-6271992636974Local Area Traffic Analysis
9410036300Local Area Traffic Analysis
1473208008876Sai Mani Suraj Kondepudi
Student Id:29591627941009200Sai Mani Suraj Kondepudi
Table of Contents Executive Summary3
Description of Study Area4
1.Functional Design & Usage of Roads5
1.1 Signalized Traffic Control6
1.2 Speed Limits7
2. Link and Place8
2.1 Existing Conditions on Mt Derrimut Rd9
2.2 Place Function along the Mt Derrimut Rd9
2.3 Link Function9
3. Trip Generation Rates11
3.1 Estimated trip generation based on the RTA guide11
3.2 Actual Trip Generation11
4. Parking Supply and Demand12
4.1 Study area for parking demand12
4.2 Parking supply13
4.3 Parking demand13
5. Safety Assessment14
5.1 Mt Derrimut Rd/ Foleys road intersection15
5.2 Derrimut Village15
5.3 Station Rd/ Tilburn Rd intersection16
6. Modes of Transport17
6.1 On- road transport 17
Table 1: Summarizes the Road Classification and Characteristics in Study area5
Table 2: Summarizes the Speed Parameters of Roads in Study Area8
Table 3: Place Function Along the Segment Of road in study Area9
Table 4: Link/ Place Frame work Mapping Diverse10
Table 5: Trip generation rate12
HYPERLINK l “area” Figure 1: Study area4
Figure 2: Traffic Flow Across the intersection Foleys Rd (from McDonalds Side)6
Figure 3: Traffic Flow Across the Intersection (Mt Derrimut Rd)6
Figure 4: Traffic Flow from Station Rd7
Figure 5: Traffic Flow from Foleys Rd (Paramount Real Estate)7
Figure 6: Link/ Place Classification Matrix8
Figure 7: Link Function (Mt Derrimut Rd)10
Figure 8: Derrimut 24:7 Gym11
Figure 9: Parking Study Area (Coles)13
Figure 10: Parking Demand (Coles Super Market)13
Figure 11: Existing Crash Records14
Figure 12: Foleys Road & Mount Derrimut Road15
Figure 13: Derrimut Village16
Figure 14: Station Rd/ Tilburn Rd16
Figure 15: Foleys Road Bus Stop17
Figure 16: Tilburn Road Bus stop17
Figure 17: Pedestrian Crossing at Intersections18
HYPERLINK l “toc” Executive Summary
This report gives the information about the local area traffic analysis and the traffic design of the chosen study area starts with giving the brief description of the study area by determining the boundaries of the chosen area.
The purpose of Local area traffic analysis is to give review on traffic flow across chosen study area.
The objectives of the report are to calculate the trip generation rates of the chosen area, to determine the traffic volume flow along the chosen study area, to mention about the safety assessments in the area and the major conflict locations which causes crashes in the area chosen. This report also gives the brief information about the modes of transport up to which extent those are using, and the modes are designed appropriately for the users and also gives the information about the link and place functions in which it describes how the users are using the place functions at the links.
The report starts with the description of the study area followed by the basic road hierarchy which gives functional design and usage of roads in the chosen study area, trip generation gives the information about the number of trips generated at the activity centers and the reasons for the difference in the values of estimated and actual trips generated at the chosen space. Parking supply and demand gives the information on the parking demand at the commercial spaces whether the supply at the centers are sufficient for the users in peak hours.
HYPERLINK l “toc” Description of the study area
The subject area is located within the City of Brimbank can possibly termed as deer park suburb. The boundaries of the respective area are Deer Park Railway station to the north, St leonards ave to the south, Dalmuir Blvd. to the west and Makland Dr to the East. The area consists of Various types of roads as Urban state highway, major arterial roads, Local roads & Collector roads and also it consists of various commercial complexes such as shopping centers, Super markets and restaurants in the area chosen to analyze traffic analysis.
HYPERLINK l “f1” Figure 1: Study area
Source: (Google.com, 2018)
The study area which I have chosen is wide enough to observe and identify the changes in the traffic flow and to have a scope for the development in future.
1. HYPERLINK l “toc”Functional Design and Usage Of Roads:
This topic in report describes about the key criteria of functional design and helps in analyze for further design development and also addresses that the functional design of roads in the study area Is in consistent with the road hierarchy set and the usage of roads whether they are in the desired limits. Functional Design of Roads generally address the type of road, Design speed limits, Cross- Section, Reaction time and the about the intersections in the study area.
