CB+E Traffic, Transport and Infrastructure Assessmentsuburbanland.act.gov.au › uploads ›...

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | 1

CB+E Traffic, Transport and Infrastructure Assessment

Final Report

17 February 2015

www.smec.com

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | i

IMPORTANT NOTICE

This report is confidential and is provided solely for the purposes of Land Development Agency (“LDA”). This report is provided pursuant to a Consultancy Agreement between SMEC Australia Pty Limited (“SMEC”) and LDA under which SMEC undertook to perform a specific and limited task for LDA. This report is strictly limited to the matters stated in it and subject to the various assumptions, qualifications and limitations in it and does not apply by implication to other matters. SMEC makes no representation that the scope, assumptions, qualifications and exclusions set out in this report will be suitable or sufficient for other purposes nor that the content of the report covers all matters which you may regard as material for your purposes.

This report must be read as a whole. The executive summary is not a substitute for this. Any subsequent report must be read in conjunction with this report.

The report supersedes all previous draft or interim reports, whether written or presented orally, before the date of this report. This report has not and will not be updated for events or transactions occurring after the date of the report or any other matters which might have a material effect on its contents or which come to light after the date of the report. SMEC is not obliged to inform you of any such event, transaction or matter nor to update the report for anything that occurs, or of which SMEC becomes aware, after the date of this report.

Unless expressly agreed otherwise in writing, SMEC does not accept a duty of care or any other legal responsibility whatsoever in relation to this report, or any related enquiries, advice or other work, nor does SMEC make any representation in connection with this report, to any person other than LDA. Any other person who receives a draft or a copy of this report (or any part of it) or discusses it (or any part of it) or any related matter with SMEC, does so on the basis that he or she acknowledges and accepts that he or she may not rely on this report nor on any related information or advice given by SMEC for any purpose whatsoever.

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | ii

TABLE OF CONTENTS

EXECUTIVE SUMMARY ............................................................................................................ vii

1. INTRODUCTION ........................................................................................................................ 1

2. DEVELOPMENT STAGING .......................................................................................................... 2

2.1. Construction Staging .......................................................................................................... 3

3. ROAD NETWORK LAYOUT ......................................................................................................... 4

3.1. Existing Road Network ....................................................................................................... 4 3.2. Proposed CB+E Road Network ........................................................................................... 4 3.3. Road Hierarchy .................................................................................................................. 5 3.4. Road Network Staging ....................................................................................................... 6 3.5. Parking ............................................................................................................................... 7 3.6. Mint Interchange ............................................................................................................... 8

4. TRAFFIC MODELLING AND ANALYSIS ...................................................................................... 11

4.1. Existing Traffic Volumes (2014) .......................................................................................11 4.2. Road Network Scenarios ..................................................................................................11 4.3. Strategic Transport Modelling .........................................................................................11

4.3.1. Land Use ..................................................................................................................12 4.3.2. Other Inputs and Assumptions ................................................................................13 4.3.3. Peak Volume and V/C Assessment ..........................................................................14

4.4. Micro-Simulation Modelling ............................................................................................21

4.4.1. OD Matrix Estimation and Model Calibration .........................................................23 4.4.2. Future Demand ........................................................................................................26 4.4.3. Demand Profiles ......................................................................................................27 4.4.4. Route Travel Time and Average Travel Speed .........................................................28

4.5. Intersection Analysis ........................................................................................................34

4.5.1. Intersection Analysis Results ...................................................................................43

5. OTHER TRANSPORT MODES .................................................................................................... 46

5.1. Mode Split (Existing + Target) ..........................................................................................46 5.2. Public Transport ...............................................................................................................47 5.3. Cycling ..............................................................................................................................48

5.3.1. On-Road Cycling ......................................................................................................49 5.3.2. Off-Road Cycling ......................................................................................................50

5.4. Pedestrians ......................................................................................................................51

6. CIVIL INFRASTRUCTURE .......................................................................................................... 53

6.1. Earthworks and Site Grading ...........................................................................................53 6.2. Stormwater ......................................................................................................................54

6.2.1. Existing Catchment and Drainage ............................................................................54 6.2.2. Hydrology ................................................................................................................56 6.2.3. Water Quality ..........................................................................................................57

6.3. Utilities .............................................................................................................................59

6.3.1. Existing Utility Services ............................................................................................60

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | iii

6.3.2. Proposed Utility Services .........................................................................................64 6.3.3. Summary ..................................................................................................................68

7. CONCLUSIONS ........................................................................................................................ 70

7.1. Road Network and Parking ..............................................................................................70 7.2. Traffic and Transport .......................................................................................................71 7.3. Civil Infrastructure ...........................................................................................................72

APPENDIX A INTERSECTION TURNING MOVEMENT COUNTS

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | iv

LIST OF FIGURES

Figure 1.1: Canberra Brickworks and Environs Master Plan ................................................................... 1

Figure 2.1: CB+E Development Site Areas ............................................................................................... 2

Figure 3.1: Existing Road Network .......................................................................................................... 4

Figure 3.2: Proposed CB+E Master Plan Road Network Development .................................................... 5

Figure 3.3: Proposed CB+E Master Plan Road Hierarchy ........................................................................ 6

Figure 3.4: Proposed CB+E Master Plan Road Network Development Stages ........................................ 7

Figure 3.5: Proposed CB+E Master Plan Parking Provision ..................................................................... 8

Figure 3.6: Cotter Road – Adelaide Avenue/Yarra Glen Full Diamond Interchange ................................ 9

Figure 3.7: Cotter Road – Adelaide Avenue/Yarra Glen Interchange Intersection Detail ..................... 10

Figure 4.1: Traffic Analysis Zone (TAZ) Layout in the Study Area (CB+E Development Area Shown) .... 12

Figure 4.2: Strategic Transport Model Midblock Count Locations ........................................................ 14

Figure 4.3: 2021 AM Do Nothing Strategic Transport Model Output ................................................... 16

Figure 4.4: 2021 AM CB+E Master Plan (Stage 1) Strategic Transport Model Output .......................... 17

Figure 4.5: 2031 AM Do Nothing Strategic Transport Model Output ................................................... 18



Figure 4.8: 2014 Existing/Future Do Nothing Paramics Model ............................................................. 21

Figure 4.9: 2021 CB+E Stage 1 Paramics Model .................................................................................... 22

Figure 4.10: 2031 CB+E Stage 2 Paramics Model .................................................................................. 22

Figure 4.11: 2031 CB+E Stage 3 Paramics Model .................................................................................. 23

Figure 4.12: Intersection and Midblock Count Locations for Estimation .............................................. 24

Figure 4.13: Paramics Performance Testing Routes (Do Nothing) ........................................................ 28

Figure 4.14: Paramics Performance Testing Routes (CB+E Master Plan Stage 1) ................................. 29



Figure 4.17: Do Nothing Analysed Intersections ................................................................................... 34

Figure 4.18: CB+E Master Plan (Stage 3) Analysed Intersections .......................................................... 35

Figure 4.19: Cotter Road – Lady Denman Drive .................................................................................... 35

Figure 4.20: Cotter Road – Dudley Street North (Do Nothing) .............................................................. 36

Figure 4.21: Cotter Road – Dudley Street South (Do Nothing) .............................................................. 36

Figure 4.22: Cotter Road – Dudley Street (CB+E Master Plan Stage 1) ................................................. 37

Figure 4.23: Cotter Road – Brickworks Road (CB+E Master Plan) ......................................................... 37

Figure 4.24: Cotter Road – Adelaide Avenue/Yarra Glen Interchange West (CB+E Master Plan) ......... 38

Figure 4.25: Cotter Road – Adelaide Avenue/Yarra Glen Interchange East (CB+E Do Nothing) ........... 38

Figure 4.26: Cotter Road – Denison Street ............................................................................................ 39

Figure 4.27: Novar Street – Dudley Street/Adelaide Avenue On-ramp (Do Nothing) ........................... 39

Figure 4.28: Novar Street – Dudley Street/Adelaide Avenue On-ramp (CB+E Master Plan) ................. 40

Figure 4.29: Kent Street – Adelaide Avenue Off-ramp (Do Nothing) ..................................................... 40

Figure 4.30: Kent Street – Adelaide Avenue Off-ramp (CB+E Master Plan) .......................................... 41

Figure 4.31: Kent Street – Denison Street (Do Nothing) ........................................................................ 41

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | v

Figure 4.32: Kent Street – Denison Street (CB+E Master Plan) .............................................................. 42

Figure 5.1: Strategic Bus Network for 2031 (based on ACT Strategic Public Transport Network Plan, MRC) ...................................................................................................................................................... 47

Figure 5.2: Coverage of Proposed Bus Stops ......................................................................................... 48

Figure 5.3: Existing Cycling Facilities (Information Obtained from TAMS) ............................................ 49

Figure 5.4: Proposed Cycle Facilities ...................................................................................................... 50

Figure 5.5: Existing Pedestrian Facilities (Information obtained from TAMS) ...................................... 51

Figure 5.6: Proposed Pedestrian Facilities ............................................................................................. 52

Figure 6.1: Cut to Fill Plan and Site Grading .......................................................................................... 53

Figure 6.2: Proposed Sub-catchments ................................................................................................... 55

Figure 6.3: Concept Stormwater Management and Concept WSUD for the Development .................. 59

Figure 6.4: Existing Services Conditions ................................................................................................. 63

Figure 6.5: Sewerage Catchments (red) and Water Supply Zones (blue) (Source: ICON Water) ........... 65

Figure 6.6: Concept Plan of Electricity Supply (Source: ActewAGL Enworks – updated by SMEC) ........ 67

Figure 6.7: Concept Plan for the Approximate Location of Gas Network to Service the Proposed CB+E Development (Source: ZNX) .................................................................................................................. 68

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | vi

LIST OF TABLES

Table 4.1: Land Use Information for TAZs Within and Around the Study Area (2021) .......................... 13

Table 4.2: Land Use Information for TAZs Within and Around the Study Area (2031) .......................... 13

Table 4.3: CSTM Midblock Counts ......................................................................................................... 14

Table 4.4: Ideal GEH Calibration Thresholds ......................................................................................... 25

Table 4.5: Estimation GEH Results ......................................................................................................... 25

Table 4.6: GEH Statistics of the Base Micro-Simulation Model Calibration .......................................... 25

Table 4.7: Average GEH Statistics By Intersection ................................................................................. 26

Table 4.8: AM Peak Traffic Demand Profile .......................................................................................... 27

Table 4.9: PM Peak Traffic Demand Profile ........................................................................................... 27

Table 4.10: Weekend Peak Traffic Demand Profile ............................................................................... 27

Table 4.11: Comparison of AM Peak Average Speed and Travel Time on Selected Routes .................. 31

Table 4.12: Comparison of PM Peak Average Speed and Travel Time on Selected Routes ................... 32

Table 4.13: Comparison of Weekend Peak Average Speed and Travel Time on Selected Routes ......... 33

Table 4.14: HCM Level of Service Criteria (Average Delay D in Seconds) .............................................. 42

Table 4.15: Comparison of AM Peak Intersection Analysis Results ....................................................... 44

Table 4.16: Comparison of PM Peak Intersection Analysis Results ....................................................... 44

Table 4.17: Comparison of Weekend Peak Intersection Analysis Results ............................................. 45

Table 5.1: Current Journey to Work Mode Split for Suburbs Surrounding the Study Area .................... 46

Table 5.2: Journey to Work Mode Share Targets .................................................................................. 46

Table 6.1: Peak Flows at Sub-catchment Outlets for Existing and Post-Development Conditions........ 56

Table 6.2: Retardation Volumes Required for Sub-catchments ............................................................ 57

Table 6.3: Mean Annual Pollutant Loads for Sub-catchments under Post-Development Conditions ... 57

Table 6.4: Pond Volumes Required for Sub-catchments ....................................................................... 58

Table 6.5: Summary of Existing Services ............................................................................................... 60

Table 6.6: Summary of Impacts to Utility Services ................................................................................ 69

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | vii

EXECUTIVE SUMMARY

ES.1 Introduction

This report details the intersection and local level network impacts, other transport modes and civil engineering issues of and for the proposed development of the Canberra Brickworks and Environs (CB+E) in Yarralumla, ACT. The development involves modifications to the existing road network, which includes Adelaide Avenue/Yarra Glen, Cotter Road, Denman Street, Dudley Street, Kintore Crescent, Kent Street and Novar Street. The development will generate additional population, jobs and retail activity in Yarralumla and Deakin. The CB+E Master Plan is shown in Figure ES.1.

Figure ES.1: Canberra Brickworks and Environs Master Plan

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | viii

ES.2 Development Staging

For the purposes of this report, the proposed development configuration has been divided into three site areas (or stages) as shown in Figure ES.2:

Stage 1 (green): The interchange and northern blocks

Stage 2 (blue): Southern blocks

Stage 3 (orange): Canberra Brickworks and West Deakin

Figure ES.2: CB+E Development Site Areas

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | ix

ES.3 Road Network Layout

The existing road network layout is shown in Figure ES.3. The Canberra Brickworks site is currently accessed via Denman Street. Traffic on Cotter Road accessing West Deakin and Yarralumla (and vice versa) must do so via Dudley Street.

Figure ES.3: Existing Road Network

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | x

The road and street network changes corresponding with the development stages are shown in Figure ES.4.

Stage 1 includes realignment of Cotter Road, the Cotter Road – Adelaide Avenue/Yarra Glen full diamond interchange and partial development of the CB+E road network, including Brickworks Road, the northern streets and the western part of Central Street. Dudley Street is retained in its current configuration.

Stage 2 includes the completion of the of CB+E road network, except for Quarry Ridge Road and the Canberra Brickworks Access Road.

Stage 3 is mainly the addition of Quarry Ridge Road and the Canberra Brickworks Access Road to the CB+E road network. This stage includes commercial development in Deakin along Denison Street but there are no road network changes proposed around that area.

Figure ES.4: Proposed CB+E Master Plan Road Network Development Stages

The major piece of road network infrastructure associated with the CB+E Master Plan is the Cotter Road – Adelaide Avenue/Yarra Glen interchange and Cotter Road extension to Denison Street, as shown in Figure ES.5. The interchange is a full diamond design, allowing all movements between Cotter Road, Adelaide Avenue and Yarra Glen. It will greatly improve road network connectivity, in particular allowing traffic to and from West Deakin access via Cotter Road directly, rather than via Dudley Street (the future CB+E development area) as it does currently. As part of the interchange construction, Cotter Road will also be realigned to the south, freeing up additional land for the CB+E development.

