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SA Harness Racing Club Incorporated

GLOBE DERBY PARK DEVELOPMENT PLAN AMENDMENT PORT WAKEFIELD ROAD, GLOBE DERBY TRAFFIC IMPACT ASSESSMENT

July 2014 14-0025

14-0025 Globe Derby Park DPA – July 2014 Draft 2 Document issue

DOCUMENT ISSUE

Revision issue Date Description Approved by

Draft 1 16 May 2014 Draft report AJT

Draft 2 30 July 2014 Revised report MM

Disclaimer: This document contains information which is confidential and/or copyright and intended for the use of the client named on the front page of this report. MFY Pty Ltd disclaims all responsibility or liability of any actions, claims, costs and damages whatsoever resulting from or following upon any reproduction or modifications of these documents, drawings or data contained therein by any other party or application of the said documents or data to other than their original purpose.

14-0025 Globe Derby Park DPA – July 2014 Draft 2 Contents

CONTENTS

1.0 INTRODUCTION .............................................................................. 1

2.0 EXISTING SITUATION ...................................................................... 2

2.1 SUBJECT SITE .............................................................................................. 2

2.2 ROAD NETWORK ........................................................................................ 3

2.3 FUTURE ROAD NETWORK .......................................................................... 4

3.0 PROPOSED REZONING .................................................................... 6

3.1 ACCESS ....................................................................................................... 6

4.0 TRAFFIC ASSESSMENT .................................................................... 8

4.1 TRAFFIC GENERATION ................................................................................ 8

4.1.1 PETROL STATION/FAST FOOD ............................................................................ 8

4.1.2 RETAIL ................................................................................................................ 8

4.1.3 BULKY GOODS HARDWARE................................................................................ 9

4.1.4 BULKY GOODS .................................................................................................... 9

4.2 TRIP DISTRIBUTION .................................................................................. 10

4.3 FORECAST TRAFFIC VOLUMES ................................................................. 10

4.4 TRAFFIC IMPACT ...................................................................................... 11

4.4.1 PORT WAKEFIELD ROAD/GLOBE DERBY DRIVE ................................................ 11

4.4.2 PORT WAKEFIELD ROAD/DANIEL AVENUE ...................................................... 12

4.4.3 PORT WAKEFIELD ROAD/MARTINS ROAD ....................................................... 13

5.0 SUMMARY .................................................................................... 15

APPENDIX A – FORECAST TRAFFIC VOLUMES APPENDIX B – SIDRA ANALYSIS – PORT WAKEFIELD ROAD/GLOBE DERBY

DRIVE – EXISTING COMMUTER PEAK APPENDIX C – SIDRA ANALYSIS – PORT WAKEFIELD ROAD/GLOBE DERBY

DRIVE – EXISTING COMMUTER PEAK + DEVELOPMENT APPENDIX D – SIDRA ANALYSIS – PORT WAKEFIELD ROAD/DANIEL AVENUE

– EXISTING COMMUTER PEAK APPENDIX E – SIDRA ANALYSIS – PORT WAKEFIELD ROAD/DANIEL AVENUE

– EXISTING COMMUTER PEAK + DEVELOPMENT APPENDIX F – SIDRA ANALYSIS – PORT WAKEFIELD ROAD/MARTINS ROAD

– EXISTING COMMUTER PEAK APPENDIX G – SIDRA ANALYSIS – PORT WAKEFIELD ROAD/MARTINS ROAD

– EXISTING COMMUTER PEAK + DEVELOPMENT

14-0025 Globe Derby Park DPA – July 2014 Draft 2 Page 1 of 15

1.0 INTRODUCTION

The SA Harness Racing Club Incorporated (SAHRCI) proposes to have a portion of its site located at Globe Derby rezoned to Commercial Zone, with the intention being to provide for predominantly Bulky Goods type development. MFY has been commissioned to undertake a high level traffic assessment of the traffic aspects associated with the proposed rezoning in order to identify appropriate access and traffic arrangements for the proposal.

In undertaking the assessment, consideration has been given to the location of the future link to the northern connector. This report provides a summary of the investigations undertaken.


