MARTIN STREET BRIGHTON NEIGHBOURHOOD ACTIVITY CENTRE · the Martin Street, Brighton –...

MARTIN STREET, BRIGHTON

NEIGHBOURHOOD ACTIVITY CENTRE

TRAFFIC AND TRANSPORT ANALYSIS

PREPARED FOR

BAYSIDE CITY COUNCIL

GRP15726R‐01E Page i

MARTIN STREET, BRIGHTON – TRAFFIC AND TRANSPORT ANALYSIS

MARTIN STREET BRIGHTON

NEIGHBOURHOOD ACTIVITY CENTRE

TRAFFIC AND TRANSPORT ANALYSIS

DOCUMENT CONTROL

Issue No. Type Date Prepared By Approved By

C Final Stage 1 18/09/2013 J. Dunstone R. Thomson

D Updated SIDRA Stage 1

20/06/2014 M.Chiu R. Thomson

E Draft Stage 2 08/04/2015 J. Dunstone R. Thomson

OUR REF: GRP15726R‐01E

COPYRIGHT: The ideas and material contained in this document are the property of Traffix Group (Traffix Group Pty Ltd – ABN 32 100 481 570, Traffix Survey Pty Ltd – ABN 57 120 461 510, Traffix Design Pty Ltd – ABN 41 060 899 443). Use or copying of this document in whole or in part without the written permission of Traffix Group constitutes an infringement of copyright.

LIMITATION: This report has been prepared on behalf of and for the exclusive use of Traffix Group’s client, and is subject to and issued in connection with the provisions of the agreement between Traffix Group and its client. Traffix Group accepts no liability or responsibility whatsoever for or in respect of any use of or reliance upon this report by any third party.

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TABLE OF CONTENTS 1. INTRODUCTION ................................................................................................................ 1

2. STUDY AREA ..................................................................................................................... 1

2.1. ROAD NETWORK ....................................................................................................................................... 2 2.2. PUBLIC TRANSPORT .................................................................................................................................. 2 2.3. BICYCLE ROUTES AND FACILITIES .............................................................................................................. 4 2.3.1. Bicycle Routes ......................................................................................................................................... 4 2.3.2. Bicycle Facilities ...................................................................................................................................... 5

3. TRAFFIC VOLUMES ............................................................................................................ 5

3.1. MID BLOCK TRAFFIC VOLUMES .................................................................................................................. 5 3.2. TURNING MOVEMENT COUNTS ................................................................................................................... 6

4. TRAFFIC OPERATION ......................................................................................................... 9

4.1. MID BLOCK TRAFFIC VOLUMES .................................................................................................................. 9 4.1.1. Martin Street ............................................................................................................................................ 9 4.1.2. Asling Street .......................................................................................................................................... 10 4.1.3. Spink Street ........................................................................................................................................... 10 4.1.4. Rose Street ........................................................................................................................................... 10 4.1.5. Nepean Highway Service Road ............................................................................................................ 10 4.1.6. Hamilton Street ...................................................................................................................................... 10 4.1.7. Laneway south of Martin Street (Spinks Street to Service Road) .......................................................... 10 4.2. VOLUME AND CAPACITY DISCUSSION ....................................................................................................... 10 4.3. INTERSECTION PERFORMANCE ................................................................................................................ 11

5. LANEWAY TRAFFIC VOLUMES .......................................................................................... 16

6. CRASH HISTORY ............................................................................................................... 17

7. EXISTING TRAVEL PATTERNS ............................................................................................ 19

7.1. MODE OF TRAVEL ................................................................................................................................... 19 7.2. VEHICLES PER DWELLING ........................................................................................................................ 21 7.3. DIRECTION OF TRAVEL ............................................................................................................................ 22 7.4. TRAVEL TO GARDENVALE STATION .......................................................................................................... 24 7.5. FUTURE GROWTH ................................................................................................................................... 25

8. CARPARKING SURVEYS .................................................................................................... 26

8.1. PUBLIC CARPARKING WITHIN THE ACTIVITY CENTRE ................................................................................ 26 8.2. PUBLIC PARKING WITHIN THE ACTIVITY CENTRE BY RESTRICTION ............................................................. 27 8.3. PUBLIC CARPARKING WITHIN THE PERIPHERAL AREA ............................................................................... 28 8.4. PRIVATE CARPARKING WITHIN THE ACTIVITY CENTRE .............................................................................. 29 8.5. SUMMARY OF CARPARKING WITHIN THE ACTIVITY CENTRE ....................................................................... 30 8.6. RAILWAY COMMUTER PARKING ................................................................................................................ 31

9. THEORETICAL PARKING DEMAND ASSESSMENT .............................................................. 31

10. STAKEHOLDER COMMENTS ............................................................................................. 34

10.1. TRAFFIC IMPACTS OF ADDITIONAL DEVELOPMENT .................................................................................... 34 10.2. PARKING IMPACTS OF ADDITIONAL DEVELOPMENT ................................................................................... 39 10.3. IMPACTS TO MARTIN STREET AND ASLING STREET ................................................................................... 39 10.4. LANEWAY IMPACTS OF ADDITIONAL DEVELOPMENT .................................................................................. 40 10.5. MARTIN STREET/ASLING STREET ROUNDABOUT ....................................................................................... 41 10.6. NEPEAN HIGHWAY/MARTIN STREET LEFT TURN ....................................................................................... 41

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10.7. PARKING RESTRICTIONS.......................................................................................................................... 42 10.8. PRIVATE PARKING ................................................................................................................................... 43 10.9. PEDESTRIAN CROSSINGS ........................................................................................................................ 43 10.10. NEPEAN HIGHWAY SERVICE ROAD ........................................................................................................... 43 10.11. NON – LOCAL TRAFFIC ............................................................................................................................ 44

11. CONCLUSION ................................................................................................................... 45

LIST OF FIGURES Figure 1: Site Locality Plan .................................................................................................................................................. 1 Figure 2: Public Transport Network ..................................................................................................................................... 3 Figure 3: Bicycle Route In and Around Study Area ............................................................................................................. 4 Figure 4: AM Peak Turning Movements (8:00am – 9:00am) ............................................................................................... 7 Figure 5: PM Peak Turning Movements (4:00pm – 5:00pm) ............................................................................................... 8 Figure 6: Intersection Layout – Martin Street / Hamilton Street ......................................................................................... 11 Figure 7: Intersection Layout – Martin Street / Asling Street ............................................................................................. 12 Figure 8: Intersection Layout – Martin Street / Spink Street .............................................................................................. 13 Figure 9: Intersection Layout – Martin Street / Nepean Highway Service Road ................................................................ 14 Figure 10: Intersection Layout – Martin Street / Gardenvale Road / Nepean Highway ..................................................... 15 Figure 11: Martin Street NAC Laneway Locations ............................................................................................................. 16 Figure 12: Casualty Crash Locations (1/7/2007 to 30/6/2012) .......................................................................................... 19 Figure 13: Gardenvale Station – Weekday Entries by Access Mode ................................................................................ 24 Figure 14: Martin Street NAC – Parking Occupancy ......................................................................................................... 27 Figure 15: Public Parking Occupancy by Restriction ......................................................................................................... 27 Figure 16: Assumed Distribution of Traffic Generated due to Additional Development ..................................................... 35 Figure 16: Potential Treatment Options to Improve Circulation and Throughput ............................................................... 38 Figure 17: Potential Treatment to Slow Vehicles Entering Martin Street .......................................................................... 42 Figure 18: Potential Rat Run Route ................................................................................................................................... 44

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LIST OF TABLES Table 1: Summary of Tube Count Surveys .......................................................................................................................... 5 Table 2: SIDRA Analysis – Martin Street / Hamilton Street ............................................................................................... 11 Table 3: SIDRA Analysis – Martin Street / Asling Street ................................................................................................... 12 Table 4: SIDRA Analysis – Martin Street / Spink Street .................................................................................................... 13 Table 5: SIDRA Analysis – Martin Street / Nepean Highway Service Road ...................................................................... 14 Table 6: SIDRA Analysis – Martin Street / Gardenvale Road / Nepean Highway ............................................................. 15 Table 7: Laneway Traffic Volume Estimates ..................................................................................................................... 17 Table 8: CrahStats Summary (1/7/2007 to 30/6/2012) ...................................................................................................... 18 Table 9: Main Method of Travel to Work (2011) ................................................................................................................ 20 Table 10: Car Ownership Summary .................................................................................................................................. 21 Table 11: Brighton Residents - Place of Work (2011) ....................................................................................................... 22 Table 12: Brighton Employees - Place of Residence (2011) ............................................................................................. 23 Table 13: Change in Transport Mode Utilisation (2006-2011) ........................................................................................... 25 Table 14: Martin Street NAC – Parking Survey Summary ................................................................................................. 26 Table 15: Martin Street Peripheral Area – Parking Survey Summary ................................................................................ 28 Table 16: Martin Street NAC – Private Parking ................................................................................................................. 29 Table 17: Location of Private Parking not Surveyed .......................................................................................................... 30 Table 18: Martin Street NAC – Parking Supply and Demand ............................................................................................ 30 Table 19: Theoretical Carparking Demand – Column A .................................................................................................... 32 Table 20: Theoretical Carparking Demand – Column B .................................................................................................... 33 Table 21: Summary of 2030 Development Scenarios. ...................................................................................................... 34 Table 22: Additional Traffic Generated due to Development within the NAC .................................................................... 36 Table 23: Predicted 2030 Traffic Volumes (two-way) on Martin Street and Asling Street ................................................. 36 Table 24: Theoretical Carparking Demand due to New Development ............................................................................... 39 Table 25: Additional Traffic Generated due to Development within the NAC .................................................................... 40

APPENDICES

APPENDIX A: TURNING MOVEMENT COUNT SURVEY RESULTS

APPENDIX B: TUBE COUNT SURVEY RESULTS

APPENDIX C: SIDRA INTERSECTION ANALYSIS

APPENDIX D: PARKING OCCUPANCY SURVEY RESULTS

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1. INTRODUCTION

Traffix Group was engaged by Bayside City Council to undertake a traffic engineering assessment of the Martin Street, Brighton – Neighbourhood Activity Centre (NAC). The findings of the assessment will provide Bayside City Council with a review of the existing and future transport and parking demands to assist in developing policies and actions to develop a structure plan for the NAC.

This report provides an overview of the existing traffic and parking conditions in the study area, pedestrian and bicycle facilities, previous background studies, and findings that will assist in developing policies and actions for the NAC.

2. STUDY AREA

The Martin Street NAC defined in this study is centred on Martin Street, Brighton and is bordered by Nepean Highway to the east, Hamilton Street to the west and the extents of the commercial planning zone area in the north and south. The study area is shown in Figure 1.

Figure 1: Site Locality Plan

Study Area



2.1. ROAD NETWORK

Martin Street extends between the signalised intersection with the Nepean Highway to the east and the beach to the west. To the east of the Nepean Highway it continues as Gardenvale Road. Within the study area Martin Street provides for a single lane of traffic in each direction, with a narrow bicycle lane and marked parallel parking on both sides. Martin Street is a local road classified as a connector street. Martin Street has a midblock pedestrian (zebra) crossing to the west of the intersection with Spink Street.

Asling Street extends from the Nepean Highway in the north to Bay Street in the south. Within the study area Asling Street provides for a single lane of traffic in each direction, with a bicycle lane and parallel parking on both sides. Asling Street is a local road classified as a connector street. The intersection with Martin Street is a roundabout with pedestrian (zebra) crossings on each approach.

Spink Street extends from Rose Street in the south to the Nepean Highway Service Road in the north. Within the study area, Spink Street has a 6.6m wide carriageway allowing for a loading zone parking along the east side and two‐way traffic. Spink Street provides 90 degree parking, of varying restrictions along the west side of the road. Spink Street is a local road classified as an access street. The approaches of Spink Street to Martin Street are controlled by Stop Signs.

Nepean Highway Service Road extends between Spink Street in the north and the off‐street public car park in the south. North of Martin Street, the Nepean Highway Service Road provides for a single northbound lane of traffic with angle parking on the east side of the road. South of Martin Street, the Nepean Highway Service Road provides for a lane of traffic in each direction with marked parallel parking on the east side of the road and 90 degree parking on west side of the road. The Nepean Highway Service Road provides access to an 18 space off‐street public car park located at the southern end of the service road.

Hamilton Street extends north of Martin Street to Cole Street. Hamilton Street has an 8.9m carriageway allowing two‐way traffic and kerbside parallel parking on both sides. Hamilton Street is a local road classified as an access street.

Rose Street extends from Spink Street to the east before ending at a dead end west of the Nepean Highway. Rose Street has a 7.3m carriageway allowing two way traffic. Rose Street is a local road classified as an access street.

2.2. PUBLIC TRANSPORT Public transport within the study area comprises train services along the Sandringham railway line and Bus Route 630. The public transport routes which operate around and through the study area are summarised, as follows:

Gardenvale Railway Station is located to the north of Martin Street and to the west of Spink Street and forms part of the Sandringham railway line providing services between Sandringham and the city. There is no off street car parking provided for railway commuters at Gardenvale Station. Services operate Monday to Friday between 5:15am and 1:30am approximately every 15 minutes during off‐peak times and approximately 10 minutes during peak times. On weekends services are typically every 20 minutes between 6:00am and 1:30am on Saturdays, and between 8:30am and 12:30am on Sundays.

Bus Route 630 operates along Martin Street to Gardenvale Station and provides a service between Monash University and Elwood.

Other nearby bus routes which operate to the east of the Nepean Highway include:

Bus Route 219 provides a service between Gardenvale and Sunshine and operates along Gardenvale Road, just to the east of the study area.

Bus Route 220 provides a service between Gardenvale and Sunshine Station via the City and operates along Gardenvale Road, just to the east of the study area.



Bus Route 626 provides a service between Middle Brighton Station and Chadstone Shopping Centre and operates along Gardenvale Road, just to the east of the study area.

Bus Route 605 provides a service between Gardenvale and the City and operates along Gardenvale Road, just to the east of the study area.

Bus Route 970 (NightRider Service) provides a service between the City and Frankston/Rosebud and operates along the Nepean Highway, just to the east of the study area.

Figure 2: Public Transport Network



2.3. BICYCLE ROUTES AND FACILITIES

2.3.1. Bicycle Routes

There are multiple bicycle routes traveling through or providing access to the Martin Street NAC. The bicycle routes which operate around and through the study area are summarised below.

On Road:

Martin Street has narrow on‐street bicycle lanes (approximately 0.7m in width) on each side of the road, providing an east‐west route through the NAC.

Asling Street has on‐street bicycle lanes on both sides of the road, providing a north‐south route through the NAC.

Off Road:

The Elster Creek Shared Trail starts at the north end of Spink Street and connects to New Street, Elwood.

The Nepean Highway Shared Path begins at the end of Rose Street and follows the Nepean Highway south to South Road, Hampton East.

At present there is no connection between these two off‐road shared paths but there is a proposed connection being considered in the outer separator between the Nepean Highway and the Service Road by converting 27 angle parking spaces into 18 parallel parking spaces, connecting the two off road bicycle routes.

Figure 3: Bicycle Route In and Around Study Area

Elster Creek Shared Trail

Nepean Highway Shared Trail

On‐road Bicycle Lanes

Proposed Connection



2.3.2. Bicycle Facilities

At present there are no bicycle facilities in the Martin Street NAC. The Gardenvale Station also has no provision for bicycles. There is minimal space within the NAC to install bicycle facilities such as a Parkiteer Cage or changing facilities, without removing existing car parking spaces.

3. TRAFFIC VOLUMES

3.1. MID BLOCK TRAFFIC VOLUMES

Tube count surveys were undertaken at 5 locations within the study area. These 5 locations were:

Asling Street south of Martin Street

Martin Street between Asling Street and Spink Street

Spink Street north of Martin Street

Rose Street east of Montclair Street

Laneway south of Martin Street between Spink Street and Nepean Highway Service Road.

Results of these tube count surveys are summarised below and full results can be found in Appendix A.

Table 1: Summary of Tube Count Surveys

Location Direction

Average 24 hour Weekday Volume

Weekday AM Peak Period

Weekday AM Peak Volume

Weekday PM Peak Period

Weekday PM Peak Volume

85th Percentile Speed (km/hr)

Percentage Commercial Vehicles

Asling Street

Northbound 1,967 8:00‐8:59 245 15:00‐15:59 198 50.8 2.3%

Southbound 1,391 8:00‐8:59 128 16:00‐16:59 159 49.4 2.6%

Combined 3,358 8:00‐8:59 373 15:00‐15:59 347 50.3 2.4%

Martin Street

Eastbound 3,039 8:00‐8:59 299 17:00‐17:59 326 34.4 3.8%

Westbound 3,530 8:00‐8:59 431 15:00‐15:59 349 34.2 4.0%

Combined 6,569 8:00‐8:59 703 15:00‐15:59 654 34.3 3.9%

Spink Street

Northbound 135 9:00‐9:59 26 18:00‐18:59 34 27.7 3.4%

Southbound 275 11:00‐11:59 31 12:00‐12:59 44 33.8 1.7%

Combined 410 9:00‐9:59 51 18:00‐18:59 71 32.2 2.3%

Rose Street

Eastbound 50 10:00‐10:59 9 15:00‐15:59 10 25.6 0.6%

Westbound 52 8:00‐8:59 7 16:00‐16:59 8 25.6 1.2%

Combined 102 10:00‐10:59 15 15:00‐15:59 18 25.6 0.9%

Laneway south of Martin Street

Eastbound 16 10:00‐10:59 4 12:00‐12:59 6 17.0 6.1%

Westbound 16 9:00‐9:59 5 15:00‐15:59 5 15.5 5.9%

Combined 31 9:00‐9:59 7 12:00‐12:59 11 16.2 6.0%



3.2. TURNING MOVEMENT COUNTS

Turning movement count surveys were undertaken at 5 key intersections in the study area. These locations were as follows:

Intersection of Martin Street and Hamilton Street

Intersection of Martin Street and Asling Street

Intersection of Martin Street and Spink Street

Intersection of Martin Street and Nepean Highway Service Road

Intersection of Martin Street, Gardenvale Road and Nepean Highway

For the intersections with Hamilton Street, Asling Street, Spink Street and Nepean Highway Service Road turning movement counts were undertaken manually from camera footage recorded on the 18 July 2013. For the intersection of Martin Street, Gardenvale Road and Nepean Highway turning movement counts consisted of manually counted turning movements in and out of Martin Street/Gardenvale Road and SCATS data providing the Nepean Highway through and right turn movements.

The periods for which turning movement counts were undertaken were 7am – 9am and 4pm – 6pm to coincide with peak traffic flows from Nepean Highway SCATS data for the Martin Street approach.

Figure 4 and Figure 5 show summaries of the AM and PM peak hour turning movements within the study area. Full turning movement count results can be found in Appendix B.



Figure 4: AM Peak Turning Movements (8:00am – 9:00am)

93 240 98

1630691

9 377

221918

2272

377 9

15

14 227 17 1

2476 46

17537

1736624

63

1

99

58

24 3 15

2 7

15

7 45

2097

64

13 0 11

122

3209

54

4

12

8



5214183

8167104

17 243

421909

22910

194 16

16

2324815 4

28513 32

21158

122042

33

6

66

73

22 5 6

3 7

33

24 51

3270

133

43 1 16

71

2110

47

4 9

8

Figure 5: PM Peak Turning Movements (4:00pm – 5:00pm)



4. TRAFFIC OPERATION

4.1. MID BLOCK TRAFFIC VOLUMES

To review the existing traffic volumes of streets within the NAC against typical operating capacities, reference is made to Clause 56.06‐8 of the Bayside Planning Scheme and the Precinct Structure Plan Notes prepared by the Growth Areas Authority (now Melbourne Planning Authority). These documents suggest appropriate design standards for different classifications of residential streets:‐ These documents indicate that:‐

Access Lanes are side or rear lanes principally providing access to parking on lots with another street frontage. They can carry up to 300 vehicles per day and should have a desirable width of 5.5m.

Access Streets are streets providing local residential access where traffic is subservient, speed and volume are low and pedestrian and bicycle movements are facilitated. They should carry less than 3,000 vehicles per day with a pavement width of 7.0 to 7.5m incorporating parallel parking on both sides of the road or 5.5m where parking is indented.

Connector Streets are streets that carry higher traffic volumes that connect access streets through and between neighbourhoods. They may carry 3,000 – 7,000 vehicles per day and should include two 3.5m traffic lanes, with parallel parking either indented or provided in separate parking lanes. On‐street bicycle facilities along connector streets are recommended to be either in the form of dedicated bicycle lanes marked at a width of 1.7 metres or wider traffic lanes at a width of 4.2 metres that are sufficient to accommodate both cars and bicycles. The Growth Areas Authority Precinct Structure Plan Notes suggest that this later arrangement is typically suited to activity centres.

It is noted that the Bayside Planning Scheme makes reference to two levels of Connector Streets that can have slightly different cross sections. This distinction has been removed from the more recent design note prepared by the Growth Areas Authority and accordingly no distinction has been provided in this report.

The classification, capacity and volumes at present for each of the streets within the study area are discussed below.

4.1.1. Martin Street

Martin Street is best defined as a Connector Street, given its existing cross section and the function it serves providing signalised access to the Nepean Highway.

The average 24 hour week day volume recorded on Martin Street was 6,569 vehicles in per day. This falls within the suggested volume range for a Connector Street.

Whilst the volume criteria is met, it is noted that the existing cross section is significantly below the suggested standard, with bicycle lanes substantially less than 1.7m wide (currently 0.7m) and traffic lanes below 3.5m (currently 2.9m).



4.1.2. Asling Street

Asling Street is best defined as a Connector Street. Asling Street has a lane of traffic in each direction, bicycle lanes and dedicated parking in accordance with typical connector street cross section, however the 3m traffic lanes are slightly narrower than would usually be desired for a new development area.

The average 24 hour week day volume recorded on Asling Street was 3,358 vehicles per day. This falls within the suggested range for a connector street, indicating that there is ample capacity for additional traffic on Asling Street.

4.1.3. Spink Street

Spink Street is best defined as an Access Street. Spink Street recorded an average weekday 24 hour traffic volume of 410 per day. This is well below the capacity of an access street such as Spink Street.

4.1.4. Rose Street

Rose Street is best defined as an Access Street. Rose Street recorded an average two way weekday traffic volume of 102 per day. This is well below the capacity of an access street such as Rose Street.

4.1.5. Nepean Highway Service Road

The Nepean Highway Service road, with its access to shop fronts, parking and laneway, is best defined as an Access Street. Assuming that peak hour volumes for the Nepean Highway Service Road account for 10% of the 24 hour volume (which is approximately correct for the Martin Street and Asling Street intersection), the Nepean Highway Service Road would have around 500 ‐1,200 vehicles per day in both directions combined south of the Martin Street intersection. This is well within the capacity of an access street such as the Nepean Highway Service Road.

4.1.6. Hamilton Street

Hamilton Street is best defined as an Access Street. Assuming that peak hour volumes for Hamilton Street account for 10% of the 24 hour volume (which is approximately correct for the Martin Street and Asling Street intersection), Hamilton Street would have around 200‐370 vehicles per day in both directions combined at the Martin Street intersection approach. This is well below the capacity of an access street such as Hamilton Street.

4.1.7. Laneway south of Martin Street (Spinks Street to Service Road)

The laneway south of Martin Street is in the lowest classification of Access Lane. However the laneway is typically around 3.7m wide, which is less than the desired standard for access lanes. Australian Standard AS2890.1 states in clause 3.2.2 that “As a guide, 30 or more movements in a peak hour (in and out combined) would usually require provision for two vehicles to pass on the driveway, i.e. a minimum width of 5.5 m”. This would imply that for up to 30 vehicle movements in a peak hour, a single lane is sufficient. Given that there was a volume of 31 vehicles across the entire day and a maximum of 11 vehicles in any one hour, this laneway is considered to have sufficient capacity.

4.2. VOLUME AND CAPACITY DISCUSSION

The traffic volumes recorded in the Martin Street NAC indicate that none of the streets are currently over design capacity. Both the connector roads are within the expected traffic volume ranges for connector roads and the remaining roads in the NAC are well below capacity.

With the exception of Martin Street, all of the roads in the NAC have enough capacity for significant increases in traffic volumes before requiring any actions to increase capacities.



4.3. INTERSECTION PERFORMANCE

To determine capacity and functionality of each intersection, intersection analysis was conducted for AM and PM peak hours inputting the turning movement count results into SIDRA Intersection. Initially SIDRA Intersection Version 5.1 was used for each intersection, however the intersections at Martin Street/Nepean Highway/Gardenvale Road and Martin Street/Nepean Highway service road were remodelled using the more recent SIDRA Intersection Version 6.0 which allows the two sites to be modelled together which is relevant given their close spacing.

For an intersection to be deemed to be functioning below capacity it must have a degree of saturation of less than 1.0 and desirably would have a degree of saturation below 0.9 for signalised intersections and 0.8 for unsignalised intersections to be considered to be operating at an acceptable standard.

A summary of the results of this analysis can be seen below. Full movement summaries of the 5 intersections can be found in Appendix C.

Figure 6: Intersection Layout – Martin Street / Hamilton Street

Table 2: SIDRA Analysis – Martin Street / Hamilton Street

Intersection of Martin Street & Hamilton St

Approach Degree of Saturation Average Delay (s) 95th Percentile Queue (m)

AM Peak

North 0.02 12 0

East 0.21 1 11

West 0.13 0 0

PM Peak

North 0.02 11 1

East 0.12 1 5

West 0.12 0 0

The SIDRA analysis indicates that the Martin Street and Hamilton Street intersection is operating well below intersection capacity and that there are negligible vehicle delays and queues currently occurring.



Figure 7: Intersection Layout – Martin Street / Asling Street

Table 3: SIDRA Analysis – Martin Street / Asling Street

Intersection of Martin Street &

Asling St Approach Degree of Saturation Average Delay (s)

95th Percentile Queue (m)

AM Peak

North 0.04 8 1

East 0.43 6 19

South 0.38 10 13

West 0.29 8 12

PM Peak

North 0.02 9 1

East 0.33 7 12

South 0.26 9 8

West 0.29 8 12

The SIDRA analysis indicates that the Martin Street and Asling Street intersection is operating considerably below intersection capacity and that there are minimal vehicle delays and queues currently occurring.



Figure 8: Intersection Layout – Martin Street / Spink Street

Table 4: SIDRA Analysis – Martin Street / Spink Street

Intersection of Martin Street &

Spink St Approach Degree of Saturation Average Delay (s)

95th Percentile Queue (m)

AM Peak

North 0.03 12 1

East 0.22 2 11

South 0.07 13 2

West 0.15 3 8

PM Peak

North 0.09 12 2

East 0.15 2 7

South 0.04 11 1

West 0.16 3 8

The SIDRA analysis indicates that the Martin Street and Spink Street intersection is operating well below intersection capacity and that there are negligible vehicle delays and queues currently occurring.



