Terminal Intersection functions as a five leg roundabout, as summarised below:

> The southwest leg (the Esplanade) provides two approach lanes, including a left and through lane

providing access to the Sorrento Pier Car Park and the northwest leg (the Esplanade), and a short right

turn lane providing access to the Sorrento Ferry Terminal. A single departure lane is also provided;

> The northwest leg (the Esplanade) provides one departure lane only;

> The north leg (Sorrento Pier Car Park) provides one approach and one departure lane;

> The northeast leg (Sorrento Ferry Terminal) provides two departure lanes only; and

> The southeast leg (Sorrento Ferry Terminal) provides a single approach lane only.

An aerial of the Esplanade / Ferry Terminal intersection is provided in Figure 2-10.

Figure 2-10 Esplanade / Ferry Terminal Intersection Aerial

Southwest Esplanade Leg

Northwest Esplanade Leg

North Sorrento Pier Car Park Leg

Northeast Sorrento Ferry Terminal Leg

Southeast Sorrento Ferry Terminal Leg



2.4.2.2 Esplanade / Point Nepean Road Intersection

The Esplanade / Point Nepean Road intersection is a ‘Stop’ controlled T-intersection, with priority provided to

Point Nepean Road. The three legs of the intersection are summarised as follows:

> The south leg (Point Nepean Road) comprises a through lane and a short right turn deceleration lane on

approach and a single departure lane;

> The west leg (Point Nepean Road) comprises a through lane and a short left turn deceleration lane on

approach and a single departure lane; and

> The north leg (the Esplanade) comprises a left turn lane and a right turn lane on approach and a single

departure lane.

An aerial of the Esplanade / Point Nepean Road intersection is provided in Figure 2-11.

Figure 2-11 Esplanade / Point Nepean Road Intersection Aerial

South Point Nepean Road Leg

West Point Nepean Road Leg

North Esplanade Leg



2.4.2.3 Hotham Road / Point Nepean Road Intersection

The Hotham Road / Point Nepean Road intersection is a ‘Give Way’ controlled cross intersection, with

priority provided to Point Nepean Road. All four legs comprise a single lane both on approach and departure.

An aerial of the Hotham Road / Point Nepean Road intersection is provided in Figure 2-12.

Figure 2-12 Hotham Road / Point Nepean Road Intersection Aerial

South Point Nepean Road Leg

North Point Nepean Road Leg

West Hotham Road Leg

East Hotham Road Leg



2.4.2.4 Point Nepean Road / Ocean Beach Road / Constitution Hill Road

The Point Nepean Road / Ocean Beach Road / Constitution Hill Road intersection is a ‘Stop’ (south leg) and

‘Give Way’ (north leg) controlled cross intersection, with priority provided to the Point Nepean Road to Ocean

Beach Road east-west through movement. The four legs of the intersection are summarised as follows:

> The east leg (Point Nepean Road) comprises a through lane and a short right turn deceleration lane on

approach and a single departure lane;

> The west leg (Ocean Beach Road) comprises a through lane and a left turn slip lane on approach and a

single departure lane;

> The north leg (Point Nepean Road) comprises a through lane and a left turn slip lane on approach and a

single departure lane; and

> The south leg (Constitution Hill Road) comprises a single approach lane and a single departure lane.

An aerial of the Point Nepean Road / Ocean Beach Road / Constitution Hill Road intersection is provided in

Figure 2-13.

Figure 2-13 Point Nepean Road / Ocean Beach Road / Constitution Hill Road Intersection Aerial

East Point Nepean Road Leg

North Point Nepean Road Leg

West Ocean Beach Road Leg

South Constitution Hill Road Leg



2.5 Draft Vehicle and Pedestrian Strategy Report

The Draft Vehicle and Pedestrian Strategy Report for Policemans Point – Esplanade Precinct, Sorrento, was

prepared for the Mornington Peninsula Shire by Leigh Hale Consulting Services Pty Ltd in 2001 in response

to community concerns relating to traffic and pedestrian movements within the Esplanade Precinct.

Key issues reviewed included:

> Congestion along the Esplanade from Point Nepean Road to the Ferry Terminal;

> Pedestrian access and control; and

> Operation of intersections and traffic flow.

Of particular relevance to this report, the Vehicle and Pedestrian Strategy Report set out a number of

recommendations in relation to intersections near the Sorrento Ferry Terminal.

A summary of the recommendations and their status is provided as Table 2-2.

Table 2-2 Recommendations: Draft Vehicle and Pedestrian Strategy Report for Policemans Point – Esplanade Precinct, Sorrento

Recommendation Status

Esplanade / Sorrento Ferry Terminal

Construction of a roundabout to reduce confusion and improve traffic flows Complete

Introduction of pedestrian crossings to improve pedestrian safety Complete

Point Nepean Road / Esplanade:

Increase storage length for the right turn lane on Point Nepean Road into the Esplanade; Outstanding

Improved left turn slip lane for vehicles coming out of the Esplanade into Point Nepean Road Outstanding

Introduce pedestrian crossing approximately 60 metres east of the intersection Partially Complete

Provide both right turn and left turn lanes (into Point Nepean Road) in the Esplanade for approximately 50 metres;

Partially Complete

Introduce a centre protection median in Point Nepean Road for right turning vehicles from the Esplanade

Complete

Introduce a keep clear zone in Point Nepean Road to allow for turning movements in and out of the Esplanade during interrupted heavy traffic flow in Point Nepean Road

Outstanding

Interactive signs in Point Nepean Road providing advice to drivers on ferry availability to redirect vehicles away from the Esplanade congestion at peak times and reduce unnecessary queueing

Outstanding

Hotham Road / Point Nepean Road:

Redirect traffic headed to a number of key destinations in Portsea along Hotham Road in lieu of Point Nepean Road

Outstanding

Construction of a roundabout for speed control as well as flexibility for the additional turning traffic Outstanding

Point Nepean Road / Ocean Beach Road / Constitution Hill Road:

Construction of a roundabout to improve safety. Outstanding



2.6 Existing Traffic Conditions

2.6.1 Traffic Volumes

Full turning movement counts were undertaken on Sunday 5 April 2015 (Easter Sunday) between 10:00am –

7:00pm at the following key intersections:

> Esplanade / Ferry Terminal;

> Esplanade / Point Nepean Road;

> Hotham Road / Point Nepean Road; and

> Point Nepean Road / Ocean Beach Road / Constitution Hill Road.

Easter Sunday was chosen as the survey day due to it typically being the busiest day of the year for the

Sorrento Ferry Terminal. The overall network peak occurred between 11:15am – 12:15pm. It is noted that

the peak for the Esplanade / Ferry Terminal intersection also occurred between 11:15am – 12:15pm.

Figure 2-14 summarises the Sunday peak vehicle period for the Sorrento Ferry Terminal and Surrounds.

Figure 2-14 Sunday Peak Hour Traffic Volumes – Sorrento Ferry Terminal and Surrounds

Additional full turning movement surveys were undertaken by Mornington Peninsula Shire Council on

Saturday 16 January 2016 between 10:00am – 5:00pm at the following key intersections:


> Esplanade / Point Nepean Road; and


The vehicle movement peak for the above intersections occurred between 12:00pm – 1:00pm.



Figure 2-15 summarises the peak Saturday vehicle peak period for the Sorrento Ferry Terminal and

Surrounds.

