Herdsman Glendalough Integrated Transport Plan

Herdsman Glendalough Integrated Transport Plan

CITY OF STIRLING

Herdsman Glendalough Integrated Transport Plan

1 | Final Report Rev 1

10 September 2014

Herdsman Glendalough Integrated Transport Strategy

1 PAGE i


Project no: PB50616

Document title: Herdsman Glendalough Integrated Transport Strategy

Document no: 1

Revision: Final Rev 1

Date: 28/3/14

Client name: City of Stirling

Client no: -

Project manager: Richard Isted

Author: Emmerson Richardson / Richard Isted

File name: http://dmca-

apac.skmconsulting.com/sites/PB50616/DmcaConsult/Deliverables/Reports/PB50616

Herdsman Glendalough Integrated Transport Strategy.docx

Jacobs

ABN 37 001 024 095

11th Floor, Durack Centre

263 Adelaide Terrace

PO Box H615

T +61 8 9469 4400

F +61 8 9469 4488

www.globalskm.com

COPYRIGHT: The concepts and information contained in this document are the property of Jacobs. Use or copying of this document in whole or

in part without the written permission of Jacobs constitutes an infringement of copyright.

Document history and status

Revision Date Description By Review Approved

Rev A 21/2/14 Preliminary Draft Report Emmerson Richardson and Richard Isted K Weaver

Final 28/3/14 Final Emmerson Richardson and Richard Isted E Richardson K Weaver

Final Rev1 10/04/14 Final Rev 1 Emmerson Richardson and Richard Isted S Kreemer

Pickford

S Kreemer

Pickford


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Contents

1. Overview ..................................................................................................................................................... 1

2. Previous studies ........................................................................................................................................ 2

2.1 Stirling City Centre Draft Public Transport Strategy (GHD, 2013) .................................................................................................. 2

2.2 Stirling City Centre Alliance Integrated Transport Strategy (GHD, 2013) ....................................................................................... 3

2.3 Stirling City Centre Long Term Transport Plan (Stirling City Centre Alliance, 2009) ...................................................................... 4

2.4 Stirling City Centre Cycling Plan (SKM, 2010) ................................................................................................................................ 6

2.5 Scarborough Beach Road Activity Corridor Transport Plan (SKM, 2010) ...................................................................................... 7

2.6 Main Street Draft Road Reservation Widening Evaluation ............................................................................................................. 8

2.7 SKM Herdsman Business Park and Glendalough Station Transport Strategy, September 2010................................................... 9

3. Structure plan development ................................................................................................................... 10

3.1 Transport trends and implications for Herdsman Glendalough structure planning ....................................................................... 10

3.2 High level access and parking principles ...................................................................................................................................... 14

3.3 Integrated transport plan components for the Herdsman Glendalough structure plan area ......................................................... 15

4. Strategy One - Get more people using public transport ..................................................................... 17

4.1 Objective ....................................................................................................................................................................................... 17

4.2 Guiding principles ......................................................................................................................................................................... 17

4.3 Key components of the public transport strategy .......................................................................................................................... 17

5. Strategy Two – Get more people cycling and walking ........................................................................ 19

5.1 Objective ....................................................................................................................................................................................... 19


5.3 Key Components of the walking and cycling strategy................................................................................................................... 19

6. Strategy Three – Create a more permeable street network to increase road capacity .................... 21

6.1 Objective ....................................................................................................................................................................................... 21


6.3 Key components of the permeable street network strategy .......................................................................................................... 21

7. Strategy Four – Manage demand for car travel through parking policies ......................................... 23

7.1 Objectives and background .......................................................................................................................................................... 23


7.3 Key Components of the parking strategy ...................................................................................................................................... 24

8. Modelling and transport plan assessment ........................................................................................... 27

9. Conclusions ............................................................................................................................................. 31

Appendix A. Intersection Analysis


1

1. Overview

The Herdsman Glendalough area is located in the City of Stirling, adjacent to Herdsman Lake. The area

currently consists of mainly commercial and bulky goods uses. Over time this area is planned to change to a

mix of office, commercial and residential uses. The area is bisected by the Northern Suburbs railway and the

Mitchell Freeway; and accesses to both infrastructures are contained.

The transport planning system plays a critical role in the development of the region as a whole; and without an

efficient, adaptable transport system that addresses issues associated with short trips, establishing the densities

of activities within the area will be difficult to achieve without careful management.

A number of previous studies prepared for the City of Stirling relevant to this study have been reviewed and key

elements are highlighted in Section 2.

This document outlines four key strategies that will allow careful management of all modes; these are:

A series of high level access and parking principles were identified to guide development of the Integrated

Transport Strategy. These principles had much in common with the concurrent studies for the Stirling City

Centre and Scarborough Beach Road. Sections 4 to 7 of this report highlight the principles relevant to each of

the above strategies respectively.

Strategy One: Get

more people

using public transport

Strategy Two: Get more people walking

and cycling

Strategy Three:

Improve Accessibility

and Mobility

Strategy Four: Manage demand

though parking policy


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2. Previous studies

A number of transport studies have been carried out in the sub-region in recent years. This section outlines the

key outcomes and issues as they relate to the Herdsman Glendalough area.

2.1 Stirling City Centre Draft Public Transport Strategy (GHD, 2013)

The key recommendation from this study is to linkStirling and Glendalough rail stations by light rail along

Scarborough Beach Road. In the longer term there are options to extend the light rail to Scarborough via

Scarborough Beach Road and south to Subiaco. The schematic plan is shown in Figure 1.

Figure 1 : Long Term Public Transport Strategy (GHD, 2013)

(Source: Stirling City Centre Draft Public Transport Strategy (GHD, May 2013))


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The recommended plan is consistent with the draft public transport plan for Perth 2031, shown in Figure 2.

Figure 2 : Public Transport Masterplan – Ultimate Network for 3.5 Million

(Source: Public Transport for Perth 2031 (Department of Transport, 2011))

2.2 Stirling City Centre Alliance Integrated Transport Strategy (GHD, 2013)

A suite of documents were prepared by GHD in May 2013, under the heading of integrated transport strategy.

Essentially they focussed on the future Stirling City Centre with a commercial floor space of 970,000 m2 and a

residential population of 25,000 people (currently 3,800).

The reports note the target mode share for the city centre to be:

Car driver 35%;

Car passenger 15%;

Public transport 18%; and

Walking and cycling 32%

To achieve these mode shares at full development of the centre, the report supports a sustainable mode based

transport system to support the city centre, which includes:

Public transport strategy;

Road network improvement strategy;

Bicycle network improvement strategy;

City centre walking strategy; and

Demand management, access and parking strategy.

.


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2.3 Stirling City Centre Long Term Transport Plan (Stirling City Centre Alliance, 2009)

The Stirling City Centre long-term transport plan is shown in Figure 3. The objective of this plan is to provide a

finer grained network that provides more options for drivers and avoids a concentration of traffic at bottlenecks

that contribute to congestion. It is designed to:

Provide better access to and across the Mitchell Freeway;

Provide better access between Innaloo and Osborne Park, north of Scarborough Beach Road;

Provide better access across Scarborough Beach Road between Innaloo and Glendalough;

Enable Stephenson Avenue to be a City Centre Road with good pedestrian amenity; and

Provide better access for Light rail from Stirling Station to Glendalough Station

Along with a managed motorway system on the Mitchell Freeway, this network is anticipated to greatly improve

accessibility in the region, including the Herdsman Glendalough region.


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Figure 3 : Stirling City Centre Long Term Transport Plan


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2.4 Stirling City Centre Cycling Plan (SKM, 2010)

The Stirling City Centre cycling plan was designed to improve accessibility for cyclists to and within the more intensely developed region in the future. Based on best-practice European experience, it is designed to increase cyclist mode share of travel from under 2% at present to between 10% and 15% as the area reaches full development. The proposed cycling network, including modifications made as part of the Herdsman Glendalough structure planning is shown in Figure 4.

Figure 4 : Stirling City Centre Bicycle Network Plan


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2.5 Scarborough Beach Road Activity Corridor Transport Plan (SKM, 2010)

The vision for Scarborough Beach Road adopted by the City of Stirling and the Department of Planning is to

transform Scarborough Beach Road into an activity corridor where:

The barrier effect of traffic is reduced;

The street is safe and comfortable to ;use by all transport modes, including pedestrians, cyclists and public

transport users;

A high frequency public transport system operates in an efficient manner;

A significant level of traffic continues to use the street for access to adjacent mixed uses, but at a low

speed;

There are frequent opportunities for pedestrians to access public transport stations and to cross the street

to access shops, restaurants or businesses; and

The street becomes known for movement and vibrancy of people rather than for the movement of vehicles

and associated segregation.

The key recommendations for Scarborough Beach Road through the Herdsman Glendalough area were:

A dedicated transit way for light rail be provided along the centre of Scarborough Beach Road;

Copenhagen style off-street cycle paths be provided along Scarborough Beach Road;

The street be designed for a speed limit of 50 kph, suitable for an activity corridor with public transport and

high pedestrian usage;

Provision of rear laneways to provide access to properties fronting Scarborough Beach Road; and

Additional traffic signals are provided at Sundercombe Street and Drake Street to provide opportunities for

crossing traffic and to enable safe access to the light rail stops.

The proposed cross section for Scarborough Beach Road within a future road reservation of 42 m is shown in

Figure 5.


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Figure 5 : Proposed cross section for Scarborough Beach Road through Herdsman Glendalough

The WAPC has subsequently adopted the recommended SBR Activity Corridor framework to guide structure

planning for the Scarborough Beach Road activity corridor area. It has also advised that an MRS amendment

will be required to modify the current road reservation to 39.5 m (Main Street to Mitchell Freeway) and 42.0 m

(Mitchell Freeway to King Edward Road).

2.6 Main Street Draft Road Reservation Widening Evaluation

In 2004, SKM undertook a preliminary evaluation of the following three options for the layout of Main Street

between Hutton Street and Scarborough Beach Road:

Option 1 Do nothing (four lane undivided road) – 20 m road reservation;

Option 2 Boulevard treatment (one lane in each direction with landscaped median and cycle lanes) –

20-23 m road reservation; and

Option 3 Dual carriageway with landscaped median – 30 m road reservation


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The options were assessed against the following criteria that were weighted by the City of Stirling

Criterion Weighting

1. Level of Service for vehicles travelling along Main Street 17.5%

2. Impact on Public Transport, Walking and Cycling 16.6%

3. Road Safety 30.8%

4. Streetscape and Landscaping 11.7%

5. a) Impacts Associated with Land Purchase 9.2%

b) Benefits or Impacts of Changed Access Arrangements 10.0%

c) Noise Impact at Adjacent Properties 4.2%

It was concluded that both Options 2 and 3 were a significant improvement on the do nothing option. It was

considered that Option 2 was likely to result in the best value for money with less disruption to access to private

properties and less requirement to acquire private land.

No modelling of future traffic volumes along Main Street was undertaken and the City of Stirling did not progress

the study beyond draft status.

2.7 SKM Herdsman Business Park and Glendalough Station Transport Strategy, September 2010

SKM was appointed by the City of Stirling to address current and future transport challenges in the Herdsman

Glendalough area to provide for a more than doubling of workers in the area. The key strategies proposed

were:

Get more people using public transport;

Get more people cycling and walking;

Develop more permeable street networks to increase road network capacity; and

Manage demand for car travel through parking policies, motorway management etc.

These strategies were discussed with residents and businesses in the area at a number of workshops, prior to a

transport strategy being developed.

A transport strategy was developed for the Herdsman Business Park and Glendalough Station area, as part of a

concept structure plan and was adopted by the Stirling City Council in 2011.


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3. Structure plan development

There has been extensive consultation and engagement since 2008 with the community, landowners and

government agencies in development of the Herdsman Glendalough Structure Plan. The key steps in

development of the structure plan from a transport perspective were:

Assessment of transport patterns and trends, particularly as it relates to mixed use areas in proximity to

high quality public transport;

Understanding the proposed mix of residential and non-residential uses and how this is likely to encourage

greater use of walking and cycling as a primary transport mode;

Consideration of the previous transport studies for Scarborough Beach Road and the Stirling City Centre;

Development of a more permeable street networks, particularly as it relates to crossing of Scarborough

Beach Road; and

Development of mode share targets for travel to/from the structure plan area, based on a realistic road

network capacity to, from and within the structure plan area.