Figure 9: Intersection Layout – Martin Street / Nepean Highway Service Road

Table 5: SIDRA Analysis – Martin Street / Nepean Highway Service Road

Intersection of Martin Street & Service Road

Approach Degree of Saturation Average Delay (s) 95th Percentile Queue (m)

AM Peak

East 0.23 1 12

South 0.07 19 2

West 0.29 23 36

PM Peak

East 0.15 2 7

South 0.10 15 4

West 0.34 29 52

The SIDRA analysis indicates that the Martin Street and Nepean Highway Service Road intersection is operating considerably below intersection capacity and that there are minimal vehicle delays and queues currently occurring.

The analysis of the Martin Street and the Nepean Highway Service Road intersection shows very low degrees of saturation and very small queues and delays. The SIDRA analysis considers the interaction between the service road intersection and the nearby traffic signals at Nepean Highway to the east. It is due to these traffic signals to the east that has caused the traffic queues and delays to occur on the west approach to the intersection.



Figure 10: Intersection Layout – Martin Street / Gardenvale Road / Nepean Highway

Table 6: SIDRA Analysis – Martin Street / Gardenvale Road / Nepean Highway

Intersection of Martin St, Gardenvale Rd & Nepean

Hwy Approach

Degree of Saturation

Average Delay (s) 95th Percentile Queue (m)

AM Peak

North West 0.51 9 80

East 0.93 84 158

South East 0.88 4 78

West 0.55 33 23

PM Peak

North West 0.88 22 326

East 0.60 49 93

South East 0.63 2 23

West 0.89 56 11

Phasing for the SIDRA analysis was input based on the existing signal phases that currently run at the intersection, with the SIDRA program used to determine the optimal phase times.

The SIDRA analysis indicates that the intersection of Martin Street, Gardenvale Road and Nepean Highway is operating below capacity with most movements having a degree of saturation below the desirable limit of 0.9. The only exception is the through movement from the Gardenvale Road east approach during the AM peak which has a degree of saturation of 0.93. Average delays of 84 seconds and a 95th percentile queue length of 158m are associated with this movement.



It is noted that the queue length of the Martin Street west approach to the intersection reflects only the portion of the queue that extends between the Nepean Highway/Martin Street/Gardenvale Road traffic signals with the nearby intersection with the service road to the west. The full extent of this queue is instead reflected in the output for the SIDRA analysis at the Martin Street/Nepean Highway service road intersection described previously in Table 5.

5. LANEWAY TRAFFIC VOLUMES

The volume of traffic travelling on each laneway in the Martin Street NAC can be estimated by applying traffic generation rates to the adjoining land uses to estimate traffic generated. The location of the laneways with the Martin Street NAC can be seen in Figure 11.

Figure 11: Martin Street NAC Laneway Locations

As the laneways are primarily only used for access to the rear of businesses or dwellings it can be assumed that most of the traffic will be generated by staff of the businesses or by residents of the adjoining dwellings. From this it can be conservatively assumed that traffic generated during the peak hour would be 80% of adjoining parking spaces. The ratio of daily trip generation to peak hour generation could range from 10:1 for predominantly residential uses to 5:1 for predominantly office and commercial uses.

The potential laneway volume estimates can be seen in Table 7 which are based on the more conservative ratio for residential uses.

LANEWAY 1

LANEWAY 2

LANEWAY 4

LANEWAY 3

LANEWAY 5

LANEWAY 6

LANEWAY 7LANEWAY 8LANEWAY 9



Table 7: Laneway Traffic Volume Estimates

Lane Estimated Private Parking Spaces

Estimated Peak Hour Traffic Volume

Estimated Daily Traffic Volume

Laneway 1 26 21 208

Laneway 2 6 5 48

Laneway 3 18 14 144

Laneway 4 1 1 8

Laneway 5 26 21 208

Laneway 6 30 24 240

Laneway 7 21 17 168

Laneway 8 22 18 176

Laneway 9 4 3 32

These estimates can be seen to be conservative as the volumes estimated for Laneway 1 were significantly higher than those recorded during the surveys. The estimated peak hour traffic volume of 21 vehicles is much higher than the peak volume of 11 vehicles recorded from the tube counts, and the 208 vehicles per day is significantly higher than the average weekday volume of 31 vehicles. Part of the difference in volumes could be attributed to Laneway 1 having 3 exit points, as not all vehicles would need to cross over the tube counters if they entered from another entrance to the laneway.

These volumes are also calculated based on the parking capacity of each laneway, not the parking occupancy. This would further increase the conservativeness of the volume estimates.

Australian Standard AS2890.1 states in clause 3.2.2 that “As a guide, 30 or more movements in a peak hour (in and out combined) would usually require provision for two vehicles to pass on the driveway, i.e. a minimum width of 5.5 m”. This would imply that for up to 30 vehicle movements in a peak hour, a single lane is sufficient. From these estimates it can be seen that none of the laneways would generate a peak hour traffic volume of 30 vehicles or higher and as such could all be deemed to be below capacity.

6. CRASH HISTORY

An investigation of vehicle crashes in the study area using CrashStats (the VicRoads accident statistics and mapping program) has been undertaken for the most recent five financial years of available data (1 July 2007 to 30 June 2012).

A total of 11 casualty crashes were reported from 1 July 2007 to 30 June 2012 from the following locations:

3 crashes at the Martin Street/Gardenvale Road/Nepean Highway intersection,

3 crashes at the Martin Street/Asling Street intersection,

1 crash at the Martin Street / Spink Street intersection,

1 crash on Asling Street between Martin Street and Westley Avenue,

1 crash on Martin Street between Spink Street and Service Road,

1 crash on Martin Street between Asling Street and Spink Street, and

1 crash on Spink Street between Martin Street and Service Road.

Crashes are classified based on the VicRoads Definitions for Classifying Accidents (DCA) chart.

The results for the study area were mixed, with four type 100 crash (‘pedestrian near side’), two type 109 crash (‘Any other manoeuvre involving pedestrian’), one type 174 crash (‘out of control on carriageway’), one type 148 crash (‘Vehicle off footpath strikes vehicle on carriageway’), one type



130 crash (‘rear end’),one type 174 crash (‘Left off carriageway into object/parked vehicle’) and one type 102 crash (‘Far side. pedestrian hit by vehicle from the left’).

A summary of the crash data is provided in Table 8.

Table 8: CrahStats Summary (1/7/2007 to 30/6/2012)

Location DCA Number Fatal

Injuries

Serious

Injuries

Other

InjuriesDescription Conditions

Martin St, Gardenvale Rd and

Nepean Hwy

174 0 1 0 Cyclist turning left out of Martin St onto

Nepean Hwy falling after near miss with car Clear, Dry & Daytime

130 0 0 1 Motorcycle rear ended a car at low speed

heading Northbound. Clear, Dry & Daytime

148 0 1 0 Cyclist hit by right turning vehicle crossing the

north approach. Clear, Dry &

Dawn

Asling St, btw Martin St & Westley Ave

109 0 1 0 Driver fell attempting to enter a rolling vehicle. Raining, Wet &

Daytime

Asling St & Martin St

100 0 1 0 Westbound vehicle failed to give‐way hitting

pedestrian on south crossing. Daytime

100 0 0 2 Hit run of two school girls Dry & Daytime

102 0 1 0 Eastbound vehicle failed to give‐way hitting

pedestrian on west crossing. Clear, Dry &

Dawn

Martin St, btw Service Rd and Spink

St

109 0 0 1 Vehicle and Pedestrian, injury to pedestrian Clear, Dry & Daytime

Martin Street & Spink

100 0 0 1 Minor collision between vehicle and pedestrian Clear, Dry &

Daytime

Martin St, btw Asling St & Spink St

100 0 1 0 Westbound vehicle on Martin Street reversed into parking bay and struck pedestrian with

rear of vehicle.

Clear, Dry & Daytime

Spink St, btw Martin St & Service Road

171 0 0 1

Vehicle has swerved to avoid collision with a vehicle reversing from parking and pressed the accelerator instead of the brake causing her to

collide with tree.

Clear, Dry & Daytime

Based on the CrashStats investigation, it can be seen that 9 of the 11 casualty crashes were involving either a pedestrian or cyclists, with the 2 vehicle only incidents only resulting in minor injuries. The assessment has shown that the only serious operational deficiency in the road network is the roundabout at the intersection of Martin Street and Asling Street where vehicles are failing to give way to pedestrians crossing, resulting in 3 casualty crashes at this location over the 5 year period.

Although the intersection of Martin Street, Gardenvale Road and Nepean Highway also has 3 casualty crashes, these crashes relate more to traffic operations along the Nepean Highway rather than traffic within the Martin Street NAC.



To address these common crashes, it is understood that a treatment has been scoped to modify the existing roundabout by raising all four crossings and islands with associated line marking and warning signage. The aim is to highlight the crossings, raise driver awareness of the presence of pedestrians, and to further slow traffic.

The locations of the crashes are shown in Figure 12.

Figure 12: Casualty Crash Locations (1/7/2007 to 30/6/2012)

7. EXISTING TRAVEL PATTERNS

7.1. MODE OF TRAVEL

Table 9 describes the current method of travel to work for residents of Brighton and Gardenvale which incorporates the study area based on the 2011 Census.

Due to the Martin Street NAC being located adjacent to the boundary of Brighton and Gardenvale it is also worth considering Gardenvale’s modes of travel.

3 Crashes

1 Crash



Table 9: Main Method of Travel to Work (2011)

Number of Cars

Main Method of Travel to Work

Brighton Elsternwick‐Gardenvale Metropolitan Melbourne

Train 14.9% 21.0% 10.0%

Bus 0.1% 1.0% 1.5%

Tram or Ferry 0.1% 2.2% 2.3%

Taxi 0.1% 0.0% 0.2%

Car – as driver 55.5% 50.6% 60.6%

Car – as passenger 3.1% 2.8% 4.3%

Truck 0.0% 0.1% 0.7%

Motorbike 0.4% 0.5% 0.4%

Bicycle 2.1% 2.4% 1.3%

Walked Only 3.1% 3.9% 2.9%

Other 1.2% 0.8% 1.0%

Worked at Home 8.7% 5.2% 3.7%

Did not Work 9.8% 8.6% 9.4%

Not Stated 1.0% 0.9% 1.6%

For both Brighton and Gardenvale‐Elsternwick car use was the primary mode of transport. The percentage of people who travel to work by car, either as driver or passenger, in Brighton was 58.6%, this is slightly lower than the 64.9% of Greater Melbourne. Car use in Gardenvale‐Elsternwick is lower than that of Brighton. The use of the train in both Brighton and Gardenvale‐Elsternwick is the second most common mode of travel to work with 14.9% of Brighton residents and 21% of Gardenvale‐Elsternwick residents using the train to get to work compared to greater Melbourne’s 10% of people.

Brighton also has a high percentage of people who work from home with 8.7% of people working from home compared to only 3.7% for greater Melbourne.

Source: .id consulting (2012)



7.2. VEHICLES PER DWELLING

Although there is good access to public transport in Brighton, the effects of this are offset by the general affluence across the Brighton area. The percentage of households which do not own a car in Brighton is 5.5%, compared to 6.0% for the City of Bayside and 9.0% for Metropolitan Melbourne. Brighton also has a high percentage of households with more than two vehicles at 55.6%, which is very similar to the City of Bayside’s 55.7% and greater than Metropolitan Melbourne’s 50.9%.

The distribution of car ownership in Brighton compared to that of all of Bayside and Metropolitan Melbourne can be seen in Table 10.

Table 10: Car Ownership Summary

Number of Cars Percentage of Households

Brighton City of Bayside Metropolitan Melbourne

No motor vehicles 5.6% 6.0% 9.0%

1 motor vehicle 32.5% 32.9% 33.9%

2 motor vehicles 40.3% 41.3% 35.5%

3 or more motor vehicles 15.3% 14.4% 15.4%

Not Stated 6.4% 5.5% 6.2%

It is also worth looking at the change in ownership levels of motor vehicles over the five years from 2005 – 2011. Overall there has been an increase in car ownership in the Brighton area. There was a reduction of 0.5% percent of households who did not own a car and an increase of 0.2% of households who own one motor vehicle. When looking at households with multiple vehicles there was a reduction of 0.4% of households who owned 2 vehicles but a far more notable 1.4% increase in households who own 3 or more motor vehicles in 2011 than in 2006.




7.3. DIRECTION OF TRAVEL Understanding where people travel for work assists in the planning and management of traffic in an area. In the 2011 census 3,468 people both lived and worked in Brighton, this accounts for 20.1% of Brighton’s working residents, or 34.7% of Brighton’s workforce. This means that the remaining 79.9% of Brighton residents travel outside of Brighton for work and that the remaining 65.3% of Brighton’s workforce travels from outside of Brighton.

The most common place for Brighton residents to work is the City of Melbourne, with 12.9% of Brighton residents working in inner Melbourne and 23.8% of residents working in the City of Melbourne’s 3 SLAs. 17.2% of Brighton residents work in an SLA adjacent to Brighton (Bayside‐South, Kingston – North, Glen Eira – South, Glen Eira – Caulfield and Port Phillip – St Kilda).

Most Brighton residents travel north for work with 47.1% of residents working in an SLA north of Brighton, 12.4% travel east for work and 9.8% of Brighton residents travel south for work. The remaining 10.2% did not state a work location.

The top 20 locations that Brighton residents work in is shown in Table 11.

Table 11: Brighton Residents ‐ Place of Work (2011)

Brighton Residents Place of Work Number %

Bayside (C) ‐ Brighton 3,468 20.1

Melbourne (C) ‐ Inner 2,228 12.9

Melbourne (C) ‐ Remainder 1,078 6.3

Kingston (C) ‐ North 937 5.4

Port Phillip (C) ‐ West 936 5.4

Melbourne (C) ‐ S'bank‐D'lands 787 4.6

Glen Eira (C) ‐ Caulfield 638 3.7

Bayside (C) ‐ South 569 3.3

POW Capital city undefined (Greater Melbourne) 500 2.9

Stonnington (C) ‐ Prahran 486 2.8

POW No Fixed Address (Vic.) 446 2.6

Port Phillip (C) ‐ St Kilda 443 2.6

POW not stated 433 2.5

Monash (C) ‐ South‐West 378 2.2

Glen Eira (C) ‐ South 371 2.2

POW State/Territory undefined (Vic.) 358 2.1

Stonnington (C) ‐ Malvern 331 1.9

Yarra (C) ‐ Richmond 292 1.7

Monash (C) ‐ Waverley West 250 1.5

Boroondara (C) ‐ Hawthorn 213 1.2



A considerable amount of the people working in Brighton are from the City of Bayside with 45% of people working in Brighton being residents of the City of Bayside, 34.7% of workers in Brighton are from a neighboring SLA(Bayside‐South, Kingston – North, Glen Eira – South, Glen Eira – Caulfield and Port Phillip – St Kilda). Most people travelling to Brighton for work come from the south 24.5% , the east at 21.7% and the north at 18.3%.

The top 20 locations that Brighton workers live is shown in Table 12.

Table 12: Brighton Employees ‐ Place of Residence (2011)

Brighton Workers Place of Residence Number %

Bayside (C) ‐ Brighton 3,468 34.7

Bayside (C) ‐ South 1,031 10.3

Kingston (C) ‐ North 805 8.1

Glen Eira (C) ‐ South 621 6.2

Glen Eira (C) ‐ Caulfield 585 5.9

Port Phillip (C) ‐ St Kilda 431 4.3

Kingston (C) ‐ South 237 2.4

Monash (C) ‐ South‐West 182 1.8

Port Phillip (C) ‐ West 141 1.4

Gr. Dandenong (C) Bal 136 1.4

Stonnington (C) ‐ Prahran 135 1.4

Stonnington (C) ‐ Malvern 132 1.3

Frankston (C) ‐ West 131 1.3

Monash (C) ‐ Waverley West 96 1.0

Frankston (C) ‐ East 84 0.8

Melbourne (C) ‐ Remainder 77 0.8

Gr. Dandenong (C) ‐ Dandenong 74 0.7

Casey (C) ‐ Cranbourne 73 0.7

Boroondara (C) ‐ Camberwell S. 73 0.7

Casey (C) ‐ Berwick 72 0.7




7.4. TRAVEL TO GARDENVALE STATION It is important to understand the mode in which commuters using Gardenvale Railway Station travel to and from the station. Gardenvale Railway Station has no commuter parking for either cars or bicycles. Bus Route 630 has a stop on Martin Street at the Gardenvale Railway Station under the railway overpass. These are evident in the statistics of how people get to the Gardenvale Railway Station, almost 70% of commuters using the Gardenvale Railway Station walk the entire way to the station before boarding a train. Without any station parking only around 13% of commuters drive a car to the station with a similar number of commuters using the bus to get to the station.

The distribution of access modes to the Gardenvale Railway Station is shown in Figure 13.

Figure 13: Gardenvale Station – Weekday Entries by Access Mode

Gardenvale Railway Station had around 1,624 entries on a weekday in 2011/2012, with 762 and 498 entries on a Saturday and a Sunday respectively. Of the weekday entries 60.5% of trips were for work/business, 16.4% for education, 11.1% for social and leisure activities, 7.6% for personal business appointments with the remaining 4.3% consisting of tourism and visiting friends and family.

The busiest period for the Gardenvale Station was the AM peak period (7:00am‐9:29am) with 40% of weekday trips occurring in this time period, followed by the PM peak period (3:00pm – 7:00pm) with 27% of the weekday trips and the remaining 33% of weekday trips outside of peak times.

To meet increased commuter demand the Sandringham railway line is expected to undergo several upgrades in the coming years. These upgrades include trialing high capacity signaling by 2016 in Stage 1 of the Metropolitan Rail ‐ Network Development Plan and supporting works and operational changes for the Brighton Beach turnback by 2022 in Stage 2. These upgrades should increase the number of train services on the Sandringham railway line by 50% from a current 8 services per hour in peak to 12 services per hour in peak.

A typical Melbourne train has a capacity of approximately 800 passengers, so the provision of 4 extra services would result in capacity for an additional 3,200 on the Sandringham railway line during the AM Peak hour and a total capacity of 9,600 during peak hour following the upgrade.

Source: .Public Transport Victoria



7.5. FUTURE GROWTH

By comparing the Census results of 2011 to that of 2006 for journey to work we can identify trend in how the use of key travel modes have been changing over time.

This change in usage of each mode is summarised in Table 13 both in terms of the change in percentage points and in the annual percent change per year.

Table 13: Change in Transport Mode Utilisation (2006‐2011)

It can be seen that the greatest percentage point changes were for journeys by car as driver and by train, with journeys to work by driving a car experiencing a reduction of 3.9 percentage points and journey to work by train experiencing an increase of 3.5 percentage points. It is worth noting that although this is the largest change in terms of percentage points of for car drivers it only represents an average annual reduction of 0.39% of people driving cars due to the high proportion of people who drive. The annual percentage change for rail commuters however is much greater as it comes from a lower base.

The other transport modes which all have considerably low percentages of people using them had some notable movers. From the responses given in the 2006 and 2011 census bus use reduced an average of 38.46% per year from 0.9% of work trips to only 0.1% of work trips. There was also an average annual growth of 10.25% for bicycle users increasing from 1.7% of work trips in 2006 to 2.6% of work trips in 2011, an average annual growth of 4.63% for people walking increasing from 3.1% of work trips in 2006 to 3.8% of work trips in 2011.

Mode Percentage of

Work Trips ‐2006 Percentage of

Work Trips ‐2011 Percentage Point

Change Annual Rate of

Change

Train 15.0% 18.5% 3.5 4.95%

Bus 0.9% 0.1% ‐0.8 ‐38.46%

Car ‐ Driver 72.9% 69.0% ‐3.9 ‐0.39%

Car ‐ Passenger 4.0% 3.8% ‐0.2 ‐0.38%

Motorbike 0.5% 0.5% 0.0 1.61%

Bicycle 1.7% 2.6% 0.9 10.25%

Walk 3.1% 3.8% 0.7 4.63%

Other 2.0% 1.7% ‐0.3 ‐1.89%



8. CARPARKING SURVEYS

8.1. PUBLIC CARPARKING WITHIN THE ACTIVITY CENTRE

Parking survey data has been collected to understand existing parking conditions.

There are a total of approximately 195 public car parking spaces within the Martin Street NAC (177 on‐street parking spaces and 18 off‐street parking spaces). For this study the private parking at the front of 170 Martin Street (west side of Service Road south of Martin Street) has been included as public parking as it is available for customers and would generally be assumed to be public parking by road users. The study area also has approximately 12 loading zone spaces which are not available for customer parking. A parking occupancy survey was conducted in the study area on Thursday, 18 July 2013 from 11am to 3pm to establish existing parking conditions.

A summary of the locations, restrictions, capacities and parking demand (recorded from the parking occupancy survey) for all public parking spaces within the Martin Street NAC study area is presented in Table 14.

Table 14: Martin Street NAC – Parking Survey Summary

Location Restrictions No. of Spaces

No. of Parked Cars Average Occupancy 11:00 12:00 13:00 14:00 15:00

MARTIN STREET (Nepean Highway to Hamilton

Street)

1/4P 2 1 0 1 2 1 50%

1P 40 27 34 33 33 28 78%

ASLING STREET (Approximately 40m north of Martin Street to 40m south of

Martin Street)

2P 11 11 10 8 11 11 93%

Disabled 2P 1 0 0 1 0 1 40%

SPINK STREET (Nepean Highway Service

Road to Rose Street)

4P 11 11 11 11 10 8 93%

2P 20 15 19 17 13 10 74%

1P 15 10 11 10 6 7 59%

1/4P 7 1 6 1 0 4 34%

Disabled 2P 1 0 0 0 0 0 0%

Disabled 1 1 1 1 0 1 80%

Unrestricted 9 9 9 9 9 9 100%

NEPEAN HIGHWAY SERVICE ROAD

(Spink Street to Offstreet Carpark)

4P 14 12 13 12 12 13 89%

2P 23 17 17 16 10 11 62%

1/4P 8 4 5 4 4 5 55%

Unrestricted 2 2 2 2 2 2 100%

Customer Parking Only

12 6 5 10 10 7 63%

OFF‐STREET CAR PARK SOUTH 4P 18 15 18 11 8 7 66%

TOTAL 195 142 161 147 130 125 141

73% 83% 75% 67% 64% 72%

The results indicate the peak overall occupancy rate of 83% occurred at 12:00 pm, with an average of 72% occupancy over the survey period. This is represented in Figure 14. Parking spaces with longer restrictions usually had higher occupancies with parking spaces with shorter limits being less utilised.

Full parking occupancy survey results including locations, restrictions, capacity and occupancy for public parking within the NAC can be found in Appendix D.



Figure 14: Martin Street NAC – Parking Occupancy

8.2. PUBLIC PARKING WITHIN THE ACTIVITY CENTRE BY RESTRICTION

A further breakdown of public parking can be undertaken based on the existing restrictions that apply during the peak times. In total the centre includes:‐

11 unrestricted spaces,

43 spaces with 4P restrictions,



17 spaces with 1/4P restrictions, and

15 spaces with other restrictions.

The level of occupancy of the various parking restrictions is presented in Figure 15.

Figure 15: Public Parking Occupancy by Restriction

The figure shows that the level of parking occupancy generally increased in line with the time limit for the restriction. In particular the 11 unrestricted spaces were fully occupied throughout the duration of the parking surveys, whilst the 17 ¼P spaces had an average occupancy of only 46%. The occupancy of the 4P spaces peaked at just below 100% occupancy at 12 noon, whilst the occupancy of the 2P spaces peaked at just above 80%.

73%83%

75%67% 64%

0%

20%

40%

60%

80%

100%

11:00 12:00 13:00 14:00 15:00

Percentage

Occupan

cy

Time

Martin Street NAC Parking Occupancy

0%

20%

40%

60%

80%

100%

11:00 12:00 13:00 14:00 15:00

Percentage

Occupan

cy

Time

NAC Public Parking Occupancy by Restriction

1/4P

1P

2P

4P

Unrestricted

Other



8.3. PUBLIC CARPARKING WITHIN THE PERIPHERAL AREA

Parking was also recorded in the residential streets surrounding the Martin Street NAC, bounded by Cochrane Street to the west, North Road to the south and Cole Street to the north, to account for parking demand overflow and utilisation of unrestricted parking. There are approximately 426 public on‐street parking spaces in this area. The results of the parking survey for the peripheral streets of the Martin Street NAC can be seen in Table 15.

Table 15: Martin Street Peripheral Area – Parking Survey Summary

Location Restrictions No. of Spaces

No. of Parked Cars Average Occupancy 11:00 12:00 13:00 14:00 15:00

MARTIN STREET

(Hamilton Street to Cochrane Street)

1/4P 2 0 1 3 1 1 60%

1P 29 10 18 16 18 15 53%

ASLING STREET (Cole St to North Rd

excluding 40m N+S of Martin St)

2P 64 46 40 34 31 28 56%

COLE STREET (Asling Street to Cochrane

Street)

2P 38 12 9 10 8 7 24%

Unrestricted 23 18 23 21 18 17 84%

HAMILTON STREET (Cole Street to Martin

Street)

1P 35 17 14 12 16 15 42%

MAY STREET (Cochrane Street to ROW)

Unrestricted 38 14 12 11 13 12 33%

COCHRANE STREET (Cole Street to North Road)

Unrestricted 79 71 55 56 54 46 71%

THOMSON STREET (Martin Street to North

Road)

2P 23 11 13 11 12 13 52%

Unrestricted 23 19 19 16 18 17 77%

WESTLEY AVENUE (Asling Street to ROW)

2P 18 6 5 7 8 4 33%

Unrestricted 18 14 15 12 15 13 77%

ROSE STREET (Spink Street to Dead End)

4P 18 3 6 7 4 3 26%

MONTCLAIR AVENUE (Rose Street to North Road)

2P 9 1 3 3 3 1 24%

4P 9 4 3 3 2 1 29%

TOTAL 426 246 236 222 221 19 224

58% 55% 52% 52% 45% 52%

The results indicate that the maximum parking occupancy of 58% in the peripheral streets occurred in the 11:00 hour and slowly decreased as the survey period continued. The average occupancy over the survey period was 52% occupancy. The highest utilisation rates occurred in the unrestricted parking areas with the restricted parking spaces being less utilised.

Full parking occupancy survey results including locations, restrictions, capacity and occupancy for peripheral parking can be found in Appendix D.



8.4. PRIVATE CARPARKING WITHIN THE ACTIVITY CENTRE

The survey also recorded visible private parking for properties within the Martin Street NAC. The approximate number of private parking spaces surveyed was 156, however the actual number is higher than this as many private parking spaces were obscured by roller doors or high gates.

