TorrensvilleThebarton LATM Feb 2015 PDF

LOCAL AREA TRAFFIC MANAGEMENT
(LATM) SCHEMES
TORRENSVILLE/UNDERDALE LATM: PRECINCT 9

THEBARTON/MILE END LATM: PRECINCT 10
FEBRUARY 2015
Table of Contents
1. INTRODUCTION 1
1.1. Local Area Traffic Management Schemes 1
1.2. LATM Priority 2
1.3. Detail of LATM Process 3
2. THE TRANSPORT STRATEGY AND THE LATM 4
2.1. Road Hierarchy and Types 4
2.2. Data-Based Warrants 5
2.3. Road Infrastructure and Traffic Control Devices 5
3. OUTCOMES OF LATM STUDY 7
3.1. Installation of Parking Controls 7
3.2. Parking Fund for New Developments 8
3.3. Police Enforcement 8
3.4. Installation of Traffic Control Devices 9
PART 1 – BACKGROUND INFORMATION, DATA AND COMMUNITY CONSULTATION 15
1. THE STUDY AREA 15
1.1. General History 15
1.2. Recent Changes to Arterial Roads 17
1.3. Current Traffic Controls 18
1.4. Major Traffic Generators 19
1.5. Land Use Zoning 20
1.6. Future Developments and Projects 21
2. EXISTING ROAD NETWORK 28
2.1. Road Layout and Hierarchy 28
2.2. Future Network 32
3. TRAFFIC DATA ANALYSIS 33
3.1. Traffic Volumes 33

3.2. Traffic Speeds 36
3.3. Commercial Vehicles 39
3.4. Crash Data 44
4. PEDESTRIAN FACILITIES 46
4.1. Infrastructure 46
4.2. Pedestrian Generators 46
4.3. Henley Beach Road 46
4.4. Behaviour Change 47
5. CYCLING FACILITIES 48
5.1. Bikedirect network 48
5.3. Arterial Roads and Reserves 49
6. PUBLIC TRANSPORT FACILITIES 51
6.1. Bus Routes 51
6.2. Tram Routes 52
6.3. Bus Stops and Shelters 52
7. URBAN DESIGN AND AMENITY 53
8. ON-STREET PARKING 54
8.1. Parking Permit Policy 54
8.2. Narrow Roads 56
8.3. Existing Parking Controls in Torrensville 57
8.4. Existing Parking Controls in Thebarton 58
9. SITE INVESTIGATIONS 59
Torrensville 59
Thebarton 60
10. PUBLIC CONSULTATION 62

10.1. Community Issues 62
10.2. Key Community Issues 62
PART 2 – LATM WORKS REQUIRED AND STAGING PLAN 64
1. INTRODUCTION 64
1.1. Locations for Further Assessment 64
1.2. Structure and Separation of Staging Plans 64
2. TORRENSVILLE/UNDERDALE SOLUTIONS AND STAGING PLAN 65
3. THEBARTON/MILE END SOLUTIONS AND STAGING PLAN 68
4. PARKING MEASURES 71
4.1. Torrensville/Underdale LATM Area 71
4.2. Thebarton/Mile End LATM Area 71
5. SUMMARY OF LATM WORKS 73
6. CONCLUSION 74
APPENDIX A- CURRENT TRAFFIC CONTROLS MAPS 75
APPENDIX B - CURRENT PARKING CONTROLS MAPS 77
APPENDIX C - DATA MAPS 79
APPENDIX D - COMMUNITY SURVEY 81
APPENDIX E - SUMMARY OF COMMUNITY ISSUES 85
APPENDIX F - DETAILED ASSESSMENT OF STREETS AND INTERSECTIONS 91

The vision for the City of West Torrens is:
‘West Torrens, the best

place to live, work, invest,
grow, learn, play, enjoy
and rest.’
1. Introduction
The City of West Torrens is a diverse Council located between the Central Business District
(CBD) of Adelaide and the coast. Its proximity to the CBD and the coast results in a range of
transport opportunities, in particular for commuting and recreation. This proximity to the CBD
also means that the Council road network is subject to intrusion of through traffic and the
significant merging of traffic flows from the south, north and west on the approaches to the
CBD.
In addition to these road network issues, increasing developments and rejuvenation of existing
residential and non-residential zones in the City have further added to the transport demands.
One of the largest landowners in the City is Adelaide Airport. It occupies approximately 20% of
the total land area in the City, but importantly, the significant developments that have occurred
and continuing to occur within the Airport boundaries feed significant new volumes of traffic to
the abutting road system.
To meet the future transport needs of the City for the future, in 2009, Council adopted the City
of West Torrens’ (CWT) Transport Strategy “Transportation for the next generation 2025”. This
is a forward planning document covering all known aspects of transport-related pressures and
opportunities that may affect the CWT between now and 2025.
1.1. Local Area Traffic Management Schemes
A key recommendation of the Transport Strategy was for a Local Area Traffic Management
(LATM) program to be prioritised so that a new “pro-active” approach to traffic management
can be adopted. LATM schemes are undertaken to address traffic and parking issues that are
not an isolated issue in a street and/or solutions which may affect traffic or parking within the
area.
The purpose of the LATM is best explained by the Austroads definition - Local Area Traffic
Management is concerned with the planning and management of the usage of roads space
within a local area, often to modify streets and street networks which were originally designed
in ways that are now no longer considered appropriate to the needs of residents and users of
the local area. It involves the use of physical devices, street scaping treatments and other
measures (including regulations and other non-physical measures) to influence vehicle
operation, in order to create safer and more pleasant streets in local areas.
The LATM study is a formal strategic way of investigating traffic, parking, freight, pedestrian,
cycling, public transport and urban design and amenity issues within the study area. The key
objectives of this style of study are to:
 improve the safety of the street network; and
 reduce the environmental impact of traffic.
In attempting to achieve these objectives the LATM study must also consider:
 maintaining access through the City; and
 avoiding transferring traffic from one street to another.
These overarching objectives can be achieved through the specific objectives to:
 reduce speed
 reduce volumes
 reduce through traffic
 reduce heavy vehicles.
The following investigative tasks are carried out to better determine the issues and
opportunities in the area, which are discussed in more detail in Part 1:
Torrensville and Thebarton LATM Page 1

 A review of relevant background documents
 Collecting and reviewing a range of traffic and parking data
 Consultation with the community and relevant stake holders
 Identification of issues and solutions within the study area
The LATM considers local traffic issues raised by the community and stakeholders and:
 Provides a review of the current road conditions.
 Identifies the key local road network issues from site observations, traffic data and
community consultation.
 Identifies and recommends feasible and appropriate traffic solutions to improve the
safety and management of the local road network.
1.2. LATM Priority
Twenty four (24) LATM precincts and five (5) sub precincts seen in Figure 1 were formed
across the Council Area based on land use and natural and artificial traffic barriers. Following a
comprehensive literature review and technical analysis that is detailed in the Transport
Strategy, a rating system was developed and applied to these LATM precincts. This created a
forward program to review all precincts with the highest rated areas forming the first 10 years of
the LATM program. Both the rating system and the 7 highest-prioritised projects for
implementation were adopted by Council.
Figure 1 - LATM precincts across the Council area
It is recommended that Council adopt the LATM precinct priorities, as the forward 10 year
transportation planning program for the City as follows:
 Precincts 9/10 combined – Underdale (east of Holbrooks Road), Torrensville (north of

Henley Beach Road), Mile End (north of Henley Beach Road) and Thebarton
(dependent on progress of the Brickworks proposal)
 Precincts 21/22/B/C combined - Camden Park, Plympton (west of Marion Road), Novar
Gardens, Glenelg North and North Plympton (west of Deeds Road)

 Precinct 16 – Cowandilla (south of Sir Donald Bradman Drive), Hilton (south of Sir
Donald Bradman Drive) and Richmond
 Precinct D – Marleston
 Precinct 12 – Torrensville (south of Henley Beach Road), Cowandilla (north of Sir
Donald Bradman Drive), Mile End (west of South Road) and Hilton (north of Sir Donald
Bradman Drive)
 Precinct 20 - Ashford and Keswick
 Precinct 17 - Netley and North Plympton (east of Deeds Road)
1.3. Detail of LATM Process
The LATM process approved by Council is outlined in

Figure 2 and sets the framework of this document.
•Assess Area
1
PART 1 – BACKGROUND INFORMATION,
•Assess Data DATA AND CONSULTATION
2
•Form Working Party (via Council

3 resolution)
•Develop Options
4
•Council Report
5
•Consult Stakeholders
6
•Review/Amend Plan
7
8
•Council Decision PART 2 – LATM AND STAGING PLAN
•Traffic Impact Statement

9
•Seek Necessary Approvals

10
•Future Budget Requirements

11
•Implementation Strategy
12
Figure 2 – LATM process
Part 1 provides a summary of the current traffic and parking situation in the LATM area through
data collection and community consultation.
Part 2 interprets the data collected in Part 1 and provides a forward plan for the LATM including
a staging plan for adoption by Council.

2. The Transport Strategy and the LATM
This document should be read in conjunction with the City of West Torrens’ Transport Strategy
“Transportation for the next generation 2025”. This strategy sets out the forward planning for
transport within the City and also defines the road hierarchy; freight routes, social access
routes and criteria to address traffic issues. Below is the provision of elements of the Strategy
that are critical to this LATM study.
2.1. Road Hierarchy and Types
There are a number of ways that a road can be classified. The classical model uses
descriptions such as freeways, arterials, distributors, collectors and local streets. The City of
West Torrens has previously adopted the following classification of roads.
Local streets - provide essentially local access or access to properties. Generally resident
access tends to dominate the characteristics of these streets with lower speed and traffic
volume being the desirable aim.
Local collector roads - these are higher order streets which “collect” traffic from local streets
and distribute the traffic to other higher order streets such as arterial roads. By their nature and
function, they are expected to carry higher volumes of traffic and speeds tend to be higher.
They also frequently form part of a public transport route. The desirable aim is to limit traffic
volume and speed, while still being able to provide relatively unhindered access. Some through
traffic usage can be expected.
Major collector roads - these are higher order streets which generally serves a sub-arterial
function, carrying higher volumes than a local collector road but lesser traffic volumes than an
arterial road. They generally provide convenient and more direct connection between arterial
roads, area generally without traffic control devices and carry more significant volumes of
commercial traffic and through traffic.
In addition to these road heirachies, the Transport Strategy identifies road with key uses as :
Freight routes - Facilitates industry development by linking key industries to major transport
routes and contributes to efficient movement of large volumes of heavy freight vehicles.
Primary Freight Routes link strategically important economic regions within and external to the
State. Secondary Freight Routes link urban and regional freight generators and providing
connections to primary freight routes
Social access routes - Provides for community development and equitable access to
community facilities whilst minimising the impact of heavy vehicles on the community. Routes
that provide a high level of connectivity between areas (through routes), including those that
supplement the arterial road network, or that provide immediate access to community spaces
or recognised shopping precincts.
Passenger public transport routes - routes that support the use of passenger transport
including strategic bus routes as well as routes that provide access to associated facilities (e.g.
park-n-ride areas).
Bicycle routes - key cycling routes as identified by Council’s Strategic Bicycle Plan or as part
of the State Government’s Bikedirect network.
Pedestrian routes - key pedestrian routes facilitating access to pedestrian generating

developments and the surrounding area.