3.1 Transport trends and implications for Herdsman Glendalough structure planning

For the last half of the 20th century there was a continuous increase in car driving in most OECD countries, with

an associated decline in walking, cycling and public transport usage. This resulted in growing congestion on the

road system. There is now strong evidence that this trend changed at the beginning of the 21st century. Over

the past ten years car driver trips per person has declined in almost every OECD country (refer Figure 6).

Figure 6 : Annual car usage per person

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4

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8

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12

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16

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1989 1992 1995 1998 2001 2004 2007 2010 2013

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Source: International Transport Firm, 2011

There are a wide range of factors that have caused this significant change in travel patterns that are discussed

more fully in a paper presented to the AITPM conference in Perth in 2013 by Richardson and Elaurant. They

include:

Congested streets are making car driving less attractive;

Improved public transport systems with higher frequency services along priority routes are a more

attractive travel alternative;

Price factors such as increased petrol price and higher parking fees are influencing travel behaviour;

Young people are driving less; they are substituting some travel for electronic communications or travelling

by public transport where they can communicate en route by electronic devices; and

Many young people appreciate the growing inconvenience of driving and owning a car. Insurance fees are

increasing and it is becoming more difficult to obtain a driving licence. There has been a substantial

decline in young people with a driving licence.

Figure 7 shows how car driving per person has declined in every Australian city.

Figure 7 : Car driving trends in Australian cities

In Perth, car driving per person has declined by more than 15% between 2004/05 and 2011/12.

These trends are confirmed by the ABS journey to work statistics that are produced every 5 years. Table 1

shows that car driver mode share in Perth and Peel declined between 2001 and 2006 and more so between

2006 and 2011.


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Table 1 : Journey to Work Mode Change between 2001 and 2011 for Perth and Peel

Mode Change

2001 – 2006

Mode Change

2006 – 2011

Mode Change

2001 – 2011

Car Driver - 1.2% - 3.9% - 5.0%

Car Passenger 0% - 8.7% - 8.7%

Public Transport + 11.1% + 25.9% + 40.0%

Walking + 11.8% + 11.7% + 24.9%

Cycling + 4.5% + 11.2% + 16.2%

Figure 8 shows that whilst the mode share for public transport for journey to work increased by 40% from 2001

to 2001, the actual journeys doubled.

Figure 8 : Public Transport in Perth Mode Share Usage (Journey to Work)

Source: ABS Journey to Work Statistics

Table 2 shows that car driver mode share has declined more in inner areas of Perth than outer areas and

cycling has increased much more in inner areas, whilst public transport mode share has increased by between

40% and 45% in all areas.

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Table 2 : Journey to work mode share changes by region

2011 Populati

on

2001 Mode Share 2011 Mode Share (Growth for 2011)

Car Driver

Public Transport

Bicycle Car

Driver Public

Transport Bicycle

Inner Councils

(Vincent, South Perth, Victoria Park, Subiaco, Cambridge)

149,966 70.5% 12.6% 2.5% 63.3% (-9%)

17.8% (+43%)

3.8% (+50%)

Middle Councils

(Stirling, Melville, Cockburn, Canning)

466,899 77.4% 9.1% 1.1% 73.9% (-6%)

13.2% (+45%)

1.4% (+25%)

Outer Councils

(Joondalup, Kwinana, Rockingham) 285,788 78.1% 9.0% 0.6%

73.9% (-5%)

12.6% (+40%)

0.6% (0%)

Edge Councils

(Mandurah, Swan, Armadale, Wanneroo)

392,737 78.2% 6.7% 0.65% 75.9% (-3%)

9.7% (+45%)

0.5% (-23%)

Perth and Peel Metro Area 1.83M 76.8% 9.0% 1.1%

72.9% (-5%)

12.6% (+40%)

1.3% (+18%)

Source: ABS Journey to Work Data

Other than Perth City, the City of Subiaco has one of the lowest car driver mode shares in Perth. In 2011, the

car driver journey to work mode share in Subiaco was 28% lower than the Perth Metropolitan area average.

Subiaco is in an area that is well served by public transport that has a well-connected street network that

provides opportunities for travel by a range of transport modes. There is a range of residents and jobs in the

area, a significant proportion of which can be described as transit oriented development. Table 3 compares the

mode share by different transport modes in Subiaco compared to the Perth Metropolitan average.

Table 3 : Mode Shares in City of Subiaco compared to Perth metropolitan area average 2011

Travel Mode City of Subiaco Perth Metropolitan Average Ratio City of Subiaco to Perth Average

Car driving 52.8% 72.9% 0.72

Car passenger 5.3% 6.4% 0.83

Public transport 20.9% 12.6% 1.66

Walking 12.4% 2.8% 4.43

Cycling 5.3% 1.3% 4.08


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Source: ABS Journey to Work Statistics

The journey to work statistics for Subiaco show that places with a mix of housing and jobs in close proximity to

an area well-served by public transport and with reasonable bicycle infrastructure will have quite different travel

patterns than suburbs developed primarily to cater for car use.

The relevance of this travel trend data for the Herdsman Glendalough area can be summarised as follows:

Car driving mode share in Perth has declined by 5.0% from 2001 to 2011. 3.9% of this decline occurred

between 2006 and 2011, indicating an accelerating trend. If these trends continue, car driving per person

in Perth could reduce by between 10% and 20% by 2031;

If the Herdsman Glendalough area is developed as proposed in the structure plan as a mixed use area with

excellent public transport and excellent cycling networks, it can be expected that car driver use in the area

could reduce by a further 20% to 30% based on the Subiaco comparison; and

The combined impact of the general trend to lower car driving and comparative lower car driving rates in

mixed use areas well served by public transport and with good cycling infrastructure could see car driving

per person in Herdsman Glendalough reduce by between 35% and 40%.

This would suggest that a future car driver mode share of about 40% for Herdsman Glendalough is likely to be a

realistic prospect given the current car driver mode share in the City of Stirling is about the metropolitan average

of 57% to 58% (2003 – 2006 PARTS survey).

3.2 High level access and parking principles

A series of high level access and parking principles were identified to guide development of the Integrated

Transport Strategy. These principles had much in common with the concurrent studies for the Stirling City

Centre and Scarborough Beach Road and were presented for discussion at a number of community and

landowner workshops. The eleven access and parking principles that have been used in development of the

structure plan are:

Principle One: Manage congestion through the provision of a wide range of transport choices and high

degree of accessibility within the Herdsman Glendalough area;

Principle Two: Develop a finer grained street network for walking, cycling and cars with clearly defined

external links to the wider transport network;

Principle Three: Effectively manage scarce resources (including road reserves) through prioritising

infrastructure;

Principle Four: Develop a high capacity, high frequency public transport system connecting the area with

Glendalough and Stirling stations and the Stirling City Centre;

Principle Five: Make sure that new development in Herdsman Glendalough proceeds concurrently with

enhancement of public transport services;

Principle Six: Provide priority for public transport vehicles along a range of routes to, through and from the

Herdsman Glendalough area;

Principle Seven: Provide a network of safe, convenient cycling routes to, through and from Herdsman;

Principle Eight: Make sure walking is an attractive option for short trips by providing a safe secure,

comfortable and attractive network of walking routes, incorporating legible connections with train stations

and other public transport;

Principle Nine: Limit parking to match the capacity of the road system;

Principle Ten: Maximise the proportion of public parking in the overall parking supply; and

Principle Eleven: Provide public parking at dispersed locations within the area.


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3.3 Integrated transport plan components for the Herdsman Glendalough structure plan area

Jacobs (known as SKM prior to June 2014) have worked with Taylor Burrell Barnett and the City of Stirling in

the development of the Herdsman Glendalough structure plan. Transport planning input to the structure plan

development has included:

Transport planning undertaken by Jacobs, City of Stirling, Department of Planning, Department of

Transport to prepare the Scarborough Beach Road Activity Corridor Framework;

Transport planning undertaken for the Stirling City Centre Alliance by a variety of consultants in

collaboration with the City of Stirling and state agencies;

Transport planning undertaken by Jacobs and Hassell to develop the concept structure plan; and

Transport planning undertaken by Jacobs specifically for the Herdsman Glendalough area in collaboration

with Taylor Burrell Barnett and the City of Stirling. This planning has included numerous workshops during

which preliminary concepts were developed and discussed with community representatives, including

residents and business operators and owners. Feedback received at these workshops was considered by

the project team in development of the transport strategy that underpins the structure plan.

There are four main components to the Herdsman Glendalough integrated transport strategy that is an integral

part of the structure plan for the area:

Strategy 1 – get more people using public transport;

Strategy 2 – get more people walking and cycling;

Strategy 3 – create a more permeable street network to improve connectivity and increase road capacity;

and

Strategy 4 – manage the demand for car travel through parking policies for cars, bicycles and motorcycles.

The objective of the integrated transport plan is to reduce the level of car driving to, from and within the area, so

that the structure plan area can grow into a vibrant mixed use area with more than 35,000 employees and over

7,000 additional residents.

The area is well serviced by road and rail. Whilst there is potential to more than double the capacity of the

adjacent railway and feeder public transport services, there is limited scope to increase the capacity of the

Mitchell Freeway and arterial roads in the area.

The plan, not only for the Herdsman Glendalough area, but the adjacent Stirling City Centre relies upon getting

more people walking, cycling and using public transport. Indeed the whole urban infill programme proposed by

the WAPC in Directions 2031 and Beyond relies upon achieving demanding targets for increased use of

sustainable transport modes. The strategy will not only require the new workers and residents to use

sustainable modes more, it will require many of the existing workers and residents in the area to do so.

Jacobs, in consultation with the City of Stirling, has established the following mode share targets (all trips) for

the Herdsman Glendalough area:

Car driver – 40%;

Car passenger – 17%;

Public transport – 16%; and

Walking and cycling – 27%.

Each of the four transport strategies will be critical in delivering an efficient, integrated and sustainable transport

system for the Herdsman Glendalough area. Each of the transport strategies and plans are discussed in the

following four sections of this report.


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4. Strategy One - Get more people using public transport

4.1 Objective

The objective is to significantly increase the proportion of people in the area using public transport. The current

(2011) journey to work mode share by public transport in the City of Stirling is 12.8%. It is proposed that the

journey to work mode share in Herdsman Glendalough be increased to 25% by 2031. Journey to work travel is

mostly undertaken in peak periods. An increase in journey to work by public transport in this area will

significantly reduce peak hour car driving.

4.2 Guiding principles

From the guiding principles outlined in Section 3.2, the following are relevant to Strategy One:

Principle One: Manage congestion through the provision of a wide range of transport choices and high

degree of accessibility within the Herdsman Glendalough area;


infrastructure;

Principle Four: Develop a high capacity, high frequency public transport system connecting the area with

Glendalough and Stirling stations and the Stirling City Centre;

Principle Five: Make sure that new development in Herdsman proceeds concurrently with enhancement of

public transport services; and

Principle Six: Provide priority for public transport vehicles along a range of routes to, through and from the

Herdsman Glendalough area.

4.3 Key components of the public transport strategy

The key components of the public transport strategy for Herdsman Glendalough are in the short term (to 2026):

Before light rail can be introduced provide a high frequency bus service along the light rail route and

provide it with the same level of priority; and

Provide a range of high frequency feeder bus services to Stirling and Glendalough stations;

Provide a dedicated right of way for light rail to ensure it can provide a fast and efficient service (like the

current railways) at all times, including peak periods when localised congestion can result in delay on the

road network;

Provide a light rail service through the heart of the area along Scarborough Beach Road linking to the

Stirling and Glendalough stations;

Provide comfortable stations with up to date information on services and safe access to both sides of

Scarborough Beach Road via traffic signals; and

Ensure there is a permeable street network that provides direct safe access from businesses and

residences to the light rail and railway stations.

And in the longer term:

Provide for expansion of the light rail to Scarborough and Subiaco.

The proposed future public transport network for Herdsman Glendalough and the adjacent Stirling City centre

area is shown in Figure 9.


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Figure 9 : Proposed Public Transport Network for the Herdsman Glendalough Area


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5. Strategy Two – Get more people cycling and walking

5.1 Objective

The objective of this strategy is to get more people cycling and walking.

The current mode share to work in the City of Stirling is low at 2% and may well be even lower within Herdsman

Glendalough because there are virtually no residences within walking distance of employment. The structure

plan proposes an additional 4,000 dwellings within the structure plan area that could house an additional 7,000

residents. Most of these residents will be within walking distance of the light rail or Glendalough rail station

which will provide easy access to and from the area by public transport. Also most would be within a

comfortable walk to a major pool of employment within the area. It is likely that the walk to work mode share

could be increased to at least about the current level in Subiaco (12.4% in 2011).