A summary of the private parking surveyed can be seen in Table 16.

Table 16: Martin Street NAC – Private Parking

IIIn addition to the surveyed parking spaces it is estimated that there are also a further 49 private parking spaces in the activity centre based on the number of gates, garages and spaces visible from aerial photographs.

The location of these spaces is detailed in Table 17.

VISIBLE PRIVATE PARKING LOCATED OFF CAPACITY NO. OF CARS PARKED

Average Occupancy 11:00 12:00 13:00 14:00 15:00

Martin Street 3 2 2 3 2 2 73%

Asling Street 10 6 3 4 5 6 48%

Spink Street 10 14 14 5 5 4 84%

Laneway 1 23 9 8 9 9 7 37%

Laneway 2 4 3 3 3 3 3 75%

Laneway 3 15 11 11 9 8 8 63%

Laneway 5 19 16 15 15 14 14 78%

Off‐street Car Park on Martin Street 19 8 10 10 12 15 58%

Laneway 6 29 23 18 20 21 16 73%

Laneway 7 3 1 1 1 1 1 33%

Laneway 8 21 17 14 14 13 12 67%

TOTAL: 156 110 99 93 93 88 97

71% 64% 60% 60% 57% 63%



Table 17: Location of Private Parking not Surveyed

LOCATION NO. ROLLER DOORS OR HIGH

GATES ESTIMATED PARKING SPACES

Spink Street 5 12

Rose Street 2 4

Hamilton Street 1 1

Service Road 4 4

Laneway 1 3 3

Laneway 2 1 2

Laneway 3 2 3

Laneway 5 2 7

Laneway 7 5 8

Laneway 8 1 1

Laneway 9 2 4

Total 28 49

Parking occupancy survey results including locations, capacity and occupancy for private parking can be found in Appendix D

8.5. SUMMARY OF CARPARKING WITHIN THE ACTIVITY CENTRE

The results of the parking survey for the Martin Street NAC are summarised into supply and peak demand for the peak time of 12:00 in Table 18.

Table 18: Martin Street NAC – Parking Supply and Demand

Supply Peak Demand

Type No. of Spaces Type No. of Spaces

Public 195 Public 161

Private Surveys 156 Private Surveys 99

Private Estimated 49 Private Estimated 31

Total Supply 400 Total Demand 291

Peak demand for private parking spaces located behind gates or roller doors has been estimated based on the proportion of occupied private spaces that were included as part of the survey. Applying this rate (64%) to the supply of concealed private parking spaces results in an additional number of 31 occupied parking spaces.

Overall, the peak parking demand occurring within the NAC is estimated to be 291 vehicles which represents 72.8% of the overall parking supply.

It is noted that the overall peak parking demand is based on the daytime period that was surveyed between 11am and 3pm. It is possible that a different peak occurs later in the day due to parking associated with residential uses within the centre. Importantly, although the surveys estimated 109 unoccupied spaces during the peak period, only 34 of these spaces are available to the public.

The residential areas surveyed on the periphery to the NAC have not been included in the parking demand in this table.



8.6. RAILWAY COMMUTER PARKING

There is not currently any commuter parking provided for the Gardenvale Railway Station located on VicTrack land.

The majority of parking located along Spink Street which runs adjacent to the rail corridor contains short term parking restrictions. Overall there is very little parking within the activity centre that is suitable for use by rail commuters due to the existing parking restrictions. This suggests that the majority of the 220 rail commuters who currently arrive at Gardenvale Station by car are parking in the residential streets on the periphery of the activity centre and walking longer distances to access the railway station.

The existing situation does not cater well for rail commuters who wish to travel to Gardenvale Railway Station by car.

9. THEORETICAL PARKING DEMAND ASSESSMENT

The theoretical car parking demand can be estimated using the Bayside Planning Scheme Clause 52.06 and a review of the existing land use. The floor area used for calculating parking demand has been provided by the City of Bayside and when not provided has been estimated from aerial photography. To estimate the number of patrons permitted at a restaurant the approximate number of visible chairs for dining was used and for educational centre’s the number of visible computers for tuition was used to estimate the maximum number of students.

For motor repair properties the additional parking spaces for vehicles being worked on or waiting for collection has not been included as this was not included in the parking supply for the surveys. Properties that were vacant or closed during the peak parking period have not been included for calculation of the theoretical parking demand.

As there is not a parking overlay for this activity centre Column A Table 1 of Clause 52.06 of the Bayside Planning Scheme should apply for calculating the theoretical car parking demand.

The theoretical car parking demand for the NAC based on Column A of Table 1 can be seen in Table 19.



Table 19: Theoretical Carparking Demand – Column A

Use Column A

Measure Quantity Parking Spaces

Education Centre Students 5 2

Food Premises m2 746 30

Restaurant Patrons 232 93

Shop m2 3,966 159

Convenience Store No. of 1 10

Medical Centre Practitioners 14 54

Office m2 3,621 109

Place of Assembly Patrons 50 15

Betting Agency m2 110 4

Restricted Retail m2 183 6

Dwelling No. of 13 19

Supermarket m2 408 20

Squash Centre Courts 9 27

Minor Sports & Recreation Facility m2 189 11

Motor Repairs m2 720 22

Industry m2 413 12

Total 593

Based on clause Column A of Table 1 of Clause 56.06 the theoretical car parking demand for the Martin Street NAC can be estimated as approximately 593 car parking spaces. This is considerably higher than both the existing car parking supply within the NAC and the demand recorded during the survey. However many shops in the NAC had very small numbers of customers during the peak parking period, as such a lower parking demand rate may be more representative of the Martin Street NAC.



As the demand estimated from Column A was significantly higher than the parking supply within the NAC and the demand recorded during surveys, estimating the parking demand based on Column B of Table 1 could be more representative of the Martin Street NAC.

The theoretical car parking demand for the NAC based on Column B of Table 1 is provided at Table 20.

Table 20: Theoretical Carparking Demand – Column B

Use Column B

Measure Quantity Parking Spaces

Education Centre Students 5 2

Food Premises m2 746 26

Restaurant m2 1,607 52

Shop m2 3,966 139

Convenience Store m2 139 5

Medical Centre m2 823 34

Office m2 3,621 94

Place of Assembly Patrons 50 15

Betting Agency m2 110 4

Restricted Retail m2 183 5

Dwelling No. of 13 18

Supermarket m2 408 20

Squash Centre Courts 9 27

Minor Sports & Recreation m2 189 6

Motor Repairs m2 720 22

Industry m2 413 4

Total 473

Based on Column B of Table 1 of Clause 52.06 the theoretical car parking demand for the Martin Street NAC can be estimated at approximately 473 car parking spaces. This is still higher than both the car parking capacity of the activity centre and the demand recorded during the survey. One reason for this discrepancy is due to the reality that not all uses within the NAC are likely to peak at the same time. In particular parking for restaurants, places of assembly and dwellings are likely to occur during the evening compared to other uses which peak during the day time.

The lower rate of parking demand at the Martin Street NAC reflects the fact that the centre is underperforming economically, as indicated in the Bayside Business Monitor 2012: Martin St. If activity were to pick up in the future there may be some prospect that parking demand would increase to closer to the theoretical level. It is noted also that some of the theoretical demand may be occurring in the surrounding residential streets which are not included in the analysis.

Based on the theoretical demand for parking the Martin Street NAC does not have sufficient parking to allow for future growth without the provision of additional parking, however based on the low level of demand recorded during the parking occupancy surveys there would be sufficient parking for some future growth.



10. STAKEHOLDER COMMENTS

The City of Bayside undertook community engagement activities during the preparation of the Martin Street (Brighton) Activity Centre Structure Plan between November 2013 and January 2014 and again from November 2014 to January 2015. Consultation with community members and council officers raised a number of key concerns relating to traffic and transport issues in the Martin Street NAC. These key concerns include:

Potential increases in traffic and congestion due to new development,

A general lack of car parking within the centre,

Martin Street being at capacity and Asling Street with limited capacity remaining,

Narrow width of existing laneways,

Vehicles failing to give way at the Asling Street/Martin Street roundabout,

The high speed of vehicles turning left into the NAC from the Nepean Highway,

Demand for longer term public parking,

Significant proportion of onsite car spaces provided at the centre are garaged or fenced off and are unavailable for centre patrons,

Buses parking in front of pedestrian crossings obscure pedestrians from traffic,

The retail outlets fronting the Nepean Highway are not well connected to the rest of the centre and present a poor front door to the precinct, and

Poor vehicle circulation influencing rat running in side streets contributing to an unsafe pedestrian environment.

These issues relating to traffic and transport in the NAC are addressed in the following sections.

10.1. TRAFFIC IMPACTS OF ADDITIONAL DEVELOPMENT

The community consultation process raised concerns about the impact that additional development of the NAC will have on traffic volumes and traffic congestion.

Bayside City Council has undertaken modelling of potential development scenarios for the NAC. The scenario models include:

A base case incorporating the extent of development permitted within the current planning provisions by 2030,

A most likely case involving increased development resulting from changes proposed within the Martin Street Structure Plan with 40% of sites redeveloped by 2030, and

A maximum development scenario with all sites redeveloped based on the new provisions proposed with the Martin Street Structure Plan by 2030.

The number of dwellings estimated for each of the scenarios for 2030 is provided at Table 21.

Table 21: Summary of 2030 Development Scenarios.

2030 Development Scenario

Base Case Most Likely Case Maximum Case

Development Assumption Development based on

current planning provisions

40% development of Martin Street Structure

Plan

100% development of Martin Street Structure

Plan

Net additional dwellings 149 220 357



It is noted that there has been three significant developments approved that are included in the base case model. These recently approved developments that soon will be developed are as follows:

79‐81 Asling Street – 47 additional dwellings,

120 Martin Street – 5 storey mixed use development containing 51 dwellings, and

83 Asling Street – 15 additional.

This results in a total of 113 dwellings to be constructed within the Martin Street NAC in the near future.

The additional dwellings within the NAC will generate additional traffic. Assuming that new development will typically consist of medium density dwellings with two bedrooms on average, each additional dwelling would generate approximately 5 trips per day and 0.5 peak hour trips for the existing road network based on traffic generation rates described within the RTA Guide to Traffic Generating Development.

It is assumed that the additional traffic generated within the NAC will enter and exit the area via the five possible access routes in approximately the following proportions:

40% of generated traffic to enter and exit the NAC to the east via Martin Street,

20% of generated traffic to enter and exit the NAC to the north via Asling Street,

20% of generated traffic to enter and exit the NAC to the south via Asling Street,

10% of generated traffic to enter and exit the NAC to the west via Martin Street, and

10% of generated traffic to enter and exit the NAC to the south via Montclair Avenue.

The proportions of generated traffic using each access route are also presented at Figure 16.

Reproduced with permission of Melway Publishing Pty Ltd

Figure 16: Assumed Distribution of Traffic Generated due to Additional Development

Based on the assumptions above the estimated traffic generated by the additional development is provided at Table 22.

Study Area

10%40%

20%

10%

20%



Table 22: Additional Traffic Generated due to Development within the NAC

Location Additional Peak Hour Traffic (veh/h) Additional Daily Traffic (veh/day)

Base Case Scenario

Most Likely Scenario

Maximum Scenario

Base Case Scenario


Maximum Scenario

Martin Street east of Asling

Street 65 80 107 654 796 1,070

Martin Street west of Asling

Street 16 20 27 164 199 268

Asling Street north of

Martin Street 33 40 54 327 398 535

Asling Street south of

Martin Street 33 40 54 327 398 535

Montclair Avenue

16 20 27 164 199 268

Total 163 200 269 1,636 1,990 2,676

Excluding Montclair Avenue where no existing traffic volume data was collected, post development traffic volumes have been projected for each of the key streets in the area based on the various development scenarios. Projected volumes are based on tube count data, where available, or by extrapolating peak hour turning movement count data. The total traffic volumes predicted for these key streets for the existing conditions and each of the development scenarios is provided in Table 23.

Table 23: Predicted 2030 Traffic Volumes (two‐way) on Martin Street and Asling Street

Location Time Period Existing

Volume (2013) Base Case Scenario


Maximum Scenario

Martin Street east of Asling

Street

AM Peak Hour 703 733 747 774

PM Peak Hour 654 684 734 761

24 Hour 6,569 6,867 7,009 7,283

Martin Street west of Asling

Street

AM Peak Hour 607 614 618 625

PM Peak Hour 452 459 463 470

24 Hour 5,623 5,698 5,733 5,802

Asling Street north of

Martin Street

AM Peak Hour 147 162 169 183

PM Peak Hour 104 119 126 140

24 Hour 1,255 1,404 1,475 1,612

Asling Street south of

Martin Street

AM Peak Hour 373 388 395 409

PM Peak Hour 347 362 369 383

24 Hour 3,358 3,507 3,578 3,715

Table 23 shows that in the most likely scenario 24 hour traffic volumes on Martin Street east of Asling Street would be in the order of 7,009 vehicles per day. This represents a 7% increase above existing volumes. With a 24 hour volume of 7,009 vehicles per day Martin Street would be carrying only slightly more traffic than the upper limit of 7,000 vehicles per day typically recommend for a connector street. However, given the purpose of Martin Street as the signalised access into the structure plan area from the Nepean Highway, this volume is not considered unreasonable.



Table 23 shows that in the most likely scenario 24 hour traffic volumes on Martin Street west of Asling Street would be in the order of 5,733 vehicles per day. This represents a 2% increase above existing volumes. With a 24 hour volume of 5,733 vehicles per day Martin Street would be within the suggested range of 3,000 – 7,000 vehicles per day for a connector street.

Table 23 also shows that in the most likely scenario 24 hour traffic volumes on Asling Street south of Martin Street would be in the order of 3,578 vehicles per day. This represents a 7% increase above existing volumes. With a 24 hour volume of 3,578 vehicles per day Asling Street would be well within the suggested range of 3,000 – 7,000 vehicles per day for a connector street.

Table 23 also shows that in the most likely scenario 24 hour traffic volumes on Asling Street north of Martin Street would be in the order of 1,475 vehicles per day. This represents a 18% increase above existing volumes. With a 24 hour volume of 1,475 vehicles per day Asling Street would be below the suggested range of 3,000 – 7,000 vehicles per day for a connector street, indicating that there would still be ample capacity.

Recommended Mitigating Works

Although it is identified that the mid‐block sections of the key access routes within the NAC will have sufficient capacity to accommodate the projected traffic volumes, there are likely to be impacts at discrete locations including the Nepean Highway/Martin Street/Gardenvale Road intersection which is already operating close to capacity.

One of the reasons why performance at this intersection is poor is due to the service road cross intersection to the west where right turn movements can impact traffic flow in Martin Street. To reduce these impacts a series of mitigating works are proposed to reduce conflicts in Martin Street whilst also maintaining access to the service road. These mitigating works are described below:

Extend the median in Martin Street across the service road access to restrict access to the southern portion of the service road to left in/out movements and the northern portion of the service road to left in only from Martin Street and remove the existing ‘Keep Clear’ marking.

Remove the existing left turn slip lane from Martin Street into the Nepean Highway which provides minimal benefit to the eastbound traffic and replace with a direct entry into the service road from the Nepean Highway. The existing kerb alignment on the northwest corner of the intersection will need to be modified to allow left turns into the Nepean Highway directly from Martin Street.

Provide a new connection from the south end of the service road into Rose Street to provide an alternative route for traffic to exit the service road to access the Nepean Highway via Rose Street and Spink Street, as right turns into Martin Street directly from the service road will no longer be permitted.

Provide a direct entry into the south portion of the service road from the northwest bound carriageway of the Nepean Highway, avoiding the need for the traffic to use the traffic signals to turn left into Martin Street.

Construct a roundabout at the Martin Street/Spink Street intersection to reduce conflicts associated with the existing cross intersection, slow traffic in Martin Street and reduce delays for traffic travelling to and from Spink Street noting that traffic in Spink Street is likely to increase resulting from the proposed changes to the service road access.

A diagram illustrating these changes is presented at Figure 16.



Figure 16: Potential Treatment Options to Improve Circulation and Throughput

It is noted that many of these works involve changes to access to the Nepean Highway and accordingly they will require approval from VicRoads.

Cycling Improvements

To improve cycling access through the centre it is understood that Martin Street Streetscape works currently being implemented by Council involve widening the existing bicycle lanes in Martin Street and installing bicycle parking rails within the centre. It is also recommended that the shared path connection along the Nepean Highway as discussed in Section 2.3.1 of the report be implemented.

Pedestrian Improvements

The existing footpath width in front of the shops fronting the Nepean Highway service road is approximately 2.5m wide, this is below the recommended 3.5m to 5.5m range for footpaths within activity centres. It is recommended that this foot path be widened to at least 3.5m to allow for higher volumes of pedestrians. The existing service road has sufficient width that it could be narrowed to increase the width of the footpath to 3.5m or greater.

It is noted that as part of the Martin Street streetscape upgrade project currently being implemented, footpaths along Martin Street are being rebuilt.

Roundabout at Spink Street

Closed median

Direct access from Nepean Highway

Connection to Rose Street

Direct access from Nepean Highway

Remove left turn slip lane



10.2. PARKING IMPACTS OF ADDITIONAL DEVELOPMENT

The community consultation process raised concerns about a general lack of parking within the NAC, particularly long term parking. Parking occupancy surveys undertaken in July 2013 indicated a peak demand for parking within the NAC of 291 vehicles.

It is understood that development scenarios are expected to result in additional residential development occurring within the centre with other uses remaining similar to existing.

The number of parking spaces required for residential development under Clause 56.06 of the Bayside Planning Scheme is one parking space for each one or two bedroom dwelling, two spaces for each three or more bedroom dwelling and one space for visitors to every five dwellings for developments of five or more dwellings.

Assuming the typical dwelling is a 2 bedroom apartment based on the development scenarios identified, this would result in the additional parking demand as outlined in Table 24. These numbers include parking for residents and visitors.

Table 24: Theoretical Carparking Demand due to New Development

Base Case Scenario Most Likely Scenario Maximum Scenario

Net additional dwellings 149 220 357

Projected Additional Demand 178 264 428

Projected Total Demand 469 555 719

All residential parking demand should be provided in private parking facilities associated with each development, noting that surveys show limited long term parking availability within the area.

Although development incorporating increased office or retail floor area has not been specifically considered in the development scenarios, it is acknowledged that this type of development is also possible within the structure plan area. These types of development generate long term parking for staff as well as short term parking for customers.

Rather than providing separate customer parking areas associated with each development it is more efficient to provide a shared parking resource that is available to customers of all businesses that may experience peak demands at different times per day. This can be achieved by establishing a parking overlay as permitted in Clause 45.09 of the Planning Scheme and establishing a cash in lieu scheme where applicants make a financial contribution to council for a shared parking resource in place of providing separate parking on each development site. Council would then need to identify an appropriate site within the centre to purchase and develop as a public car park.

10.3. IMPACTS TO MARTIN STREET AND ASLING STREET

The community consultation process raised concerns about Martin Street having no additional capacity for traffic and very limited additional capacity on Asling Street. As discussed in Section 10.1 there should be sufficient midblock capacity for the additional traffic generated as a result of increased development and that mitigating measures could be implemented to improve throughput at discrete locations.

Martin Street and Asling Street both function as connector streets. Developments should be located as to encourage motorists to use these streets to exit and enter the NAC rather than more minor streets which are not designed to accommodate more significant traffic flows..



10.4. LANEWAY IMPACTS OF ADDITIONAL DEVELOPMENT

The community consultation process raised concerns regarding the narrow width of the existing laneways the potential impacts on these laneways from increased development.

Existing traffic volumes for each of the laneways was conservatively estimated by assuming traffic generated as 0.8 peak hour trips and 8 trips per day for each adjoining parking space.

An attempt has been made to estimate future traffic volumes in each laneway based on the future development scenarios contained within the economic modelling. In particular it is understood that:

The ‘Base Case’ scenario will result in a 78% increase in the number of dwellings in the structure plan area,

The ‘Most Likely’ scenario will result in a 115% increase in the number of dwellings in the structure plan area, and

The ‘Maximum’ scenario will result in a 187% increase in the number of dwellings in the structure plan area,

If these proportional increases are applied to the number of parking spaces accessible from each laneway, new traffic generation estimates can be produced. As the new development is likely to consist primarily of high density residential apartments, a lesser traffic generation rate of 0.5 peak hour trips and 5 trips per day has been assumed for each parking space in the various development scenarios.

This results in projected volumes in each laneway as provided at Table 25.

Table 25: Additional Traffic Generated due to Development within the NAC

Location

Laneway Peak Hour Traffic (veh/h) Laneway Daily Traffic (veh/day)

Base Case Scenario


Maximum Scenario

Base Case Scenario


Maximum Scenario

Laneway 1 23 28 37 231 280 373

Laneway 2 5 6 9 53 65 86

Laneway 3 16 19 26 160 194 258

Laneway 4 1 1 1 9 11 14

Laneway 5 23 28 37 231 280 373

Laneway 6 27 32 43 267 323 430

Laneway 7 19 23 30 187 226 301

Laneway 8 20 24 32 196 237 316

Laneway 9 4 4 6 36 43 57

Table 25 shows that for the most likely scenario, most of the laneways exceed or are close to having 30 vehicles in peak hour or 300 vehicles per day, this exceeds the typical upper limit volume for laneways specified in Clause 56.06 of the Planning Scheme. Accordingly when buildings abutting the laneway are redeveloped the laneway width should desirably be increased to a minimum of 5.5m by setting back development to provide sufficient width for vehicles to pass in opposite directions and for pedestrians to walk past a moving vehicle.

For the longer, high volume laneways it may also be desirable to provide an additional widening of 1.5m to be provided to allow for a footpath to be considered on one side to allow pedestrians to walk separately from vehicular traffic.

It is recommended that Council develop a laneway strategy to guide building setbacks as part of the future development of the area.



10.5. MARTIN STREET/ASLING STREET ROUNDABOUT

The community consultation process raised concerns about vehicles failing to give way when approaching the roundabout at the intersection of Martin Street and Asling Street. As part of the Martin Street streetscape upgrade project currently being undertaken by Council, pedestrian crossings at the Asling Street roundabout will be raised to improve safety.

Raised pedestrian crossings will force drivers to slow down on approach to the roundabout making it easier for vehicles to give way to pedestrians, cyclists and other motorists when required.

The existing roundabout at the intersection of Martin Street and Asling Street has pedestrian crossings on all approaches to the roundabout. When vehicles departing the roundabout have to give way to a pedestrian they are forced to stop in the roundabout, blocking traffic in all directions. If the pedestrian crossing were set back from the roundabout vehicles would be able to exit the roundabout before having to stop reducing the chance that the roundabout would become blocked. It would also simplify the driving task as motorists would give way to pedestrians and opposing traffic at separate locations.

Given the high volume of both vehicle and pedestrian traffic in this area, relocating the pedestrian crossings could provide both capacity and safety benefits as the area becomes further developed.

10.6. NEPEAN HIGHWAY/MARTIN STREET LEFT TURN

The community consultation process raised concerns about traffic turning left into Martin Street

from the Nepean Highway at high speed posing a hazard for pedestrians.

Connector streets through activity centres, in particular centres with high pedestrian activity,

should be designed to reduce vehicle speeds to 30 – 40km/h. This is generally achieved through

the NAC with an 85th percentile speed of approximately 34km/h along Martin Street. However, the

entrance to Martin Street from Nepean Highway has a wide two lane opening before merging down

to one lane west of the service road. This enables vehicles on the Nepean Highway to enter Martin

Street at higher speeds before slowing down when Martin Street narrows to one lane. This higher

entry speed is a potential hazard for pedestrians crossing Martin Street close to the Nepean

Highway.

To reduce the speed of vehicles entering Martin Street, the outer separator could be extended to

reduce the width of Martin Street’s to one lane at the departure of the intersection. This in

conjunction with closing the median as suggested previously would force vehicles to turn at lower

speed. To allow for the departure to be reduced to one lane, the right lane on the east approach to

the intersection would need to be converted to an exclusive right turn lane so that only one

westbound lane proceeds through the intersection. This is likely to have negligible impact on

intersection capacity as westbound traffic rarely flows through the intersection in adjacent lanes

due to the need to merge immediately on the departure side.

The potential kerb extension, median closure and exclusive right turn lane treatments are

presented in Figure 17. A swept path assessment will need to be undertaken to ensure sufficent

width is maintained for a commercial vehicle to turn left into Martin Street from the Nepean

Highway.



Figure 17: Potential Treatment to Slow Vehicles Entering Martin Street

10.7. PARKING RESTRICTIONS The community consultation process raised concerns regarding the parking restrictions within the NAC, in particular a lack of long term parking. Specific concerns were raised regarding the relatively small number of unrestricted spaces and a number of spaces where restrictions apply 24 hours per day, seven days per week regardless of parking demand.

Within the boundaries of the NAC as defined in this report there were 11 unrestricted parking spaces, representing 5.8% of the spaces available to the public. These 11 spaces remained at 100% occupancy throughout the survey. By contrast there were 17 spaces with 1/4P restrictions within the same boundaries that had an average occupancy of only 46% throughout the survey. The 1P, 2P and 4P parking within the NAC had average occupancies between 70% and 80% indicating that those spaces were well utilised overall whilst ensuring parking was available at all times.

This could potentially indicate that there is an oversupply of 1/4P parking spaces and an undersupply of unrestricted parking within the centre. However, additional parking occupancy and duration of stays surveys would be required in order for an assessment of restrictions to be undertaken. It is noted that increasing the number of unrestricted spaces within the NAC would likely not reduce the occupancy below 100% as these spaces would be taken up by commuters for Gardenvale Railway Station.

VicTrack is responsible for providing parking for commuters, although very little of the existing VicTrack land at Gardenvale is used for this purpose. Some of this VicTrack land is currently occupied by buildings. Additional commuter parking should be provided as part of any new development of this land. It is not council’s responsibility to provide commuter parking however can be done if all other higher priority parking needs within the centre are met.

The issue was also raised that many of the parking spaces had restrictions that applied at all times. This is particularly the situation for parking spaces on Spink Street south of Martin Street and on

Closed median

Extended kerb

Exclusive right turn lane



the Nepean Highway service road. It is possible that these spaces could be better utilised outside of peak times if restrictions did not apply. However, parking surveys were only undertaken between 11am and 3pm on a weekday as part of this study, therefore additional parking surveys covering mornings, evenings and weekends would be required in order for recommendations to be included regarding the hours in which these restrictions apply.

Undertaking further investigation and surveys into parking within the NAC, along with the possibility of introducing a parking overlay for the area to allow for a cash in lieu system to be introduced for future developments as previously discussed, could improve the availability and utilisation of parking within the NAC.

