Agenda 5-6-07 (2) - City of Caseyilie WA 6007 Australia P: +61 8 9227 3000 F: +618 9227 3030...

ATTACHMENTS

COUNCIL AGENDA 5 June 2007

I N D E X T O A T T A C H M E N T S

5 J u n e 2 0 0 7

SECTION ITEM ATTACHMENT SUBJECT

Casey's Communities

City Living 6 1 Endeavour Hills War-Peace Memorial

Planning Casey

Traffic

Planning

Churchill Park Drive - LTM Scheme

Amendment C74 to the Casey Planning Scheme Rezoning of land at No.1 S Linsell Boulevard, (formerly No. 200s Cameron Street), Cranbourne East from Residential 1 Zone to Business I Zone

Amendment C74 to the Casey Planning Scheme Rezoning of land at No.1 S Linsell Boulevard, (formerly No. 200s Cameron Street), Cranbourne East from Residential 1 Zone to Business 1 Zone

~ a s e y ' s Communities P Planning and Development Services City Living Endeavour Hills War-Peace Memorial Cont.

5 June 2007 Item 6

ATTACHMENT I

Endeavour Hills -War Memorial Stage 2 Site Plan

This information is circulated separately.

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Council Meeting Page 29

Endeavour Hills War Memorial - Stage 2 Hahamw.-H*

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Landscape Genera h g n m e n l Plm

Planning Casey %S1 Infrastructure Services Traffic Churchill Park Drive - LTM Scheme Cont.

5 June 2007 Item 2

ATTACHMENT A

This attachment is circulated seperately.

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Contract Report

Review of proposed LATM treatments - Churchill Park Drive, Endeavour Hills

by David Green & Chris Jurewicz

for City of Casey

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ARRB Research

ARRB Consulting

= ARRB Technology

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Review of proposed LATM treatments - Churchill Park Drive, Endeavour Hills VC73221-

Summary

ARRB was commissioned by the City of Casey to review the proposed LATM scheme for the 1.6 km Churchill Park Drive connection running between Ebeli Close and Parkside Boulevard in Endeavour Hills.

The Churchill Park Drive connection is being used as a 'rat run' between Heatherton Road and Stud Road by just under 5,000 vehicles per day. Based on traffic surveys commissioned by the City of Casey in 2006, the 85'h percentile speed of vehicles along this length of road were recorded to be well in excess of the 60 kmlh speed limit, with various locations recording in excess of 75 km/h and one location going up to 87 kmih. An estimated speed profile established as part of this report confirmed that the free speed for the length of road is in excess of the 60 km!h speed limit.

As a result of combination of higher speeds, higher volumes and direct property access, safety concerns have been raised with respect to this length of road. In order to address Ulese safety concerns. The City of Casey have proposed to install four LATM treatments consisting of a modified 'T' junction as a calming treatment at Parkside Boulevard, a centre blister opposite no. 60, two Iane angled slow point opposite no, 18 and a roundabout at Ebeli Close. The City of Casey has asked ARRB to comment on the appropriateness of their proposal, which is the subject of this report.

As part of this investigation ARRB undertook a site inspection on the 1'' March 2007 with City of Casey officers in order to get an appreciation of the relevant issues. Based on a review of the City of Casey proposal and the issues surrounding the subject length of road, it is considered that the City of Casey have five alternatives: do nothing, request for additional police enforcement, adopt their original LATM proposal [as outlined above), adopt an amended LATM proposal or consider modifying the length of road in order to safety accommodate the higher trafFii volumes and higher speeds.

ARRB considers that fhe City of Casey proposal will result in significant vehicle acceleration and deceleration due to the proposed LATM treatments being too restrictive and being spaced too far apart from one another. ARRB recommends, that the City of Casey adopts an amended LATM proposal which utilises less severe LATM treatments at the aforementioned locations which are accompanied by subtle LATM treatments positioned mid way between each treatment. ARRB proposes that the City of Casey utilises an 'impellor' type LATM treatment at the intersection of Parkside Boulevard and Churchill Park Drive and incorporates reverse approach curves for the roundabout at Ebeli Close and Hallarn North Road. Further to this, ARRB group recommends that a gateway treatment be considered at both ends of the subject length of road to impress on drivers that they are entering a residential area.

ARRB notes that LATM schemes are not an exact science and it is difficult to determine the exact driver response or reduction in speeds. For this reason, it is recommended that the City of Casey consider the implementation of an LATM scheme over 3 stages over a period of tirne.

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Although the Report is Mleved to be correct at the t h e d publ~don. ARRB Group Ltd. to Ihe dent l&l, excludes all liability for lads jwhether arising under mtrab. tml, statute or otherwise) arising from the contents of the Report or from its use. Where such liability cannot be exckded, it is reduced to the full extent W u l . W~Ihout limiting me foregoing. people should apply Ihelr ~ v n skill and judgement when using the information contained in the Report.

Review of proposed LATM treatments . Churchill Park Drive. Endeavour Hills VC73221-

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Contents

1 Introduction ................... .. ..... .. ........................................................................... 1

.......................... 2 Background .. ............................................................................. 2

3 Existing conditions .................................................................................................. 5

.................................................................. 3.1 Road function .......................... .. 5 .................................................................... 3.2 Churchill Park Drive connection 5

.................................................................................................... 3.3 Environment 6

.......................................................................................... 3.4 Road cross section 6 ..................................................................................... 3.5 Traffic characteristics 9

............................................................................. 3.6 Identified safety concerns 12

..................................................................................... 4 Speed base LATM design 13

5 City of Casey proposal .......................................................................................... 15

..................................................................................... 5.1 Proposed treatments 15 ........................................................................................ 5.2 f reatment spacing 18

................................................................................... 5.3 Engineering analysis 18

.................................................................................. ..... 6 Alternative proposals ..... 21

......................................................................... .................. 6 .I 'Do nothing' ... 21 ................................................................................ 6.2 Increased enforcement 21 ................................................................................ 6.3 Increase road capacity 21

........................................................................ 6.4 Alternative LATM schemes 22

.............................................................................................................. 7 Discussion 28

............................................................................................................. 8 Conclusion 29

References ............ .. ....................................................................................................... 30

Appendix A -Relationship between speed and road trauma ..................................... 31

Appendix B . Images of the City of Casey proposed treafments ........... .., ................ 33

Appendix C . Estimated right turn traffic volume into Parkside Boulevard ............. 37

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1 Review of proposed LATM treatments - Churchill Park Drive, Endeavour Hills

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I Introduction

ARRB was commissioned by the City of Casey to review a LATM scheme proposed for a 1.6 krn section of Churchill Park Drive connection between Parkside Boulevard and Ebeli Close in Endeavour Hills. The City of Casey's prime objective for this LATM scheme was to achieve a safer road environment along this section of the Churchill Park Drive connection.

The objective of this report is to comment on the appropriateness of the proposed treatments, using Australian and international best practice, with particular focus on providing a safer road environment through improved speed control.

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2 Background

The subject 1.6 krn section of the Churchill Park Drive connection runs between Parkside Boulevard and Ebeli Close in Endeavour Mils (Melways Ref: 82 K12) as shown in Figure 2.1.

Source: Ausway (n.d.)

Figure 2.7: Map of the subject section of road proposed to have LATM treatments

Figure 2.2 demonstrates the opportunity that the Churchill Park Drive connection provides for traffic choosing to 'rat run' between Stud Road at Wellington Road and Heatherton Road in the Endeavour Hills I Narre Warren North area.

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Source: Ausway (n.d.)

Figure 2.2: Rat run potential of Churchill Park Drive

As can be seen from Figure 2.2, the link that the Churchill Park Drive connection provides between Stud Road and Heatherton Road enables traffic heading between the Knoxfield / Rowville area and the Endeavour Hills I Hallam areas to avoid peak congestion along Stud Road and other arterial roads within the area.

As a result of strong development in and around the Narre Warren and Endeavour Hills area, traffic volumes along this connection have experienced significant growth in recent years. The 2006 traffic volumes were in the order of 5,000 veh/day (within the subject section around the intersection of Hallam North Road and Churchill Park Drive), as outlined in Section 3 of this report. Further to the increase in traffic volumes, it is noted that the 85' percentile speeds along this section of the Churchill Park Drive connection were in excess of 75 kmlh. The posted speed limit is 60 kmlh.