The purpose of study Functional design and usage in the study area is to determine:
The transportation system and site traffic
Any improvements for the development and to
Analyze the functions, and design limitations of travel
Road Network Hierarchy for the chosen study area is classified as:
Urban State Highways – More travel Demands. Urban State highway within the study area is Mt Derrimut Rd.
Major Arterial. – Regional travel demands. Major arterial roads within the study area is Tilburn road.
Collector Roads –Connects Local roads to arterial roads. Collector roads within the study area is Foleys road.
Local Roads. – Connects Individual properties to Collector roads. Local Roads within the study area is St Andrews Dr and Alvaston St, Dalmuir Blvd.
Design Elements to determine the Functional design and usage of roads in the consistent road hierarchy are:
Classification of roads
Number of Lanes
On street Parking
The Overall Classification of the roads based on Traffic Flow, Vehicle types, Speed Limits, Pedestrians and Cyclist facilities and also Parking provisions.
Table 1: Summarizes the Road Classification and Characteristics in Study areaRoad Classification Road Lanes On Street Parking Side Walks
Urban State Highway Mt Derrimut Rd 3 Lane Carriage Way on Either side of the road No On street Parking Side Walk on both side of road
Major Arterial Tilburn Rd 2 lane Carriage way on both sides No On road Parking Side Walk on both Sides till bus station
Collector Roads Foleys Rd 1 lane Carriage way on Both Sides On one side of the road after first round about One Side
Local Roads St Andrews Dr 1 Parking Lane
1 Lane on Both Sides On Both Sides Both Sides
Local Roads Alvaston St
Dalmuir Blvd. 1 lane on Both Sides On Both Sides Both Sides
HYPERLINK l “toc” 1.1 Signalized Traffic Control:
The need for including the traffic Control is to find out the traffic flow across the major intersection in the study area. The existing traffic signals in the respective study area are at Foleys road/ Mt derrimut Rd, Station Rd/ tilburn Rd. Foleys Rd/ Mt Derrimut Rd taken into Consideration to analyze the traffic flows across the intersection. The below tables give the information about the traffic flows across the intersection.
HYPERLINK l “figures” Figure 2: Traffic Flow Across the intersection Foleys Rd (from McDonalds Side)
HYPERLINK l “figures” Figure 3: Traffic Flow Across the Intersection (Mt Derrimut Rd)
HYPERLINK l “figures” Figure 4: Traffic Flow from Station Rd
HYPERLINK l “figures” Figure 5: Traffic Flow from Foleys Rd (Paramount Real Estate)
HYPERLINK l “toc” 1.2 Speed Limits:
Speed Limits designed basically to avoid accidents. In the study area as there are different types of Road Classifications there will be a different design speed limits. Design Limits are designed according to geometric design of roads (i.e., Curves, Intersections etc.) and Posted limits are the maximum speed limits to the travelers along that road. Here are the Design Speed and the Posted Speeds For different types of road classification in the study area.
HYPERLINK l “table” Table 2: Summarizes the Speed Parameters of Roads in Study Area
Road/ Junction Design Speed(Km/h) Posted Speed (Km/h)
MT DERRIMUT ROAD 80 60 -70
TILBURN ROAD 80 80
Foleys Road 60 60
St andrews Dr 40 30
Alvastan St 40 20
Dalmuir Blvd. 40 20
The table represents the design speed and posted speed of the respected road in the area. If the posted speed is less than the design speed it should be considered as the usage of the roads in the study area taken can be termed as consistent with road hierarchy. So accordingly, the area which is considered in the report says that the functional design of roads is in consistent with the road hierarchy.
2. HYPERLINK l “toc”Link and Place:
Link and Place are the modes of a respective segment in the study area which describes about the application and development in designing and planning urban streets based on the functions. The ability of street to move goods and people is called link and the function which encourages users to use the space is called place.
The segment of road taken into consideration to categorize the frame work in the study area is Mt Derrimut Rd which has lot of restaurants, commercial uses, shopping centers. The link and Place frame work is classified by using Link/ Place Classification Matrix.