2.2. Data-Based Warrants
The Transport Strategy sets reasonable limits for both vehicle volumes and speeds based on
the classification of a road as seen in Table 1.
Table 1 - Traffic Criteria

Local Street Local Collector Major Collector
Daily Volumes < 2,000 vpd Up to 3,000 vpd 3,000 to 6,000 vpd
85th Percentile Speed < 55 kph < 55 kph < 55 kph at 50 kph or
< 60 kph at 60 kph
Commercial Traffic Up to 4% Up to 4% Up to 10%
Crash Data Less than 1 crash Less than 3 Less than 3 casualty
(intersections) per annum casualty crashes crashes
5-year periods
Daily Volumes - The reasonable volume of vehicles along a road depends set by the
Transport Strategy is based upon accepted traffic management principles and relates to the
classification of the road. The volumes provided by the Strategy should not be considered as
rigid standards. For example, major collector roads such as Beckman Street, Ashwin Parade,
Morphett Road and Mooringe Avenue carry over 10,000 vehicles per day. Under the classical
road hierarchy system for the Council’s road network, they wouldbe classed as major collector
roads. If they are DTEI roads, they would probably be classified as sub-arterial roads.
Vehicle Speeds - The 85th percentile speed is the commonly used criteria in road design and
in assessing speeding problems. It is the speed in which 85% of all traffic in that street would
travel at or below. Where the speed limit is 50km/h, a reasonable upper limit for the 85th
percentile speed is set at 55km/h.
Commercial Traffic – General access vehicles are allowed unrestricted access unless
otherwise signed throughout the State road network. The Transport Strategy sets a reasonable
percentage of traffic that heavy vehicles can represent based on the road classification.
Crash Data - Council is annually provided with a crash database and details of locations where
the types and numbers of crashes have satisfied the Black Spot Funding criteria (Federal and
State Black Spot Program). The City of West Torrens has been very pro-active in addressing
Black Spot locations outside of LATM programmes with all of the locations identified as Black
Spot sites being investigated and/or addressed by the City in previous years. Sites not
identified as Black Spots can be assessed through the LATM program based on the number
and types of crashes at an intersection.
2.3. Road Infrastructure and Traffic Control Devices
The Transport Strategy presents the desirable requirements for the provision of infrastructure
including road, bike lanes and footpath widths depending on the hierarchy of the road as shown
in Table 2.
Table 2 - Road Criteria

Minimum width 7.6m** 11.0m 11.0m
Min width with bike lanes 13.5m* 13.7m*
Footpath Both Sides Both Sides
*Can be reduced if parking prohibited ** Compliance with Australia Road Rules
The classification of the street also determines the type of traffic control devices that can be
used, as outlined in the Transport Strategy and shown in Table 3. Traffic control devices must

be developed in accordance with the South Australian Code for the Installation of Traffic
Control Devices and associated Australian Standards and Guidelines.
Table 3 - Guide on the Use of Traffic Control Devices

Channelization   
Roundabouts   
Perimeter Thresholds   
Road Humps  
Speed Cushions  
Road Closures 
Slow Points  
Driveway Links 

3. Outcomes of LATM Study
To achieve the objective as listed earlier, where warranted by traffic/parking data or community
concerns, the LATM study will result in a series of recommended actions that can be
undertaken by Council.
3.1. Installation of Parking Controls
To assist in managing the completing demands, a variety of parking controls are available to be
installed by Council. These include:
Time Limits
Time limit parking controls are often a suitable solution to balance the needs of surrounding
land uses. Where installed, time limit parking applies to all vehicles and allows residents,
visitors and business customers to be able to park on-street for the time indicated. If the time
limits were not in place then the street would likely be saturated with vehicles parked there all
day and no opportunity for residents, visitors or customers to be able to park on-street. The
time limited parking controls also provided turn-over of vehicles in commercial areas.
Exceptions to the time limited parking can be obtained for residents under Council’s Parking
Permit Policy.
No Stopping
No Stopping controls prevent drivers from stopping along the roadway and are installed for the
safety of road users or to facilitate traffic movements. These controls are put in place either
through signage and/or a continuous yellow line marked on the edge of the road, No stopping
controls are often at schools, crossings, intersections and corners.
In addition to No Stopping controls, vehicles are also not allowed to park in the following areas
under the Australian Road Rules (Road Traffic Act 1961).
 on any footpath or verge
 on parks or reserves
 across driveways
 within 10/20 metres of any intersection
 in disabled parking zones without a permit
 in bikeways
 in clearways or bus lanes during sign-posted times
 near fire plugs or hydrants
No Parking
A No Parking controls means that a driver is not allowed to park in the zone but can stop to pick
up or drop off passengers. These controls are generally installed around schools to designate a
pick-up and drop-off zone. These zones allow the immediate pick up and drop off of students. It
creates an efficient flow of vehicles being able to pick up or drop off students which reduces the
impact of on-street parking generated by the school.
Loading Zone
Loading zones can be provided for businesses where they are unable to provide a loading area
on-site. Under the Australian Road Rules, unless loading or unloading, a long or/and heavy
vehicle is not permitted to stay parked in a built up area for longer than 1 hour if it is over 7.5
metres in length and/or 4.5 tonnes Gross Vehicle Mass.
Disabled Zone
Disabled zones reserve key parking spaces for vulnerable residents and road users. These
zones must meet strict standards in terms of the car park width and length as well as providing
access to an adjacent footpath. Many of the disabled zones across the Council area do not

comply with the current standards and it would be beneficial to renew these areas to current
standards.
Bus Zone
Bus zones are located throughout the study area for public buses to use. The driver of a private
vehicle cannot stop in a bus zone at any time.
Bicycle Lanes
Bicycle lanes provide a dedicated zone for cyclists to ride along a roadway. If there is not
sufficient space to accommodate a parking lane as well as a bicycle lane, the bicycle lane acts
as a parking control. In these instances, bicycle lanes prohibit stopping or parking. Where times
are displayed on the signs, stopping or parking is only permitted outside the times specified or
as otherwise signed.
Clearways
Clearways that are typically used along arterial roads are a device that is only installed by State
Authorities. For this reason, any creation or modification of a Clearway would need to be
referred to the Department of Planning, Transport and Infrastructure.
Enforcement of the parking controls is undertaken by Council’s Compliance Department.
At present Councils Transport Strategy does not include criteria for when parking controls
(minus parking permits) are installed or not. It is proposed that when the Transport Strategy is
reviewed that these criteria are developed to guide Council on their installation.
3.2. Parking Fund for New Developments
As new developments occur, the on-street parking will be reduced further as the developments
will create more driveways and increased parking demand. Therefore, for newer developments,
the Council has required that developers include provision of off-street parking within their site
as part of the development assessment process.
However, in some cases the development maybe unable to provide sufficient on-site parking. In
this case under the Development Act 1993, section 50A, Council could set up a car parking
fund. The fund would mean developers would contribute to the car parking fund for a
designated area if they were unable to provide sufficient spaces for the parking of cars at their
site.
Council would then be able to use these funds in the designated area to provide car parking
facility; to maintain, operate or improve car parking facilities; or provide funds for the
establishment, maintenance or improvements of transport facilities to reduce the need for car
parking. For example, the funds could be used to acquire land to set up a car park in the area
for the community.
3.3. Police Enforcement
It should be noted that most complaints about speeding related to the minority number of
drivers who travel at excessive speeds and complaints about ‘hoons’. It is generally considered
that such excessive speed issues and ‘hoon’ driving would be best addressed by police
enforcement rather than the installation of physical devices in the street. Traffic control devices
are put in place to manage drivers driving to the conditions, which is not the case with this
demographic who are likely to also use a traffic control device in an irresponsible and
dangerous manner.
Where action is required due to high 85th percentile speeds, police enforcement may be a
suitable measure. In other instances, use of signs or line marking to influence driver behaviour

would be used, for example reducing the perception of a wide street by line marking to reduce
speeds. If additional and more aggressive measures are warranted, then traffic control devices
would be considered which is discussed in the next section.
Council does not have the power to enforce a number of traffic control devices such as turn
restriction, load limit, no truck or one-way signs. For this reason, where these controls are
already in place and are not performing as intended, a suitable measure would be to request
police enforcement of these devices.
3.4. Installation of Traffic Control Devices
Traffic control devices will be the most impactful and long term action that Council can take to
meet the outcomes of the study. Devices can be used to address specific issues and these are
categorised as:
 Series A – devices for use along a road
 Series B – devices for intersections
 Series C – devices for pedestrians
 Series D – devices for cyclists
Below is a table of these types of devices for reference throughout the LATM study report.
These treatments are only indicative of what could be considered and, in some instances, are
interchangeable. All the treatments will take into account improving pedestrian, cyclists and
public transport facilities.
Whilst the full range of treatments can be typically considered, the available treatment at a
location might sometimes be limited due to road widths, driveway crossovers and maintaining
on street parking. This will be evaluated in the design and consultation phase. Budget funds will
also need to be approved for physical treatments to occur.

Series A – devices for use along a road
PAVEMENT BARS
Reduces Speeds 
Reduce Traffic Volume -
Increase Pedestrian/Cyclist Safety -
Reduce Crash Risk -
Reduce Commercial Vehicles -
PAINTED PARKING AND MEDIAN LINES
Reduces Speeds -
Increase Pedestrian/Cyclist Safety 
Reduce Crash Risk 
ONE/TWO LANE SLOW POINT
Reduces Speeds 
Reduce Crash Risk -
Reduce Commercial Vehicles 
ONE/TWO LANE ANGLED SLOW POINT
Reduces Speeds 
Reduce Traffic Volume 
Reduce Crash Risk -
ONE WAY STREET
Reduces Speeds -

DRIVEWAY LINK
Reduces Speeds 
RAISED TABLES
Reduces Speeds 
ROAD HUMPS/CUSHIONS
Reduces Speeds 
BLISTER ISLAND
Reduces Speeds 
Reduce Crash Risk -
MIDBLOCK ROAD CLOSURE
Reduces Speeds 
40KM/H SPEED LIMIT (AREA)
Reduces Speeds 
Series B – devices for intersections
FULL/PARTIAL ROAD CLOSURE
Reduces Speeds 
DRIVEWAY ENTRY (AT INTERSECTION)
Reduces Speeds 
ROUNDABOUT
Reduces Speeds 
TURN RESTRICTIONS/LEFT IN AND OUT ONLY
Reduces Speeds -
KERB EXTENSIONS
Reduces Speeds -
PEDESTRIAN REFUGE WITH CONTRASTING
PAVEMENT
Reduces Speeds -
Series C – Devices for pedestrians
SCHOOL EMU CROSSING
Reduces Speeds 
PEDESTRIAN REFUGE
Reduces Speeds 
WOMBAT CROSSING
Reduces Speeds 
PEDESTRIAN TRAFFIC SIGNALS
Reduces Speeds -
Series D – Devices for cyclists
ON-ROAD BICYLCE LANES
Reduces Speeds -
SHARED USE PATH
Reduces Speeds -

PART 1 – BACKGROUND INFORMATION, DATA AND COMMUNITY
CONSULTATION
1. The Study Area
This LATM report is for Precincts 9/10 combined and is the first in a series of LATM’s to be
undertaken by Council. Figure 3 shows the LATM areas. Appendix A – Current Traffic
Controls shows the traffic control devices currently in place such as speed humps, slow points,
give way signs and pedestrian crossings within the LATM area. Appendix B – Current
Parking Controls shows the existing parking controls within the LATM area.
The LATM area is bounded by the River Torrens and the major arterial roads of Holbrooks
Road, Henley Beach Road and Port Road / James Congdon Drive. Through the middle of the
study area runs South Road. The area encompasses Underdale east of Holbrooks Road,
Torrensville north of Henley Beach Road, Mile End north of Henley Beach Road and
Thebarton.
For this study the Torrensville area will be defined as the suburbs of Torrensville, north of
Henley Beach Road and Underdale, east of Holbrooks Road. The Thebarton area will be
defined as the suburbs of Thebarton and Mile End, north of Henley Beach Road.
1.1. General History
In the 1840’s the Thebarton area started to be developed and then the Torrensville area. The
character of the Thebarton area is of older houses with limited or no parking and often with
narrow streets. The Torrensville area was subdivided in a cohesive manner hence the grid like
pattern of the streets.
To the north of Phillips Street, West Thebarton Road and Ashwin Parade was the original
industrial area since the 1840’s. There were also a number of Brick Pits in the Thebarton and
Torrensville area. The industrial area around Hardys Road between Ashwin Parade and Ashley
Street was developed prior to the 1980’s as the then development act required Councils to
have certain industrial areas.
In the Torrensville area, access to the original industrial area north of Ashwin Parade was via
River Road which ran alongside the River Torrens from South Road to Jervois Street. Ashwin
Parade used to be closed between East Street and South Road. The main local roads in the
Torrensville area were therefore River Road, Jervois Street and Ashley Street. In 1979 the
section of Ashwin Parade between East Street and South Road was constructed and traffic
lights placed at the intersection of South Road and Ashwin Parade. This substantially changed
the traffic patterns within the area.
The Thebarton area was originally largely residential, apart from the industrial area along the
River Torrens. There was a tram line that ran along Henley Beach Road which was electrified
in the early 1900’s. This enabled people to conveniently travel to work in the City of Adelaide.
The tram line was closed in 1959. In 1968 the Stage Government developed the Metropolitan
Adelaide Transport Study (MATS) which had plans for a north-south freeway to be built through
the Thebarton area, replacing South Road. Due to this proposed plan, property prices fell and
industries and businesses were developed, particularly along and adjacent to Port Road. Major
industries such as the SA Brewery and Coca-Cola were constructed in 1886 and 1952
respectively and have grown over time. Businesses have also grown along Henley Beach Road
in the Thebarton and Torrensville area.
In the Torrensville and Thebarton area there is often a shortage of on-site parking for
businesses, therefore vehicles park on the street. This is because previous development

requirements for on-site parking for businesses required less parking than is currently required.
This is slowly being rectified as new developments are being built which should comply which
the new development requirements.
Figure 3 - Torrensville and Thebarton LATM Areas