10.8. PRIVATE PARKING The community consultation process raised concerns regarding a significant proportion of onsite car spaces provided at the centre being garaged or fenced off and unavailable for centre patrons. The majority of the parking that is fenced or garaged is intended for use by residents and staff of the NAC who require all day parking and is not intended for use by visitors and customers. The continued use of these areas for long term private parking is appropriate and should be encouraged given the lack of public long term parking in the area.

Introducing a parking overlay for the area to allow for a cash in lieu of parking system, could allow new developments to contribute towards a shared car park that could be signed to provide suitable parking for customers and visitors to the NAC.

10.9. PEDESTRIAN CROSSINGS The community consultation process raised concerns about parked buses in front of pedestrian crossings obscuring pedestrians from the view of traffic. As part of the Martin Street streetscape upgrade project currently being implemented, pedestrian crossings will be raised to improve safety.

Raised pedestrian crossings will force drivers to slow down on approach to the crossing, making traffic more alert to the pedestrian crossing and allowing more time for traffic to see pedestrians that are about to cross the road.

10.10. NEPEAN HIGHWAY SERVICE ROAD

The community consultation process raised concerns about the shops fronting the Nepean Highway not being well connected to the rest of the centre and that they present a poor front door to the NAC.

By providing a direct access to the service road from the Nepean Highway along with other circulation improvements detailed in Section 10.1, including providing a connection to Rose Street, could help to mitigate difficulty in accessing the service road from the Nepean Highway and make the service road appear more connected to the rest of the NAC.

The footpath width along the service road is approximately 2.5m wide, this is below the 3.5m to 5.5m range recommended within activity centres. The service road has sufficient width that it could be narrowed by 1m to increase the width of the footpath to 3.5m as discussed in Section 10.1. This would provide better access to the shops front Nepean Highway for pedestrians and would also allow for landscaping to be provided adjacent to the footpath improving the visual aspect of the service road and the entrance to the NAC.



10.11. NON – LOCAL TRAFFIC

The community consultation process raised concerns regarding poor vehicle circulation in the network within the NAC encouraging ‘rat running’ in the local side streets and contributing to an unsafe pedestrian environment.

As connector streets it is appropriate for Asling Street and Martin Street to destinations beyond the immediate vicinity of the NAC. Other streets in the area however should generally only carry local traffic. Within the NAC there are few alternative routes to access the NAC other than Martin Street and Asling Street, with the only realistic alternative route being via Spink Street, Rose Street and Montclair Avenue as illustrated in Figure 18.

Reproduced with permission of Melway Publishing Pty Ltd

Figure 18: Potential Rat Run Route

Turning movement data shows that during peak hours there were 45 vehicles or less per hour entering Spink Street southbound. This is well within the acceptable volumes for a local residential street and indicates that if ‘rat running’ is occurring, it is not significant and should not present a hazard for pedestrians.

Study Area

Local Street Access Route



11. CONCLUSION

The key findings from the investigation of existing transport and parking conditions within the Martin Street Neighbourhood Activity Centre are:‐

Road & Intersection Capacity

a) The existing mid‐block traffic volumes for all streets and laneways within the activity centre are less than the recommended capacities as defined in the Bayside Planning Scheme and Growth Areas Authority design note.

b) Martin Street is the critical street located within the activity centre which is operating at closest to its recommended capacity with an existing traffic volume of 6,569 vehicles per day compared to a recommended capacity of 7,000 vehicles per day.

c) The existing cross section of Martin Street is narrower than the cross section for connector streets as recommended in the Bayside Planning Scheme, with narrow 0.7 metre bicycle lanes and 2.9 metre traffic lanes compared to a recommended combined width of 4.2 metres for a shared traffic and bicycle lane.

d) All the laneways within the activity centre are currently approximately only 3.0 metres wide which is less than the desirable width of 5.5 metres described in the Bayside Planning Scheme to enable two vehicles to pass. However, due to the low existing traffic volumes estimated to use the laneways, the existing laneway width is considered sufficient to meet current demand.

e) Each of the key intersections within the activity centre are found to be operating within acceptable limits, with the most critical intersection determined to be the traffic signals at Nepean Highway/Martin Street/Gardenvale Road.

f) The only locations within the activity centre where there has been a history of multiple road crashes involving injuries is at the Martin Street/Asling Street roundabout where a safety improvement is currently being developed and at the Nepean Highway/Martin Street/Gardenvale Road traffic signals where the crashes mainly relate to Nepean Highway traffic.

Existing Travel Patterns

g) The proportion of commuters travelling to work by train within the suburbs of Brighton and Gardenvale incorporating the Martin Street activity centre, is significantly higher than the average proportion across Melbourne, with a corresponding reduction in commuters travelling by car.

h) The trend in commuting patterns within the Brighton area has seen an increase in commuters using sustainable modes including walking, cycling and train, with a corresponding reduction in commuters travelling by car.

i) The majority of rail commuters arrive at Gardenvale Station by walking (approximately 70%) with relatively low proportions arriving by bus or car, noting that there is no dedicated commuter carpark provided at Gardenvale Station.

j) The suburb of Brighton has a significantly higher proportion of dwellings which contain 2 motor vehicles compared to the average across metropolitan Melbourne, with a corresponding reduction in the proportion of dwellings with no vehicles.

k) Direction of travel to work for Brighton residents is predominantly to the north (47%) with lesser proportions of 12% to the east and 10% to the south, with the remainder (21%) working within the local area.



l) Most employees who work in Brighton also live in the suburb (35%), with 25% coming from locations further to the south, 22% from the east and only 18% from the north.

Parking Supply and Demand

m) There are currently 195 public parking spaces currently provided within the Martin Street activity centre either in on‐street locations or in the small public carpark at the southern end of the Nepean Highway service road.

n) The majority of public parking spaces within the activity centre are restricted to 2 hour or 1 hour duration, with very few spaces without any time restriction.

o) A further 205 private parking spaces are estimated to be located within the activity centre, which are generally accessed off rear laneways.

p) The occupancy of public parking spaces peaked at 83% at 12:00 noon on the day of the parking survey (Thursday 18 July 2013).

q) The highest level of parking occupancy occurred for the small number of unrestricted spaces within the centre, followed by the 4P spaces, with lower levels of occupancy for the spaces with shorter term restrictions.

r) The occupancy of the private parking spaces was estimated to peak at 71% at 11:00am on the same day, although it is acknowledged that the survey did not include the evening period when a higher occupancy of private residential parking could be expected.

s) Parking in the surrounding residential streets as far as Coles Street to the north, Cochrane Street to the west and North Road to the south peaked at 58% at 11:00am on the day of the survey our of a total of 426 public spaces that were identified. A large proportion of these spaces are unrestricted.

t) There is very little existing parking within the activity centre that is suitable for railway commuters. This results in rail commuters who drive to Gardenvale Station parking in the surrounding residential streets or on the Glen Eira side of the Nepean Highway.

u) An assessment of the current parking provision compared to the rates specified in the Bayside Planning Scheme suggests that the existing parking supply of 400 spaces within the activity centre is less than the statutory provision of 593 spaces specified by the Planning Scheme.

v) The existing parking demand within the activity centre is considerably less than the provision based on the Planning Scheme rates which may suggest that the centre is underperforming or it may simply be reflective of the reality that not all uses peak at the same time and that the surveys did not pick up the peak demand in the evenings associated with residential uses.

Development Impacts and Suggested Improvements

w) Traffic volumes on Martin Street and Asling Street due to additional development are projected to be within or only slightly above the volumes typically recommended for connector streets, but are considered to be acceptable.

x) Mitigation measures can be implemented to reduce traffic congestion in the NAC, including closing the Martin Street median across the service road banning right turn movements, removing left turn slip lane into the Nepean Highway from Martin Street, providing direct accesses into the service road from the Nepean Highway, providing a new connection from the service road to Rose Street and constructing a roundabout at the intersection of Spink Street/Martin Street.



y) Resident parking demand for new residential developments should be provided on‐site as per the Bayside Planning Scheme, however it would be appropriate for visitor parking to be provided within public parking areas.

z) Parking demand for customers of new commercial developments could be provided in a shared parking resource by establishing a Parking Overlay with a cash in lieu scheme where developers can make financial contributions to council for a shared parking resource instead of providing separate customer parking on‐site.

aa) Laneways should ideally be widened to 5.5m by setting back new developments to provide sufficient width for vehicles to pass in opposite directions. Council should develop a laneway strategy to guide building setbacks associated with future development of the area.

bb) Martin Street Streetscape works will improve safety at the Martin Street/Asling Street roundabout. In the longer term pedestrian crossings should be set back to provide both capacity and safety benefits as the area becomes further developed.

cc) Extending the kerb at the southwest corner of the intersection of Martin Street/Nepean Highway/Gardenvale Road and reducing the westbound traffic lanes to a single through lane is an appropriate measure to slow the speed of vehicles turning left into Martin Street from the Nepean Highway.

dd) Further surveys could be undertaken to determine whether it is appropriate to remove parking restrictions in the evenings or reduce the number of 1/4P spaces in the area.

ee) VicTrack should be responsible for providing unrestricted parking within the NAC for rail commuters. Council should only provide this form of parking if the demands of all other stakeholders within the NAC are met.

ff) The footpath in front of the shops fronting the Nepean Highway should be widened from 2.5m to a minimum of 3.5m to improve access for pedestrians and the visual aspect of the service road and entrance to the NAC.

gg) Turning movement count results to not show any evidence of significant non‐local traffic on minor roads within the NAC.

GRP15726R‐01E


APPENDIX A

TUBE COUNT SURVEY RESULTS

Asling Street, BrightonAsling Street, Brighton

Between

Martin Street & Westley AvenueMartin Street & Westley Avenue

Prepared for

Traffix Group Pty LtdTraffix Group Pty Ltd

July 2013

Reference: 36980031

Copyright Traffix Survey Pty Ltd, 2003

TRAFFIC COUNT SUMMARY

Asling Street, BrightonAt: 86

Between

Martin Street & Westley Avenue

CUSTOMER: Traffix Group Pty Ltd MAP REF: 67 G7TYPE COUNT: 7 days, Speed Vol Class ACTUAL DURATION: 9 daysDATE START: 16/07/13 DATE FINISH: 22/07/13TIME START: 0000 TIME FINISH: 2300DIRECTION-1: Southbound DIRECTION-2: NorthboundCOUNTER NO: SPEED LIMIT: 50CLASSES: 1 - 12 SPEEDS: AllAll

ALL VEHICLES Southbound Northbound COMBINED

24 Hour Week Day Average 1391 1967 3358

24 Hour 7 Day Average 1258 1772 3030

A.M. Peak Hour Volume 128 245 373

A.M. Peak Hour 0800-0859 0800-0859 0800-0859

P.M. Peak Hour Volume 159 198 347

P.M. Hour 1600-1659 1500-1559 1500-1559

COMMERCIAL VEHICLE Southbound Northbound COMBINED

Total Volume 228 286 514

% 2.6% 2.3% 2.4%

SPEEDS Southbound Northbound COMBINED% Vol. % Vol. % Vol.

>119km/h 0.0 0.0 0.0

>109km/h 0.0 0.0 0.0

>99km/h 0.0 0.0 0.0

>89km/h 0.0 0.0 0.0

>79km/h 0.0 0.0 0.0

>69km/h 0.1 0.0 0.1

>59km/h 1.1 1.2 1.1

>49km/h 16.2 22.7 20.0

>39km/h 68.6 77.9 74.0

>29km/h 91.3 94.8 93.3

>19km/h 98.3 98.9 98.6

85%ile 49.4 50.8 50.3

Mean 42.1 44.1 43.2

Notes


Traffix Survey Traffic CountTraffic Volume Analysis

Site No: 3698003

Site location: Asling Street, Brighton

Between : Martin Street & Westley Avenue

Direction : Southbound

Time range: 0000 16/07/13 to 2300 22/07/13

Filters: Class: 1-12, Speeds: All

Date 22/07/13 16/07/13 17/07/13 18/07/13 19/07/13 20/07/13 21/07/13 AVERAGES

Mon Tue Wed Thu Fri Sat Sun WEEKDAY ALL DAYS

Period

0000-0059 0 1 6 5 5 12 4 3 5

0100-0159 3 3 5 2 6 1 8 4 4

0200-0259 1 1 0 0 0 4 1 0 1

0300-0359 0 1 3 0 2 3 4 1 2

0400-0459 3 2 2 4 2 0 3 3 2

0500-0559 3 6 5 8 6 4 1 6 5

0600-0659 21 16 21 15 12 9 3 17 14

0700-0759 60 64 55 62 69 7 12 62 47

0800-0859 124 115 120 128 106 40 21 119 93

0900-0959 82 100 69 95 94 78 37 88 79

1000-1059 79 86 64 100 93 83 60 84 81

1100-1159 92 96 84 102 112 104 84 97 96

1200-1259 88 85 77 101 97 109 84 90 92

1300-1359 94 97 87 110 100 104 74 98 95

1400-1459 78 73 100 80 114 85 60 89 84

1500-1559 115 121 135 132 158 89 66 132 117

1600-1659 145 134 107 159 135 92 60 136 119

1700-1759 110 114 132 128 124 64 67 122 106

1800-1859 83 99 93 93 121 70 52 98 87

1900-1959 49 56 56 62 59 52 19 56 50

2000-2059 32 43 38 29 44 31 11 37 33

2100-2159 24 22 16 22 25 26 11 22 21

2200-2259 7 19 12 32 14 21 7 17 16

2300-2359 7 7 12 12 16 14 2 11 10

TOTALS

12Hr 7-19 1150 1184 1123 1290 1323 925 677 1214 1096

24Hr 0-24 1300 1361 1299 1481 1514 1102 751 1391 1258

24/12 Fact 1.13 1.15 1.16 1.15 1.14 1.19 1.11 1.15 1.15

AM HR 0800-0859 0800-0859 0800-0859 0800-0859 1100-1159 1100-1159 1100-1159

PEAK 124 115 120 128 112 104 84

PM HR 1600-1659 1600-1659 1500-1559 1600-1659 1500-1559 1200-1259 1200-1259

PEAK 145 134 135 159 158 109 84

0

50

100

150

200

Time

Hourly Volumes



Site No: 3698003



Direction : Northbound

Time range: 0000 16/07/13 to 2300 22/07/13


Date 22/07/13 16/07/13 17/07/13 18/07/13 19/07/13 20/07/13 21/07/13 AVERAGES


Period

0000-0059 2 1 6 6 5 16 16 4 7

0100-0159 3 0 2 0 4 4 9 2 3

0200-0259 1 1 0 1 1 5 3 1 2

0300-0359 0 2 0 1 1 2 3 1 1

0400-0459 6 6 6 4 4 4 3 5 5

0500-0559 22 17 17 13 15 6 4 17 13

0600-0659 48 39 53 57 39 15 13 47 38

0700-0759 168 160 155 152 152 37 13 157 120

0800-0859 226 225 208 245 215 54 36 224 173

0900-0959 124 152 153 191 158 117 67 156 137

1000-1059 123 119 127 154 136 128 104 132 127

1100-1159 118 128 122 122 126 135 104 123 122

1200-1259 83 109 122 127 131 146 103 114 117

1300-1359 113 104 108 109 117 140 94 110 112

1400-1459 130 131 133 125 135 120 81 131 122

1500-1559 154 130 161 198 189 105 84 166 146

1600-1659 133 130 123 175 119 89 90 136 123

1700-1759 148 149 145 137 169 95 79 150 132

1800-1859 97 79 111 107 106 85 58 100 92

1900-1959 63 65 72 88 107 54 30 79 68

2000-2059 53 46 36 41 59 63 23 47 46

2100-2159 33 27 37 34 38 40 19 34 33

2200-2259 12 19 15 25 35 28 13 21 21

2300-2359 11 7 12 3 18 27 2 10 11

TOTALS

12Hr 7-19 1617 1616 1668 1842 1753 1251 913 1699 1523

24Hr 0-24 1871 1846 1924 2115 2079 1515 1051 1967 1772

24/12 Fact 1.16 1.14 1.15 1.15 1.19 1.21 1.15 1.16 1.16

AM HR 0800-0859 0800-0859 0800-0859 0800-0859 0800-0859 1100-1159 1000-1059

PEAK 226 225 208 245 215 135 104

PM HR 1500-1559 1700-1759 1500-1559 1500-1559 1500-1559 1200-1259 1200-1259

PEAK 154 149 161 198 189 146 103

0

50

100

150

200

250

Time

Traffic Volumes



Site No: 3698003



Direction : Southbound & Northbound

Time range: 0000 16/07/13 to 2300 22/07/13


Date 22/07/13 16/07/13 17/07/13 18/07/13 19/07/13 20/07/13 21/07/13 AVERAGES


Period

0000-0059 2 2 12 11 10 28 20 7 12

0100-0159 6 3 7 2 10 5 17 6 7

0200-0259 2 2 0 1 1 9 4 1 3

0300-0359 0 3 3 1 3 5 7 2 3

0400-0459 9 8 8 8 6 4 6 8 7

0500-0559 25 23 22 21 21 10 5 22 18

0600-0659 69 55 74 72 51 24 16 64 52

0700-0759 228 224 210 214 221 44 25 219 167

0800-0859 350 340 328 373 321 94 57 342 266

0900-0959 206 252 222 286 252 195 104 244 217

1000-1059 202 205 191 254 229 211 164 216 208

1100-1159 210 224 206 224 238 239 188 220 218

1200-1259 171 194 199 228 228 255 187 204 209

1300-1359 207 201 195 219 217 244 168 208 207

1400-1459 208 204 233 205 249 205 141 220 206

1500-1559 269 251 296 330 347 194 150 299 262

1600-1659 278 264 230 334 254 181 150 272 242

1700-1759 258 263 277 265 293 159 146 271 237

1800-1859 180 178 204 200 227 155 110 198 179

1900-1959 112 121 128 150 166 106 49 135 119

2000-2059 85 89 74 70 103 94 34 84 78

2100-2159 57 49 53 56 63 66 30 56 53

2200-2259 19 38 27 57 49 49 20 38 37

2300-2359 18 14 24 15 34 41 4 21 21

TOTALS

12Hr 7-19 2767 2800 2791 3132 3076 2176 1590 2913 2619

24Hr 0-24 3171 3207 3223 3596 3593 2617 1802 3358 3030

24/12 Fact 1.15 1.15 1.15 1.15 1.17 1.20 1.13 1.15 1.16

AM HR 0800-0859 0800-0859 0800-0859 0800-0859 0800-0859 1100-1159 1100-1159

PEAK 350 340 328 373 321 239 188

PM HR 1600-1659 1600-1659 1500-1559 1600-1659 1500-1559 1200-1259 1200-1259

PEAK 278 264 296 334 347 255 187

0

50

100

150

200

250

300

350

400

Time Pos Neg Total

Hourly Volumes

Martin Street, BrightonMartin Street, Brighton

Between

Asling Street & Spink StreetAsling Street & Spink Street

Prepared for


July 2013

Reference: 36980041



Martin Street, BrightonAt: 136-138

Between

Asling Street & Spink Street

CUSTOMER: Traffix Group Pty Ltd MAP REF: 67 G7TYPE COUNT: 7 days, Speed Vol Class ACTUAL DURATION: 9 daysDATE START: 16/07/13 DATE FINISH: 22/07/13TIME START: 0000 TIME FINISH: 2300DIRECTION-1: Eastbound DIRECTION-2: WestboundCOUNTER NO: SPEED LIMIT: 50CLASSES: 1 - 12 SPEEDS: AllAll

ALL VEHICLES Eastbound Westbound COMBINED


24 Hour 7 Day Average 2824 3260 6085


A.M. Peak Hour 0800-0859 0800-0859 0800-0859


P.M. Hour 1700-1759 1500-1559 1500-1559

COMMERCIAL VEHICLE Eastbound Westbound COMBINED


% 3.8% 4.0% 3.9%

SPEEDS Eastbound Westbound COMBINED% Vol. % Vol. % Vol.

>119km/h 0.0 0.0 0.0

>109km/h 0.0 0.0 0.0

>99km/h 0.0 0.0 0.0

>89km/h 0.0 0.0 0.0

>79km/h 0.0 0.0 0.0

>69km/h 0.0 0.0 0.0

>59km/h 0.1 0.1 0.1

>49km/h 0.2 0.1 0.1

>39km/h 4.3 3.7 4.0

>29km/h 42.5 40.6 41.5

>19km/h 89.2 88.1 88.6

85%ile 34.4 34.2 34.3

Mean 28.1 27.7 27.9

Notes



Site No: 3698004

Site location: Martin Street, Brighton

Between : Asling Street & Spink Street

Direction : Eastbound

Time range: 0000 16/07/13 to 2300 22/07/13


Date 22/07/13 16/07/13 17/07/13 18/07/13 19/07/13 20/07/13 21/07/13 AVERAGES


Period

0000-0059 9 3 6 5 10 17 15 7 9

0100-0159 0 3 3 2 8 10 11 3 5

0200-0259 2 3 5 2 3 10 5 3 4

0300-0359 4 3 4 2 7 5 5 4 4

0400-0459 1 4 2 4 5 6 3 3 4

0500-0559 10 15 12 15 13 8 7 13 11

0600-0659 49 59 63 63 47 19 11 56 44

0700-0759 164 188 193 200 187 56 20 186 144

0800-0859 271 299 238 255 274 109 63 267 216

0900-0959 206 206 217 231 269 162 115 226 201

1000-1059 187 174 173 161 220 230 180 183 189

1100-1159 184 200 175 162 196 257 210 183 198

1200-1259 184 176 188 201 193 228 194 188 195

1300-1359 170 177 172 189 201 236 175 182 189

1400-1459 182 179 204 166 212 217 157 189 188

1500-1559 246 254 263 269 305 207 169 267 245

1600-1659 257 225 253 215 259 182 154 242 221

1700-1759 266 276 304 281 326 168 167 291 255

1800-1859 184 190 209 231 239 143 126 211 189

1900-1959 134 142 157 142 184 113 84 152 137

2000-2059 57 66 61 84 92 64 48 72 67

2100-2159 45 50 58 50 79 60 31 56 53

2200-2259 19 31 32 52 48 51 23 36 37

2300-2359 10 14 10 12 42 39 8 18 19

TOTALS

12Hr 7-19 2501 2544 2589 2561 2881 2195 1730 2615 2429

24Hr 0-24 2841 2937 3002 2994 3419 2597 1981 3039 2824

24/12 Fact 1.14 1.15 1.16 1.17 1.19 1.18 1.15 1.16 1.16

AM HR 0800-0859 0800-0859 0800-0859 0800-0859 0800-0859 1100-1159 1100-1159

PEAK 271 299 238 255 274 257 210

PM HR 1700-1759 1700-1759 1700-1759 1700-1759 1700-1759 1300-1359 1200-1259

PEAK 266 276 304 281 326 236 194

0

50

100

150

200

250

300

350

Time

Hourly Volumes



Site No: 3698004



Direction : Westbound

Time range: 0000 16/07/13 to 2300 22/07/13


Date 22/07/13 16/07/13 17/07/13 18/07/13 19/07/13 20/07/13 21/07/13 AVERAGES


Period

0000-0059 5 4 11 8 9 23 22 7 12

0100-0159 7 4 8 1 6 8 18 5 7

0200-0259 4 4 7 3 3 5 7 4 5

0300-0359 2 7 5 3 5 4 8 4 5

0400-0459 4 4 3 3 6 4 5 4 4

0500-0559 17 22 23 27 18 8 5 21 17

0600-0659 75 74 75 73 74 36 13 74 60

0700-0759 222 255 240 247 238 58 39 240 186

0800-0859 400 404 417 431 418 129 80 414 326

0900-0959 219 231 203 201 203 209 132 211 200

1000-1059 178 191 171 187 232 258 196 192 202

1100-1159 207 216 202 197 244 272 246 213 226

1200-1259 204 235 224 222 221 264 220 221 227

1300-1359 224 207 202 221 236 270 171 218 219

1400-1459 191 191 217 191 264 218 206 211 211

1500-1559 305 320 311 339 349 205 154 325 283

1600-1659 306 292 277 281 296 216 190 290 265

1700-1759 282 262 310 285 304 213 184 289 263

1800-1859 195 220 234 247 283 187 147 236 216

1900-1959 126 141 156 132 165 133 70 144 132

2000-2059 61 91 81 88 89 60 49 82 74

2100-2159 55 45 52 54 82 67 44 58 57

2200-2259 34 45 37 61 41 45 26 44 41

2300-2359 16 18 21 24 29 40 9 22 22

TOTALS

12Hr 7-19 2933 3024 3008 3049 3288 2499 1965 3060 2824

24Hr 0-24 3339 3483 3487 3526 3815 2932 2241 3530 3260

24/12 Fact 1.14 1.15 1.16 1.16 1.16 1.17 1.14 1.15 1.15

AM HR 0800-0859 0800-0859 0800-0859 0800-0859 0800-0859 1100-1159 1100-1159

PEAK 400 404 417 431 418 272 246

PM HR 1600-1659 1500-1559 1500-1559 1500-1559 1500-1559 1300-1359 1200-1259

PEAK 306 320 311 339 349 270 220

0

100

200

300

400

500

Time

Traffic Volumes



Site No: 3698004



Direction : Eastbound & Westbound

Time range: 0000 16/07/13 to 2300 22/07/13


Date 22/07/13 16/07/13 17/07/13 18/07/13 19/07/13 20/07/13 21/07/13 AVERAGES


Period

0000-0059 14 7 17 13 19 40 37 14 21

0100-0159 7 7 11 3 14 18 29 8 13

0200-0259 6 7 12 5 6 15 12 7 9

0300-0359 6 10 9 5 12 9 13 8 9

0400-0459 5 8 5 7 11 10 8 7 8

0500-0559 27 37 35 42 31 16 12 34 29

0600-0659 124 133 138 136 121 55 24 130 104

0700-0759 386 443 433 447 425 114 59 427 330

0800-0859 671 703 655 686 692 238 143 681 541

0900-0959 425 437 420 432 472 371 247 437 401

1000-1059 365 365 344 348 452 488 376 375 391

1100-1159 391 416 377 359 440 529 456 397 424

1200-1259 388 411 412 423 414 492 414 410 422

1300-1359 394 384 374 410 437 506 346 400 407

1400-1459 373 370 421 357 476 435 363 399 399

1500-1559 551 574 574 608 654 412 323 592 528

1600-1659 563 517 530 496 555 398 344 532 486

1700-1759 548 538 614 566 630 381 351 579 518

1800-1859 379 410 443 478 522 330 273 446 405

1900-1959 260 283 313 274 349 246 154 296 268

2000-2059 118 157 142 172 181 124 97 154 142

2100-2159 100 95 110 104 161 127 75 114 110

2200-2259 53 76 69 113 89 96 49 80 78

2300-2359 26 32 31 36 71 79 17 39 42

TOTALS

12Hr 7-19 5434 5568 5597 5610 6169 4694 3695 5676 5252

24Hr 0-24 6180 6420 6489 6520 7234 5529 4222 6569 6085

24/12 Fact 1.14 1.15 1.16 1.16 1.17 1.18 1.14 1.16 1.16

AM HR 0800-0859 0800-0859 0800-0859 0800-0859 0800-0859 1100-1159 1100-1159

PEAK 671 703 655 686 692 529 456

PM HR 1600-1659 1500-1559 1700-1759 1500-1559 1500-1559 1300-1359 1200-1259

PEAK 563 574 614 608 654 506 414

0

100

200

300

400

500

600

700

800

Time Pos Neg Total

Hourly Volumes

Spink Street, BrightonSpink Street, Brighton

Between

Martin Street & EndMartin Street & End

Prepared for


July 2013

Reference: 36980051



Spink Street, BrightonAt: 4/16Between

Martin Street & End

CUSTOMER: Traffix Group Pty Ltd MAP REF: 67 G7TYPE COUNT: 7 days, Speed Vol Class ACTUAL DURATION: 9 daysDATE START: 16/07/13 DATE FINISH: 22/07/13TIME START: 0000 TIME FINISH: 2300DIRECTION-1: Southbound DIRECTION-2: NorthboundCOUNTER NO: SPEED LIMIT: 50CLASSES: 1 - 12 SPEEDS: AllAll

ALL VEHICLES Southbound Northbound COMBINED


24 Hour 7 Day Average 255 124 379


A.M. Peak Hour 1100-1159 0900-0959 0900-0959


P.M. Hour 1200-1259 1800-1859 1800-1859

COMMERCIAL VEHICLE Southbound Northbound COMBINED


% 1.7% 3.4% 2.3%

SPEEDS Southbound Northbound COMBINED% Vol. % Vol. % Vol.