The current road function and construction standards of the Churchill Park Drive connection are not adequate to safely carry this level of traffic at such high speed. Therefore, the City of Casey has been investigating measures to better manage the traffic flows along this section of road in order to provide a safer road environment for the local residents.

The preferred approach taken by the City of Casey was through the use of LATM treatments. The LATM scheme proposed by the City of Casey for this section of the Churchill Park Drive connection included:

modified 'T' junction as a calming treatment at the intersection of Churchill Park Drive and Parkside Boulevard

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Review of proposed LATM treatments - Churchill Park Drive, Endeavour Hills VC7322 1 -

centre blister at a rnidblock located opposite no. 60

two lane angled slow point located opposite no. 18 (near the intersection of Hallam North Road I Churchill Park Drive)

roundabout at the intersection of Hallam North Road (continuation of Churchill Park Drive) and Ebeli Close.

The main objective of this proposai was to deliver improved safety along the section of the Churchill Park Drive connection. The LATM scheme introduces physical obstructions which force the drivers to lower their speeds while negotiating them. The treatments are intended to be spaced in such a way that vehicles leaving one treatment are not inclined to return to their desired speed prior to reaching the next LATM treatment or another speed limiting feature (e.g. a bend).

The City of Casey commissioned ARRB to review and provide comments on the adequacy of their proposal in light of the project objective and industry best practice.

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Revrew of proposed LATM treatments - Churchill Park Drive. Endeavour Hrlls VC73221-

3 Existing conditions

3.1 Road function

This section of the Churchill Park Drive connection is designated as a collector road under the City of Casey road hierarchy although it is noted that ~t is currently serving traffic volumes more appropriate for a 'trunk collectot'. It is also noted that under the City of Casey planning scheme, a Connector Street - Level 1 (considered to be equal to a collector) is designated to accommodate 3.000 vpd. Details of the traffic flow characteristics are outlined in further detail below.

The subject section of the Churchill Park Drive connection is bordered by Parkside Boulevard and Ebeli Close. Between these intersecting roads, the Churchill Park Drive connection provides direct access to approximately 60 properties. Between Parkside Boulevard and Ebeii Close is the intersection of Hallarn North Road and Churchill Park Drive. This intersection is located at a crest and has been set up as a modified 'T' junction with ihe priority given to the Churchill Park Drive connection traffic.

Due to the location of the Parkside Boulevard I Churchill Park Drive intersection, this intersection provides the main access point to and from Churchill Park Drive for the 185 allotments located off Parkside Boulevard, even though Wallam North Road provides an alternative access to these allotments. It is understood that Ebeli Close provides access lo 100 residential allotments.

3.2 Church ill Park Drive connection

Driving the full length of the Churchill Park Drive connection, the motorists drive through various roadside/environments, posted speed limits and road functions. The Churchill Park Drive connection traverses Hallam North Road, Churchill Park Drive and Bergins Road as shown in Figure 2.2. Comments with respect to the different road environments along this connection are outlined below.

Hallam North Road between Heatherion Road and Gleneagles Drive is classified as a trunk collector under the City of Casey register of public roads. This length of road has few property access points, is an open road reserve and is in gentle topography. The posted speed limit for this section is 80 km/h.

Hallarn North Road between the intersection of Churchill Park Drive and Gleneagles Drive, which includes the subject section of road referred to in this reporl as Churchill Park Drive, is classified as a collector road under the Cjty of Casey register of public roads. This length of road provides the transition from a road with controlled access points, open road reserve and gentle topography to a road with uncontrolled access, enclosed road resenre (due to trees located off the carriageway) and steep topography (or vice-a-versa depending on the direction of travel). Travelling from east to west the posted speed environment goes from 80 kmlh to 60 kmlh.

Churchill Park Drive between Powers Road and Hallarn North Road, which includes the subject section of the Churchill Park Drive connection at the Hallarn North Road end, is classified as a collector road under the City of Casey register of public roads. This length of road provides the transition from urban to rurat (or vice-a-versa depending on the direction of travel). Issues with respect to property access along the eastern section of this length have been outlined previously in this report. Travelling from east to west the posted speed environment goes from 60 kmlh to 70 krnlh.

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Revrew of proposed LATM treatments - Churchill Park Drive, Endeavour Hills VC73221-

Churchill Park Drive between the municipal boundary (near Bergins Road) and Powers Road is classified as a secondaty arterial under the City of Casey register of public roads. The posted speed limit along this section is 80 krnlh. This section of road is in a rural environment and runs between the&rchill National Park to the north and the Police Paddocks to the south.

Bergins Road is located in the City of Knox. For this reason comments with respect to Bergins Roads will be limited. Bergins Road provides the transition from rural to urban (or vice-a-versa depending on the direction of travel). Travelling from east to west the posted speed environment goes from 70 kmlh to 60 krnlh.

Further to the above, it is noted that under the City of Casey Planning Scheme the entire lengfh of Churchill Park Drive (including for this purpose Hallam North Road) from Heathefton Road and the municipa\ boundary is declared as a Road Zone 2 road (It is noted that under the planning scheme, road zone 1 roads are arterial roads under the control of the state road authority. Council roads are generally not given a road zone allocation. Under the planning scheme a road zone 2 road is typically classified as a road with a function that is between a council controlled road and state controlled road. In this case the City of Casey control this road, however under the ptanning scheme it is considered that this road is classified as a higher order road, just under an arterial road classification). It is noted that Bergins Road, although in the Knox municipality (the extension of Churchill Park Drive connection) is not declared as a Road Zone 2 road under the Knox Planning Scheme.

As can be seen, the subject section of road is located between an open environment to the east and a rural environment to the west. There is no measures in place at the entry point to the subject section of Churchill Park Drive to highlight to the motorists that they have entered a residential area, apart from visual observations d speed zones, increased number of access points, a more enclosed road environment and abutting houses (although it is noted that the houses, due to many factors such as their offset from the road and trees, are not in a driver's general view).

3.3 Environment

This section of road is abutted by low density residential and rural-residential development with direct road access. It is further noted that the road is considered to be in a fringe urban area, with the area to the north-west being occupied by open space (rural type setting), while the area to the south is occupied by a combination of open space and residential development but with minimal access directly to Churchill Park Drive.

3.4 Road cross section

The road cross section for Churchill Park Drive alters depending on its location. Generally, the trafficable lane width for each direction along Churchill Park Drive is between 3.0 and 3.5 metres (overall seal varying between 6 and 7 m). At either end of the subject section of the Churchill Park Drive connection, the visual perspective of the road is open (as shown in Figure 3.1). This provides an environment that is more conducive to higher speeds. Further details are autlined in Section 3.2.

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7 Hev i~ iv of pioposfd LA I M treatments - Chtirch~ll Park Drivi.. E~t leavoor Hil!s

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Figure 3.1: Churchill Park Drive road reserve either side of the subject section

The subject section of the Churchlll Park Drive connection does not have effective shoulders Due to the presence of trees letterboxes and other objects posl:ioned just off the carriageway, the road appears more constrained (as shown in Figure 3 2 ) than the other sections of the Churchlil Park Drlve connection The road still maintains a rural character due to the houses being set back from the carrlageway

Figure 3.2: Access off Churchill Park Drive to abutting properries

Figure 3.2 shows the typical road environment for the subject section of Churchill Park Drive between Parkside Boulevard and Ebeli Close. As can be seen, the access arrangements are not ideal for a high speed road Due to the topography of the land, access to these properties is compromised. w:th predominantly gravel crossings and sometimes poor sight lines from the access Do~nts.

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3.4..1 Ex i s t i ng in te rsec t ion t reatments

Churchill Park Drive I Parkside Boulevard

The tntersection of Churchill Park Cirtve ! Parkside Bculevard IS a line marked type 'C' intersection 1rea:ment w11h pafnted right turn and left turn lanes as shown in Figure 3.3. No iratftc !stands are installed at this location.

Figure 3.3: lntersection o f Churchil l Park Drive / Parkside Boulevard

Hallam North Road I Ebeli Close intersection

Currently there are no existing turn ng facil~ties at the intersection of Hallam North Road and Ebl l i Close. Ebeli Close serves as the sole access to 100 allotments. The intersection of Ebeli Close and Hallam North Road IS c~rrent ly via a standard 'give way' control!ed T Intersection as s,iown tn Figure 3 4.