On an all-day basis the current walking mode share in inner middle Perth regions is 12.8% (Perth and Regions

Travel survey 2003-06). It could be expected that the overall walking share in Herdsman Glendalough would

increase 50% by 2031, taking account of the overall trend to greater walking and the proposed mixed use

nature of the precinct by that time. It would therefore be reasonable to expect a walking mode share of close to

20% by 2031.

The current (2011) mode share of cycling to work in the City of Stirling is 1.6%. In 2003-06 the overall cycling

mode share in middle inner Perth was 1.5%. The current cycling mode share to work in Subiaco is 5.3%. With

the current rapid growth of cycling in inner area it is reasonable to expect the mode share of cycling to increase

to 8% if safe connected infrastructure is provided as planned. Overall the walking plus cycling mode share of

27% as proposed in this integrated transport strategy is achievable by 2031.


From the guiding principles outlined in Section 3.2, the following are relevant to Strategy Two:Principle

One: Manage congestion through the provision of a wide range of transport choices and high degree of

accessibility within the Herdsman Glendalough area;


infrastructure;

Principle Six: Develop a finer grained street network for walking, cycling and cars with clearly defined

external links to the wider transport network; and

Principle Seven: Provide a network of safe, convenient cycling routes to through and from the Herdsman

Glendalough area.

Principle Eight: Make sure walking is an attractive option for short trips by providing a safe secure,

comfortable and attractive network of walking routes, incorporating legible connections with train stations

and other public transport;

5.3 Key Components of the walking and cycling strategy

The key components of the walking and cycling strategy are in the short term (to 2026):

A connected safe cycling network that promotes access to employment within the area and provides

access to opportunities between residences and activity centres in the area;

Endof-trip facilities such as parking for cycling as both the residential and the destination end of trips and

lockers and showers for people who choose to walk or cycle to work;

Footpaths on all streets within the area to promote safe movement by pedestrians of all ages and people

with disabilities; and


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Safe road crossing facilities at intersections that allows residents and visitors (employees) to move freely

and safely between activities within the area and public transport stops and stations.

And in the long term:

The provision of more residential accommodations in what is essentially an exclusive employment area at

present; and

The provision of a finer grained street network that provides a fairly decent route for pedestrians and

cyclists to gain access to employment.

The proposed future strategic bicycle network plan for the Stirling and Herdsman Glendalough area is shown in

Figure 4.


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6. Strategy Three – Create a more permeable street network to increase road capacity

6.1 Objective

The objective of this strategy is to create more permeable street networks to increase travel options for

travellers and increase the overall road capacity for movements to and within the area.

The current mode share of car driver to businesses within the area is high because high levels of car parking

have been provided, walking and cycling infrastructure is poor and there is limited access to public transport

along Scarborough Beach Road and Glendalough Rail Station because of a disconnected street system. The

overall car driver mode share within the majority of the Structure plan area (excluding that area in proximity of

the Glendalough station) is likely to be close to the City of Stirling average of 57%. In the future the substantial

opportunity for more walking, cycling and public transport means that car driver mode share could be reduced to

around 40%.


From the guiding principles outlined in Section 3.2, the following are relevant to Strategy Three: Principle



Principle Two: Develop a finer grained street network for walking, cycling and cars with clearly defined

external links to the wider transport network; and


infrastructure.

6.3 Key components of the permeable street network strategy

The proposed changes to the network within the Herdsman Glendalough area are shown in Figure 10. Through

the provision of a more permeable street network, additional capacity is provided for not only local traffic

movements but also for cyclists and pedestrians. The increased connectivity within the network assists in

eliminating bottlenecks within the network created by a lack of crossing opportunities of Scarborough Beach

Road between King Edwards Road and Frobisher Street – a distance of almost 2 km. The key components of

the permeable street network strategy are in the short term (to 2026):

A direct connection between Jon Saunders Drive and the Mitchell Freeway via Hutton Street; and

East –west crossings between Osborne Park and Innaloo, north of Scarborough Beach Road, that reduces

the demand for travel along Scarborough Beach Road.

And in the longer term:

A direction connection between Jon Saunders Drive and the Mitchell Freeway via King Edward Road;

Safe signalised crossings of Scarborough Beach Road via Sundercombe Street and Hale Street;

Additional east-west crossing opportunities of the Mitchell Freeway via McDonald Street and the proposed

local connection north of Scarborough Beach Road; and

The upgrading of Scarborough Beach Road to 42 m in width to provide for two traffic lanes in each

direction, priority central lanes for light rail, one way Copenhagen style bicycle lanes and wide footpaths.

The preliminary street network proposed by Jacobs as input to the development of the structure plan is shown

in Figure 10. This preliminary network has been modified marginally prior to inclusion in the structure plan.


1 PAGE 22

Figure 10 : Proposed Future Road Network


1 PAGE 23

7. Strategy Four – Manage demand for car travel through parking policies

7.1 Objectives and background

The objective of the parking strategy for Herdsman Glendalough is to limit the amount of travel by car to a level

that can be accommodated on both the local and regional road network and to encourage more people to walk,

cycle or use public transport.

It is now widely accepted that a parking strategy that limits car driving is an essential part of an integrated

transport plan for centres and high density mixed use employment areas such as Herdsman Glendalough and

the adjoining Stirling City Centre. State Planning Policy 4.2 for Activity Centres for Perth and Peel has a policy

objective to “maximise access to activity centres by walking, cycling and public transport, while reducing private

car trips”.

The policy promotes the use of upper limits for parking and common use or shared parking to improve parking

efficiency and encourage centre users to travel to the centre by means other than the private car.

Parking policies and statutory provisions have proved to be an effective mechanism to reduce the level of car

access to centres when combined with improvements to public transport, walking and cycling.

The Perth parking Policy introduced in 1999 has assisted in achieving a substantial change in how people

access central Perth. In the mid-1990s 50% of people accessing central Perth arrived by private car and 35%

used public transport. By 2011, the figures were reversed with car driver mode share 35% and public transport

mode share 50%. The city now has less people driving into central Perth that there was 15 years ago, despite a

30% growth in employment in the City. The key mechanisms used in the Perth Parking Policy were:

Limit to the maximum permitted level of parking per hectare of development site, regardless of the intensity

of the development;

A levy on all non-residential parking (with a few exceptions) in the city with all funds hypothecated to be

expended on walking, cycling or public transport improvements within the Perth city;

Introduction of parking management measures using price and time based parking to discourage long term

parking in the city centre;

The reduced level of driving to Perth has enabled the City to widen footpaths on William Street, Barrack

Street, St Georges Terrace and the Esplanade to cater for the growing number of pedestrians and to

introduce parallel walk phases for pedestrians at traffic signals. Two way streets are also being re-

introduced to provide more direct movement at a slower speed. Modelling undertaken by Jacobs has

shown that this has the potential to reduce vehicle km by up to 16%;

Jacobs have undertaken extensive work on parking policy options for the Stirling City Centre and for the

Herdsman Glendalough area. These options have been discussed openly at a number of workshops held

on structure planning for Herdsman Glendalough since 2011. The following are some of the key parking

issues discussed at the workshops:

Parking policy objectives for the Herdsman Glendalough area:

Ensure the sustainable economic and social vitality of the area;

Reduce the impacts of vehicular traffic on urban form, the environment and the amenity of the area;

Limit congestion on streets within the area and ensure that regional movement and access is not

compromised; and

Provide a level of parking that, used efficiently, is compatible with the capacity of streets within the area.

Policy for non-residential parking


1 PAGE 24

Majority of parking should be public, short term parking targeted at visitors and customers;

Overall maximum levels of parking applies (250 bays per hectare);

Parking contributions be applied to fund public parking and alternative transport; and

Parking levy/special area rates etc. to fund operation costs of public transport.

Policy for residential parking

Maximum levels of parking shall apply(up to 1.2 bays per unit);

Lower levels of parking be encouraged in areas with good public transport;

Parking be unbundled from the sale of residential units; and

Encourage some residential parking to be shared by bona fide residents of complex.


From the guiding principles outlined in Section 3.2, the following are relevant to Strategy Four: Principle



Principle Nine: Limit parking to match the capacity of the road system;

Principle Ten: Maximisse the public compare to private parking share; and

Principle Eleven: Dispersed car parking locations.

7.3 Key Components of the parking strategy

The role of parking in the Herdsman Glendalough structure plan area is to:

Provide prioritised parking for short term users;

Ensure commercial viability of the centre;

Manage congestion and travel demand especially by commuters;

Encourage modal shift to public transport , walking and cycling; and

Provide potential source of funding for transport infrastructure, facilities and services, particularly public

transport.

The following parking strategies are recommended for the Herdsman Glendalough structure plan area:

Maximum levels of parking for no-residential uses be set on a net site hectare basis;

A maximum of 250 bays per net site hectare is proposed;

No maximum parking on a net hectare basis applies if the approved use is a public car park; and

Maximum of 50% of all non-residential parking shall be public car parking.

Existing approval development will be permitted to maintain and operate existing levels of parking, but will

not be able to increase this parking above the maximum levels stipulated;

Where redevelopment on an existing site occurs, the development will be required to provide parking in

accordance with the scheme requirement, except where discretion is exercised to maintain the excess

parking and manage it as a public car park;

Cash-in-lieu of onsite parking will be required if the amount of parking provided on site is reduced below

250 bays per net hectare for non-residential as short stay parking;

Any reduction in on-site public parking will require the cash-in-lieu payment to meet 100% of the cost

of the bays not provided on site;


1 PAGE 25

Any reduction in on-site exclusive use bays will require the cash-in-lieu payment to meet 50% of the

cost of the bays not constructed on site;

The cash-in- lieu payment shall be set at a rate that covers the cost of construction of deck parking

and the cost of land used for parking;

The cash-in-lieu payments shall be paid into a special public parking cash-in- lieu account

operated by the Council and shall on be used to:

(a) Construct public car parking within the scheme area, including on public road reserves;

(b) Construct public bicycle as motorcycle parking in the scheme area; and

(c) Meet reasonable administration costs.

Residential parking shall be provided in accordance with State Planning Policy 3.1 (residential design

codes);

For residential apartment the maximum parking provided shall be less than 1:25 bays / apartment; and

The purchase as lease of an apartment be unbundled from the scale (or lease) of the parking bays.

A transport contribution fee shall be levied to meet the additional costs for public transport, walking and

cycling brought about by increased travel by these modes and associated level levels of driving and

parking;

For residential development an amount equivalent to the standard car parking bay of cash- in-lieu per

750m2 of net leasable area approved;

For all other development an amount equivalent to 1 standard car parking bay of cash-in- lieu per

200m2 of net leasable area approved;

A minimum rate of bicycle parking shall be provided:

Residential – 1 parking space per dwelling

Office – 0.6 bays per 100m2 NLA

Public realm (retail) – 0.5 bays per 100m2 NLA

Public realm (non-retail) – 0.2 bays per 100m2 NLA

A minimum rate of motorcycle / scooter parking shall be provided:

Residential – 0.1 parking spaces per dwelling

Office – 0.2 parking spaces per 100m2 NLA

Public realm (retail) – 0.2 bays per 100m2 NLA

Public realm (non-retail) – 0.2 bays per 100m2 NLA.

Consideration be given to implementing a levy on non-residential parking in the Stirling City Centre and

Herdsman Glendalough area (refer to Figure 11).

All of the above strategies and parking rates are recommendations at this stage. A detailed parking policy will

need to be developed and approved by the Stirling City Council and the WAPC for incorporation into the town

planning scheme.


1 PAGE 26

Figure 11 Indicative Area for Stirling Regional Parking Levy


1 PAGE 27

8. Modelling and transport plan assessment

Traffic modelling was undertaken for the detailed Stirling City Centre region as part of previous work undertaken

by the Stirling Alliance using the Main Roads Regional Operations Model (ROM). As part of this assessment

based on direction from the Department of Transport, the inputs and a range of outputs from this assessment

were sourced and used as the basis of the assessment.