2.0 EXISTING SITUATION

2.1 SUBJECT SITE

The land under consideration is currently part of the SAHRCI site located at Globe Derby. The site is located to the west of Port Wakefield Road and north of Globe Derby Drive. It extends to Daniel Avenue to the north, as illustrated in Figure 1.

Figure 1: Locality plan


2.2 ROAD NETWORK

Port Wakefield Road is a strategic arterial road under the care and control of the Department of Planning, Transport and Infrastructure (DPTI). It forms part of the National Network route, facilitating intrastate and interstate movements of people and goods. Adjacent to the subject site, Port Wakefield Road has three lanes in each direction, separated by a wide grassed median. An 80 km/h speed limit applies to this section of road. DPTI statistics indicate an Annual Average Daily Traffic (AADT) volume of 65,000 vehicles along Port Wakefield Road adjacent to the subject site.

Globe Derby Drive is a local road under the care and control of the City of Salisbury. The urban default speed limit of 50 km/h applies to this road. The road is orientated east-west at its junction with Port Wakefield Road for approximately 100 m before turning to the north-west. The road is undivided, with two lanes for eastbound traffic and one for westbound extending beyond the Globe Derby Park site and has an AADT volume of approximately 1,400 vehicles. The intersection of Port Wakefield Road and Globe Derby Drive is controlled by traffic signals. Two right-turn lanes out of Globe Derby Drive are provided, with a high entry left-turn lane for northbound vehicles. Single right and left-turn lanes are provided

from Port Wakefield Road. The left-turn out and right-turn in movements from/to Globe Derby Drive are controlled by signals (i.e. no filter movements are allowed). Daniel Avenue is a local road under the care and control of the City of Salisbury. The urban default speed limit of 50 km/h applies to this road. The road provides access to

the residential area of Globe Derby, as well as access to the harness racing complex. At its intersection with Port Wakefield Road, only left-in and left-out movements are catered for. Martins Road adjoins Port Wakefield Road on its eastern side, linking a large residential area to a main arterial road. The signalised intersection lies between the Globe Derby Drive and Daniel Avenue intersections with Port Wakefield Road. Both

left and right turns from Port Wakefield Road are permitted into Martins Road, whilst only a continuous left-turn lane is provided for vehicles exiting from Martins Road. The lane is 300 m long providing vehicles with ample room to merge into the through traffic. As there is minimal development to the west of Port Wakefield Road, turning movements in the critical commuter peak (pm) are minimal. Turning volumes associated with Martins Road are much higher due to the large residential area, however, the intersection caters for this with two right-turn lanes into Martins Road, both of which have large storage lanes to ensure vehicles on Port Wakefield Road are


unaffected. Figure 2 demonstrates these turning volumes during the existing pm commuter peak.

Figure 2: Existing turning volumes (pm)

2.3 FUTURE ROAD NETWORK

DPTI has provided initial advice regarding the proposed configuration of the Northern Connector intersection with Port Wakefield Road. DPTI has advised the timing of this project is unknown at this time. Figure 3 illustrates the estimated location of the Northern Connector.


Figure 3: Location of Northern Connector

It should be noted that when the Northern Connector is constructed, the Port Wakefield Road/Martins Road intersection will be removed. It is proposed that Elder Smith Road will be extended to the new Northern Connector intersection and Martins Road will form a T-intersection along Elder Smith Road.


3.0 PROPOSED REZONING

The subject site is currently zoned Community Zone which is identified in Council’s Development Plan as a “zone accommodating community facilities for the general public’s benefit”. The Development Plan also contains a specific Policy Area (Globe Derby Park Policy Area 1) which enables the harness racing (and associated development), as well as the provision of a service station and fast food type development within the subject site.