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xi

Figure ES.5: Cotter Road – Adelaide Avenue/Yarra Glen Full Diamond Interchange

ES.4 Traffic Modelling and Analysis

The following modelling scenarios have been investigated:

Existing represents the road network in 2014 (micro-simulation and intersection modelling only).

Do Nothing represents the road network in 2021 and 2031, with expected land use and road network developments, but without the CB+E Master Plan.

CB+E Master Plan Stage 1 is based on the 2021 Do Nothing road network and land use with appropriate changes for the first stage of the CB+E Master Plan.

CB+E Master Plan Stage 2 is based on the 2031 Do Nothing road network and land use with appropriate changes for the second stage of the CB+E Master Plan. This includes the concurrent construction of the Adelaide Avenue Bus Stop underneath the Kent Street bridge, which assumes that the existing Adelaide Avenue T2 lane reverts to a Bus Only lane.*

CB+E Master Plan Stage 3 is based on the 2031 Do Nothing road network and land use with appropriate changes for the third and final stage of the CB+E Master Plan.

The Do Nothing scenarios show that the increase in demand on Cotter Road eastbound (either going to the City or Deakin) pushes the demand on Dudley Street above its capacity. This implies that if nothing is done with the current link between Cotter Road and Adelaide Avenue/Yarra Glen, the Dudley Street through traffic in the Do Nothing scenarios will be going through the main streets of

* This assumption is made for traffic modelling purposes only and is based on the proposed concept design in the Adelaide Avenue Bus Stops Feasibility Study (SMEC 2013). The final bus stop design is still subject to further investigation and will need to be coordinated between relevant government agencies.

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xii

the CB+E development in the CB+E Master Plan scenarios. The strategic transport modelling results show that the construction of a full diamond interchange at the Adelaide Avenue/Yarra Glen – Cotter Road intersection addresses this through traffic issue and also provides additional connectivity between Cotter Road and Yarra Glen, which was previously non-existent.

Strategic transport modelling for the AM peak period was conducted to determine the broader impacts of the development and the proposed road network modifications.

Micro-simulation modelling was conducted for the AM, PM and weekend peak periods in 2014, 2021 and 2031 to test the localised traffic impacts of the land use and road network changes in each scenario.

In 2021, the Adelaide Avenue T2 lane is assumed to revert to a Bus Only lane as a result of the construction of the median bus stop underneath the Kent Street bridge, which effectively reduces the capacity of Adelaide Avenue. The bus stop concept design proposed in the Adelaide Avenue Bus Stops Feasibility Study (SMEC 2013) and the associated road network changes it requires have been assumed for traffic modelling purposes. However, the design and ultimate location is not yet final and will still need to be examined further. Moreover, the impact assessment of this on the Adelaide Avenue/Yarra Glen corridor and the surrounding network (which extends outside the CB+E study area) will need to be investigated in a separate study as it is beyond the scope of this report.

The results indicate that the network changes, which include new connectivity and new signalised intersections, result in sometimes variable effects on performance for a number of the major routes through the study area. The signalised intersections result in increased travel times for routes that previously had right of way, while some routes are shortened or have increased connectivity options due to the network changes, particularly the extension of Cotter Road to Denison Street. In general the effect on the overall network operation is beneficial.

Intersection analysis was conducted with SIDRA Intersection to test the impacts of the network changes, and proposed intersection treatments for mitigation of those impacts. It was previously established that three of the existing intersections; Novar Street – Dudley Street, Kent Street – Denison Street, and Kent Street – Adelaide Avenue off-ramp; should be converted to signal control to maintain acceptable performance in the future. A summary of the intersection analysis is given in Table ES.1.

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xiii

Table ES.1: Intersection Analysis Results Summary

Intersection Analysis Notes

Cotter Road – Lady Denman Drive

This intersection was signalised as part of Cotter Road Upgrade Stage 1. Under signal control, it operates well (no worse than LoS C) in all scenarios and peak periods.

Cotter Road – Dudley Street

The intersection remains in Do Nothing, is moved in Stage 1 and removed entirely in Stage 2. It continues to operate well in the AM peak, however the existing intersection operates poorly in the Do Nothing scenarios in the PM peak. In Stage 1 the simplified temporary intersection design greatly improves its performance.

Cotter Road – Brickworks Road

This intersection operates well in all stages and peak periods.

Kent Street – Denison Street

In its existing Do Nothing configuration, the average delay indicates good overall performance, however the worst movement LoS is poor. Conversion to signal control greatly improves performance in the PM peak and gives similar overall performance, albeit with better control, in the AM peak.

Kent Street – Adelaide Avenue Off-ramp

In its existing Do Nothing configuration, the intersection operates increasingly poorly in the AM peak period, reaching LoS F by 2021. Signalisation of this intersection in the CB+E Master Plan scenarios offers a clear improvement in performance; LoS A in all years. In the PM peak, the intersection operates well in all years in both the Do Nothing and CB+E Master Plan configurations.

Novar Street – Dudley Street/ Adelaide Avenue On-ramp

The existing Do Nothing roundabout design is expected to operate well into the future, however this configuration does not provide adequate pedestrian accessibility and safety, which is addressed by signalising the intersection. A signalised option has been presented that exploits the full width of the Kent Street bridge, which results in LoS C/D performance in the AM and PM peak periods.

Cotter Road – Adelaide Avenue/ Yarra Glen Interchange

The six lane full diamond option operates well in all years in both the AM and PM peaks.

Cotter Road – Denison Street

This new intersection has been analysed with signal control. It performs well in the AM peak at LoS C, and is LoS D in the PM peak.

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xiv

ES.5 Other Transport Modes

An assessment was conducted into the public transport, cyclist and pedestrian access to the development. The current Strategic Public Transport Network Plan (SPTNP) recommends a stop on Adelaide Avenue near the Kent Street overpass, and this has been included in the micro-simulation modelling assumptions for the relevant scenarios (CB+E Master Plan Stages 2 and 3). The development is expected to be medium-high density and mixed-use, which is favourable for increasing public transport mode share in line with the targets set out by Transport for Canberra. Connection of the major north-south and east-west roads within the study area to the existing trunk cycleway network will provide sufficient cyclist accessibility for the area. Recommendations for provision of pedestrian and both on-road and off-road bicycle facilities are shown in Figure ES.6.

The bus stop proposed for construction in the median of Adelaide Avenue to the east of the Cotter Road – Adelaide Avenue interchange (as part of CB+E Master Plan Stage 2) is within 750 m of nearly all of the residential zones within the CB+E development as recommended by the SPTNP. It is also shown in Figure ES.6.

Figure ES.6: Potential Pedestrian and Cycle Facilities and Attractors (Bus Stop Catchment Shown)

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xv

ES.6 Civil Infrastructure

The modelling suggests that all of the required fill material for earthworks and site grading can be obtained on-site, with a 10,000 m³ surplus of cut material. The extent of earthworks is shown in Figure ES.7, with purple representing fill and red representing cut.

Figure ES.7: Earthworks Requirements

Stormwater issues are expected to be manageable, with eight sub-catchments developed to align with the CB+E Master Plan. No major issues are anticipated for stormwater management, water quality or WSUD, although two of the sub-catchments will require gross pollutant traps.

A summary of impacts and proposed measures to utility services is outlined in Table ES.2.

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xvi

Table ES.2: Summary of Impacts to Utility Services

Utility Service

Impacts and/or Proposed Measures

ICON ICON to be relocated in Stage 1.

ActewAGL Sewer

The northern part will drain via the existing sewer through the Royal Canberra Golf Course (RCGC) to the Molonglo Outfall Sewer (MOS).

The southern part will drain to the Woden Valley Trunk Sewer (WVTS).

Both connections are required in Stage 1.

ActewAGL Electricity

Relocation/ Removal of existing assets in each stage.

ICON Water

Reconfiguration between the South Canberra and Woden Low Pressure Zones.

Precinct to be supplied from the South Canberra Zone. This will require new connections and the provision of Zone Valves.

Upgrades to the main in Denman Street to 225 mm diameter and possibly an additional connection; will be needed to meet the fire risk category of F4 (60 L/s) in Stage 1.

All mains within the development to be 150 mm diameter minimum.

Telstra/ NBNCo

Further advice to be obtained from NBNCo for each stage

Services for Telstra and NBN to be accommodated within a shared trench.

Gas Relocation of existing 63 mm PE 210 kPa from Dudley Street/Dunrossil

Drive and upsize to 110 mm PE to allow for the 32 N and 50 N service lines.

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xvii

ES.7 Conclusions

ES.7.1 Road Network and Parking

Three development stages are proposed, with the following main road network improvements:

Construction of a full diamond interchange at the Cotter Road – Adelaide Avenue/Yarra Glen intersection.

Introduction of a new signalised intersection between Cotter Road and Brickworks Road, which effectively replaces the existing Cotter Road intersections with Dudley Street and Dunrossil Drive.

Introduction of new connections between the proposed CB+E development and the existing Yarralumla street network.

Signalisation of three intersections on Kent and Novar Streets.

Parking for residential, commercial and retail developments within the CB+E is expected to be provided in accordance with the ACT Parking and Vehicular Access General Code. On-street parking will be available throughout the development and additional public parking will also be provided at specific sites.

ES.7.2 Traffic and Transport

The modelling indicates that in the near term, Cotter Road traffic will overwhelm the existing Adelaide Avenue on-ramp and begin to use Dudley Street as a rat-run to access Adelaide Avenue via the on-ramp from Novar Street. This is in addition to the through traffic between Cotter Road and West Deakin that also uses Dudley Street. As this route is replaced by the CB+E development, an alternative was needed. The full diamond interchange provides this alternative, and was shown by the modelling to reduce the amount of through and rat-running traffic to an insignificant level as it provides more direct access from Cotter Road to Adelaide Avenue, Yarra Glen and West Deakin (and vice versa).

Due to the expected future traffic increases, a number of existing intersections on Kent and Novar Streets are required to be signalised. In addition, there are new signals at the intersections of Cotter Road with Brickworks Road, Adelaide Avenue/Yarra Glen interchange and Denison Street. These additional signals have an overall effect of slowing down the traffic while providing greater control and, importantly, greater pedestrian accessibility and safety than the existing give-way and roundabout intersections.

The proposed development road hierarchy incorporates on-road cycling with connections to the existing on-road and off-road cycling networks, and shared paths are provided on both sides of most streets. The Adelaide Avenue bus stop under the Kent Street bridge will provide good public transport accessibility. A new Park & Ride facility can be included on the Deakin side of the development to complement the proposed bus stop.

ES.7.3 Civil Infrastructure

The modelling suggests that all of the required fill material for earthworks and site grading can be obtained on-site, with a 10,000 m³ surplus of cut material. Stormwater issues are believed to be manageable, with eight sub-catchments developed to align with the CB+E Master Plan. No major issues are anticipated for stormwater management, water quality or WSUD, although two of the sub-catchments will require gross pollutant traps. Relocations/upgrades of utility services have been considered in the preliminary investigations, however these will have to be revisited and re-assessed during the detailed design stage of the development.


1. INTRODUCTION

The proposed Canberra Brickworks and Environs (CB+E) development in Yarralumla ACT is envisioned to create a compact and vibrant new community that continues the pattern of the existing suburb. A variety of housing types, scales and form are expected to be constructed, with allowance for mixed-use and commercial buildings as well.

The proposed CB+E Master Plan is shown in Figure 1.1.

Figure 1.1: Canberra Brickworks and Environs Master Plan

The CB+E development plan has undergone a number of iterations since 2010. The currently proposed CB+E Master Plan and corresponding assessments have been developed and undertaken based on discussions with stakeholders and community feedback.

SMEC has been commissioned by the Land Development Agency (LDA) to undertake preliminary civil engineering investigations associated with the proposed CB+E development. More specifically, the works focused on the assessment of impacts on traffic, transport and infrastructure within and around the proposed development.

The processes involved and the resulting outcomes of the investigations are discussed in this report.


2. DEVELOPMENT STAGING

The proposed development configuration is presented below. For the purposes of this report, the development has been divided into three site areas as shown in Figure 2.1:

Stage 1 (green): The interchange and northern blocks

Stage 2 (blue): Southern blocks

Stage 3 (orange): Canberra Brickworks and West Deakin

Figure 2.1: CB+E Development Site Areas

The staging of the development is presented early in this report as most of the assessments discussed in subsequent chapters take into account how the development will progress through the three stages.


2.1. Construction Staging

Staging of the works has been determined by the LDA. The following section outlines the indicative infrastructure scope of works and duration estimate for each stage:

Stage 1

o Deliver ten residential sites and associated road infrastructure.

o Denman Street Park.

o Upgrade of the Cotter Road – Adelaide Avenue interchange to a full diamond interchange design, including demolition of the existing Cotter Road overpass bridge.

o Extension of Cotter Road to Denison Street, including cyclist underpass.

o Dudley Street and Kent Street intersection signalisation.

o Denison Street and Kent Street intersection signalisation.

o Adelaide Avenue westbound off ramp and Kent Street intersection signalisation.

o ICON and HV relocations.

o Water supply upgrade on Denman Street.

o Stormwater and Sewer trunks along Brickworks Road and Maxwell Street South.

o Estimated construction duration is 2 to 2.5 years.

It should be noted that blocks alongside Denman Street Park are expected to trigger the need to build the sewer tie, which connects to the Woden Valley Trunk Sewer (WVTS). The development of these blocks may logically fit better into the Stage 2 works.

Stage 2

o Deliver 16 residential sites and associated road infrastructure.

o Adelaide Avenue Bus Stop (below Kent Street bridge).

o Estimated construction duration is 12 to 14 months.

Stage 3

o Deliver ten residential sites and associated road infrastructure.

o Quarry Park and Bentham Street parking upgrades.

o Brickworks heritage site upgrades.

o Estimated construction duration is approximately 6 months.


3. ROAD NETWORK LAYOUT

3.1. Existing Road Network

A diagrammatic illustration of the existing road and street network within and around the CB+E site is shown in Figure 3.1. It shows that the intersection between Cotter Road and Adelaide Avenue/Yarra Glen currently provides access between Cotter Road and Adelaide Avenue only. The unavailability of a link between Cotter Road and Yarra Glen causes a considerable amount of rat-running in Curtin via McCulloch Street, both in the AM and PM peak periods.