Figure 2-15 Saturday Peak Hour Traffic Volumes – Sorrento Ferry Terminal and Surrounds

It is noted that whilst the volumes are broadly similar, there are a number of movements for which a

significant variance was observed.

In the interest of undertaking a robust assessment, a composite picture of peak hour traffic volumes was

prepared.

This composite picture has been developed by taking the highest volumes for each peak period movement

from the December and January survey and is provided as Figure 2-16 overleaf. These volumes will be used

as the base traffic volumes for analysis.



Figure 2-16 Composite Peak Hour Traffic Volumes – Sorrento Ferry Terminal and Surrounds



2.6.2 Vehicle Queue Lengths – Southern Esplanade Approach to Sorrento Ferry Terminal

In conjunction with the turning movement counts discussed in Section 2.6.1, a vehicle queue length survey

was also undertaken in 5 minute windows on Sunday 5 April 2015 (Easter Sunday) between 10:00am –

7:00pm along the Southern Esplanade approach at the Esplanade / Ferry Terminal roundabout.

Vehicle queues generally peaked in the 15 – 20 minute window prior to the departure of a ferry, with a

maximum vehicle queue of 17 vehicles observed between 11:45am – 11:50am.

A profile of the vehicle queues across the day is provided in Figure 2-17.

Figure 2-17 Vehicle Queue Length – Southern Esplanade Approach to Sorrento Ferry Terminal – Sunday 5 April 2015 (Easter Sunday)

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18

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Vehicle Queue Length



2.6.3 Pedestrian & Cyclist Volumes

In addition to the abovementioned traffic volume and queue length surveys, counts were also undertaken in

15 minute windows on Sunday 5 April 2015 (Easter Sunday) between 10:00am – 7:00pm of pedestrians and

bicycles accessing the Sorrento Ferry Terminal.

Counts were undertaken on the northern footpath along the Sorrento Ferry Terminal (which provides access

onto the ferry and is shared with the Sorrento Pier) and the southern footpath along the Sorrento Ferry

Terminal (which provides access off the ferry), as shown in Figure 2-18.

Figure 2-18 Pedestrian and Cyclist Count Locations

Peak pedestrian numbers typically occurred in the 15 minute window between the arrival of a ferry from

Queenscliff and the departure of a ferry to Sorrento, with a maximum number of 393 pedestrian movements

occurring in a 15 minute window between 11:45am – 12:00pm.

This included 130 pedestrian movements on the northern footpath and 263 pedestrian movements on the

southern footpath.

Across an hour window, there was a maximum of 719 pedestrian movements, occurring between 11:15am –

12:15pm. This included 389 pedestrian movements on the northern footpath and 330 pedestrian movements

on the southern footpath.

Cyclists were minimal and sporadic in nature, with a maximum of 8 cyclists accessing the Ferry in a 15

minute window between 10:45am – 11:00am. This included 5 cyclists on the northern footpath and 3 cyclists


Across an hour window, there was a maximum of 11 cyclists accessing the Ferry, occurring between

10:00am – 11:00am and 10:15am – 11:15am. This included 6 cyclists on the northern footpath and 5 cyclists


North Footpath (shared with Sorrento Pier)

South Footpath



The pedestrian movement and cyclist profiles are provided in Figure 2-19 and Figure 2-20 respectively

Figure 2-19 Pedestrian Movement Profile – Sorrento Ferry Terminal – Sunday 5 April 2015 (Easter Sunday)

Figure 2-20 Cyclist Profile – Sorrento Ferry Terminal – Sunday 5 April 2015 (Easter Sunday)

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Northern Footpath Southern Footpath Total

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In addition to the above surveys, the Morning Peninsula Shire undertook pedestrian traffic surveys at the

intersections of:


> Esplanade / Point Nepean Road; and


The data revealed that peak pedestrian movements peaked between 2:00pm – 3:00pm. Figure 2-21

summarises the peak pedestrian peak period, and the associated vehicular traffic at that time.

Figure 2-21 Saturday Peak Hour Pedestrian Volumes – Sorrento Ferry Terminal and Surrounds

2.6.4 Existing Intersection Operation

To assess the operation of the existing intersection, we have used the composite traffic movement data as

presented in Figure 2-16 to analyse the operation of the following intersections:


> Esplanade / Point Nepean Road;

> Point Nepean Road / Ocean Beach Road / Constitution Hill Road; and

> Hotham Road / Point Nepean Road (2015 data only available).

These intersections have been analysed using SIDRA. This computer package, originally developed by the

Australian Road Research Board, provides information about the capacity of an intersection in terms of a

range of parameters, as described below:



Degree of Saturation (D.O.S.) is the ratio of the volume of traffic observed making a particular movement

compared to the maximum capacity for that movement. Various values of degree of saturation and their

rating are shown in Table 2-3.

Table 2-3 Rating of Degrees of Saturation

D.O.S. Rating

Up to 0.6 Excellent

0.6 to 0.7 Very Good

0.7 to 0.8 Good

0.8 to 0.9 Fair

0.9 to 1.0 Poor

Above 1.0 Very Poor

It is considered acceptable for some critical movements in an intersection to operate in the range of 0.9 to

1.0 during the high peak periods, reflecting actual conditions in a significant proportion of suburban

signalised intersections.

The 95th Percentile (95%ile) Queue represents the maximum queue length, in metres, that can be

expected in 95% of observed queue lengths in the peak hour; and

Average Delay is the delay time, in seconds, which can be expected over all vehicles making a particular

movement in the peak hour.

In preparing the SIDRA Models for these intersections adjustments in the peak flow factors and critical gap

and follow up headways have been made. Specifically:

> The Peak Flow Factor had been calculated as being in the order of 91%. This factor has been adjusted in

the model by 10% and has been input as 81% for all movements.

- Peak Flow Factor is described as the ratio of the average demand flow rate in the Total Flow Period

(e.g. one hour) to the demand flow rate in the Peak Flow Period (e.g. 15 minutes) - Equivalent to the

more traditional term Peak Hour Factor (PHF) when the Total Flow Period is one hour. Adjustments to

the peak flow factor as described above will result in the model generating a more pronounced peak

within the modelled peak period.

> The critical gap and follow up headways have been adjusted, especially those for right turn movements

from the major road into the minor road to 5 seconds and 3 seconds respectively. Typically, these values

are set as 4 seconds and 2 seconds respectively.

- The Critical Gap is described as the minimum time between successive vehicles in the opposing

(major) traffic stream that is acceptable for entry by opposed (minor) stream vehicles, whilst the follow

up headway can be described as the average headway between successive opposed (minor) stream

vehicles entering a gap available in the opposing (major) traffic stream. Adjustments to the critical gap

and follow up headways as described above will result in the model generating more delays and

resulting queues within the modelled peak period.

These adjustments have been made to the model to assist in:

> Accounting for pronounced peaks within the assessment peak hour as noted in anecdotal observations;

and

> Allowing for non-standard driver behaviour, noting that during the high peak periods, traffic on the road

network is predominately by ‘tourists’ to the area who would typically not be familiar with the road

network. As such, these motorists are likely to be more tentative in their driving, which in turn may result

in these motorists leaving more of a gap between themselves and vehicles ahead of them. This tentative

behaviour could also translate to these motorists taking fractionally longer than standard gaps at

intersections as they perform turn movements.

The results of the SIDRA Intersection analysis are summarised in Table 2-4 through to Table 2-7.