In the Thebarton area, the Holland Street Bridge was originally built in 1923 as part of the tram
route. It was converted and used by vehicles (only) in the 1960’s to the 1990’s. After this it
become a pedestrian bridge and substantially changed traffic patterns in the area. The Holland
Street Bridge was closed to pedestrian and cyclists traffic in 2011 due to safety concerns over
the structural safety of the bridge. This is currently being assessed by the City of West Torrens
and the City of Charles Sturt.
In the 1980’s the State Government doubled the capacity of Port Road, increasing it by one
lane in each direction. In the 1990’s after the closure of the Holland Street Bridge to traffic,
West Thebarton Road and Phillips Street were realigned so that these roads now have right of
way. Before this, traffic on West Thebarton Road and Phillips Street would have to give way to
traffic on Dew Street.
1.2. Recent Changes to Arterial Roads
The arterial roads in the study area are under the care and control of the State Government.
These roads are Holbrooks Road, Henley Beach Road, South Road, Port Road and James
Congdon Drive.
In 2005 the State Government upgraded James Congdon Drive between Henley Beach Road
and Sir Donald Bradman Drive and constructed a new section between Sir Donald Bradman
Drive and South Road. These changes on the arterial roads would have affected traffic in the
Thebarton area, in particular on James Congdon Drive and Port Road.
The State Government undertook the construction of the Bakewell underpass at the
intersection of Henley Beach Road and James Congdon Drive. This involved the demolition of
the old Bakewell Bridge in October 2006 and the new Bakewell Underpass was opened to
traffic in January 2008. The underpass has improved traffic flow along Henley Beach Road and
James Congdon Drive.
When the Bakewell underpass was being constructed, the right turn lane from Port Road into
George Street was temporarily closed off at the traffic signals as part of the project. In March
2008 the State Government informed Council that right hand turn would remain in place as it
improves overall intersection efficiency.
In 2009 the State Government undertook the Coast to Coast Light Rail Stage 2 (CCLR2)
project which extended the tram line from Adelaide City to the Adelaide Entertainment Centre
along Port Road. The tram line originally went from Glenelg into the City of Adelaide. The tram
line has considerably changed traffic conditions in the Thebarton area, in particular through the
installation of traffic lights at Light Terrace, the banning of the right turn movements at Smith
Street and B Doubles using Walsh Street.
In addition, the extension of the tram line along Port Road required the removal of parking on
the western side of Port Road; eastern side of Walsh Street between Phillips Street and Smith
Street (apart from loading zone); southern side of Smith Street between Walsh Street and
Cawthorne Street and western side of Albert Street between Light Terrace and George Street.
Along with the removal of the parking it would appear that the tram line along Port Road has
increased commuter parking in the Thebarton area. This is due to a Park and Ride being
developed as part of the tram project in which vehicles can park within the Adelaide
Entertainment Centre and travel on the tram, all at a minimal cost. To facilitate this, the tram
between the Adelaide Entertainment Centre and town has been made free. It appears that
vehicles are parking in the Thebarton area instead of the Adelaide Entertainment Centre car
park and travelling into town on the free tram. The construction of the new Royal Adelaide
Hospital and South Australian Medical Research Institute on North Terrace has likely

contributed to the increase in parking in the Thebarton area, along with the re-development of
Adelaide Oval with a footbridge over the River Torrens.
1.3. Current Traffic Controls
The Torrensville and Thebarton area was the subject of a detailed LATM traffic study in the
1980s by the Thebarton Council and West Torrens Council. This resulted in many traffic control
devices being installed such as the majority of the roundabouts at local intersections; single
lane slow points; angled slow points in Hardys Road; the road closures in Ashley Street (buses
excepted); road closures in Cawthorne Street south of Phillips Street, road closure in Dew
Street at Light Terrace and road closure at the intersection of Chapel Street and Admella
Street; and right turn ban at Carlton Parade and South Road.
In more recent times, the area was also the subject of detailed traffic investigations for a
number of streets and intersections due to road safety concerns including Golden Glow Avenue
and Wilford Avenue where turning restriction were placed and driveway links installed in Sheriff
Street and Norman Street.
The existing traffic control devices within the study area are shown on a map in Appendix A –
Current Traffic Controls.
Speed limits are not shown on the maps in the appendix. Within the study area the speed limit
is 50km/h on the local streets and 60km/h on the arterial roads. There are four school zones
within the study area being at:
 Torrensville Primary Schools - school zones on Ashley Street, Hayward Avenue and
North Parade.
 St George Primary and High School - school zones on Rose Street and Dew Street.
 Temple Christian College - school zone on Henley Beach Road slip lane to James
Congdon Drive.
 Lady Gowrie Child Care Centre - school zone on Dew Street between George Street
and Light Terrace.
Load Limit and No Truck signs are also not shown on maps in the appendix. In 2008 a review
of No Truck and Load Limit signs was undertaken in the Torrensville area. Load Limit signs
were previously used to prevent trucks entering a residential street as the No Truck signs were
not available. Since the upgrade to the Australian Road Rules (Road Traffic Act 1961) the use
of No Truck signs is now specified to prevent trucks using a street and it allows vehicles that
are servicing a property to go beyond a No Truck sign, for example a garbage or delivery truck
or emergency vehicle.
Hence, the Load Limit signs were replaced with No Truck signs (where applicable) and
additional No Truck Signs placed to prevent trucks going into residential zones and instead use
roads more suited to their size. A plan of the No Truck signs installed in the Torrensville area is
shown in Figure 4.
The Thebarton area has a variety of Load Limit signs which have been installed over time to
prevent trucks intruding into the local residential streets. These signs are often inconsistent. A
review of the Load Limit signs should be undertaken and No Truck signs installed in a strategic
manner to prevent trucks entering residential zones for the Thebarton area.
Warning signs (black on yellow background) such as slippery when wet, corner ahead,
intersection ahead or pedestrians crossing are not shown as they are non-regulatory
information signs and do not affect the flow of traffic. Parking signs are discussed in the parking
data sections.

Figure 4 – No Truck signs in the Torrensville Area
1.4. Major Traffic Generators
The identification of vehicle trip generators within and adjacent to the LATM area assists in
developing an understanding of the likely traffic movements and the traffic and parking issues
which may arise. Within the LATM area there are a number of different trip generators, each
with different vehicle composition, peak generation times and parking demands.
A number of major trip generators are shown below:

 Residential allotments
 Industrial and commercial premises
 Supermarkets

 Hotels
 Churches
 Henley Beach Road district centre
 Brickworks district centre
 Kings Park Reserve
 Thebarton Oval
 Thebarton Community Centre
 Bioscience / University of Adelaide campus
 Dove Street and Dew Street Reserves
 Child Care Centre - Torrensville Centre (80-84 East Street), Torrensville Preschool
Centre (93A Ashley Street), Lady Gowrie (39A Dew Street) and Adelaide Montessori
ELC (5 Walter Street)
 Torrensville Primary Schools (35 Hayward Avenue)
 Thebarton Senior College (40 Ashley Street)
 St George Primary and High School (15 Dew St and 104 Henley Beach Rd)
 Temple Christian College (2-8 Henley Beach Road)
Within the study area there is the River Torrens Linear Park which generates large volumes of
pedestrian and cycling traffic along the shared use path and with people accessing the path.
1.5. Land Use Zoning
The study area comprises of residential areas alongside major industries, commercial
businesses, retail shops, restaurants and cafes. In addition, there are four schools within the
study area being Torrensville Primary School, Thebarton Senior College, St George College
(Senior and Junior) and Temple Christian College. These land uses have catchments that
would be expected to extend far beyond the boundaries of the study area.
Given the high traffic and parking generating characteristics of these land uses, it may be
expected to find that traffic volumes and parking demand on many of the streets within the
study area are quite high. The industries, business and shops generate a high volume of
commercial vehicles which need to access the site via the local road network. In addition
customers and staff generate traffic to sites.
The parking demand that is generated by the land uses range from staff, customer, resident,
carer and visitor. There is also likely to be commuter parking given the close proximity of the
study area to the City of Adelaide with the bus route along Henley Beach Road and tram line
along Port Road.
The West Torrens Council Development Plan 2013, details the land use zoning. A map of the
current land use zoning for the Torrensville and Thebarton area is shown below and in
Appendix C – Data Maps. The Development Plan is applicable only when new developments
are being designed or assessed. It does not affect existing development.
In the Torrensville area there is a mix of residential and industrial land use to the north. The
District Centre Zone is located on Henley Beach Road between Hayward Avenue and South
Road and at the Brickworks site. In the Torrensville area there is the Torrensville Primary
School, Thebarton College, Kings Park Reserve and Thebarton Oval.
In the Thebarton area there is a mix of residential, commercial and industrial land uses. Along
and adjacent to Port Road / James Congdon Drive, West Thebarton Road and Henley Beach
Road there is commercial and industrial land use. To the west of the industrial zone along Port
Road is a new Urban Corridor zone. St George Senior College is located along Rose Street
between South Road and Dew Street. Temple Christian College is located at the intersection
with Henley Beach Road / James Congdon Drive.

Figure 5 – Current Land Use Zoning
Higher density development is also likely to occur within the study area in the new urban
Corridor zone which impacts on the on-street parking and traffic volumes. A Housing Diversity
Development Plan Amendments (DPA) was initiative by the State Government. The policy
changes to the West Torrens Development Plan proposed in this DPA can be summarised as:
 intensifying residential development in select locations
 protecting areas of historic conservation and residential character significance
 providing shopping, employment and services to support the needs of a growing
population.
1.6. Future Developments and Projects
Arterial Road Upgrades
The State Government vision is for South Road to be a non-stop road between Gawler and Old
Noarlunga, to link the rapidly expanding industrial and residential growth areas to the north and
south. In March 2009 the South Road / ANZAC Highway underpass (the Gallipoli Underpass),
was opened and in December 2009 to Glenelg Tram Overpass over South Road was
operational. The South Road Superway between the Port River Expressway and Regency
Road has recently been completed.
The State Government is currently undertaking a detailed planning study to determine the best
solution for the section of South Road between the South Road Superway and the Gallipoli
Underpass. When complete, the study will release a Project Assessment Report identifying a
preferred option for a free flowing corridor from the north of Anzac Highway to Regency Park.
The next proposed piece of the corridor to be delivered will be a 3.7km section between
Torrens Road and the River Torrens, which will end at Ashwin Parade. This upgrade will
address delays currently caused by Port and Grange Roads and the Outer Harbor rail line and
improve safety along the narrow section between Torrens Road and Port Road. It will include a
new lowered road under Port and Grange roads, allowing the local community, commuters and

freight to quickly pass through the area. The works will include changes to the intersection of
Ashwin Parade and South Road.
Holbrooks Road and Marion Road provides a valuable north-south connection and the State
Government foresee that in the future this intersection is upgraded. However, it is understood
that this project is of lower priority due to the South Road project commitments. Port Road also
provides a north-south connection, in which major works to the road have recently been
undertaken by the State Government with the extension of the tram line from Adelaide City to
the Entertainment Centre.
State Government Integrated Transport and Land Use Plans
The State Government in consultation with planning and transport industries and interest
groups has drafted the State’s first Integrated Transport and Land Use Plan.
The Integrated Transport and Land Use Plan identifies new ways of connecting people to the
places they want to be – from the weekday commute, to weekend sports matches, shopping,
entertainment and time with friends and family. It is about connecting businesses too, with their
suppliers and with their markets, whether they are around the corner, across town or on the
other side of the world. It is a state plan with local, national and international reach.
The plan includes in relation to the Torrensville and Thebarton LATM scheme:
 A new tram network to the airport and Henley Beach via Henley Beach Road with a link
to airport via Airport Road
 Modernised bus network such as on-road bus priority systems
 New and upgraded roads in particular South Road, Torrens Road to River Torrens
 New bikeways and walking paths, which include crossings of arterial roads and
improved walking and cycling facilities in catchment areas for schools
State Government 30 Year Plan for Adelaide
The 30-Year Plan for Greater Adelaide was launched in February 2010 by the State
Government. The Plan is a long-term vision for the future and the growth of SA. The State
Government together with inner metropolitan councils has been working on how to
accommodate some of this growth. A series of re-zonings is now proposed in targeted locations
close to the city. This will:
 reduce Adelaide’s spread
 increase the use and efficiency of our roads and public transport
 enable a large number of people to enjoy the benefits offered by inner-city living.
The locations being proposed for this new housing are mostly along main roads and strip
shopping areas with good access to buses, trains and trams.
The proposal is to re-zone specific pieces of land close to the city to further encourage a mix of
medium density homes, offices and shops. The proposed changes will be introduced through
four separate Development Plan Amendments. A new Urban Corridor Zone is proposed to be
applied to Port Road, Anzac Highway, and Henley Beach Road.
Thebarton Bioscience Precinct Master Plan
The Thebarton technology hub is bounded by the River Torrens, South Road, West Thebarton
Road / Phillips Street and Port Road, as shown in Figure 6. The hub currently supports the SA
Government owned Bio-Incubator facility (operated by BioInnovation SA) along with
approximately 126 other privately owned companies, 96 of which are technology focused. The

precinct also incorporates the University of Adelaide’s Thebarton Campus, which focuses on
research and development.
Figure 6 – Thebarton Bioscience Precinct Master Plan Study Area
The Thebarton technology hub area represents one of the largest collections of technology
companies and knowledge in Australia within a single consolidated area. JPE Design Studio
was engaged by BioInnovation SA to develop a master plan for the evolving area. The primary
objective of the Master Plan was to identify a clear planning structure for the precinct as a
means of promoting the area, improving amenity and visual credibility of the area and
improving pedestrian and vehicle access.
The main key actions from the Master Plan which relate to this LATM are:
1. Improvements to bicycle paths and connections

