Acland Street, St Kilda

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1 Acland Street, St Kilda Traffic Redistribution Client: Yarra Trams Project No Draft_4 Report 16/09/13 Suite 1, 1 st Floor 132 Upper Heidelberg Road Ivanhoe Vic 3079 PO Box 417 Ivanhoe Vic 3079 Ph: (03) Fax: (03)

2 DOCUMENT CONTROL RECORD Document prepared by: Trafficworks Pty Ltd ABN Suite 1, 1 st Floor 132 Upper Heidelberg Rd Ivanhoe Vic 3079 PO Box 417 Ivanhoe Vic 3079 Ph (03) Fax (03) DISCLAIMER The information contained in this document is intended to be received, used and relied upon by the named addressee or client only for the purpose for which it has been prepared. Trafficworks Pty Ltd does not warrant the accuracy or relevance of the information, including by implication, contained in this document if it is used or relied upon by any person other than the named addressee or client. Copying, reproduction including by electronic means, unauthorised use or disclosure of this document is prohibited except with the express written authorisation of Trafficworks Pty Ltd. Document Control Report Title Project Number Client Client Contact Rev Date Issued Acland Street, St Kilda, Traffic Redistribution Yarra Trams John Christou Revision Details / Status Prepared by Authorised by Draft 07/08/13 Draft Ali Abdou / Alison Corcoran Paul Mihailidis Draft_1 29/08/13 Yarra Trams comments Ali Abdou / Alison Corcoran Ali Abdou Draft_2 12/09/13 CoPP & Yarra Trams comments from meeting Ali Abdou / Alison Corcoran Ali Abdou Draft_3 13/09/13 CoPP comments Alison Corcoran Ali Abdou Draft_4 16/09/13 PTV comments Alison Corcoran Ali Abdou : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013

3 EXECUTIVE SUMMARY Trafficworks has been engaged by Yarra Trams to undertake traffic redistribution and assess the likely impact of the proposed changes to traffic conditions of Acland Street, St Kilda on the surrounding road network. This report outlines the traffic distribution model used to redistribute the existing traffic for the proposed changes to traffic conditions on Acland Street. It also outlines the operation of the key intersections at Barkly Street / Carlisle Street and Barkly Street / Blessington Street for existing conditions and the anticipated operation of the intersections for 4 different options, 3 of which included closing Acland Street to traffic and 1 maintained traffic north to south : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013

4 TABLE OF CONTENTS 1 INTRODUCTION Existing Conditions Existing Traffic Volumes OPTIONS ASSESSMENT Assumptions for Traffic Redistribution Traffic Redistribution Volumes Local Road Capacity Crash History Key Observations Impact on Barkly Street Intersections Public Transport - Trams Mitigating Measures to reduce Average Tram Delay ATTACHMENT A EXISTING TRAFFIC VOLUMES ATTACHMENT B SIDRA RESULT FOR EXISTING CONDITIONS ATTACHMENT C LAYOUT OPTIONS 1 4 ATTACHMENT D DISTRIUBUTION ASSUMPTIONS ATTACHMENT E OPTIONS 1-4 REDISTRIBUTED TRAFFIC VOLUMES ATTACHMENT F SIDRA RESULT FOR OPTIONS 1 4 ATTACHMENT G SIDRA RESULT FOR ALTERNATIVE OPTIONS : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013

5 1 INTRODUCTION Trafficworks has been engaged by Yarra Trams to undertake traffic redistribution and assess the likely impact of the proposed changes to traffic conditions of Acland Street, St Kilda on the surrounding road network. This report outlines the traffic distribution model used to redistribute the existing traffic for the proposed changes to traffic conditions on Acland Street. It also outlines the operation of the key intersections at Barkly Street / Carlisle Street and Barkly Street / Blessington Street for existing conditions and the anticipated operation of the intersections for 4 different options, 3 of which included closing Acland Street to traffic and 1 maintained traffic north to south. 1.1 Existing Conditions Acland Street between The Esplanade / Carlisle Street and Barkly Street is a two-lane two-way local road with indented kerbside parallel parking on both sides of the road. Acland Street from building line to building line is one level. The land use along Acland Street is predominantly commercial and retail with some residential. Other attractions in the area include Luna Park and St Kilda Beach. Tram route 96 utilities Acland Street and operates between East Brunswick and St Kilda Beach via North Fitzroy, Carlton, the City and South Melbourne. The posted speed limit on Acland Street is 30km/h. Figure 1 Location Plan (reproduced with permission from Melway Publishing Pty Ltd) SUBJECT SITES : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013 1

6 1.2 Existing Traffic Volumes The existing traffic volumes at multiple intersections in the surrounding network were surveyed on Thursday 6 December 2012 and Saturday 8 December 2012 (this was a 35 degree day). The peak hour periods were determined to be: Thursday AM 8:00am 9:00am Thursday PM 5:15pm 6:15pm Saturday PM 5:00pm 6:00pm Refer to Attachment A for existing volumes at each peak period. SIDRA software (Signalised and Unsignalised Intersection Design and Research Aid) was used to model the existing performance of the key major intersections of Barkly Street / Carlisle Street and Barkly Street / Blessington Street. The Degree of Saturation (DOS) and corresponding intersection operation can be seen in Table 1. Degree of Saturation (DOS) Table 1: Degree of Saturation and Intersection Operation Intersection Operation Less than 0.60 Excellent operating conditions, minimal delays Very good operating conditions, minimal delays Good operating conditions, delays and queuing increasing Above 0.95 Acceptable operating conditions, delays and queues growing. Any interruption to flow such as minor incidents causes increasing delays Poor operating conditions, flows starting to breakdown and queues and delays increase rapidly. Very poor operating conditions with queues and delays increasing rapidly. Once queues develop it takes a significant time for queues to dissipate resulting in long delays to traffic movements The result of this analysis can be seen in Table 2 and Table 3. Refer Attachment B for detailed SIDRA outputs : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013 2