>119km/h 0.0 0.0 0.0

>109km/h 0.0 0.0 0.0

>99km/h 0.0 0.0 0.0

>89km/h 0.0 0.0 0.0

>79km/h 0.0 0.0 0.0

>69km/h 0.0 0.0 0.0

>59km/h 0.0 0.0 0.0

>49km/h 0.1 0.0 0.1

>39km/h 4.0 0.8 3.0

>29km/h 33.3 11.7 26.2

>19km/h 78.6 55.1 71.0

85%ile 33.8 27.7 32.2

Mean 26.0 21.3 24.4

Notes



Site No: 3698005

Site location: Spink Street, Brighton

Between : Martin Street & End

Direction : Southbound

Time range: 0000 16/07/13 to 2300 22/07/13


Date 22/07/13 16/07/13 17/07/13 18/07/13 19/07/13 20/07/13 21/07/13 AVERAGES


Period

0000-0059 0 0 0 0 2 2 1 0 1

0100-0159 0 1 1 0 1 2 1 1 1

0200-0259 1 1 0 0 1 1 7 1 2

0300-0359 0 1 0 0 0 0 0 0 0

0400-0459 0 0 0 0 0 0 2 0 0

0500-0559 0 1 0 2 1 0 1 1 1

0600-0659 7 2 2 1 1 1 0 3 2

0700-0759 7 5 12 6 7 3 2 7 6

0800-0859 9 10 9 10 9 2 3 9 7

0900-0959 15 18 10 21 25 11 2 18 15

1000-1059 16 17 6 19 26 22 7 17 16

1100-1159 8 31 18 18 21 31 19 19 21

1200-1259 14 31 19 44 37 34 23 29 29

1300-1359 17 12 14 29 20 23 9 18 18

1400-1459 11 10 14 18 26 20 8 16 15

1500-1559 16 22 25 17 21 17 7 20 18

1600-1659 21 23 30 29 16 33 30 24 26

1700-1759 17 21 21 29 35 24 11 25 23

1800-1859 13 17 17 27 36 11 7 22 18

1900-1959 11 16 10 10 22 11 1 14 12

2000-2059 6 6 7 12 12 10 3 9 8

2100-2159 2 1 11 3 10 3 0 5 4

2200-2259 19 24 10 7 4 5 0 13 10

2300-2359 0 2 5 7 10 2 0 5 4

TOTALS

12Hr 7-19 164 217 195 267 279 231 128 224 212

24Hr 0-24 210 272 241 309 343 268 144 275 255

24/12 Fact 1.28 1.25 1.24 1.16 1.23 1.16 1.13 1.23 1.21

AM HR 1000-1059 1100-1159 1100-1159 0900-0959 1000-1059 1100-1159 1100-1159

PEAK 16 31 18 21 26 31 19

PM HR 1600-1659 1200-1259 1600-1659 1200-1259 1200-1259 1200-1259 1600-1659

PEAK 21 31 30 44 37 34 30

0

10

20

30

40

50

Time

Hourly Volumes



Site No: 3698005



Direction : Northbound

Time range: 0000 16/07/13 to 2300 22/07/13


Date 22/07/13 16/07/13 17/07/13 18/07/13 19/07/13 20/07/13 21/07/13 AVERAGES


Period

0000-0059 0 0 0 0 0 0 0 0 0

0100-0159 0 0 0 0 0 0 0 0 0

0200-0259 0 0 0 0 0 0 3 0 0

0300-0359 0 0 0 0 1 0 0 0 0

0400-0459 0 0 0 0 0 0 0 0 0

0500-0559 0 2 1 3 1 0 1 1 1

0600-0659 1 3 2 1 2 0 0 2 1

0700-0759 4 5 11 4 8 1 5 6 5

0800-0859 9 12 6 14 10 2 1 10 8

0900-0959 15 16 13 19 26 11 4 18 15

1000-1059 5 7 3 11 12 11 6 8 8

1100-1159 3 14 5 11 15 16 12 10 11

1200-1259 5 5 8 13 11 14 16 8 10

1300-1359 10 4 7 18 11 20 6 10 11

1400-1459 5 6 6 4 16 6 1 7 6

1500-1559 5 9 8 6 5 9 7 7 7

1600-1659 12 7 16 10 7 6 7 10 9

1700-1759 1 6 7 13 16 3 1 9 7

1800-1859 7 6 8 12 35 8 2 14 11

1900-1959 10 12 11 6 13 7 0 10 8

2000-2059 1 0 1 1 1 2 0 1 1

2100-2159 1 1 1 1 5 2 0 2 2

2200-2259 1 0 0 1 2 0 0 1 1

2300-2359 0 0 2 2 1 0 1 1 1

TOTALS

12Hr 7-19 81 97 98 135 172 107 68 117 108

24Hr 0-24 95 115 116 150 198 118 73 135 124

24/12 Fact 1.17 1.19 1.18 1.11 1.15 1.10 1.07 1.16 1.14

AM HR 0900-0959 0900-0959 0900-0959 0900-0959 0900-0959 1100-1159 1100-1159

PEAK 15 16 13 19 26 16 12

PM HR 1600-1659 1900-1959 1600-1659 1300-1359 1800-1859 1300-1359 1200-1259

PEAK 12 12 16 18 35 20 16

0

5

10

15

20

25

30

35

Time

Traffic Volumes



Site No: 3698005



Direction : Southbound & Northbound

Time range: 0000 16/07/13 to 2300 22/07/13


Date 22/07/13 16/07/13 17/07/13 18/07/13 19/07/13 20/07/13 21/07/13 AVERAGES


Period

0000-0059 0 0 0 0 2 2 1 0 1

0100-0159 0 1 1 0 1 2 1 1 1

0200-0259 1 1 0 0 1 1 10 1 2

0300-0359 0 1 0 0 1 0 0 0 0

0400-0459 0 0 0 0 0 0 2 0 0

0500-0559 0 3 1 5 2 0 2 2 2

0600-0659 8 5 4 2 3 1 0 4 3

0700-0759 11 10 23 10 15 4 7 14 11

0800-0859 18 22 15 24 19 4 4 20 15

0900-0959 30 34 23 40 51 22 6 36 29

1000-1059 21 24 9 30 38 33 13 24 24

1100-1159 11 45 23 29 36 47 31 29 32

1200-1259 19 36 27 57 48 48 39 37 39

1300-1359 27 16 21 47 31 43 15 28 29

1400-1459 16 16 20 22 42 26 9 23 22

1500-1559 21 31 33 23 26 26 14 27 25

1600-1659 33 30 46 39 23 39 37 34 35

1700-1759 18 27 28 42 51 27 12 33 29

1800-1859 20 23 25 39 71 19 9 36 29

1900-1959 21 28 21 16 35 18 1 24 20

2000-2059 7 6 8 13 13 12 3 9 9

2100-2159 3 2 12 4 15 5 0 7 6

2200-2259 20 24 10 8 6 5 0 14 10

2300-2359 0 2 7 9 11 2 1 6 5

TOTALS

12Hr 7-19 245 314 293 402 451 338 196 341 320

24Hr 0-24 305 387 357 459 541 386 217 410 379

24/12 Fact 1.24 1.23 1.22 1.14 1.20 1.14 1.11 1.20 1.18

AM HR 0900-0959 1100-1159 0700-0759 0900-0959 0900-0959 1100-1159 1100-1159

PEAK 30 45 23 40 51 47 31

PM HR 1600-1659 1200-1259 1600-1659 1200-1259 1800-1859 1200-1259 1200-1259

PEAK 33 36 46 57 71 48 39

0

10

20

30

40

50

60

70

80

Time Pos Neg Total

Hourly Volumes

Rose Street, BrightonRose Street, Brighton

Between

Montclair Avenue & EndMontclair Avenue & End

Prepared for


July 2013

Reference: 36980061



Rose Street, BrightonAt: 6

Between

Montclair Avenue & End






A.M. Peak Hour 1000-1059 0800-0859 1000-1059


P.M. Hour 1500-1559 1600-1659 1500-1559


Total Volume 2 4 6

% 0.6% 1.2% 0.9%


>119km/h 0.0 0.0 0.0

>109km/h 0.0 0.0 0.0

>99km/h 0.0 0.0 0.0

>89km/h 0.0 0.0 0.0

>79km/h 0.0 0.0 0.0

>69km/h 0.0 0.0 0.0

>59km/h 0.3 0.0 0.2

>49km/h 0.6 0.6 0.6

>39km/h 2.6 3.4 3.0

>29km/h 26.2 29.5 27.9

>19km/h 81.6 78.2 79.8

85%ile 32.7 32.4 32.5

Mean 25.6 25.6 25.6

Notes



Site No: 3698006

Site location: Rose Street, Brighton

Between : Montclair Avenue & End


Time range: 0000 16/07/13 to 2300 22/07/13


Date 22/07/13 16/07/13 17/07/13 18/07/13 19/07/13 20/07/13 21/07/13 AVERAGES


Period

0000-0059 0 0 0 0 0 0 1 0 0

0100-0159 0 0 0 0 0 0 0 0 0

0200-0259 0 0 0 0 0 0 0 0 0

0300-0359 0 0 0 1 0 1 0 0 0

0400-0459 0 0 0 0 0 0 0 0 0

0500-0559 0 0 1 1 0 0 2 0 1

0600-0659 1 3 0 1 1 1 1 1 1

0700-0759 1 2 2 0 4 3 1 2 2

0800-0859 3 3 4 3 0 0 0 3 2

0900-0959 4 1 4 6 4 2 1 4 3

1000-1059 9 5 3 3 0 3 0 4 3

1100-1159 5 2 3 4 1 2 2 3 3

1200-1259 3 2 5 3 4 3 2 3 3

1300-1359 7 3 2 2 2 4 0 3 3

1400-1459 3 6 3 3 5 0 2 4 3

1500-1559 5 1 3 7 10 3 4 5 5

1600-1659 4 5 9 3 4 3 2 5 4

1700-1759 5 4 6 7 6 6 4 6 5

1800-1859 2 4 4 3 5 0 3 4 3

1900-1959 0 2 5 0 0 3 0 1 1

2000-2059 1 0 0 0 2 0 0 1 0

2100-2159 0 0 0 1 0 1 0 0 0

2200-2259 0 1 1 0 0 0 0 0 0

2300-2359 0 0 1 0 0 0 0 0 0

TOTALS

12Hr 7-19 51 38 48 44 45 29 21 45 39

24Hr 0-24 53 44 56 48 48 35 25 50 44

24/12 Fact 1.04 1.16 1.17 1.09 1.07 1.21 1.19 1.10 1.12

AM HR 1000-1059 1000-1059 0800-0859 0900-0959 0700-0759 0700-0759 0500-0559

PEAK 9 5 4 6 4 3 2

PM HR 1300-1359 1400-1459 1600-1659 1500-1559 1500-1559 1700-1759 1500-1559

PEAK 7 6 9 7 10 6 4

0

2

4

6

8

10

Time

Hourly Volumes



Site No: 3698006




Time range: 0000 16/07/13 to 2300 22/07/13


Date 22/07/13 16/07/13 17/07/13 18/07/13 19/07/13 20/07/13 21/07/13 AVERAGES


Period

0000-0059 0 0 0 0 0 0 1 0 0

0100-0159 0 0 0 0 0 0 0 0 0

0200-0259 0 0 0 0 0 0 0 0 0

0300-0359 0 0 0 1 0 1 0 0 0

0400-0459 0 0 0 0 0 0 0 0 0

0500-0559 0 0 0 0 0 0 1 0 0

0600-0659 1 2 0 3 2 0 0 2 1

0700-0759 3 3 4 2 2 0 0 3 2

0800-0859 7 6 7 7 6 3 1 7 5

0900-0959 2 2 4 6 3 3 3 3 3

1000-1059 6 5 2 1 4 2 5 4 4

1100-1159 4 4 2 2 2 1 1 3 2

1200-1259 4 3 3 2 2 2 1 3 2

1300-1359 3 3 2 5 4 6 2 3 4

1400-1459 4 2 3 2 4 4 3 3 3

1500-1559 3 7 4 8 8 1 2 6 5

1600-1659 4 6 8 2 8 1 2 6 4

1700-1759 5 5 3 5 3 4 7 4 5

1800-1859 2 4 4 3 1 0 1 3 2

1900-1959 1 1 3 0 0 2 0 1 1

2000-2059 1 0 0 0 0 1 0 0 0

2100-2159 0 2 2 2 1 1 0 1 1

2200-2259 0 0 1 0 1 0 2 0 1

2300-2359 0 0 1 0 0 1 0 0 0

TOTALS

12Hr 7-19 47 50 46 45 47 27 28 47 41

24Hr 0-24 50 55 53 51 51 33 32 52 46

24/12 Fact 1.06 1.10 1.15 1.13 1.09 1.22 1.14 1.11 1.12

AM HR 0800-0859 0800-0859 0800-0859 0800-0859 0800-0859 0800-0859 1000-1059

PEAK 7 6 7 7 6 3 5

PM HR 1700-1759 1500-1559 1600-1659 1500-1559 1500-1559 1300-1359 1700-1759

PEAK 5 7 8 8 8 6 7

0

2

4

6

8

Time

Traffic Volumes



Site No: 3698006




Time range: 0000 16/07/13 to 2300 22/07/13


Date 22/07/13 16/07/13 17/07/13 18/07/13 19/07/13 20/07/13 21/07/13 AVERAGES


Period

0000-0059 0 0 0 0 0 0 2 0 0

0100-0159 0 0 0 0 0 0 0 0 0

0200-0259 0 0 0 0 0 0 0 0 0

0300-0359 0 0 0 2 0 2 0 0 1

0400-0459 0 0 0 0 0 0 0 0 0

0500-0559 0 0 1 1 0 0 3 0 1

0600-0659 2 5 0 4 3 1 1 3 2

0700-0759 4 5 6 2 6 3 1 5 4

0800-0859 10 9 11 10 6 3 1 9 7

0900-0959 6 3 8 12 7 5 4 7 6

1000-1059 15 10 5 4 4 5 5 8 7

1100-1159 9 6 5 6 3 3 3 6 5

1200-1259 7 5 8 5 6 5 3 6 6

1300-1359 10 6 4 7 6 10 2 7 6

1400-1459 7 8 6 5 9 4 5 7 6

1500-1559 8 8 7 15 18 4 6 11 9

1600-1659 8 11 17 5 12 4 4 11 9

1700-1759 10 9 9 12 9 10 11 10 10

1800-1859 4 8 8 6 6 0 4 6 5

1900-1959 1 3 8 0 0 5 0 2 2

2000-2059 2 0 0 0 2 1 0 1 1

2100-2159 0 2 2 3 1 2 0 2 1

2200-2259 0 1 2 0 1 0 2 1 1

2300-2359 0 0 2 0 0 1 0 0 0

TOTALS

12Hr 7-19 98 88 94 89 92 56 49 92 81

24Hr 0-24 103 99 109 99 99 68 57 102 91

24/12 Fact 1.05 1.13 1.16 1.11 1.08 1.21 1.16 1.10 1.12

AM HR 1000-1059 1000-1059 0800-0859 0900-0959 0900-0959 0900-0959 1000-1059

PEAK 15 10 11 12 7 5 5

PM HR 1300-1359 1600-1659 1600-1659 1500-1559 1500-1559 1300-1359 1700-1759

PEAK 10 11 17 15 18 10 11

0

5

10

15

20

Time Pos Neg Total

Hourly Volumes

Laneway, BrightonLaneway, Brighton

Between

Spink Street & Nepean Highway Service RoadSpink Street & Nepean Highway Service Road

Prepared for


July 2013

Reference: 36980071



Laneway, BrightonAt: mid-block

Between

Spink Street & Nepean Highway Service Road






A.M. Peak Hour 1000-1059 0900-0959 0900-0959


P.M. Hour 1200-1259 1500-1559 1200-1259


Total Volume 6 6 12

% 6.1% 5.9% 6.0%


>119km/h 0.0 0.0 0.0

>109km/h 0.0 0.0 0.0

>99km/h 0.0 0.0 0.0

>89km/h 0.0 0.0 0.0

>79km/h 0.0 0.0 0.0

>69km/h 0.0 0.0 0.0

>59km/h 0.0 0.0 0.0

>49km/h 0.0 0.0 0.0

>39km/h 0.0 0.0 0.0

>29km/h 0.0 0.0 0.0

>19km/h 32.3 11.9 22.0

85%ile 23.0 18.6 20.7

Mean 17.0 15.5 16.2

Notes



Site No: 3698007

Site location: Laneway, Brighton

Between : Spink Street & Nepean Highway Service Road


Time range: 0000 16/07/13 to 2300 22/07/13


Date 22/07/13 16/07/13 17/07/13 18/07/13 19/07/13 20/07/13 21/07/13 AVERAGES


Period

0000-0059 0 0 0 0 0 0 0 0 0

0100-0159 0 0 0 0 0 0 0 0 0

0200-0259 0 0 0 0 0 0 0 0 0

0300-0359 0 0 0 0 0 0 0 0 0

0400-0459 0 0 0 0 0 0 0 0 0

0500-0559 0 0 0 0 1 0 0 0 0

0600-0659 0 0 0 0 0 0 1 0 0

0700-0759 1 1 1 1 1 1 0 1 1

0800-0859 1 1 0 2 1 1 0 1 1

0900-0959 0 0 0 1 2 2 0 1 1

1000-1059 1 1 2 4 2 3 0 2 2

1100-1159 2 2 1 0 1 2 0 1 1

1200-1259 2 0 6 0 1 2 0 2 2

1300-1359 0 3 0 1 1 3 0 1 1

1400-1459 1 0 1 1 0 0 0 1 0

1500-1559 0 3 0 1 4 2 0 2 1

1600-1659 1 2 1 1 2 0 0 1 1

1700-1759 0 0 3 0 2 1 0 1 1

1800-1859 3 0 0 2 2 1 0 1 1

1900-1959 1 1 0 0 1 0 0 1 0

2000-2059 0 0 0 1 0 0 0 0 0

2100-2159 0 0 0 0 0 0 0 0 0

2200-2259 0 0 1 0 0 0 0 0 0

2300-2359 0 0 0 0 0 0 1 0 0

TOTALS

12Hr 7-19 12 13 15 14 19 18 0 15 13

24Hr 0-24 13 14 16 15 21 18 2 16 14

24/12 Fact 1.08 1.08 1.07 1.07 1.11 1.00 #DIV/0! 1.08 1.09

AM HR 1100-1159 1100-1159 1000-1059 1000-1059 0900-0959 1000-1059 0600-0659

PEAK 2 2 2 4 2 3 1

PM HR 1800-1859 1300-1359 1200-1259 1800-1859 1500-1559 1300-1359 2300-2359

PEAK 3 3 6 2 4 3 1

0

1

2

3

4

5

6

Time

Hourly Volumes



Site No: 3698007




Time range: 0000 16/07/13 to 2300 22/07/13


Date 22/07/13 16/07/13 17/07/13 18/07/13 19/07/13 20/07/13 21/07/13 AVERAGES


Period

0000-0059 0 0 0 0 0 0 0 0 0

0100-0159 0 0 0 0 0 0 0 0 0

0200-0259 0 0 0 0 0 0 0 0 0

0300-0359 0 0 0 0 0 0 0 0 0

0400-0459 0 0 0 0 0 0 0 0 0

0500-0559 0 0 0 0 0 0 0 0 0

0600-0659 0 0 0 0 0 0 0 0 0

0700-0759 0 1 0 1 1 0 0 1 0

0800-0859 0 1 2 0 0 1 0 1 1

0900-0959 4 1 4 2 5 1 0 3 2

1000-1059 1 2 1 0 1 4 0 1 1

1100-1159 0 0 0 1 1 0 0 0 0

1200-1259 0 2 5 1 1 2 0 2 2

1300-1359 0 0 2 0 0 0 0 0 0

1400-1459 0 3 2 0 1 3 0 1 1

1500-1559 1 5 3 1 1 2 0 2 2

1600-1659 0 5 2 0 3 1 3 2 2

1700-1759 0 0 2 0 2 1 0 1 1

1800-1859 0 1 0 2 1 3 0 1 1

1900-1959 0 0 2 0 0 0 0 0 0

2000-2059 0 0 1 0 0 0 0 0 0

2100-2159 0 0 0 0 0 0 0 0 0

2200-2259 0 0 0 0 0 0 1 0 0

2300-2359 0 0 0 0 0 0 1 0 0

TOTALS

12Hr 7-19 6 21 23 8 17 18 3 15 14

24Hr 0-24 6 21 26 8 17 18 5 16 14

24/12 Fact 1.00 1.00 1.13 1.00 1.00 1.00 1.67 1.04 1.05

AM HR 0900-0959 1000-1059 0900-0959 0900-0959 0900-0959 1000-1059 0000-0059

PEAK 4 2 4 2 5 4 0

PM HR 1500-1559 1500-1559 1200-1259 1800-1859 1600-1659 1400-1459 1600-1659

PEAK 1 5 5 2 3 3 3

0

1

2

3

4

5

Time

Traffic Volumes



Site No: 3698007




Time range: 0000 16/07/13 to 2300 22/07/13


Date 22/07/13 16/07/13 17/07/13 18/07/13 19/07/13 20/07/13 21/07/13 AVERAGES


Period

0000-0059 0 0 0 0 0 0 0 0 0

0100-0159 0 0 0 0 0 0 0 0 0

0200-0259 0 0 0 0 0 0 0 0 0

0300-0359 0 0 0 0 0 0 0 0 0

0400-0459 0 0 0 0 0 0 0 0 0

0500-0559 0 0 0 0 1 0 0 0 0

0600-0659 0 0 0 0 0 0 1 0 0

0700-0759 1 2 1 2 2 1 0 2 1

0800-0859 1 2 2 2 1 2 0 2 1

0900-0959 4 1 4 3 7 3 0 4 3

1000-1059 2 3 3 4 3 7 0 3 3

1100-1159 2 2 1 1 2 2 0 2 1

1200-1259 2 2 11 1 2 4 0 4 3

1300-1359 0 3 2 1 1 3 0 1 1

1400-1459 1 3 3 1 1 3 0 2 2

1500-1559 1 8 3 2 5 4 0 4 3

1600-1659 1 7 3 1 5 1 3 3 3

1700-1759 0 0 5 0 4 2 0 2 2

1800-1859 3 1 0 4 3 4 0 2 2

1900-1959 1 1 2 0 1 0 0 1 1

2000-2059 0 0 1 1 0 0 0 0 0

2100-2159 0 0 0 0 0 0 0 0 0

2200-2259 0 0 1 0 0 0 1 0 0

2300-2359 0 0 0 0 0 0 2 0 0

TOTALS

12Hr 7-19 18 34 38 22 36 36 3 30 27

24Hr 0-24 19 35 42 23 38 36 7 31 29

24/12 Fact 1.06 1.03 1.11 1.05 1.06 1.00 2.33 1.06 1.07

AM HR 0900-0959 1000-1059 0900-0959 1000-1059 0900-0959 1000-1059 0600-0659

PEAK 4 3 4 4 7 7 1

PM HR 1800-1859 1500-1559 1200-1259 1800-1859 1500-1559 1200-1259 1600-1659

PEAK 3 8 11 4 5 4 3

0

2

4

6

8

10

12

Time Pos Neg Total

Hourly Volumes

GRP15726R‐01E


APPENDIX B

TURNING MOVEMENT COUNT SURVEY RESULTS

TURNING MOVEMENT COUNT SUMMARY

Intersection: Survey Periods

Period 1:Day:

Period 2:Date:

Period 3:Weather:

Peak HoursMap Ref.:

AM Peak:

PM Peak:

Total Approach394 (4)

07:00 to 09:00

16:00 to 18:00

PMPK

834 (4)

AMPK

9 (0) 16 (0)

39 (2)

Total 52 (2)

9 (2)

08:00 to 09:00

50 (1)

20 (0)AMPK PMPK

17:00 to 18:00

14 (0)

Martin Street

4 (0)AMPK PMPK

8 (0)Total

14 (0)TotalPMPK

Overcast and Rain

Martin Street and Hamilton Street, Brighton

21 (0)

Total Approach11 (2)AMPK

0 (0)1 (0)

Total 856 (4)

2 (0)

AMPK

11 (0)6 (0)2 (0)

Thursday

PMPK 226 (0)

67 F07

Ham

ilto

n S

tree

t

AMPK

Total ApproachAMPK 233 (3)

TotalPMPK

230 (3) 220 (0)

Total2 (0) 6 (0)

18 July 2013

Legend:

Vehicle Movements

Total Vehicles (Commercial Vehicles)

Reference: GRP15726 Web: www.traffixgroup.com.au

Facsimile 03 9822 7444Email: [email protected]

Glen Iris Victoria 3146Telephone 03 9822 2888

Suite 8, 431 Burke Road

223 (0)1038 (7)Total

2 (0) 381 (4) 974 (6) PMPK199 (0)

Martin Street

1 (0) 0 (0)

09:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:30 0 0 009:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:45 0 0 010:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:00 0 0 010:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:15 0 0 010:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:30 0 0 010:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:45 0 0 011:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:00 0 0 011:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:15 0 0 011:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30 0 0 011:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45 0 0 012:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00 0 0 012:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15 0 0 012:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30 0 0 012:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45 0 0 013:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:00 0 0 013:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:15 0 0 013:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:30 0 0 013:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:45 0 0 014:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:00 0 0 014:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:15 0 0 014:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:30 0 0 014:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:45 0 0 015:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:00 0 0 015:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 149 15:15 0 0 015:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 285 15:30 0 0 015:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 372 15:45 0 0 016:00 1 1 2 1 8 55 1 76 4 0 0 0 0 0 0 0 0 0 149 466 16:00 149 149 016:15 0 1 1 0 3 60 0 66 4 0 0 0 0 0 0 0 1 0 136 421 16:15 136 135 116:30 0 0 2 1 1 42 0 40 0 0 0 0 0 0 1 0 0 0 87 410 16:30 87 86 116:45 0 1 2 0 5 37 0 47 2 0 0 0 0 0 0 0 0 0 94 447 16:45 94 94 017:00 0 1 3 1 2 41 0 55 1 0 0 0 0 0 0 0 0 0 104 470 17:00 < 104 104 017:15 0 1 2 2 4 64 0 52 0 0 0 0 0 0 0 0 0 0 125 366 17:15 < 125 125 017:30 0 1 6 4 5 50 0 56 2 0 0 0 0 0 0 0 0 0 124 241 17:30 < 124 124 017:45 1 3 3 1 5 44 0 57 3 0 0 0 0 0 0 0 0 0 117 117 17:45 < 117 117 018:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:00 0 0 018:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:15 0 0 018:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:15 0 0 018:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:30 0 0 018:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:45 0 0 019:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:00 0 0 019:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:15 0 0 019:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:30 0 0 019:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:45 0 0 020:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:00 0 0 020:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:15 0 0 020:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:30 0 0 020:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:45 0 0 021:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:00 0 0 021:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:15 0 0 021:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:30 0 0 021:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:45 0 0 022:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:00 0 0 022:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:15 0 0 022:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:30 0 0 022:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:45 0 0 023:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:00 0 0 023:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:15 0 0 023:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:30 0 0 023:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:45 0 0 0

TOTAL 2 11 37 14 49 968 2 830 20 0 0 2 0 1 6 0 4 0 1946 1946 1933 13

AM Summary 11 13 12 22 21 23 33 32 31 11t 13t 12t 22t 21t 23t 33t 32t 31t

08:00 0 0 2 2 3 92 0 54 1 0 0 0 0 0 0 0 1 008:15 0 0 2 0 2 106 0 64 0 0 0 0 0 0 2 0 1 008:30 0 1 1 1 2 96 0 40 0 0 0 2 0 0 1 0 0 008:45 0 1 2 1 2 83 1 69 1 0 0 0 0 0 1 0 1 0

TOTAL 0 2 7 4 9 377 1 227 2 0 0 2 0 0 4 0 3 0

PM Summary 11 13 12 22 21 23 33 32 31 11t 13t 12t 22t 21t 23t 33t 32t 31t

17:00 0 1 3 1 2 41 0 55 1 0 0 0 0 0 0 0 0 017:15 0 1 2 2 4 64 0 52 0 0 0 0 0 0 0 0 0 017:30 0 1 6 4 5 50 0 56 2 0 0 0 0 0 0 0 0 017:45 1 3 3 1 5 44 0 57 3 0 0 0 0 0 0 0 0 0

TOTAL 1 6 14 8 16 199 0 220 6 0 0 0 0 0 0 0 0 0



Period 1:Day:

Period 2:Date:

Period 3:Weather:

Peak HoursMap Ref.:

AM Peak:

PM Peak:

Total 883 (6)

0 (0)

AMPK

15 (0)4 (0)4 (0)

Thursday

PMPK

18 July 2013

Overcast and Rain

Martin Street and Asling Street, Brighton

21 (0)


0 (0)0 (0)

245 (1)

67 G07

Asl

ing

Str

eet

AMPK


TotalPMPK

194 (3)

Total8 (0) 9 (0) 30 (0)

AMPK PMPK

190 (0)

24 (2) 41 (0)

16:00 to 17:00

53 (0)

Martin Street

7 (0)AMPK PMPK

TotalPMPK

AMPK

16 (0) 8 (0)

14 (0)Total

33 (0)9 (0)42 (0)

Total 90 (0)

8 (0)

08:00 to 09:00

07:00 to 09:00

16:00 to 18:00

PMPK

8 (0)12 (0)

43 (1) 104 (3) Total Approach423 (3)

730 (3)

Legend:

Vehicle Movements


Reference:

Total

AMPK 224 (1)

5 (0)

Total689 (3)

PMPK

Martin Street

282 (2) 222 (1)

63 (0) 100 (1)33 (0) 66 (0)

174 (0)

58 (0)

11 (0)PMPK 177 (1)

AMPK

3 (0)TotalPMPK168 (1)

PMPK

Asl

ing

Str

eet

74 (1)

4 (0)

AMPK 3 (0)

Total

GRP15726 Web: www.traffixgroup.com.au

Facsimile 03 9822 7444Total ApproachEmail: [email protected]


92 (1) 104 (0) 326 (2)


294 (1)1243 (6)

19 (0) 308 (2) 823 (4)

Location: Leg 1: Asling Street (N) Peak Period Summary

Day: Leg 2: Martin Street (E) AM Peak Vol: 902AM Peak Period: 08:00 to 09:00

Date: Leg 3: Asling Street (S)PM Peak Vol: 737

Mel Ref: Leg 4: Martin Street (W) PM Peak Period: 16:00 to 17:00

Time 11 14 13 12 22 21 24 23 33 32 31 34 44 43 42 41 11t 14t 13t 12t 22t 21t 24t 23t 33t 32t 31t 34t 44t 43t 42t 41t15 min volume

Hourly Volume Time

Peak Times All Vehicles

Car Based Vehicles

Commercial Vehicles

00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:00 0 0 000:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:15 0 0 000:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:30 0 0 000:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:45 0 0 001:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:00 0 0 001:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:15 0 0 001:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:30 0 0 001:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:45 0 0 002:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:00 0 0 002:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:15 0 0 002:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:30 0 0 002:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:45 0 0 003:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:00 0 0 003:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:15 0 0 003:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:30 0 0 003:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:45 0 0 004:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:00 0 0 004:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:15 0 0 004:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:30 0 0 004:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:45 0 0 005:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:00 0 0 005:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:15 0 0 005:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:30 0 0 005:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:45 0 0 006:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 06:00 0 0 0

Car Based Vehicles Commercial Based Vehicles

Martin Street and Asling Street

Thursday

18 July 2013

67 G07

06:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 06:00 0 0 006:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 76 06:15 0 0 006:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 192 06:30 0 0 006:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 372 06:45 0 0 007:00 0 1 0 4 1 0 26 4 0 4 13 2 0 3 16 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 76 572 07:00 76 76 007:15 0 0 1 2 5 2 26 7 0 9 17 12 0 4 28 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 116 709 07:15 116 116 007:30 0 1 2 3 2 5 58 16 1 10 14 15 2 1 48 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 180 846 07:30 180 179 107:45 0 1 5 2 3 1 63 23 0 17 20 12 2 2 48 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 200 884 07:45 200 200 008:00 0 0 1 1 0 5 66 26 2 18 21 16 2 6 45 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 213 902 08:00 < 213 211 208:15 0 2 5 1 4 1 86 25 1 17 24 21 1 3 59 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 253 689 08:15 < 253 251 208:30 0 2 3 3 1 5 86 22 0 11 31 13 1 4 33 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 218 436 08:30 < 218 216 208:45 0 0 3 3 2 5 68 18 0 12 23 13 1 9 54 4 0 0 0 0 0 0 1 0 0 0 1 0 0 0 1 0 218 218 08:45 < 218 215 309:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:00 0 0 009:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:15 0 0 009:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:30 0 0 009:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:45 0 0 010:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:00 0 0 010:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:15 0 0 010:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:30 0 0 010:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:45 0 0 011:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:00 0 0 011:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:15 0 0 011:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30 0 0 011:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45 0 0 012:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00 0 0 012:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15 0 0 012:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30 0 0 012:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45 0 0 013:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:00 0 0 013:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:15 0 0 013:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:30 0 0 013:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:45 0 0 014:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:00 0 0 014:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:15 0 0 014:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:30 0 0 014:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:45 0 0 015:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:00 0 0 015:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 211 15:15 0 0 015:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 415 15:30 0 0 015:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 585 15:45 0 0 016:00 0 0 2 1 2 1 52 30 1 14 21 15 1 11 56 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 211 737 16:00 < 211 211 016:15 0 1 1 4 6 1 51 19 2 23 19 4 0 13 56 3 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 204 692 16:15 < 204 203 116:15 0 1 1 4 6 1 51 19 2 23 19 4 0 13 56 3 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 204 692 16:15 < 204 203 116:30 0 1 5 2 4 1 32 32 0 21 16 9 0 6 39 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 170 671 16:30 < 170 168 216:45 0 2 1 1 2 5 32 23 1 15 10 5 2 12 39 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 152 680 16:45 < 152 152 017:00 0 1 2 2 6 2 38 25 1 17 10 4 0 8 47 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 166 694 17:00 166 165 117:15 0 1 4 3 8 5 55 16 0 9 14 9 4 4 49 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 183 528 17:15 183 182 117:30 0 2 2 1 3 0 40 14 2 11 19 15 1 9 59 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 179 345 17:30 179 179 017:45 0 0 5 0 4 2 40 24 0 13 8 9 2 6 51 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 166 166 17:45 166 166 018:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:00 0 0 018:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:15 0 0 018:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:30 0 0 018:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:45 0 0 019:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:00 0 0 019:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:15 0 0 019:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:30 0 0 019:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:45 0 0 020:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:00 0 0 020:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:15 0 0 020:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:30 0 0 020:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:45 0 0 021:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:00 0 0 021:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:15 0 0 021:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:30 0 0 021:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:45 0 0 022:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:00 0 0 022:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:15 0 0 022:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:30 0 0 022:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:45 0 0 023:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:00 0 0 023:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:15 0 0 023:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:30 0 0 023:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:45 0 0 0

TOTAL 0 15 42 33 53 41 819 324 11 221 280 174 19 101 727 30 0 0 0 0 0 0 4 2 0 1 2 0 0 3 3 0 2905 2905 2890 15

AM Summary 11 14 13 12 22 21 24 23 33 32 31 34 44 43 42 41 11t 14t 13t 12t 22t 21t 24t 23t 33t 32t 31t 34t 44t 43t 42t 41t

08:00 0 0 1 1 0 5 66 26 2 18 21 16 2 6 45 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 008:15 0 2 5 1 4 1 86 25 1 17 24 21 1 3 59 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 008:30 0 2 3 3 1 5 86 22 0 11 31 13 1 4 33 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 008:45 0 0 3 3 2 5 68 18 0 12 23 13 1 9 54 4 0 0 0 0 0 0 1 0 0 0 1 0 0 0 1 0

TOTAL 0 4 12 8 7 16 306 91 3 58 99 63 5 22 191 8 0 0 0 0 0 0 2 1 0 0 1 0 0 2 3 0

PM Summary 11 14 13 12 22 21 24 23 33 32 31 34 44 43 42 41 11t 14t 13t 12t 22t 21t 24t 23t 33t 32t 31t 34t 44t 43t 42t 41tPM Summary 11 14 13 12 22 21 24 23 33 32 31 34 44 43 42 41 11t 14t 13t 12t 22t 21t 24t 23t 33t 32t 31t 34t 44t 43t 42t 41t

16:00 0 0 2 1 2 1 52 30 1 14 21 15 1 11 56 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 016:15 0 1 1 4 6 1 51 19 2 23 19 4 0 13 56 3 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 016:30 0 1 5 2 4 1 32 32 0 21 16 9 0 6 39 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 016:45 0 2 1 1 2 5 32 23 1 15 10 5 2 12 39 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

TOTAL 0 4 9 8 14 8 167 104 4 73 66 33 3 42 190 9 0 0 0 0 0 0 1 0 0 1 0 0 0 1 0 0



Period 1:Day:

Period 2:Date:

Period 3:Weather:

Peak HoursMap Ref.:

AM Peak:

PM Peak:

Total 1019 (4)

0 (0)

AMPK

63 (0)24 (0)7 (0)

Thursday

PMPK

18 July 2013

Overcast and Rain

Martin Street and Spink Street, Brighton

63 (0)


0 (0)0 (0)

289 (1)

67 G07

Sp

ink

Str

eet

AMPK


TotalPMPK

230 (3)

Total17 (0) 15 (0) 63 (0)AMPK PMPK

249 (1)

14 (0) 48 (0)

16:00 to 17:00

1 (0)

Martin Street

1 (0)AMPK PMPK

TotalPMPK

AMPK

15 (0) 16 (0)

0 (0)Total

75 (0)6 (0)9 (0)

Total 147 (0)

15 (0)

08:00 to 09:00

07:00 to 09:00

16:00 to 18:00

PMPK

33 (0)1 (0)

23 (0) 71 (0) Total Approach405 (3)

850 (4)

Legend:

Vehicle Movements


Reference:

Total

AMPK 42 (0)

5 (0)

Total143 (0)

PMPK

Martin Street

10 (0) 34 (0)

24 (0) 3 (0)22 (0) 5 (0)99 (0)

15 (0)

0 (0)PMPK 33 (0)

AMPK

2 (0)TotalPMPK244 (1)

PMPK

Sp

ink

Str

eet

6 (0)

0 (0)

AMPK 0 (0)

Total




9 (0) 16 (0) 52 (0)


276 (1)1133 (8)

35 (0) 380 (3) 1032 (8)

Location: Leg 1: Spink Street (N) Peak Period Summary


Date: Leg 3: Spink Street (S)PM Peak Vol: 661



Hourly Volume Time


Car Based Vehicles

Commercial Vehicles

00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:00 0 0 000:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:15 0 0 000:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:30 0 0 000:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:45 0 0 001:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:00 0 0 001:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:15 0 0 001:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:30 0 0 001:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:45 0 0 002:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:00 0 0 002:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:15 0 0 002:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:30 0 0 002:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:45 0 0 003:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:00 0 0 003:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:15 0 0 003:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:30 0 0 003:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:45 0 0 004:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:00 0 0 004:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:15 0 0 004:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:30 0 0 004:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:45 0 0 005:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:00 0 0 005:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:15 0 0 005:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:30 0 0 005:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:45 0 0 006:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 06:00 0 0 0


Martin Street and Spink Street

Thursday

18 July 2013

67 G07

06:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 06:00 0 0 006:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 54 06:15 0 0 006:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 137 06:30 0 0 006:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 288 06:45 0 0 007:00 0 0 0 0 0 0 24 1 0 2 0 3 0 1 22 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 54 429 07:00 54 53 107:15 0 0 0 2 0 1 29 2 0 1 0 10 3 5 28 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 83 551 07:15 83 82 107:30 0 3 0 1 0 3 60 2 0 4 1 11 6 4 50 4 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 151 676 07:30 151 149 207:45 0 3 0 3 0 1 65 0 0 2 0 5 9 3 48 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 141 695 07:45 141 141 008:00 0 2 0 4 1 4 80 1 0 4 2 8 2 6 59 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 176 736 08:00 < 176 174 208:15 0 1 0 2 0 3 111 3 0 2 0 6 1 3 73 2 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 208 560 08:15 < 208 207 108:30 0 1 0 5 0 4 103 2 0 4 1 4 1 2 37 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 170 352 08:30 < 170 169 108:45 0 3 1 4 0 4 83 3 0 5 0 6 1 3 58 9 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 182 182 08:45 < 182 180 209:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:00 0 0 009:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:15 0 0 009:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:30 0 0 009:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:45 0 0 010:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:00 0 0 010:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:15 0 0 010:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:30 0 0 010:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:45 0 0 011:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:00 0 0 011:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:15 0 0 011:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30 0 0 011:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45 0 0 012:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00 0 0 012:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15 0 0 012:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30 0 0 012:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45 0 0 013:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:00 0 0 013:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:15 0 0 013:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:30 0 0 013:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:45 0 0 014:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:00 0 0 014:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:15 0 0 014:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:30 0 0 014:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:45 0 0 015:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:00 0 0 015:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 188 15:15 0 0 015:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 369 15:30 0 0 015:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 520 15:45 0 0 016:00 0 6 1 15 0 6 73 6 0 1 2 6 1 9 61 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 188 661 16:00 < 188 188 016:15 0 8 3 8 0 3 56 3 0 1 3 8 1 5 75 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 181 636 16:15 < 181 181 016:15 0 8 3 8 0 3 56 3 0 1 3 8 1 5 75 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 181 636 16:15 < 181 181 016:30 0 9 1 3 0 4 57 5 0 1 0 3 0 4 60 2 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 151 617 16:30 < 151 149 216:45 0 1 1 7 0 3 57 2 0 3 0 5 0 5 52 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 141 610 16:45 < 141 141 017:00 0 11 0 7 0 4 58 6 0 1 1 3 2 5 59 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 163 616 17:00 163 163 017:15 0 5 1 4 0 1 67 7 0 1 0 10 2 7 50 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 162 453 17:15 162 162 017:30 0 3 0 5 0 1 51 6 0 1 0 3 1 4 61 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 144 291 17:30 144 144 017:45 0 7 1 5 0 6 50 3 0 1 0 8 5 5 53 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 147 147 17:45 147 147 018:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:00 0 0 018:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:15 0 0 018:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:30 0 0 018:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:45 0 0 019:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:00 0 0 019:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:15 0 0 019:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:30 0 0 019:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:45 0 0 020:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:00 0 0 020:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:15 0 0 020:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:30 0 0 020:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:45 0 0 021:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:00 0 0 021:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:15 0 0 021:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:30 0 0 021:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:45 0 0 022:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:00 0 0 022:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:15 0 0 022:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:30 0 0 022:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:45 0 0 023:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:00 0 0 023:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:15 0 0 023:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:30 0 0 023:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:45 0 0 0

TOTAL 0 63 9 75 1 48 1024 52 0 34 10 99 35 71 846 63 0 0 0 0 0 0 8 0 0 0 0 0 0 0 4 0 2442 2442 2430 12


08:00 0 2 0 4 1 4 80 1 0 4 2 8 2 6 59 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 008:15 0 1 0 2 0 3 111 3 0 2 0 6 1 3 73 2 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 008:30 0 1 0 5 0 4 103 2 0 4 1 4 1 2 37 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 008:45 0 3 1 4 0 4 83 3 0 5 0 6 1 3 58 9 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0

TOTAL 0 7 1 15 1 15 377 9 0 15 3 24 5 14 227 17 0 0 0 0 0 0 3 0 0 0 0 0 0 0 3 0


16:00 0 6 1 15 0 6 73 6 0 1 2 6 1 9 61 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 016:15 0 8 3 8 0 3 56 3 0 1 3 8 1 5 75 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 016:30 0 9 1 3 0 4 57 5 0 1 0 3 0 4 60 2 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 016:45 0 1 1 7 0 3 57 2 0 3 0 5 0 5 52 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

TOTAL 0 24 6 33 0 16 243 16 0 6 5 22 2 23 248 15 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0



Period 1:Day:

Period 2:Date:

Period 3:Weather:

Peak HoursMap Ref.:

AM Peak:

PM Peak:

18 July 2013

Overcast & Rain

Martin Street and Nepean Highway Service Road, Brighton

0 (0)


0 (0)0 (0)

Total 993 (26)

0 (0)

AMPK

0 (0)0 (0)0 (0)

Thursday

PMPK 309 (7)

67 G07

Nep

ean

Hw

y S

ervi

ce R

d

AMPK


TotalPMPK

255 (8) 292 (7)

6 (0)

1 (0) 4 (0) 21 (0)AMPK PMPK

AMPK PMPK

Total

Total

22 (0)

16:00 to 17:00

0 (0)

Martin Street

0 (0)

0 (0)TotalPMPK

0 (0)

0 (0)0 (0)0 (0)

Total 0 (0)

0 (0)

08:00 to 09:00

07:00 to 09:00

16:00 to 18:00

PMPK

932 (26)

AMPK

17 (0) 1 (0)

0 (0)


13 (0) 40 (0)

Legend:

Vehicle Movements


Reference:

0 (0) 0 (0)

14 (1) 0 (0)43 (0) 1 (0)98 (2)

11 (0)

Total

AMPK 25 (1)Total

168 (2)

PMPK

0 (0)PMPK 60 (0)

Martin Street

2 (0)

Total

PMPK

Nep

ean

Hw

y S

ervi

ce R

d

16 (0)

0 (0)

AMPK 0 (0)

Total68 (0)

AMPK

0 (0) 376 (10) 1018 (27) PMPK

Telephone 03 9822 2888

25 (1) 42 (0) 127 (2)


272 (9)1167 (29)

229 (9)



Glen Iris Victoria 3146

Location: Leg 1: Nepean Hwy Service Rd (N) Peak Period Summary


Date: Leg 3: Nepean Hwy Service Rd (S)PM Peak Vol: 641



Hourly Volume Time


Car Based Vehicles

Commercial Vehicles

00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:00 0 0 000:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:15 0 0 000:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:30 0 0 000:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:45 0 0 001:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:00 0 0 001:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:15 0 0 001:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:30 0 0 001:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:45 0 0 002:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:00 0 0 002:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:15 0 0 002:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:30 0 0 002:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:45 0 0 003:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:00 0 0 003:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:15 0 0 003:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:30 0 0 003:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:45 0 0 004:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:00 0 0 004:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:15 0 0 004:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:30 0 0 004:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:45 0 0 005:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:00 0 0 005:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:15 0 0 005:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:30 0 0 005:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:45 0 0 006:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 06:00 0 0 0


Martin Street and Nepean Highway Service Road

Thursday

18 July 2013

67 G07

06:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 06:00 0 0 006:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 59 06:15 0 0 006:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 134 06:30 0 0 006:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 271 06:45 0 0 007:00 0 0 0 0 0 0 24 5 0 2 1 2 0 2 17 1 0 0 0 0 0 0 2 1 0 0 0 0 0 0 2 0 59 412 07:00 59 54 507:15 0 0 0 0 0 1 32 4 0 3 0 2 0 0 30 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 1 0 75 524 07:15 75 72 307:30 0 0 0 0 0 0 59 10 0 8 0 2 0 3 53 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 137 645 07:30 137 135 207:45 0 0 0 0 0 0 63 7 0 7 0 5 0 2 55 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 141 682 07:45 141 139 208:00 0 0 0 0 0 2 86 5 0 1 0 1 0 2 68 0 0 0 0 0 0 0 2 1 0 0 0 1 0 0 2 0 171 705 08:00 < 171 165 608:15 0 0 0 0 0 2 101 7 0 2 0 8 0 1 70 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 2 0 196 534 08:15 < 196 191 508:30 0 0 0 0 0 4 104 5 0 3 0 1 0 0 52 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 2 0 174 338 08:30 < 174 169 508:45 0 0 0 0 0 9 75 7 0 5 0 3 0 3 57 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0 164 164 08:45 < 164 160 409:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:00 0 0 009:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:15 0 0 009:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:30 0 0 009:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:45 0 0 010:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:00 0 0 010:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:15 0 0 010:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:30 0 0 010:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:45 0 0 011:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:00 0 0 011:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:15 0 0 011:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30 0 0 011:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45 0 0 012:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00 0 0 012:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15 0 0 012:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30 0 0 012:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45 0 0 013:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:00 0 0 013:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:15 0 0 013:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:30 0 0 013:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:45 0 0 014:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:00 0 0 014:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:15 0 0 014:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:30 0 0 014:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:45 0 0 015:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:00 0 0 015:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 169 15:15 0 0 015:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 346 15:30 0 0 015:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 489 15:45 0 0 016:00 0 0 0 0 0 0 60 9 0 3 0 15 0 3 73 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0 3 0 169 641 16:00 < 169 164 516:15 0 0 0 0 0 1 55 13 0 5 0 9 0 6 83 1 0 0 0 0 0 0 3 0 0 0 0 0 0 0 1 0 177 613 16:15 < 177 173 416:15 0 0 0 0 0 1 55 13 0 5 0 9 0 6 83 1 0 0 0 0 0 0 3 0 0 0 0 0 0 0 1 0 177 613 16:15 < 177 173 416:30 0 0 0 0 0 0 44 11 0 3 0 13 0 2 66 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0 143 588 16:30 < 143 140 316:45 0 0 0 0 0 0 61 9 0 5 1 6 0 2 63 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0 152 588 16:45 < 152 148 417:00 0 0 0 0 0 1 55 9 0 6 0 8 0 2 54 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 141 570 17:00 141 139 217:15 0 0 0 0 0 0 61 9 0 7 0 9 0 3 59 2 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 152 429 17:15 152 150 217:30 0 0 0 0 0 1 58 6 0 5 0 7 0 3 55 4 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0 143 277 17:30 143 139 417:45 0 0 0 0 0 1 53 9 0 3 0 5 0 6 51 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 134 134 17:45 134 133 118:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:00 0 0 018:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:15 0 0 018:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:30 0 0 018:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:45 0 0 019:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:00 0 0 019:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:15 0 0 019:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:30 0 0 019:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:45 0 0 020:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:00 0 0 020:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:15 0 0 020:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:30 0 0 020:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:45 0 0 021:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:00 0 0 021:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:15 0 0 021:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:30 0 0 021:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:45 0 0 022:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:00 0 0 022:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:15 0 0 022:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:30 0 0 022:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:45 0 0 023:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:00 0 0 023:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:15 0 0 023:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:30 0 0 023:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:45 0 0 0

TOTAL 0 0 0 0 0 22 991 125 0 68 2 96 0 40 906 21 0 0 0 0 0 0 27 2 0 0 0 2 0 0 26 0 2328 2328 2271 57


08:00 0 0 0 0 0 2 86 5 0 1 0 1 0 2 68 0 0 0 0 0 0 0 2 1 0 0 0 1 0 0 2 008:15 0 0 0 0 0 2 101 7 0 2 0 8 0 1 70 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 2 008:30 0 0 0 0 0 4 104 5 0 3 0 1 0 0 52 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 2 008:45 0 0 0 0 0 9 75 7 0 5 0 3 0 3 57 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0

TOTAL 0 0 0 0 0 17 366 24 0 11 0 13 0 6 247 1 0 0 0 0 0 0 10 1 0 0 0 1 0 0 8 0


16:00 0 0 0 0 0 0 60 9 0 3 0 15 0 3 73 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0 3 016:15 0 0 0 0 0 1 55 13 0 5 0 9 0 6 83 1 0 0 0 0 0 0 3 0 0 0 0 0 0 0 1 016:30 0 0 0 0 0 0 44 11 0 3 0 13 0 2 66 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 016:45 0 0 0 0 0 0 61 9 0 5 1 6 0 2 63 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0