Figure 3.4: Intersection o f Hallam North Road/ Ebel i Close

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Review cf p!opost?d LATM treatnients - Chiirchill Park Drtve Endeavour Hil!s VC7322:-

Churchill Park Drive I Hatlani North Road intersection

The modif~ed ' T ' iniersect:9n of Chlirchill Park Drtve and Hallain North Road :s a lhile marked :vne C' intersection treatment with right turn and left turn fac~iities. This intersection is iocated on the top of a crest as shown in Figtire 3 5 This location poses liniitatlons on the choice of ~ntersection treatment at thls location It is understood that a roundabout was constdered at this location, however due to the topography, the type 'C' intersect~on treatment was deemed to be more approprlate. The City of Casey considers that this treatment nas been operating satisfactoriiy.

Figure 3.5: Approaching the intersection o f Churchil l Park Drive / Hallam North Road

3.5 Traffic characteristics

Traffic surveys at varlous locations along the Cburchill Park Drive connection were commissioned by the City of Casey in October 2006 Details of this survey are outlined in Table 3 1

Table 3.1: 2006 traffic volumes along Churchill Park Drive - .-

Location --

V b c l i j East of Parkside Blvd i west of Parkside Blvd 1 - - . . . 1- ~-

I Traffic vol (two way) , -

4 a89 -- ~~ - - I 4oeo 1 , 4.708 1

85'"ercentile speed ~~~ -- I 78 ~1 . . 78 . . - 1 87 i

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As can be seen from Table 3.1 the traffic volumes along the subject section of the Churchill Park Drive connection are approaching 5.000 vehicles per day with an 85'' percentile speed in excess of 75 kmih it is worth nottng, that the location west of Parkside Boulevard recorded an 85" percentile speed of 87 kmlh (27 kmih in excess of the posted speed limit of 60 kmlh). It is noted that traffic volumes along this section of the Churchill Park Dr~ve connection have grown by more than 20% since 2003, when traffic volumes were approximately 3.700 vehiday. Based on discussions with City of Casey officers this growth in traffic has been due to residential grow:h in and around the area, in addition to the recent installation of traffic lights at the

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- 10 Review of proposed LATM treatments - Churchill Park Drive, Endeavour Hills

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intersection of Bergin Road (extension of the Churchill Park Drive run) and Stud Road, enabling better access for right turning traffic onto Stud Road.

It was observed (based on a review of the traffic count data supplied) that the directional splits for both the AM and PM peak are as to be expected at approximately 70% Stud Road bound in the AM peak and 60% Heatherton Road bound in the PM peak. In addition, approximately 10% of the total two way traffic volume occurs during both of the peak hour periods. It is understood through discussions with Council officers, that time savings could be achieved during the peak periods by motorists who use the Churchill Park Drive connection in order to avoid Heatherton Road and Stud Road.

Based on the above, it is considered that many of the users are regular users who drive the road as part of their everyday travel, and hence, are famitiar with the road environment and speed zones. It is considered that many of the motorists are driving the road at a speed comfortable to them (see Section 3.5.1 for further details). This is not a desirable situation due to the neighbouring properties and the vehicle access points (as outlined above). This is evident by the crash history to 20D3 as reported by the City of Casey, which showed that of the 4 reported crash for the 5 years preceding 2003, two of the crashes involved a car turning into a private property and being hit by a passing vehicle.

3.5.1 Free speed environment

As part of this investigation officers from ARRB drove the subject length of road to obtain an appreciation for the free traffic speed. The length of road was driven at what was deemed to be a comfortable speed with the vehicle speed being recorded (based on the speedometer display). This process is intended lo establish a surrogate for an 85'' percentile speed profile along the road section. Although the speed values are not absolute, they indicate the speeding behaviour along this length of road.

It was noted that although the posted speed limit was 60 kmlh, the free speed based on this investigation was predominantly in excess of this, particularly when travelling in the westbound direction, with speeds reaching in excess of 80 km/h after departing the Hallam North Road intersection and approaching Parkside Boulevard. It is noted that the free speed reached 90 kmlh beyond Parkside Boulevard. In the eastbound direction the travel speed was more conservative with the observed speed generally being between 60 and 70 kmlh, with speeds dropping below 60 kmlh on the approach and departure to the Hallam North Road I Churchill Park Drive intersection, but increasing to between 70 and 80 kmlh on the approach to Ebeli Close. It is noted, that the comfortable travelling speed through the intersection of Churchill Park Drive / Haltam North Road is in line with the posted speed limit of 60 kmlh. A graph of the indicative speed profile for this section of rnsd is shown in Figure 3.6. It is considered that the recorded free speeds appear to be in the same order of magnitude of the recorded 85' percentile speed based on the 2006 ttaffic survey.

3.5.2 Vehicle types

It is noted that the vehicles utilising Churchill Park Drive are predominantly light passenger vehicles. Based an the 2006 traffic count data, other large vehicles and trucks also utifise this route. Although Churchill Park Drive is not currently a designated bus route, it is understood that Churchill Park Drive is used by schod buses and hence any treatments need to be designed to cater for a 12.5 m long vehicle.

In addition collector roads would be the preferred routes for any future bus services, so the design of any LATM treatment should not inhibit their introduction.

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Speed (kmlh) Q ) Q , c O 0 0 0 0


3.6 Identified safety concerns

The City of Casey identified safety concerns with respect to the subject section of the Churchill Park Drive connection due to a combination of the following three factors: high speed, relatively high volumes and access arrangements to the abutting properties. In order to improve the safety of this section of Churchill Park Drive it is considered that one or more of the three factors need to be addressed.

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4 Speed base LATM design

This section of the report will outline some of the fundamental principles behind the use of speed based LATM design in order to improve safety along a length of road. Details with respect to the relationship between speed and road trauma are outlined in Appendix A of this report.

LATM treatments can be used to alter the free speed of the vehicles along a section of road by introducing gentle geometric road features. Typically there is no set mathematical relationship between the type of treatment and the speed drop achieved. Formulas have been established showing a relationship between a single horizontal deflection and speed. One relationship based on Austroads (2004) is considered to be as follows:

Where V = 85" percentile speed (kmlh)

R = radius of centreline of the vehicle's path (m)

S = sight distance correction factor (1.0 for good sight distance, up to 1.35 for poor sight distance)

It is noted that horizontal deflection treatments rely on back-to-back curves to create speed reducing deflections.

it has been found that an LATM treatment will have a limited range of influence on speeds, reducing with distance from the treatment. This is dependant on how restrictive the treatment is. This means that in order to lower the 85ih percentile speed between treatments, the treatments should not be spaced too far apart. Where treatments are spaced too far apart, this can result in an increase in acceleration and deceleration between the treatments which may add to the crashes occurring along the road. The optimal spacing for LATM treatments is 80- 120m to lower the speed of the vehicles. Where wider spaced treatments are proposed, it is recommended that other factors need to be incorporated to ensure that the approach speed are appropriate for the negotiating speed of the treatment. As stipulated in Austroads (2004, p.146) 'isolated treatments with no restraints on speeds between them are tikely to rate poorly on all three counts of effectiveness, acceptability and safety'. In general, isolated treatments are not suited for roads experiencing higher speeds.

Generally the LATM solution should be such that the speed profile along the length of road becomes more or less uniform and that speed differentials of higher than 20 kmlh are avoided. Treatments that are suited for local streets may not be suited for collector roads for this reason.

LATM treatments have shown to be successfully implemented around the world to reduce speeds along roads. Table 4.1 shows the resultant 85'" percentile speed 'before1 and 'after' implementation of various LATM treatments on roads throughout the UK with a speed limit of 48 kmlh (30 mph).


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Table 4.1: Observed speed reduction associated with various typical LATM treatments

LATM treatment

1 Vertical shifts in the carriageway 1 75 I 30 I t Upper limit of 85m percentile speed (kmlh)

Road narrowing to a single lane C 75 45 I 1

Before

Road narrowing to a reduced road

width I

After

As can be seen from Table 4.1 the use of LATM treatments has shown in some cases to be effective at bringing the percentile speed of the motor vehicles back to within the designated speed limit of the road especially where the percentile speed is well in excess of the speed limit.