7 Table 2: Existing Conditions SIDRA results Barkly Street / Carlisle Street Intersection Existing Conditions Intersection Approach DOS 95% Queue (m) Average Delay (sec) Thursday AM Peak (8:00AM - 9:00AM) Thursday PM Peak Saturday PM Peak (5:15PM - 6:15PM) (5:00PM - 6:00PM) Barky Street (South Approach) Carlisle Street (East Approach) Barkly Street (North Approach) Carlisle Street (West Approach) Barky Street (South Approach) Carlisle Street (East Approach) Barkly Street (North Approach) Carlisle Street (West Approach) Barky Street (South Approach) Carlisle Street (East Approach) Barkly Street (North Approach) Carlisle Street (West Approach) : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013 3

8 Table 3: Existing Conditions SIDRA results Barkly Street / Blessington Street Intersection Existing Conditions Intersection Approach DOS 95% Queue (m) Average Delay (sec) Thursday AM Peak (8:00AM - 9:00AM) Thursday PM Peak Saturday PM Peak (5:15PM - 6:15PM) (5:00PM - 6:00PM) Barky Street (South Approach) Mitford Street (South East Approach) Barkly Street (North Approach) Blessington Street (South West Approach) Barky Street (South Approach) Mitford Street (South East Approach) Barkly Street (North Approach) Blessington Street (South West Approach) Barky Street (South Approach) Mitford Street (South East Approach) Barkly Street (North Approach) Blessington Street (South West Approach) The Barkly Street / Carlisle Street and Barkly Street / Blessington Street intersections operate under capacity for the existing conditions : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013 4

9 2 OPTIONS It is proposed to close Acland Street to vehicular traffic (with the exception of trams) and create a pedestrian plaza and public realm for use only by pedestrians, cyclists and trams (with limited use by service and delivery vehicles). Four different options with varied road configurations have been considered to determine the impact of implementing the changed traffic conditions. Refer Attachment C for detailed layouts. Option 1 Option 2 Option 3 Option 4 o Acland Street closed between Belford Barkly Streets and Shakespeare Grove Irwell Street. o Acland Street one-way operation (eastbound) between Irwell Belford Streets. o Shakespeare Grove one-way operation (northbound) between Chaucer Acland Streets. o Belford Street East off-street car park to have two-way circulation internally only. o Acland Street closed to north-west bound traffic between Barkly Street and Shakespeare Grove, but remains open to south-east bound traffic along this length. o Shakespeare Grove one-way operation (northbound) between Chaucer Acland Streets. o Belford Street East off-street car park to have two-way circulation internally only. o Acland Street closed between Shakespeare Grove Barkly Street. o Shakespeare Grove one-way operation (northbound) between Chaucer Acland Streets. o Belford Street East off-street car park to have two-way circulation internally only. o Acland Street closed between Belford Barkly Streets. o Acland Street one-way operation (eastbound) between Belford Irwell Streets. o Acland Street two-way operation between Irwell Street Shakespeare Grove. o Shakespeare Grove one way operation (northbound) between Chaucer Acland Streets. o Belford Street East off-street car park to have two-way circulation, including left turn in from both Irwell Street and Belford Street : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013 5

10 3 ASSESSMENT 3.1 Assumptions for Traffic Redistribution In order to redistribute the existing traffic volumes using Acland Street, a number of assumptions were made regarding the movement of traffic through the surrounding network as a result of the proposed changed traffic conditions. These assumptions can be altered within the spread sheet network model if required. The assumptions take into consideration outputs obtained from parking surveys (occupancy surveys and duration surveys), traffic movement surveys and volume splits based upon City of Port Phillip traffic data. Previous studies have shown an approximately 20-30% reduction in traffic volumes when road conditions change. Therefore, due to the proposed changed traffic conditions, it has been assumed that a 20% reduction will apply to traffic travelling through or crossing Acland Street. It is assumed this will occur at the following intersections, directly connected with Acland Street: Carlisle Street / Acland Street Barkly Street / Acland Street Shakespeare Grove / Albert Street / Acland Street Irwell Street / Acland Street Belford Street / Acland Street This reduction in traffic volumes will occur due to: Limiting through-traffic permitted along Acland Street; Users parking on the outskirts of the area and walking to the desired destination within the Acland Street precinct; and Users utilising alternative modes of transport (i.e. trams, buses, bicycles). In addition, other assumptions were made in relation to the existing traffic using the study area for each of the four options. Refer to Attachment D for distribution assumptions. 3.2 Traffic Redistribution Volumes Based on the assumptions discussed above, the traffic distribution volumes were determined. Refer to Attachment E for the redistributed traffic volumes for each of the options. 3.3 Local Road Capacity Due to the Acland Street changed traffic conditions, additional traffic volumes will be redistributed onto the immediate local road network. City of Port Phillip specifies that best practice indicates that a road that functions as a local road has capacity to carry between 500 to 3000 vehicles per day (vpd). According to the City of Port Phillip, the peak hour volume is approximately 14% of the daily traffic volume. An assessment of the impacted local roads was : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013 6