Vehicles travelling between Cotter Road and Deakin do so via Dudley Street, as this is currently the most direct route. Dudley Street is also used by vehicles travelling between Cotter Road and Yarralumla.

Dunrossil Drive is the main access road to Government House.

The existing Canberra Brickworks site can be accessed via Denman Street.

Figure 3.1: Existing Road Network

3.2. Proposed CB+E Road Network

The CB+E Master Plan includes modifications to the existing road network and the addition of new roads and streets as part of the development as shown in Figure 3.2. Changes in the surrounding arterial road network include the re-alignment of Cotter Road and the introduction of a full diamond interchange, providing full accessibility between Cotter Road and Adelaide Avenue/Yarra Glen. In addition to the re-alignment, Cotter Road is also proposed to be extended to link with Denison Street in Deakin.


The extension of Cotter Road to Denison Street in Deakin complements the CB+E road and street network as it facilitates direct access between Cotter Road and Deakin. Without this new link, vehicles will be travelling through the CB+E development via Brickworks Road and Central Street, as these effectively replace the Dudley Street link.

Figure 3.2: Proposed CB+E Master Plan Road Network Development

Access to the new development is via a new road, called Brickworks Road, introduced at the western edge of the subdivision. This new road effectively replaces the current link roads from Cotter Road into Yarralumla and Government House, which are Dudley Street and Dunrossil Drive respectively.

The internal connectivity of the CB+E development, and its interfaces with the existing road network, have been the subject of a number of recent investigations, primarily to address the issue of rat-running through the development. The current CB+E Master Plan road network is a product of these investigations. The connection of Quarry Ridge Road to both Denman Street and Bentham Street was investigated as it provides a clear bypass link for traffic between Cotter Road and North Yarralumla. This complements the Cotter Road – Adelaide Avenue interchange and extension of Cotter Road to Denison Street, as it was found to noticeably reduce the effect of rat-running traffic within the CB+E development. In addition to Quarry Ridge Road, the absence or presence of connections to Woolls Street, Maxwell Street and Abbott Street were investigated, however it was the connection of Quarry Ridge Road that largely dictated the travel patterns of rat-running Yarralumla traffic through the development.

3.3. Road Hierarchy

The proposed road hierarchy is shown in Figure 3.3. The highest level roads in the CB+E Master Plan are Brickworks Road and Central Street, which are classified as Minor Collector. The road reserve for this level includes shared paths, and space for both on-road cycling and on-street parking on both sides. The majority of CB+E streets are classified as Access Street B, which have on-street parking on


both sides and shared paths on both sides. Quarry Ridge Road is Access Street A, which has on-street parking on one side and shared paths on both sides. There is a Rear Lane for property access running parallel to and between North Terrace and Central Street, which has shared paths but no provision for parking.

Figure 3.3: Proposed CB+E Master Plan Road Hierarchy

3.4. Road Network Staging

The road and street network development stages are shown in Figure 3.4, consistent with the development site areas shown earlier in Figure 2.1.

Stage 1 includes realignment of Cotter Road, the Cotter Road – Adelaide Avenue/Yarra Glen full diamond interchange and partial development of the CB+E road network, including Brickworks Road, the northern streets and the western part of Central Street. Dudley Street is retained in its current configuration.

Stage 2 includes the completion of the of CB+E road network, except for Quarry Ridge Road and the Canberra Brickworks Access Road.

Stage 3 is mainly the addition of Quarry Ridge Road and the Canberra Brickworks Access Road to the CB+E road network. This stage includes commercial development in Deakin along Denison Street but there are no road network changes proposed around that area.


Figure 3.4: Proposed CB+E Master Plan Road Network Development Stages

3.5. Parking

Parking provision for residential, commercial and retail areas will comply with the ACT Parking and Vehicular Access General Code. On-street parking is allowed for by the road/street classification throughout the development as shown in Figure 3.3. In addition, the following are proposed public parking provisions, which are also illustrated in Figure 3.5:

1. ~50-96 additional on-street parking spaces along Bentham Street to provide additional parking for the nearby Yarralumla shops, as well as for Quarry Park and the revitalised Canberra Brickworks area.

2. ~15-20 additional on-street parking spaces for the Denman Street Park.

3. Additional parking provision for Quarry Park and Canberra Brickworks area.

4. Possible Park & Ride facility.

5. Public parking for Canberra Brickworks located adjacent to residential and commercial buildings.


Figure 3.5: Proposed CB+E Master Plan Parking Provision

3.6. Mint Interchange

A full diamond interchange has been proposed to connect Cotter Road to Adelaide Avenue and Yarra Glen. The proposed Cotter Road alignment and interchange configuration are shown in Figure 3.6. The current interchange between Cotter Road and Adelaide Avenue only provides access for traffic travelling between the two roads, and there is no direct connection between Yarra Glen and Deakin or Yarralumla. The full diamond interchange (also referred to as Mint Interchange) provides direct access to West Deakin from Cotter Road, and also allows access to and from the south via ramps connecting to Yarra Glen. This latter connection is expected to reduce traffic on McCulloch Street, as it provides a higher quality north-south alternative route for traffic to and from Lady Denman Drive.

As part of the full diamond interchange development, Cotter Road will be realigned to the south, freeing up further land for the CB+E development. The existing and proposed Cotter Road alignments can be seen in Figure 3.6.

The proposed detail of the intersection configuration at the interchange is shown in Figure 3.7. It shows six lanes over Yarra Glen, with two through lanes and a dedicated right turn lane in each direction, which allows the most flexible and efficient signal operation.


Figure 3.6: Cotter Road – Adelaide Avenue/Yarra Glen Full Diamond Interchange


Figure 3.7: Cotter Road – Adelaide Avenue/Yarra Glen Interchange Intersection Detail


4. TRAFFIC MODELLING AND ANALYSIS

The road network layout discussed in Chapter 3 was used as the basis for the traffic modelling and analysis. A ‘Do Nothing’ scenario was also modelled to allow comparison and illustration of the differences in network flow and operations between the existing configuration and the CB+E Master Plan.

4.1. Existing Traffic Volumes (2014)

Manual, classified traffic counts were performed for all major intersections in the study area for the weekday AM and weekday PM peak periods on Thursday 31 July 2014, and for the weekend midday peak period on Saturday 2 August 2014. The resulting survey count data are included in Appendix A. As such, the base year micro-simulation and intersection models are referred to as 2014 AM Existing.

4.2. Road Network Scenarios

Five basic modelling scenarios have been investigated:

Existing represents the road network in 2014 (micro-simulation and intersection modelling only).

Do Nothing represents the road network in 2021 and 2031, with expected land use and road network developments, but without the CB+E Master Plan.

CB+E Master Plan Stage 1 is based on the 2021 Do Nothing road network and land use with appropriate changes for the first stage of the CB+E Master Plan.

CB+E Master Plan Stage 2 is based on the 2031 Do Nothing road network and land use with appropriate changes for the second stage of the CB+E Master Plan. This includes the concurrent construction of the Adelaide Avenue Bus Stop underneath the Kent Street bridge, which assumes that the existing Adelaide Avenue T2 lane reverts to a Bus Only lane.1

CB+E Master Plan Stage 3 is based on the 2031 Do Nothing road network and land use with appropriate changes for the third and final stage of the CB+E Master Plan.

4.3. Strategic Transport Modelling

Strategic transport modelling was initially undertaken to provide preliminary indications of the network flow changes that can be expected in each future scenario. Two planning horizons have been considered; 2021 and 2031, with Stage 1 modelled in 2021 and Stages 2 and 3 modelled in 2031. Ideally, Stage 2 would be modelled in 2026, but a 2026 model is not yet available.

The EMME-based Canberra Strategic Transport Model (CSTM), which was recently calibrated to the 2011 ABS Journey-to-Work data, was used to estimate traffic projections along the links within the designated study area. The model includes all planned land use changes and road infrastructure upgrades that are expected to be in place by 2021 and 2031, based on information obtained from the Environment and Planning Directorate (EPD, formerly ESDD).

The CSTM is an AM peak model. While a PM version of the model has been developed to enable the growth calculations for the PM and weekend peak micro-simulation models (as discussed in Section 4.4.2), it is considered appropriate only for the calculation of these relative growth calculations. As

1 This assumption is made for traffic modelling purposes only and is based on the proposed concept design in the Adelaide Avenue Bus Stops Feasibility Study (SMEC 2013). The final bus stop design is still subject to further investigation and will need to be coordinated between relevant government agencies.


such, the absolute PM peak model outputs have not been presented below as the model has been calibrated to match observed traffic behaviour in the AM peak period only.

4.3.1. Land Use

The strategic transport model is divided into traffic analysis zones (TAZs), which contain the following land use information:

Population

Employment

Retail Space

School Enrolment

Tertiary Enrolment

ACT land use projections for 2031 were updated by EPD on 30 October 2013 and were provided to SMEC in December 2014. An illustration of the TAZs within and around the study area is shown in Figure 4.1, while Tables 4.1 and 4.2 detail the corresponding land use data for TAZs surrounding the study area in 2021 and 2031 respectively. The table also includes the estimated additions to the land use figures due to the CB+E Master Plan. The population figure is based on the dwelling yield provided by LDA and the average occupancy for equivalent medium-high density dwelling types in Curtin, Deakin and Yarralumla derived from the ABS 2011 Census of Population and Housing.

The employment figure is based on the commercial floor space yield provided by LDA and an average employment density of 0.0475/m², given in the RTA Guide to Traffic Generating Developments for commercial floor space. The total retail floor space was specified by LDA.

Figure 4.1: Traffic Analysis Zone (TAZ) Layout in the Study Area (CB+E Development Area Shown)

813

242

307

818

257

245

239

306

237

244

335

326

238

240

231

284

241

58

246

285

333

230

57

243

123 TAZ Reference


Table 4.1: Land Use Information for TAZs Within and Around the Study Area (2021)

Zone Description Population Employment Retail Space

[m² GFA] School

Enrolments Tertiary

Enrolments

239 Deakin (Shops & Stonehaven Cr)

1,800 500 12,000 0 0

240 West Deakin (south of Strickland Cr)

0 2,550 4,500 150 0

241 West Deakin (north of Strickland Cr)

100 1,500 0 785 0

242 Yarralumla 657 219 0 0 0

243 Yarralumla 525 337 5,212 0 0

244 Yarralumla 893 190 0 250 0

307 Curtin (north) 3,790 710 11,841 270 0

Canberra Brickworks Development

CB+E Master Plan Stage 1 692 71 1,500 0 0

Table 4.2: Land Use Information for TAZs Within and Around the Study Area (2031)

Zone Description Population Employment Retail Space

[m² GFA] School

Enrolments Tertiary

Enrolments

239 Deakin (Shops & Stonehaven Cr)

1,900 550 12,500 0 0

240 West Deakin (south of Strickland Cr)

0 2,600 4,500 200 0

241 West Deakin (north of Strickland Cr)

100 1,600 0 785 0

242 Yarralumla 635 270 0 0 0

243 Yarralumla 559 355 5,212 0 0

244 Yarralumla 915 200 0 250 0

307 Curtin (north) 3,860 730 13,841 270 0

Canberra Brickworks Development

CB+E Master Plan Stage 2 2,367 71 1,500 0 0

CB+E Master Plan Stage 3 3,088 511 2,000 0 0

4.3.2. Other Inputs and Assumptions

The revised modelling for this project uses updated parking costs provided by EPD in 2014.

Parking is paid in the City, Belconnen, Tuggeranong, Woden, Queanbeyan, Gungahlin Town Centre and the Parliamentary Triangle.


4.3.3. Peak Volume and V/C Assessment

A selection of midblock volumes has been extracted from the CSTM, and listed in Table 4.3 for comparison. The location of each of these midblock counts is shown in Figure 4.2.

Table 4.3: CSTM Midblock Counts

Location Road 2021 AM 2031 AM

Do Nothing MP Stage 1 Do Nothing MP Stage 2 MP Stage 3

1 Cotter Road (EB/WB) 1,660/560 1,940/770 1,690/620 1,960/900 1,970/930

2 Brickworks Road (NB/SB) N/A 150/130 N/A 260/250 310/290

3 Central Street (EB/WB) N/A N/A N/A 140/30 140/20

4 Dudley Street (EB/WB) 720/160 380/10 780/180 230/50 230/40

5 Novar Street (NB/SB) 180/150 90/100 190/170 70/80 60/70

6 Denison Street (EB/WB) 80/360 80/160 80/390 270/180 280/200

7 Kent Street (NB/SB) 360/690 270/420 370/730 300/460 320/470

8 Yarra Glen (NB/SB) 2,030/760 2,170/860 2,070/790 2,310/950 2,360/950

9 Adelaide Avenue (EB/WB) 3,520/1,510 3,450/1,500 3,560/1,600 3,490/1,640 3,510/1,640

Note: Traffic counts are rounded to the nearest 10 vehicles.

Figure 4.2: Strategic Transport Model Midblock Count Locations

The traffic demand on Cotter Road increases considerably between Existing and Do Nothing due to the duplication of Cotter Road to the west by 2016. In the CB+E Master Plan scenarios, there is a


further increase as the full diamond interchange provides better capacity for the eastbound traffic movement than the existing single lane ramp from Cotter Road to Adelaide Avenue.

In the Do Nothing scenarios, the on-ramp from Cotter Road is over capacity. This, combined with the additional eastbound traffic on Cotter Road allowed by its duplication, results in a substantial proportion of the east-west traffic diverting to Dudley Street (i.e. rat-running), and accessing Adelaide Avenue via the on-ramp from Novar Street. In the CB+E Master Plan scenarios, the Cotter Road – Denison Street connection provides a direct link for vehicles travelling between Cotter Road and Deakin. This, in conjunction with Quarry Ridge Road and the full diamond interchange connecting Cotter Road to Adelaide Avenue, relieves Dudley Street and the other roads within the CB+E development by providing more direct links for traffic that does not originate or terminate in the development.