2. Upgrades to the quality of the footpath along West Thebarton Road/Phillips St
3. Improvements to footpaths in side streets in the precinct
4. Improved connections to the Linear Park Trail
5. Continuation of the linear park trail to South Road
6. Restored or new bridge crossing from Holland St across the River Torrens
7. Future additional pedestrian/cycle bridge connection linking the precinct to Holden
Street Arts Precinct and Hindmarsh Stadium
8. Development of Holland street pedestrian/cycle link
9. Create improved East-West pedestrian link through back of site, joining to Anderson St.
10. Closure of Dew St at Phillips St/West Thebarton Rd, to create a safer footpath
connection and usable park area.
11. Provision of improved signage at key pedestrian and cycle crossing locations, to alert
drivers
12. Paving at the entrance to side streets, to promote a ‘pedestrian’ environment and calm
traffic
13. Allow two way traffic along Reid Street to improve vehicle access around the University
Campus
14. Establish a free bike hire service (with multiple pickup/return points) to allow ease of
movement throughout the Hub, and to other destinations (eg RAH/ SAHMRI)

15. Provide increased off street car parking capacity for local business at the end of Murray
Street, utilising BioSA land.
Residential / Industry Interface Study
The City of West Torrens engaged Connor Holmes in 2013 to undertake a residential and
industrial land use interface study report. The study involved a review of existing residential and
industrial land use interface areas, with the aim of identifying practical solutions and interface
treatment options to minimise the conflict between sensitive residential areas and established
industrial areas.
The study identified the Torrensville/Underdale area (region A) and the Thebarton/Mile End
area (region B) to be reviewed. The recommendations for these regions are summarised in
Figure 7 and Figure 8.
The parking and traffic recommendations have been taken on board and also show up in the
parking and traffic data sections. Consideration to changing the zoning of an area is outside the
scope of this study.
OPAL Precinct Audit Report
OPAL (Obesity Prevention and Lifestyle) is a program that supports children, through their
families and communities, to be healthy now and stay healthy for life. OPAL is coordinated
through local government and works with communities to create opportunities to eat well and
be active. The City of West Torrens is part of the OPAL community.
In 2013 OPAL conducted a walking and cycling audit of five shopping centres which was part of
an overall promotion of walking and cycling in the community. Two centres within this LATM
area were assessed being the Torrensville Plaza Foodland (Drakes) and Thebarton Foodland
(IGA).
The audit recommended that OPAL work with shop owners to improve pedestrian access within
the car park and install more bike racks. Poor pedestrian access to the Thebarton Foodland
was also raised.
Road Safety Group
The City of West Torrens has formed a community based Road Safety Group. The group has
been in operation since September 2004 with the aim of promoting road safety and awareness
and responding to the road safety concerns of the local community, for the welfare and benefit
of the residents of the City.
The Road Safety Group has undertaken numerous projects such as a bi-annual mock crash
event for local high school students in co-operation with the emergency services, a “Keep Your
Distance” campaign to remind drivers to maintain a safe following distance to the vehicle in
front of them, purchase of two Variable Message Boards that display a road safety message on
our local roads, seminars for older drivers and the use of Gopher wheelchairs and the
placement of 50km/h speed message stickers on garbage bins in Torrensville, Lockleys,
Kurralta Park, Novar Gardens and Glenelg North.

Figure 7 – Region A – Recommendations of the Residential / Industry Interface Study

Figure 8 – Region B – Recommendations of the Residential / Industry Interface Study

Proposed Annual Car Parking Levy (Transport Development Levy)
The State Government has adopted a $750 annual car parking levy per car parking space from
the 1 July 2014. The levy is to apply to on and off street paid parking and will be directly paid by
the car park owner, which in most cases is Adelaide City Council. The owner is then likely to
pass the cost onto user’s thus increasing car parking fees in the City of Adelaide.
The increase in parking fees in the City of Adelaide may deter people from driving into the city.
It is hoped that the increase in parking frees will encourage more people to use public
transport, cycle or walk. However, it may also create increased commuter parking in the
Torrensville and Thebarton area.
As of February 2015, this levy has been abandon by the State Government.
Adelaide Oval Development
The Adelaide Oval is being redeveloped with a footbridge linking the oval to North Terrace.
With the core stages of the redevelopment complete, events have started to occur at the oval
again which has had parking impacts in the Thebarton area.
Royal Adelaide Hospital (RAH) and South Australian Medical Research Institute
(SAHMRI) Development
The Royal Adelaide Hospital (RAH) and South Australian Medical Research Institute (SAMRI)
are currently being built on the north side of the intersection of Port Road / North Terrace /
West Terrace. These developments appear to currently be generating commuter parking in the
Thebarton area from workers.
Once the RAH and SAMRI are operational, there will be large numbers of staff, visitors and
service vehicles accessing the sites. It is viewed that even though parking has been provided
on-site that there still maybe staff and visitors parking in the Thebarton area to access the
hospital and the research institute.
Brickworks Development
The Brickworks development is located between Ashwin Parade and the River Torrens
alongside South Road. It will comprise of a number of Woolworths retail stores and a general
retail area. The main entry and exit to the development will be via Ashwin Parade.
The development will generate an increase in traffic along Ashwin Parade to access the site
and potential other streets in the area. Parking will be provided as part of the development but
there could be some parking occurring on streets. The development may also mean a change
to the bus route from Ashley Street to Ashwin Parade, thus altering the existing road closures -
buses excepted along Ashley Street.

2. Existing Road Network
The Transport Strategy sets classifications based on the existing use of the road network. This
is the result of the history of the area including previously installed traffic control devices as well
as past developments.
Explanations for the differing road classifications as set by the Transport Strategy are
presented earlier on page 4. A number of recommendations are made relating to road
classification in this report that should be considered as part of the Transport Strategy review.
2.1. Road Layout and Hierarchy
The study area is bounded by the major arterial roads of Holbrooks Road, Henley Beach Road
and Port Road/James Congdon Drive. Through the middle of the study area runs South Road.
These roads are under the care, control and management of the State Government,
Department of Planning, Transport and Infrastructure.
Henley Beach Road provides the major east-west connection between the city and the outer
suburbs. Holbrooks Road, Port Road and South Road provide the north-south connection, with
South Road being Adelaide’s primary north-south transport Corridor.
The major collector roads in the study area are:

 Ashwin Parade
 Ashley Street between Holbrooks Road and Hardys Road
 Hardys Road
 West Thebarton Road / Phillips Street
 George Street
The local collector roads in the study area are:

 Ashley Street between South Road and East Street
 Parker Street
 Albert Street
 Holland Street between Light Terrace and Phillips Street
 Light Terrace between Port Road and Albert Street – proposed due to changes in the
road network from the Coast to Coast tram line along Port Road and the banning of the
right turn from Port Road onto George Street
All other roads in the study area are classified as local roads.
Figure 9 is a map of the road hierarchies in the study area.

Figure 9 – Road hierarchy in the study area
Freight Routes
The below list as well as Figure 10 identifies the freight routes identified by the Transport
Strategy for the study area.
Primary:
 Ashwin Parade between Hardys Road and South Road
 West Thebarton Road / Philips Street
Secondary:
 Ashley Street between Holbrooks Road and Hardys Road
 Hardys Road between Ashley Street and Ashwin Parade
 Hayward Avenue and Jervois Street, north of Ashwin Parade
 George Street
 Streets north of West Thebarton Road / Philips Street being Walsh Street, Anderson
Street, Cawthorne Street, Holland Street, Stirling Street, Queens Street and Dalgleish
Street
 Smith Street between Walsh Street and Port Road
 Walsh Street between Phillips Street and Smith Street – proposed due to changes in
the road network from the tram line along Port Road
 Light Terrace between Port Road and Albert Street – proposed due to changes in the
road network from the tram line along Port Road
 Albert Street between Light Terrace and George Street – proposed due to changes in
the road network from the tram line along Port Road
The Transport Strategy and thus the road hierarchy and freight routes were undertaken prior to
the State Government undertaking the construction of the tram line along Port Road and the
right turn from Port Road into George Street not being re-instated. These two items have
changed traffic conditions in the area leading to the proposed changes to the road hierarchy
and freight routes.

Figure 10 – Freight routes
B-Double Routes
Within the study area there are certain routes which have been approved for B Double use by
Council and the State Government, as shown on Figure 11 below. In this instance a B-Double
is a vehicle combination consisting of a prime mover towing two semi-trailers where the
constructed overall length of the combination does not exceed 26 metres.
These street are:

 Ashwin Parade
 Jervois Street (right turn in and left turn out to Ashwin Parade)
 Smith Street (left turn out only onto Port Road)
 Walsh Street (southerly travel only)
 Phillips Street (right turn in only from Port Road)

Figure 11 – B Double routes within the Study Area
Social Access Routes
The social access routes within the study area are Ashley Street (Holbrooks to Hardys Road),
Hardys Road, Ashwin Parade, West Thebarton Road / Phillips Street and George Street. These
are shown on Figure 12 and mirror the major collector roads, as they are the main routes within
an area required for people to be able to access facilities.
Figure 12 – Social Access Routes

2.2. Future Network
To meet the expected future traffic demands in the area, consideration should be given to
whether any key links are able to be improved and made more efficient. These improvements
would align with the goals of this LATM to improve safety while reducing traffic impact.
Such future network development could include:

 Improving the connection between Ashwin Parade and Holbrooks Road
 Creating more appropriate access to the Thebarton Oval precinct (potentially in
conjunction with the Brickworks upgrade)
 Improving north-south linkage in the Thebarton/Mile End area
 Better facilitating north-south linkage in the Torrensville/Underdale area
Although these development are not to be explicitly explored as part of this LATM they will be
factored into proposed solutions.

3. Traffic Data Analysis
With an understanding of the road hierarchies in the study area, the suitability of current traffic
use of roadways can now be analysed to determine whether it is reasonable under criteria set
by the Transport Strategy (discussed earlier in 2.2 Data-Based Warrants).
3.1. Traffic Volumes
The volume of traffic in the study area is shown in Appendix C – Data Maps and in the
following table. The volume of traffic is the average daily traffic volume during the weekdays
and was recorded by traffic counters over a one week period during late 2012 and early 2013.
These volumes are listed in the below table alongside previous data collected in the
Torrensville and Thebarton area in the last 5 years (2008 to 2012). This allows for trends in
traffic patterns over time to be analysed along a particular street.
Along with this data is an evaluation of whether the data meets or does not meet relevant
criteria as set by the Transport Strategy. This identifies existing problem areas and helps
identify where treatment is needed.
In addition to this, a ‘future volume’ of traffic is provided. This value is calculated assuming 3%
growth in traffic volumes on all roads over the next 20 years. In some instances the projected
increase in volume will cause the volume of traffic along a road to exceed the criteria set by the
Transport Strategy which is identified by the classification (classif.) change column. This helps
identifies streets that are likely to require treatment in future to remain in their current
classification.
It should be noted that this is a ‘worst case scenario’ analysis and would be highly subject to
any future changes that would occur over the next 20 years.
Table 4 - Daily Traffic Volumes in Torrensville

Street Location Past Volume Meets Future Classif.
Volume (vpd) Criteria Volume Change
(vpd) ? (vpd) ?
Torrensville
Armour Ave Holbrooks Rd to Sherriff St 746 725 YES 1,309 -
Ashley St Holbrooks Rd to Sherriff St 6,191 NO 11,182 YES
(Major Collector)
Hardys Rd to Stephens Ave 2,656 2,415 NO 4,362 YES
Stephens Ave to Hayward Ave - 1,448 YES 2,615 YES
Clifford St and Jervois St - 385 YES 695 -
Jervois St to East St - 300 YES 542 -
Danby St to South Rd (Local 1,702 1,525 YES 2,754 -
Collector)
Ashwin Pde Hardys Rd to Stephens Ave - 4,910 YES 8,868 YES
(Major Collector)
East St to South Rd (Major - 10,315 NO 18,630 YES
Collector)
Carlton Pde Stephens Ave to Hayward Ave 1,343 1,315 YES 2,375 YES
Jervois St to East St 1,578 1,700 YES 3,070 YES
Danby St to South Rd 1,201 1,330 YES 2,402 YES
Clifford St Ashley St to Meyer St - 872 YES 1,575 -
Ashwin Pde to Meyer St - 670 YES 1,210 -
Carlton Pde to Henley Beach Rd - 1,430 YES 2,583 YES
Cranbrook Holbrooks Rd to Sherriff St - 625 YES 1,129 -
Ave
Danby St Carlton Pde to Henley Beach Rd - 515 YES 930 -
East St Ashwin Pde to Meyer St - 1,060 YES 1,914 -