11 undertaken to check that traffic volumes are unlikely to exceed the 3000vpd capacity. Table 4 below summarises the likely traffic volumes on each of the impacted local roads (based on the assumptions in Attachment D). Road Table 4: Anticipated Traffic Volumes on Local Roads due to Redistribution Typical Road 24 Hour Function Volume (vpd) Peak Hour Volume (vph) 24 Hour Volume (vpd) Thursday Thursday Saturday Thursday Thursday Saturday AM Peak PM Peak PM Peak AM Peak PM Peak PM Peak Blessington Street Local Street Existing Chaucer Street Shakespeare Grove Local Street Local Street Blessington Street Local Street Option 1 Chaucer Street Shakespeare Grove Local Street Local Street Blessington Street Local Street Option 2 Chaucer Street Shakespeare Grove Local Street Local Street Blessington Street Local Street Option 3 Chaucer Street Shakespeare Grove Local Street Local Street Blessington Street Local Street Option 4 Chaucer Street Shakespeare Grove Local Street Local Street The assessment revealed that the redistributed traffic volumes on local roads, for each of the options, are unlikely to exceed the local street 24-hour volume capacity : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013 7

12 Table 5 below summarises the likely traffic volumes on each of the impacted local roads assuming the distribution of traffic turning left onto Acland Street from Barkly Street would change from initial assumptions (70% turning left onto Carlisle Street and 30% turning left onto Blessington Street). The modified distribution assumes a change to 60% and 40% respectively. Road Table 5: Anticipated Traffic Volumes on Local Roads due to Modified Redistribution Typical Road 24 Hour Function Volume (vpd) Peak Hour Volume (vph) 24 Hour Volume (vpd) Thursday Thursday Saturday Thursday Thursday Saturday AM Peak PM Peak PM Peak AM Peak PM Peak PM Peak Blessington Street Local Street Existing Chaucer Street Shakespeare Grove Local Street Local Street Blessington Street Local Street Option 1 Chaucer Street Shakespeare Grove Local Street Local Street Blessington Street Local Street Option 2 Chaucer Street Shakespeare Grove Local Street Local Street Blessington Street Local Street Option 3 Chaucer Street Shakespeare Grove Local Street Local Street Blessington Street Local Street Option 4 Chaucer Street Shakespeare Grove Local Street Local Street The assessment for the modified redistribution also revealed that the redistributed traffic volumes on local roads, for each of the options, are unlikely to exceed the local street 24-hour volume capacity : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013 8

13 3.4 Crash History The traffic redistribution significantly increased the number of vehicles at the intersection of Barkly Street / Belford Street, especially in regard to the number of vehicles attempting to turn right onto Barkly Street. This intersection is in close proximity to the intersection of Barkly Street / Carlisle Street. The VicRoads Crashstats database details all injury crashes on roads throughout Victoria. Scrutiny of these records indicates that two casualty crashes have occurred at the intersection of Belford Street / Barkly Street in the last five year period that data is available for (1/07/ /06/2012). Both casualty crashes involved a pedestrian being hit by a vehicle and resulted in serious injury. One crash occurred as a result of a vehicle turning right from Belford Street. 3.5 Key Observations The redistribution of traffic for each of the options has resulted in a change in traffic volumes; movements either increased, decreased or were unchanged in the peak hour. Belford Street / Barkly Street The intersection of Barkly Street / Belford Street will be impacted due to the changed traffic conditions of Acland Street, in all options, where traffic within the Belford Street parking area will be required to exit at this location. This has resulted in an increase in right turn movements onto Barkly Street of between 7-58 vehicles and additional left turn movements of between 6 86 vehicles. However, due to its close proximity to the Barkly Street / Carlisle Street signalised intersection, these turns could occur in the shadow of movements occurring at the intersection of Carlisle and Barkly Street. An existing keep clear pavement marking will also provide an opportunity for vehicles exiting Belford Street when traffic on Barkly Street is queued at the traffic signals. Carlisle / Irwell Street The intersection of Carlisle Street / Irwell Street will be impacted due impacted due to the changed traffic conditions of Acland Street, in all options. However in Option 2 no additional vehicles will be required to perform a right turn movement, hence this option is unlikely increase delay to eastbound trams at this intersection. In Options 1, 3 and 4 there is an increase in right turn movements onto Irwell Street of between vehicles. 3.6 Impact on Barkly Street t Intersections SIDRA software (Signalised and Unsignalised Intersection Design and Research Aid) was used to estimate the future performance of the key intersections of Barkly Street / Carlisle Street and Barkly Street / Blessington Street / Mitford Street. A summary of the results are shown in Tables 6 and 7. Refer to Attachments F for detailed SIDRA outputs : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013 9

14 Table 6: Post Development Peak Hour SIDRA Results for Barkly Street / Carlisle Street Intersection Approach DOS Option 1 Option 2 Option 3 Option 4 95% Average 95% Average 95% Average 95% Queue Delay DOS Queue Delay DOS Queue Delay DOS Queue (m) (sec) (m) (sec) (m) (sec) (m) Average Delay (sec) Thursday AM Peak (8:00AM - 9:00AM) Thursday PM Peak (5:15PM - 6:15PM) Saturday PM Peak (5:00PM - 6:00PM) Barky Street (South Approach) Carlisle Street (East Approach) Barkly Street (North Approach) Carlisle Street (West Approach) Barky Street (South Approach) Carlisle Street (East Approach) Barkly Street (North Approach) Carlisle Street (West Approach) Barky Street (South Approach) Carlisle Street (East Approach) Barkly Street (North Approach) Carlisle Street (West Approach) : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/