The one-hour peak traffic flow diagrams from the CSTM, from which the values in Table 4.3 were extracted, are shown in Figures 4.3 through 4.7. These diagrams illustrate the AM peak hour vehicle volumes (both enumerated, and as line thicknesses) and the congestion level in terms of the hourly Volume to Capacity ratio (V/C), across the entire network surrounding the CB+E development area. This is a measure of congestion and indicates that a road has reached its theoretical capacity once V/C equals or exceeds 1.

The congestion levels that are shown have been developed to give a general overview of the road network implications. The lines are colour coded according to their V/C. Green, blue and yellow colour bands indicate acceptable vehicle flow conditions and that the road is operating well within its capacity. Orange and red indicate that the demand on the road is approaching its capacity and is likely to exhibit unstable vehicle performance characteristics. Lines that are black indicate that the road is congested, which means the demand has exceeded the capacity. It should be noted that this is still at a strategic (i.e. high) level of assessment, so black links only indicate that there is a potential problem with the network that should be investigated further using more detailed methods such as micro-simulation and intersection analysis.

When road links become orange, red or black, drivers will increasingly attempt to find alternative (i.e. faster) routes to avoid them. The travel time on any link in the model is a function of the V/C. The volume-delay functions used in strategic transport modelling, which relate the travel time of vehicles to the congestion level, generally have the effect of doubling travel time when V/C = 1 compared to when V/C = 0. The travel time increases very steeply as V/C increases beyond this value. This models driver behaviour by making these routes less desirable, preventing the volumes from greatly exceeding the specified capacity of a road, since it results in rerouting of traffic. As a result, it also indicates where “rat-running” might be expected to occur.


In 2021 AM Do Nothing, the traffic volumes on Cotter Road have grown substantially and both the Adelaide Avenue on-ramp and Dudley Street are now over capacity. The additional traffic on Dudley Street is rat-running traffic attempting to access Adelaide Avenue via the on-ramp from Novar Street. It is worth noting that these two roads constrain the amount of traffic that can use Cotter Road.

Figure 4.3: 2021 AM Do Nothing Strategic Transport Model Output


In 2021 AM CB+E Master Plan (Stage 1), Brickworks Road and the Cotter Road – Adelaide Avenue/ Yarra Glen full diamond interchange provides additional options for Cotter Road traffic. Traffic heading to Yarralumla can use Brickworks Road while traffic heading to Deakin can directly access Denison Street from Cotter Road. Dudley Street still carries some rat-running traffic but the congestion is greatly relieved. With the added connectivity, traffic between Cotter Road and North Yarralumla is also seen to be using the Brickworks Road – Denman Street – Woolls Street route as an alternative.

Figure 4.4: 2021 AM CB+E Master Plan (Stage 1) Strategic Transport Model Output


The situation in 2031 AM Do Nothing is much the same as in 2021 AM; Cotter Road volumes are constrained by the capacity of Dudley Street and the Adelaide Avenue on-ramp, both of which are over capacity.

Figure 4.5: 2031 AM Do Nothing Strategic Transport Model Output


In 2031 AM CB+E Master Plan (Stage 2), Dudley Street has been replaced and the Cotter Road – Adelaide Avenue/Yarra Glen interchange, along with the CB+E internal road design, can be seen to mitigate any possible rat-running through CB+E. There are modest increases in traffic on Cotter Road compared to 2021 AM. Cotter Road west of Brickworks Road is now over capacity, which suggests that this will be the limit of additional eastbound traffic into the area.



In 2031 AM CB+E Master Plan (Stage 3), the addition of Quarry Ridge Road, traffic between Cotter Road and North Yarralumla is now more likely to use this link than Woolls Street.



4.4. Micro-Simulation Modelling

Traffic micro-simulation was conducted to evaluate finer operational parameters that cannot be determined to a reasonable level of detail using a strategic transport model. Micro-simulation allows the investigation and assessment of traffic impacts caused by potential land use changes in a given study area and analysis of potential problem areas identified in the results of the strategic transport modelling. Outputs produced by strategic transport modelling packages are macroscopic and are generally not considered to provide sufficient microscopic detail for analysing operational issues such as queued vehicles, weaving sections and intersection performance. For instance, a micro-simulation model simulates the interaction and conflict between the vehicles in the network and the network itself, while a strategic transport model is based on empirical formulae linking travel time and cost to traffic volume and roadway capacity.

Detailed information on the impacts of small changes in the network can also be obtained by micro-simulation, providing analysts and decision-makers with insight in to the effectiveness of proposed intervention measures and network system improvements. It is thus a useful tool for comparing traffic operations between design alternatives that do not have large-scale differences.

The Paramics network models are shown in Figures 4.8 through 4.11 for Existing/Do Nothing, CB+E Stage 1 (2021), CB+E Stage 2 (2031) and CB+E Stage 3 (2031), respectively.

Figure 4.8: 2014 Existing/Future Do Nothing Paramics Model


Figure 4.9: 2021 CB+E Stage 1 Paramics Model




4.4.1. OD Matrix Estimation and Model Calibration

The base model’s demand matrix was estimated using the manual intersection turning movement counts and midblock counts collected on Thursday 31 July 2014 and Saturday 2 August 2014 for the following intersections, also shown in Figure 4.12:

1. Cotter Road – Lady Denman Drive

2. Cotter Road – Dunrossil Drive

3. Cotter Road – Dudley Street

4. Novar Street – Kintore Crescent

5. Novar Street – Dudley Street/Adelaide Avenue on-ramp

6. Kent Street – Adelaide Avenue off-ramp

7. Kent Street – Denison Street

8. Adelaide Avenue at Kent Street bridge


Figure 4.12: Intersection and Midblock Count Locations for Estimation

Micro-simulation demand estimation was performed using Paramics Estimator. This software uses an incremental method to attempt to generate an Origin-Destination (OD) matrix that matches the provided turn, midblock and cordon count data. It runs a simulation of the model and records the traffic at each location for which traffic count data has been provided, comparing the simulated volumes to the provided real world counts to determine their accuracy. As it knows the origin and destination of each vehicle recorded at a count location, it can make incremental change to the contents of the OD matrix and repeat the process, eventually converging on a minimised average GEH statistic for all of the input data, in this case turning movement counts.

The GEH statistic, which is simply named after the transport planner who devised it (Geoffrey E. Havers), is an empirical formula that was adopted by the UK Highway Agency for use as an acceptance criterion for comparison and evaluation of modelled traffic volumes against real-world traffic counts. It is used as a reference to measure the general accuracy of a transport model according to the following equation:

CM

CMGEH

22

Where:

M is the traffic volume estimated by the model; and

C is the observed real-world traffic count.

The ideal GEH-based calibration criteria for micro-simulation modelling according to the UK Highways Agency Design Manual for Roads and Bridges are shown in Table 4.4.


Table 4.4: Ideal GEH Calibration Thresholds

GEH Value Proportion

GEH < 5 ≥85%

GEH < 10 100%

Traffic input into Estimator was comprised of the following for each modelled network:

The pattern matrix for the 2014 AM peak period estimation was extracted from the SMEC EMME 2011 AM strategic transport model of Canberra.

Manual intersection counts were conducted by Austraffic Pty. Ltd.

The estimation was run iteratively until the average GEH was minimised.

Due to the absence of meaningful route choice in the model the All-Or-Nothing assignment method was used for estimation.

The resulting average GEH statistics achieved at the end of the demand estimation process are as shown in Table 4.5. The resulting GEH distribution is shown in Table 4.6 and the average for each intersection is shown in Table 4.7.

Table 4.5: Estimation GEH Results

Peak Period Average GEH

Weekday AM 1.11

Weekday PM 0.72

Weekend Midday 1.03

Table 4.6: GEH Statistics of the Base Micro-Simulation Model Calibration

GEH Value AM PM Weekend

GEH < 5 100% 100% 98%

GEH < 10 100% 100% 100%


Table 4.7: Average GEH Statistics By Intersection

Intersection AM PM Weekend

Cotter Road – Lady Denman Drive 0.7 0.2 0.3

Cotter Road – Dunrossil Drive 0.9 1.0 0.9

Cotter Road – Dudley Street 1.2 0.6 0.8

Novar Street – Kintore Crescent 2.0 1.2 1.8

Novar Street – Dudley Street/Adelaide Avenue on-ramp 0.8 0.3 0.3

Kent Street – Adelaide Avenue off-ramp 1.0 0.8 1.8

Kent Street – Denison Street 0.6 0.3 0.2

Adelaide Avenue at Kent Street Bridge 0.7 0.3 0.4

4.4.2. Future Demand

The future scenario OD matrices were developed using the estimated 2014 OD matrices as a baseline, with growth rates extracted from the CSTM results. The process involves a number of steps:

1. Productions and attractions (trip ends) for each zone are extracted for the study area in each scenario and year using the CSTM.

2. A nominal 2014 CSTM baseline is calculated by interpolation between 2011 and 2016.

3. Growth rates from 2014 to 2021 and 2031 are calculated for the trip ends at each zone of this sub-area OD matrix. These are then applied to the estimated 2014 OD matrix trip ends to derive future trip ends. This is done for each combination of scenario and peak period.

4. The resulting grown trip ends are balanced, so that the total productions and attractions are equal. This is necessary for the final step to converge.

5. The grown trip ends are then used to generate the future scenario OD trip matrices using the Fratar method. This is a process that alternately and iteratively scales the rows (productions) and columns (attractions) of the 2014 OD matrix to match the future scenario trip ends calculated earlier. This results in future scenario OD matrices containing the total number of trips expected from the calculated trip ends, with trip patterns resembling the estimated 2014 OD matrices.

The CSTM is calibrated to the AM peak period. For the purposes of calculating growth rates for the weekday PM peak period, the complete traffic assignment OD matrices generated by the AM peak model have been transposed and reduced by 10% before being re-assigned to the network to generate nominal PM peak sub-area models. While this cannot be expected to generate a reliable PM peak model in and of itself, the technique has been used only to calculate growth rates and is thus considered sufficient. Similarly, the weekend midday peak period growth has been calculated using the average of the AM and PM peak matrices, based on the assumption that the travel pattern throughout the weekend midday peak period is largely symmetrical.


4.4.3. Demand Profiles

The traffic volumes from the intersection turning movement counts were provided for 15 minute intervals. The weekday AM peak hour was identified as 08:00-09:00, the weekday PM peak 17:00-18:00 and the weekend midday peak 11:30-12:30. The models each consist of a one-hour warm-up period followed by the one-hour peak simulation period. The demand profiles are shown in Tables 5 through 4 for the AM, PM and Weekend peak periods respectively.

Table 4.8: AM Peak Traffic Demand Profile

Warm-up Period AM Peak Period

Period Proportion Period Proportion

07:00 – 07:15 8% 08:00 – 08:15 23%

07:15 – 07:30 13% 08:15 – 08:30 24%

07:30 – 07:45 15% 08:30 – 08:45 26%

07:45 – 08:00 21% 08:45 – 09:00 27%

Total 57% Total 100%

Table 4.9: PM Peak Traffic Demand Profile

Warm-up Period PM Peak Period


16:00 – 16:15 19% 17:00 – 17:15 27%

16:15 – 16:30 20% 17:15 – 17:30 27%

16:30 – 16:45 21% 17:30 – 17:45 24%

16:45 – 17:00 21% 17:45 – 18:00 22%


Table 4.10: Weekend Peak Traffic Demand Profile

Warm-up Period Weekend Peak Period


10:30 – 10:45 23% 11:30 – 11:45 24%

10:45 – 11:00 22% 11:45 – 12:00 26%

11:00 – 11:15 23% 12:00 – 12:15 25%

11:15 – 11:30 23% 12:15 – 12:30 25%



4.4.4. Route Travel Time and Average Travel Speed

The Paramics Do Nothing models were used in the analysis of route travel times and average speeds, as these typically provide a more accurate depiction of operations than strategic transport models. Specific routes within the study area were selected and analysed to give an indication of traffic operational changes from the base year to the future planning horizons.

It is important to note that, while this is considered as the Do Nothing case for CB+E, the planned road network upgrades across the greater Canberra network for 2031 have been included in the modelling.

Major routes within the study area were chosen to determine vehicular flow parameters, particularly average speed and average route travel time. The following routes in the study area network were selected, shown in Figures 4.13 through 4.16:

1. Between Adelaide Avenue and Deakin Employment Area

2. Between Cotter Road and Adelaide Avenue

3. via Cotter Road – Adelaide Avenue ramps

4. via Cotter Road – Kent Street/Novar Street Ramps

5. Between Cotter Road and Deakin Employment Area

6. Between Yarra Glen and Adelaide Avenue

Figure 4.13: Paramics Performance Testing Routes (Do Nothing)


Figure 4.14: Paramics Performance Testing Routes (CB+E Master Plan Stage 1)




The route travel time results are shown in Tables 4.11, 4.12 and 4.13 respectively for the AM, PM and weekend peak periods.

The additional of signalised intersection control along Kent and Novar Streets has an impact on the travel time for routes 1 and 2b, both of which use some or all of these intersections.

Route 1: Denison Street to Adelaide Avenue (via Kent and Novar Streets) In conjunction with increased demand on Denison Street as a result of the Cotter Road extension, the additional signals at Cotter Road – Denison Street and the signalisation of three intersections on Kent and Novar Streets result in an increase in travel time on this route in both directions. The increase is greater in AM than PM.

Route 2a: Cotter Road to Adelaide Avenue (via the Interchange) In the eastbound direction there is a slight increase in travel time when comparing 2021 Do Nothing to 2021 CB+E Stage 1 as a result of the additional signals on the route. In 2031 CB+E Stage 2 however there is a further increase, due to additional congestion on Adelaide Avenue eastbound affecting the performance of the eastbound on-ramps. In CB+E Stage 2 and Stage 3, the Adelaide Avenue Bus Stop is assumed to be constructed, which also assumes that the existing T2 lane is converted back to a Bus Only lane. The impact assessment of this change on the Adelaide Avenue/Yarra Glen corridor and the surrounding network (which extends outside the CB+E study area) is beyond the scope of this report and should be investigated in a separate study.

Route 2b: Cotter Road to Adelaide Avenue (via Dudley Street) This route exhibits similar behaviour to Route 2a, with the eastbound performance in CB+E Stage 2 and Stage 3 performance being affected by the Adelaide Avenue Bus Stop. In the


CB+E Master Plan options, the volume on this route is substantially reduced compared to Do Nothing due to the presence of the new interchange.