Figure 12 highlights the land use inputs into Herdsman Glendalough that were used in the ROM modelling

undertaken for the area. A comparison of these land uses show that:

There is minimal or no residential land uses within areas which are to be mandated;

The land uses used in the ROM modelling are prepared by the Department of Planning using the MLUFS;

this system tends to allocate land uses based upon existing spatial location and size of land uses. To this

end it works on a part gravity model (that being that agglomerations of existing land use types will attract

more of that type);

Manufacturing employment increases from 2011 – 2031 from 8,186 to around 10,419; which is contrary to

the planning exhibited in the Herdsman Glendalough structure plan;

Service jobs themselves only rise from 5,404 in 2011 to 8,005 in 2031 which is contrary to the Herdsman

Glendalough plan; and

Manufacturing employment typically has higher trip generation rates associated with them than service jobs.

Figure 12 Land use inputs to the modelling


1 PAGE 28

A comparison of the mode share figures was also undertaken; these are visually displayed in Figure 13;

generally they show that car driver mode share increases from 2011 from less than 75% to over 75%. The

mode share data shows an increase in car driver mode shares – this is counter-intuitive as:

Additional public transport capacity is planned which should increase the attractiveness of using public

transport. This public transport is segregated from general traffic which would mean that it is less affected

by the impacts of congestion;

A parking levy is planned to be implemented in the area which will reduce the attractiveness of car driving

through an increase in the price of car driving and a reduction of the number of available bays; and

Regardless of whether the above plans see fruition or not, congestion is likely to significantly increase

through either increases in demands and / or reduction in capacity through the implementation of public

transport which ultimately would make driving less attractive.

Figure 13 Mode share inputs

As a consequence of increasing car mode shares and land uses that are likely to derive little trip containment,

traffic forecasts and forecast congestion increase significantly. Figure 14 highlights the future 2031 midblock

locations that are predicted to have over 100% saturation within the surrounding road network. It is highlighted

that being midblock, the values would be worse at intersections where capacity is reduced by (normally) at least

60%.

A select link analysis has been undertaken to examine where this traffic is coming from and going to along

Scarborough Beach Road and along Hutton Street in the Herdsman Glendalough area; this is shown in Figure

15 and Figure 16. These figures highlight that much of the increases in traffic in the area (and the focus of

congestion) occurs along lines for which there are significant planned public transport routes outlined in the

Perth Public Transport Masterplan. These include:

Scarborough to Leederville (Vincent);

Scarborough to Mt Lawley;

Osborne Park / Innaloo to Subiaco; and

Osborne Park / Innaloo to Perth CBD.

This re-emphasises the need for these public transport lines.


1 PAGE 29

Figure 14 2031 Saturation levels

Figure 15 Select Link Analysis – Scarborough Beach Road


1 PAGE 30

Figure 16 Select Link Analysis – Hutton Street

As part of this report, this work has been reviewed and a number of key issues have been discussed with the

Department of Transport:

The future land uses used in the modelling do not reflect those in the current structure plan;

The future travel mode shares which are sourced from STEM that are used in the ROM modelling do not

reflect the strategic intent of the development and are also counter-intuitive (The intent of the structure plan

is to increase use of public transport, walking and cycling and to reduce car driving); and

The modelling suggests that the surrounding network during the peak period is oversaturated (often in

excess of 120%) at a link level. The ROM does not explicitly model intersections where capacity is even

more constrained; it is expected that these would exhibit massive levels of oversaturation to the point. On

a network basis that is not possible in reality.

LINSIG analysis of intersections (refer Appendix A) within the area has been under the proposed configuration

with light; the analysis shows that the infrastructure along Scarborough Beach Road can reasonably function

under the current level of demand. If the principles outlined in this document and as part of the overall structure

plan are maintained and the key public transport infrastructure implemented, then it is suggested that these

demands would not increase with any significance, and hence this demonstrates that the increases could be

accommodated within the future.

Discussions with the Department of Transport have highlighted and confirmed shortcomings of the existing

modelling and it is understood that modelling would be undertaken in the future for the area that is cognisant of

the demand management principles outlined in this document that can address any outstanding issues.


1 PAGE 31

9. Conclusions

The Herdsman Glendalough Integrated Transport Strategy has built on a number of transport related studies

undertaken for the Stirling City Centre and the Herdsman Glendalough area over the past 5 to 6 years,

including:

Stirling City Centre Long Term Transport Plan (Stirling City Centre Alliance, 2009);

Stirling City Centre Cycling Plan (SKM, 2010);

Herdsman Business Park and Glendalough Station Transport Strategy (SKM, 2010);

Stirling City Centre Draft Public Transport Strategy (GHD, 2013); and

Stirling City Centre Alliance Integrated Transport Strategy (GHD, 2013)

A number of common themes have emerged from these studies following discussion and engagement with the

community, business and government agency stakeholders, including:

More permeable, better connected street network;

Significant improvements to the public transport network (including a dedicated light rail linking Stirling and

Glendalough stations) and improved frequency of public transport services;

A safe connected network of mostly off street bicycle paths; and

A strategy to manage the demand for car travel through parking policies and other measures.

Since 2001 there has been a significant drop in the level of car driving per person in Perth and other Australian

cities. These trends are now well established but have not yet been factored into Perth’s strategic transport

models. The impact of this is that current transport models are very likely to overestimate future levels of traffic

in the area.

Journey-to-work data shows that the reduction in per capita car travel is greater in mixed use areas than in

outer areas. For example, in the City of Subiaco, which has a good walking environment, good public transport

and a mix of land uses, car driving per person for journey to work is 28% lower than for the metropolitan Perth

average.

These findings have major implications for future planning in Herdsman Glendalough. If, as is proposed in the

current structure plan, the Herdsman Glendalough area is developed as a mixed-use area with good public

transport, walking and cycling networks and service, it is very likely that there will be a decrease in the per

capita level of car driving.

Based on these findings, Jacobs in consultation with the City of Stirling have established the following mode

share targets (all trips) for the Herdsman Glendalough area:

Car driver – 40%;

Car passenger – 17%;

Public transport – 16%; and

Walking and cycling – 27%.

The Herdsman Glendalough Integrated Transport Strategy has been developed, taking into account of previous

studies, community and stakeholder consultation and current transport trends. The four key strategies are

shown below:


1 PAGE 32

More detail on each of these strategies is included in Sections 4 to 7 of this report.

The current strategic transport modelling in the area does not contain land uses that are compatible with the

proposed structure plan. The model also shows car driving mode share in the area increasing between 2011

and 2031. Given the current transport trends and the proposed land use changes to a more mixed use area,

this seems very unlikely. This issue has been the subject of discussion with the Department of Transport, which

has acknowledged that the current modelling for this area cannot be relied upon for structure planning for future

development in the area.

Jacobs consider that the proposed integrated transport strategy, if implemented, will provide acceptable

movement and access options for the proposed redevelopment of the Herdsman Glendalough area.

Strategy One: Get

more people

using public transport

Strategy Two: Get more people walking

and cycling

Strategy Three:

Improve Accessibility

and Mobility

Strategy Four: Manage demand

though parking policy


1 PAGE 33

Appendix A. Intersection Analysis

Scarborough Beach Road/ Main Street 2013 Base Scarborough Beach Road/ Main Street 2013 Base Scenario 1: '2013 AM Base' (FG1: 'AM Peak Hour', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Scarborough Beach Road/ Main Street/ Brady StreetPRC: -0.2 %Total Traffic Delay: 51.8 pcuHr

Arm

1 -

Mai

n S

t

123

208

449

81.0

%16

.969

088

.6%

21.4

Arm 2 - Scarborough Beach Rd West

123

16725475.4%8.225575.7%8.2

Arm

3 - Brady S

t

1 2 3 4

49 24 661.5 %

7.050

84.7%8.2

213

Arm 4 - Scarborough Beach Rd East

1234

84425 90.1% 17.4480 85.3% 16.195

Arm

5 -

1 237 6

0.0%0.0

1820.0%

0.0

Arm 6 -

12

4650.0%0.04650.0%0.0

Arm

7 -

1249

10.

0%0.

059

20.

0%0.

0

Arm 8 -

12

520 0.0% 0.0574 0.0% 0.0

A

B

C

D

KEY

MMQ Deg. Sat. Demand Out Flow

Scarborough Beach Road/ Main Street 2013 Base SGroup Diagram

1

2

3

4

5

6

7 8

9

10

Scarborough Beach Road/ Main Street 2013 Base SGroup Intergreens Matrix

Starting SGroup

Terminating SGroup

1 2 3 4 5 6 7 8 9 10

1 - - 6 6 - - 6 6 - -

2 - - - 6 - 6 - - - -

3 6 - - - 6 6 6 6 6 6

4 6 6 - - - 6 6 6 6 6

5 - - 6 - - 6 6 6 - -

6 - 6 6 6 6 - - - - -

7 6 - 6 6 6 - - - - -

8 6 - 6 6 6 - - - - -

9 - - 6 6 - - - - - -

10 - - 6 6 - - - - - -

Phase Diagram

1

2

3

4

5

6

7 8

9

10

A Min >= 7

1

2

3

4

5

6

7 8

9

10

B Min >= 7

1

2

3

4

5

6

7 8

9

10

C Min >= 7

1

2

3

4

5

6

7 8

9

10

D Min >= 7

Scarborough Beach Road/ Main Street 2013 Base Lane Input Data Junction: Scarborough Beach Road/ Main Street/ Brady Street

Lane Lane Type SGroups Start

Disp. End Disp.

Physical Length (PCU)

Sat Flow Type

Def User Saturation

Flow (PCU/Hr)

Lane Width

(m) Gradient Nearside

Lane Turns Turning Radius

(m)

1/1 (Main St) O 2 3 3.0 Geom - 3.50 0.00 N Arm 6

Left 15.00

1/2 (Main St) U 3 2 3 60.0 Geom - 3.50 0.00 N Arm 7

Ahead Inf

1/3 (Main St) U 3 2 3 60.0 Geom - 3.50 0.00 N

Arm 7 Ahead Inf

Arm 8 Right Inf

2/1 (Scarborough

Beach Rd West)

U 2 2 3 22.6 Geom - 3.50 0.00 Y Arm 5 Left 15.00

2/2 (Scarborough

Beach Rd West)

U 1 2 3 60.0 Geom - 3.50 0.00 N Arm 6 Ahead Inf

2/3 (Scarborough

Beach Rd West)


3/1 (Brady St) U 6 2 3 11.3 Geom - 3.50 0.00 Y Arm 8

Left 20.00

3/2 (Brady St) U 6 2 3 60.0 Geom - 3.50 0.00 N Arm 5

Ahead Inf


Ahead Inf


Right 20.00

4/1 (Scarborough

Beach Rd East)

U 5 2 3 1.0 Geom - 3.50 0.00 Y Arm 7 Left 15.00

4/2 (Scarborough

Beach Rd East)

U 5 2 3 60.0 Geom - 3.50 0.00 Y Arm 8 Ahead Inf

4/3 (Scarborough

Beach Rd East)


4/4 (Scarborough

Beach Rd East)

U 4 2 3 7.8 Geom - 3.50 0.00 N Arm 5 Right 20.00

5/1 U 2 3 60.0 Inf - - - - - -

5/2 U 2 3 60.0 Inf - - - - - -

6/1 U 2 3 60.0 Inf - - - - - -

6/2 U 2 3 60.0 Inf - - - - - -

7/1 U 2 3 60.0 Inf - - - - - -

Scarborough Beach Road/ Main Street 2013 Base 7/2 U 2 3 60.0 Inf - - - - - -

8/1 U 2 3 60.0 Inf - - - - - -

8/2 U 2 3 60.0 Inf - - - - - -

Signal Timings Diagram

0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

Time in cycle (sec)

SGro

ups

A 6 : 150

B 6 : 3621

C 6 : 1863

D 6 : 787

10 109 98 87 76 65 54 43 32 21 1

Scarborough Beach Road/ Main Street 2013 Base Network Results

Item Lane Description

Lane Type

Full SGroup

Arrow SGroup

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Turners In SGroup Intergreen (pcu)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Mean Max Queue (pcu)

Network - - - - - - - - - 90.1% 27 181 0 51.8 - -

Scarborough Beach Road/ Main Street/ Brady Street

- - - - - - - - - 90.1% 27 181 0 51.8 - -

1/2+1/1 Main St Left Ahead U+O 3 - 1 36 - 657 2105:1914 811 81.0% 27 181 0 6.3 34.4 16.9