15 Table 7: Post Development Peak Hour SIDRA Results for Barkly Street / Blessington Street / Mitford Street Intersection Approach DOS Option 1 Option 2 Option 3 Option 4 95% Average 95% Average 95% Average 95% Queue Delay DOS Queue Delay DOS Queue Delay DOS Queue (m) (sec) (m) (sec) (m) (sec) (m) Average Delay (sec) Barky Street (South Approach) Thursday AM Peak (8:00AM - 9:00AM) Mitford Street (South East Approach) Barkly Street (North Approach) Blessington Street (South West Approach) Barky Street (South Approach) Thursday PM Peak (5:15PM - 6:15PM) Mitford Street (South East Approach) Barkly Street (North Approach) Blessington Street (South West Approach) : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/

16 Intersection Approach DOS Option 1 Option 2 Option 3 Option 4 95% Average 95% Average 95% Average 95% Queue Delay DOS Queue Delay DOS Queue Delay DOS Queue (m) (sec) (m) (sec) (m) (sec) (m) Average Delay (sec) Barky Street (South Approach) Saturday PM Peak (5:00PM - 6:00PM) Mitford Street (South East Approach) Barkly Street (North Approach) Blessington Street (South West Approach) SIDRA results revealed that the intersection of Barkly Street / Carlisle Street operated under capacity for the Thursday peak periods in all options. This intersection reached capacity during the Saturday peak period for options 1, 3 and 4. SIDRA results revealed that the intersection of Barkly Street / Blessington Street operated under capacity for all peak periods : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/

17 3.7 Public Transport - Trams The impact that the changed traffic conditions may have on tram operation along Carlisle Street, in particular on the west approach, can be estimated using the SIDRA analysis results obtained for the Barkly Street / Carlisle Street intersection. The SIDRA analysis cannot model tram delay specifically and therefore, the delay for trams was estimated based on a tram arriving at the back of the traffic queue and proceeding through the intersection. The delay to eastbound trams along Carlisle Street can be estimated using the average delay to vehicles on the west approach of the intersection. The additional delay to vehicles and trams when compared to the existing delay is summarised in Table 8. Table 8: Additional Average Delay to eastbound vehicles/trams when compared to existing conditions Time Period Existing Delay (sec) Additional Average Delay (sec) Option 1 Option 2 Option 3 Option 4 Thursday AM (8:00 9:00) Thursday PM (5:15 6:15) Saturday PM (5:00 6:00) The results show that for Options 1, 3 and 4 the average delay for vehicles / trams on the Carlisle Street west approach increases slightly on a Thursday, but significantly increases on a Saturday. Option 2 results in no change to vehicle / tram delay on Carlisle Street. Clearway restrictions apply during the weekday peak periods. The increased average delay experienced on Saturday compared to a weekday (in this case a Thursday) could be attributed to the non-implementation of clearways along Barkly Street on a Saturday : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/

18 3.8 Mitigating Measures to reduce Average Tram Delay To reduce the delay likely to be experienced by vehicles / trams on the Carlisle Street west approach, a number of mitigating measures were assessed Right Turn Ban on East Approach of Carlisle Street To reduce the delay likely to be experienced by vehicles / trams on the Carlisle Street west approach, a restriction of the east to north right turn movement during the Saturday Peak period was considered and analysed to establish the impact on average tram / vehicle delays. Assessing the overall network demonstrates that right turners at the intersection of Barkly Street / Carlisle Street would have opportunities to turn right prior to this intersection. These locations include: Arterial Road traffic may utilise St Kilda Road to travel north; and Local road traffic may utilise Greeves Street/Vale Street and Inkerman Street to access Barkly Street. This option was analysed using SIDRA to estimate the future performance of the Barkly Street / Carlisle Street intersection under this altered condition. A summary of the results are shown in Tables 9 and 10. Refer to Attachments G for detailed SIDRA outputs. Table 9: SIDRA results for the Restriction of the east to north right turn movement at Barkly Street / Carlisle Street Intersection Approach Option 1 - Right Turn Ban East Approach 95% Average DOS Queue Delay (m) (sec) Option 3 - Right Turn Ban East Approach 95% Average DOS Queue Delay (m) (sec) Option 4 - Right Turn Ban East Approach 95% Average DOS Queue Delay (m) (sec) Saturday PM Peak (5:00PM - 6:00PM) Barky Street (South Approach) Carlisle Street (East Approach) Barkly Street (North Approach) Carlisle Street (West Approach) : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/

19 Table 10: Additional average delay to eastbound vehicles/trams with the restriction right turn movement Existing Delay Additional Average Delay (sec) Time Period (sec) Option 1 Option 3 Option 4 Saturday PM (5:00 6:00) The results show that for all options the average delay for vehicles / trams on the Carlisle Street west approach increases slightly, however is significantly less than would have occurred without the right turn restriction. This right turn restriction is likely to increase the occurrence of acceptable gaps in the eastbound traffic to allow west to south right turning traffic to undertake the manoeuvre, hence reducing delay for trams. This right turn restriction would only apply during the peak period on Saturday, applied through the use of an LED electronic sign Exclusive Right Turn Lane on West Approach of Carlisle Street To reduce the delay likely to be experienced by vehicles / trams on the Carlisle Street west approach, the combined through and right turn lane would be converted to an exclusive right turn lane (trams excepted). The left lane would then become a left and through lane. This was analysed during the Saturday Peak period to establish the impact on average tram / vehicle delays. A summary of the results are shown in Tables 11 and 12. Refer to Attachments G for detailed SIDRA outputs : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/