Route 3: Cotter Road to Denison Street As a result of the extension of Cotter Road to Denison Street in the CB+E Master Plan, this route is shortened by 800 m, or one third of the total distance within the relevant models. The average speed however decreases in both directions as a result of the increase in demand on Denison Street and Cotter Road and the additional signalised intersections along Cotter Road. In the westbound direction, the speed reduction due to increased demand and additional signals is similar in scale to the reduction in travel distance, so that the overall travel time remains similar.

Route 4: Yarra Glen to Adelaide Avenue In the AM peak period, there is an increase in travel time in the eastbound direction of about half a minute in CB+E Stage 2 and a minute in Stage 3 due to the assumed conversion of the T2 lane to a Bus Only lane. Otherwise, there is very little difference in travel times in this route between Do Nothing and CB+E Master Plan.

Table 4.11: Comparison of AM Peak Average Speed and Travel Time on Selected Routes

Performance Measure

Scenario

1: Denison- Adelaide

2a: Cotter- Adelaide via Interchange

2b: Cotter- Adelaide via

Dudley St

3: Cotter- Denison

4: Yarra Glen- Adelaide

EB WB EB WB EB WB EB WB EB WB

Route Length [m]

2014 Existing 1,210 1,180 2,030 2,250 2,100 2,320 2,420 2,400 1,840 1,780

2021 Do Nothing 1,210 1,180 2,030 2,250 2,100 2,320 2,420 2,400 1,840 1,780

2031 Do Nothing 1,210 1,180 2,030 2,250 2,100 2,320 2,420 2,400 1,840 1,780

2021 CB+E Stage 1 1,180 1,180 2,080 2,280 2,120 2,340 1,620 1,610 1,840 1,780

2031 CB+E Stage 2 1,180 1,180 2,080 2,280 2,360 2,560 1,620 1,610 1,840 1,780

2031 CB+E Stage 3 1,180 1,180 2,080 2,280 2,360 2,560 1,620 1,610 1,840 1,780

Average Speed [km/h]

2014 Existing 57.2 55.8 51.9 80.7 46.9 55.0 45.4 55.7 73.6 85.1

2021 Do Nothing 55.9 48.4 49.4 80.9 35.7 50.7 35.1 55.6 75.3 84.7

2031 Do Nothing 57.0 50.5 48.8 80.1 43.4 52.2 41.5 55.8 73.6 84.2

2021 CB+E Stage 1 29.2 24.4 36.3 37.3 32.9 33.7 26.5 38.0 76.8 84.5

2031 CB+E Stage 2 15.0 24.4 19.2 36.0 14.7 21.0 22.8 34.9 52.2 81.4

2031 CB+E Stage 3 11.2 18.9 14.4 33.7 13.7 15.4 17.0 32.3 41.3 74.8

Average Travel Time [min:sec]

2014 Existing 1:16 1:16 2:21 1:40 2:41 2:32 3:12 2:35 1:30 1:15

2021 Do Nothing 1:18 1:28 2:28 1:40 3:31 2:45 4:08 2:36 1:28 1:16

2031 Do Nothing 1:16 1:24 2:30 1:41 2:54 2:40 3:30 2:35 1:30 1:16

2021 CB+E Stage 1 2:26 2:54 3:22 3:40 3:52 4:10 3:39 2:32 1:26 1:16

2031 CB+E Stage 2 4:44 2:54 6:30 3:48 9:38 7:19 4:15 2:46 2:07 1:19

2031 CB+E Stage 3 6:20 3:44 8:40 4:03 10:19 9:56 5:41 2:59 2:41 1:26


Table 4.12: Comparison of PM Peak Average Speed and Travel Time on Selected Routes

Performance Measure

Scenario




Dudley St

3: Cotter- Denison



Route Length [m]

2014 Existing 1,210 1,180 2,030 2,250 2,100 2,320 2,420 2,400 1,840 1,780

2021 Do Nothing 1,210 1,180 2,030 2,250 2,100 2,320 2,420 2,400 1,840 1,780

2031 Do Nothing 1,210 1,180 2,030 2,250 2,100 2,320 2,420 2,400 1,840 1,780

2021 CB+E Stage 1 1,180 1,180 2,080 2,280 2,120 2,340 1,620 1,610 1,840 1,780

2031 CB+E Stage 2 1,180 1,180 2,080 2,280 2,360 2,560 1,620 1,610 1,840 1,780

2031 CB+E Stage 3 1,180 1,180 2,080 2,280 2,360 2,560 1,620 1,610 1,840 1,780


2014 Existing 56.4 59.4 58.2 76.1 54.3 58.3 52.3 57.3 86.1 75.3

2021 Do Nothing 51.7 59.2 59.3 75.6 54.3 54.8 52.2 53.1 85.6 77.7

2031 Do Nothing 49.1 58.9 57.5 75.9 53.5 55.0 51.3 51.9 85.1 76.9

2021 CB+E Stage 1 34.5 31.4 42.8 40.8 34.1 26.5 29.1 40.1 85.3 68.8

2031 CB+E Stage 2 37.5 25.7 47.2 40.2 35.3 31.0 31.5 38.6 83.6 70.1

2031 CB+E Stage 3 34.5 28.5 46.6 40.6 35.2 34.8 30.0 37.4 83.4 70.4


2014 Existing 1:17 1:11 2:06 1:46 2:19 2:24 2:46 2:31 1:17 1:25

2021 Do Nothing 1:24 1:12 2:03 1:47 2:19 2:33 2:47 2:43 1:17 1:22

2031 Do Nothing 1:29 1:12 2:07 1:47 2:21 2:32 2:49 2:47 1:18 1:23

2021 CB+E Stage 1 2:04 2:15 2:51 3:21 3:44 5:18 3:20 2:24 1:18 1:33

2031 CB+E Stage 2 1:54 2:45 2:39 3:24 4:00 4:57 3:05 2:30 1:19 1:31

2031 CB+E Stage 3 2:04 2:29 2:41 3:22 4:01 4:25 3:14 2:35 1:19 1:31


Table 4.13: Comparison of Weekend Peak Average Speed and Travel Time on Selected Routes

Performance Measure

Scenario




Dudley St

3: Cotter- Denison



Route Length [m]

2014 Existing 1,210 1,180 2,030 2,250 2,100 2,320 2,420 2,400 1,840 1,780

2021 Do Nothing 1,210 1,180 2,030 2,250 2,100 2,320 2,420 2,400 1,840 1,780

2031 Do Nothing 1,210 1,180 2,030 2,250 2,100 2,320 2,420 2,400 1,840 1,780

2021 CB+E Stage 1 1,180 1,180 2,080 2,280 2,120 2,340 1,620 1,610 1,840 1,780

2031 CB+E Stage 2 1,180 1,180 2,080 2,280 2,360 2,560 1,620 1,610 1,840 1,780

2031 CB+E Stage 3 1,180 1,180 2,080 2,280 2,360 2,560 1,620 1,610 1,840 1,780


2014 Existing 60.3 67.0 65.5 81.5 60.7 56.9 59.1 56.1 86.8 85.6

2021 Do Nothing 60.3 66.7 65.5 81.8 60.5 56.6 58.7 55.5 86.9 86.5

2031 Do Nothing 60.1 65.7 65.0 82.1 60.1 57.4 58.2 56.3 86.4 86.3

2021 CB+E Stage 1 41.2 42.4 51.2 52.6 39.2 37.1 36.0 38.5 86.8 86.2

2031 CB+E Stage 2 39.8 42.6 51.8 59.5 38.5 41.8 37.0 42.9 85.1 86.6

2031 CB+E Stage 3 40.2 40.8 51.5 59.0 38.5 41.2 35.9 43.2 85.3 86.2


2014 Existing 1:12 1:03 1:52 1:39 2:04 2:27 2:27 2:34 1:16 1:15

2021 Do Nothing 1:12 1:03 1:52 1:39 2:05 2:28 2:28 2:36 1:16 1:14

2031 Do Nothing 1:13 1:04 1:52 1:39 2:05 2:26 2:30 2:34 1:17 1:14

2021 CB+E Stage 1 1:44 1:40 2:23 2:36 3:15 3:47 2:42 2:30 1:16 1:14

2031 CB+E Stage 2 1:47 1:40 2:24 2:18 3:41 3:40 2:37 2:15 1:18 1:14

2031 CB+E Stage 3 1:46 1:44 2:25 2:19 3:41 3:43 2:42 2:14 1:18 1:14


4.5. Intersection Analysis

A number of major intersections within the study area have been identified for analysis and these are the following (some of these intersections are not in all scenarios):

1. Cotter Road – Lady Denman Drive

2. Cotter Road – Dudley Street (Existing/Do Nothing only)

3. Cotter Road – Brickworks Road (CB+E options only)

4. Kent Street – Denison Street

5. Kent Street – Adelaide Avenue off-ramp

6. Dudley Street – Novar Street/Adelaide Avenue On-ramp

7. Cotter Road – Adelaide Avenue/Yarra Glen Interchange (CB+E options only)

8. Cotter Road – Denison Street (CB+E options only)

The intersection modelling analysis was conducted using SIDRA Intersection 6. Level of Service (calculated from average delay) and queue length at the specified key intersections within, and surrounding, Yarralumla and the brickworks will provide information on how the planned developments across the three planning horizons can affect the performance of major junctions.

Turning volumes for the intersection models were extracted from the Paramics micro-simulation models.

Figure 4.17: Do Nothing Analysed Intersections


Figure 4.18: CB+E Master Plan (Stage 3) Analysed Intersections

The layouts of the intersections as modelled in SIDRA Intersection are included in Figures 4.19 through 4.32. The intersections of Kent and Novar Streets with Dudley Street, the Adelaide Avenue westbound off-ramp and Denison Street are assumed to be signalised in the CB+E Master Plan scenarios. This has been achieved by retaining the existing configuration, with the addition of signal control.

Figure 4.19: Cotter Road – Lady Denman Drive


Figure 4.20: Cotter Road – Dudley Street North (Do Nothing)

Figure 4.21: Cotter Road – Dudley Street South (Do Nothing)


Figure 4.22: Cotter Road – Dudley Street (CB+E Master Plan Stage 1)

Figure 4.23: Cotter Road – Brickworks Road (CB+E Master Plan)


Figure 4.24: Cotter Road – Adelaide Avenue/Yarra Glen Interchange West (CB+E Master Plan)

Figure 4.25: Cotter Road – Adelaide Avenue/Yarra Glen Interchange East (CB+E Do Nothing)


Figure 4.26: Cotter Road – Denison Street

Figure 4.27: Novar Street – Dudley Street/Adelaide Avenue On-ramp (Do Nothing)


Figure 4.28: Novar Street – Dudley Street/Adelaide Avenue On-ramp (CB+E Master Plan)

Figure 4.29: Kent Street – Adelaide Avenue Off-ramp (Do Nothing)


Figure 4.30: Kent Street – Adelaide Avenue Off-ramp (CB+E Master Plan)

Figure 4.31: Kent Street – Denison Street (Do Nothing)


Figure 4.32: Kent Street – Denison Street (CB+E Master Plan)

The HCM2010 Level of Service (LoS) criteria by which the intersection performance is assessed are given in Table 4.14, with LoS A representing the best performance and LoS F the worst.

Table 4.14: HCM Level of Service Criteria (Average Delay D in Seconds)

Level of Service Signals Give-Way/Roundabout

A D < 10 s D < 10 s

B 10 s ≤ D < 20 s 10 s ≤ D < 15 s

C 20 s ≤ D < 35 s 15 s ≤ D < 25 s

D 35 s ≤ D < 55 s 25 s ≤ D < 35 s

E 55 s ≤ D < 80 s 35 s ≤ D < 50 s

F D ≥ 80 s or V/C > 1 D ≥ 50 s or V/C > 1

Source: Highway Capacity Manual 2010, Exhibits 18-4 (p.18-6), 19-1 (p.19-2) and 21-1 (p.21-1)


4.5.1. Intersection Analysis Results

The intersection assessment results are outlined in Tables 4.15, 4.16 and 4.17 for the AM, PM and weekend peak periods respectively. All of the intersections operate well in all of the weekend peak scenarios. Specific comments on performance of each of the intersections in the AM and PM peak periods are included below:

Cotter Road – Lady Denman Drive (Figure 4.19) This intersection was signalised as part of Cotter Road Upgrade Stage 1. Under signal control, it operates well (no worse than LoS C) in all scenarios and peak periods.

Cotter Road – Dudley Street (Figure 4.20, Figure 4.21, Figure 4.22) The intersection remains in Do Nothing, is moved in Stage 1 and removed entirely in Stage 2. It continues to operate well in the AM peak, however the existing intersection operates poorly in the Do Nothing scenarios in the PM peak. In Stage 1 the simplified temporary intersection design greatly improves its performance.

Cotter Road – Brickworks Road (Figure 4.23) This intersection operates well in all stages and peak periods.

Kent Street – Denison Street (Figure 4.26) In its existing Do Nothing configuration, the average delay indicates good overall performance, however the worst movement LoS is poor. Conversion to signal control greatly improves performance in the PM peak and gives similar overall performance, albeit with better control, in the AM peak.

Kent Street – Adelaide Avenue Off-ramp (Figure 4.29, Figure 4.30) In its existing Do Nothing configuration, the intersection operates increasingly poorly in the AM peak period, reaching LoS F by 2021. Signalisation of this intersection in the CB+E Master Plan scenarios offers a clear improvement in performance; LoS A in all years. In the PM peak, the intersection operates well in all years in both the Do Nothing and CB+E Master Plan configurations.

Novar Street – Dudley Street/Adelaide Avenue On-ramp (Figure 4.27, Figure 4.28) The existing Do Nothing roundabout design is expected to operate well into the future, however this configuration does not provide adequate pedestrian accessibility and safety, which is addressed by signalising the intersection. A signalised option has been presented that exploits the full width of the Kent Street bridge, which results in borderline LoS C/D performance in the AM and PM peak periods.

Cotter Road – Adelaide Avenue/Yarra Glen Interchange (Figure 4.24, Figure 4.25) The six lane full diamond option operates well in all years in both the AM and PM peaks.

Cotter Road – Denison Street (Figure 4.31, Figure 4.32) This new intersection has been analysed with signal control. It performs reasonably well, at LoS C in the AM peak and a worst of LoS D in the PM peak.