1/3 Main St Ahead Right U 3 1 36 - 690 2105 779 88.6% - - - 9.3 48.3 21.4

2/2+2/1

Scarborough Beach Rd West Left

Ahead

U 1 2 1 15:57 - 421 2105:1786 558 75.4% - - - 4.9 42.1 8.2

2/3 Scarborough

Beach Rd West Ahead

U 1 1 15 - 255 2105 337 75.7% - - - 4.3 61.4 8.2

3/2+3/1 Brady St Ahead Left U 6 1 18 - 295 2105:1828 480 61.5% - - - 3.9 47.1 7.0

3/3+3/4 Brady St Ahead Right U 6 1 18 - 263 2105:1935 311 84.7% - - - 5.5 75.1 8.2

4/2+4/1 Scarborough

Beach Rd East Left Ahead

U 5 1 28 - 509 1965:1786 565 90.1% - - - 8.8 62.4 17.4

4/3+4/4 Scarborough

Beach Rd East Right Ahead

U 5 4 1 28:7 - 575 2105:1958 674 85.3% - - - 8.8 55.2 16.1

C1 PRC for Signalled Lanes (%): -0.2 Total Delay for Signalled Lanes (pcuHr): 51.79 Cycle Time (s): 100 PRC Over All Lanes (%): -0.2 Total Delay Over All Lanes(pcuHr): 51.79

Scarborough Beach Road/ Main Street 2013 Base Scenario 2: '2013 PM Base' (FG2: 'PM Peak Hour', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Scarborough Beach Road/ Main Street/ Brady StreetPRC: -1.5 %Total Traffic Delay: 47.9 pcuHr

Arm

1 -

Mai

n S

t

123

146

255

91.4

%11

.925

468

.4%

6.6


123

46242776.8%11.442790.7%13.8

Arm

3 - Brady S

t

1 2 3 4

30 32 259.7 %

7.4321

86.5%10.2

315


1234

84307 52.4% 7.3306 87.8% 8.4182

Arm

5 -

1 264 4

0.0%0.0

6430.0%

0.0

Arm 6 -

12

6580.0%0.06570.0%0.0

Arm

7 -

1229

70.

0%0.

022

80.

0%0.

0

Arm 8 -

12

356 0.0% 0.0355 0.0% 0.0

A

B

C

D

KEY


Scarborough Beach Road/ Main Street 2013 Base SGroup Diagram

1

2

3

4

5

6

7 8

9

10

Scarborough Beach Road/ Main Street 2013 Base SGroup Intergreens Matrix

Starting SGroup

Terminating SGroup

1 2 3 4 5 6 7 8 9 10

1 - - 6 6 - - 6 6 - -

2 - - - 6 - 6 - - - -

3 6 - - - 6 6 6 6 6 6

4 6 6 - - - 6 6 6 6 6

5 - - 6 - - 6 6 6 - -

6 - 6 6 6 6 - - - - -

7 6 - 6 6 6 - - - - -

8 6 - 6 6 6 - - - - -

9 - - 6 6 - - - - - -

10 - - 6 6 - - - - - -

Phase Diagram

1

2

3

4

5

6

7 8

9

10

A Min >= 7

1

2

3

4

5

6

7 8

9

10

B Min >= 7

1

2

3

4

5

6

7 8

9

10

C Min >= 7

1

2

3

4

5

6

7 8

9

10

D Min >= 7

Scarborough Beach Road/ Main Street 2013 Base Lane Input Data Junction: Scarborough Beach Road/ Main Street/ Brady Street


Disp. End Disp.


Sat Flow Type

Def User Saturation

Flow (PCU/Hr)

Lane Width



(m)

1/1 (Main St) O 2 3 3.0 Geom - 3.50 0.00 N Arm 6

Left 15.00

1/2 (Main St) U 3 2 3 60.0 Geom - 3.50 0.00 N Arm 7

Ahead Inf

1/3 (Main St) U 3 2 3 60.0 Geom - 3.50 0.00 N

Arm 7 Ahead Inf

Arm 8 Right Inf

2/1 (Scarborough

Beach Rd West)

U 2 2 3 22.6 Geom - 3.50 0.00 Y Arm 5 Left 15.00

2/2 (Scarborough

Beach Rd West)


2/3 (Scarborough

Beach Rd West)


3/1 (Brady St) U 6 2 3 11.3 Geom - 3.50 0.00 Y Arm 8

Left 20.00


Ahead Inf


Ahead Inf


Right 20.00

4/1 (Scarborough

Beach Rd East)

U 5 2 3 1.0 Geom - 3.50 0.00 Y Arm 7 Left 15.00

4/2 (Scarborough

Beach Rd East)


4/3 (Scarborough

Beach Rd East)


4/4 (Scarborough

Beach Rd East)

U 4 2 3 7.8 Geom - 3.50 0.00 N Arm 5 Right 20.00

5/1 U 2 3 60.0 Inf - - - - - -

5/2 U 2 3 60.0 Inf - - - - - -

6/1 U 2 3 60.0 Inf - - - - - -

6/2 U 2 3 60.0 Inf - - - - - -

7/1 U 2 3 60.0 Inf - - - - - -

Scarborough Beach Road/ Main Street 2013 Base 7/2 U 2 3 60.0 Inf - - - - - -

8/1 U 2 3 60.0 Inf - - - - - -

8/2 U 2 3 60.0 Inf - - - - - -


0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

Time in cycle (sec)

SG

roup

s

A 6 : 180

B 6 : 1424

C 6 : 2144

D 6 : 871

10 109 98 87 76 65 54 43 32 21 1

Scarborough Beach Road/ Main Street 2013 Base Network Results


Lane Type

Full SGroup

Arrow SGroup

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)




Total Delay (pcuHr)



Network - - - - - - - - - 91.4% 27 119 0 47.9 - -

Scarborough Beach Road/ Main Street/ Brady Street

- - - - - - - - - 91.4% 27 119 0 47.9 - -

1/2+1/1 Main St Left Ahead U+O 3 - 1 14 - 401 2105:1914 439 91.4% 27 119 0 7.0 62.9 11.9

1/3 Main St Ahead Right U 3 1 14 - 254 2105 371 68.4% - - - 3.4 47.8 6.6

2/2+2/1


Ahead

U 1 2 1 18:38 - 889 2105:1786 1157 76.8% - - - 8.2 33.2 11.4

2/3 Scarborough

Beach Rd West Ahead

U 1 1 18 - 427 2105 471 90.7% - - - 7.9 66.9 13.8

3/2+3/1 Brady St Ahead Left U 6 1 21 - 352 2105:1828 590 59.7% - - - 3.4 35.2 7.4

3/3+3/4 Brady St Ahead Right U 6 1 21 - 636 2105:1935 735 86.5% - - - 8.4 47.6 10.2

4/2+4/1 Scarborough


U 5 1 32 - 391 1965:1786 747 52.4% - - - 2.7 25.2 7.3

4/3+4/4 Scarborough


U 5 4 1 32:8 - 488 2105:1958 556 87.8% - - - 6.8 49.8 8.4


Scarborough Beach Road/ King Edward Road 2013 Base Scarborough Beach Road/ King Edward Road 2013 Base Scenario 1: '2013 AM Base' (FG1: '2013 AM Base', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Scarborough Beach Rd/ King Edward RdPRC: 7.6 %Total Traffic Delay: 35.4 pcuHr


1234

72173.2%12.866072.1%18.566083.7%22.8181

Arm

2 -

King

Edw

ard

Rd12

167168

83.3

%7.

6Arm 3 - Scarborough Beach Rd East

1234

118265 35.4% 4.6264 34.6% 4.643

Arm 4 - Selby R

d

1 2163

78.8%6.9

164

Arm 5 -

12

316 0.0% 0.0315 0.0% 0.0

Arm

6 -

1 2

498

0.0%

0.0

495

0.0%

0.0

Arm 7 -

12

7080.0%0.07080.0%0.0

Arm

8 -

1227

10.

0%0.

026

30.

0%0.

0

A

B

C

D

KEY


Scarborough Beach Road/ King Edward Road 2013 Base SGroup Diagram

1

2

3

4

56

7

Scarborough Beach Road/ King Edward Road 2013 Base SGroup Intergreens Matrix

Starting SGroup

Terminating SGroup

1 2 3 4 5 6 7

1 - - - - - 6 -

2 - - 6 - 6 - 6

3 - 6 - 6 - - -

4 - - 6 - 6 6 6

5 - 6 - 6 - - -

6 6 - - 6 - - 6

7 - 6 - 6 - 6 -

Phase Diagram

1

2

3

4

5 6

7

A Min >= 0

1

2

3

4

5 6

7

B Min >= 0

1

2

3

4

5 6

7

C Min >= 0

1

2

3

4

5 6

7

D Min >= 4

1

2

3

4

5 6

7

E Min >= 7

1

2

3

4

5 6

7

F Min >= 0

Scarborough Beach Road/ King Edward Road 2013 Base Lane Input Data Junction: Scarborough Beach Rd/ King Edward Rd


Disp. End Disp.


Sat Flow Type

Def User Saturation

Flow (PCU/Hr)

Lane Width



(m)

1/1 (Scarborough

Beach Rd West)

U 1 7 2 3 60.0 Geom - 3.50 0.00 Y Arm 6 Left 20.00

1/2 (Scarborough

Beach Rd West)


1/3 (Scarborough

Beach Rd West)


1/4 (Scarborough

Beach Rd West)

U 5 2 3 10.4 Geom - 3.50 0.00 N Arm 8 Right 25.00

2/1 (King Edward

Rd) U 3 2 3 10.4 Geom - 3.50 0.00 Y

Arm 7 Left 20.00

Arm 8 Ahead Inf

2/2 (King Edward

Rd) U 3 2 3 60.0 Geom - 3.50 0.00 Y

Arm 5 Right 25.00

Arm 8 Ahead Inf

3/1 (Scarborough

Beach Rd East)

U 2 2 3 13.9 Geom - 3.50 0.00 Y Arm 8 Left 10.00

3/2 (Scarborough

Beach Rd East)


3/3 (Scarborough

Beach Rd East)


3/4 (Scarborough

Beach Rd East)

U 6 2 3 8.7 Geom - 3.50 0.00 Y Arm 6 Right 20.00

4/1 (Selby Rd) U 4 2 3 60.0 Geom - 3.50 0.00 Y

Arm 5 Left 15.00

Arm 6 Ahead Inf

4/2 (Selby Rd) U 4 2 3 13.0 Geom - 3.50 0.00 N

Arm 6 Ahead Inf

Arm 7 Right 25.00

5/1 U 2 3 60.0 Inf - - - - - -

5/2 U 2 3 60.0 Inf - - - - - -

Scarborough Beach Road/ King Edward Road 2013 Base 6/1 U 2 3 60.0 Inf - - - - - -

6/2 U 2 3 60.0 Inf - - - - - -

7/1 U 2 3 60.0 Inf - - - - - -

7/2 U 2 3 60.0 Inf - - - - - -

8/1 U 2 3 60.0 Inf - - - - - -

8/2 U 2 3 60.0 Inf - - - - - -


0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

Time in cycle (sec)

SG

roup

s

A 6 : 360

B 6 : 742

C 6 : 755

D 6 : 1168

E 6 : 1185

F 6 : 7102

7 76 65 54 43 32 21 1

Scarborough Beach Road/ King Edward Road 2013 Base Network Results


Lane Type

Full SGroup

Arrow SGroup

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)




Total Delay (pcuHr)



Network - - - - - - - - - 83.7% 0 0 0 35.4 - -

Scarborough Beach Rd/

King Edward Rd

- - - - - - - - - 83.7% 0 0 0 35.4 - -

1/1 Scarborough

Beach Rd West Left

U 1 7 2 60 11 721 1828 986 73.2% - - - 3.6 17.9 12.8

1/2 Scarborough

Beach Rd West Ahead

U 1 1 49 - 660 2105 915 72.1% - - - 6.2 33.7 18.5

1/3+1/4

Scarborough Beach Rd

West Ahead Right

U 1 5 1:2 49:14 - 841 2105:1986 1005 83.7% - - - 8.7 37.3 22.8

2/2+2/1 King Edward Rd Right Left

Ahead U 3 1 11 - 335 1928:1925 402 83.3% - - - 7.0 75.6 7.6

3/2+3/1 Scarborough

Beach Rd East Ahead Left

U 2 2 43 - 383 2105:1709 1082 35.4% - - - 1.8 17.4 4.6

3/3+3/4 Scarborough

Beach Rd East Ahead Right

U 2 6 2 43:14 - 307 2105:1828 887 34.6% - - - 1.6 19.3 4.6

4/1+4/2 Selby Rd Left Ahead Right U 4 1 11 - 327 1909:2067 415 78.8% - - - 6.4 70.0 6.9

C1 PRC for Signalled Lanes (%): 7.6 Total Delay for Signalled Lanes (pcuHr): 35.37 Cycle Time (s): 115 PRC Over All Lanes (%): 7.6 Total Delay Over All Lanes(pcuHr): 35.37

Scarborough Beach Road/ King Edward Road 2013 Base Scenario 2: '2013 PM Base' (FG2: '2013 PM Base', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Scarborough Beach Rd/ King Edward RdPRC: 2.5 %Total Traffic Delay: 39.1 pcuHr


1234

19421.0%2.529741.6%7.629747.0%7.7

83

Arm

2 -

King

Edw

ard

Rd12

279280

87.8

%12

.0


1234

144505 81.1% 13.6504 81.6% 13.718

Arm 4 - Selby R

d

1 2242

87.3%10.8

241Arm 5 -

12

586 0.0% 0.0584 0.0% 0.0

Arm

6 -

1 2

274

0.0%

0.0

276

0.0%

0.0

Arm 7 -

12

3720.0%0.03740.0%0.0

Arm

8 -

1231

20.