HYPERLINK l “figures” Figure 6: Link/ Place Classification Matrix
Source: (Atrf.info, 2009)
The above classification helps in the classification of the link and place functions of the road according to the road classification. In the above matrix Classification each cell represents a type of street with a combination of place and link status.
HYPERLINK l “toc” 2.1 Existing Conditions on Mt Derrimut Rd:
2 bus lanes and routes pass through the road
1 Coles Supermarket, 2 Shopping Centers Consisting of 25 shops, 4 Restaurants and 1 Fuel Station
6032 Vehicles 2 way in 2 hours.
HYPERLINK l “toc” 2.2 Place Function Along the Mt derrimut Rd:
Place Function across a segment of road represent the space used by the users to link a place. The space used by the users can be of functions like Parking, bus stops, Crossings etc. The below table gives the information of the segment in the study area which is used to represent the link and place frame work.
HYPERLINK l “table” Table 3: Place Function Along the Segment Of road in study Area
Place Function Minimum Spaces
Parking Bays (Coles Super Market) 173
Parking Bays(McDonalds) 54
Bus Stops 2
Disabled Bays (Coles, McDonalds& Derrimut Shopping Centre) 16
Parking Bays (Derrimut Shopping Centre) 60
The provide Space helps to judge the spaces whether they are using for link purposes and helps to determine the capacity to accomdate all the requirements for the link functions.
HYPERLINK l “toc” 2.3 Link Function:
Link Function requirement is to have continuous path across street road networks, Connection towards one street to other with users may travel by different modes of transport like bus, bicycle, car, truck or rail networks.
In the study area shown the users can provide by bus, car and rail transport. However, all the transport facilities available over the road network cannot relate to Link and Place function over the study area. The segment of road taken to enhance the link and place framework is because the segment of road links to the places more often peoples will visit in between their travel. The following places are surrounded by the road and that leads to choose this area to determine the frame work: Super markets, restaurants, Activity Centers and fuel stations. The figure below indicates the segment of road in the study area to describe the link function.
HYPERLINK l “figures” Figure 7: Link Function (Mt Derrimut Rd)
Source: (Google.com, 2018)
The provide Link function helps to produce a relation between the link and place frame work and describes about the conflicts caused due to the frame work.
By mapping the street types into a link/place framework it gives us the information on how those functions related and it helps in providing development in street classification to avoid conflicts between Link and Place.
HYPERLINK l “table” Table 4: Link/ Place Frame work Mapping Diverse ( From Link/ place Matrix)
146304012382500 Place Status
Mt Derrimut Rd
Foleys Rd Tilburn Rd
The mapping Diverse of the segment area relates the link and place frame work and by the considerations the area is with City Place Status Levels and National Link Status Level. As the Link Status gives the national level it leads to cause conflicts to the users who are using place. As the area is with more transport ways and the places status is more it can cause conflicts to the pedestrians and cyclists with the cars and trucks. As in the figure link function a free left is there to the place from the road and that is the place for the users it causes conflicts.
3. HYPERLINK l “toc” Trip Generation Rate:
Trip Generation rates used to predict number of trips generated at the study area and number of trips attracted at study area. Trips generally based on the trips for activity centers, restaurants etc. Here in the chosen study area gymnasium is taken into consideration for determining the actual and estimate trip generated. Trip generation are claculted based on RTA guide to Traffic developments.
HYPERLINK l “toc” 3.1 Estimated trip generation based on the RTA guide:
Estimated trips can be calculated by knowing the area of the Activity Centre which is used in finding the trips generated and by the Peak Hour vehicle trips of gymnasium according to the RTA guide.
Evening Peak Hour vehicle trips at Gymnasium (Sub- Regional areas) = 9 trips per 100 m^2 GFA
(RTA GUIDE, 2002)
HYPERLINK l “figures” Figure 8: Derrimut 24:7 Gym
Source : (Google.com, 2018)
Area of the Gymnasium = 3,850.81 m2
Estimate Trip Generation Rates = 3,850.81*9/100 = 346.57 ~ 347
By the RTA guide references the estimate trip generation rates at the gymnasium is 347.