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Source: adapted from Harvey (n.d.) 75 70


5 City of Casey proposal

In order to address the identified safety concerns the City of Casey has developed a LATM scheme for the subject section of the Churchill Park Drive connection. This section of the report comments on the City of Casey's proposal including undertaking an engineering analysis of the proposal.

5.1 Proposed treatments

The City of Casey proposed treatments include a modified 'T' junction as a calming treatment, a centre blister, two lane angled slow point and a roundabout It is proposed that these treatments are to be installed at the locations as shown in Figure 5.1. details with respect to each treatment are outlined in the following section.

figure 5.1: Location of City of Caseyproposed LATM treatments

Drawings of the proposed treatments as supplied by the City of Casey are attached in Appendix 6 of this report.

5.1.2 Modified 'T' junction as a calming treatment - at the intersection of Parkside Blvd I Churchill Park Drive

A modified IT' junction as a calming treatment is proposed for the intersection of Parkside Boulevard I Churchill Park Drive to replace the existing type 'C' intersection currently at this location and as shown in Figure 5.2.

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Figure 5.2: Location of where modi f ied 'T'intersection with a traffic calming treatment i s proposed to replace a type 'C'intersection

Tb.e main issues identtf~ed by the Ci:y of Casey with respect to this treatment is that it results in a loss of the right turn lane Based on some general assumptions outl~ned in Appendix C. I! 1s considered that the right turntng traffic into Parkside Boulevard from Churchlll Park Drive in the Ph4 peak (considered to be the peal.: period for this movement) would be in the order of 30 veh cles for the peak hour With an opposing traffic volume of 300 vehicles for the hour. !t 1s cons~dered that a turntng facility for st least one right turnlng veh~cle to store clear of the through lane is warranted (based on :he warrants for rural turn lanes as stipulated in GJEP Parl 5. Iritersect~ons at grade)

It is i:nderstood that a roundabout was originally proposed for this intersection but was not further developed due to the longitud~nal road grade at th~s location

5.1.2 Centre blister - adjacent to no. 60

A m~dblock centre blister IS proposed to be located opposite no. 60 Churchill Park Drive. This sec:ion of road is straight and is located on the western side of the bend in Churchill Park Drive wh~ch is posit~oned on the decltne it:, the west) as shown in Figure 5 3.

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Figure 5.3: Proposed location o f LATM treatment opposite no. 60

5.1.3 Two lane a n g l e d slow point- ad jacen t to no. 18

A two lane angled slow point is proposed to be located opposite no. 18 Churchill Park Drive This secbon of road is located on the straight section of road on the western slde of the ~ntersection of Ch~irchill Park Drive 1 Hallam North Road and is positioned near !he bottom of the decline (to the west) as shown in Figure 5 4

Figure 5.4: Proposed location o f LA JM treatment opposite no. 18

It 1s noted that one of the main concerns that the City of Casey has with the proposed design is that the alignment will direct motorists Into a tree or down the batter (note steep roadside) upon exiting the treatvent whe? travelling in the westbound direction

5.1.4 Roundabou t a t t h e in te rsec t ion o f Ebe l i C lose I Hallarn No r th R o a d

A roundabout is proposed for the intersection of Ebeli Close I Hallam North Road Although located near curves the location appears (based on the initial investigation) to have sufficient sight dis!ance to and from the roundabout.

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5.2 Treatment spacing

The spacing of the IATM treatments are as outlined in Table 5.1.

Table 5.1: Approx spacing between proposed LATM treatments and other speed control features

r - 1 Approx spacing 1 Treatment a LATM treatment ta the west To a LATM treatment to the east

nla treatment - at the interseclron ot Parkside Blvd I Church~ll Park Drive

k o lane angbd slow point - I I

490 I 730

300

I I

adjacent to no. 18 (400 m to the inbrsectlon of Churchill Park Drive and Hallam North Road)

490 Centre blister - adjacent lo no. 60 300

5.3 Engineering analysis

730 Ebeli Close I Hallam North Road

(330 m lo the intersection of Churchill Park Drive and Hallam North Road)

Based on a review of the City of Casey plans, it is considered that the 85'"rcentile speed for all of the proposed treatments IS in the order of 25 - 30 kmlh. For the entry treatments (i.e. the ones located at Parkside Boulevard and Ebeli Close), the speed differential between the free speed and the LATM design speed would be in the order of 30 to 50 kmlh.

nla

As the spacing between the LATM treatments is large, it k suggested that the proposed arrangement will result in significant acceleration and deceleration at each of the treatments. There is sufficient distance between treatments to allow the vehicles to return to their free speed {similar to the current arrangement), resulting in high speeds being maintained along the road. Figure 5.5 (westbound) and Figure 5.6 (eastbound) show an expected speed profile far the subject section of the Churchill Park Drive connection as a result of implementing the City of Casey's proposed LATM scheme. This speed profile is based on the estimated speed profile outlined in Figure 3.6. The concerns with respect to the entry speeds at the proposed LATM treatments as can be seen in Figure 5.5 a& Figure 5.6.

It is considered that the City d Casey proposal may not adequately reduce the speeds of the some the vehicles. While the majority of the vehicles would negotiate the LATM treatments successfully, the likelihood of a driver error and subsequent loss of control and crash due to the speed differential would be increased.

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19 Review of proposed LATM treatments - Churchill Park Drive, Endeavaur Hills

VC7322 1 -

- . -

Estimated speed profile: Churchill Park Drive bhnr Parkside Blvd 8 Ebelis CI

Proposed LATM

I . . . . .

-

r-

- - - . . . . .

--

Speed (westbound] 7 - Estimated new speed

Pmfle (westbound)

- - . Posted Speed Limit 1

Figure 5.5: Estimated speed profile along Churchill Pa* Drive (westbound) with and without the City of Casey proposed U T M bsrtments

20


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e % $ n x s i s r r n t g

4 4 8

hehIebMnr(

Indicative location along Churchill Park Drive - Western end Eastern end

MklCf i IL bmd

D m r h m b l h m - t T r w h s l n e t o m ~

-I = i "J

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VC73221-

6 Alternative proposals

This section of the report suggests possible alternatives to that proposed by the City of Casey outlined in Section 5.

Based on discussions with officers from the City of Casey, the use of vertical deflection treatments such as speed humps or bus cushions is not preferred due to factors such as accessibility by buses and the environment i.e. the topography. It is noted, that the officers of the City of Casey were concerned about noise generation associated with vertical deflection treatments, if these were proposed in the vicinity of the abutting residential properties.

In addition. it is noted that any treatment that minirnises the traffic flow to a single lane was ruled out as part of this investigation. This kind of treatment was considered to be too harsh for the road environment and traffic volumes, and may result in additional safety issues. Such treatments are also not advisable for bus routes.

6.1 'Do nothing'

The 'do nothing' scenario is one alternative that could be adopted by the City of Casey. However due to conflict between high speeds, property access and topography this is not a preferred sofution.

6.2 Increased enforcement

Increased speed limit enforcement could be one approach to reduce the 85h percentile traffic speeds. This would require an agreement with the Victorian police to undertake an increased level of activity along this length of road. This is not deemed to be a sustainable solution to the safety problem.

6.3 Increase road capacity

Although this section of the Churchill Park Drive connection is classified as a collector road, it is operating as a trunk collector. Under the City of Casey planning scheme, a Road Zone 2 overlay exists over the Churchill Park Drive connection with some sections having a higher road classification than 'collector road'. Based on this, it is considered that the strategic importance of this subject length of road may not correspond with its official classification and built form and change to a trunk collector may be appropriate. The City of Casey design requirements as stipulated in the City of Casey Road Management Plan 2006 for a trunk collector compared to a collector road are outlined in Table 6.1.

One alternative for the City of Casey consideration would be to upgrade the constructed form of the subject section to a 'trunk collector' to suit the current function. However upgrading of the

Table 6.1: City of Casey design standards for roads

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CIassificatlon

Coilector

Trunk collector

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Road reserve wfdth (m)

20

3 1

Roadway width (incl kerbs)

11.1

18.5 incl central median

Vehicle lanes each side, width (m)

1 @ 3.0 rn

1 @ 3.0 m


VC7322 1 -

road to a trunk collector standard would require significant widening of the existing carriageway. This would require significant roadworks and removal of vegetation located on both sides of the road.