20 Table 11: SIDRA results for the Exclusive Right Turn Lane on the Carlisle Street west approach Intersection Approach Option 1 - Exclusive Right Turn Short Lane on West Approach 95% Average DOS Queue Delay (m) (sec) Option 2 - Exclusive Right Turn Short Lane on West Approach 95% Average DOS Queue Delay (m) (sec) Option 3 - Exclusive Right Turn Short Lane on West Approach 95% Average DOS Queue Delay (m) (sec) Option 4 - Exclusive Right Turn Short Lane on West Approach 95% Average DOS Queue Delay (m) (sec) Saturday PM Peak (5:00PM - 6:00PM) Barky Street (South Approach) Carlisle Street (East Approach) Barkly Street (North Approach) Carlisle Street (West Approach) Time Period Saturday PM (5:00 6:00) Table 12: Additional average delay to eastbound vehicles/trams with the exclusive right turn lane Existing Delay Additional Average Delay (sec) (sec) Option 1 Option 2 Option 3 Option The results show that for all options the average delay for vehicles / trams on the Carlisle Street west approach increases slightly, however is significantly less than would have occurred without the modified layout. Furthermore this option results in less delay to vehicles / trams than the right turn ban assessed in section above : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/

21 ATTACHMENT A EXISTING TRAFFIC VOLUMES : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013

22 Existing Thursday AM Peak Carlisle St Carlisle St LEGEND Light Vehicles Heavy Vehicles Light Heavy

23 Existing Thursday PM Peak Carlisle St Carlisle St LEGEND Light Vehicles Heavy Vehicles Light Heavy

24 Existing Saturday PM Peak Carlisle St Carlisle St LEGEND Light Vehicles Heavy Vehicles Light Heavy

25 ATTACHMENT B SIDRA RESULT FOR EXISTING CONDITIONS : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013

26 MOVEMENT SUMMARY Site:Barkly St & Carlisle St -Existing Thu AM Barkly St & Carlisle St -Traffic Signals Signals - Fixed Time Cycle Time = 100 seconds (User-Given Phase Times) Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Barkly St (South Approach) 1 L LOS C T LOS C R LOS C Approach LOS C East: Carlisle St (East Approach) 4 L LOS C T LOS C R LOS D Approach LOS C North: Barkly St (North Approach) 7 L LOS C T LOS B R LOS D Approach LOS C West: Carlisle St (West Approach) 10 L LOS C T LOS C R LOS C Approach LOS C All Vehicles LOS C Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movement Intersection 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 - Pedestrians Mov ID Description Demand Average Level of Average Back of Queue Prop. Effective Flow Delay Service Pedestrian Distance Queued Stop Rate ped/h sec ped m per ped P1 South Full Crossing LOS C P2 East Full Crossing LOS C P3 North Full Crossing LOS C P4 West Full Crossing LOS C All Pedestrians LOS C 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. Processed: Thursday, 29 August :54:33 AM Copyright Akcelik and Associates Pty Ltd SIDRA INTERSECTION Project: T:\1213 Jobs\122531\Analysis\Analysis sip , TRAFFICWORKS PTY LTD, PLUS / 1PC

27 MOVEMENT SUMMARY Site:Barkly St & Carlisle St -Existing Thu PM Barkly St & Carlisle St -Traffic Signals Signals - Fixed Time Cycle Time = 100 seconds (User-Given Phase Times) Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Barkly St (South Approach) 1 L LOS C T LOS B R LOS D Approach LOS C East: Carlisle St (East Approach) 4 L LOS C T LOS C R LOS D Approach LOS C North: Barkly St (North Approach) 7 L LOS C T LOS C R LOS C Approach LOS C West: Carlisle St (West Approach) 10 L LOS C T LOS C R LOS D Approach LOS C All Vehicles LOS C Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movement Intersection 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 - Pedestrians Mov ID Description Demand Average Level of Average Back of Queue Prop. Effective Flow Delay Service Pedestrian Distance Queued Stop Rate ped/h sec ped m per ped P1 South Full Crossing LOS C P2 East Full Crossing LOS B P3 North Full Crossing LOS C P4 West Full Crossing LOS B All Pedestrians LOS C 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. Processed: Thursday, 29 August :54:34 AM Copyright Akcelik and Associates Pty Ltd SIDRA INTERSECTION Project: T:\1213 Jobs\122531\Analysis\Analysis sip , TRAFFICWORKS PTY LTD, PLUS / 1PC