Table 4.15: Comparison of AM Peak Intersection Analysis Results

ID Intersection

2014 Existing 2021 Do Nothing 2021 MP Stage 1 2031 Do Nothing 2031 MP Stage 2 2031 MP Stage 3

Delay [s] Level of Service






1 Cotter Road – Lady Denman Drive 26.4 C 28.6 C 32.5 C 26.2 C 30.5 C 29.2 C

2 Cotter Road – Dudley Street 8.0 A 9.0 A 9.3 A 9.2 A - - - -

3 Cotter Road – Brickworks Road - - - - 11.1 B - - 17.5 B 30.9 C

4 Kent Street – Denison Street 6.3 C* 20.5 F* 25.3 C 12.2 D* 24.1 C 26.0 C

5 Kent Street – Adelaide Avenue Off-ramp 10.3 E* 65.6 F* 10.3 B 67.7 F* 8.9 A 7.9 A

6 Novar Street – Dudley Street/Adelaide Avenue On-ramp 12.7 B 8.3 A 36.0 D 13.5 B 35.6 D 36.8 D

7a Cotter Road – Adelaide Avenue/Yarra Glen Interchange West - - - - 11.5 B - - 10.9 B 11.8 B

7b Cotter Road – Adelaide Avenue/Yarra Glen Interchange East - - - - 24.1 C - - 22.5 C 20.8 B

8 Cotter Road – Denison Street - - - - 32.4 C - - 29.2 C 30.5 C

* SIDRA Intersection does not report Level of Service for give-way intersections, as the priority movements generally experience little to no delay, while the give-way movement delay can be very high. The Level of Service reported here is for the worst movement.

Table 4.16: Comparison of PM Peak Intersection Analysis Results

ID Intersection








1 Cotter Road – Lady Denman Drive 19.8 B 18.2 B 16.8 B 19.0 B 18.7 C 17.1 B

2 Cotter Road – Dudley Street 185.1 F 517.2 F 15.9 B 557.3 F - - - -

3 Cotter Road – Brickworks Road - - - - 10.0 B - - 13.3 B 16.5 B

4 Kent Street – Denison Street 27.9 F* 153.2 F* 22.8 C 185.3 F* 26.1 C 27.9 C

5 Kent Street – Adelaide Avenue Off-ramp 2.8 B* 2.7 A* 7.3 A 2.5 A* 8.8 A 8.5 A

6 Novar Street – Dudley Street/Adelaide Avenue On-ramp 8.3 A 8.8 A 29.8 C 9.2 A 30.7 C 31.6 C

7a Cotter Road – Adelaide Avenue/Yarra Glen Interchange West - - - - 2.9 A - - 3.1 A 3.1 A

7b Cotter Road – Adelaide Avenue/Yarra Glen Interchange East - - - - 38.2 D - - 40.3 D 38.2 D

8 Cotter Road – Denison Street - - - - 29.8 C - - 32.9 C 35.0 D



Table 4.17: Comparison of Weekend Peak Intersection Analysis Results

ID Intersection








1 Cotter Road – Lady Denman Drive 21.9 C 21.5 C 22.1 C 21.9 C 22.2 C 21.6 C

2 Cotter Road – Dudley Street 7.9 A 7.7 A 5.1 A 7.7 A - - - -

3 Cotter Road – Brickworks Road - - - - 11.2 B - - 17.7 B 18.4 B

4 Kent Street – Denison Street 2.4 A* 2.9 A* 23.6 C 3.0 A* 22.5 C 22.7 C

5 Kent Street – Adelaide Avenue Off-ramp 2.7 A* 3.0 C* 9.5 A 2.6 A* 12.3 B 12.2 B

6 Novar Street – Dudley Street/Adelaide Avenue On-ramp 7.1 A 7.0 A 28.1 C 6.9 A 34.9 C 34.8 C

7a Cotter Road – Adelaide Avenue/Yarra Glen Interchange West - - - - 7.1 A - - 8.1 A 8.6 A

7b Cotter Road – Adelaide Avenue/Yarra Glen Interchange East - - - - 29.8 C - - 29.5 C 29.5 C

8 Cotter Road – Denison Street - - - - 34.3 C - - 34.4 C 33.8 C



5. OTHER TRANSPORT MODES

While the private car is the primary transport mode in Canberra, the ACT Government made a commitment to increasing sustainable transport with the Sustainable Transport Plan (ACTPLA, 2004) and has updated that commitment in Transport for Canberra (ESDD, 2012). The government hopes to increase the share of sustainable modes, including public transport, cycling and walking, from 15.4% of work trips in 2006 to 30% in 2026. Consideration has therefore been given in this report as to how to contribute to meeting these goals.

5.1. Mode Split (Existing + Target)

Mode share data from the 2011 ABS Census of Population and Housing Census indicates the mode share for journey to work trips as shown in Table 5.1. Journey to work trip data have been examined specifically since this information is readily available from the ABS. The table indicates that the current sustainable transport share (walking, cycling and public transport) for Curtin, Yarralumla and Deakin ranges from 12% (Deakin) to 19% (Curtin) with Yarralumla currently at 16%.

Table 5.1: Current Journey to Work Mode Split for Suburbs Surrounding the Study Area

Mode Curtin Deakin Yarralumla

Trips Mode Share Trips Mode Share Trips Mode Share

Car/Motorcycle 1,837 81.4% 943 85.6% 1,038 86.1%

Public Transport 242 10.7% 68 6.2% 76 6.3%

Cycling 94 4.2% 45 4.1% 47 3.9%

Walking 83 3.7% 46 4.2% 44 3.7%

Total 2,256 1,102 1,205

Source: ABS Census, 2011

Transport for Canberra lists the mode share targets outlined in Table 5.2.

Table 5.2: Journey to Work Mode Share Targets

Mode 2011 Actual 2011 Target 2016 Target 2026 Target

Public Transport 8.5% 9% 10.5% 16%

Cycling 4.1% 5% 6% 7%

Walking 3.8% 6% 6.5% 7%

Total 16.3% 20% 23% 30%

Source: Transport for Canberra, ABS Census 2011

The suburbs around the study area have close to the average sustainable transport mode shares for 2011 and any new developments in the study area should encourage sustainable transport in line with the targets specified by the ACT Government.

The higher-density, mixed-use developments that are proposed are expected to encourage more sustainable transport use. However, the development must be supported by good access to public transport and pedestrian/cycle facilities as well.


5.2. Public Transport

The proposed strategic bus network for 2031 (ACT Strategic Public Transport Network Plan, MRC) around the CB+E development is shown in Figure 5.1. This network proposed a Peak Express bus route along Cotter Road, running from Molonglo to Civic. While the strategic network was developed before the CB+E development was proposed, the Cotter Road bus route could offer good peak public transport access for residents in the western parts of the development. Figure 5.1 shows the strategic public transport network and existing (as of 2014) and proposed bus stops, as well as a potential Park & Ride facility within the Deakin side of the CB+E development.

Figure 5.1: Strategic Bus Network for 2031 (based on ACT Strategic Public Transport Network Plan, MRC)

The Strategic Public Transport Network Plan (SPTNP) does not currently include any provision for bus stops close to the study area along Cotter Road, but does include a bus stop in the median of Adelaide Avenue that would service not only parts of the new development but the Deakin employment area as well.

The Adelaide Avenue Bus Stops Feasibility Study (SMEC, 2013) recommends a median bus stop on Adelaide Avenue under the Kent Street bridge. This stop would be serviced by a number of the Rapid buses that currently run along Adelaide Avenue without stopping. This stop would not be accessible by the proposed Peak Express route along Cotter Road due to the location of the Cotter Road to Adelaide Avenue ramps.

Current planning for ACTION indicates that the maximum walking distance to a bus stop should be 500 metres. However, the SPTNP states that a walk distance of up to 750 metres is acceptable for high frequency services, such as the Rapid route on Adelaide Avenue. The proposed location of a median bus stop on Adelaide Avenue (currently assumed to be constructed in CB+E Master Plan


Stage 2) provides coverage of most of the new development as well as the Deakin employment area and is expected to increase public transport usage for these areas. To service the areas not covered by the proposed Adelaide Avenue Bus Stop, an additional bus stop could be located on Cotter Road. This stop would be serviced by Peak Express services running between Molonglo and the City during the AM and PM peak periods. The coverage of this additional stop would be smaller than the proposed Adelaide Avenue stop, reflecting the lower service availability. The coverage area of the two proposed stops is shown in Figure 5.2.

Figure 5.2: Coverage of Proposed Bus Stops

In addition to the two Peak Express and Rapid bus stops proposed above, Central Street has been designed as a Minor Collector, which allows for bus access. In the future, if demand warrants, the Coverage route through Deakin and Yarralumla, currently running along Kent Street, could be modified to travel along Central Street.

5.3. Cycling

The current coverage of facilities for use by cyclists in the study area is shown in Figure 5.3. This figure shows that while there are a number of existing facilities, these facilities tend to be outside of the study area. However, the existing facilities offer opportunities for connections into and through the study area.

Of particular note is the fact that the existing off-road cycle path is grade separated at its crossings of Lady Denman Drive, Cotter Road, Dunstan Street (Curtin), Adelaide Avenue and McCulloch Street, making it easier and safer for cyclists to pass through the area.

The ACT Design Standards for Urban Infrastructure Part 13 – Pedestrian and Cycle Facilities (DS13) (TAMS, 2007) present the requirements for the provision of pedestrian and cycle facilities. Of


particular note is the requirement for provision of facilities for different types of cyclists from school children to commuters and athletes. School children and recreational cyclists typically prefer off-road paths while commuters and athletes prefer higher speed, direct routes on-road.

Figure 5.3: Existing Cycling Facilities (Information Obtained from TAMS)

5.3.1. On-Road Cycling

The main on-road network, as shown in Figure 5.3, provides high-speed, continuous access for cyclists along the main arterial roads in the area. Appropriate connections to this network from the proposed development need to be made. The new interchange also needs to include complete on-road connections on all ramps.

ACT design standards indicate that the roads in the new development do not require formal bicycle lane marking as hierarchies, based on traffic speeds and volumes, are expected to allow safe cycling. Brickworks Road and Central Street include wide traffic lanes to allow safe on-road cycling through the new development.

Access to the proposed Adelaide Avenue Bus Stop should provide for cyclist as well as pedestrian movements via switchback ramps from the Kent Street bridge. The on-road cycle lanes on Cotter Road should connect through the interchange to Adelaide Avenue and Denison Street. Connection and signage should be made to the off-road path network at the signalised intersections at the interchange.

The interchange between Cotter Road and Adelaide Avenue, and the existing Kent Street Bridge, provide pedestrian and cyclist connectivity between the new development and the employment area in Deakin. The Sustainable Transport Plan and Transport for Canberra suggest that the maximum cycle trip to work is ten kilometres. The provision of good cycling links between the development and Deakin employment area is expected to encourage cycling to work. Also, the connection of the


development to the on-road network will allow access to Civic, Russell, Woden and the Parliamentary Zone, all of which are approximately six kilometres from the development and are the major employment areas in Canberra. Figure 5.4 shows potential facilities and connections that will encourage use of the cycling mode.

Figure 5.4: Proposed Cycle Facilities

5.3.2. Off-Road Cycling

Off-road cycling is appropriate for slower riders and riders who do not feel confident riding adjacent to traffic. The Central Street road reserve is wide enough to include 2.5 m wide shared paths along both sides of the carriageway. The Cycling and Pedestrian Network report (Cardno Eppell Olsen, 2010) recommends an off-road cycle path from Dunrossil Drive along Dudley Street to Novar Street and then south along Kent Street. That recommended connection can be achieved with the proposed development and should be aligned via Central Street, as shown in Figure 5.4, to meet the same goals of the earlier project.

The shared path on the Kent Street bridge should be connected to the off-road paths at either end to allow travel in either direction along Adelaide Avenue. In addition, there should be a shared path on the new bridge across Adelaide Avenue to maximise connectivity.

The shared path on the southern side of Adelaide Avenue, west of Novar Street, will need to be realigned prior to commencement of CB+E development in West Deakin.


5.4. Pedestrians

The CB+E development area is proposed to be located in a relatively undeveloped area that contains few pedestrian facilities. However, the off-road path on the south side of Adelaide Avenue is part of the trunk cycling and pedestrian network and is expected to be heavily utilised. Figure 5.5 shows the existing pedestrian facilities.

Figure 5.5: Existing Pedestrian Facilities (Information obtained from TAMS)

The ACT Design Standards for Urban Infrastructure Part 13 – Pedestrian and Cycle Facilities (DS13) (TAMS, 2007) state that paths are required on streets where traffic volumes exceed 200 vehicles per day, which is the majority of streets in the proposed development. DS13 also states that paths should generally be provided on all streets in new developments. Paths should be provided on both sides of the street in areas of higher density, higher pedestrian traffic or near commercial centres.

Based on these requirements, it is recommended that paths be provided on both sides of the street on all streets in the development.

Figure 5.6 shows the main pedestrian attractors in the area along with the proposed pedestrian facilities. It is expected that any retail or commercial areas in the new development will also attract pedestrians and should have adequate footpath connectivity.


Figure 5.6: Proposed Pedestrian Facilities


6. CIVIL INFRASTRUCTURE

6.1. Earthworks and Site Grading

SMEC has undertaken a conceptual cut to fill and site grading design of the CB+E development and Mint Interchange bulk earthwork areas. The resulting plan is shown in Figure 6.1, with purple representing fill and red representing cut.

The results of this assessment indicate that 215,000 m³ of cut material can be reused as fill onsite. The surplus of cut material is 30,000 m³ before topsoil stripping and pavement boxing requirements are taken into account. The topsoil stripping requirement is estimated to be 40,000 m³, while the pavement boxing requirement is estimated to be 20,000 m³. Once pavement boxing is added and topsoil stripping subtracted, the overall total surplus of cut material is estimated to be 10,000 m³.

Figure 6.1: Cut to Fill Plan and Site Grading


6.2. Stormwater

This section begins with a brief discussion on the existing stormwater drainage within the proposed CB+E development area. Modelled impacts of the proposed development on the hydrology and water quality of the catchment are then presented, followed by a concept stormwater management plan and a concept water sensitive urban design (WSUD) plan for the proposed development to address these impacts in accordance with relevant standards and practices.