0%0.

030

60.

0%0.

0A

B

C

D

KEY


Scarborough Beach Road/ King Edward Road 2013 Base SGroup Diagram

1

2

3

4

56

7

Scarborough Beach Road/ King Edward Road 2013 Base SGroup Intergreens Matrix

Starting SGroup

Terminating SGroup

1 2 3 4 5 6 7

1 - - - - - 6 -

2 - - 6 - 6 - 6

3 - 6 - 6 - - -

4 - - 6 - 6 6 6

5 - 6 - 6 - - -

6 6 - - 6 - - 6

7 - 6 - 6 - 6 -

Phase Diagram

1

2

3

4

5 6

7

A Min >= 0

1

2

3

4

5 6

7

B Min >= 0

1

2

3

4

5 6

7

C Min >= 0

1

2

3

4

5 6

7

D Min >= 4

1

2

3

4

5 6

7

E Min >= 7

1

2

3

4

5 6

7

F Min >= 0

Scarborough Beach Road/ King Edward Road 2013 Base Lane Input Data Junction: Scarborough Beach Rd/ King Edward Rd


Disp. End Disp.


Sat Flow Type

Def User Saturation

Flow (PCU/Hr)

Lane Width



(m)

1/1 (Scarborough

Beach Rd West)

U 1 7 2 3 60.0 Geom - 3.50 0.00 Y Arm 6 Left 20.00

1/2 (Scarborough

Beach Rd West)


1/3 (Scarborough

Beach Rd West)


1/4 (Scarborough

Beach Rd West)

U 5 2 3 10.4 Geom - 3.50 0.00 N Arm 8 Right 25.00

2/1 (King Edward

Rd) U 3 2 3 10.4 Geom - 3.50 0.00 Y

Arm 7 Left 20.00

Arm 8 Ahead Inf

2/2 (King Edward

Rd) U 3 2 3 60.0 Geom - 3.50 0.00 Y

Arm 5 Right 25.00

Arm 8 Ahead Inf

3/1 (Scarborough

Beach Rd East)

U 2 2 3 13.9 Geom - 3.50 0.00 Y Arm 8 Left 10.00

3/2 (Scarborough

Beach Rd East)


3/3 (Scarborough

Beach Rd East)


3/4 (Scarborough

Beach Rd East)

U 6 2 3 8.7 Geom - 3.50 0.00 Y Arm 6 Right 20.00

4/1 (Selby Rd) U 4 2 3 60.0 Geom - 3.50 0.00 Y

Arm 5 Left 15.00

Arm 6 Ahead Inf

4/2 (Selby Rd) U 4 2 3 13.0 Geom - 3.50 0.00 N

Arm 6 Ahead Inf

Arm 7 Right 25.00

5/1 U 2 3 60.0 Inf - - - - - -

5/2 U 2 3 60.0 Inf - - - - - -

Scarborough Beach Road/ King Edward Road 2013 Base 6/1 U 2 3 60.0 Inf - - - - - -

6/2 U 2 3 60.0 Inf - - - - - -

7/1 U 2 3 60.0 Inf - - - - - -

7/2 U 2 3 60.0 Inf - - - - - -

8/1 U 2 3 60.0 Inf - - - - - -

8/2 U 2 3 60.0 Inf - - - - - -


0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

Time in cycle (sec)

SG

roup

s

A 6 : 250

B 6 : 731

C 6 : 744

D 6 : 1857

E 6 : 1581

F 6 : 7102

7 76 65 54 43 32 21 1

Scarborough Beach Road/ King Edward Road 2013 Base Network Results


Lane Type

Full SGroup

Arrow SGroup

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)




Total Delay (pcuHr)



Network - - - - - - - - - 87.8% 0 0 0 39.1 - -

Scarborough Beach Rd/

King Edward Rd

- - - - - - - - - 87.8% 0 0 0 39.1 - -

1/1 Scarborough

Beach Rd West Left

U 1 7 2 56 18 194 1828 922 21.0% - - - 0.6 11.5 2.5

1/2 Scarborough

Beach Rd West Ahead

U 1 1 38 - 297 2105 714 41.6% - - - 2.8 33.6 7.6

1/3+1/4


West Ahead Right

U 1 5 1:2 38:14 - 380 2105:1986 808 47.0% - - - 3.4 32.3 7.7

2/2+2/1 King Edward Rd Right Left

Ahead U 3 1 18 - 559 1929:1923 636 87.8% - - - 10.6 68.3 12.0

3/2+3/1 Scarborough

Beach Rd East Ahead Left

U 2 2 32 - 649 2105:1709 800 81.1% - - - 6.4 35.3 13.6

3/3+3/4 Scarborough

Beach Rd East Ahead Right

U 2 6 2 32:14 - 522 2105:1828 640 81.6% - - - 5.7 39.2 13.7

4/1+4/2 Selby Rd Left Ahead Right U 4 1 15 - 483 1907:2068 553 87.3% - - - 9.7 72.1 10.8


Scarborough Beach Road/ Hutton Street 2013 Base Scarborough Beach Road/ Hutton Street 2013 Base Scenario 1: '2013 AM Base' (FG1: '2013 AM Base', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Scarborough Beach Rd/ Hutton StPRC: 13.9 %Total Traffic Delay: 31.6 pcuHr

Arm 1 - Hutton Street West

123

61.9%0.242.9%0.12

Arm

2 -

Sca

rbor

ough

Bea

ch R

d N

orth

1234

201

380

79.0

%18

.365

977

.5%

20.7

1

Arm 3 -

12

1550.0%0.01570.0%0.0

Arm

4 -

12538

0.0%0.0

8170.0%

0.0

Arm

5 - Scarborou gh B

each Rd S

outh

1 2 3 4

19 29076.2%

8.7289

76.8%8.5

107

Arm 6 - Hutton Street

123

31427 78.1% 12.2181 29.5% 4.8

Arm

7 -

1 2303

0.0%0.0

4730.0%

0.0

Arm 8 -

12

19 0.0% 0.018 0.0% 0.0

A

B

C

D

KEY


Scarborough Beach Road/ Hutton Street 2013 Base SGroup Diagram

1

2 3

4

5

6

7

8

9

10

Scarborough Beach Road/ Hutton Street 2013 Base SGroup Intergreens Matrix

Starting SGroup

Terminating SGroup

1 2 3 4 5 6 7 8 9 10

1 - - 6 6 - - - - - -

2 - - - - - 6 6 - 6 6

3 6 - - 6 - 6 - 6 6 6

4 6 - 6 - - 6 6 - 6 6

5 - - - - - 6 - 6 6 -

6 - 6 6 6 6 - - - - -

7 - 6 - 6 - - - 6 - -

8 - - 6 - 6 - 6 - - -

9 - 6 6 6 6 - - - - -

10 - 6 6 6 - - - - - -

Phase Diagram

1

2 3

45

6

7

8

9

10

A Min >= 31

2 3

45

6

7

8

9

10

B Min >= 01

2 3

45

6

7

8

9

10

C Min >= 71

2 3

45

6

7

8

9

10

D Min >= 7

1

2 3

45

6

7

8

9

10

E Min >= 71

2 3

45

6

7

8

9

10

F Min >= 3

Scarborough Beach Road/ Hutton Street 2013 Base Lane Input Data Junction: Scarborough Beach Rd/ Hutton St


Disp. End Disp.


Sat Flow Type

Def User Saturation

Flow (PCU/Hr)

Lane Width



(m)

1/1 (Hutton Street

West) U 5 2 3 60.0 Geom - 3.50 0.00 Y Arm 7

Left 15.00

1/2 (Hutton Street

West) U 4 2 3 60.0 Geom - 3.50 0.00 N Arm 3

Ahead Inf

1/3 (Hutton Street

West) U 4 2 3 5.0 Geom - 3.50 0.00 N Arm 4

Right 20.00

2/1 (Scarborough

Beach Rd North)

U 1 2 3 1.0 Geom - 3.50 0.00 Y Arm 3 Left 15.00

2/2 (Scarborough

Beach Rd North)


2/3 (Scarborough

Beach Rd North)


2/4 (Scarborough

Beach Rd North)

U 7 2 3 5.0 Geom - 3.50 0.00 N Arm 8 Right 20.00

3/1 U 2 3 60.0 Inf - - - - - -

3/2 U 2 3 60.0 Inf - - - - - -

4/1 U 2 3 60.0 Inf - - - - - -

4/2 U 2 3 60.0 Inf - - - - - -

5/1 (Scarborough

Beach Rd South)

U 2 2 3 1.0 Geom - 3.50 0.00 Y Arm 8 Left 15.00

5/2 (Scarborough

Beach Rd South)


5/3 (Scarborough

Beach Rd South)


5/4 (Scarborough

Beach Rd South)

U 3 2 3 6.1 Geom - 3.50 0.00 N Arm 3 Right 20.00

6/1 (Hutton Street)

U 6 2 3 1.0 Geom - 3.50 0.00 Y Arm 4 Left 15.00

6/2 (Hutton U 6 2 3 60.0 Geom - 3.50 0.00 Y Arm 7

Right 20.00

Scarborough Beach Road/ Hutton Street 2013 Base Street) Arm 8

Ahead Inf

6/3 (Hutton Street)

U 6 2 3 60.0 Geom - 3.50 0.00 N Arm 7 Right Inf

7/1 U 2 3 60.0 Inf - - - - - -

7/2 U 2 3 60.0 Inf - - - - - -

8/1 U 2 3 60.0 Inf - - - - - -

8/2 U 2 3 60.0 Inf - - - - - -


0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

Time in cycle (sec)

SG

roup

s

A 6 : 160

B 6 : 1322

C 6 : 741

D 6 : 3454

E 6 : 794

F 6 : 7107

10 109 98 87 76 65 54 43 32 21 1

Scarborough Beach Road/ Hutton Street 2013 Base Network Results


Lane Type

Full SGroup

Arrow SGroup

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)




Total Delay (pcuHr)



Network - - - - - - - - - 79.0% 0 0 0 31.6 - -

Scarborough Beach Rd/ Hutton St

- - - - - - - - - 79.0% 0 0 0 31.6 - -

1/1 Hutton Street West Left U 5 1 20 - 6 1786 313 1.9% - - - 0.1 47.1 0.2

1/2+1/3 Hutton Street West Ahead

Right U 4 1 7 - 6 2105:1958 210 2.9% - - - 0.1 61.5 0.1

2/2+2/1

Scarborough Beach Rd North Left

Ahead

U 1 1 48 - 581 1965:1786 736 79.0% - - - 7.0 43.6 18.3

2/3+2/4


North Ahead Right

U 1 7 1:2 48:20 - 660 2105:1958 852 77.5% - - - 7.4 40.1 20.7

5/2+5/1


South Ahead Left

U 2 2 23 - 309 1965:1786 406 76.2% - - - 3.9 45.9 8.7

5/3+5/4


South Right Ahead

U 2 3 2:1 23:7 - 396 2105:1958 516 76.8% - - - 5.4 49.4 8.5

6/2+6/1 Hutton Street

Left Right Ahead

U 6 1 34 - 341 1912:1786 437 78.1% - - - 5.7 60.6 12.2

6/3 Hutton Street Right U 6 1 34 - 181 2105 614 29.5% - - - 1.9 37.1 4.8


Scarborough Beach Road/ Hutton Street 2013 Base Scenario 2: '2013 PM Base' (FG2: '2013 PM Base', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Scarborough Beach Rd/ Hutton StPRC: 8.1 %Total Traffic Delay: 35.7 pcuHr