28 MOVEMENT SUMMARY Site:Barkly St & Carlisle St -Existing Sat PM Barkly St & Carlisle St -Traffic Signals Signals - Fixed Time Cycle Time = 100 seconds (User-Given Phase Times) Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Barkly St (South Approach) 1 L LOS C T LOS B R LOS D Approach LOS C East: Carlisle St (East Approach) 4 L LOS C T LOS C R LOS D Approach LOS C North: Barkly St (North Approach) 7 L LOS C T LOS C R LOS D Approach LOS C West: Carlisle St (West Approach) 10 L LOS C T LOS C R LOS C Approach LOS C All Vehicles LOS C Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movement Intersection 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 - Pedestrians Mov ID Description Demand Average Level of Average Back of Queue Prop. Effective Flow Delay Service Pedestrian Distance Queued Stop Rate ped/h sec ped m per ped P1 South Full Crossing LOS C P2 East Full Crossing LOS B P3 North Full Crossing LOS C P4 West Full Crossing LOS B All Pedestrians LOS C 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. Processed: Thursday, 29 August :54:35 AM Copyright Akcelik and Associates Pty Ltd SIDRA INTERSECTION Project: T:\1213 Jobs\122531\Analysis\Analysis sip , TRAFFICWORKS PTY LTD, PLUS / 1PC

29 MOVEMENT SUMMARY Site:Barkly St & Blessington St -Existing Thu AM Barkly St & & Blessington St -Traffic Signals Signals - Fixed Time Cycle Time = 80 seconds (User-Given Cycle Time) Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Barkly St (South Approach) 1b L LOS C T LOS B b R LOS C Approach LOS B SouthEast: Mitford St (South East Approach) 21b L LOS C L LOS C a R LOS C Approach LOS C North: Barkly St (North Approach) 7a L LOS B T LOS B a R LOS C Approach LOS B SouthWest: Blessington St (South West Approach) 30a L LOS C R LOS C b R LOS C Approach LOS C All Vehicles LOS C Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movement Intersection 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 - Pedestrians Mov ID Description Demand Average Level of Average Back of Queue Prop. Effective Flow Delay Service Pedestrian Distance Queued Stop Rate ped/h sec ped m per ped P1 South Full Crossing LOS C P5 SouthEast Full Crossing LOS B P3 North Full Crossing LOS C P8 SouthWest Full Crossing LOS B All Pedestrians LOS B 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. Processed: Thursday, 29 August :54:48 AM Copyright Akcelik and Associates Pty Ltd SIDRA INTERSECTION Project: T:\1213 Jobs\122531\Analysis\Analysis sip , TRAFFICWORKS PTY LTD, PLUS / 1PC

30 MOVEMENT SUMMARY Site:Barkly St & Blessington St -Existing Thu PM Barkly St & & Blessington St -Traffic Signals Signals - Fixed Time Cycle Time = 80 seconds (User-Given Cycle Time) Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Barkly St (South Approach) 1b L LOS B T LOS A b R LOS C Approach LOS B SouthEast: Mitford St (South East Approach) 21b L LOS D L LOS D a R LOS D Approach LOS D North: Barkly St (North Approach) 7a L LOS B T LOS B a R LOS C Approach LOS B SouthWest: Blessington St (South West Approach) 30a L LOS D R LOS D b R LOS D Approach LOS D All Vehicles LOS B Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movement Intersection 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 - Pedestrians Mov ID Description Demand Average Level of Average Back of Queue Prop. Effective Flow Delay Service Pedestrian Distance Queued Stop Rate ped/h sec ped m per ped P1 South Full Crossing LOS D P5 SouthEast Full Crossing LOS B P3 North Full Crossing LOS D P8 SouthWest Full Crossing LOS A All Pedestrians LOS C 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. Processed: Thursday, 29 August :54:49 AM Copyright Akcelik and Associates Pty Ltd SIDRA INTERSECTION Project: T:\1213 Jobs\122531\Analysis\Analysis sip , TRAFFICWORKS PTY LTD, PLUS / 1PC

31 MOVEMENT SUMMARY Site: Barkly St & Blessington St -Existing Sat PM Barkly St & & Blessington St -Traffic Signals Signals - Fixed Time Cycle Time = 80 seconds (User-Given Cycle Time) Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Barkly St (South Approach) 1b L LOS B T LOS A b R LOS B Approach LOS A SouthEast: Mitford St (South East Approach) 21b L LOS D L LOS D a R LOS D Approach LOS D North: Barkly St (North Approach) 7a L LOS B T LOS A a R LOS B Approach LOS A SouthWest: Blessington St (South West Approach) 30a L LOS D R LOS D b R LOS D Approach LOS D All Vehicles LOS B Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movement Intersection 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 - Pedestrians Mov ID Description Demand Average Level of Average Back of Queue Prop. Effective Flow Delay Service Pedestrian Distance Queued Stop Rate ped/h sec ped m per ped P1 South Full Crossing LOS D P5 SouthEast Full Crossing LOS B P3 North Full Crossing LOS D P8 SouthWest Full Crossing LOS A All Pedestrians LOS C 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. Processed: Thursday, 29 August :54:49 AM Copyright Akcelik and Associates Pty Ltd SIDRA INTERSECTION Project: T:\1213 Jobs\122531\Analysis\Analysis sip , TRAFFICWORKS PTY LTD, PLUS / 1PC

32 ATTACHMENT C LAYOUT OPTIONS : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013

33 Acland StreetTerminus Acland Street Option 1 Proposed Tram terminus location Public realm Pedestrian plaza opportunity Vehicle and tram shared zone Possible loading zone Possible taxi zone Existing Tenancy with footpath dining near proposed platform Pedestrian arcade Off street car park Existing bus route Existing tree locations New cycle route Car parks removed Disabled car parks removed Acland Court Belford Street Access to Safeway Irwell Street A 94 92D 92C 92B A C Shakespeare Grove Albert Street Proposed Tram terminus loca Public realm 74 Pedestrian plaza o N 29 August 2013 Vehicle and tram sh Possible loading zo