Meyer St to Ashley St - 1,030 YES 1,860 -
Carlton Pde to Henley Beach Rd - 1,665 YES 3,007 YES
Fernleigh St Norman St to Henley Beach Rd - 320 YES 578 -
Golden Glow Holbrooks Rd to Sherriff St 940 969 YES 1,750 -
Ave
Hardys Rd Ashwin Pde to Wliford Ave 5,203 5,070 YES 9,157 YES
(Major Collector)
Ashley St to Stuckey Ave (Major 2,843 2,975 YES 5,373 -
Collector)
Norman Street to North Pde - 2,633 YES 4,755 -
(Major Collector)
Carlton Pde to Henley Beach Rd 2,115 2,340 YES 4,226 -
(Major Collector)
Hayward Ashwin Pde to Howie Ave - 710 YES 1,282 -
Ave
Meyer St to Ashley St 1,106 1,120 YES 2,023 YES
Carlton Pde to Henley Beach Rd - 830 YES 1,499 -
Huntriss St Carlton Pde to Henley Beach Rd - 520 YES 939 -
Jervois St Ashwin Pde to Meyer St 574 405 YES 731 -
Meyer St to Ashley St - 651 YES 1,176 -
Ashley St to North Pde - 695 YES 1,255 -
North Pde to Carlton Pde - 792 YES 1,430 -
Carlton Pde to Henley Beach Rd 1,440 1,245 YES 2,249 YES
Meyer St Clifford St to Jervois St 787 780 YES 1,409 -
Norman St Holbrooks Rd to Fernleigh St - 1,132 YES 2,045 YES
Pearse St to Hardys Rd - 690 YES 1,246 -
North Pde Stephens Ave to Hayward Ave 1,595 1,310 YES 2,366 YES
Clifford St to Jervois St 1,111 1,105 YES 1,996 -
Wainhouse St to Northcote St 1,269 1,215 YES 2,194 YES
Northcote St Carlton Pde to Henley Beach Rd - 435 YES 786 -
Pearson St Norman St to Henley Beach Rd - 855 YES 1,544 -
Sherriff St Norman St to Henley Beach Rd - 290 YES 524 -
Ashley St to Golden Glow Ave 1,123 1,040 YES 1,878 -
Shipster St Carlton Pde to Henley Beach Rd - 1,470 YES 2,655 YES
Stephens Bray Ave to Ashley St 1,100 1,030 YES 1,860 -
Ave
Stuckey Ave Sherriff St to Hardys Rd - 338 YES 610 -
Wainhouse Carlton Pde to Henley Beach Rd - 1,120 YES 2,023 YES
St
West St Ashwin Pde to Meyer St - 605 YES 1,093 -
Wilford Ave Sherriff St to Hardys Rd - 1,020 YES 1,842 -
Table 5 - Daily Traffic Volumes in Thebarton

Street Location Past Volume Meets Future Classif.
Volume (vpd) Criteria Volume Change
(vpd) ? (vpd) ?
Thebarton
Albert St George St to Chapel St (Local 1,583 1,770 YES 3,197 YES
Collector)
George St to Maria St - 1,442 YES 2,604 YES
Anderson St Walsh St to Port Rd 416 471 YES 851 -
August St South Rd to Neville Rd - 155 YES 280 -
Ballantyne South Rd to Neville Rd - 255 YES 461 -
St
Brown St to Dew St - 182 YES 329 -
Bennett St South Rd to Lowe St - 327 YES 591 -
Cawthorne Smith St to Light Tce - 748 YES 1,351 -
St
Dew St Henley Beach Rd to Taylors Ln - 1,725 YES 3,116 YES

Devon St to Kintore St - 854 YES 1,542 -
Ballantyne St to Osman Place - 579 YES 1,046 -
Osman Place to West Thebarton - 619 YES 1,118 -
Rd
George St Filsell St to Dew St (Major 5,118 4,890 YES 8,832 YES
Collector)
Admella St to Port Rd (Major 3,416 3,350 YES 6,050 YES
Collector)
Goodenough Parker St to James Congdon Dr - 455 YES 822 -
St
Holland St Light Tce to Smith St (Local - 744 YES 1,344 -
Collector)
Smith St to Phillips St (Local - 630 YES 1,138 -
Collector)
James St Phillips St to Smith St - 501 YES 905 -
Kintore St South Rd to Pearson St - 415 YES 750 -
Dew St to Parker St - 667 YES 1,205 -
Admella St to James Congdon 947 840 YES 1,517 -
Dr
Light Tce Dew St to Albert St - 1,180 YES 2,131 YES
Admella St to Port Rd (Proposed 2,003 1,510 YES 2,727 YES
Local Collector)
Livingstone South Rd to Neville Rd - 230 YES 415 -
St
Maria St Admella St to James Congdon 338 335 YES 605 -
Dr
Neville Rd Ross St to August St - 791 YES 1,429 -
Osman Pl West Thebarton Rd to Dew St - 111 YES 200 -
Parker St Henley Beach Rd to Taylors Ln - 1,590 YES 2,872 YES
(Local Collector)
Phillips St Walsh St to Port Rd (Major 7,853 7,565 NO 13,663 YES
Collector)
James St to Holland St (Major - 7,123 NO 12,865 YES
Collector)
Rose St South Rd to Taylors Ln - 1,055 YES 1,905 -
Parker St to James Congdon Dr 1,167 860 YES 1,553 -
Ross St South Rd to Neville Rd - 380 YES 686 -
Smith St Walsh St to Port Rd 1,726 1,370 YES 2,474 YES
Holland St to Cawthorne St - 686 YES 1,239 -
Walsh St Phillips St to Smith St 696 1,130 YES 2,041 YES
Anderson St to Phillips St 674 657 YES 1,187 -
Walter St South Rd to Neville Rd - 340 YES 614 -
West South Rd to Lowe St (Major - 7,510 NO 13,564 YES
Thebarton Collector)
Rd
The following observations are made in regards to the average daily traffic volume:
 The traffic volumes carried by the major collector roads being Ashwin Parade, Ashley
Street (Holbrooks Road to Hardys Road), Hardys Road, West Thebarton Road / Phillips
Street and George Street reflect the use of these roads being major collector roads.
The east section of Ashwin Parade and West Thebarton Road / Phillips Street both
substantially carry over the recommended 6,000 vehicles per day (vpd) which is not
considered unreasonable considering the function of the road.
 The traffic volumes carried by the local collector roads being Ashley Street (South Road
to East Street), Parker Street, Albert Street and Holland Street (between Light Tce and
Phillips St) carry below 3,000 vpd. These volumes are below the acceptable limits for a
local collector road.

 The general acceptable limit of vehicles in a local street is 2,000 vpd. This caters for
local residents driving to and from work, school, shopping and other activities each day.
Ashley Street east of Hardys Road carries more than this acceptable limit. All the other
local streets carry less than 2,000 vpd which is considered acceptable.
 Local streets that carry above 1,000 vpd are generally located near school, shopping
zones or industrial areas. In some cases particularly in the Torrensville area there is
also traffic from the main arterial roads or major collector roads, using the local streets
to avoid delays.
The following observations are made in regards to the comparison of the average daily traffic
volumes:
 In the Torrensville area, traffic volumes have remained relatively the same over the past
5 years.
 A number of streets may require a classification change or treatment due to projected

increases in traffic volumes over the next 20 years. In Torrensville this includes: Ashley
Street, Ashwin Parade, Carlton Parade, Clifford Street, East Street, Hardys Road,
Hayward Avenue, Jervois Street, Norman Street, North Parade, Shipster Street and
Wainhouse Street.
 In the Thebarton area, traffic in Rose Street between Parker Street and James Congdon
drive has halved due to the Bakewell Underpass.
 The Coast to Coast tram line project along Port Road has significantly impacted on
traffic volumes in the Thebarton area. In Light Terrace (Cawthorne Street to Port Road)
the volume of traffic has decreased by a quarter potentially due to the installation of the
traffic lights at the intersection of Light Terrace / Port Road causing a delay in being
able to turn at the intersection. In Smith Street (Cawthorne Street to Port Road) traffic
volumes have decreased by just under a quarter due to the banning of the right turn
movements at Smith Street / Port Road intersection. In Walsh Street (Smith Street to
Phillips Street) traffic volumes have increased by over half, likely due to the reasons
stated above.
 A number of streets may require a classification change or treatment due to projected

increases in traffic volumes over the next 20 years. In Thebarton this includes: Albert
Street, Dew Street, George Street, Light Terrace, Parker Street, Phillips Street, Smith
Street, Walsh Street and West Thebarton Road.
3.2. Traffic Speeds
Within the LATM area the speed limit for all the streets under Council’s jurisdiction is 50 km/h,
apart from the four school zones. The school zones are located at Torrensville Primary School,
St George Primary and High School, Temple Christian College and Lady Gowrie Child Care
Centre. The arterial roads are 60km/h which are under the jurisdiction of the State Government
and as such the speed limit on these streets are not considered within this study.
The mean speed and 85th percentile speed data in the streets that were surveyed is shown in
Appendix C – Data Maps and in the table below. The speed of every vehicle was recorded by
traffic counters over a one week period. Analysis of the data identified the 85th percentile speed
of traffic. The 85th percentile speed is the speed at which 85% of the traffic using the street
drives at or below and is used to determine if traffic control devices or other measures might be
required. An 85th percentile speed of 55km/h or less is considered reasonable on a 50km/h
road.

Table 6 - Mean Speed and 85th Percentile Speed in Torrensville
th
Street Location Mean 85 Meets
Speed Percentile Criteria
(km/h) Speed (km/h) ?
Torrensville
Armour Ave Holbrooks Rd to Sherriff St 46.2 55.1 NO
Ashley St Holbrooks Rd to Sherriff St (Major 44.6 51.1 YES
Collector)
Hardys Rd to Stephens Ave 45.3 52.9 YES
Stephens Ave to Hayward Ave 44.0 51.8 YES
Clifford St and Jervois St 30.4 37.1 YES
Jervois St to East St 32.8 41.8 YES
Danby St to South Rd (Local Collector) 41.1 49.0 YES
Ashwin Pde Hardys Rd to Stephens Ave (Major 48.6 54.4 YES
Collector)
East St to South Rd (Major Collector) 60.5 53.3 YES
Carlton Pde Stephens Ave to Hayward Ave 41.9 48.2 YES
Jervois St to East St 35.3 40.7 YES
Danby St to South Rd 40.7 47.9 YES
Clifford St Ashley St to Meyer St 44.6 52.2 YES
Ashwin Pde to Meyer St 42.0 49.3 YES
Carlton Pde to Henley Beach Rd 39.7 47.9 YES
Cranbrook Ave Holbrooks Rd to Sherriff St 47.2 55.8 NO
Danby St Carlton Pde to Henley Beach Rd 36.0 47.2 YES
East St Ashwin Pde to Meyer St 37.6 45.4 YES
Meyer St to Ashley St 37.6 46.1 YES
Fernleigh St Norman St to Henley Beach Rd 41.9 51.8 YES
Golden Glow Ave Holbrooks Rd to Sherriff St 45.9 53.3 YES
Hardys Rd Ashwin Pde to Wilford Ave (Major 50.2 56.9 NO
Collector)
Ashley St to Stuckey Ave (Major 38.3 43.9 YES
Collector)
Norman Street to North Pde (Major 39.2 45.0 YES
Collector)
Carlton Pde to Henley Beach Rd (Major 36.7 42.8 YES
Collector)
Hayward Ave Ashwin Pde to Howie Ave 43.5 52.2 YES
Huntriss St Carlton Pde to Henley Beach Rd 38.9 49.0 YES
Jervois St Ashwin Pde to Meyer St 39.8 49.0 YES
Ashley St to North Pde 41.7 49.7 YES
North Pde to Carlton Pde 45.2 52.9 YES
Meyer St Clifford St to Jervois St 37.9 45.0 YES
Norman St Holbrooks Rd to Fernleigh St 40.9 48.6 YES
Pearse St to Hardys Rd 37.5 44.6 YES
North Pde Stephens Ave to Hayward Ave 36.1 43.9 YES
Clifford St to Jervois St 35.4 41.0 YES
Wainhouse St to Northcote St 43.1 50.0 YES
Northcote St Carlton Pde to Henley Beach Rd 37.0 48.2 YES
Pearson St Norman St to Henley Beach Rd 44.7 52.9 YES
Sherriff St Norman St to Henley Beach Rd 35.1 46.1 YES
Ashley St to Golden Glow Ave 34.3 40.3 YES
Shipster St Carlton Pde to Henley Beach Rd 38.8 45.7 YES
Stephens Ave Bray Ave to Ashley St 45.5 55.8 NO
Stuckey Ave Sherriff St to Hardys Rd 42.7 52.9 YES
Wainhouse St Carlton Pde to Henley Beach Rd 43.1 52.6 YES