It is not known how such an upgrade would suit the strategic road network development plans of the City of Casey. Any comments with respect to this is beyond the scope of this project.

It is understood that a service road was considered along the northern side of the road, running between the eastern s~de of Parkside Boulevard and the western side of the Hallarn North Road, however this option was not developed further. Although this would address the access issues associated with those properties located to the north of the Churchill Park Drive (i.e. controlling access), it would not address those access issues associated with properties located to the south.

Aside from the construction issues associated with upgrading the subject section of the Churchill Park Drive connection, it is considered that upgrading the road, would in fact promote higher volumes and higher speeds and negatively impact on the existing residential amenity. Upgrading the road would be in line with the expectations of the driving public but may not be in line with the local resident's expectations. This option should be further considered if it is deemed that a solution utilising 'traffic calming' treatments was inappropriate or economically unfeasible for the subject length of road.

The impact of increased traffic volumes and speeds would be addressed by a higher road standard (e.g. separation of turning movements) and by access restrictions.

6.4 Alternative LATM schemes

An LATM scheme for this length of road should be designed to lower vehicle speeds to below 60 kmlh. It is not considered appropriate to lower the speeds to less than 40 kmlh, as this is more in line with local street L4TMs. The scheme should be aiming at improving safety along this stretch of road, while still maintaining its function as a collector road while providing facilities that may detract additional volumes of traffic from using this road.

Gateway statement

Sustrans (2004) states that speed iimit regulation on its own, when applied to rural roads which maintain a similar environment and free speed, has low compliance. The use of a gateway treatments highlight to motorists that they are entering a different environment and that there is a reason for the speed change. It is noted that surveys undertaken by the Department for Transport in the UK of gateway treatments showed an average speed reduction of approximately 8 km/h. It was noted that more subtle gateway treatments showed a lesser speed reduction than balder designs.

As part of the gateway treatment, flexible guideposts coutd be installed for a length after the gateway treatment in order to enclose the roadway somewhat and reduce the openness perception of the road side.

As part of any gateway treatment rumble strips could be utitised to highlight to the driver that they are entering a traffic calmed area. As a result of the use of rumble strips the gateway treatment should be located clear of a bend or steep grades, and be located near the existing 60 km/h speed zone signage. Although these locations are on the edge of the residential area, they are located near residential properties. It is noted that rumble strips do create external noise and as an alternative a rumblewave surfacing treatment could be investigated. Rumblewave surfacing treatments are reported to create an alerting noise and vibration within

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VC7322 1 -

the vehicle but result in minimal external noise. Further details on rumblewave surfacing treatments can be found at htt~:llwww. d~.aov.uk/~qr/roadsltpm/tal/tra~~manaaemenfftraffcadvisoryleafletf05rum4123. If rumble stripslrumblewave are considered suitable for this location, their installation should be clear of the edge of pavement by a sufficient distance to enable a cyclist to bypass the treatment. The rumble strips should be installed across the entire carriageway so that motorists are not tempted to change lanes to avoid the treatment.

Further to the above, in order to reduce the speed of the vehicles approaching the subject section of road from the western end, it is considered that a mild two lane slow point (similar to that recommended in the 'additional treatments' section, outlined below) be integrated into the western gateway treatment

Intersection treatment at Parkside Boulevard

The City of Casey proposed treatment for the intersection of Parkside Boulevard and Churchill Park Drive is not optimal for two reasons. Firstly, it removes a right turn lane. Secondly it is considered too severe for the operating approach speeds. An alternative could be an 'impellor' type treatment as indicatively shown in Figure 6.7. It is noted that the example shown is for an offset cross intersection, but the general principles could be applied to a standard 'T' intersection.

L I Source: ITE (n.d.)

Figure 6.1 : Example of an 'impellor' type treatment

As shown in Figure 6.1 the impelor type treatment requires a horizontal deflection of the through vehicle, while maintaining a facility to cater for the storage of right turning vehicles.

It is considered that the ratius adopted for vehicles travelling through the treatment should be based on achieving an 85 percentile speed of between 45 and 55 kmlh at the treatment (for the through movement).


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Blister island treatment -adjacent to no. 60

A blister island treatment as proposed by the City of Casey (see Section 5) is appropriate for this length of road. However the proposed City of Casey treatment may be too severe. A gentler radius should be adopted based on achieving an 85'"ercentile speed of between 45 and 55 kmlh at the treatment.

Two lane angled slow point - adjacent to no. 18

A two lane angled slow point treatment as proposed by the City of Casey (see Section 5) is appropriate for this length of road. However the proposed City of Casey treatment may be too severe. A gentler radius should be adopted based on achieving an 8 5 ~ percentile speed of between 45 and 55 kmth at the treatment.

Roundabout at Ebeli Close

A roundabout at this location is considered appropriate. Vehicle speeds through the roundabout should be reduced to around 30 kmlh. The design should incorporate some of the features typically used for outer urban and rural roundabouts, such as a reverse approach curves in order to entice vehicles to slow prior to entering the roundabout. Minor LATM treatments prior to the roundabout may be required to get vehicles from the 85m percentile approach speed down to the des~red design speed.

Additional treatments

It is considered that between the aforementioned LATM treatments, additional treatments are required to maintain the operating speeds at and around the 60 kmlh. Treatments proposed to undertake this could include a mild two lane angled slow points. A concept layout of a two lane angle slow point is shown in Figure 6.2. It is considered that these treatments be designed based on achieving an percentile speed of between 50 and 60 kmlh at the treatment.

Source: Austroads (2004)

Figure 6.2: Concept layout for a two lane angled slow point

As there is no kerbing for much of the length, an alternative to the kerb outsfand as shown in Figure 6.2 could be to install flexible guideposts just off the edge of the seal and use chevron line marking as an alternative to a kerb outstand. This should be designed so that an adequate lane width is maintained. The intention should be to design a forgiving treatment that just acts as a deterrent to accelerating hard back up to the free speed once having traversed the other LATM treatments as outlined above. Installation of kerbing as part of the treatment may be considered during the design stage.

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Review of proposed LATM treatments - Churchitl Park Drive, Endeavour Hills VC7322 1-

6.4.1 Engineering analysis

The objective of the amended LATM scheme as proposed by ARRB is to slow vehicles down to a speed suitable for a collector road environment, compatible with the 60 kmlh speed limit.

The principle behind the suggested scheme is to reduce the degree to which the speed needs to drop at key locations (generally in line with locations proposed by the City of Casey) and to add additional measures to discourage the acceleration to speeds in excess of the 60 kmlh speed limit. The general location of the proposed treatments are shown in Figure 6.3.

Figure 6.3: lndicatlve iocation of proposed LA TM treatments

It is considered that adopting this principle, acceleration and deceleration after and prior to each LATM treatment will be reduced. The estimated speed profile of the ARRB suggested LATM scheme is outlined in Figure 6.4 and Figure 6.5. As a result of implementing the LATM scheme outlined in Figure 5.5, the speed profile would be more in line with the designated speed limit along this length of road.

The speed differential between the free speed and the operating speed at the LATM treatment is reduced to approximately 20 kmlh. This is a tolerable difference, however it should be re~nforced with additional warning signage, sufftcient to warn drivers of the potential hazard. This is to reduce that the risk associated with the higher speed vehicles.

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VC73221-

7 Discussion

Due to the combination of speed, high traffic volumes and access arrangements, there are safety concerns along the Churchill Park Drive connection between Ebeli Close and Parkside Boulevard. To address the safety concerns, one or more of these factors needs to be addressed.

The City of Casey proposed an arrangement which included LATM treatments that were significantly spaced out along the subject length of road and were designed to require a significant drop in speed. It is considered that this would result in significant acceleration and deceleration between the LATM treatments. It is estimated that the 851h percentile speeds of the vehicles between M T M treatments would return to well in excess of the 60 kmh speed limit.

As an alternative, ARRB outlined an approach tbat utilised similar LATM treatments to that outlined by the City of Casey, but with amendments to the MTM treatments (in the case of Parkside Boulevard a different treatment) such as less severe geometry and the use of mild intermittent LATM treatments located between the key LATM treatments to interrupt the acceleration of the vehicles back to the free speed of the road.