Table 2-4 Existing Intersection Operation – Esplanade / Sorrento Ferry Terminal

Approach Movement/s DoS Average Delay 95th%ile Queue

Sorrento Ferry Terminal Exit (E) Left / Right 0.10 6 sec 3m

Sorrento Pier Car Park (N) Left /Through / Right 0.10 9 sec 3m

Esplanade (SW) Left / Through 0.17 5 sec 5m

Right 0.16 10 sec 4m

Intersection 0.17 7 sec 7m

Table 2-5 Existing Intersection Operation – Esplanade / Point Nepean Road

Approach Movement DoS Average Delay 95th%ile Queue

Point Nepean Road (SE) Left 0.38 5 sec N/A


Esplanade (N) Left 0.47 22 sec 15m


Point Nepean Road (W) Left 0.10 6 sec N/A

Right 0.45 5 sec N/A

Intersection - 0.98 17 sec 86m

Table 2-6 Existing Intersection Operation – Point Nepean Road / Ocean Beach Road / Constitution Hill Road


Constitution Hill Road (S) Left / Through / Right 0.20 16 sec 5m

Point Nepean Road (E) Left / Through 0.19 6 sec N/A

Right / U-Turn 0.53 12 sec 28m

Point Nepean Road (N) Left 0.53 10 sec 27m

Through / Right 0.47 22 sec 14m

Ocean Beach Road (W) Left 0.18 8 sec 5m

Through / Right / U-Turn 0.26 11 sec 21m


Table 2-7 Existing Intersection Operation – Point Nepean Road / Hotham Road


Point Nepean Road (S) Left / Through / Right 0.35 5 sec 28m

Hotham Road (E) Left / Through / Right 0.23 8 sec 6m

Point Nepean Road (N) Left / Through / Right 0.40 8 sec 34m

Hotham Road (W) Left / Through / Right 0.24 8 sec 6m


Based on the composite traffic volume data, the SIDRA model results show that the intersections currently

operate within their theoretical capacity. The model however identifies that:

> The right turn lanes at the Point Nepean Road / Esplanade intersection are operating close to the

capacity with motorists experiencing noteworthy queues and delays. Notably, queues on the right turn

lane (Point Nepean Road to Esplanade) exceed the available storage length.

> Esplanade / Sorrento Ferry Terminal intersection is operating satisfactorily. In practise and due to the

ticket booths on the exit lane queues along the Esplanade are more pronounced. The effect of the ticket

booths cannot be modelled using the SIDRA software; accordingly, the results generated by the model

are not considered representative of actual operating conditions.



2.6.5 Existing Car Park Occupancy

In order to determine the existing utilisation of parking in the vicinity of the site, car park occupancy surveys

were undertaken on Sunday 5 April 2015 (Easter Sunday) at hourly intervals between 10:00am – 7:00pm.

As shown in Figure 2-22, the survey area included the parking within the Sorrento Pier Car Park and on-

street parking along both sides of the Esplanade between the Sorrento Ferry Terminal and Point Nepean

Road.

The complete car park occupancy survey results are attached in Appendix A.

Figure 2-22 Car Parking Survey Map

The surveys identified a total supply of 118 car spaces within the survey area, including 89 car spaces within

the Sorrento Pier Car Park and 29 car spaces along the Esplanade.

Parking within the survey area is generally either all day ticket parking restricted to 2 hours between the

months of November – April (which includes the survey date).

The peak occupancy occurred at 2:00pm, when all 118 car spaces were occupied.

The car parking profile is provided in Figure 2-23, which demonstrates increasing demands until the peak

occupancy at 2:00pm before decreasing into the afternoon. Parking demands remain generally constant and

above 90% occupancy between 11:00am – 3:00pm, after which demands decrease into the evening.

On-Street Parking Surveyed Off-Street Parking Surveyed



Figure 2-23 Car Parking Profile – Sunday 5 April 2015 (Easter Sunday)

118

74

118

40

0

20

40

60

80

100

120

140

Supply Occupancy



3 Proposal

It is proposed to reconfigure the existing Esplanade / Ferry Terminal roundabout intersection as shown in

Figure 3-1.

A full sized copy of the functional layout concept is provided in Appendix B.

Figure 3-1 Proposed Reconfiguration of Esplanade / Ferry Terminal Intersection

In summary:

> It is proposed to reconfigure (swap) the entry and exit lanes to the Sorrento Ferry Terminal with the

intention to streamline vehicle movements into and out of the Sorrento Ferry Terminal and subsequently

reduce queueing at this intersection.

Specifically:

- All inbound vehicle movements will continue to access the Ferry Terminal from the Esplanade

however will not be required to proceed through the roundabout but rather enter the Ferry Terminal by

turning right off the Esplanade.

- All outbound vehicle movements will now exit the Ferry Terminal where the current entry point is

located, and will form the east leg of the reconfigured roundabout intersection. Exiting vehicles can

either progress south-west to Point Nepean Road via the Esplanade, or north-west to Hotham Road.

In addition to the above, it is proposed to provide the following:

> Formal pedestrian crossings to improve the pedestrian network in the area;

> Relocate the existing bus bay to the northern side of the Esplanade carriageway;

> Remove an estimated 15 on-street car spaces from the Esplanade as part of this proposal; and

> An additional off-street car park comprising 36 spaces, resulting in a net increase of 21 car spaces as a

result of the proposed works.



4 Traffic Considerations

4.1 General

The proposal merely seeks to reconfigure access arrangements to and from the Sorrento Ferry Terminal,

and as a direct consequence of these geometric modifications, the relocation of an existing bus stop.

These geometric modifications are expected to have a significant positive impact to the operation of the

Esplanade / Ferry Terminal intersection, by removing the ingress volumes to the terminal from this

intersection and with it, removing the queuing and delay issues that have been a regular feature along the

Esplanade during high peak periods.

Noting that the traffic generation at the ferry terminal is a function of vehicles boarding and disembarking the

ferry and walk on passengers entering and exiting parking areas, the proposed changes in themselves are

not expected to result in an increase in traffic to and from the Sorrento Terminal.

It is however hoped that there will be some redistribution of traffic exiting the Sorrento Ferry Terminal with a

marginally higher proportion of traffic expected to use Hotham Road, and a corresponding reduction in traffic

volumes using the Esplanade.

Accordingly, the impacts of this proposal to the border road network are expected to be minimal.

4.2 Anticipated Future Volumes

4.2.1 Redistributed Traffic

Due to the proposed change of direction of the entry and exit points to the Ferry Terminal, the proposal will

result in minimal redistribution of existing traffic volumes exiting the Sorrento Ferry Terminal.

At present:

> ~15% of vehicles (13) exiting the terminal travel northbound along Hotham Road towards Point Nepean

Road; and

> ~85% of vehicles (69) exiting the terminal travel southbound along the Esplanade towards Point Nepean

Road.

At the Point Nepean Road / Esplanade Intersection

> ~35% of vehicles (65) turn right towards the Sorrento Commercial Centre; and

> ~75% of vehicles (121) turn left, and travel southbound along Point Nepean Road.

Based on the above it is estimated that of the 69 vehicles that exit the terminal and travel southbound along

the Esplanade that 24 of these vehicles then turn right at the Point Nepean Road / Esplanade Intersection

and proceed towards the Sorrento Commercial Centre.

For the purpose of this assessment, it is anticipated that with the intervention of signage at the Esplanade /

Ferry Terminal Intersection that 50% of these vehicles could be diverted towards Hotham Road. This

equates to 12 vehicle movements.