34 Acland StreetTerminus Acland Street Option 2 Proposed Tram terminus location Public realm Pedestrian plaza opportunity Vehicle and tram shared zone Possible loading zone Possible taxi zone Existing Tenancy with footpath dining near proposed platform Pedestrian arcade Off street car park Existing bus route Existing tree locations New cycle route Car parks removed Disabled car parks removed Acland Court Belford Street Access to Safeway Irwell Street A 94 92D 92C 92B A C Shakespeare Grove Albert Street Proposed Tram terminus loca Public realm 74 Pedestrian plaza o N 29 August 2013 Vehicle and tram sh Possible loading zo

35 Acland StreetTerminus Acland Street Option 3 Proposed Tram terminus location Public realm Pedestrian plaza opportunity Possible loading zone Possible taxi zone New cycle route Car parks removed Disabled car parks removed Existing Tenancy with footpath dining near proposed platform Pedestrian arcade Off street car park Existing bus route Existing tree locations Acland Court Belford Street Access to Safeway Irwell Street A 94 92D 92C 92B A C Shakespeare Grove Albert Street Proposed Tram terminus loca Public realm Pedestrian plaza o N 29 August 2013 Possible loading zo

36 Acland StreetTerminus Acland Street Option 4 Proposed Tram terminus location Public realm Pedestrian plaza opportunity Vehicle and tram shared zone Possible loading zone Possible taxi zone Existing Tenancy with footpath dining near proposed platform Pedestrian arcade Off street car park Existing bus route Existing tree locations New cycle route Car parks removed Disabled car parks removed Acland Court Belford Street Access to Safeway Irwell Street A 94 92D 92C 92B A C Shakespeare Grove Albert Street Proposed Tram terminus loca Public realm 74 Pedestrian plaza o N 29 August 2013 Vehicle and tram sh Possible loading zo

37 ATTACHMENT D DISTRIUBUTION ASSUMPTIONS Option 1 Barkly Street / Acland Street Left Turns In o 70% turn left onto Carlisle Street from Barkly Street 100% turn left onto Irwell Street to access parking 15% use Irwell/Acland and Acland/Belford intersections (5% to access private properties/loading zones, 10% to enter Belford east car park) 80% remain in this area 20% leave area via Belford/Barkly intersection o 10% turn right onto Barkly 100% park on-street or in multi-level car park o 10% turn left onto Barkly 100% turn left at Carlisle 20% park on-street (Barkly Irwell Streets) 40% park on-street (Irwell Acland Streets) 40% travel onto The Esplanade to park o 30% turn left onto Blessington Street from Barkly Street 100% turn right onto Chaucer Street 80% park in this area 20% turn right onto Shakespeare Grove o 100% turn left onto Acland Street and continue onto The Esplanade Right Turns In o 70% turn right onto Carlisle Street from Barkly Street 100% turn left onto Irwell Street to access parking Further distribution same as other vehicles accessing this parking (above) o 30% turn right onto Blessington Street from Barkly Street 100% turn right onto Chaucer Street Further distribution same as other vehicles accessing this area (above) : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013

38 Irwell Street / Acland Street Right Turns Out 100% turn left onto Acland Street, left onto Belford Street and then left onto Barkly Street o 40% continue straight along Barkly Street o 60% turn left onto Carlisle Street 100% continue straight along Carlisle Street to reach The Esplanade Left Turns Out 100% turn left onto Acland Street, left onto Belford Street and right onto Barkly Street o 8% turn right onto Blessington Street (west) o 85% continue straight along Barkly Street o 5% turn left onto Mitford Street o 2% turn left onto Blessington Street (east) Shakespeare Grove / Albert Street / Acland Street Right Turns Out 50% continue straight from Shakespeare Grove onto Albert Street o 100% turn right onto Carlisle Street 5% turn left onto Barkly Street 5% continue straight along Carlisle Street at Barkly Street 90% turn right onto Barkly Street 8% turn right onto Blessington Street (west) 85% continue straight along Barkly Street 5% turn left onto Mitford Street 2% turn left onto Blessington Street (east) 50% turn left from Shakespeare Grove onto Acland Street o 100% continue straight through the intersection with The Esplanade/Carlisle Street and perform a U-turn to access Carlisle Street 5% turn left onto Barkly Street 5% continue straight along Carlisle Street at Barkly Street 90% turn right onto Barkly Street 8% turn right onto Blessington Street (west) 85% continue straight along Barkly Street 5% turn left onto Mitford Street 2% turn left onto Blessington Street (east) : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013

39 Carlisle Street / Acland Street South-East bound vehicles onto Acland Street 60% of vehicles would turn right at Fitzroy Street / Jacka Boulevard and travel along Marine Parade to access Shakespeare Grove parking areas from the south 40% continue straight onto Carlisle Street o 50% turn right onto Irwell Street to access parking 15% use Irwell/Acland and Acland/Belford intersections (5% to access private properties/loading zones, 10% to enter Belford east car park) 80% remain in this area 20% leave area via Belford/Barkly intersection 10% turn right onto Barkly o 100% park on-street or in multi-level car park 10% turn left onto Barkly o 100% turn left at Carlisle 20% park on-street (Barkly Irwell Streets) 40% park on-street (Irwell Acland Streets) 40% travel onto The Esplanade to park o 50% turn right onto Barkly Street 8% turn right onto Blessington Street (west) 85% continue straight along Barkly Street 5% turn left onto Mitford Street 2% turn left onto Blessington Street (east) Left turns onto Acland from Carlisle 5% turn left onto Acland Street and access properties along Albert Street (local traffic only) 95% continue straight onto The Esplanade, turn left onto Cavel Street and access Shakespeare Grove parking areas from the south : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013