It is estimated that the LATM scheme as proposed by ARRB would result in a [ower speed profile along the length d road, more in line with the 60 kmh speed limit. As LATM schemes are not an e~ac t science, it is proposed that the LATM scheme be implemented in stages to monitor what impact each stage of the LATM scheme has and to determine if the full scheme requires impternentation. The proposed stages of implementation may include the following:

Stage 1 - Implementation of a gateway treatment at the commencement of the 60 krnlh speed zone at both ends of the subject length of road. Monitor the impact of the gateway treatment on speeds within the 60 kmlh speed zone.

Stage 2 - Implementation of key LATM treatments at Parkside Boulevard, Ebeli Close, opposite no. 18 and opposite no. 60, but with amendments as proposed by ARRB. Study the impact of whether these LATM treatments are sufficient to lower the 85th percentile speed along the length of road lo around 60 krnh for the nearby sections of the road. This will require speed surveys to be undertaken at key points along the length of road including at the approximate midpoint between the LATM treatments and just prior to and after each LATM treatment in order to measure the level of acceleration and deceleration associated with each treatment.

Stage 3 - Implementation of additional midblock LATM treatments if required. If the 8ijM percentile speed for vehicles travelling along the subject tength of road exceeds the 60 kmlh speed limit and approaches the free speed of the road between stage 1 and 2 treatments, it is considered that mild LATM treatments should be installed at mid points.

Finally, it may be appropriate to upgrade the road (as outlined in Section 6.3) to a standard matching the fundim it plays within the road network. However, it is considered that constraints such as topography and the existing vegetation would make the widening difficult. It is considered that safety can be improved through implementation of LATM schemes as outlined in Section 6 of this report.

It is noted that the City of Casey should consider pedestrian and cyclists needs in the further development and design of the LATM treatments along this stretch of road including the opportunity to provide improved crossing opportunities for pedestrians.

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VC73221-

8 Conclusion

ARRB was commissioned by the City of Casey to review their proposed LATM scheme for the Churchill Park Drive connection between Ebeli Close and Parkside Boulevard in Endeavour Hills.

It is considered that the originally proposed LATM scheme may not be optimal for the aforementioned length of road. The scheme proposed by the City of Casey results in relative1y isolated LATM treatments that are considered to be geometrically too severe for the appficable speed environment.

It is recommended that the LATM scheme for the aforementioned Churchill Park Drive connection should be such that it aims to achieve an 85'"ercentile speed profile of around 60 kmlh (in line with the speed limit) for this length of road.

As an alternative, ARRB recommends that the Crty of Casey consider the following recommendations.

1. Adopting less severe LATM treatments (i.e. 85th percentile speed of between 45 and 55 kmlh) at their proposed locations (i.e. Parkside Boulevard, Ebeli Close, opposite no. 60 and opposite no. 18).

2. Consider the installation of a gateway treatment at both ends of the subject length of road {i.e. at the commencement of the 60 kmlh speed zones). The western gateway treatment should incorporate a mild LATM treatment design for the 85'' percentile speed of 60 kmlh.

3. Use subtle LATM treatments (i.e. 85Ih percentile speed to less than 60 krnh) mid way belween each LATM treatment in order to hinder acceleration of vehicles between LATM treatments.

4. Utilise an impellor type LATM treatment at the intersection of Parkside Boulevard and Churchill Park Drive.

5, Incorporate back to back approach curves for the roundabout at Ebeli Close and Hallam North Road.

6. Incorporate sufficient warning signage to warn drivers of the potential hazards ahead.

It is noted that the recommendations outlined in this report are for the City of Casey's consideration and further development. ARRB recommends that as part of the design and implementation process of any LATM scheme along the subject section road, that the City of Casey undertakes due processes including the commissioning of a road safety audit at the appropriate stages of the project. Further, it is recommended that the City of Casey consider pedestrian and cyclists in the further development and design of the LATM treatments along this stretch of mad including the opportunity to provide improved crossing opportunities for pedestrians.

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Review of propwed LATM treatments - Churchill Park Drive, Endeavour Hills VC73221-

References

Austroads 2004, Guide to traffic engineering practice part 10 -local area traffic management, AP-GI 1.10104, Austroads, Sydney.

Ausway (n.d.), Ausway, Mount Waverley, Vic., viewed 5 March 2007, ~http:l~.ausway.com.aulDefauIt.aspx')labid=l09~.

Harvey, T (n.d.), A review of traffic calming techniques, Institute of Transport Studies - University of Leeds, Leeds, viewed 8 March 2007, ~http:llwww.its.leeds.ac.uk/projects/primweralpPcalming.hI~.

ITE (n.d.1, Traffic calming for cmn?unilies, ITE, Washington, DC, viewed 9 March 2007, < h t t p : l l w . ite.orgltrafYicldoc~~rn ents/Tcir0017f, pdf>.

Sustrans 2004, Rural minor mad traffic calming, information sheet FF38, Sustrans, Bristol, UK.

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Appendix A - Relationship between speed and road trauma

Higher speed increases the risk of crashes and injury because it reduces the time available to avoid a collision and leads to higher impact speeds and consequently more severe injuries (Fildes 2004; Oxley & Corben 2002). Small changes in vehicle speeds can have a significant impact because crash severity increases exponentially with speed and increased speeds significantly increase crash risk.

Research has indicated (Fitdes 2004; Oxley & Corben 2002) that:

Car occupants are limited in their capacity to sustain impact forces associated with vehicle crashes. In a vehicle that affords good crash protection to its occupants, it is possible to experience a frontal crash with another vehicle at 70 krnJh without long term injuries. For impacts with poles or trees when only 20-25% of the frontal structure is directly contacted, any speed above 30 kmlh is highly likely to result in serious injury to the car occupants. For side-impact crashes by another light passenger vehicle, the vehicle struck in the side can only offer occupant protection without likelihood of serious injury when the striking vehicle is impacting at a speed under 50 kmlh and the impacted vehicle has full occupant protection including side and curtain air bags. For side-impact crashes into a tree or pole this speed is 30 kmlh;

In a 60 kmlh speed limit area, the risk of a casualty crash doubles for each 5 kmlh increase in speed above the posted 60 km/h speed limit as shown in the following Figure A l ;

35 40 45 50 55 60 65 70 75 80 85

Travel Speed (kmlh)

Figure A?: Relative risk of involvement in a casualty crash

Initial studies have indicated that the introduction of the 50 kmlh default built-up speed limit in Victoria resulted in a 12-13% reduction in all casualty crashes and a 40-46% reduction in pedestrian fatal and serious injury crashes on those roads;

The relationship between vehicle speed and crash severity is critical for pedestrians as shown in Figure A2. Pedestrians and cyclists are likely to be relatively safe only in areas

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VC73221-

with traffjc speeds of below 40 kmlh. At this speed, most potential collision situations can be recognised by drivers and avoided. If a collision occurs, damage and injury wilt be light to severe but rarely fatal. On average, eight out of I D pedestrians die if hit by a car travelling at 50 kmlh, while only one out of 10 dies if the car is travelling at 30 kmlh.

0 10 20 30 40 50 60 70

Impact Speed (krnlh)

Figure A2: Risk of pedestrian death as a function of vehicle impact speed

Without appropriate speed limjts, drivers can tend to travel above safe speeds because they lack full awareness of the risk of crashes and of the consequences of crashes. Recent research has suggested that road characteristics can influence or restrict drivers so that they travel at an appropriate speed. However, many roads give misleading messages to drivers and riders and speed limits are considered to be the most powerful road feature that determines speed choice. Surveys have found that many drivers regard the posted speed limit as an indication of a target speed to be maintained under any road or vehicle conditions. This is not an appropriate mindset. Surveys have also found that drivers underestimate their travelling speed and also believe themselves to be safer and more skilled than the average driver.

References

Oxley, .I & Corben, B 2002 'Effective Speed Management', Monash University Accident Research Centre, Vic.

B Fildes st al2004, 'Balance Between Harm Reduction and Mobility in Setting Speed Limits', Austroads, NSW.

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Rev~ew of proposed LATM treatments - Churchill Park Drive, Endeavour Hills VC73221-

Appendix B - images of the City of Casey proposed treatments

Modified 'T'junction as a calming device - at the intersection of Parkside Blvd / Churchill Park Drive

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Review of proposed IATM treatments - Churchill Park Drive, Endeavour Hills VC73221-

Centre Blister- adjacent no. 60

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VC73221-

Appendix C - Estimated right turn traffic volume into Parkside Boulevard

Outline below is the basis for the estimated right turn traffic volume into Parkside Boulevard from Churchill Park Drive.