The proposed Development Plan Amendment (DPA) is intended to introduce a Commercial Zone which will allow for Bulky Goods, Light Industry, Service Trade Premises, Retail shops, and Warehouses type uses to be established on this site. The total land parcel that is subject to this DPA is approximately 174,000 m². It has been assumed that 35% of the land will be used for building purposes, with the remainder allocated to roadways, parking, open space and the like. This proportion also allows for the easement for the power lines which are located on the site. On this basis, in the order of 61,000 m² of floor area could be developed on the subject site. The following areas for various land uses have been adopted for the traffic assessment

associated with this DPA: 1,600 m² of GLA as a petrol filling station;

2,500 m² of GLA as retail;

10,000 m² of GLA as bulky goods hardware; and

47,750 m² of GLA as bulky goods.

The petrol filling station, proposed to be located on the separate allotment (created in a recent land division application) with frontage to Port Wakefield Road, is the subject of a Development Application (DA). It is noted that this DA identifies access directly via Port Wakefield Road. For the purpose of this assessment, direct access via Port

Wakefield Road to/from the DPA site has not been assumed. Access to the site will be via Globe Derby Drive and Daniel Drive, with the future Northern Connector link segregating the site. While access to the north-western portion of land could be provided via Globe Derby Drive in the short-term, this would likely be compromised by the future road and, hence, has been excluded from the long-term access assessment for the site. Figure 4 illustrates the proposed access locations for the site.


Figure 4: Proposed access locations


4.0 TRAFFIC ASSESSMENT

4.1 TRAFFIC GENERATION

The forecast traffic volumes associated with the development relate to the anticipated combined traffic volume during the following periods; afternoon peak commuter period;

the morning peak commuter period; and

the development peak commuter period (which is likely to occur on a Saturday or Sunday, depending on the ultimate developments which are realised).

4.1.1 PETROL STATION/FAST FOOD

A possible petrol filling station has been modelled on the southern portion of land on the basis of a domestic style facility. The forecast traffic volumes have been based on similar facilities and are consistent with the volumes accepted for the Parafield Master Plan analysis. It is estimated that the site would generate the following number of trips for each peak period:

200 trips during the weekend commuter peak hour;

150 trips during the afternoon commuter peak hour; and

50 trips during the morning commuter peak hour.

The majority of trips associated with a petrol filling station relate to passing trade. That is, driver already on the road network access the site, rather than all the traffic accessing site being additional to the volumes on the road network. For the purpose of this assessment, 70% of vehicles trips are considered to be passing trade, with the remaining 30% being purposed trips by adjacent residents accessing the site.

These trips have all been distributed through the Globe Derby Drive intersection. Should the direct entry from Port Wakefield Road be realised, this will result in a reduced volume on Globe Derby Drive and a reduced impact at the intersection.

4.1.2 RETAIL

The retail component on the subject site will be minimal. For the purpose of this assessment it has been assumed to require access via Globe Derby Drive (so as to ensure that the signalised intersection can accommodate traffic associated with the higher generating uses).


The RMS Guide did not include a revised assessment for retail facilities less than 10,000 m² in the 2013 review. Previous recommendations by the RMS guide identified a rate of over 12 trips per 100 m² for similar developments. However, numerous surveys undertaken at shopping centres identified trip generation rates in the order of 7.5 trips per 100 m² during peak hour surveys at retail sites. The higher rates in the RMS Guide are no longer realised and the following rates have previously been adopted for master plan and network development forecasting. 7.0 trips per 100 m² during the weekend development peak;

5.5 trips per 100 m² during the afternoon commuter peak hour; and

1.0 trip per 100 m² during the morning commuter peak hour.

4.1.3 BULKY GOODS HARDWARE

A bulky goods hardware store identified would likely generate more traffic than other bulky goods style uses. It has therefore been analysed separately and assumed to be within the southern portion of the Globe Derby DPA area. The following generation rates have been adopted for the assessment of this land use: 3.75 trips per 100 m² during the weekend peak;


0.5 trips per 100 m² during the morning commuter peak hour.

The above rates are consistent with rates adopted for the recent Parafield Master Plan assessment which was accepted by DPTI.