4.2.2 Circulating Traffic

Motorists seeking to access the new car park will need to travel to the Esplanade / Ferry Terminal

Intersection and perform a U-turn before accessing the car park. On exit these motorists will feed into the

eastern leg of the roundabout before departing either via Hotham Road or the Esplanade.

To assist with quantifying the amount of traffic that is likely to be generated into and out of this car park,

reference is made to the traffic generation profile of the Sorrento pier car park. The Pier car park has 89

spaces and during the peak period the car park generates 154 vehicle movements (82 outbound and 72

inbound). This equates to a rate of 1.7 vehicle movements per car space, with traffic broadly speaking evenly

distributed between ingress and egress.



For the purpose of this assessment, a rate of 2 vehicle movements per car space will be adopted. For the 36

spaces, this equates to 72 vehicle movements, of which 32 will be inbound and 32 will be outbound. These

volumes are not expected to be new traffic movements in the network, but are considered as latent demand

currently on the network as captured in the traffic surveys. Their arrival and departure distribution will be

expected to match existing conditions.

The resulting change in traffic flows at the roundabout are summarised in Figure 4-1, whilst the anticipated

changes to the greater precinct are shown in Figure 4-2.

Figure 4-1 Anticipated Changes to Traffic Distribution – Esplanade / Ferry Terminal

Figure 4-2 Anticipated Changes to Traffic Distribution – Greater Precinct

Refer to Figure 4-1



The anticipated future traffic volumes are shown in Figure 4-3.

Figure 4-3 Anticipated Future Peak Period Traffic Volumes

4.3 Anticipated Future Intersection Operating Conditions

A results of the SIDRA assessment of the critical intersections based on the anticipated volumes shown in

Figure 4-3 are provided in Table 4-1 to Table 4-4. It is noted that the proposed concept layout has been

adopted for the SIDRA model of the Esplanade / Sorrento Ferry Terminal intersection.

Table 4-1 Future Operation – Esplanade / Sorrento Ferry Terminal

Approach Movement/s Degree of Saturation

Average Delay 95th%ile Queue

Sorrento Ferry Terminal Exit (NE) Through 0.08 6 sec 3m

Right 0.04 9 sec 1m

Sorrento Pier Car Park (N) Through / Right 0.09 8 sec 3m

Esplanade (SW) Left / Through / Right 0.27 7 sec 10m




Table 4-2 Future Operation – Esplanade / Point Nepean Road


Point Nepean Road (SE) Left 0.38 5 sec N/A


Esplanade (N) Left 0.47 22 sec 15m


Point Nepean Road (W) Left 0.10 6 sec N/A

Right 0.45 5 sec N/A


Table 4-3 Future Operation – Point Nepean Road / Ocean Beach Road / Constitution Hill Road


Constitution Hill Road (S) Left / Through / Right 0.20 15 sec 5m

Point Nepean Road (E) Left / Through 0.18 6 sec N/A

Right / U-Turn 0.53 12 sec 28m

Point Nepean Road (N) Left 0.53 10 sec 27m

Through / Right 0.46 21 sec 14m

Ocean Beach Road (W) Left 0.18 8 sec 5m

Through / Right / U-Turn 0.26 11 sec 21m


Table 4-4 Future Operation – Point Nepean Road / Hotham Road


Point Nepean Road (S) Left / Through / Right 0.35 5 sec 28m

Hotham Road (E) Left / Through / Right 0.26 8 sec 7m

Point Nepean Road (N) Left / Through / Right 0.40 8 sec 34m

Hotham Road (W) Left / Through / Right 0.24 8 sec 7m


Based on the projected future volumes, the SIDRA model results show that the intersections will continue to

operate within their theoretical capacity. The model however identifies that the critical intersection will be the

Point Nepean Road / Esplanade intersection, specifically:

> The right turn lane from Point Nepean Road to Esplanade will continue to operate close to its theoretical

capacity, with motorists experiencing noteworthy queues and delays. Notably, these queues projected to

be in the order of 86m will exceed the available storage length of 20m.

> Queues and delays for motorists performing the right turn movement from the Esplanade to Point Nepean

Road, specifically, queues are projected to reduce by 9 metres, whilst delays are projected to reduce by

25 seconds.

An assessment of the proposed ferry terminal access has also been undertaken. The results of this

assessment are summarised in Table 4-5.

Table 4-5 Future Operation – Esplanade / Ferry Terminal Access


Esplanade (S) Through 0.17 0 sec 0m

Right 0.06 7 sec 2m

Esplanade (N) Through 0.13 0 sec 0m




The analysis shows that this intersection will operate satisfactorily with no material queues or delays.

Importantly and unlike the existing arrangements, the ticket booths will be setback about 84 metres from the

Esplanade, and will have the benefit of two lanes on approach. This arrangement results in a capacity to

have 24 vehicles queued clear of the Esplanade.

The queue surveys summarised in Section 2.6.2 revealed maximum vehicle queues of 17 vehicles.

Accordingly, the design delivers adequate queuing capacity to cater for current peak queues, clear of the

Esplanade carriageway. This design will ensure that the Esplanade will operate unencumbered during high

peak periods.

4.4 Recommendations

As revealed by the preceding analysis, the proposed reconfiguration of access and egress arrangements to

and from the Sorrento Ferry Terminal will have no adverse impacts on the surrounding road network.

The reconfiguration will however contribute positively to the safe and efficient movement of traffic along the

Esplanade, by removing queues from the Esplanade carriageway that have historically affected the efficient

movement of traffic. These queues are to be accommodated away from the Esplanade carriageway, with

sufficient capacity provided to cater for peak demand queues.

The analysis has revealed that the downstream intersection of Point Nepean Road / Esplanade is currently

operating with limited right turn capacity for the Point Nepean Road to Esplanade movement.

This is a historic concern that was flagged in the Draft Vehicle and Pedestrian Strategy Report in response to

community concerns relating to traffic and pedestrian movements within the Esplanade Precinct.

The report recommended amongst other items that Council should:

> Increase storage length for the right turn lane on Point Nepean Road into the Esplanade;

Our assessment confirms that this recommendation remains valid, and that the Responsible Authority should

act to address this capacity constraint in the network.

5 Parking Considerations

5.1 Provision

As discussed in Section 3, the proposal will result in a net increase of 21 car spaces compared with existing

conditions.

The parking surveys showed that during the high peak periods, parking opportunities in the vicinity of the

ferry terminal are at a premium. The resulting increase of parking will assist with absorbing latent demand. A

positive outcome for the locality, and visitors to the area.

5.2 Design

The proposed car parking spaces are design to meet the design requirements set out in Clause 52.06-8 of

the Mornington Peninsula Planning Scheme and AS2890.6-2009. Specifically:

> Perpendicular spaces (90 degree) are designed at a width of 2.6m, length of 4.9m long and accessed via

a 6.4m aisle.

> Parallel spaces are designed at a length of 6.7m and width of 3.0m.

> The disabled spaces are designed to satisfy the requirements of AS2890.6, and are provided at 2.4m with

an adjacent similar width shared zone and 5.4m long.



6 Public Transport

6.1 Design Considerations

The reconfiguration of the access points to the Ferry Terminal will require the relocation of the existing bus

stop that services Route 787 (Sorrento - Safety Beach), from the southbound carriageway to a location on

the northbound carriageway at the approach to the redesigned roundabout, as illustrated in Figure 6-1.