West St Ashwin Pde to Meyer St 40.9 49.7 YES
Wilford Ave Sherriff St to Hardys Rd 43.8 51.8 YES
Table 7- Mean Speed and 85th Percentile Speed in Thebarton

th
Street Location Mean 85 Meets
Speed Percentile Criteria
(km/h) Speed (km/h) ?
Thebarton
Albert St George St to Chapel St (Local Collector) 36.6 43.9 YES
George St to Maria St 29.1 34.9 YES
Anderson St Walsh St to Port Rd 31.0 38.2 YES
August St South Rd to Neville Rd 32.4 39.6 YES
Ballantyne St South Rd to Neville Rd 34.3 42.5 YES
Brown St to Dew St 34.0 45.0 YES
Bennett St South Rd to Lowe St 26.6 33.5 YES
Cawthorne St Smith St to Light Tce 41.9 50.2 YES
Dew St Henley Beach Rd to Taylors Ln 34.0 40.0 YES
Devon St to Kintore St 39.0 45.7 YES
Ballantyne St to Osman Place 35.0 42.5 YES
Osman Place to West Thebarton Rd 26.1 31.3 YES
George St Filsell St to Dew St (Major Collector) 43.5 51.5 YES
Admella St to Port Rd (Major Collector) 43.2 51.8 YES
Goodenough St Parker St to James Congdon Dr 25.7 31.3 YES
Holland St Light Tce to Smith St (Local Collector) 32.4 39.2 YES
Smith St to Phillips St (Local Collector) 29.7 36.0 YES
James St Phillips St to Smith St 32.0 38.9 YES
Kintore St South Rd to Pearson St 26.4 35.3 YES
Dew St to Parker St 39.4 46.4 YES
Admella St to James Congdon Dr 40.1 47.9 YES
Light Tce Dew St to Albert St 39.1 48.2 YES
Admella St to Port Rd (Proposed Local 42.2 50.8 YES
Collector)
Livingstone St South Rd to Neville Rd 36.9 46.1 YES
Maria St Admella St to James Congdon Dr 31.4 40.0 YES
Neville Rd Ross St to August St 40.1 49.3 YES
Osman Pl West Thebarton Rd to Dew St 31.0 40.0 YES
Parker St Henley Beach Rd to Taylors Ln (Local 28.0 33.1 YES
Collector)
Phillips St Walsh St to Port Rd (Major Collector) 39.3 48.2 YES
James St to Holland St (Major Collector) 43.1 49.3 YES
Rose St South Rd to Taylors Ln 34.4 45.4 YES
Parker St to James Congdon Dr 46.2 55.1 NO
Ross St South Rd to Neville Rd 36.5 45.7 YES
Smith St Walsh St to Port Rd 35.9 45.4 YES
Holland St to Cawthorne St 36.1 42.8 YES
Walsh St Phillips St to Smith St 41.2 50.8 YES
Anderson St to Phillips St 39.1 50.0 YES
Walter St South Rd to Neville Rd 31.5 39.6 YES
West Thebarton South Rd to Lowe St (Major Collector) 47.2 54.4 YES
Rd
The following observations are made in regards to the 85th percentile speeds:
 The 85th percentile speed in Hardys Road between Ashley Street and Ashwin Parade
was 56.9 km/h. As Hardys Road is a major collector road and thus carries a significant
volume of traffic and commercial vehicles, the installation of physical traffic calming
devices to reduce the speed of vehicles may not be appropriate and thus police
enforcement may be used to reduce vehicle speeds.

 The 85th percentile speeds in Cranbrook Avenue and Armour Avenue was 55.8 km/h
and 55.1 km/h respectively (625vpd and 725vpd). These streets are mainly residential
and carry low volumes of traffic. Further investigation into traffic control devices may be
justified depending on community concerns.
 The 85th percentile speeds in Stephens Avenue, north of Ashley Street was 55.8 km/h
(1,030vpd). This street is wide and used to access the industrial area. Narrowing the
perception of the road by line marking it may assist in reducing the speed of vehicles.
Other traffic control devices maybe limited due to trucks requiring access.
 The 85th percentile speeds in Rose Street west of Port Road was 55.1 km/h (860vpd).
This street is wide, mainly residential and carries a low volume of traffic. Further
investigation into traffic control devices may be justified depending on community
concerns.
 Streets where the 85th percentile speeds are below 55km/h but above 50 km/h are listed
and will continue to be monitored – Golden Glow Avenue; Fernleigh Street; Pearson
Street, Ashley Street east of Hardys Road; Hayward Avenue north of Ashley Street;
Ashwin Parade east of Hardys Road; Stephens Avenue, Hayward Avenue, West Street
and Wainhouse Street (between Henley Beach Road and Carlton Parade); West
Thebarton Road, Walsh Street south of Phillips Street; Light Terrace west of Port Road
and George Street.
 The school zones generally have traffic control devices in place such as school
crossings and the 25 km/h school zones. Often Police enforcement is required to
remind motorists to slow down during school pick up and drop off.
3.3. Commercial Vehicles
The percentage of commercial vehicles surveyed in the study area by the traffic counters, are
shown in Appendix C- Data Maps and in the table below. The traffic counts recorded the type
of every vehicle over a one week period. The analysis of the data shows the percentage of
commercial vehicles to the volume of traffic. Commercial vehicles include any truck or bus
greater than 5.5m.
The acceptable percentages of commercial vehicles are:

 Local street – up to 4%
 Local collector road – up to 4%
 Major collector road – up to 10%
Table 8 - Percentage of Commercial Vehicles in Torrensville

Street Location Volume Commercial Meets
(vpd) Vehicles (%) Criteria
?
Torrensville
Armour Ave Holbrooks Rd to Sherriff St –Industrial Zone 725 10.9 NO
(Part)
Ashley Street Holbrooks Rd to Sherriff St (Major Collector 6,191 6.9 YES
and Secondary Freight Route) – Industrial
Zone and Bus Route
Hardys Rd to Stephens Ave – Industrial Zone 2,415 12.0 NO
and Bus Route
Stephens Ave to Hayward Ave – Bus Route 1,448 11.9 NO
Clifford St and Jervois St – Bus Route 385 35.5 NO
Jervois St to East St – Bus Route 300 39.8 NO
Danby St to South Rd (Local Collector) – Bus 1,525 10.7 NO

Route
Ashwin Pde Hardys Rd to Stephens Ave (Major Collector, 4,910 7.5 YES
Primary Freight Route and B Double Route) –
Industrial Zone
East St to South Rd (Major Collector, Primary 10,315 12.4 NO
Freight Route and B Double Route) –
Industrial Zone
Carlton Pde Stephens Ave to Hayward Ave 1,315 1.4 YES
Jervois St to East St 1,700 1.7 YES
Danby St to South Rd 1,330 3.3 YES
Clifford St Ashley St to Meyer St 872 3.3 YES
Ashwin Pde to Meyer St 670 4.1 NO
Carlton Pde to Henley Beach Rd – DCe 1,430 2.3 YES
Cranbrook Holbrooks Rd to Sherriff St 625 5.8 NO
Ave
Danby St Carlton Pde to Henley Beach Rd – DCe 515 5.2 NO
East St Ashwin Pde to Meyer St 1,060 2.4 YES
Meyer St to Ashley St 1,030 2.4 YES
Fernleigh St Norman St to Henley Beach Rd 320 2.1 YES
Golden Glow Holbrooks Rd to Sherriff St 969 2.6 YES
Ave
Hardys Rd Ashwin Pde to Wilford Ave (Major Collector 5,070 8.2 YES
and Secondary Freight Route) -Industrial
Zone
Ashley St to Stuckey Ave (Major Collector) 2,975 3.6 YES
Norman Street to North Pde (Major Collector) 2,633 3.2 YES
Carlton Pde to Henley Beach Rd (Major 2,340 3.5 YES
Collector)
Hayward Ave Ashwin Pde to Howie Ave 710 5.8 NO
Meyer St to Ashley St 1,120 5.7 NO
Carlton Pde to Henley Beach Rd – DCe 830 2.5 YES
Huntriss St Carlton Pde to Henley Beach Rd – DCe 520 2.5 YES
Jervois St Ashwin Pde to Meyer St 405 2.3 YES
Meyer St to Ashley St 651 1.6 YES
Ashley St to North Pde 695 2.0 YES
North Pde to Carlton Pde 792 4.7 NO
Meyer St Clifford St to Jervois St 780 2.5 YES
Norman St Holbrooks Rd to Fernleigh St 1,132 1.5 YES
Pearse St to Hardys Rd 690 1.3 YES
North Pde Stephens Ave to Hayward Ave 1,310 1.7 YES
Clifford St to Jervois St 1,105 1.6 YES
Wainhouse St to Northcote St 1,215 2.0 YES
Northcote St Carlton Pde to Henley Beach Rd – DCe 435 5.1 NO
Pearson St Norman St to Henley Beach Rd 855 2.1 YES
Sherriff St Norman St to Henley Beach Rd 290 2.4 YES
Ashley St to Golden Glow Ave 1,040 4.3 NO
Shipster St Carlton Pde to Henley Beach Rd – DCe 1,470 2.4 YES
Stephens Ave Bray Ave to Ashley St – Industrial Zone 1,030 10.9 NO
Carlton Pde to Henley Beach Rd 655 2.8 YES
Stuckey Ave Sherriff St to Hardys Rd 338 1.3 YES
Wainhouse St Carlton Pde to Henley Beach Rd – DCe 1,120 3.2 YES
West St Ashwin Pde to Meyer St 605 2.9 YES
Carlton Pde to Henley Beach Rd – DCe 920 0.3 YES
Wilford Ave Sherriff St to Hardys Rd – Industrial Zone 1,020 8.4 NO

Table 9 - Percentage of Commercial Vehicles in Thebarton
Street Location Volume Commercial Meets
(vpd) Vehicles (%) Criteria
?
Thebarton
Albert St George St to Chapel St (Local Collector and 1,770 9.4 NO
Proposed Secondary Freight Route) –
Industrial Zone
George St to Maria St – Industrial Zone 1,442 4.2 NO
Anderson St Walsh St to Port Rd Secondary Freight 471 12.1 NO
Route) – Industrial Zone
August St South Rd to Neville Rd 155 2.5 YES
Ballantyne St South Rd to Neville Rd 255 2.6 YES
Brown St to Dew St 182 2.6 YES
Bennett St South Rd to Lowe St – Industrial Zone 327 5.3 NO
Cawthorne St Smith St to Light Tce – Industrial Zone 748 8.4 NO
Dew St Henley Beach Rd to Taylors Ln 1,725 2.2 YES
Devon St to Kintore St 854 3.1 YES
Ballantyne St to Osman Place 579 2.8 YES
Osman Place to West Thebarton Rd – 619 4.2 NO
Industrial Zone
George St Filsell St to Dew St (Major Collector and 4,890 6.6 YES
Secondary Freight Route) – Bus Route
Admella St to Port Rd (Major Collector and 3,350 9.5 YES
Secondary Freight Route) – Industrial Zone
and Bus Route
Goodenough Parker St to James Congdon Dr – 455 5.0 NO
St Commercial Zone
Holland St Light Tce to Smith St (Local Collector) 744 5.4 NO
Smith St to Phillips St (Local Collector) 630 3.8 YES
James St Phillips St to Smith St 501 5.2 NO
Kintore St South Rd to Pearson St 415 5.5 NO
Dew St to Parker St 667 2.8 YES
Admella St to James Congdon Dr - 840 8.9 NO
Commercial Zone
Light Tce Dew St to Albert St – Industrial Zone 1,180 4.1 NO
Admella St to Port Rd (Proposed Local 1,510 6.1 NO
Collector and Proposed Secondary Freight
Livingstone St South Rd to Neville Rd 230 2.1 YES
Maria St Admella St to James Congdon Dr – 335 4.3 NO
Commercial Zone
Neville Rd Ross St to August St 791 2.8 YES
Osman Pl West Thebarton Rd to Dew St – Industrial 111 24.6 NO
Zone
Parker St Henley Beach Rd to Taylors Ln (Local 1,590 3.2 YES
Collector)
Phillips St Walsh St to Port Rd (Major Collector and 7,565 9.4 YES
Primary Freight Route) – Industrial Zone and
Bus Route
James St to Holland St (Major Collector and 7,123 9.3 YES
Primary Freight Route)
Rose St South Rd to Taylors Ln 1,055 2.2 YES
Parker St to James Congdon Dr 860 3.5 YES
Ross St South Rd to Neville Rd 380 1.8 YES
Smith St Walsh St to Port Rd (Secondary Freight 1,370 8.2 NO
Route and B Double Route) – Industrial Zone
Holland St to Cawthorne St 686 4.6 NO
Walsh St Phillips St to Smith St (Proposed Secondary 1,130 16.2 NO
Freight Route and B Double Route) –
Industrial Zone