Arm 1 - Hutton Street West

123

92.9%0.322.3%0.13

Arm

2 -

Sca

rbor

ough

Bea

ch R

d N

orth

1234

195

320

81.6

%17

.160

582

.0%

20.7

8

Arm 3 -

12

2070.0%0.02090.0%0.0

Arm

4 -

12433

0.0%0.0

7160.0%

0.0

Arm

5 - Scarborou gh B

each Rd S

outh

1 2 3 4

26 49680.3%

13.5300

81.5%9.6

219

Arm 6 - Hutton Street

123

22132 83.3% 10.3147 32.2% 4.4

Arm

7 -

1 2521

0.0%0.0

4510.0%

0.0

Arm 8 -

12

23 0.0% 0.023 0.0% 0.0

A

B

C

D

KEY


Scarborough Beach Road/ Hutton Street 2013 Base SGroup Diagram

1

2 3

4

5

6

7

8

9

10

Scarborough Beach Road/ Hutton Street 2013 Base SGroup Intergreens Matrix

Starting SGroup

Terminating SGroup

1 2 3 4 5 6 7 8 9 10

1 - - 6 6 - - - - - -

2 - - - - - 6 6 - 6 6

3 6 - - 6 - 6 - 6 6 6

4 6 - 6 - - 6 6 - 6 6

5 - - - - - 6 - 6 6 -

6 - 6 6 6 6 - - - - -

7 - 6 - 6 - - - 6 - -

8 - - 6 - 6 - 6 - - -

9 - 6 6 6 6 - - - - -

10 - 6 6 6 - - - - - -

Phase Diagram

1

2 3

45

6

7

8

9

10

A Min >= 31

2 3

45

6

7

8

9

10

B Min >= 01

2 3

45

6

7

8

9

10

C Min >= 71

2 3

45

6

7

8

9

10

D Min >= 7

1

2 3

45

6

7

8

9

10

E Min >= 71

2 3

45

6

7

8

9

10

F Min >= 3

Scarborough Beach Road/ Hutton Street 2013 Base Lane Input Data Junction: Scarborough Beach Rd/ Hutton St


Disp. End Disp.


Sat Flow Type

Def User Saturation

Flow (PCU/Hr)

Lane Width



(m)

1/1 (Hutton Street

West) U 5 2 3 60.0 Geom - 3.50 0.00 Y Arm 7

Left 15.00

1/2 (Hutton Street

West) U 4 2 3 60.0 Geom - 3.50 0.00 N Arm 3

Ahead Inf

1/3 (Hutton Street

West) U 4 2 3 5.0 Geom - 3.50 0.00 N Arm 4

Right 20.00

2/1 (Scarborough

Beach Rd North)

U 1 2 3 1.0 Geom - 3.50 0.00 Y Arm 3 Left 15.00

2/2 (Scarborough

Beach Rd North)


2/3 (Scarborough

Beach Rd North)


2/4 (Scarborough

Beach Rd North)

U 7 2 3 5.0 Geom - 3.50 0.00 N Arm 8 Right 20.00

3/1 U 2 3 60.0 Inf - - - - - -

3/2 U 2 3 60.0 Inf - - - - - -

4/1 U 2 3 60.0 Inf - - - - - -

4/2 U 2 3 60.0 Inf - - - - - -

5/1 (Scarborough

Beach Rd South)

U 2 2 3 1.0 Geom - 3.50 0.00 Y Arm 8 Left 15.00

5/2 (Scarborough

Beach Rd South)


5/3 (Scarborough

Beach Rd South)


5/4 (Scarborough

Beach Rd South)

U 3 2 3 6.1 Geom - 3.50 0.00 N Arm 3 Right 20.00

6/1 (Hutton Street)

U 6 2 3 1.0 Geom - 3.50 0.00 Y Arm 4 Left 15.00

6/2 (Hutton U 6 2 3 60.0 Geom - 3.50 0.00 Y Arm 7

Right 20.00

Scarborough Beach Road/ Hutton Street 2013 Base Street) Arm 8

Ahead Inf

6/3 (Hutton Street)

U 6 2 3 60.0 Geom - 3.50 0.00 N Arm 7 Right Inf

7/1 U 2 3 60.0 Inf - - - - - -

7/2 U 2 3 60.0 Inf - - - - - -

8/1 U 2 3 60.0 Inf - - - - - -

8/2 U 2 3 60.0 Inf - - - - - -


0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

Time in cycle (sec)

SG

roup

s

A 6 : 160

B 6 : 722

C 6 : 2235

D 6 : 2563

E 6 : 794

F 6 : 7107

10 109 98 87 76 65 54 43 32 21 1

Scarborough Beach Road/ Hutton Street 2013 Base Network Results


Lane Type

Full SGroup

Arrow SGroup

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)




Total Delay (pcuHr)



Network - - - - - - - - - 83.3% 0 0 0 35.7 - -

Scarborough Beach Rd/ Hutton St

- - - - - - - - - 83.3% 0 0 0 35.7 - -

1/1 Hutton Street West Left U 5 1 20 - 9 1786 313 2.9% - - - 0.1 47.2 0.3

1/2+1/3 Hutton Street West Ahead

Right U 4 1 7 - 5 2105:1958 218 2.3% - - - 0.1 61.2 0.1

2/2+2/1

Scarborough Beach Rd North Left

Ahead

U 1 1 42 - 515 1965:1786 631 81.6% - - - 7.3 51.3 17.1

2/3+2/4


North Ahead Right

U 1 7 1:2 42:14 - 613 2105:1958 748 82.0% - - - 8.2 48.1 20.7

5/2+5/1


South Ahead Left

U 2 2 38 - 522 1965:1786 650 80.3% - - - 5.9 40.6 13.5

5/3+5/4


South Right Ahead

U 2 3 2:1 38:22 - 519 2105:1958 637 81.5% - - - 6.5 45.3 9.6

6/2+6/1 Hutton Street

Left Right Ahead

U 6 1 25 - 253 1877:1786 304 83.3% - - - 5.7 80.6 10.3

6/3 Hutton Street Right U 6 1 25 - 147 2105 456 32.2% - - - 1.9 45.4 4.4


Scarborough Beach Road/ Harborne Street 2013 Base

Scarborough Beach Road/ Harborne Street 2013 Base Scenario 1: '2013 AM Base' (FG1: '2013 AM Base', Plan 1: 'Network Control Plan 1')

Network Layout Diagram


SGroup Diagram

12

3

4

5

6

7

8


SGroup Intergreens Matrix

Starting SGroup

Terminating SGroup

1 2 3 4 5 6 7 8

1 - - - 6 6 - - 6

2 - - - - 6 - - 6

3 - - - 6 - - - -

4 6 - 6 - 6 6 6 6

5 6 6 - 6 - 6 - -

6 - - - 6 6 - - 6

7 - - - 6 - - - -

8 6 6 - 6 - 6 - -

Phase Diagram

12

3

4

5

6

7

8

A Min >= 3

12

3

4

5

6

7

8

B Min >= 7

12

3

4

5

6

7

8

C Min >= 7

12

3

4

5

6

7

8

D Min >= 0


Lane Input Data

Junction: Scarborough Beach Road/ Harborne Street/ Frobisher St

Lane Lane Type

SGroups Start Disp.

End Disp.


Sat Flow Type

Def User Saturation

Flow (PCU/Hr)

Lane Width

(m) Gradient

Nearside Lane

Turns Turning Radius

(m)

1/1 (Frobisher

Street) U 3 2 3 60.0 Geom - 3.50 0.00 Y

Arm 6 Left

15.00

Arm 7 Ahead

Inf

1/2 (Frobisher

Street) O 3 2 3 7.8 Geom - 3.50 0.00 N

Arm 7 Ahead

Inf

Arm 8 Right

15.00

2/1 (Scarborough

Beach Rd East)

U 5 2 3 1.0 Geom - 3.50 0.00 N Arm 7 Left

15.00

2/2 (Scarborough

Beach Rd East)

U 5 2 3 60.0 Geom - 3.50 0.00 Y Arm 8 Ahead

Inf

2/3 (Scarborough

Beach Rd East)

U 5 2 3 60.0 Geom - 3.50 0.00 N

Arm 5 Right

30.00

Arm 8 Ahead

Inf

2/4 (Scarborough

Beach Rd East)

U 5 2 3 10.4 Geom - 3.50 0.00 N Arm 5 Right

30.00

3/1 (Harborne St)

U 2 2 3 60.0 Geom - 3.50 0.00 Y Arm 8 Left

50.00

3/2 (Harborne St)

U 1 2 3 60.0 Geom - 3.50 0.00 N Arm 5 Ahead

Inf

3/3 (Harborne St)

O 6 2 3 9.6 Geom - 3.50 0.00 N Arm 6 Right

15.00

4/1 (Scarborough

Beach Rd West)

U 4 2 3 1.0 Geom - 3.50 0.00 Y Arm 5 Left

10.00

4/2 (Scarborough

Beach Rd West)

U 4 2 3 60.0 Geom - 3.50 0.00 Y Arm 6 Ahead

Inf

4/3 (Scarborough

Beach Rd West)

U 4 2 3 60.0 Geom - 3.50 0.00 N Arm 6 Ahead

Inf

4/4 (Scarborough

Beach Rd West)

U 4 2 3 5.0 Geom - 3.50 0.00 N Arm 7 Right

30.00

5/1 U 2 3 60.0 Inf - - - - - -

5/2 U 2 3 60.0 Inf - - - - - -

6/1 U 2 3 60.0 Inf - - - - - -


6/2 U 2 3 60.0 Inf - - - - - -

7/1 U 2 3 60.0 Inf - - - - - -

7/2 U 2 3 60.0 Inf - - - - - -

8/1 U 2 3 60.0 Inf - - - - - -

8/2 U 2 3 60.0 Inf - - - - - -


0

0

10

10

20

20

30

30

40

40

50

50

Time in cycle (sec)

SG

roups

A 2 : 11

0

B 6 : 11

13

C 6 : 12

30

D6 : 1

48

8 8

7 7

6 6

5 5

4 4

3 3

2 2

1 1


Network Results


Lane Type

Full SGroup

Arrow SGroup

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)




Total Delay (pcuHr)



Network - - - - - - - - - 87.8% 48 0 160 34.6 - -

Scarborough Beach Road/

Harborne Street/

Frobisher St

- - - - - - - - - 87.8% 48 0 160 34.6 - -

1/1+1/2 Frobisher Street Left

Ahead Right U+O 3 1 11 - 610 1900:2052 695 87.8% 44 0 29 7.6 45.1 8.4

2/2+2/1 Scarborough


U 5 1 12 - 300 1965:1914 373 80.3% - - - 3.6 43.6 5.8

2/3+2/4 Scarborough


U 5 1 12 - 604 2105:2005 859 70.3% - - - 4.3 25.9 6.0

3/1 Harborne St

Left U 2 1 31 - 303 1908 1110 27.3% - - - 0.7 8.0 2.5

3/2+3/3 Harborne St Ahead Right

U+O 1 6 1 14 - 545 2105:1914 662 82.4% 4 0 131 7.7 51.0 7.1

4/2+4/1


Ahead

U 4 1 11 - 361 1965:1709 428 84.3% - - - 4.5 45.3 7.5

4/3+4/4


West Ahead Right

U 4 1 11 - 618 2105:2005 730 84.6% - - - 6.0 35.1 7.3


Scarborough Beach Road/ Harborne Street 2013 Base Scenario 2: '2013 PM Base' (FG2: '2013 PM Base', Plan 1: 'Network Control Plan 1')



SGroup Diagram

12

3

4

5

6

7

8



Starting SGroup

Terminating SGroup

1 2 3 4 5 6 7 8

1 - - - 6 6 - - 6

2 - - - - 6 - - 6

3 - - - 6 - - - -

4 6 - 6 - 6 6 6 6

5 6 6 - 6 - 6 - -

6 - - - 6 6 - - 6

7 - - - 6 - - - -

8 6 6 - 6 - 6 - -

Phase Diagram

12

3

4

5

6

7

8

A Min >= 3

12

3

4

5

6

7

8

B Min >= 7

12

3

4

5

6

7

8

C Min >= 7

12

3

4

5

6

7

8

D Min >= 0


Lane Input Data

Junction: Scarborough Beach Road/ Harborne Street/ Frobisher St

Lane Lane Type

SGroups Start Disp.