40 Option 2 Barkly Street / Acland Street Distribution same as Option 1 Irwell Street / Acland Street Right Turns Out Distribution same as Option 1 Carlisle Street / Acland Street South-East bound vehicles onto Acland Street 60% of vehicles would turn right at Fitzroy Street / Jacka Boulevard and travel along Marine Parade to access Shakespeare Grove parking areas from the south 40% continue straight onto Acland Street existing volumes account for this movement Left turns onto Acland from Carlisle Distribution same as Option 1 Option 3 Barkly Street / Acland Street Distribution same as Option 1 Irwell Street / Acland Street Right Turns Out 100% turn left onto Belford Street East Car Park, left onto Belford Street and then left onto Barkly Street o Further distribution same as for these vehicles in Option 1 Left Turns Out 100% turn left onto Belford Street East Car Park, left onto Belford Street and right onto Barkly Street o 8% turn right onto Blessington Street (west) o 85% continue straight along Barkly Street o 5% turn left onto Mitford Street o 2% turn left onto Blessington Street (east) Shakespeare Grove / Albert Street / Acland Street Distribution same as Option 1 Carlisle Street / Acland Street Distribution same as Option : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013

41 Option 4 Barkly Street / Acland Street Distribution same as Option 1 Irwell Street / Acland Street Right Turns Out 100% turn right onto Acland Street as movement permitted Left Turns Out Distribution same as Option 1 Shakespeare Grove / Albert Street / Acland Street Right Turns Out 50% continue straight from Shakespeare Grove onto Albert Street o Further distribution same as for these vehicles in Option 1 25% turn left from Shakespeare Grove onto Acland Street o Further distribution same as for these vehicles in Option 1 25% turn right from Shakespeare Grove onto Acland Street o 100% turn left onto Belford Street 10% turn left onto Barkly Street 50% turn right onto Carlisle Street 50% continue straight along Barkly Street at Carlisle Street 90% turn right onto Barkly Street 8% turn right onto Blessington Street (west) 85% continue straight along Barkly Street 5% turn left onto Mitford Street 2% turn left onto Blessington Street (east) : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013

42 Carlisle Street / Acland Street South-East bound vehicles onto Acland Street 60% of vehicles would turn right at Fitzroy Street / Jacka Boulevard and travel along Marine Parade to access Shakespeare Grove parking areas from the south (as Option 1) 30% continue straight onto Carlisle Street o 50% turn right onto Irwell Street to access parking 15% use Irwell/Acland and Acland/Belford intersections (5% to access private properties/loading zones, 10% to enter Belford east car park) 80% remain in this area 5% leave area via Irwell/Acland intersection 100% turn right onto Acland and travel straight along Acland Street to reach The Esplanade 15% leave area via Belford/Barkly intersection Further distribution same as for these vehicles in Option 1 o 50% turn right onto Barkly Street 8% turn right onto Blessington Street (west) 85% continue straight along Barkly Street 5% turn left onto Mitford Street 2% turn left onto Blessington Street (east) 10% continue onto Acland Street and turn left onto Belford Street to access parking Left turns onto Acland from Carlisle Distribution same as Option : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013

43 ATTACHMENT E OPTIONS 1-4 REDISTRIBUTED TRAFFIC VOLUMES : Acland Street, St Kilda Traffic Redistribution Draft_4: 16/09/2013

44 Option 1 -Thursday AM Peak (8:00am - 9:00am) Carlisle St Carlisle St LEGEND Light Vehicles Heavy Vehicles Restricted Movement Light Heavy

45 Option 1 -Thursday PM Peak (5:15pm - 6:15pm) Carlisle St Carlisle St LEGEND Light Vehicles Heavy Vehicles Light Heavy Restricted Movement

46 Option 1 -Saturday PM Peak (5:00pm - 6:00pm) Carlisle St Carlisle St LEGEND Light Vehicles Light Heavy Vehicles Heavy Restricted Movement

47 Option 2 - Thursday AM Peak Carlisle St Carlisle St LEGEND Light Vehicles Heavy Vehicles Light Heavy Restricted Movement

48 Option 2 - Thursday PM Peak Carlisle St Carlisle St LEGEND Light Vehicles Heavy Vehicles Light Heavy Restricted Movement

49 Option 2 - Saturday PM Peak Carlisle St Carlisle St LEGEND Light Vehicles Heavy Vehicles Light Heavy Restricted Movement

50 Option 3 - Thursday AM Peak (8:00am - 9:00am) Carlisle St Carlisle St LEGEND Light Vehicles Heavy Vehicles Light Heavy Restricted Movement

51 Option 3 - Thursday PM Peak (5:15pm - 6:15pm) Carlisle St Carlisle St LEGEND Light Vehicles Heavy Vehicles Light Heavy Restricted Movement

52 Option 3 - Saturday PM Peak (5:00pm - 6:00pm) Carlisle St Carlisle St LEGEND Light Vehicles Light Heavy Vehicles Restricted Movement Heavy

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