6.2.1. Existing Catchment and Drainage

Apart from the old brickworks site, the catchment covering the Yarralumla side of the CB+E development is predominantly an open area, although it covers parts of Dunrossil Drive, Dudley Street and Cotter Road. On the Deakin side, the development area consists of an asphalt carpark and part of an asphalt path in addition to open areas. There is minimal external catchment flow into the development.

The development area is bounded by Lane Poole Place and Bentham Street on the north, Royal Canberra Golf Course (RCGC) on the west, Denison Street and Cotter Road on the south, and Denman, Woolls and Schomburgk Streets on the east.

Sub-catchments were delineated based on survey information and were made to align with the current site grading and road layout for the proposed development, as shown in Figure 6.2.

Sub-catchment 1 (C1) This sub-catchment is centrally located within the development area and is largely comprised of open spaces. Currently there is a 750 mm culvert across Dudley Street which will need to be removed to allow for the proposed development to occur. A 900 mm culvert runs from upstream of the east-bound carriageway to downstream of the west-bound carriageway of Cotter Road. This culvert discharges to the open area in Block 5, Section 21 Curtin.

Sub-catchment 2 (C2) This sub-catchment is located towards the western boundary of the development area and is largely comprised of open space areas. This sub-catchment drains towards Dunrossil Drive, and from there drains towards Lake Burley Griffin (LBG), through the RCGC.

Sub-catchment 3 (C3) This sub-catchment is located towards the northern boundary of the development area with nearly 50% of the sub-catchment occupied by the old brickworks facility. The eastern part of this sub-catchment consists of an open area and what appears to be a pond. This sub-catchment drains towards its northwestern corner. A drainage reserve runs from the northwestern corner of the sub-catchment, through the RCGC, towards the Warrina Inlet of LBG. Available stormwater infrastructure information indicates that a 900 mm pipe runs along the drainage reserve alignment. It increases in size to 1050 mm before it discharges at Warrina Inlet. This pipe system drains the Lane Poole Place pipe system and also probably drains the old brickworks facility. Simple pipe capacity estimation undertaken based on available pipe information indicates that the 900 mm pipe has a less than 100-year ARI capacity. This suggests that the drainage reserve currently accommodates both an underground pipe system as well as an overland flow path.

Sub-catchments 4 and 5 (C4 and C5) These sub-catchments lie towards the south-eastern corner of the Yarralumla part of the development area. They consist of road reserves of parts of Denman and Dudley Streets, Yarra Glenn and Cotter Road, and small areas adjoining them. These sub-catchments drain towards a low-point on the northern verge of Yarra Glenn. A pipe runs from this low-point to the pipe system which runs along Yarra Glenn.


Sub-catchment 6 (C6) This sub-catchment covers the open space area enclosed by Kintore Crescent, and Dudley and Novar Streets. This sub-catchment drains towards Novar Street.

Sub-catchment 7 (C7) This sub-catchment largely consists of parts of Cotter Road and Yarra Glenn road reserves. This sub-catchment drains in a westerly direction towards a 450 mm headwall, south of Yarra Glenn.

Sub-catchment 8 (C8) This sub-catchment covers the West Deakin area and includes a bitumen carpark and a part of a bitumen path. This sub-catchment drains towards the Mint Oval.

Figure 6.2: Proposed Sub-catchments


6.2.2. Hydrology

Hydrologic modelling was undertaken to determine the flows at the outlets of the sub-catchments described above, under both existing and post-development catchment conditions. The hydrologic modelling was undertaken using the XP-Rafts program (XP Software 2013). Modelling was undertaken in accordance with the current TaMS Design Standards for Urban Infrastructure (DSUI).

For the existing catchment, imperviousness was estimated from the 2014 aerial image of the catchment . For post-development conditions, impervious component of each sub-catchment was estimated using the Master Plan for the development supplied by the LDA.

The model was run for the 100-year ARI (Average Recurrence Interval), for durations ranging from 10 minutes to 2880 minutes. Peak flows for each sub-catchment outlet were determined for their critical durations.

Peak flows computed at sub-catchment outlets are given in Table 6.1 for existing and post-development conditions. At all sub-catchments, the peak 100-year ARI flows for post-development conditions are higher than the corresponding flows for existing conditions.

Table 6.1: Peak Flows at Sub-catchment Outlets for Existing and Post-Development Conditions

Sub-catchment Area [ha]

100-year ARI Peak Flow [m³/s]

Existing Catchment

Post-development catchment

C1 14.3 2.3 5.6

C2 5.4 1.2 1.9

C3 17.2 3.1 4.7

C4 0.7 0.2 0.26

C5 2.9 0.4 0.6

C6 0.8 0.15 0.32

C7 5.4 1.4 1.6

C8 2.9 0.6 0.9

6.2.2.1. Stormwater Management

Flow Retardation

Further hydrologic modelling was undertaken to determine flood retardation requirements to reduce the post-development 100-year ARI flows to existing 100-year ARI flows for each sub-catchment. Conceptual retardation basins were introduced and were sized to achieve the above flood retardation. The retardation volumes required for reducing the post-development flows to existing levels are given in Table 6.2 for each sub-catchment. As sub-catchment C7 is largely proposed to remain in its current form, there is no retardation proposed for this sub-catchment.


Table 6.2: Retardation Volumes Required for Sub-catchments

Sub-catchment Retardation Volume

Required [m³]

C1 3,400

C2 1,200

C3 3,000

C4 -

C5 1,200

C6 200

C7 -

C8 600

It should be noted that the above retardation volumes are approximate only and exact requirements will be dependent on the site stormwater drainage design, including pipe flow and overland flow rates, pipe invert levels surrounding topography etc. The required retardation volumes may also be reduced by the introduction of rainwater tanks, although rainwater tanks generally have minimal effect on required retardation volumes. There may also be opportunities to achieve some flow retardation on road surfaces and gardens, although these opportunities may also have an insignificant effect compared to the overall sub-catchment retardation requirements. Retardation basins are generally dry and would hold water during runoff events for short periods of time only.

Pipe and Overland Flows

During detailed design of the stormwater drainage for the development, flow carrying capacities of overland flow paths need to be closely examined for sub-catchments C1 and C3. Where the carrying capacity of an overland flow path is found to be inadequate to carry the design overland flow, the pipe system may need to be designed for an ARI larger than the minor system ARI for the development.

6.2.3. Water Quality

Water quality modelling was undertaken using the MUSIC model. The model was run for the post-development conditions. Fine pollutant export loads for the sub-catchments were computed in accordance with Waterways: Water Sensitive Urban Design General Code (ACTPLA, 2007), and are given in Table 6.3.

Table 6.3: Mean Annual Pollutant Loads for Sub-catchments under Post-Development Conditions

Sub-catchment

Post-development Catchment Mean Annual Pollutant Load [kg]

TSS TP TN

C1 10,300 23 78

C2 5,430 5 65

C3 13,300 12 159


Sub-catchment

Post-development Catchment Mean Annual Pollutant Load [kg]

TSS TP TN

C4 332 0.75 6

C5 1,230 3 21

C6 587 1.3 10

C7 2,140 5 37

C8 1,490 4 25

6.2.3.1. WSUD

Fine Pollutants

Additional water quality modelling was undertaken to determine WSUD requirements for the proposed development. WSUD requirements for new development and redevelopment sites are based on minimum retention (% mass) of pollutants generated by the development. The minimum pollutant retention for development sites, as given in Waterways: Water Sensitive Urban Design General Code, are 60, 45 and 40% respectively for total suspended solids (TSS), total phosphorus (TP) and total nitrogen (TN).

Conceptual ponds were incorporated in the model to achieve the required pollutant retention. These conceptual ponds were assumed to have an average depth of 1m and were sized to achieve the minimum pollutant retentions given above. The pond volumes required to achieve the required pollutant retention are given in Table 6.4. As sub-catchment C7 is largely proposed to remain in its current form, there is no WSUD proposed for this sub-catchment, although some minor WSUD measures are likely to be incorporated within it.

Table 6.4: Pond Volumes Required for Sub-catchments

Sub-catchment Pond Volume Required [m³]

C1 3,000

C2 750

C3 3,000

C4 and C5 1,200

C6 250

C7 -

C8 500

The pond volumes in Table 6.4 are approximate only and exact volumes will be dependent on the final development footprint and site stormwater drainage design. Ponds are permanent water bodies which treat urban stormwater by holding it for long periods of time and also offer aesthetic and environmental benefits. It is also worth noting that the WSUD requirements for each sub-catchment


do not necessarily need to be provided by means of a pond. WSUD measures will need to be the equivalent of the above pond volumes, which can be achieved by means of any suitable WSUD measures for the sub-catchment such as bio-retention systems, infiltration systems, rainwater irrigation, wetlands, grass swales etc.

Gross Pollutants and Coarse Sediments

Sub-catchments C1 and C3 are larger than 8 ha in area and are therefore likely to require gross pollutant traps (GPTs), in accordance with TAMS Design Standards for Urban Infrastructure.

Figure 6.3 presents the concept stormwater management and concept WSUD for the development. It is common practice to co-locate a retardation basin and a pond to reduce land-take and to synergise inlet and outlet requirements of the two. However, the road and block layout and site grading may warrant basins and ponds to be separate design elements in some cases.

Figure 6.3: Concept Stormwater Management and Concept WSUD for the Development

6.3. Utilities

ACTEW, NBNCo, ZNX and Telstra advice for services requirements is based on LDA’s proposed yields across the site, which include around 1,885 dwellings and 10,750 m² of commercial space.


Refer to Section 2.1 for a discussion on construction staging, which is required to understand some of the following discussions.

6.3.1. Existing Utility Services

SMEC previously identified existing services within the development area, based on information provided by Dial Before You Dig (DBYD), and a drawing was included in the CB+E Options & Evaluation Report update issued on 17 December 2013. This drawing is shown here as Figure 6.4.

For the purposes of this report, SMEC requested updated plans from DBYD in August 2014 and updated the previously reported data. No upgrades or significant changes in the existing services have been identified, and as a result the findings remain as reported in 2013. These are documented in Table 6.5.

These determined that there are existing tie-ins to water distribution, sewer reticulation, power distribution and telecommunications. The remainder of the study area comprises undeveloped land and road reserves. The undeveloped land has ICON (high security telecommunications) fibre optic cabling crossing the site. These cables are in shared trenching with telecommunications lines and these are estimated to be only about a metre in depth. The road reserves within the study area (Cotter Road, Yarra Glen, Adelaide Avenue and Dudley Street) have street lighting leading to the nearby residential areas.

Table 6.5: Summary of Existing Services

Utility Service

Canberra Brickworks Remainder of the Study Area

ICON No facilities in area.

1,080 m of fibre optic cabling runs from Yarralumla Creek to Denman Street.

Another 1,301 m of fibre optic cabling is located in a shared trench with AAPT (as stated again in the AAPT row and TransACT row of this table).

ActewAGL Sewer

90 m long sewer connection line crosses the brickworks property boundary in its northwest corner.

No facilities in area.


Utility Service



Approximately 200 m of high voltage overhead power lines feed electricity to the brickworks (southern-most buildings only) originating from the corner of Woolls Street and Denman Street.

13 m of abandoned underground high voltage power cabling runs between two of the southern-most buildings in the brickworks.

Approximately 3,160 m of high voltage overhead power lines are located within the undeveloped project area. Most of this is found along road edges, however there is a 560 m length which connects from north to south through Curtin, and there is a 289 m section which runs between Dudley Street and Denman Street.

Approximately 270 m of underground low voltage cabling is located in Cotter Road, between Lady Denman Drive and McCulloch Street.

There is over 8 km of underground streetlight power supply cabling which is located along road edges only. There is an additional 850 m of abandoned streetlight power cabling located along various road edges.

ICON Water

650 m of water supply with a diameter of 100 mm delivers water to the brickworks buildings originating from the corner of Woolls Street and Denman Street.

1,750 m of water supply with diameters varying from 100-225 mm are located in the project area. 1,135 m of this piping is located along road edges. The remaining 615 m is located in open areas.

A bulk distribution line (450 mm) follows the bridge over Adelaide Avenue, along Kent Street and Novar Street.

Telstra

300 m of Telstra conduit is located within the brickworks property, although it is not in close proximity to any buildings.

230 m of this conduit is located within the property boundary (less than 10 m).

The remaining 90 m is located within the brickworks block.

3,010 m of Telstra conduit is located within the project area (not including brickworks). Most of which is located along road edges (Cotter Road, Dunrossil Drive, Dudley Street, Novar Street).

There is approximately 600 m of conduit just below the southeast corner of the Uniting Church. This trench is not along a road edge.

Optus No facilities in area.

Optus has one length of cabling which is within the project area. This is a 230 m length of cabling which runs across the bridge over Adelaide Avenue and continues north and south along Novar Street and Kent Street, respectively.


Utility Service


TransACT No facilities in area.

A 230 m length of cabling runs across the bridge over Adelaide Avenue and continues north and south along Novar Street (where it becomes underground cabling) and Kent Street respectively.

TransACT also shares a trench with ICON and AAPT for 1,301 m.

AAPT No facilities in area.

Approximately 1,300 m of conduit is located within the project area, primarily running along the southern edge of the project. All of this cabling is shared with ICON and TransACT (as stated again in the ICON row and TransACT row of this table).

Jemena Gas

No facilities in area.

850 m of 63 mm gas supply lines and 255 m of 110 mm gas is located within the project area. All of this piping is located along road edges, in Novar Street, Dudley Street, and Lady Denman Drive.


Figure 6.4: Existing Services Conditions


6.3.2. Proposed Utility Services

6.3.2.1. Water

ICON Water has provided preliminary advice for CB+E requirements based on the revised Master Plan yields.

CB+E is close to the boundary between the South Canberra and Woden Low water pressure zones. Based on these conditions, ICON Water advised that CB+E will be supplied from the South Canberra zone, which is located at an approximate of RL 655. This will require reconfiguration of the interface between the two pressure zones to ensure that the entire precinct is supplied from South Canberra. The works will include new connections and the provision of zone valves in accordance with current standards.