Anderson St to Phillips St (Secondary Freight 657 11.9 NO
Walter St South Rd to Neville Rd 340 3.7 YES
West South Rd to Lowe St (Major Collector and 7,510 10.4 NO
Thebarton Rd Primary Freight Route) – Industrial Zone and
Bus Route
The following observations are made in regards to the traffic data collected on commercial
vehicles in the Thebarton area:
 The majority of Torrensville has below 4% commercial vehicles on the local streets. This
is likely due to the current traffic control devices in place such as roundabouts and the
No Truck signs which were installed in 2008 for the majority of the area to prevent
trucks going into the residential zones.
 The percentage of commercial vehicles is greater than the 10% recommended for a
major collector road on the eastern end of Ashwin Parade. This is not considered
unreasonable given the surrounding industries, the street being a primary freight route
and a B Double route.
 Ashley Street between Hayward Avenue and East Street, where the road closures
(buses expected) are located has a very high percentage of commercial vehicles. This
is due to Ashley Street being a bus route and low volume of cars. Ashley Street to the
west of South Road has a high percentage of commercial vehicles, again due to the bus
route and this is not considered unreasonable.
 Ashley Street between Hardys Road and Hayward Avenue, Stephens Avenue north of
Ashley Street and Hayward Avenue north of Ashley Street have commercial vehicle
percentages greater than 4%. Ashley Street (between Hardys Road and Stephens
Avenue) and Stephens Avenue are both located within the industrial area. Ashley
Street (between Stephens Avenue and Hayward Avenue) and Hayward Avenue is a
residential zone and has No Truck signs. Enforcement of the No Truck signs should be
undertaken by the Police.
 Cranbrook Avenue, Armour Avenue, Wilford Avenue and Sherriff Street (Ashley Street
to Golden Glow Avenue) have commercial vehicle percentages greater than 4%. Wilford
Avenue is within an industrial area and either end of Armour Avenue is industrial.
Cranbrook Avenue is all residential. No Truck signs could be installed in the residential
zones of Cranbrook Avenue and Armour Avenue. Sherriff Street already has No Truck
signs and enforcement could be undertaken by the Police.
 Clifford Street between Meyer Street and Ashwin Parade has 4.1% of commercial
vehicles. This could be due to buses and truck servicing Thebarton School and the
community facilities at the end of Myer Street. There are No Truck signs in Clifford
Street which could be enforced by the Police.
 Jervois Street between Carlton Parade and North Parade also has 4.1% commercial
vehicles. There are No Truck signs in this street which could be enforced by the Police.
 Northcote Street and Danby Street between Henley Beach Road and Carlton Parade
have a percentage of commercial vehicles of 5.1% and 5.2% respectively. This is likely
due to the low volume of traffic and the Henley Beach Road district zone.
The following observations are made in regards to the traffic data collected on commercial
vehicles in the Torrensville area:

 West Thebarton Road has 10.4% of commercial vehicles. This is not considered
unreasonable as this is a major collector road which can carry up to 10% commercial
vehicles.
 Bennett Street has 327vpd with 5.3% of these being commercial vehicles (17 in total),
Osman Place has 111vpd with 24.6% of these being commercial vehicles (27 in total)
and Dew Street between Osman Place and West Thebarton Road has 619vpd with
4.2% of these being commercial vehicles (26 in total). These streets are in an industrial
area, hence the volume of commercial vehicles is not considered unreasonable.
 James Street has 5.2% commercial vehicles, Smith Street (between Holland Street and
Cawthorne Street) has 4.6% commercial vehicles, Holland Street (between Light
Terrace and Smith Street) has 5.4% commercial vehicles and Kintore Street (South
Road to Dew Street) has 5.5% commercial vehicles. The installation of No Truck signs
could be used in these residential zones to address the percentage of commercial
vehicle being over the recommended 4%.
 Maria Street to the west of Port Road and Albert Street (between George Street and
Maria Street) has 4.3% and 4.2% commercial vehicles. The sites are in the industrial
zone where commercial vehicles access businesses and thus are not considered
unreasonable.
 Kintore Street and Goodenough Street to the west of Port Road have the following
percentage of commercial vehicles being 8.9% and 5.0%. The traffic counters for these
sites were located near Port Road in the industrial zone. If there is intrusion into the
residential zone by trucks this could also be addressed by the installation of No Truck
signs in the residential areas.
 Walsh Street (Phillips Street to Smith Street) and Smith Street (Walsh Street and Port
Road) the percentage of commercial vehicles are high, being 16.2% and 8.2%
respectively. These streets are in an industrial zone and service Coca-Cola hence the
high use by commercial vehicles. It is proposed to make this section of Walsh Street a
secondary freight route due to the changes that occurred to the network when the Coast
to Coast tram line was installed along Port Road. These streets are also B Double
routes.
 Light Terrace (Port Road to Albert Street) and Albert Street (Light Terrace to George
Street) have 6.1% and 9.4% commercial vehicles receptivity. Due to the banning of the
right turn movement at George Street onto Port Road and the installation of traffic lights
at Port Road / Light Terrace, vehicles from the north now access the area via the above
route and it is proposed to make this a secondary freight route.
 Light Terrace (Albert Street to Dew Street) has 4.1% commercial vehicle. This section of
Light Terrace is zoned residential on the northern side and industrial on the southern
hence the percentage of commercial vehicles is not unreasonable.
 Cawthorne Street (Smith Street to Light Terrace) has 8.4% commercial vehicles. The
west side of the street is residential and the east side of the street is industrial being the
back of the Coca-Cola premises. There are no driveways into the Coca-Cola premises
on Cawthorne Street and thus no need for commercial vehicles to use the street.
Commercial vehicles in the area should use Albert Street / Light Terrace and Walsh
Street / Smith Street. It could therefore be possible to ban commercial vehicles using
Cawthorne Street (Smith Street to Light Terrace), through the installation of No Truck
signs.

 Walsh Street (Phillips Street to Port Road) has 11.9% commercial vehicles and
Anderson Street (Walsh Street to Port Road) has 12.1% commercial vehicles. This is
likely due to commercial vehicles accessing SA Brewery and other businesses in the
street. This is not considered unreasonable given that it is in an industrial zone and
forms part of the secondary freight route.
3.4. Crash Data
The crash data for the LATM area was obtained from the most recent State Government
information for State and National Black Spot funding. Submissions for Black Spot funding can
be obtained either through a road safety audit or if there have been three or more injury
crashes at an intersection. Council reviews the crash data annually and submits State and
National Black Spot funding applications where applicable.
The crash data shows the injury and fatality crashes within the LATM area. The crash data is
over a five year period between 2008 and 2012 (inclusive) and is shown in Appendix C – Data
Maps.
The crash data shows that between 2008 and 2012 there were no fatalities within the
Torrensville and Thebarton area. There were a large majority of injury crashes on the arterial
roads, which is not unexpected given the high traffic volumes on these roads. The arterial roads
fall under the care and control of the State Government, who are responsible for reviewing the
crash data. This LATM scheme will focus on the crashes on Council roads.
Within the Torrensville and Thebarton area there were a number of single incident injury
crashes over the 5 year period. This is not considered unreasonable however these locations
continue to be monitored. Locations where there were two or more injury crashes are examined
below.
In the Torrensville area, the following detailed crash information is provided and these locations
will be reviewed as part of the LATM scheme:
 Hayward Avenue and Carlton Parade intersection - three injury crashes.

These crashes were all right angle crashes, with vehicle heading west not giving way to
vehicle heading north. One of the crashes involved a cyclist heading west.
 Hardys Road and Ashley Street intersection - two injury crashes.

These crashes were both right angle crashes, with vehicle heading north not giving way
to vehicle heading west. One of the crashes also involved a vehicle heading east.
 North Parade and West Street intersection – two injury crashes.

These crashes were both right angle crashes, with vehicle heading south not giving way
to vehicle heading west.
 Sherriff Street and Norman Street intersection – two injury crashes.

These crashes were both right angle crashes, with vehicle heading south not giving way
to vehicle heading west.
In the Thebarton area, the following detailed crash information is provided and these locations
will be reviewed as part of the LATM scheme:
 George Street and Dew Street intersection – five injury crashes.

Three of the injury crashes were right angle crashes, with vehicles heading north not
giving way to either vehicles heading east (two) or west (one). One crash was a right
angle crash with vehicle heading south not giving way to vehicle heading west. The
other crash was a rear end from vehicles heading west.

 Phillips Street and West Thebarton Road – four injury crashes.
Two head on crashes, one rear end crash with vehicles heading west and one
pedestrian hit heading south by vehicle heading east.
 Phillips Street and Holland Street intersection - two injury crashes.

These crashes both involved a cyclist heading south, colliding with a vehicle heading
west.
 Rose Street and Parker Street intersection - the two injury crashes.
These crashes both involved a cyclist heading north colliding with vehicle heading east.

4. Pedestrian Facilities
4.1. Infrastructure
Under the Disability Discrimination Act (DDA) 1992 it is a requirement that there is a footpath
on one side of all roads, for the safety and accessibility of pedestrians. Local and major
collector roads should have a footpath on both sides of the road for the safety of pedestrians.
As part of Council’s asset management plans, the construction of new footpaths based on the
requirements above were prioritised on four criteria being the hierarchy of the road, the existing
condition of the footpath, the surrounding land use and proximity to pedestrian generators. The
installation of new footpaths was adopted by Council as part of the Footpath Infrastructure
Asset Management Plan 2012.
In the Thebarton and Torrensville area new footpaths are planned to be installed at the
following locations:
 Eastern side of Hayward Avenue north of Ashwin Parade
 Eastern side of Holland Street north of Phillips Street.
 Western side of Queens Street
In the Thebarton area some laneways do not have footpaths as the road widths are too narrow
to accommodate a footpath.
In Torrensville at the intersection of Ashley Street and Sherriff Street the footpath on the north-
east side is approximately 1m wide which is not wide enough to provide a pram ramp. The
footpath on the north-west side is on private property. This should be addressed so that
pedestrians can safety cross at this intersection.
4.2. Pedestrian Generators
The primary and high schools within the study area are one of the main pedestrian generators.
The infrastructure that is currently located at the schools is listed below:
 Torrensville Primary School – emu crossing in North Parade
 Thebarton Senior College – driveway links to slow traffic down in East Street
 St George Junior and Senior College – pedestrian island in Rose Street, roundabout at
Rose Street / Dew Street and emu crossing in Dew Street
 Temple Christian College – emu crossing in Henley Beach Road slip lane
Other large pedestrian generators in the study area include Child Care Centres, the Henley
Beach Road district centre, Foodland supermarket in George Street / Dew Street, children’s
playground particular the one opposite Danby Street, reserves and the River Torrens shared
use path.
Within the study area the Linear Park shared use path runs along the River Torrens in the
Torrensville area. The section of the Linear Park on the southern side of the river is under the
care and control of the City of West Torrens. The City of Charles Sturt is responsible for the
path on the northern side of the river. Council has and is continuously maintaining and
improving this significant recreational facility.
4.3. Henley Beach Road
While Henley Beach Road is a road under the control and management of the State
Government, Council has approached them to consider ways to manage pedestrian and traffic
conflicts within the district centre zone from Hayward Avenue to South Road.

This shopping zone section of Henley Beach Road operates in such a way whereby
pedestrians cross over a wide area, between places that they wish to visit, often outside of
designated crossing points such a pedestrian signals. Due to the level difference between the
eastbound and westbound lanes and the narrow width of the central median, there is a
relatively steep slope in the central median surface. The protection afforded to pedestrians
waiting in the central median is therefore far less than in other main roads, where the central
median is much wider and generally flat.
In February 2010 Council resolved that the administration seek further discussions with the
State Government to reduce the speed limit of Henley Beach Road between Hayward Avenue
and South Road (extent of the DCe) from 60 km/hr to 50 km/hr.
The reduction in speed would improve pedestrian safety. It is viewed that the reduction in
speeds would have little impact on traffic flow along Henley Beach Road. The reduction in
speed limit would also assist drivers negotiate the narrow kerbside lane when cars are parked
along Henley Beach Road and thus reduce the number of side swipes to parked cars and rear
end crashes.
4.4. Behaviour Change
The Stage Government undertakes a variety of programs with the support of local Councils to
encourage people to walk, cycle or use public transport to reduce car use. Such programs
include TravelSmart and WAY2GO.
TravelSmart helps people explore and assess their transport option with the aim of reducing car
use. Grants are available to businesses to encourage alternative modes of travel. The State
Government has previously undertaken household programs in which a representative contacts
and works with the household to reduce their car use.
The WAY2GO schools program looks at infrastructure issues at primary schools and
encourages more active travel modes such as cycling and walking. As part of the program
Council has installed school emu crossings and reviewed the parking and traffic management
around schools. The State Government works with the schools to encourage students and thus
parents to reduce their car usage.