End Disp.


Sat Flow Type

Def User Saturation

Flow (PCU/Hr)

Lane Width

(m) Gradient

Nearside Lane


(m)

1/1 (Frobisher

Street) U 3 2 3 60.0 Geom - 3.50 0.00 Y

Arm 6 Left

15.00

Arm 7 Ahead

Inf

1/2 (Frobisher

Street) O 3 2 3 7.8 Geom - 3.50 0.00 N

Arm 7 Ahead

Inf

Arm 8 Right

15.00

2/1 (Scarborough

Beach Rd East)

U 5 2 3 1.0 Geom - 3.50 0.00 N Arm 7 Left

15.00

2/2 (Scarborough

Beach Rd East)

U 5 2 3 60.0 Geom - 3.50 0.00 Y Arm 8 Ahead

Inf

2/3 (Scarborough

Beach Rd East)

U 5 2 3 60.0 Geom - 3.50 0.00 N

Arm 5 Right

30.00

Arm 8 Ahead

Inf

2/4 (Scarborough

Beach Rd East)

U 5 2 3 10.4 Geom - 3.50 0.00 N Arm 5 Right

30.00

3/1 (Harborne St)

U 2 2 3 60.0 Geom - 3.50 0.00 Y Arm 8 Left

50.00

3/2 (Harborne St)

U 1 2 3 60.0 Geom - 3.50 0.00 N Arm 5 Ahead

Inf

3/3 (Harborne St)

O 6 2 3 9.6 Geom - 3.50 0.00 N Arm 6 Right

15.00

4/1 (Scarborough

Beach Rd West)

U 4 2 3 1.0 Geom - 3.50 0.00 Y Arm 5 Left

10.00

4/2 (Scarborough

Beach Rd West)

U 4 2 3 60.0 Geom - 3.50 0.00 Y Arm 6 Ahead

Inf

4/3 (Scarborough

Beach Rd West)

U 4 2 3 60.0 Geom - 3.50 0.00 N Arm 6 Ahead

Inf

4/4 (Scarborough

Beach Rd West)

U 4 2 3 5.0 Geom - 3.50 0.00 N Arm 7 Right

30.00

5/1 U 2 3 60.0 Inf - - - - - -

5/2 U 2 3 60.0 Inf - - - - - -

6/1 U 2 3 60.0 Inf - - - - - -


6/2 U 2 3 60.0 Inf - - - - - -

7/1 U 2 3 60.0 Inf - - - - - -

7/2 U 2 3 60.0 Inf - - - - - -

8/1 U 2 3 60.0 Inf - - - - - -

8/2 U 2 3 60.0 Inf - - - - - -


0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

Time in cycle (sec)

SG

roups

A 2 : 17

0

B 6 : 21

19

C 6 : 10

46

D 6 : 15

62

8 8

7 7

6 6

5 5

4 4

3 3

2 2

1 1


Network Results


Lane Type

Full SGroup

Arrow SGroup

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)




Total Delay (pcuHr)



Network - - - - - - - - - 101.3% 72 208 107 74.1 - -

Scarborough Beach Road/

Harborne Street/

Frobisher St

- - - - - - - - - 101.3% 72 208 107 74.1 - -

1/1+1/2 Frobisher Street Left

Ahead Right U+O 3 1 17 - 765 1895:2057 773 99.0% 69 0 20 18.9 88.7 21.9

2/2+2/1 Scarborough


U 5 1 10 - 187 1965:1914 185 101.3% - - - 9.4 181.8 11.2

2/3+2/4 Scarborough


U 5 1 10 - 413 2097:2005 494 83.6% - - - 6.4 55.7 7.7

3/1 Harborne St

Left U 2 1 61 - 256 1908 1425 18.0% - - - 0.3 4.6 1.8

3/2+3/3 Harborne St Ahead Right

U+O 1 6 1 34 - 866 2105:1914 902 96.0% 3 208 87 14.1 58.7 18.1

4/2+4/1


Ahead

U 4 1 21 - 457 1965:1709 514 88.8% - - - 7.3 57.2 13.4

4/3+4/4


West Ahead Right

U 4 1 21 - 699 2105:2005 703 99.4% - - - 17.7 91.2 24.3


Hutton Street/ Guthrie Street 2013 Base

Hutton Street/ Guthrie Street 2013 Base Scenario 1: '2013 AM Base' (FG1: '2013 AM Base', Plan 1: 'Network Control Plan 1')



SGroup Diagram

1

2

3

4



Starting SGroup

Terminating SGroup

1 2 3 4

1 - - 6 6

2 - - 6 6

3 6 6 - -

4 6 6 - -

Phase Diagram

1

2

3

4

A Min >= 7

1

2

3

4

B Min >= 7


Lane Input Data

Junction: Hutton Street/ Guthrie Street

Lane Lane Type

SGroups Start Disp.

End Disp.


Sat Flow Type

Def User Saturation

Flow (PCU/Hr)

Lane Width

(m) Gradient

Nearside Lane


(m)

1/1 (Hutton St

West) U 1 2 3 60.0 Geom - 3.50 0.00 Y

Arm 6 Left

15.00

Arm 7 Ahead

Inf

1/2 (Hutton St

West) O 1 2 3 60.0 Geom - 3.50 0.00 N

Arm 7 Ahead

Inf

Arm 8 Right

20.00

2/1 (Guthrie St

North) U 3 2 3 8.7 Geom - 3.50 0.00 Y

Arm 7 Left

15.00

Arm 8 Ahead

Inf

2/2 (Guthrie St

North) O 3 2 3 60.0 Geom - 3.50 0.00 N

Arm 5 Right

20.00

Arm 8 Ahead

Inf

3/1 (Hutton St

East) U 2 2 3 60.0 Geom - 3.50 0.00 Y

Arm 5 Ahead

Inf

Arm 8 Left

15.00

3/2 (Hutton St

East) O 2 2 3 60.0 Geom - 3.50 0.00 N

Arm 5 Ahead

Inf

Arm 6 Right

20.00

4/1 (Guthrie St

South) U 4 2 3 60.0 Geom - 3.50 0.00 Y

Arm 5 Left

15.00

Arm 6 Ahead

Inf

4/2 (Guthrie St

South) O 4 2 3 6.1 Geom - 3.50 0.00 N

Arm 6 Ahead

Inf

Arm 7 Right

20.00

5/1 U 2 3 60.0 Inf - - - - - -

5/2 U 2 3 60.0 Inf - - - - - -

6/1 U 2 3 60.0 Inf - - - - - -

6/2 U 2 3 60.0 Inf - - - - - -

7/1 U 2 3 60.0 Inf - - - - - -

7/2 U 2 3 60.0 Inf - - - - - -

8/1 U 2 3 60.0 Inf - - - - - -

8/2 U 2 3 60.0 Inf - - - - - -



0

0

10

10

20

20

30

30

40

40

50

50

60

60

Time in cycle (sec)

SG

roups

A 6 : 38

0

B 6 : 10

44

4 43 32 21 1


Network Results


Lane Type

Full SGroup

Arrow SGroup

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)




Total Delay (pcuHr)



Network - - - - - - - - - 50.8% 189 18 2 6.7 - -

Hutton Street/ Guthrie Street

- - - - - - - - - 50.8% 189 18 2 6.7 - -

1/1 Hutton St West Left

Ahead U 1 1 38 - 200 1914 1053 19.0% - - - 0.5 8.9 1.8

1/2 Hutton St

West Ahead Right

O 1 1 38 - 199 2084 1316 15.1% 27 0 0 0.4 6.9 1.4

2/2+2/1 Guthrie St North Right Left Ahead

O+U 3 1 10 - 186 2063:1902 403 46.1% 7 18 0 1.7 32.0 1.9

3/1 Hutton St East

Ahead Left U 2 1 38 - 530 1898 1044 50.8% - - - 1.8 11.9 6.0

3/2 Hutton St East Ahead Right

O 2 1 38 - 530 2067 1344 39.4% 131 0 0 1.1 7.3 4.4

4/1+4/2 Guthrie St South Left

Ahead Right U+O 4 1 10 - 152 1917:2050 390 39.0% 25 0 2 1.3 31.5 1.5


Hutton Street/ Guthrie Street 2013 Base Scenario 2: '2013 PM Base' (FG2: '2013 PM Base', Plan 1: 'Network Control Plan 1')



SGroup Diagram

1

2

3

4



Starting SGroup

Terminating SGroup

1 2 3 4

1 - - 6 6

2 - - 6 6

3 6 6 - -

4 6 6 - -

Phase Diagram

1

2

3

4

A Min >= 7

1

2

3

4

B Min >= 7


Lane Input Data

Junction: Hutton Street/ Guthrie Street

Lane Lane Type

SGroups Start Disp.

End Disp.


Sat Flow Type

Def User Saturation

Flow (PCU/Hr)

Lane Width

(m) Gradient

Nearside Lane


(m)

1/1 (Hutton St

West) U 1 2 3 60.0 Geom - 3.50 0.00 Y

Arm 6 Left

15.00

Arm 7 Ahead

Inf

1/2 (Hutton St

West) O 1 2 3 60.0 Geom - 3.50 0.00 N

Arm 7 Ahead

Inf

Arm 8 Right

20.00

2/1 (Guthrie St

North) U 3 2 3 8.7 Geom - 3.50 0.00 Y

Arm 7 Left

15.00

Arm 8 Ahead

Inf

2/2 (Guthrie St

North) O 3 2 3 60.0 Geom - 3.50 0.00 N

Arm 5 Right

20.00

Arm 8 Ahead

Inf

3/1 (Hutton St

East) U 2 2 3 60.0 Geom - 3.50 0.00 Y

Arm 5 Ahead

Inf

Arm 8 Left

15.00

3/2 (Hutton St

East) O 2 2 3 60.0 Geom - 3.50 0.00 N

Arm 5 Ahead

Inf

Arm 6 Right

20.00

4/1 (Guthrie St

South) U 4 2 3 60.0 Geom - 3.50 0.00 Y

Arm 5 Left

15.00

Arm 6 Ahead

Inf

4/2 (Guthrie St

South) O 4 2 3 6.1 Geom - 3.50 0.00 N

Arm 6 Ahead

Inf

Arm 7 Right

20.00

5/1 U 2 3 60.0 Inf - - - - - -

5/2 U 2 3 60.0 Inf - - - - - -

6/1 U 2 3 60.0 Inf - - - - - -

6/2 U 2 3 60.0 Inf - - - - - -

7/1 U 2 3 60.0 Inf - - - - - -

7/2 U 2 3 60.0 Inf - - - - - -

8/1 U 2 3 60.0 Inf - - - - - -

8/2 U 2 3 60.0 Inf - - - - - -



0

0

10

10

20

20

30

30

40

40

50

50

60

60

Time in cycle (sec)

SG

roups

A 6 : 31

0

B 6 : 17

37

4 43 32 21 1


Network Results


Lane Type

Full SGroup

Arrow SGroup

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)




Total Delay (pcuHr)



Network - - - - - - - - - 49.1% 160 11 2 8.3 - -

Hutton Street/ Guthrie Street

- - - - - - - - - 49.1% 160 11 2 8.3 - -

1/1 Hutton St West Left

Ahead U 1 1 31 - 409 1945 843 48.5% - - - 1.9 16.3 5.4

1/2 Hutton St

West Ahead Right

O 1 1 31 - 408 2089 1114 36.6% 41 0 0 1.2 10.8 4.1

2/2+2/1 Guthrie St North Right Left Ahead

O+U 3 1 17 - 354 2081:1804 722 49.1% 16 11 0 2.3 23.6 3.1

3/1 Hutton St East

Ahead Left U 2 1 31 - 233 1892 820 28.4% - - - 0.9 14.1 2.7

3/2 Hutton St East Ahead Right

O 2 1 31 - 233 2072 998 23.3% 50 0 0 0.8 11.8 2.2

4/1+4/2 Guthrie St South Left

Ahead Right U+O 4 1 17 - 191 1915:2020 598 32.0% 52 0 2 1.3 23.8 1.6


Herdsman Glendalough Integrated Transport Plan

Documents

Transcript of Herdsman Glendalough Integrated Transport Plan