4.1.4 BULKY GOODS

The balance of potential development on the land will relate to the bulky goods land use. The NSW Roads and Maritime Authority reviewed its recommendations in respect to relevant trip generation rates and published an update to its “Guide to Traffic Generating Developments” (the RMS Guide) in 2013. The update showed that a weekend peak trip generation of 2.48 trips per 100 m² occurred for similar sites whilst

a trip generation rate of 1.31 trips per 100 m² was recorded for the weekday pm network peak. On this basis, and considering rates identified at existing bulky goods development sites, the following rates have been adopted for this development; 2.5 trips per 100 m² during the weekend development peak;


1.0 trip per 100 m² during the morning commuter peak hour.


4.2 TRIP DISTRIBUTION

As a result of the Northern Connector, the segregation of the subject site will impact the distribution of the traffic associated with the Globe Derby redevelopment. As access between the two sites cannot be achieved, all vehicles associated with the northern portion of land will gain access via Daniel Avenue, whilst all vehicles associated with the southern portion of land will gain access via Globe Derby Drive.

4.3 FORECAST TRAFFIC VOLUMES

Traffic generation volumes directly associated with the redevelopment have been calculated using the aforementioned rates and identify that the pm commuter peak is the critical scenario. Figure 5 indicates the forecast traffic volumes at the Port Wakefield Road/ Globe Derby Drive, Port Wakefield Road/Martins Road, and Port Wakefield Road/ Daniel Avenue intersections for this period.

Figure 5: Forecast traffic volumes associated with the proposed development inclusive of

current pm commuter peak


DPTI has also provided 2036 traffic data for Port Wakefield Road, adjacent the subject site. Figure 6 illustrates the forecast data at the Globe Derby Drive/Port Wakefield Road intersection.

Figure 6: 2036 traffic volumes at the Globe Derby Drive/Port Wakefield Road intersection

It can be seen from the above figure that he traffic volumes in 2036 are forecast to be lower than the existing volumes, due to the redistribution of traffic which will be realised as a result of broader road network developments.

4.4 TRAFFIC IMPACT

SIDRA modelling has been undertaken to establish the potential impact on the adjacent intersections on the road network. The traffic analysis has adopted the higher volumes (existing plus full development of the subject site) as the peak assessment scenario. It is noted that full development on the subject site is not expected to be realised prior to the connection of the Northern Expressway being constructed.

4.4.1 PORT WAKEFIELD ROAD/GLOBE DERBY DRIVE

The analysis identifies that whilst traffic volumes along Globe Derby Drive will increase following development on the subject site, the intersection will have adequate capacity to accommodate the increase in traffic without alternation and will continue to operate effectively.


Table 1 identifies a summary of the Sidra results and shows that the degree of saturation for through traffic on Port Wakefield Road will not exceed 0.85. Similarly, the Degree of Saturation for drivers on Globe Derby Drive would not exceed 0.9 during the peak period.

Table 1: Summary of SIDRA analysis for the Port Wakefield Road/Globe Derby Drive

intersection – pm peak commuter period

Parameter Globe Derby

Drive Port Wakefield Road

(northern leg) Port Wakefield Road

(southern leg)

Degree of Saturation –

left-turn movement 0.88 N/A 0.07


right-turn movement 0.88 0.82 N/A


through movement N/A 0.48 0.85

Forecast queue –

left-turn lane 145 N/A 5

Forecast queue –

right-turn lane 145 35 N/A

Forecast queue –

through lane N/A 134 504

Level of Service –

through movement N/A A B

The SIDRA output for the existing commuter peak can be found in Appendix B, and the SIDRA output for the existing commuter peak plus development volumes can be found in Appendix C.

4.4.2 PORT WAKEFIELD ROAD/DANIEL AVENUE

The access to the northern portion of land is proposed to adjoin Daniel Avenue. Due to all movement associated with the Port Wakefield Road/Daniel Avenue access being continuous, the intersection will continue to operate at a high level. SIDRA outputs shown in Table 2, demonstrate this as degree of saturations and queue lengths.


Table 2: Summary of SIDRA analysis for the Port Wakefield Road/Daniel Avenue intersection

– pm peak commuter period

Parameter Daniel Avenue Port Wakefield Road (southern leg)


left-turn movement 0.28 0.06


through movement N/A 0.72

Forecast queue –

left-turn lane 0 0

Forecast queue –

through lane N/A 0


through movement N/A Continuous

The existing scenario SIDRA output can be found in Appendix D, and the SIDRA output of the existing volumes plus development volumes scenario can be found in Appendix E.