Figure 6-1 Proposed Bus Stop Location

The bus stop has been designed to cater for up to an 18m articulated bus, however the use of this bus

configuration will be restricted on account of limitations in the roundabout design to cater for a U-turn

manoeuvre for this bus type.

If such a bus were to be used, the bus would need to proceed onto Hotham Road and then onto the broader

road network via Point Nepean Road.

Discussion with PTV have been progressed regarding the relocation of the bus stop and the limitations of the

design to cater for unrestricted access for 18m articulated buses.

PTV have considered the design and its limitation and have approved the relocation of the bus stop.

6.2 Potential Service Changes

As part of discussions with PTV we understand that PTV are investigating a proposal that whilst subject to

community consultation, business case and budget approval, contemplates the following:

> Re-route bus Route 787, with this service no longer servicing the ferry terminal;

> Double the number of buses on the Bus Route 788, and use smaller buses on this route. The service is

then to split at the Sorrento end, with a routed service serving the ferry terminal every 40 minutes.

The above changes would result in an increase in the number of bus services that serve the ferry terminal,

noting that currently Route 787 runs about 6 services on a weekday, reducing to about 2 services on a

weekend.

The PTV proposal will result in more services to the terminal on a more regular basis.

Proposed

Bus Bay

Existing

Bus Bay



6.3 Impact of Terminal Access Redesign

The reconfiguration of the terminal access points will contribute positively to the safe and efficient movement

of traffic along the Esplanade, by removing queues from the Esplanade Carriageway that have historically

affected the efficient movement of traffic. These queues are to be accommodated away from the Esplanade

carriageway, with sufficient capacity provided to cater for peak demand queues.

This outcome will assist with ensuring that the bus services to and from the Esplanade precinct are able to

access and depart efficiently and with minimal delay.

Notwithstanding these benefits, our analysis has revealed that the downstream intersection of Point Nepean

Road / Esplanade is currently operating with limited right turn capacity for the Point Nepean Road to

Esplanade movement.

From a public transport perspective, increasing the right turn lane capacity will assist in managing queues

along Point Nepean Road, which in turn will assist with reducing delays to bus services on the road network,

as well as improving ease of access to the Esplanade Precinct.



7 Pedestrians

The redesign of the terminal access points will result in modifications to pedestrian paths to and from the

Ferry Terminal and Pier.

The design seeks to remove pedestrian movements from the roundabout, and by so doing address safety

concerns relating to pedestrians walking uncontrolled and in an undefined manner through the roundabout.

To achieve this outcome, the design includes the following features:

> Locates crossing points away from the roundabout; and

> Introduces pedestrian fencing to guide pedestrians to the designated crossing points.

A total of 4 crossing points are proposed with 3 of these crossing points to be designated as Zebra

Crossings, with pedestrians afforded priority over motor vehicles. The 4th crossing, located at the exit from

the ferry terminal is contemplated as a traditional crossing point i.e. vehicles will have priority over

pedestrians.

The nominated pedestrian path routes are illustrated in Figure 7-1.

Figure 7-1 Proposed Pedestrian Path Routes

The decision to design the 4th crossing as a standard crossing in lieu of a Zebra Crossing is informed by

capacity and operational considerations. These are discussed below:

> The surveys have shown that during high peak periods that a considerable number of pedestrians are

projected to traverse this crossing, especially during the critical 15 minute period after the ferry docks at

the terminal.

- It is estimated that during these 15 minute periods in the order of 690 pedestrians will traverse this

crossing with destinations to and origins from the terminal and the pier / foreshore.

> The effect of affording priority to pedestrians at this location will be detrimental to the efficient operation of

the ferry. Specifically:

- The ferry service has 15 minutes to unload passengers and motor vehicles that have arrived from

Queenscliff, before boarding passengers and motor vehicles that are travelling to Queenscliff;



- The ferry has a carrying capacity of about 80 vehicles, with surveys showing that during the peak

period, up to 69 motor vehicles were accommodated within the ferry from Queenscliff to Sorrento;

- Affording priority to pedestrians at the 4th crossing would require vehicles disembarking from the ferry

to queue and wait for the pedestrian demand to subside. A resulting queue of between 69 – 80

vehicles would result. Taking an average vehicle length of 7 meters per vehicle this queue would

extend for between 483 metres – 560 metres.

- The proposed exit from the terminal is designed with two lanes, and when measured from the

proposed crossing point will afford a queuing area of about 100 metres on each lane to the ferry. A

total queuing capacity of 200 metres is therefore afforded in the design.

- The expected queue of between 483 metres – 560 metres cannot be accommodated within the

available storage of 200 metres. These queues would affect the ability for vehicles to board the ferry.

This in turn would result in detrimental effects to the operation of the ferry service.

Whilst the same considerations apply in assessing the impact of a Zebra Crossing at the entry point to the

ferry terminal, it is considered that the impact of a Zebra Crossing at the entry location would be less intense.

We note that motorist are advised to arrive 30 – 40 minutes prior to departure during the busy period

between 26 December – 31 January and the Easter weekend to book tickets, thus avoiding the peak

pedestrian activity period.

To assist with determining the appropriateness of the proposed treatment of the 4th pedestrian crossing,

reference has been made to The Austroads Australasian Pedestrian Crossing Facility Selection Tool.

This Pedestrian Crossing Facility Selection Tool is intended to help practitioners select an appropriate

pedestrian crossing facility for a particular location based on walkability, safety and economic outcomes. The

tool is based on literature, and analytical and behavioural research coupled with a number of mathematical

models.

With respect to the application of this tool to this unique circumstance, it acknowledged that the tool has

limitations and is developed to assess and provide outputs based on hourly operational variables. In this

instance the critical operational variable is the 15 minute period after the ferry docks.

To account for this limitation in the model, the following variables have been adopted:

> Inputs as they relate to vehicle volumes from the ferry terminal have revised upwards by a factor of 4

during the assessment period. Accordingly, during the assessment peak hour 320 vehicles are modelled,

with these volumes coded as flowing uninterrupted.

> Inputs for pedestrian volumes across the ferry terminal exit have been revised upwards by a factor of 4

during the sensitive assessment period. Accordingly, during the assessment peak hour 2,760 pedestrians

are coded into the model.

Based on the above parameters, and the geometric characteristics of the crossing point, the model suggests

that the use of a Zebra Crossing treatment would not be appropriate.

The model however suggest that the use of Traffic Signals would be an option.

The Pedestrian Crossing Facility Selection Tool allows options to be compared from the perspective of

perceived delay, safety and level of service. The tool also calculates the Benefit to Cost Ratio of the various

options to assist with decision making.

In coding the model for likely operational parameters of signals, the signals have been coded as pedestrian

activated signals, with a delay of 15 minutes (900 seconds). This delay is factored into the coding to reflect

views advanced by Council and VicRoads that the signals could be coded to give vehicular priority during the

peak 15 minute period.

The perceived delay, safety and level of service outputs of this model are presented overleaf, with a detailed

copy of results provided as Appendix D.



A comparison between the proposed arrangement and one that includes signals shows that

> Perceived Delay: The proposed arrangement will deliver an outcome that has a significantly better

perceived delay rating than the signals option.

> Perceived Safety: The signals option will deliver a marginally better perceived rating when compared

with the proposed arrangement.

> Pedestrian Level of Service: Both options deliver a comparable level of service.