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Factor

No. of lots off Parkside Boulevard

No, veh trips I day / lot

Peak hour factor

No. veh trips / peak hour

Estimate percentage of vehicles using the Parkside Boulevard intersection rather than Hallam North Road intersection

No. ueh trips I peak hour at Parkside Boulevard

lo I out percentage split '

No. of inbound movements in the PM peak

Directional split in the PM

Resultant estimate for the peak no. of right turning vehicles

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Value

185

10 veh /day

10% (based on area trends i.e, counts from Ebeli Close)

185 veh trips I peak hour

75%

139 veh trips I peak hour

AM:25in175out

PM: 60 in 140 out

(Note: the inbound peak would expect to occur in the PM)

83 veh

40% from the east

60% from the west

(Note: vehicles from the east turn right at the intersection of Parkside B o u l e ~ l d I Hallam North Road)

- 33 veh

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Planning Casey P Planning and Development Services 5 June 2007 Planning Item 4 Amendment C74 to the Casey Planning Scheme Rezoning of land at No.1S Linselt Boulevard, (formerly No. 200s Cameron Street), ranb bourne East from Residential I Zone to Business I Zone Cont.

ATTACHMENT I

Exhibited Amendment


--


Amendment C74 List of Changes to the Casey Planning Scheme

PLANNING SCHEME MAP CHANGES 1 1

Rezone part of the land at No. 200s Cameron Street, Cranbourne East, (Lot A on PS 539465X, part of Crown Provides for the establishment of the Portion 24, Parish of Cranbourne) from a Residential 1 Zone (R1Z) to a Business 1 Zone (BIZ), as shown on Cranbourne East Activity Centre, in the attached map marked 'Casey Planning Scheme, Amendment C74'. accordance with Council's Cranbouvne

East Development Plan (adopted 19 1 / April 2005).

ZONES I I

34.01 Following Clause 34.01, insert a new schedule in accordance with Attachment 1.

schedule

Introduces floor area restrictions for a shop in the Business 1 Zone for the Cranbourne East Activity Centre, and a

I new Plan 16 to the clause.

LIST OF AMENDMENTS (information to accompany amendment) I I

List of amendments Insert: Amendment number, 'C74', In operation from, DATE, with the brief description, Updates list of amendments to the 'Rezones part of the land at No. 200s Cameron Street, Cranbourne East, (Lot A on PS 539465X, part of planning scheme Crown Portion 24, Parish of Cranboume) from a Residential 1 Zone to a Business 1 Zone and introduces floor area restrictions for 'shop', to provide for the establishment of the Cranbourne East Activity Centre.'

[Dare[ c 74 SCHEDULE TO THE BUSINESS I ZONE

None Specified Land shown as Plan 1 to Clause 34.01 - FG (Fountain Gate)

Land shown as Plan 2 to Clause 34.01 - CP (Cranbourne Park)

75,000 1 None Specified

- p~ . .. --

None Specified . . ---

-None Specified

Land shown as Plan 3 to Clause 34.01 - EH (Endeavour Hills)

None Specified 31,800 1 None Specified

Land shown as Plan 4 to Clause 34.01 -

HP1 (Hampton Park 1)




5,934 None Specified None Specified

None Specified

None Specified

None Specified



I None Specified

None Specified Land shown as Plan 5 to Clause 34.01 - TP (Thompson Parkway)

None Specified

15,000 None Specified Land shown as Plan 6 to Clause 34.01 - CC (Casey Central)

None Specified

Land shown as Plan 7 to Clause 34.01 - BS (Berwick South)

None Specified

--

None Specified

6,000

Land shown as Plan 8 to Clause 34.01 - TC (Timbarra Central)

None Specified

5,000 I None Specified

Land shown as Plan 9 34.01 - PR (Pound Road)

Land shown as Plan 10 34.01 - CW (Cranbourne West)

2,065 None Specified

None Specified

1,250 None Specified

---- --

specified

Land shown as Plan 11 to Clause 34.01 - BD (Bemersyde Drive)

Land shown as Plan 12 to Clause 34.01 - OR (Ormond Road)

None Specified

None Specified

r t i l o i e Specified Land shown as Plan 13 to Clause 34.01 - GR (Greaves Road)

None Specified

Land shown as Plan 14 to Clause 34.01 - EW (Ernst Wanke Road)

Land shown as Plan 15 lo Clause 34.01 - LB (Lynbrook Activity Centre)

None Specified 500

None specified

None Specified

7,000 None specified

-- - -

Land shown as Plan 16 to Clause 34.03 - CE (Cranbourne East Activitv Centre)

None specified 8,125 None specified

None specified

Area to which Schedule applies

CASEY PLANNING SCHEME LOCAL PROVISION

BIZ

Part of Plann~ng Scheme Map 1 f

LEGEND

1 7 1 BUSlNESS 1 ZONE

PREPARED E3Y INFORMATION SERVICES Geographical Intormalion System

DEPARTMENT OF SlJSTAlNABlLlTY AND ENVIRONMENT

AMENDMENT C74

CASEY PLANNING SCHEME CRANBOURNE EAST DEVELOPMENT PLAN

PAGES 22 TO 26 - Along the learning centre side of all streets fronting learning centres. - Through linear public open space reserves, including one side of the

pipe track. - Through all public open space areas. Final location of pathways through conservation areas is to be determined through a combined landscape, ecological and drainage design process. Paths may need to be in the form of a deckediboardwalk in some sensitive areas.

Walkable neighbaurhoods. Subdivision design is to create a walkable neighbourhood by providing links between court headslreserves to promote maximum pedestrian accessibility. These minor reserve areas are not included as part of the open space contribution for the Development Plan area and are to be provided as part of the subdivision design process.

4.4 Activity Centre and Community Places

Cranbourne East Town Centre. This is proposed to be a multi-purpose community focal point that comprises a broad range of retail goods and services based around a large modern supermarket. The details of the types of activities to be included are outlined in the Casey Activity Centres Strategy, May 30n(1.

The rezoning and development process for the Cranbourne East Town Centre (neighbourhood activity centre) is to include:

Requirement for Agreement under S 173 of the Planning and Environment Act to provide an appropriate contribution toward infrastructure provision (i.e. traffic works).

Inclusion of a community place in the form of a community hall/community meeting spaces integrated to the centre design from the out set.

Preparation of' detailed urban design framework to ensure the highest standards of design can be assumed and managed over time. This is to be incorporated into this Development Plan at the time of rezoning.

The urban design framework is to be assessed against Council Adopted Activity Centres Strategy and the criteria in Melbourne 2030 - Planning for sustainable growth.

This Development Plan requires that the activity centre:

Provide attractive locations to meet the day-to-day needs, and most weekly shopping functions of households at locations which are convenient and provide easy access to the community.

Provide a range of convenience shopping and selected weekly goods and services as well as neighbourhood orientated community facilities be provided.

I'rovide - a - - -. bus .- intcl-~hangc_-.fa&1itv within the nc t~y i tv centre to actg1?...a resio_n_al pu biic tpi1sl?i,rt ibcus for the catct!ment area.

ADOPTED DEVELOPMENT PLAN- CLAUSE 43.02 - 19 APRIL 2005

PAGE 22

CASEY PLANNING SCHEME DEVELOPMENT PLAN OVERLAY

Function as a social focus be encouraged by providing places for people to meet.

Be defined by a supermarket, specialty shops and related goods and services.

Provide neighbouthood and convenience functions and the following retail goods and services: - A supermarket (5). - At least 15 to 20 retail and other tenancies. - Medical services. - Child care facilities. - Wide range of other possible retaiVcornmercia1 uses to co-locate.

L)C)CS no! . . prc!:;i<!c. any 'nlyhcll. .,.., 5 x 4 ~ ~ .... r.c~~~.i.?.?.?.?.?.?.?.?use~, ...... 5.u.c h... .A:.. . a d i s w u $I! depallmcnt store. .iv hi ch arc rnnrc ap~?ri~p~;i~t~l~..ic~c~it.c_c~..i~~..il .!??.~i!!!:!.t?r.i~?cl~~..e ..,...... . ". "". -.- - - - - - -

activifv centre. ~ - . . . * .. .. .. .. .. .. . . . . .. ... ..