4.4.3 PORT WAKEFIELD ROAD/MARTINS ROAD

SIDRA outputs demonstrate that the Port Wakefield Road/Martins Road intersection will operate successfully during the commuter peak hour despite development

volumes being added. No less than Level of Service B will exist on the through movements of Port Wakefield Road. Similarly, the signalised right-turn movement from Port Wakefield Road will also operate successfully with a Level of Service D. Queue lengths associated with this turn will not exceed the current storage lanes (approximately 250 m) ensuring that Port Wakefield Road will operate unaffected by the turning movement. A summary of output results can be seen below in Table 3.


Table 3: Summary of SIDRA analysis for the Port Wakefield Road/Martins Road intersection

– pm peak commuter period

Parameter Martins Road Port Wakefield Road

(northern leg) Port Wakefield Road

(southern leg)


left-turn movement 0.11 0.01 N/A


right-turn movement N/A N/A 0.58


through movement N/A 0.57 0.82

Forecast queue –

left-turn lane 0 1 N/A

Forecast queue –

right-turn lane N/A N/A 103

Forecast queue –

through lane N/A 165 0


through movement N/A B A

Detailed SIDRA outputs for the existing commuter peak can be found in Appendix F, and the SIDRA output for the existing commuter peak plus development volumes can

be found in Appendix G.


5.0 SUMMARY

This report has included a summary of the traffic generation and trip distribution associated with the potential redevelopment of 174,000 m² of land adjacent Port Wakefield Road. The results of the assessment identified that the peak traffic scenario would occur during the pm peak, assuming that the site was to be fully developed prior to the construction of the link road. In reality, this situation is not likely to be realised.

In order to provide for such a scenario, however, access for the subject parcels of land have been identified to ensure that it can be appropriately provided both prior to and after the link road is constructed. This will ensure that development can be planned so that access will be sustainable in both scenarios. Traffic volumes realised by redevelopment of the subject land will be distributed via Globe Derby Drive and Daniel Avenue. Analysis of these volumes has identified that such volumes will be accommodated on the road network and that there will not be an unacceptable impact on Port Wakefield Road.

14-0025 Globe Derby Park DPA – July 2014 Draft 2 Appendix A

APPENDIX A

FORECAST TRAFFIC VOLUMES

14-0025 Globe Derby Park DPA – July 2014 Draft 2 Appendix B

APPENDIX B

SIDRA ANALYSIS – PORT WAKEFIELD ROAD/GLOBE DERBY DRIVE – EXISTING COMMUTER PEAK

14-0025 Globe Derby Park DPA – July 2014 Draft 2 Appendix C

APPENDIX C

SIDRA ANALYSIS – PORT WAKEFIELD ROAD/GLOBE DERBY DRIVE – EXISTING COMMUTER PEAK + DEVELOPMENT

14-0025 Globe Derby Park DPA – July 2014 Draft 2 Appendix D

APPENDIX D

SIDRA ANALYSIS – PORT WAKEFIELD ROAD/DANIEL AVENUE – EXISTING COMMUTER PEAK

14-0025 Globe Derby Park DPA – July 2014 Draft 2 Appendix E

APPENDIX E

SIDRA ANALYSIS – PORT WAKEFIELD ROAD/DANIEL AVENUE – EXISTING COMMUTER PEAK + DEVELOPMENT

14-0025 Globe Derby Park DPA – July 2014 Draft 2 Appendix F

APPENDIX F

SIDRA ANALYSIS – PORT WAKEFIELD ROAD/MARTINS ROAD – EXISTING COMMUTER PEAK

14-0025 Globe Derby Park DPA – July 2014 Draft 2 Appendix G

APPENDIX G

SIDRA ANALYSIS – PORT WAKEFIELD ROAD/MARTINS ROAD – EXISTING COMMUTER PEAK + DEVELOPMENT

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