It is considered that on balance, an option that incorporates traffic signals does not delivered a significant

benefit when compared to the current arrangement. As such, an investment in signals would in our view, be

unwarranted. This view is confirmed by the Benefit to Cost Ratio calculated by the Model. The signal option

has a BCR score of - 919.7

Given the foregoing, it is considered that the conflict between pedestrians and motorist should be best

managed by a combination of signage and traffic management personnel on an as need basis especially

during the high peak periods.

The use of traffic management personnel would ensure that an appropriate balance is made between

efficiency and safety based on the circumstances on the day.



8 Review of Vehicle and Pedestrian Strategy Against Proposal

8.1.1 Esplanade / Sorrento Ferry Terminal

The recommendations of the Vehicle and Pedestrian Strategy for the Esplanade / Sorrento Ferry Terminal

as discussed in Section 2.5 appear to have been implemented since the study was prepared in 2001.

As discussed in the preceding sections, the proposal is considered to be a superior outcome with respect to

both traffic flows and pedestrian safety when compared with the existing roundabout.

8.1.2 Point Nepean Road / Esplanade

8.1.2.1 Increased Right Turn Lane Length on Point Nepean Road

The existing right turn lane on Point Nepean Road is approximately 20 metres long.

Based on the projected future volumes, the SIDRA model results show that the intersection will continue to

operate within its theoretical capacity, and identifies the critical movement at this intersection as being the

right turn lane from Point Nepean Road to Esplanade.

The model indicates that during the high peak periods, motorists will experience queues in the order of 86m.

These queues will exceed the available storage length of 20m.

Our assessment confirms that this recommendation remains valid, and that the Responsible Authority should

act to address this capacity constraint in the network.

Specifically:

> Noting that Point Nepean Road Operates as a 60 kilometre per hour road, the AustRoads Guide to Road

Design – Part 4A: Unsignalised and Signalised Intersections requires a turn lane length of 55 metres for

deceleration purposes. The turn lane should therefore be extended to provide as a minimum a 55m right

turn lane.

8.1.2.2 Improved Left Turn Slip Lane from the Esplanade

The existing left turn lane is currently stop controlled, with clear views of eastbound vehicles on Point

Nepean Road well in excess of the requirements of AustRoads Guide to Road Design – Part 4A.

Slip lanes are typically a feature of signalised intersections which allows a vehicle to turn left by giving way to

oncoming vehicles, despite the signal for the approach being red.

In the instance of an unsignalised T-intersection, the construction of a slip lane is not considered to provide

any additional benefits with regards to traffic safety or operation. Indeed, this position has been confirmed by

the SIDRA analysis that shows that the Esplanade will operate satisfactorily with motorists experiencing

manageable queues and delays.

It is therefore our view that this recommendation is no longer valid.

8.1.2.3 Introduction of Pedestrian Crossing 60 Metres East of the Intersection

An informal pedestrian crossing appears to have been implemented to the immediate east of the intersection

by way of a pedestrian cut through.

Noting the recommendation to increase the length of the right tune lane on Point Nepean Road to provide a

minimum 55 metre right turn lane, this recommendation remains valid.



8.1.2.4 Increase Length of Right and Left Turn Lanes in the Esplanade to 50 Metres

The existing right and left turn lanes in the Esplanade are currently approximately 20 metres in length.

The SIDRA analysis that shows that the Esplanade will operate satisfactorily with motorists experiencing

manageable queues and delays, with queues of up to 63 metres projected for the right turn movement, and

22 metres for the left turn movement.

These queues can be comfortably accommodated within the existing geometrical design of the approach

without affecting up stream intersections along the Esplanade.

8.1.2.5 Introduction of Centre Protection Median in Point Nepean Road

A centre protection median appears to have been installed in Point Nepean Road at this intersection.

8.1.2.6 Introduction of a keep clear zone in Point Nepean Road

A keep clear zone in Point Nepean Road would be intended to benefit vehicles departing from the Esplanade

to Point Nepean Road. Considering the location of upstream and downstream intersections relative to the

Point Nepean Road / Esplanade intersection, the keep clear zone would be primarily of benefit to the right

turn movements from the Esplanade.

The keep clear zone would therefore need to be introduced on the westbound carriageway to benefit this

movement.

To take advantage of this keep clear zone, motorists turning right from the Esplanade to Point Nepean Road

would need to give priority to southbound traffic along Point Nepean Road and to right turning traffic from

Point Nepean Road to the Esplanade.

The right turn lane from Point Nepean Road to the Esplanade is well utilised during the peak periods. It then

follows that should a keep clear on Point Nepean Road be introduced that motorists turning right from the

Esplanade to Point Nepean Road would not be able to enjoy its benefits on account of having to give priority

to right turn traffic from Point Nepean Road to the Esplanade.

Based on the foregoing, the introduction of a keep clear zone is not considered necessary, and if introduced

will deliver minimal if any improvements to the road network.

8.1.2.7 Interactive Signs on Point Nepean Road

Provision of an interactive sign on Point Nepean Road as recommended by the Vehicle and Pedestrian

Strategy is acceptable. Interactive signs would assist with communicating changes to road conditions which

would be a benefit to all road users.

We note that to be effective the signs would need to be simple so as not to distract drivers and result in

vehicles slowing down to review all the information, noting the primary purpose of Point Nepean Road as a

vehicle thoroughfare.

The sign would require VicRoads approval.

8.1.3 Hotham Road / Point Nepean Road

8.1.3.1 Redirect Certain Traffic from Point Nepean Road to Hotham Road

Point Nepean Road and Hotham Road are the two key east-west routes between Sorrento and Portsea

which run parallel to each other (approximately 1.2 kilometres apart) further to the west of Sorrento.

Given the separation between the two roads, it is considered likely that drivers already choose the road

which provides the quickest route to their destination, which for any of the landmarks on the south side of the

peninsula (such as the Portsea Surf Beach, London Bridge, Mornington Peninsula National Park) is Hotham

Road.

For tourists who are unfamiliar with the area, signage could be installed at the intersection to direct them to

the relevant landmarks.



8.1.3.2 Construction of a Roundabout

As discussed in Section 4.2, the Point Nepean Road / Hotham Road intersection is anticipated to operate

within its theoretical capacity with minimal queues and delays anticipated.

A summary of the anticipated future operation of the intersection against the anticipated operation if a

roundabout was constructed as assessed by SIDRA and is presented in Table 8-1.

Table 8-1 Future Intersection Operation – Point Nepean Road / Hotham Road - Roundabout

Approach Movement Anticipated Future Conditions Anticipated Future Conditions - Roundabout

Degree of Saturation

Average Delay

95th%ile Queue


Average Delay

95th%ile Queue

Point Nepean Road (S) Left

0.35 5 sec 28m

0.42 5 sec 24m

Through 0.42 5 sec 24m


Hotham Road (E) Left

0.26 8 sec 7m

0.24 7 sec 11m



Point Nepean Road (N) Left

0.40 8 sec 34m

0.33 4 sec 18m



Hotham Road (W) Left

0.24 8 sec 7m

0.19 6 sec 9m



Review of Table 8-1 indicates that both layouts would be anticipated to operate satisfactorily, however

marginal improvements in queues and delays are projected for a roundabout layout.

Given the relatively low volumes turning in and out of Hotham Road and the relatively low opposing volumes

on Point Nepean Road, it is considered that there are significant opportunities for vehicles to turn in and out

of Hotham Road, with minimal impact to the operation of the intersection.

In this regard, construction of a roundabout is not considered to be necessary in terms of intersection

operation and in fact could be considered detrimental to the operation of the intersection as it takes priority

away from Point Nepean Road which is the main road with the highest volumes.