HYPERLINK l “toc” 3.2 Actual trip generation:
Actual trip generation is calculated by the vehicles which are coming inside and moving out of the gym. This survey should be calculated manually during the peak hours of the gym. The values should be taken for every 15 minutes at least for one hour as the trips generally calculated per hour. Generally the peak hours for the gym chosen in the study area is from 6-8 Pm. So the trips taken from 6-7 Pm to generate maximum number of trips.
The below table represents the trip generation rates of vehicles at the Gymnasium during the peak hour time :
HYPERLINK l “table” Table 5: Trip generation rate
Date & Time VEhicles Inbound VEhicles outbound
01/05/2018 (6:00-6:15 Pm)
01/05/2018(6:30-6:45 Pm) 33 25
01/05/2018(6:45-7:00 PM) 38 29
Number of vehicles inbound = 146
Number of vehicles outbound = 107
So, the total Number of vehicles moving across the chosen study area = 253
So, the actual trip generated at the gym = 253
Estimate trip generated at the gym = 347
So, the difference between Estimate trip generated and actual trip generated = 347-253 = 96.
Difference in trip generation rates may be because in the area calculated for the estimate traffic flow as the Activity Centre is of Swimming pool in one part of the building, So the area becomes more for the activity centre that makes the difference in the estimate and actual trip generation rates.
Another reason for that is the swimming pool which is in one side of the building peak hours is not similar with the gymnasium. So that again leads in vehicles inbound and outbound rates and that’s differ in the Estimate trips generated with the actual trip rates generated.
The other reason may be there are four gymnasium centers around the area which I have chosen so as there is lot of stores around the area that leads to have less flow of people who visit the centre. So that makes low actual trip rates then estimated trip generation rates.
4. HYPERLINK l “toc”Parking Supply and Demand:
Parking demand and supply of parking refers to manage the demand and supply of the existing parking data. The purpose of the demand and supply of parking in this report is to estimate the parking supply at a section of land use in the study area and to analyze parking demand in the peak hours of the land use and to collect the parking demand and utilization data. And also, it the parking demand leads to identify whether there is a need for extra parking spaces or the designed parking spaces are enough for the respective land use.
HYPERLINK l “toc” 4.1 Study Area for Parking Demand:
The parking demand and supply of parking focused on Coles Super Market, Derrimut. The area is generally bounded by Foleys road to the north, Mt derrimut road to the east,
Residential houses to the west and St leonards ave to the south.
HYPERLINK l “figures” Figure 9: Parking Study Area (Coles)
Source: (Coles Supermarkets, n.d.)
HYPERLINK l “toc” 4.2 Parking Supply:
The Parking supply at Coles Derrimut identified as:
173 total Parking Spaces in the study area for Coles
54 total Parking Spaces for McDonalds
These Parking Spaces are controlled with a variety of regulations, categorized for McDonalds entry, permit only and for the handicapped customers.
The parking here for Coles is not a timed parking space and available for free.
HYPERLINK l “toc” 4.3 Parking Demand:
To determine that the process is carried out based on the number of vehicles coming in and moving out of the respective parking area. For that, First I calculated the number of Bays designed for parking and after that the number of vehicles is at the parking spaces. Then for every 15 minutes of interval calculate the number of vehicles inbound and outbound for the respective site area.
The following process is to be calculated at the peak hours as we need to supply sufficient parking spaces even at the peak hours. The below image illustrates the Parking Demand at the site.
HYPERLINK l “figures” Figure 10: Parking Demand (Coles Super Market)
Based on the demand as well as occupancy data provided by maps, the study area’s peak utilization time is on weekends especially on Saturday evenings at (3 –7 PM). So, by that Parking demand for the respective area is calculated at (3:30-5:30 PM). So, By the table on the peak hours Peak Utilization is 74%. So, by that we can say that the supply of parking at the Coles super market in derrimut has sufficient parking space. So, there is a lot of empty space around the Coles and there Is no need for the addition of parking spaces over there.
The characteristics varies the supply and demand in the parking area are:
Time when customers need more Parking Spaces
How much time they typically need Parking
So, here by taking those two factors into consideration the parking supply and demand will be consistent at that place as because there is lot of sufficient place over there to park the vehicles even during the peak hours, even if the customer needs 2-3 hours of parking on their arrival there is no need for extra parking space to provide and so we can say that the demand and supply is consistent along the study area.
