Attachment 2 - Holland Traffic Consulting · MCU13/0251

2024 with dev (with high 3%pa growth rate)            Degree of Saturation
AM peak                                               0.75 (0.71-without dev)
PM peak                                               0.64 (0.56-without dev)

It is reiterated that the analysis is conservative because it uses a growth rate in background traffic that is
much higher than indicated by traffic counts over the past 7 years at this location, and much higher than
used in the economic assessment. The assessment is also conservative because it assumes that all
development related traffic at the roundabout is new traffic, whereas a proportion of shopping centre
traffic at the roundabout would be drop-in traffic that would have been travelling through the roundabout
site in any event.

It is noted that the predicted degree of saturation at the roundabout in the evening peak with the
development operational, when the proposed development will generate greatest traffic flows, remains
lower than the degree of intersection saturation in the AM peak without the development operational.

It is concluded that the proposed access arrangements onto David Low Way as depicted in HTC sketch
plan 13.s.12-1 (prohibiting right turns exit from the Unnamed Road toward David Low Way in the south),
would operate in a satisfactory manner and would not lead to congestion issues on other parts of the road
network, and would satisfactorily upgrade the bus stop configuration at the site frontage to David Low
Way on its western side.


RFI Items 5, 6, and 7 – Sketch of future access to accommodation units and service vehicle
manoeuvring

The sketch on the following page shows the future access to the accommodation units along the western
side of the proposed building, together with the turning path of the maximum sized vehicle that would use
the proposed loading area (12.5m HRV). This is the same as the turning path sketch included in our 13
December 2013 report, but with the future accommodation access added.

It has been previously predicted that the currently approved accommodation units in future stages of site
development would generate traffic flows of up to 30 vehicle movements per hour in peak periods. That
is a very low level of traffic. It is also important to note that the driver of large service vehicles typically
sits above the height of normal vehicles. In that regard the Austroads Guidelines recommend a truck
driver eye height of 2.4m, compared with a car driver eye height of 1.1m, and a car height of 1.25m. It is
also noted that the maximum height of a car for access to basement carparks is typically 2.2m, and trucks
are typically greater than 3.0m in height. Thus, drivers of the low volume of cars using the future
accommodation units access road, and the drivers of the low volume of trucks, will be able to view each
other’s vehicles across the top of cars in the staff carpark well before any areas of potential conflict in this
low speed environment. This is provided any fencing and landscaping between the staff parking area and
the future accommodation access is implemented and maintained to a relatively low level, no more than
about 1.5m in height about ground level. It is recommended this height restriction for fencing and
landscaping along the western side of the site (south of the building enclosing the loading area) be
included as a condition of approval.

The staff parking area should be clearly identified as being for staff parking only, including “staff parking”
pavement markings on each parking bay, and a “staff parking only” sign at the end of each parking bay.
This could also be included as a condition of approval. Due to the layout of the development, its
pedestrian access points, and relationship to the carpark, the staff parking area will be the least attractive
for use by customers of the development. This fact, together with the staff parking delineation proposed,
will negate any need for barriers between the staff and customer parking areas.

It should also be noted that virtually all customer vehicles would enter the carpark via the first access
point, and most would also exit at that first access point. There will be a small number of customer
vehicles that exit the carpark via the second access (service access), but they will do so via a terminating
aisle and will thus slow and give way to any reversing service vehicles that they will easily be able to see.


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