Notwithstanding the above, roundabouts are generally a favourable outcome for cross intersections from a

safety perspective as they reduce confusion.

Review of Crash Stats data indicates there has been one crash in the five financial years to 30 June 2013 at

this intersection, which involved a through vehicle on Point Nepean Road crashing into a vehicle turning right

into Hotham Road.

It is acknowledged that the construction of a roundabout at this intersection would reduce confusion and

have a positive effect on safety, however based on the foregoing, there does not appear to be a pattern of

safety concerns at the intersection and in light of the existing layout being considered to provide better

operation.

Notwithstanding the above, it is understood that Council’s preference is to construct a roundabout at this

location to improve safety. As such, a concept functional layout plan has been prepared and is attached in

Appendix C.

It is noted that the proposed roundabout location is located on excessive grades above the recommended

limits for a roundabout and as such Point Nepean Road would need to be regraded to the recommended

limits. This will require the scope of work area to be larger than that shown on the plan. The plan would also

require VicRoads input and approval, noting that Point Nepean Road is a Declared Main Road.



8.1.4 Point Nepean Road / Ocean Beach Road / Constitution Hill Road

8.1.4.1 Construction of a Roundabout

As discussed in Section 4.2, the Point Nepean Road / Ocean Beach Road / Constitution Hill Road

intersection is anticipated to operate within its theoretical capacity, with manageable queues and delays

anticipated.

A summary of the anticipated future operation of the intersection against the anticipated operation if a

roundabout was constructed as assessed by SIDRA is presented in Table 8-2.

Table 8-2 Future Intersection Operation Sunday Peak – Point Nepean Road / Ocean Beach Road / Constitution Hill Road - Roundabout

Approach Movement Anticipated Future Conditions Anticipated Future Conditions - Roundabout


Average Delay

95th%ile Queue


Average Delay

95th%ile Queue

Constitution Hill Road (S) Left

0.20 15 sec 5m

0.04 7 sec 2m



Point Nepean Road (E) Left 0.18 6 sec N/A

0.41 5 sec 25m



0.41 10 sec 25m

U-Turn 0.41 13 sec 25m

Point Nepean Road (N) Left 0.53 10 sec 27m 0.51 6 sec 32m


0.51 6 sec 32m


Ocean Beach Road (W) Left 0.18 8 sec 5m 0.40 6 sec 23m

Through

0.26 11 sec 21m

0.40 6 sec 23m


U-Turn 0.40 13 sec 23m

Review of Table 8-2 indicates that both layouts would be anticipated to operate satisfactorily, however slight

improvements in queues and delays are projected for a roundabout layout.

It is understood that the primary concerns in relation to the operation of this intersection are:

> Vehicles turning right from the east leg (Point Nepean Road) to the north leg (Point Nepean Road)

queuing back past the length of the turn lane and blocking through vehicles.

> Vehicles undertaking a U-turn causing confusion and holding up eastbound vehicles on Ocean Beach

Road.

> Safety concerns relating to confusion at the intersection and limited sight distance for vehicles turning

right from the east leg (Point Nepean Road) to the north leg (Point Nepean Road).

In consideration of the above concerns, it is accepted that a roundabout would assist with addressing the

stated concerns. Subject to funding, the option to convert this intersection into a roundabout remains valid.



9 Conclusions

It is proposed to reconfigure the existing Esplanade / Ferry Terminal intersection as shown in the preceding

report and as attached in Appendix B. Based on the foregoing assessment, it is concluded that the proposal

is a favourable outcome for the following reasons:

> The proposal is not expected to have a significant impact on the operation of the surrounding road

network and is expected to reduce queueing at the Esplanade / Sorrento Ferry Terminal intersection;

> The proposal results in an overall increase to parking provision in the vicinity of the site;

> The proposal results in improved pedestrian accessibility and safety;

> The proposal is not expected to have any impact on the operation of bus services; and

> It is considered that mitigating works at other intersections in the vicinity of the site are not necessary as a

result of this proposal.




APPENDIX

A CAR PARK OCCUPANCY SURVEY RESULTS



Car Park Occupancy Survey Results – Sunday 5 April 2015

Type Times

10:0

0 A

M

11:0

0 A

M

12:0

0 P

M

1:0

0 P

M

2:0

0 P

M

3:0

0 P

M

4:0

0 P

M

5:0

0 P

M

6:0

0 P

M

7:0

0 P

M

W 2P 8am-8pm Nov-Apr 26 24 26 26 26 26 25 23 19 19 16

E P disabled 3 2 2 3 3 3 3 2 0 1 0

2P 8am-8pm Nov-Apr 20 18 19 20 20 20 19 18 14 12 8

P ticket 8am-8pm Nov-Apr 69 30 60 61 63 69 68 57 34 28 16

118 74 107 110 112 118 115 100 67 60 40

44 11 8 6 0 3 18 51 58 78

118 118 118 118 118 118 118 118 118 118Capacity

From Point Nepean Rd to Hotham Rd

Car Park

Esplanade

Supply

Parking Occupancy - Sunday 5 April 2015

Totals

Available Spaces

Street Section Side

Restriction




APPENDIX

B FUNCTIONAL LAYOUT CONCEPT – ESPLANADE / FERRY TERMINAL

DROP OFF BAY PROPOSED PICK UP/

SizeScale

Drawing Number Revision

DateDatum

chris.sanstoupet

BY:

content of this document.

any use or reliance by third party on the

whatsoever to any third party arising out of

assume any responsibility or liability

Cardno Limited does not and shall not

in accordance with the terms of the retainer.

solely for the benefit of and use by the client

This document is produced by Cardno Limited

All Rights Reserved.

Cardno Limited©

®

CA

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DATE P

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D:22/11/2016

5:34:23 P

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Port Phillip Bay

FO

RES

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AR P

AR

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ESPLANADE

ESPLA

NA

DE

FERRY TERMINALThrough Traffic

Car Parking and

ONLY

Vehicles

Ferry Boarding

TAVERN

SORRENTO

A31:500

4

SORRENTO FERRY TERMINAL

SORRENTO TO QUEENSCLIFF

FERRY TERMINAL - CONCEPT DESIGN

CG150265SK17

26.08.2016MGA3.5

3.5

3.5

EXIS

TING

FOOT

PATH

3.8

3.8

2.3

NEW OVERHEAD GANTRY

DESIGN STAGE. DESIGNED BY OTHERS AT DETAILINDICATIVE SEA WALL TO BE

(TY

P)

2.4

(TYP)

5.4

3.0

SEAROAD FERRIES

3.2

3.2

3.0

3.9

19.5m

BUS BAY

FENCEPEDESTRIAN PROPOSED

NEW OVERHEAD GANTRY

Melbourne Town Centre

Sorrento

(E)

7.0

(E)