5. HYPERLINK l “toc” Safety Assessment:
Safety should be the first priority for development, So Accident Statistics and Conflict analysis in the road studies should be a method to determine and understand the hazards of road and its conflicts. The analysis helps in the road development access and can eradicate accidents and its issues.
Safety assessment of the study area by the existing crash records are:
HYPERLINK l “figures” Figure 11: Existing Crash Records
Source: (Tableau Software, 2017)
The table represents Existing crash records across the deer park, as the chosen study area (Deer Park) is under City of Brimbank the LGA’s is termed as brimbank, As the data is incomplete for the last six months, So the results are taken up to year 2016, and so the data for the last six months not be used for crash analysis. By the figure published by the existing crash records the study area chosen here didn’t have any fatal crash, the existing crashes is in between the serious injury crashes and other injury crashes. The proportion of crashes in the chosen study area is 14:24 that leads to the proportion rate is 7:12. And also there is a slight increase in number of crashes from the year 2012 to 2016.
Based on the information provided by the existing crash records major conflict locations in the chosen study area can be identified. Indeed, intersections with high traffic volume causes crashes and risks in the chosen study area. The dot points in the records indicates the crash data at the certain intersections.
HYPERLINK l “toc” 5.1 Mt Derrimut Rd/ Foleys Rd Intersection:
There are some crashes occurring in the past few years at this intersection. There is a high amount of traffic flow along this intersection as the intersection is on the urban state highway. Many Commercial areas, fuel stations and Activity centers are surrounded in the area of intersection of those roads, in which the maximum amount of flow is by cars through this intersection for daily activities. Crashes at this intersection are majorly due to drivers who are likely to do mistakes with a complex driving system. The vehicle collision from sides and the collision with pedestrians and cyclists at the free lefts are the most common crashes happening at this intersection. By adding a traffic signal at the free lefts to warn the vehicles and pedestrians to maintain attention towards the signal and to cross the intersection could be a solution to prevent accidents at the intersections. If this happen the sudden change at the major intersection takes time for drivers to get used with that and it causes some disturbances but if it is not considered into account, the crashes can be more in the coming years.
Figure 12: Foleys Road & Mount Derrimut Road
Source: (Google.com, 2018)
HYPERLINK l “toc” 5.2 Derrimut Village:
Derrimut Village has two entrances one from the Mt Derrimut Road and one from the Foleys Road. Both the entrances are the conflict locations in the chosen study area. Derrimut Village includes super markets like Coles, Restaurants , Ware Houses & Gymnasium there is a lot of traffic flow in the area. Conflicts zone appears at the both entrances of the Derrimut village due to the intersection of cars and cyclists path across the entrances which is a very risky attempt for cyclists to move along the entrance especially in the peak hours. There is no Zebra crossing or any indicatory sign to slow down the vehicles which are going inside the place or out bounding from that place, Especially when coming out from the place. This leads to cause crashes for both pedestrians and cyclists. A possible solution for this Crashes is considering the pedestrians and cyclists into the existing vehicles provide a zebra crossing across the entrance to slow down the vehicles. By providing that drivers can get attention to go slow across the point and that can reduce the crash numbers along the entrances of Derrimut village. The figure below gives the idea about the conflicts at the Derrimut Village.
HYPERLINK l “figures” Figure 13: Derrimut Village
Source: (Google.com, 2018)
HYPERLINK l “toc” 5.3 Station Road/ Tilburn Road Intersection:
By the existing crash records more number of crashes in the chosen study areas occurring at this intersection.
This intersection too has a high traffic volume flow as it is surrounded by deer park railway station and the roads at that intersection connects to city of brimbank and to the sunshine. So as the intersection connects to the major centres the traffic generated across the intersection will be too high and in the peak hours it is even more. Crashes at the intersection majorly due to speed limit of vehicles in the east direction. With the speed limit 80 km/h along the west direction and free left existing at the intersection of the road the vehicles move fast across the free left and it leads to cause conflicts between the pedestrians, cyclists who cross the road to follow footpath to catch the bus stop near there. Here, Free lefts at the intersections are the major reasons for conflicts across the intersection. The possible solution to avoid crashes at the intersection is to provide traffic signals at the free left to allow pedestrians and cyclists to cross the free left without any crashes. That definitely leads to reduce the crashes at the chosen intersection as the vehicles stop to give way for the pedestrians and cyclists. A further consideration is also required for the intersection to minimize the crashes without disturbing the existing traffic network.