TOTAL 0 0 0 0 0 1 220 42 0 16 1 43 0 13 285 4 0 0 0 0 0 0 9 0 0 0 0 0 0 0 7 0



Period 1:Day:

Period 2:Date:

Period 3:Weather:

Peak HoursMap Ref.:

AM Peak:

PM Peak:

18 July 2013

N/A

Martin Street, Gardenvale Road and Nepean Highway , Brighton

3589 (0)


0 (0)0 (0)

Total 974 (0)

0 (0)

AMPK

164 (0)43 (0)36 (0)

Thursday

PMPK 240 (0)

67 G07

Nep

ean

Hig

hw

ay

AMPK


TotalPMPK

170 (0) 164 (0)

48 (0)

46 (0) 32 (0) 141 (0)AMPK PMPK

AMPK PMPK

Total

Total

279 (0)

17:00 to 18:00

0 (0)

Gardenvale Road

0 (0)

123 (0)TotalPMPK

2198 (0)

352 (0)3423 (0)

10611 (0)

Total 11127 (0)

53 (0)

07:30 to 08:30

07:00 to 09:00

16:00 to 18:00

PMPK

658 (0)

AMPK

84 (0) 46 (0)

0 (0)


44 (0) 175 (0)

Legend:

Vehicle Movements


Reference:

0 (0) 0 (0)

120 (0) 3744 (0)69 (0) 2467 (0)

335 (0)

50 (0)

Total

AMPK 3914 (0)Total

12403 (0)

PMPK

0 (0)PMPK 2584 (0)

Martin Street

11877 (0)

Total

PMPK

Nep

ean

Hig

hw

ay

48 (0)

0 (0)

AMPK 0 (0)

Total191 (0)

AMPK

0 (0) 186 (0) 639 (0) PMPK

Telephone 03 9822 2888

76 (0) 115 (0) 349 (0)


312 (0)1267 (0)

151 (0)



Glen Iris Victoria 3146

Location: Leg 1: Nepean Highway (N) Peak Period Summary

Day: Leg 2: Gardenvale Road (E) AM Peak Vol: 6811AM Peak Period: 07:30 to 08:30

Date: Leg 3: Nepean Highway (S)PM Peak Vol: 6725



Hourly Volume Time


Car Based Vehicles

Commercial Vehicles

00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:00 0 0 000:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:15 0 0 000:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:30 0 0 000:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00:45 0 0 001:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:00 0 0 001:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:15 0 0 001:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:30 0 0 001:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:45 0 0 002:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:00 0 0 002:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:15 0 0 002:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:30 0 0 002:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:45 0 0 003:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:00 0 0 003:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:15 0 0 003:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:30 0 0 003:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:45 0 0 004:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:00 0 0 004:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:15 0 0 004:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:30 0 0 004:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:45 0 0 005:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:00 0 0 005:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:15 0 0 005:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:30 0 0 005:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:45 0 0 006:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 06:00 0 0 0


Martin Street, Gardenvale Road and Nepean Highway

Thursday

18 July 2013

67 G07

06:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 06:00 0 0 006:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1465.4 06:15 0 0 006:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3071 06:30 0 0 006:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4792 06:45 0 0 007:00 0 4 327 4 0 20 14 10 0 13 1043 11 0 3 12 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1465.4 6507 07:00 1465.4 1465.4 007:15 0 5 419 9 0 23 15 8 0 7 1070 17 0 7 24 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1605.6 6742.6 07:15 1605.6 1605.6 007:30 0 7 511 8 0 26 37 15 0 11 1020 25 0 14 31 16 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1721 6811 07:30 < 1721 1721 007:45 0 9 564 11 0 19 41 20 0 11 958 20 0 12 41 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1715 6582 07:45 < 1715 1715 008:00 0 9 558 13 0 20 57 24 0 14 910 27 0 12 45 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1701 6280 08:00 < 1701 1701 008:15 0 11 565 21 0 19 51 17 0 14 856 48 0 10 53 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1674 4579 08:15 < 1674 1674 008:30 0 13 514 16 0 24 75 34 0 12 724 25 0 5 36 14 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1492 2905 08:30 1492 1492 008:45 0 12 460 14 0 30 57 23 0 14 719 22 0 10 41 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1413 1413 08:45 1413 1413 009:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:00 0 0 009:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:15 0 0 009:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:30 0 0 009:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:45 0 0 010:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:00 0 0 010:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:15 0 0 010:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:30 0 0 010:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:45 0 0 011:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:00 0 0 011:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:15 0 0 011:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30 0 0 011:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45 0 0 012:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00 0 0 012:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15 0 0 012:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30 0 0 012:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45 0 0 013:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:00 0 0 013:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:15 0 0 013:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:30 0 0 013:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:45 0 0 014:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:00 0 0 014:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:15 0 0 014:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:30 0 0 014:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:45 0 0 015:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:00 0 0 015:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1501 15:15 0 0 015:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3092 15:30 0 0 015:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4667 15:45 0 0 016:00 0 14 767 38 0 11 34 27 0 10 503 21 0 21 51 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1501 6259 16:00 1501 1501 016:15 0 11 790 30 0 13 39 21 0 14 566 19 0 14 60 14 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1591 6391 16:15 1591 1591 016:15 0 11 790 30 0 13 39 21 0 14 566 19 0 14 60 14 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1591 6391 16:15 1591 1591 016:30 0 14 850 39 0 14 30 16 0 12 520 11 0 13 49 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1575 6495 16:30 1575 1575 016:45 0 12 863 26 0 14 38 19 0 11 521 20 0 10 51 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1592 6688 16:45 1592 1592 017:00 0 9 865 25 0 10 38 37 0 11 560 18 0 10 44 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1633 6725 17:00 < 1633 1633 017:15 0 11 858 30 0 8 47 23 0 10 630 12 0 13 40 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1695 5092 17:15 < 1695 1695 017:30 0 11 889 37 0 11 36 26 0 11 669 18 0 12 41 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1768 3397 17:30 < 1768 1768 017:45 0 12 811 31 0 17 30 29 0 16 608 21 0 9 39 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1629 1629 17:45 < 1629 1629 018:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:00 0 0 018:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:15 0 0 018:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:30 0 0 018:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:45 0 0 019:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:00 0 0 019:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:15 0 0 019:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:30 0 0 019:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:45 0 0 020:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:00 0 0 020:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:15 0 0 020:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:30 0 0 020:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:45 0 0 021:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:00 0 0 021:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:15 0 0 021:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:30 0 0 021:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:45 0 0 022:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:00 0 0 022:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:15 0 0 022:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:30 0 0 022:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22:45 0 0 023:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:00 0 0 023:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:15 0 0 023:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:30 0 0 023:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23:45 0 0 0

TOTAL 0 164 #### 352 0 279 639 349 0 191 #### 335 0 175 658 141 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 25771 25771 25771 0


07:30 0 7 511 8 0 26 37 15 0 11 1020 25 0 14 31 16 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 007:45 0 9 564 11 0 19 41 20 0 11 958 20 0 12 41 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 008:00 0 9 558 13 0 20 57 24 0 14 910 27 0 12 45 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 008:15 0 11 565 21 0 19 51 17 0 14 856 48 0 10 53 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

TOTAL 0 36 2198 53 0 84 186 76 0 50 3744 120 0 48 170 46 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


17:00 0 9 865 25 0 10 38 37 0 11 560 18 0 10 44 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 017:15 0 11 858 30 0 8 47 23 0 10 630 12 0 13 40 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 017:30 0 11 889 37 0 11 36 26 0 11 669 18 0 12 41 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 017:45 0 12 811 31 0 17 30 29 0 16 608 21 0 9 39 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

TOTAL 0 43 3423 123 0 46 151 115 0 48 2467 69 0 44 164 32 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

GRP15726R‐01E


APPENDIX C

SIDRA INTERSECTION ANALYSIS

MOVEMENT SUMMARY Site: AM Exist

Martin St/Hamilton StreetAM ExistingStop (Two-Way)

Movement Performance - Vehicles95% Back of Queue

Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate

Average Speed Vehicles Distance

veh/h % v/c sec veh m per veh km/hEast: Martin St (east)

5 T 401 1.0 0.214 1.0 LOS A 1.5 10.5 0.41 0.00 45.2

6 R 9 0.0 0.214 7.8 LOS A 1.5 10.5 0.41 0.87 43.0

Approach 411 1.0 0.214 1.2 NA 1.5 10.5 0.41 0.02 45.1

North: Hamilton St

7 L 9 22.2 0.015 12.4 LOS B 0.1 0.4 0.38 0.83 39.8

9 R 2 0.0 0.015 11.2 LOS B 0.1 0.4 0.38 0.97 40.0

Approach 12 18.2 0.015 12.2 LOS B 0.1 0.4 0.38 0.85 39.9

West: Martin St (west)

10 L 2 0.0 0.126 6.4 LOS A 0.0 0.0 0.00 0.92 43.3

11 T 242 1.3 0.126 0.0 LOS A 0.0 0.0 0.00 0.00 50.0

Approach 244 1.3 0.126 0.1 NA 0.0 0.0 0.00 0.01 49.9

All Vehicles 666 1.4 0.214 0.9 NA 1.5 10.5 0.26 0.03 46.7

Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movementMinor Road Approach LOS values are based on average delay for all vehicle movements.NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.SIDRA Standard Delay Model used.

Processed: Wednesday, July 31, 2013 10:22:51 AMSIDRA INTERSECTION 5.1.13.2093

Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com

Project: P:\Synergy\Projects\GRP1\GRP15726\SIDRA Analysis\Martin-Hamilton.sip8000058, TRAFFIX GROUP PTY LTD, FLOATING

MOVEMENT SUMMARY Site: PM Exist

Martin St/Hamilton StreetPM ExistingStop (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hEast: Martin St (east)

5 T 209 0.0 0.119 0.8 LOS A 0.7 5.2 0.37 0.00 45.6

6 R 17 0.0 0.119 7.6 LOS A 0.7 5.2 0.37 0.85 43.0

Approach 226 0.0 0.119 1.3 NA 0.7 5.2 0.37 0.06 45.3

North: Hamilton St

7 L 15 0.0 0.024 10.9 LOS B 0.1 0.6 0.36 0.83 40.1

9 R 6 0.0 0.024 10.7 LOS B 0.1 0.6 0.36 0.95 40.3

Approach 21 0.0 0.024 10.8 LOS B 0.1 0.6 0.36 0.86 40.2


10 L 6 0.0 0.122 6.4 LOS A 0.0 0.0 0.00 0.91 43.3

11 T 232 0.0 0.122 0.0 LOS A 0.0 0.0 0.00 0.00 50.0

Approach 238 0.0 0.122 0.2 NA 0.0 0.0 0.00 0.02 49.8

All Vehicles 485 0.0 0.122 1.2 NA 0.7 5.2 0.19 0.08 47.1




Project: P:\Synergy\Projects\GRP1\GRP15726\SIDRA Analysis\Martin-Hamilton.sip8000058, TRAFFIX GROUP PTY LTD, FLOATING

MOVEMENT SUMMARY Site: AM Existing

Martin St/Asling StAM Peak ExistingRoundabout


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Asling Street (south)

1 L 66 0.0 0.375 9.8 LOS A 1.9 13.0 0.58 0.79 40.5

2 T 105 1.0 0.375 8.8 LOS A 1.9 13.0 0.58 0.74 40.9

3 R 64 0.0 0.375 12.5 LOS B 1.9 13.0 0.58 0.87 38.9

Approach 236 0.4 0.375 10.1 LOS B 1.9 13.0 0.58 0.79 40.2

East: Martin Street (east)

4 L 97 1.1 0.434 6.7 LOS A 2.7 18.7 0.25 0.60 42.7

5 T 324 0.6 0.434 5.7 LOS A 2.7 18.7 0.25 0.50 43.3

6 R 24 0.0 0.434 9.7 LOS A 2.7 18.7 0.25 0.77 40.8

Approach 445 0.7 0.434 6.1 LOS A 2.7 18.7 0.25 0.53 43.0

North: Asling Street (north)

7 L 8 0.0 0.036 8.1 LOS A 0.1 1.0 0.43 0.65 41.9

8 T 13 0.0 0.036 7.2 LOS A 0.1 1.0 0.43 0.58 42.3

9 R 4 0.0 0.036 10.8 LOS B 0.1 1.0 0.43 0.76 40.0

Approach 25 0.0 0.036 8.1 LOS A 0.1 1.0 0.43 0.63 41.8

West: Martin Street (west)

10 L 8 0.0 0.285 8.0 LOS A 1.7 12.0 0.48 0.67 42.1

11 T 204 1.5 0.285 7.0 LOS A 1.7 12.0 0.48 0.60 42.2

12 R 31 6.9 0.285 11.1 LOS B 1.7 12.0 0.48 0.79 40.2

Approach 243 2.2 0.285 7.6 LOS A 1.7 12.0 0.48 0.63 42.0

All Vehicles 949 1.0 0.434 7.5 LOS A 2.7 18.7 0.39 0.62 42.0

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections.Vehicle movement LOS values are based on average delay per movementIntersection and Approach LOS values are based on average delay for all vehicle movements.Roundabout Capacity Model: SIDRA Standard.SIDRA Standard Delay Model used.



Project: P:\Synergy\Projects\GRP1\GRP15726\SIDRA Analysis\Martin-Asling.sip8000058, TRAFFIX GROUP PTY LTD, FLOATING

MOVEMENT SUMMARY Site: PM Existing

Martin St/Asling StPM Peak ExistingRoundabout


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Asling Street (south)

1 L 35 0.0 0.257 8.1 LOS A 1.2 8.3 0.42 0.67 41.9

2 T 69 0.0 0.257 7.1 LOS A 1.2 8.3 0.42 0.60 42.3

3 R 82 1.3 0.257 10.9 LOS B 1.2 8.3 0.42 0.78 40.0

Approach 186 0.6 0.257 8.9 LOS A 1.2 8.3 0.42 0.69 41.1

East: Martin Street (east)

4 L 109 0.0 0.328 6.7 LOS A 1.7 12.2 0.26 0.60 42.7

5 T 177 0.6 0.328 5.8 LOS A 1.7 12.2 0.26 0.50 43.2

6 R 23 0.0 0.328 10.3 LOS B 1.7 12.2 0.26 0.78 40.4

Approach 309 0.3 0.328 6.5 LOS A 1.7 12.2 0.26 0.56 42.8

North: Asling Street (north)

7 L 2 0.0 0.023 8.4 LOS A 0.1 0.6 0.45 0.65 41.7

8 T 9 0.0 0.023 7.4 LOS A 0.1 0.6 0.45 0.58 42.2

9 R 4 0.0 0.023 11.1 LOS B 0.1 0.6 0.45 0.76 39.9

Approach 16 0.0 0.023 8.5 LOS A 0.1 0.6 0.45 0.63 41.5

West: Martin Street (west)

10 L 9 0.0 0.290 7.8 LOS A 1.7 11.9 0.45 0.66 42.1

11 T 200 0.0 0.290 6.8 LOS A 1.7 11.9 0.45 0.58 42.3

12 R 48 2.2 0.290 10.6 LOS B 1.7 11.9 0.45 0.77 40.4

Approach 258 0.4 0.290 7.6 LOS A 1.7 11.9 0.45 0.62 41.9

All Vehicles 769 0.4 0.328 7.5 LOS A 1.7 12.2 0.37 0.61 42.1

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections.Vehicle movement LOS values are based on average delay per movementIntersection and Approach LOS values are based on average delay for all vehicle movements.Roundabout Capacity Model: SIDRA Standard.SIDRA Standard Delay Model used.



Project: P:\Synergy\Projects\GRP1\GRP15726\SIDRA Analysis\Martin-Asling.sip8000058, TRAFFIX GROUP PTY LTD, FLOATING

MOVEMENT SUMMARY Site: AM Exist

Martin St/Spink StreetAM ExistingStop (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Spink St (south)

1 L 25 0.0 0.069 12.8 LOS B 0.2 1.7 0.51 0.87 38.9

2 T 3 0.0 0.069 12.4 LOS B 0.2 1.7 0.51 0.97 39.2

3 R 16 0.0 0.069 12.6 LOS B 0.2 1.7 0.51 1.01 39.1

Approach 44 0.0 0.069 12.7 LOS B 0.2 1.7 0.51 0.93 39.0

East: Martin St (east)

4 L 9 0.0 0.222 7.5 LOS A 1.6 11.1 0.43 0.51 43.0

5 T 400 0.8 0.222 1.1 LOS A 1.6 11.1 0.43 0.00 44.9

6 R 16 0.0 0.222 7.8 LOS A 1.6 11.1 0.43 0.86 43.0

Approach 425 0.7 0.222 1.5 NA 1.6 11.1 0.43 0.04 44.8

North: Spink St (north)

7 L 16 0.0 0.033 11.9 LOS B 0.1 0.8 0.40 0.82 39.4

8 T 1 0.0 0.033 11.5 LOS B 0.1 0.8 0.40 0.95 39.7

9 R 7 0.0 0.033 11.7 LOS B 0.1 0.8 0.40 0.99 39.6

Approach 24 0.0 0.033 11.8 LOS B 0.1 0.8 0.40 0.88 39.5


10 L 18 0.0 0.147 8.1 LOS A 1.1 7.6 0.52 0.41 42.8

11 T 242 1.3 0.147 1.7 LOS A 1.1 7.6 0.52 0.00 43.9

12 R 15 0.0 0.147 8.5 LOS A 1.1 7.6 0.52 0.87 42.9

Approach 275 1.1 0.147 2.5 NA 1.1 7.6 0.52 0.07 43.7

All Vehicles 768 0.8 0.222 2.8 NA 1.6 11.1 0.47 0.13 43.8




Project: P:\Synergy\Projects\GRP1\GRP15726\SIDRA Analysis\Martin-Spink.sip8000058, TRAFFIX GROUP PTY LTD, FLOATING

MOVEMENT SUMMARY Site: PM Exist

Martin St/Spink StreetPM ExistingStop (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Spink St (south)

1 L 23 0.0 0.042 11.4 LOS B 0.2 1.1 0.40 0.84 39.8

2 T 5 0.0 0.042 11.0 LOS B 0.2 1.1 0.40 0.94 40.1

3 R 6 0.0 0.042 11.2 LOS B 0.2 1.1 0.40 0.99 40.0

Approach 35 0.0 0.042 11.3 LOS B 0.2 1.1 0.40 0.88 39.9


4 L 17 0.0 0.153 7.5 LOS A 1.0 7.1 0.42 0.50 42.9

5 T 257 0.4 0.153 1.1 LOS A 1.0 7.1 0.42 0.00 44.9

6 R 17 0.0 0.153 7.8 LOS A 1.0 7.1 0.42 0.84 42.9

Approach 291 0.4 0.153 1.8 NA 1.0 7.1 0.42 0.08 44.6

North: Spink St (north)

7 L 35 0.0 0.092 12.1 LOS B 0.3 2.3 0.44 0.84 39.4

8 T 6 0.0 0.092 11.7 LOS B 0.3 2.3 0.44 0.96 39.6

9 R 25 0.0 0.092 11.9 LOS B 0.3 2.3 0.44 1.01 39.5

Approach 66 0.0 0.092 12.0 LOS B 0.3 2.3 0.44 0.92 39.4


10 L 16 0.0 0.161 7.5 LOS A 1.1 7.5 0.42 0.50 42.9

11 T 262 0.4 0.161 1.1 LOS A 1.1 7.5 0.42 0.00 44.9

12 R 24 0.0 0.161 7.8 LOS A 1.1 7.5 0.42 0.84 42.9

Approach 302 0.3 0.161 1.9 NA 1.1 7.5 0.42 0.09 44.6

All Vehicles 694 0.3 0.161 3.3 NA 1.1 7.5 0.42 0.20 43.8




Project: P:\Synergy\Projects\GRP1\GRP15726\SIDRA Analysis\Martin-Spink.sip8000058, TRAFFIX GROUP PTY LTD, FLOATING

MOVEMENT SUMMARYSite: AM Exist Service Road Network: AM Peak Network

Martin St/Nepean Hwy Service RoadAM ExistingStop (Two-Way)

Movement Performance - VehiclesDemand Flows Arrival Flows 95% Back of QueueMov

ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

AverageSpeed Total HV Total HV Vehicles Distance

veh/h % veh/h % v/c sec veh m per veh km/hSouth: service road (south)

1 L2 15 7.1 15 7.1 0.068 18.9 LOS C 0.3 2.2 0.68 0.92 40.1

2 T1 1 0.0 1 0.0 0.068 18.3 LOS C 0.3 2.2 0.68 0.92 40.0

3 R2 12 0.0 12 0.0 0.068 18.1 LOS C 0.3 2.2 0.68 0.92 34.2

Approach 27 3.8 27 3.8 0.068 18.5 LOS C 0.3 2.2 0.68 0.92 38.3


4 L2 26 4.0 26 4.0 0.234 3.2 LOS A 1.7 11.9 0.43 0.04 47.2

5 T1 396 2.7 396 2.7 0.234 1.2 LOS A 1.7 11.9 0.43 0.04 48.2

6 R2 18 0.0 18 0.0 0.234 3.1 LOS A 1.7 11.9 0.43 0.04 46.2

Approach 440 2.6 440 2.6 0.234 1.4 NA 1.7 11.9 0.43 0.04 48.1


10 L2 1 0.0 1 0.0 0.289 27.3 LOS D 5.0 35.9 1.00 0.02 37.8

11 T1 268 3.1 268 3.1 0.289 22.7 LOS C 5.0 35.9 1.00 0.02 30.8

12 R2 6 0.0 6 0.0 0.289 27.3 LOS D 5.0 35.9 1.00 0.02 37.5

Approach 276 3.1 276 3.1 0.289 22.8 NA 5.0 35.9 1.00 0.02 31.1

All Vehicles 743 2.8 743 2.8 0.289 10.0 NA 5.0 35.9 0.65 0.07 39.6

Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movementMinor Road Approach LOS values are based on average delay for all vehicle movements.NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not agood LOS measure due to zero delays associated with major road movements.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Processed: Monday, 23 June 2014 11:26:24 AMSIDRA INTERSECTION 6.0.22.4722


Project: \\Tfxsrv01\group\Synergy\Projects\GRP1\GRP15726\SIDRA Analysis\SIDRA 6\Nepean-Martin.sip68000058, TRAFFIX GROUP PTY LTD, PLUS / Floating

MOVEMENT SUMMARYSite: PM Exist Service Road Network: PM Peak Network

Martin St/Nepean Hwy Service RoadPM ExistingStop (Two-Way)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: service road (south)

1 L2 45 0.0 45 0.0 0.098 15.1 LOS C 0.5 3.7 0.60 0.86 41.7

2 T1 1 0.0 1 0.0 0.098 14.8 LOS B 0.5 3.7 0.60 0.86 41.5

3 R2 17 0.0 17 0.0 0.098 14.6 LOS B 0.5 3.7 0.60 0.86 36.4

Approach 63 0.0 63 0.0 0.098 15.0 LOS B 0.5 3.7 0.60 0.86 40.8


4 L2 44 0.0 44 0.0 0.151 3.2 LOS A 1.0 7.4 0.43 0.05 47.1

5 T1 241 3.9 241 3.9 0.151 1.2 LOS A 1.0 7.4 0.43 0.05 48.0

6 R2 1 0.0 1 0.0 0.151 3.2 LOS A 1.0 7.4 0.43 0.05 46.0

Approach 286 3.3 286 3.3 0.151 1.6 NA 1.0 7.4 0.43 0.05 47.8


10 L2 4 0.0 4 0.0 0.336 33.4 LOS D 7.2 51.5 1.00 0.03 35.5

11 T1 307 2.4 307 2.4 0.336 28.9 LOS D 7.2 51.5 1.00 0.03 27.9

12 R2 14 0.0 14 0.0 0.336 33.4 LOS D 7.2 51.5 1.00 0.03 35.2

Approach 325 2.3 325 2.3 0.336 29.1 NA 7.2 51.5 1.00 0.03 28.5

All Vehicles 675 2.5 675 2.5 0.336 16.1 NA 7.2 51.5 0.72 0.11 35.7

Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movementMinor Road Approach LOS values are based on average delay for all vehicle movements.NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not agood LOS measure due to zero delays associated with major road movements.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.




MOVEMENT SUMMARYSite: AM Exist Network: AM Peak Network

Nepean Highway/Martin St/Gardenvale RoadAM Peak - ExistingSignals - Fixed Time Cycle Time = 130 seconds (Practical Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouthEast: Nepean Highway (south-east)

21a L1 126 2.0 126 2.0 0.884 8.7 LOS A 10.5 76.3 0.16 0.23 69.6

22 T1 3941 5.0 3941 5.0 0.884 2.5 LOS A 10.7 78.2 0.16 0.18 75.6

23b R3 53 2.0 53 2.0 0.711 81.3 LOS F 3.6 26.0 1.00 0.81 26.2

Approach 4120 4.9 4120 4.9 0.884 3.7 LOS A 10.7 78.2 0.17 0.19 73.7

East: Gardenvale Road

4b L3 80 2.0 80 2.0 0.932 92.7 LOS F 22.2 157.7 1.00 1.23 24.3

5 T1 196 2.0 196 2.0 0.932 87.2 LOS F 22.2 157.7 1.00 1.23 15.0

6a R1 88 2.0 88 2.0 0.525 68.1 LOS E 5.6 40.0 1.00 0.76 28.3

Approach 364 2.0 364 2.0 0.932 83.8 LOS F 22.2 157.7 1.00 1.12 20.5

NorthWest: Nepean Highway (north-west)

27a L1 56 2.0 56 2.0 0.040 6.3 LOS A 0.1 0.4 0.02 0.62 54.9

28 T1 2314 5.0 2314 5.0 0.498 7.9 LOS A 10.9 79.7 0.33 0.30 68.2

29b R3 38 2.0 38 2.0 0.512 78.9 LOS E 2.6 18.2 1.00 0.74 18.4

Approach 2407 4.9 2407 4.9 0.512 8.9 LOS A 10.9 79.7 0.33 0.31 66.4

West: Martin Street

10b L3 48 2.0 48 2.0 0.127 11.5 LOS B 3.3 23.3 0.49 0.59 51.5

11 T1 179 2.0 179 2.0 0.127 34.1 LOS C 3.3 23.3 0.76 0.70 26.2

12a R1 51 2.0 51 2.0 0.553 51.0 LOS D 1.6 11.4 0.93 0.77 24.8

Approach 278 2.0 278 2.0 0.553 33.3 LOS C 3.3 23.3 0.75 0.69 28.4

All Vehicles 7169 4.6 7169 4.6 0.932 10.7 LOS B 22.2 157.7 0.29 0.29 62.7

Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movementIntersection and Approach LOS values are based on average delay for all vehicle movements.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Movement Performance - PedestriansAverage Back of QueueMov

ID DescriptionDemand

Flow Average

Delay Level ofService

Prop. Queued

Effective Stop RatePedestrian Distance

ped/h sec ped m per ped

P51 SouthEast Stage 1 53 51.9 LOS E 0.2 0.2 0.89 0.89


P21 East Stage 1 53 11.2 LOS B 0.1 0.1 0.42 0.42

P22 East Stage 2 53 11.2 LOS B 0.1 0.1 0.42 0.42

P71 NorthWest Stage 1 53 51.9 LOS E 0.2 0.2 0.89 0.89


P41 West Stage 1 53 11.2 LOS B 0.1 0.1 0.42 0.42

P42 West Stage 2 53 11.2 LOS B 0.1 0.1 0.42 0.42

All Pedestrians 421 30.9 LOS D 0.65 0.65

Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)Pedestrian movement LOS values are based on average delay per pedestrian movement.Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.