4.0

PRAM RAMP (TYP.)PROPOSED DDA COMPLIANT

PROPOSED SINUSODIAL SPEED HUMP

PROPOSED SINUSODIAL SPEED HUMP

Melbourne Town Centre

Sorrento

WALKWAYEXISTING

3.0

4.9

6.4

4.9

2.6

3.6

PROPOSED PEDESTRIAN FENCE

PROPOSED PEDESTRIAN CROSSING

3.0

BOLLARDSREMOVABLEPROPOSED

PROPOSED PEDESTRIAN FENCE

PROPOSED MOUNTABLE AREA

COUNCIL AND VICROADS).BETWEEN SEAROAD FERRIES, SIGNALS (SUBJECT TO AGREEMENT POTENTIAL PEDESTRIAN OPERATED

FENCEPEDESTRIAN PROPOSED

2.6

3.0

3.0

6.7

PRAM RAMPPROPOSED

6.0

Email: [email protected] Web: www.cardno.com.au/victoria

Phone (+61 3) 8415 7777 Fax (+61 3) 8415 7788

501 Swanston Street, Melbourne, VIC Australia 3000

ABN: 47 106 610 913

3.5

3.5

TICKET BUILDING

3.2

1.83.2

3.0

KEEP

CLEAR

FERRY

LANE

ONLY

CLEAR

KEEP

KEEP

CLEAR KEEP

CLEAR




APPENDIX

C FUNCTIONAL LAYOUT CONCEPT – POINT NEPEAN RD / HOTHAM RD

to Retaining wall

Kerb and Channel adja

cent

9/09/2016

9:11:41

AM

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SCALE - 1:500 @ A3 DATE - 26/08/15

SKETCH CG150265SK07P2 - SORRENTO FERRY TERMINAL

1.53.33.21.5

1.53.33.21.5

4.0

4.0

H O T H A M R O A

D

P O I N

T N

E P E A N R

O A D

P O I N

T N

E P E A N R

O A D

10.0R

IMPACTS MAY REQUIRE RETAINING WALLS AND GUARD FENCING

EXTENSIVE FOOTPRINT (NOT SHOWN)

THE RECOMMENDED LIMITS WHICH WILL HAVE AN

THIS ROUNDABOUT IS LOCATED ON EXCESSIVE GRADE ABOVE

DESIGN SPEED 60KMH

PROPOSED ROUNDABOUT

6.3

RELOCATE POLE

RELOCATE POLE

18.5R

40.0

R

60.0R

30.0R

13.0

R

80.0

R

40.0

R

12.5R

500.0R

10.0R

12.5

R

80.0

R

80.0

R

FUNCTIONAL LAYOUT CONCEPT - ROUNDABOUT POINT NEPEAN ROAD

MOUNTABLE APRON

AND NORTH WEST LEG

2. SEMI 19m SORRENTO - POINT NEPEAN ROAD ROAD

EASTERN SIDE EXIT

1. BUS 19.0m (ALL LEGS EXCEPT FOR HOTHAM ROAD

DESIGN VEHICLES SWEPT PATHS




APPENDIX

D OUTPUTS: PEDESTRIAN CROSSING FACILITY SELECTION TOOL

Australasian Pedestrian Crossing Facility Selection Tool• View help tips by hovering over the help icon ( ) • Request help or report a problem• See the Quickstart guide or User guide • Print page

Project name: Sorrento Ferry Terminal

Project location: Sorrento

Option/assessment number:

Date of assessment: 14/12/2016

Site informationJurisdiction: Victoria

Midblock or intersection? Midblock

Physical/environmental variablesNumber of flow directions: 1

Parking/shoulder: No

Pedestrian visibility: 100 metres

Direction 1Flow: Right to Left

Trafficked lanes: 2

Crossing distance: 6.4 metres

Operational variablesPosted speed limit: 30 km/h

Approach speed (85th percentile): 30 km/h

Traffic volume (AADT): 3840 veh/day

Peak sensitive pedestrian volume: 2760 ped/hr

Peak nonsensitive pedestrian volume: 2760 ped/hr

Estimated daily pedestrian volume: 33120 ped/day

Average vehicle occupancy: 1.2 pers/veh

Direction 1Flow type: Uninterrupted

Peak vehicle volume: 320 veh/hr

Site layout diagram

Overall site characteristicsTotal crossing distance:

6.4 metres

Total peak hourly vehicle flow:

320 veh/hr

Estimated pedestrian crossing time:

5.8 seconds

http://austpedtool.com/25teow9.html


http://austpedtool.com/docs/AP-R472A-15_User_Guide_Pedestrian_Facility_Selection_Tool.pdf


http://www.austroads.com.au/

http://www.austpedtool.com/

Crash informationUse crash model or crash history? Model

Model parameters Show/Hide

Calculate feasibility Click here to view a description of the facility feasibility process (PDF)

Feasible facilities

Suitable forsite? Built parameters Construction

cost

Show in finaloutput?

Selectall/none/feasible

Platform No Vehicle negotiation speed: Please select...

Kerb extensions Yes Total crossing distance after treatment: metres

Median refuge Yes

Direction 1 crossing distance after treatment: metres

Median refuge width: metres


Kerb extensions and medianrefuge Yes


Median refuge width: metres


Zebra only No No parameters

Zebra with platform No Applies vehicle negotiation speed from Platform above

Zebra with kerb extensions No Applies total crossing distance from Kerb extensions above

Zebra with platform and kerbextensions No Applies vehicle negotiation speed from Platform and total crossing distance from Kerb

extensions above

Zebra with median refuge No Applies distances and refuge width from Median refuge above

Zebra with kerb extensions andmedian refuge No Applies distances and refuge width from Kerb extensions and median refuge above

$

$

$

$

$

$

$

$

$

$

http://austpedtool.com/docs/Feasibility-diagrams.pdf

Signals Yes

Signals activated by pedestrian call button? Yes

Delay before green pedestrian phase: 900 seconds

Pedestrian walk + clearance time: 2700 seconds

Pedestrian platoon size: 2760 peds

270000

Signals with kerb extensions Yes Applies parameters from Signals and total crossing distance from Kerb extensions above

Grade separation Maybe N/a

Calculate assessment

Automatically calculate when inputs are updated?

Facility assessmentSuitable for site? Pedestrian delay Vehicle delay Predicted crash rate CSD ASD SISD

No facility 4 sec 0 sec 0.06 /year 53 m 22 m 47 m

Signals Yes 451 sec 1014 sec 0.03 /year 53 m 22 m 47 m

Perceiveddelay

Perceivedsafety

PedestrianLOS

Pedestrian delaycost

Pedestrian delaysaving

Vehicle delaycost

Crashcost

Safetysaving

Total benefits BCR

No facility B C C $ 1,769,000 $ 77,000

Signals F B C $ 206,952,000 $ 205,183,000 $ 43,174,000 $ 42,000 $ 34,000 $ 248,322,000 919.7

Notes

DisclaimerThis tool is a freely provided by Austroads and Abley Transportation Consultants Limited. The tool is intended to help practitioners select an appropriate pedestrian crossing facility for a particularlocation. The tool is based on literature, and analytical and behavioural research coupled with a number of mathematical models. Its development is detailed in the Austroads report Development ofthe Pedestrian Facility Selection Tool. As with all mathematical models care must be taken to understand input limitations and background assumptions when interpreting the outputs. The tool doesnot replace professional engineering or planning advice and neither Austroads nor Abley Transportation Consultants Limited accept any responsibility regarding the tool. While we have endeavoured to

$

$

$

http://www.austroads.com.au/

http://www.austpedtool.com/

http://www.austroads.com.au/road-operations/network-operations/publications-resources/pedestrian-facility-selection-tool

ensure the information output by the tool is appropriate, we make no representations or warranties of any kind about the completeness, accuracy, reliability, suitability or availability with respect to theoutputs. Any reliance you place on such information is strictly at your own risk and it is your responsibility to check all information output by the tool.

Version: 1.1.0

http://austpedtool.com/changeLog.html

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