HYPERLINK l “figures” Figure 14: Station Rd/ Tilburn Rd
Source: (Google.com, 2018)
6. HYPERLINK l “toc” Modes of Transport:
In the chosen study area, Public Transport, trucks, Cyclists, Cars and pedestrians. But cars play a major role of transport across the study area. On- road Public transport and pedestrians are the two modes here I choose in this report to explain how much area the modes are using and whether the traffic systems are appropriate for those users who are travelling in those modes of transport.
HYPERLINK l “toc” 6.1 On- Road Public Transport:
On- Road Public Transport mainly set as bus service in the chosen study area, and also one of the target when traffic surveys are being conducted. The bus station and the route to which the bus line is moving are described in the figure below.
HYPERLINK l “figures” Figure 15: Foleys Road Bus Stop
Source: (Google.com, 2018)
HYPERLINK l “figures” Figure 16: Tilburn Road Bus stop
Source: (Tilburn road bus station, 2018)
There are clear bus zones in the chosen study area to allow users to go with up and down services to their destinations up to workable distances. Foleys road bus line runs for every 40 minutes during non-peak hours and runs in every 20 minutes during peak hours. Tilburn road bus station runs for every 10 -15 minutes as there are three bus route services linked to that bus stop respectively.
From the figure it shows that Tilburn Road bus station has a separate bay for the bus stop which does not affect the flow of other vehicles and coming to the Foleys road bus stop there is no separate bus lane and there is no separation of bays at the bus stop for the buses to stop and drop off the users that leads to the disturbances in the traffic flow and the Foleys road bus stops are located exactly at the points where the vehicles take a free left from the Foleys road and is placed very near after the intersection in one direction and the vehicles are about to join in the free left in other direction. So these factors may cause crashes to the users.
The main concern is here about that it needs to put the bus stop on Foleys road a little deeper along that Mt Derrimut Road and keep it away from heavy traffic flow and free left region to avoid conflicts as early as possible. The bus services here are used very often in the chosen study area as both the bus stops over there are near to the Deer Park Railway Station the users who are used to travel to Derrimut Village and Brimbank Central uses those services to travel to their destinations. But the Traffic systems is not appropriately design for the users who are travelling with the On- Road Public Transport in the Foleys Road as per the observations taken.
6.2 Pedestrians: Pedestrians safety is one of the important aspect of the road safety design in any study area. Indeed, In the modern days urban safety design , Pedestrians are most important and vulnerable users of road.
HYPERLINK l “figures” Figure 17: Pedestrian Crossing at Intersections
In the Foleys Road/ Mt Derrimut Road intersection pedestrians are provided with pre-set time to cross the road from one direction to another but at the free left of the intersection they do not provide any pre – set time to cross the road. Especially students and employers cross and walk through these sections. To increase more safety for the pedestrians who are walking and crossing these sections especially from the free left pre- set time crossing should be placed at the ends of the free left to ensure more safety for the pedestrians.
Pedestrians are provided by side walks across the chosen study area to provide more safety for them, In more places the roads are provided sidewalks on both sides of the road and in some part of the study area there are sidewalks provided on one side of the road. All the sidewalks are designed appropriately for the users based on their road safety but in some places they not provide any sidewalks for the users. As per the observations every road in the chosen study area is used by the pedestrians and at intersections the impact is more. By providing sidewalks on the roads at which there are not provides increases the safety of the users who are using pedestrian path.
HYPERLINK l “toc” Conclusion:
This report gives the statistical information of the chosen study area for the local traffic analysis provides a future development in the area to avoid crashes and conflicts. The review of traffic situation in the chosen study area that the area is experiencing any congestions , delays and safety at the intersections.
Work taken as an outcome has resulted in several improvements for safety and accessibility for vehicles and pedestrians, and to propose controlling access of developments in the area. However the report describes about the existing problems in the area which needs attention to avoid major crashes and conflicts between the vehicles and the pedestrians. The main areas of concern which are having the crash issues are at the intersections .
The traffic analysis in this reports designed to address both the existing and expected issues as there is a scope for future development along the chosen corridor. This will benefit public transport, Cyclists and pedestrians
In providing safety movement across the intersections.
HYPERLINK l “toc”References
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