MOVEMENT SUMMARYSite: PM Exist Network: PM Peak Network

Nepean Highway/Martin St/Gardenvale RoadPM Peak - ExistingSignals - Fixed Time Cycle Time = 120 seconds (Practical Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouthEast: Nepean Highway (south-east)

21a L1 73 2.0 73 2.0 0.634 6.9 LOS A 2.0 14.7 0.06 0.12 75.0

22 T1 2597 5.0 2597 5.0 0.634 0.9 LOS A 2.0 14.9 0.06 0.07 78.2

23b R3 51 2.0 51 2.0 0.630 74.3 LOS E 3.2 22.7 1.00 0.78 27.5

Approach 2720 4.9 2720 4.9 0.634 2.4 LOS A 3.2 22.7 0.07 0.08 75.5

East: Gardenvale Road

4b L3 121 2.0 121 2.0 0.595 49.1 LOS D 13.1 93.1 0.91 0.94 33.9

5 T1 159 2.0 159 2.0 0.595 43.6 LOS D 13.1 93.1 0.91 0.94 22.7

6a R1 48 2.0 48 2.0 0.361 65.7 LOS E 2.9 20.5 1.00 0.72 28.8

Approach 328 2.0 328 2.0 0.595 48.9 LOS D 13.1 93.1 0.92 0.91 28.4

NorthWest: Nepean Highway (north-west)

27a L1 129 2.0 129 2.0 0.111 10.5 LOS B 1.4 9.8 0.20 0.65 51.6

28 T1 3603 5.0 3603 5.0 0.883 21.9 LOS C 44.6 325.8 0.77 0.76 54.0

29b R3 45 2.0 45 2.0 0.564 73.6 LOS E 2.8 20.2 1.00 0.76 19.4

Approach 3778 4.9 3778 4.9 0.883 22.2 LOS C 44.6 325.8 0.75 0.76 53.3

West: Martin Street

10b L3 34 2.0 34 2.0 0.275 28.5 LOS C 1.3 9.6 0.74 0.73 34.4

11 T1 173 2.0 173 2.0 0.886 60.2 LOS E 1.6 11.4 0.92 1.01 19.4

12a R1 46 2.0 46 2.0 0.886 61.4 LOS E 1.6 11.4 0.92 1.01 21.9

Approach 253 2.0 253 2.0 0.886 56.2 LOS E 1.6 11.4 0.90 0.97 21.1

All Vehicles 7079 4.6 7079 4.6 0.886 17.0 LOS B 44.6 325.8 0.50 0.51 56.3

Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movementIntersection and Approach LOS values are based on average delay for all vehicle movements.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Movement Performance - PedestriansAverage Back of QueueMov

ID DescriptionDemand

Flow Average

Delay Level ofService

Prop. Queued

Effective Stop RatePedestrian Distance

ped/h sec ped m per ped



P21 East Stage 1 53 13.6 LOS B 0.1 0.1 0.48 0.48

P22 East Stage 2 53 13.6 LOS B 0.1 0.1 0.48 0.48



P41 West Stage 1 53 13.6 LOS B 0.1 0.1 0.48 0.48

P42 West Stage 2 53 13.6 LOS B 0.1 0.1 0.48 0.48

All Pedestrians 421 28.3 LOS C 0.66 0.66

Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)Pedestrian movement LOS values are based on average delay per pedestrian movement.Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.

PHASING SUMMARYSite: AM Exist

Nepean Highway/Martin St/Gardenvale RoadAM Peak - ExistingSignals - Fixed Time Cycle Time = 120 seconds (Practical Cycle Time)

Phase times determined by the programSequence: New Sequence - 2 (phase reduction applied)Movement Class: All Movement ClassesInput Sequence: A, B, C1, C3Output Sequence: A, B, C1

Phase Timing ResultsPhase A B C1Reference Phase Yes No NoPhase Change Time (sec) 0 79 108Green Time (sec) 73 23 6Yellow Time (sec) 4 4 4All-Red Time (sec) 2 2 2Phase Time (sec) 79 29 12Phase Split 66 % 24 % 10 %

Normal Movement Permitted/Opposed

Slip/Bypass-Lane Movement Opposed Slip/Bypass-Lane

Stopped Movement Turn On Red

Other Movement Class Running Other Movement Class Stopped

Mixed Running & Stopped Movement Classes

Undetected Movement Phase Transition Applied




PHASING SUMMARYSite: PM Exist

Nepean Highway/Martin St/Gardenvale RoadPM Peak - ExistingSignals - Fixed Time Cycle Time = 120 seconds (Practical Cycle Time)

Phase times determined by the programSequence: New Sequence - 2 (phase reduction applied)Movement Class: All Movement ClassesInput Sequence: A, B, C1, C3Output Sequence: A, B, C1

Phase Timing ResultsPhase A B C1Reference Phase Yes No NoPhase Change Time (sec) 0 74 108Green Time (sec) 68 28 6Yellow Time (sec) 4 4 4All-Red Time (sec) 2 2 2Phase Time (sec) 74 34 12Phase Split 62 % 28 % 10 %

Normal Movement Permitted/Opposed

Slip/Bypass-Lane Movement Opposed Slip/Bypass-Lane

Stopped Movement Turn On Red

Other Movement Class Running Other Movement Class Stopped

Mixed Running & Stopped Movement Classes

Undetected Movement Phase Transition Applied

The results of iterative calculations indicate a somewhat unstable solution. See the Diagnostics section in the Detailed Output report.




GRP15726R‐01E


APPENDIX D

PARKING OCCUPANCY SURVEY RESULTS

GRP15726 Martin Street NAC (Area: Neapean Highway, North Rd, Cochrane St and Cole St)

11:00 12:00 13:00 14:00 15:00

MARTIN STREET

Nepean Highway to Spink Street

North Side

10m west of Nepean Hwy Service Road to 15m west of Nepean Hwy Service Road 1/4P 8:00am - 6:30pm 1 0 0 0 1 1

15m west of Nepean Hwy Service Road to 10m east of Spink Street 1P 8:00am - 6:30pm 5 2 5 4 4 4

South Side

15m west of Nepean Hwy Service Road to 20m west of Nepean Hwy Service Road 1/4P 8:00am - 6:30pm 1 1 0 1 1 0

20m west of Nepean Hwy Service Road to 10m east of Spink Street 1P 8:00am - 6:30pm 5 3 3 4 5 3

Spink Street to Asling Street

North Side

10m west of Railway line to 10m east of Asling Street 1P 8:00am - 6:30pm 6 6 5 5 6 5

South Side

10m west of Railway line to 10m east of Asling Street 1P 8:00am - 6:30pm 6 5 6 5 5 6

Asling Street to Hamilton Street

North Side

15m west of Asling Street to 10m east of Hamilton Street 1P 8:00am - 6:30pm 9 5 9 7 5 5

South Side


LOCATION RESTRICTION CAPACITYNO. OF CARS PARKED

Prepared by Traffix Group Pty LtdPage 1 of 12


11:00 12:00 13:00 14:00 15:00LOCATION RESTRICTION CAPACITY

NO. OF CARS PARKED

Hamilton Street to Cochrane Street

North Side

10m west of Hamilton Street to 30m east of Cochrane Street 1P 8:00am - 6:30pm 18 7 9 7 11 7

30m east of Cochrane Street to 10m east of Cochrane Street Bus Zone 0 0 0 0 0 0

10m east of Cochrane Street to Cochrane Street No Stopping 0 0 0 0 0 0

South Side

Hamilton Street to 40m west of Hamilton Street 1P 8:30am - 6:30pm 4 0 4 4 2 4

40m west of Hamilton Street to 50m west of Hamilton Street 1/4P 2 0 1 3 1 1

50m west of Hamilton Street to 10m east of Thomson Street 1P 8:00am - 6:30pm 4 1 2 3 3 3

Thomson Street to 10m west of Thomson Street No Stopping 0 0 0 0 0 0

10m west of Thomson Street to 40m west of Thomson Street 1P 8:30am - 6:30pm 3 2 3 2 2 1

40m west of Thomson Street to 60m west of Thomson Street No Stopping 0 0 0 0 0 0

60m west of Thomson Street to Cochrane Street Bus Zone 0 0 0 0 0 0

MARTIN STREET - NUMBER OF CARS PARKED 73 38 53 53 54 45

MARTIN STREET - PERCENTAGE OCCUPANCY 52% 73% 73% 74% 62%

MARTIN STREET - NO. OF SPACES AVAILABLE 35 20 20 19 28

PRIVATE PARKING ACCESSED OFF MARTIN STREET

South Side

Visitor parking at front of panel beaters at 112 Martin Street Private Parking 3 2 2 3 2 2




NO. OF CARS PARKED

ASLING STREET

Cole Street to Martin Street

West Side

Cole Street to 5m south of Cole Street No Stopping 0 0 0 0 0 0

5m south of Cole Street to 10m north of Martin Street 2P 8:30am - 6:30pm 17 13 12 8 10 9

East Side

Cole Street to 30m north of Martin Street 2P 8:30am - 6:30pm 16 14 12 10 6 9

30m north of Martin Street to 25m north of Martin Street Loading Zone 15 minutes 1 0 0 0 0 0

25m north of Martin Street to 10m north of Martin Street 2P 8:30am - 6:30pm 3 3 2 2 3 3

Martin Street to North Road

West Side

15m south of Martin Street to 20m south of Martin Street No Stopping 0 0 0 0 0 0

20m south of Martin Street to 30m south of Martin Street 2P 8:30am - 6:30pm 2 2 2 0 2 2

30m south of Martin Street to 35m south of Martin Street Disabled 2P 1 0 0 1 0 1

35m south of Martin Street to 10m north of Westley Avenue 2P 8:30am - 6:30pm 6 7 6 6 6 2

10m north of Westley Avenue to 10m south of Westley Avenue No Stopping 0 0 0 0 0 0

10m south of Westley Avenue to 10m north of North Road 2P 8:30am - 6:30pm 8 3 1 2 2 3

East Side

15m south of Martin Street to 20m south of Martin Street Loading Zone 8:00am - 6:00pm 1 0 0 0 0 0

20m south of Martin Street to 40m south of Martin Street 2P 8:30am - 6:30pm 3 3 3 3 3 3

40m south of Martin Street to 45m south of Martin Street No Stopping 0 0 0 0 0 0

45m south of Martin Street to North Road 2P 8:30am - 6:30pm 20 12 12 11 10 8

ASLING STREET - NUMBER OF CARS PARKED 78 57 50 43 42 40

ASLING STREET - PERCENTAGE OCCUPANCY 73% 64% 55% 54% 51%

ASLING STREET - NO. OF SPACES AVAILABLE 21 28 35 36 38

PRIVATE PARKING ACCESSED FROM ASLING STREET

West Side

Parking at front of 79 Asling Street Private Parking 3 1 0 1 1 1

Parking at rear of 75 Asling Street (Only record what is visible from Asling Street) Private Parking 7 5+ 3+ 3+ 4+ 5+




NO. OF CARS PARKED

COLE STREET

Asling Street to Cochrane Street

North Side

Asling Street to 30m west of Asling Street No Stopping 0 0 0 0 0 0


20m east of Hamilton Street to Hamilton Street No Stopping 0 0 0 0 0 0

Hamilton Street to 10m east of Cochrane Street Unrestricted 23 18 23 21 18 17


South Side


10m west of Asling Street to 10m east of Hamilton Street 2P 8:00am - 6:00pm Monday - Friday 8 2 0 1 1 1

10m east of Hamilton Street to 10m west of Hamilton Street No Stopping 0 0 0 0 0 0

10m west of Hamilton Street to 10m east of Cochrane Street 2P 8:00am - 6:00pm Monday - Friday 25 8 8 7 6 6


COLE STREET - NUMBER OF CARS PARKED 61 30 32 31 26 24

COLE STREET - PERCENTAGE OCCUPANCY 49% 52% 51% 43% 39%

COLE STREET - NO. OF SPACES AVAILABLE 31 29 30 35 37

HAMILTON STREET 7


West Side


10m south of Cole Street to 20m north of Martin Street 1P 8:00am - 6:00pm Monday - Saturday 20 9 9 8 8 8

20m north of Martin Street to Martin Street No Stopping 0 0 0 0 0 0

East Side


10m south of Cole Street to 20m north of Martin Street 1P 8:00am - 6:00pm Monday - Saturday 15 8 5 4 8 7

20m north of Martin Street to Martin Street No Stopping 0 0 0 0 0 0

HAMILTON STREET - NUMBER OF CARS PARKED 35 17 14 12 16 15

HAMILTON STREET - PERCENTAGE OCCUPANCY 49% 40% 34% 46% 43%

HAMILTON STREET - NO. OF SPACES AVAILABLE 18 21 23 19 20




NO. OF CARS PARKED

MAY STREET

Cochrane Street to (Cole Street)

North Side

Cochrane Street to ROW Unrestricted 19 5 5 5 6 6

South Side

Cochrane Street to end of street Unrestricted 19 9 7 6 7 6

MAY STREET - NUMBER OF CARS PARKED 38 14 12 11 13 12

MAY STREET - PERCENTAGE OCCUPANCY 37% 32% 29% 34% 32%

MAY STREET - NO. OF SPACES AVAILABLE 24 26 27 25 26

COCHRANE STREET


West Side

Cole Street to Martin Street Unrestricted 20 13 13 14 13 12

East Side

Cole Street to May Street Unrestricted 9 5 3 3 3 3

May Street to Martin Street Unrestricted 9 9 8 8 7 7


West Side

Martin Street to 10m north of Osbourne Close Unrestricted 10 12 11 11 10 5

10m north of Osbourne Close to 10m south of Osbourne Close No Stopping 0 0 0 0 0 0

10m south of Osbourne Close to North Road Unrestricted 8 8 6 6 7 8

East Side

Martin Street to North Road Unrestricted 23 24 14 14 14 11

COCHRANE STREET - NUMBER OF CARS PARKED 79 71 55 56 54 46

COCHRANE STREET - PERCENTAGE OCCUPANCY 90% 70% 71% 68% 58%

COCHRANE STREET - NO. OF SPACES AVAILABLE 8 24 23 25 33




NO. OF CARS PARKED

THOMSON STREET


West Side

Martin Street to 10m south of Martin Street No Stopping 0 0 0 0 0 0

10m south of Martin Street to 10m north of North Road Unrestricted 23 19 19 16 18 17

10m north of North Road to North Road No Stopping 0 0 0 0 0 0

East Side


10m south of Martin Street to 10m north of North Road 2P 8:00am - 6:00pm Monday - Friday 23 11 13 11 12 13


THOMSON STREET - NUMBER OF CARS PARKED 46 30 32 27 30 30

THOMSON STREET - PERCENTAGE OCCUPANCY 65% 70% 59% 65% 65%

THOMSON STREET - NO. OF SPACES AVAILABLE 16 14 19 16 16

WESTLEY AVENUE

West of Asling Street

North Side


5m west of Asling Street to 5m east of end of street 2P 8:00am - 5:00pm Monday - Saturday 18 6 5 7 8 4

5m east of end of street to end of Street No Stopping 0 0 0 0 0 0

South Side


5m west of Asling Street to 5m east of ROW Unrestricted 18 14 15 12 15 13

5m east of ROW to ROW No Stopping 0 0 0 0 0 0

WESTLEY AVENUE - NUMBER OF CARS PARKED 36 20 20 19 23 17

WESTLEY AVENUE - PERCENTAGE OCCUPANCY 56% 56% 53% 64% 47%

WESTLEY AVENUE - NO. OF SPACES AVAILABLE 16 16 17 13 19

PRIVATE PARKING ACCESSED FROM WESLEY AVENUE

North Side

Parking at rear of 69 Asling Street (Corner of Wesley Av and Asling St) Private Parking 7 5 5 4 5 5




NO. OF CARS PARKED

SPINK STREET

Neapean Hwy Service Road to Martin Street

West Side

Nepean Hwy Service Road to 30m south of north end of street 4P 8:00am - 6:00pm 11 11 11 11 10 8

30m south of Nepean Hwy Service Road to 60m south of Nepean Hwy Service Road 2P 8:00am - 6:00pm 10 7 10 9 7 5

60m south of Nepean Hwy Service Road to 30m north of Martin Street 1P 8:00am - 6:00pm 7 4 5 4 3 4

30m north of Martin Street to 20m north of Martin Street 1/4P 3 1 3 1 0 3

20m north of Martin Street to 15m north of Martin Street Disabled 1 1 1 1 0 1

East Side

Nepean Hwy Service Road to Martin Street No Stopping 0 0 0 0 0 0

Martin Street to Rose Street

West Side

10m south of Martin Street to 20m south of Martin Street Disabled 2P 1 0 0 0 0 0

20m south of Martin Street to 35m south of Martin Street 1/4P 4 0 3 0 0 1

35m south of Martin Street to 60m south of Martin Street 1P 8 6 6 6 3 3

60m south of Martin Street to 25m north of Rose Street 2P 10 8 9 8 6 5

25m north of Rose Street to Rose Street Unrestricted 9 9 9 9 9 9

East Side


10m south of Martin Street to 15m north of Rose Street Loading Zone 15 minutes 10 1 1 1 1 0

SPINK STREET - NUMBER OF CARS PARKED 74 48 58 50 39 39

SPINK STREET - PERCENTAGE OCCUPANCY 65% 78% 68% 53% 53%

SPINK STREET - NO. OF SPACES AVAILABLE 26 16 24 35 35

PRIVATE PARKING ACCESSED FROM SPINK STREET

East Side

Parking located at front of 6 Spink Street 3 3 3 3 3 2

Parking at front of 20 Spink Street (Bridge Club) Private Parking 7 11 11 2 2 2




NO. OF CARS PARKED

ROSE STREET

Spink Street to Nepean Highway

North Side

Spink Street to 10m east of Montclair Avenue No Stopping 0 0 0 0 0 0

10m east of Montclair Avenue to 10m west of end of street 4P 8:00am - 6:00pm Monday - Friday 8 3 5 6 3 2

10m west of end of street to end of street No Stopping 0 0 0 0 0 0

South Side

Spink Street to 15m east of Montclair Avenue No Stopping 0 0 0 0 0 0

15m east of Montclair Avenue to 10m west of RoW 4P 8:00am - 6:00pm Monday - Friday 10 0 1 1 1 1

10m west of ROW to ROW No Stopping 0 0 0 0 0 0

ROSE STREET - NUMBER OF CARS PARKED 18 3 6 7 4 3

ROSE STREET - PERCENTAGE OCCUPANCY 17% 33% 39% 22% 17%

ROSE STREET - NO. OF SPACES AVAILABLE 15 12 11 14 15

MONTCLAIR AVENUE

Rose Street to North Road

West Side

Rose Street to 5m south of Rose Street No Stopping 0 0 0 0 0 0

5m south of Rose Street to 10m North of North Road 4P 8:00am - 6:00pm Monday - Friday 9 4 3 3 2 1


East Side

Rose Street to 5m south of Rose Street No Stopping 0 0 0 0 0 0

5m south of Rose Street to 10m North of North Road 2P 8:00am - 6:00pm Monday - Friday 9 1 3 3 3 1


MONTCLAIR AVENUE - NUMBER OF CARS PARKED 18 5 6 6 5 2

MONTCLAIR AVENUE - PERCENTAGE OCCUPANCY 28% 33% 33% 28% 11%

MONTCLAIR AVENUE - NO. OF SPACES AVAILABLE 13 12 12 13 16




NO. OF CARS PARKED

NEPEAN HIGHWAY SERVICE ROAD

North and South of Martin Street

West Side

Spink Street to Martin Street No Stopping 0 0 0 0 0 0

15m south of Martin Street to 40m south of Martin Street 1/4P 8 4 5 4 4 5

40m south of Martin Street to 45m south of Martin Street Unrestricted 2 2 2 2 2 2

45m south of Martin Street to ROW Private Property - Customer Parking Only 12 6 5 10 10 7

East Side

Spink Street to 50m north of Martin Street 4P 14 12 13 12 12 13

50m north of Martin Street to 5m north of Martin Street 2P 8:30am - 6:30pm 13 13 11 9 5 8

5m south of Martin Street to 5m north of offstreet car park access 2P 8:30am - 6:30pm 10 4 6 7 5 3

NEPEAN HIGHWAY SERVICE ROAD - NUMBER OF CARS PARKED 59 41 42 44 38 38

NEPEAN HIGHWAY SERVICE ROAD - PERCENTAGE OCCUPANCY 69% 71% 75% 64% 64%

NEPEAN HIGHWAY SERVICE ROAD - NO. OF SPACES AVAILABLE 18 17 15 21 21

CARPARK SOUTH OF NEPEAN HWY SERVICE RD

Entire carpark 4P 8:00am - 6:00pm Monday - Saturday 18 15 18 11 8 7

CARPARK SOUTH OF NEPEAN HWY SERVICE RD - NUMBER OF CARS PARKED 18 15 18 11 8 7

CARPARK SOUTH OF NEPEAN HWY SERVICE RD - PERCENTAGE OCCUPANCY 83% 100% 61% 44% 39%

CARPARK SOUTH OF NEPEAN HWY SERVICE RD - NO. OF SPACES AVAILABLE 3 0 7 10 11

PUBLIC PARKING TOTAL - NUMBER OF CARS PARKED 633 389 398 370 352 318

PUBLIC PARKING TOTAL - PERCENTAGE OCCUPANCY 61% 63% 58% 56% 50%

PUBLIC PARKING TOTAL- NO. OF SPACES AVAILABLE 244 235 263 281 315




NO. OF CARS PARKED

EAST-WEST LANEWAY BTW SPINK ST & NEPEAN HWY SERVICE RD (SOUTH OF MARTIN)

Nepean Hwy Service Road SB#170(Martin St) and Spink St SB#14

North Side

Parking at Rear of 170 Martin Street Private Parking 2 1 1 1 1 1



Parking at Rear of 164Martin Street Private Parking 2 1 0 2 2 2

Parking at Rear of 162 Martin Street Private Parking 1 N/A N/A N/A N/A N/A




LANEWAY EAST OF SPINK STREET

SB#14 144-154 Martin Street, Access from Spink Street

North Side


Parking at Rear of 148 Martin Street (Possibly used for equipment) Private Parking 1 0 0 0 0 0




LANEWAY BETWEEN SPINK ST AND NEPEAN HWY SERVICE ROAD (NORTH OF MARTIN)

NB# 157-169 Martin Street. Access from Spink Street

North Side

Under Building Carpark under 16 Spink Street Private Parking 10 8 8 6 5 5

South Side

Under Building Carpark at rear of 159 Martin Street Private Parking 3 2 2 2 2 2

Parking at Rear of 163 Martin Street (if visible) Private Parking 1 N/A N/A N/A N/A N/A

Parking at Rear of 165 Martin Street (if visible) Private Parking 2 1 1 1 1 1

Parking at Rear of 167 Martin Street (if visible) Private Parking 3 N/A N/A N/A N/A N/A

Parking on concrete behind 169 Martin Street Private Parking 1 0 0 0 0 0




NO. OF CARS PARKED

LANEWAY EAST OF ASLING STREET (SOUTH OF MARTIN ST)

SB#126A - 140 Martin Street. Access from Asling Street

North Side

Parking at rear of 126 Martin Street Private Parking 1 0 0 0 0 0

Parking at rear of 126A Martin Street Private Parking 2 1 1 1 1 1


Parking at rear of 132-134 Martin Street (including some under building) Private Parking 8 9 9 9 8 8

Parking at rear of 136-138 Martin Street (if door is open) Private Parking ?? N/A N/A N/A N/A N/A

Parking at rear of 140 Martin Street Private Parking 1 N/A N/A N/A N/A N/A

South Side

Behind 88 Asley Street Private Parking 5 3 2 2 2 2

PRIVATE OFF STREET CAR PARK ACCESSED FROM MARTIN STREET

Carpark fronts Martin Street (West of Asling Street)

Parking at rear of 81 Asling Street Private Parking 19 8 10 10 12 15

LANEWAY SOUTH OF MARTIN STREET

Martin Street Carpark WB,

East Side

Parking at Rear of 79 Asling Street (Undercover) Private Parking 5 3 3 3 3 3

Parking at rear of 77 Asling Street Private Parking 6 5 5 5 4 4

North Side

Parking at rear of 120 Martin Street (Squash Centre Building - Parking around SE Corner of Building) Private Parking 6 6 4 4 3 3

Parking at rear of 116 Martin Street (In old garage) Private Parking 2 1 1 1 1 0

Parking at rear of 114 Martin Street (Behind and under building) Private Parking 10 8 5 7 10 6

LANEWAY WEST OF ASLING STREET (NORTH OF MARTIN ST)

NB#129 - 139 Martin Street. Access from Asling Street

Parking at rear of 139 Martin Street (Please include car in driveway as well as space at rear of property) Private Parking 5 4 2 3 3 3

Parking at rear of 129-135 Martin Street Private Parking 16 13 12 11 10 9




NO. OF CARS PARKED

LANEWAY EAST OF ASLING STREET (NORTH OF MARTIN ST)

NB#141 - 155 Martin Street. Access from Asling Street

South Side

Parking at rear of 143 Martin Street Private Parking 2 N/A N/A N/A N/A N/A




Parking at rear of 153 Martin Street (if visible) Private Parking ?? N/A N/A N/A N/A N/A

Parking at rear of 155 Martin Street (if visible) Private Parking ?? N/A N/A N/A N/A N/A

Parking at rear of 155A Martin Street (if visible) Private Parking ?? N/A N/A N/A N/A N/A


MARTIN STREET BRIGHTON NEIGHBOURHOOD ACTIVITY CENTRE · the Martin Street, Brighton –...

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Transcript of MARTIN STREET BRIGHTON NEIGHBOURHOOD ACTIVITY CENTRE · the Martin Street, Brighton –...