ICON Water estimated that CB+E will attract a fire Risk Category of F4 (60 L/s) and advised that to supply the 60 L/s with a minimum residual head of 10 m, an upgrade of the mains feeding the area will be required (Denman Street to 225 mm diameter and possibly an additional connection to Lane Poole Place.) In addition, ICON Water envisages that all mains within the development will be a minimum of 150 mm diameter.

The requirement to upgrade the existing water main in Denman Street has not previously been communicated to SMEC. This item will therefore need to be added to the cost estimate. However, consideration for 150 mm water supply mains throughout the development has already been incorporated in the construction estimate.

6.3.2.2. Sewer

ICON Water advised that CB+E would drain to two distinct catchments; northern and southern as shown in Figure 6.5. The sewerage catchment boundaries and drainage directions are shown in red. Based on these conditions, the northern part will drain via the existing sewer through the Royal Canberra Golf Course (RCGC) to the Molonglo Outfall Sewer (MOS). The sewer serving catchment 4 is nearing capacity and may require upgrade. The southern part will drain to the Woden Valley Trunk Sewer (WVTS).

The water supply catchment boundary runs approximately north east to south west as shown in Figure 6.5 in blue. The entire CB+E development will be located within the South Canberra (SCAN) pressure zone. Some Woden Low Zone mains lie within the CB+E site. These will need to be removed and replaced and new zone valves provided. Dunrossil Drive and Government House will remain in the Woden Low zone (WODLOW).


Figure 6.5: Sewerage Catchments (red) and Water Supply Zones (blue) (Source: ICON Water)

Furthermore, ICON Water advised that both the MOS and the WVTS are nearing capacity, and as a result it would be preferred that as much flow as possible is directed to the MOS. This northern catchment connection to the MOS can take effect through two options, which have not been considered in detail for the purposes of this report. Options will need to be investigated during design development in close consultation with ICON Water.

For the southern catchment, ICON Water advised that connection to the WVTS can run along Yarra Glen, connecting to an existing sewer from Hughes before it passes under Yarralumla Creek. This sewer connection has previously been identified and incorporated in the cost estimate.


6.3.2.3. Electricity

An application was submitted to ActewAGL Enworks to obtain Preliminary Network Advice (PNA) in relation to the development.

To assist with the electricity requirements, SMEC engaged the services of Rudds Consulting Engineers to determine the maximum demand calculations for the development.

Calculations will vary when dwelling numbers for each CB+E block are finalised.

The estimates for the residential area are based on the AS/NZS 3000 maximum demand table, and an allowance of 100 VA/m² has been adopted for the commercial area.

Following the calculations from Rudds, preliminary advice was obtained from ActewAGL Enworks who advised that CB+E can be serviced by the existing electricity distribution network. However, the proposed development will require the following:

Relocation or removal of existing electricity assets to allow for this development

Implementation of distribution substations, however the final number and location will depend on the timing that the various blocks are developed and the demand from these blocks.

To avoid any uncertainty and ensure the supply needs of any given block can be met, ActewAGL Distribution requires that space (typically 5 m × 7 m) be allocated for a distribution substation on each block.

New 11kV underground cable and connections to existing network are required as illustrated in the concept plan provided by Enworks shown in Figure 6.6.

The advice above has been based on the current CB+E Master Plan, present network conditions and spare capacity. These can and will vary at the time of development.


Figure 6.6: Concept Plan of Electricity Supply (Source: ActewAGL Enworks – updated by SMEC)

6.3.2.4. Street Lighting

According to DBYD plans, there is one underground streetlight cable serving the carpark that is currently situated in the eastern end of Block 4, Section 65 Deakin, along Denison Street. The carpark will be removed during the West Deakin development works and the streetlight cable does not need to be realigned or replaced prior to release of the site.

6.3.2.5. Gas

Recommendations from ZNX to service the development have been represented in the concept plan included in Figure 6.7.

The gas services scope includes relocation of existing 63 mm PE 210 kPa gas main from Dudley Street/Dunrossil Drive and upsize to 110PE (highlighted in pink) to allow for the 32 N (yellow) and 50 N (green) service lines.

This advice has been updated to meet the requirements of the current CB+E Master plan.

Proposed 11kV

Existing Network


Figure 6.7: Concept Plan for the Approximate Location of Gas Network to Service the Proposed CB+E Development (Source: ZNX)

6.3.2.6. Communications

Telecommunication utilities will be provided by TransACT, with the National Broadband Network (NBN) possibly also provided, subject to timeframes of the development of the NBN. Telecommunication utilities would be provided from within street verges as per ACT standard practice.

NBNCo has advised that separate applications will be required for every development stage, inclusive of plans for the overall final development. Telstra and future NBN provision can be accommodated through shared trench design following finalisation of the road design layout.

The accuracy and/or completeness of the information supplied by Telstra (particularly in relation to precise location of its assets) cannot be guaranteed, as property boundaries, depths and other natural landscape features may have changed over time. Accordingly the plans are indicative only.

6.3.3. Summary

The services requirements presented in this report are preliminary only. Further contact with the service providers during or after the detailed design stage is recommended to determine final connection requirements.

A summary of preliminary advice from services providers regarding CB+E services requirements is presented in Table 6.6.


The development requires the relocation of existing services to the perimeter of the study area or within the new road layout of CB+E.

Table 6.6: Summary of Impacts to Utility Services

Utility Service

Impacts and/or Proposed Measures

ICON ICON to be relocated in Stage 1

ActewAGL Sewer

The northern part will drain via the existing sewer through the Royal Canberra Golf Course (RCGC) to the Molonglo Outfall Sewer (MOS).

The southern part will drain to the Woden Valley Trunk Sewer (WVTS).

Both connections are required in Stage 1


Relocation/ Removal of existing assets in each stage.

ICON Water

Reconfiguration between the South Canberra and Woden Low Pressure Zones.

Precinct to be supplied from the South Canberra Zone. This will require new connections and the provision of Zone Valves.

Upgrades to the main in Denman Street to 225 mm diameter and possibly an additional connection; will be needed to meet the fire risk category of F4 (60 L/s) in Stage 1

All mains within the development to be 150 mm diameter minimum.

Telstra/ NBNCo

Further advice to be obtained from NBNCo for each stage

Services for Telstra and NBN to be accommodated within a shared trench

Gas Relocation of existing 63 mm PE 210 kPa from Dudley Street/Dunrossil

Drive and upsize to 110 mm PE to allow for the 32 N and 50 N service lines.


7. CONCLUSIONS

7.1. Road Network and Parking

The CB+E Master Plan includes the re-alignment of Cotter Road and the introduction of a full diamond interchange, providing full movement access between Cotter Road, Adelaide Avenue, Yarra Glen and West Deakin via an extension of Cotter Road to Denison Street. The current interchange allows only eastbound and westbound traffic between Cotter Road and Adelaide Avenue. The additional Denison Street link is included because without it, traffic between Cotter Road and West Deakin will use CB+E development via Brickworks Road and Central Street, as these effectively replace the existing Dudley Street link.

Three development stages are proposed. Stage 1 includes realignment of Cotter Road, construction of the full diamond interchange, partial development of the western part of the CB+E road network (including Brickworks Road) and signalisation of three intersections on Kent and Novar Streets. Also included in Stage 1 are the development of Denman Street Park, utility services relocations and the retention of Dudley Street, including its extension to meet the realigned Cotter Road.

Stage 2 includes the completion of the southern roads of the CB+E road network, with the exception of Quarry Ridge Road. It thus requires the removal of Dudley Street, however with Brickworks Road connected to Denman Street and the Cotter Road – Adelaide Avenue/Yarra Glen interchange operational, the eventual removal of Dudley Street is not anticipated to cause any traffic issues.

Stage 3 adds Quarry Ridge Road, connecting Brickworks Road/Denman Street to Bentham Street. This provides an additional alternative for Yarralumla traffic to bypass CB+E, for example traffic to and from the Yarralumla shops.

In summary, the following are the main road network improvements being proposed:

Construction of a full diamond interchange at the Cotter Road – Adelaide Avenue/Yarra Glen intersection.

Introduction of a new signalised intersection between Cotter Road and Brickworks Road, which effectively replaces the existing Cotter Road intersections with Dudley Street and Dunrossil Drive.

Introduction of new connections between the proposed CB+E development and the existing Yarralumla street network.

Signalisation of three intersections on Kent and Novar Streets.

Parking for residential, commercial and retail developments within the CB+E is expected to be provided in accordance with the ACT Parking and Vehicular Access General Code. On-street parking will be available throughout the development and additional public parking will also be provided at specific sites.


7.2. Traffic and Transport

The traffic and transport modelling indicates that traffic on the existing Cotter Road – Adelaide Avenue on-ramp is likely to reach highly congested levels in the near term. This will have run-on effects on Dudley Street since it provides an alternative route. The strategic transport modelling shows that the eastbound traffic from Cotter Road to Adelaide Avenue also causes Dudley Street to operate above its capacity in 2021. Most of Dudley Street will be removed as part of the ultimate CB+E development, while the ongoing duplication of Cotter Road increases the potential eastbound traffic volume approaching the area, and as such it was necessary to investigate improvements to the road network to mitigate this.

Currently, Cotter Road traffic destined for Yarralumla and West Deakin must use Dudley Street, and without external road network connectivity improvements, this traffic would be forced to travel through the middle of the CB+E development, even though it is unrelated to the development. The construction of a full diamond interchange connecting Cotter Road to Adelaide Avenue, Yarra Glen and Denison Street will greatly improve network connectivity and allow traffic on Cotter Road to access West Deakin directly. The connections of Brickworks Road to Denman Street, and in Stage 3 Quarry Ridge Road to Bentham Street, provide a bypass around the CB+E development for traffic heading to and from Yarralumla. Finally, the urban design of the CB+E roads discourages rat-running. The strategic model outputs show that these design elements minimise the amount of traffic within the CB+E development’s local roads.

That CB+E development requires new signalised intersections and for a number of existing intersections to be upgraded to signal control. The intersection modelling suggests that this provides an overall improvement for the performance of each intersection, however the micro-simulation modelling indicates that it does lead to lower average speeds for some of the major routes through the area. On the other hand, the improved connectivity greatly shortens some of these routes, and there are improvements to the performance on some of these routes.

The proposed development area currently has limited access to public transport, however once the Adelaide Avenue Bus Stop is constructed as part of CB+E Master Plan Stage 2, most of the development will have good access to the Blue Rapid trunk bus service. In addition, the proposed Peak Express route from Molonglo to Civic will provide good access to residents in the western part of the development if a new bus stop is constructed on Cotter Road. A Park & Ride facility can potentially be included within the Deakin side of the development to complement the proposed Adelaide Avenue Bus Stop.

The relatively central location of the development offers opportunities for non-motorised transport, particularly cycling. At present, walking and cycling facilities are not provided in the CB+E area, which is currently undeveloped. All roads in the development area will allow for on-road cycling, but the proposed road hierarchies do not require marked cycle lanes. All roads will have shared paths on both sides of the road. Wide shared paths connected to the current trunk shared path network will be provided on both sides of Brickworks Road and Central Street.


7.3. Civil Infrastructure

The earthworks and site grading modelling indicates that most of the cut material generated by site development can be reused as fill onsite, and the total surplus of cut material is estimated to be 10,000 m³.

The stormwater issues are believed to be manageable. Apart from the old brickworks site, the catchment covering the development area is predominantly open areas. Eight sub-catchments were delineated based on survey information and made to align with the layout of the CB+E Master Plan. No major issues are anticipated in the design of necessary stormwater management, water quality and WSUD measures. Two of the sub-catchments are larger than 8 ha in area and will require gross pollutant traps.

The necessary relocation of utilities, as required, has been considered in the preliminary investigations. According to information provided by DBYD, there are existing tie-ins to water distribution, sewer reticulation, power distribution and telecommunications. The remainder of the study area comprises undeveloped land and road reserves. The undeveloped land has ICON (high security telecommunications) fibre optic cabling crossing the site. These cables are in shared trenching with telecommunications lines and these are estimated to be only about a metre in depth. The road reserves within the study area (Cotter Road, Yarra Glen, Adelaide Avenue and Dudley Street) have street lighting leading to the nearby residential areas.


APPENDIX A INTERSECTION TURNING MOVEMENT COUNTS

A.1. Weekday AM Peak

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | ii

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | iii

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | iv

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | v

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | vi

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | vii

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | viii

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | ix

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | x

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xi

A.2. Weekday PM Peak

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xii

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xiii

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xiv

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xv

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xvi

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xvii

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xviii

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xix

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xx

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xxi

A.3. Weekend Midday Peak

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xxii

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xxiii

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xxiv

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xxv

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xxvi

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xxvii

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xxviii

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xxix

CB+E Traffic, Transport and Infrastructure Assessment; Revision 2; 17/02/2015 | The SMEC Group | xxx

Document/Report Control Form


DOCUMENT/REPORT CONTROL FORM

File Location Name:

X:\PROJECT\3002363 Traffic Minor Projects 2013-14\103 - Canberra Brickworks\Variation 11 - Model Re-Run\037 Reports (Outgoing)\3002363.103.V11 TTI Assessment Report Rev2.docx

Project Name: Canberra Brickworks and Environs (CB+E) Traffic, Transport and Infrastructure Assessment

Project Number: 3002363.103 Var10

Revision Number: 2

Revision History

Revision # Date Prepared by Reviewed by Approved for Issue by

0a 23/01/2015 Lindsay Jacobsen Jerome Catbagan Jerome Catbagan

1 10/02/2015 Lindsay Jacobsen Jerome Catbagan

Tim Chapman Tim Chapman

2 17/02/2015 Lindsay Jacobsen Jerome Catbagan Jerome Catbagan

Issue Register

Distribution List Date Issued Number of Copies

Land Development Agency (LDA) 17/02/2015 (Electronic)

Office Library: Canberra

SMEC Project File

SMEC Company Details

Tim Chapman

Suite 2, Level 1, 243 Northbourne Avenue, Lyneham, ACT 2602

Tel: +61 6234 1900 Fax: +61 6234 1966

Email: [email protected] Website: www.smec.com

The information within this document is and shall remain the property of SMEC Australia Pty Ltd.

mailto:[email protected]

http://www.smec.com/

CB+E Traffic, Transport and Infrastructure Assessmentsuburbanland.act.gov.au › uploads ›...

Documents

Transcript of CB+E Traffic, Transport and Infrastructure Assessmentsuburbanland.act.gov.au › uploads ›...