Provide the following range of community facilities: - Town Square. - Multi-functional community building.

Design, character and safety. The Planning Scheme is committed to achieving quality design outcomes in extensions to, and new, activity centre developments. Evidence that development proposals are the outcome of a thorough and well researched design process is fundamental. Designs are to reflect the values and identity of the community forming the core catchment of the centre and evidence to this effect is to be demonstrated.

Principles for good activity centre design are:

Activity centres should be planned to achieve high levels of safety and convenience for residents, shoppers, workers and other visitors.

Designs are to provide for a high level of permeability throughout the site, including:

- Maximise access opportunities and route choice. - Clear visual and physical delineation of public and private space. - Active frontages to delineate public space and contribute to a vibrant

and safe street life. - A main street environment as opposed to an internalised building. - Internal building layout to ensure street frontages contain windows,

shop front f'aqade and frequent entrances. - Vehicle access, parking and servicing should be unobtrusive and not

disrupt major pedestrian movements, buildings to be serviced through rear lane ways.

Designs provide for a high degree of legibility where the qualities of the spaces Cphysical form and activity pattern) are clear, including:

- Incorporation of youth spaces in the centre design from the outset. - Activities are visible from the main entrance areas, giving clear

distinctions and orientation to all points.

ADOPTED DEVELOPMENT PLAN - CLAUSE 43.02 - 19 APRIL 2005

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CASEY PLANNING SCHEME IIEVELOPMENT PLAN OVERLAY

- A network of pedestrian spaces to fonn an integral part of the structure of public space.

- Pedestrian links through car parking areas with disabled access. - Pedestrian crossings at key locations. - Reinforce the difference between two sides of the street, where say the

south side has sun shading but not on the north side. - High quality design treatment of public space, particularly nodes and - reinforce the importance of corner locations; with building form and

landscape.

Variety of use and form contributes to the vitality of the area, including:

- Bring together a variety of uses to encourage interaction and overlapping of activities and spaces.

- Multi-objective street design that supports a variety of public activities.

- Pedestrian orientated streets which service local traffic, through commuters, commercial transit as well as strolling, shopping or relaxing.

- Shared parking.

Robust places and buildings to offer users choices and that are adaptable to change of use over time and that have strategically located hard and soft zones in buildings.

Visual and contextual cues which reinforce the existing fabric and provide continuities in terms of scale, character, grain, verticaVhorizontal rhythms, and contributing to a sense of place, including:

Building iind surrounds relate to the existing site conditions that reinforce key local features and community values. Use of building materials within the context of the site, but at the same time creating a strong and distinct identify. Respect existing or distinct setbacks, including Casey's suburban image. Contextual street design which emphasises the area's uniqueness and features, rather than being a 'boxed-in' standard solution - a landscaperl 'street as a park' approach. Coordinated design of weather protection reflecting the character of the area, such as awnings or verandahs. Design themes that evolve from the locality, rather than importing 'ready-to-wear' design themes.

In responding to these principles, consideration is to be given to the following questions, as appropriate:

Does the proposal indicate not only the economic capacity of retailing, but also an interest in shaping and upgrading public space to improve the economic outcomes and assist to become a vibrant community focus?

Does the proposal establish key connections with its wider surrounds in terms of land use and activities (connectivity implies not only roadway links)?


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Does the proposal seek to achieve excellence in design (such that developers will be required to engage exceptionally good designers with proven track records)?

Does the proposal contribute to the quality of the public realm in terms of permeability and legibility of space and the variety of usage, which results in a more active, vibrant and positive spaces and a high level of safety?

Does the design add value to the positive image Casey is seeking to achieve?

Does the proposal have a degree of robustness to ensure flexibility to adapt to change and its degree of permanence to the City?

Does the proposal add value to the roles and values of the activity centre which serve as a social focus for the community?

Amenity and environment. Planning of the activity centre to:

Encourage and maximise pedestrian, public transport and bicycle usage to the activity centre, including clearly defined access points to avoid conflict with vehicles.

Allow easy access to centres by cars and loading vehicles.

Minimise consumption of energy through the efficient design of buildings and layout of centres (evidence is to be provided).

Provide quality open and community space opportunities in the design of the centres.

Seek to use, where possible, existing infrastructure and make an appropriate contribution to infrastructure upgrades or new infrastructure which may be required by the proposal.

Planning and development proposals are to protect the amenity of surrounding properties by:

Ensuring sensitive design, siting, setbacks, scaling, massing and height. Protecting the amenity of future occupants. Minimising visual impact and bulk. Avoiding over shadowing and loss of light. Minimising traffic effects and car parking. Minimising impacts of noise and smell. Providing appropriate building character.

Community place. A community place generally consists of a number of community buildings designed to accommodate a range of community-based activities. A site area of approximately 5,000 m2 to 10,000 m2 is required for the PI2 Complex (forms part of the Development Contributions Plan for the area), which includes allowances for parking, landscaped areas, outdoor activity spaces and buffers to surrounding land uses. Refer to glossary in Volume 2 of the Casey C21 Stratem, 3 September 2002. Community places are proposed at the following locations:


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CASEY PLANNING SCHEME I~EVELOPMENT PLAN OVERLAY

Integrated within the proposed primary and secondary learning centre and district-level sports ground. Integrated within the Cranbourne East Town Centre, a smaller site is proposed (2,000 m2) subject to final design endorsed by the responsible authority.

Learning centres. Includes primary, secondary and combined primary- secondary schools. Four learning centres are proposed within the Development Plan area - a combined State primary and secondary school (P-12 College), two other State primary schools (sites not identified) and one private primary school. The location of learning centre sites is subject to further review and endorsement by the Department of Education and Training (DET).

Learning centres are subject to the preparation of a traffic management plan, to the satisfaction of the City of Casey, in accordance with Clause 52.06-2 of the Casey Planning Scheme. The plan is to focus on identifying and resolving local traffic and parking problems likely to be generated by the learning centre. Development within 100 m of a proposed learning centre site is not to occur until a suitably detailed concept plan for the layout of the learning centre and any associated parkland or community place has been prepared in association with City of Casey and the DET.

Location of non-residential uses. Relevant policy documents that should be considered in relation to these activities include:

The Casey Plllnning Scheme, particularly Clause 22.08 Non-Residential Uses in Residential Areas Policy. City of Casey Activity Centres Policy in Clause 22 of the Casey Planning Scheme.

4.5 Buffers to Existing Uses

Buffers between new housing and existing uses with an adverse amenity potential are indicated on Plan 4. The buffers generally reflect current Environment Protection Authority (EPA) State-wide guidelines and may be reduced subject t o sufficient justification. Planning applications for site specific variation of the buffer distances should include assessment of actual impacts under worst case scenario conditions (low turbulence weather conditions), performance of similar types of sites elsewhere and the track record of the subject premises. This information is required to be submitted to Council and the EPA for consideration. This ensures that if development is to occur within these buffers, a proper assessment process is gone through to ensure minimal disruption to both the existing operation and the future residents.

An interim buffer to the extractive operation on the south side of Thompsons Road has been included. This site is indicated as a potential future landfill site in the South East Region Waste Management Plan (SERWMG) which is currently in a process of review. The Development Plan requires only that, prior to land in this area being developed, the Planning Permit application be referred to the SERWMG for comment. At that time, the potential of the future landfill could be determined if it had not already been resolved. Again, the Development Plan acts only to flag a potential buffer issue and the process for resolving this. The Development Plan itself does not mandate any particular buffer outcomes for any property.


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Planning Casey

Planning and Development Services 5 June 2007 Planning Item 4 Amendment C74 to the Casey Planning Scheme Rezoning of land at No.lS Linsell Boulevard, (formerly No. 200s Cameron Street), Cranbourne East from Residential 1 Zone to Business 1 Zone Cont.

Nelghbourhood Centre Conceptual Framework Plan


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Agenda 5-6-07 (2) - City of Caseyilie WA 6007 Australia P: +61 8 9227 3000 F: +618 9227 3030...

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Transcript of Agenda 5-6-07 (2) - City of Caseyilie WA 6007 Australia P: +61 8 9227 3000 F: +618 9227 3030...