5. Cycling Facilities
5.1. Bikedirect network
The City of West Torrens Strategic Bicycle Plan was adopted by Council in 2007. The plan
provides a framework for the development and improvements of cycling routes within the City
of West Torrens. A number of cycling routes are identified within this LATM study area and are
part of the Bikedirect network.
Bikedirect is a network of bicycle routes across the Adelaide metropolitan area that
was developed to encourage cycling. The Bikedirect maps provide options for people with
different needs and abilities and show main roads, bicycle lanes, local streets and off-road
paths. The Bikedirect network within the Torrensville and Thebarton area is shown in Figure 13
and in Appendix C – Data Maps.
Within the Torrensville and Thebarton area Ashwin Parade, West Thebarton Road / Phillips
Street, Clifford Street, Holland Street, Albert Street, Parker Street and George Street (Parker
Street to Port Road) are classed as secondary roads for cyclists. These roads are convenient
connections for cyclists to the main roads and /or shared use paths.
Ashwin Parade has a part time bike lane on the northern side and a wide shoulder on the
southern side of the road. West Thebarton Road / Phillips Street have bike lanes on both sides
of the road. Clifford Street, Holland Street, Albert Street, Parker Street and George Street
(Parker Street to Port Road) have no bike lanes but should provide reasonable cycling
conditions to connect to bike lanes and/or shared use paths.
Due to the traffic changes in the Thebarton area from the Coast to Coast tram line along Port
Road, it is proposed that the Bikedirect routes in the Thebarton area be re-assessed. In
particular, Albert Street between Light Terrace and George Street route should be assessed as
this is proposed to become a secondary freight route.
5.2. River Torrens Linear Park
The River Torrens Linear Park within the City of West Torrens runs along the southern side of
the river and terminates on Ashwin Parade on the western side of the Brickworks. The southern
path is disjointed on some sections but does provide good cycling and pedestrian facilities for
local trips. Near Chatswood Grove and Holland Street, there are bridges to allow cyclists to
cross between the two sides of the river. Holland Street bridge is currently closed and under
review for reconstruction.
The northern side of the River Torrens Linear Park is the main cycling route, which is within the
City of Charles Sturt. Grade separation is provided on the northern path at major crossing
points of Holbrooks Road, South Road and Port Road.
Within the Strategic Bicycle Plan (2007) it was recommended that a detailed investigation of
options for upgrading the shared use path at the rear of the Brickworks to Hardys Road be
undertaken. This recommendation was driven by Ashwin Parade being reconstructed and the
previous bicycle lanes on the road being replaced with a part-time bike lane on the northern
side during peak hours and a wide kerbside lane on the southern side.
The current path along the southern side of the River Torrens is characterised by narrow widths
on sections due to property boundaries and embankments. A suspended deck would likely be
required to widen the path. Another option is to provide a new bridge crossing where the
current weir is located to the west of the Brickworks site to allow cyclists and pedestrians to
cross to the northern side of the river. Alternatively, as existing properties that back onto the

river are redeveloped additional land from these redevelopments are secured to provide a
wider path in the future.
This last option is being used to hopefully secure land between Hardys Road and the existing
shared use path in Chatswood Grove, Underdale. At present there is a pedestrian only path
due to width constraints. The additional land secured by Council will enable the path to be
widened and become a shared use path for cyclists and pedestrians. Council has received
State Government Bicycle Funding for two-third of the cost of this project.
5.3. Arterial Roads and Reserves
Council has also constructed shared use paths around the Kings Park Reserve when it was
redeveloped, thus linking Ashwin Parade with Ashley Street. A refuge island was located on
Ashwin Parade to link Kings Reserve to the River Torrens Linear Park.
Adjacent to Port Road there is a shared use path which connects to the River Torrens Linear
Park (northern side), Henley Beach Road via the Urban Forrest and the City of Adelaide. This
path is under the care and control of the City of Adelaide. Along Port Road and James
Congdon Drive there are permanent bike lanes on these roads.
Henley Beach Road has part time bike lanes to cater for peak cycling flows into and out of the
City of Adelaide which coincide with the Clearway times. On the northern side the bike lanes
operate between 7.30am to 9.30am, Monday to Friday and on the southern side the bike lanes
operate between 4pm and 6pm, Monday to Friday. However, on the northern side there is no
Bike Lane between Danby Street and South Road and on the southern side between Falcon
Avenue and South Road, due to intersection constraint at South Road / Henley Beach Road
intersection. On the northern side between South Road and Parker Street there is no bike lane
due to road width constraints. The State Government is responsible for these bike lanes and
ensuring that there is a continuous bike lane where possible.
To encourage people to cycle within our community and to stop at our local facilities, Council
has been installing bike racks on footpaths at strategic locations where there is sufficient room.
Bike racks have recently been installed on the majority of side roads along Henley Beach Road
within the district centre.
One of the main concerns generally raised by cyclists and pedestrians alike are conflicts
between the two groups on shared use paths. The Australian Road Rules (under the Road
Traffic Act 1961), rule 250 (2) states that “the rider of a bicycle riding on a footpath or shared
path must: (a) keep to the left of the footpath or shared path unless it is impracticable to do so;
and (b) give way to any pedestrian on the footpath or shared path.” It is also considered
reasonable to expect pedestrians to keep to the left and allow cyclists to pass.

Figure 13 – Bikedirect
Map for the Torrensville
and Thebarton area

6. Public Transport Facilities
6.1. Bus Routes
The main east-west bus route is along Henley Beach Road, which is classed as a Go Zone for
peak hour travel. The other bus routes in the Torrensville and Thebarton area are shown in
Figure 14 and include Holbrooks Road, Ashley Street, South Road, West Thebarton Road /
Phillips Street, George Street and Port Road.
Figure 14 – Adelaide Metro Network Map 2014
The design of traffic control devices on local streets which form part of a bus route need to
accommodate a normal bus plus consideration given to the infrequent articulated bus.
Ashley Street has been a bus route prior to the road closures (buses excepted) in the 1980s.
When the road closures occurred the Public Transport Division was consulted and Ashley
Street was required as a bus route to service the Torrensville area. Due to the development of
the Brickworks site, there is the possibility that buses may divert to Ashwin Parade instead of
using Ashley Street in future.
In Meyer Street east of Jervois Street and in East Street between Ashwin Parade and Ashley
Street there are bus restrictions for buses greater than 7m. These restrictions were put in place
due to a Council resolution in 2013, following concerns from the Thebarton Aquatic Centre
about large buses not being able to safety turn at the end of Meyer Street. The restrictions
allow small buses to be able to still access the centre. Large buses are catered for at a bus
stop on the northern side of Ashley Street near the Thebarton Senior College and access to the
centre is through the Thebarton Senior College.

6.2. Tram Routes
The Thebarton area has the tram line that runs along Port Road from the Adelaide
Entertainment Centre into the City of Adelaide (Coast to Coast Light Rail Stage 2) and onto
Glenelg. The vision for the tram line is that it will connect onto West Lakes, Port Adelaide and
Semaphore. The section of tram line on Port Road between the Adelaide Entertainment Centre
and the City of Adelaide was undertaken in 2009 and opened for full scheduled services in
March 2010. The project includes a 'Park and Ride' facility at the Adelaide Entertainment
Centre which provides an alternative to driving and parking in the City. To facilitate the Park
and Ride, the tram has been made free for all users between the Adelaide Entertainment
Centre and the City of Adelaide.
The State Government draft Integrated Transport and Land Use Plan proposes new tram
network to the Henley Beach via Henley Breach Road with a link to the airport via Airport Road.
6.3. Bus Stops and Shelters
The Disability Discrimination Act 1992 (DDA) requires that all public transportation stops are
constructed in a manner that meets the DDA requirements and the relevant Australian
Standards by 2022. This means that all buses must have a hardstand area, ground surface
indicators, adequate width for a wheel chair and connect to a footpath. Also, bus stop seats and
shelters must comply too. The City of West Torrens is currently undertaking an audit of all our
bus stops to ensure that the above requirements are met.
The installation of new bus shelters is the responsibility of the State Government. Council has a
Memorandum of Understanding (MOU) with the State Government in which they supply the
shelter and Council installs and undertakes any ground works to make the stop DDA compliant.
The current MOU is for 7 shelters per year from 2010 to 2014 and it is envisaged that this MOU
will be extended. Bus stops and shelters in the Torrensville and Thebarton area will be
upgraded where appropriate through this ongoing program.
To encourage the use of public transport and thus reduce car use, there are Travel Demand
Management (TDM) programs in place. TDM is aimed at modifying travel behaviour to reduce
or redistribute travel demand and improve the utilisation of existing resources. TDM initiatives
include reducing single-occupant car use and encouraging more sustainable transport choices
to meet travel needs. Hence, TDM not only includes the use of public transport but also
walking, cycling, carpooling or working from home.
The Stage Government undertakes a variety of TDM programs with the support of local
Councils. TDM measures include:
 Educational and awareness campaigns
 Workplace travel plans
 Tele-working opportunities
 Flexible working hours
 Car pooling
 School programs
 Household travel programs
 Intelligent transport systems (ie real time travel information)
 Parking supply measures
 Parking prices

7. Urban Design and Amenity
Torrensville and Thebarton started to be developed in the 1840s and have evolved over time
with a mix of commercial, industry and residential developments within the area which are often
constrained by narrow streets and limited parking. The urban design and amenity of the area
needs to be considered as part of any new traffic or parking management plans and to enhance
the area.
West Thebarton Road / Phillips Street is one such street where urban design and amenity is
being taken into account. The road pavements are approaching the end of their useful life and
the street is due for reconstruction shortly. As part of the reconstruction it is considered
opportune, to underground the power lines at the same time. The undergrounding of the power
lines would contribute to providing a more consistent road cross section, wider traffic lanes,
better defined parking lanes and bicycle lanes and improved landscaping and street scaping
along the road which is a major collector road. A funding application to the Power Line
Environment Committee (PLEC) has been undertaken regarding undergrounding the power
lines.
The Residential / Industrial Interface Study (2013) noted that there was a harsh interface
environment between residents and the industrial area along Ashley Street from Holbrooks
Road to Stephens Avenue and along Stephens Avenue from Ashley Street to Bray Avenue.
Hence, like West Thebarton Road if this road is to be reconstructed then the urban design and
amenity should be taken into account.
Street lighting assists in creating an enjoyable urban design and amenity. Street lighting on
Council owned streets are generally assessed and upgrades undertaken when a road is
reconstructed. The cost of upgrading the street lighting is borne by Council. Minor changes to
street lighting are undertaken on a request basis. The installation of lighting on shared use
paths has steadily been occurring throughout the City.
Council will be redeveloping the verge area fronting the Urban Forest on James Congdon Drive
to improve the urban design and amenity of the area. The works will increase the
environmental and biodiversity value of the precinct though extension of the existing Urban
Forest landscape pallet into the verge area through the inclusion of Water Sensitive Urban
Design (WSUD) installations. The works will include the extension to existing car parking area
to cater for the increasing demand for parking in the area.
Urban design and amenity can be used to create vibrant and busy commercial and cafe zones
whilst encouraging walking, cycling and public transport. Additionally it can be used to create
shared use zones of open community space, pedestrian traffic, cycling facilities and vehicle
use. One such example is Bank Street in the City of Adelaide. This sort of treatment could be
considered for the high density developments proposed along Port Road and Henley Beach
Road.

8. On-Street Parking
Within the Torrensville and Thebarton area there is a limited amount of on-street parking
spaces available. The on-street parking within the study area is often shared between the
different parking characteristics of the area. For example, during normal business hours the
retail and commercial land uses generated high parking demands. During the evening,
residents and their visitors generated on-street parking.
As indicated earlier, many of the business and schools in the study area have limited or no off-
street parking. These businesses and schools have been operating for many years and have
relied on on-street parking. In the study area there are competing parking demands not only
generated from residential properties, schools and businesses, but from other users such as
commuters parking in the study area and travelling via public transport into Adelaide.
8.1. Parking Permit Policy
In July 2010, the City of West Torrens adopted a new Parking Permit Policy. This policy sets
out when residents, community service personnel, trades persons and/or visitors are able to
obtain an exemption to park a car in excess of time limited parking controls in an area where
the resident lives.
The policy is explained in more detail in Councils information flyer to the community shown in
Figure 15. The eligibility criteria for each type of permit are shown below which allows the
permit holder to be able to park in Resident Only Zones of a nominated precinct and park
beyond the time limit displayed in time limited areas (1P, 2P, 3P) of a nominated precinct.
Residential Parking Permit Criteria:

 be a resident of the City of West Torrens
 nominate a vehicle to which the permit will apply (the vehicle must be registered
 to you at your address or be a work vehicle in private use)
 have no or insufficient space on your premises to park that vehicle
 have genuine difficulty finding parking for that vehicle close to your premises
 not exceed the maximum limit of two permits per residence.
Community Service Parking Permit (ie. a carer) Criteria:

 the client is a resident of the City of West Torrens
 the applicant is a registered / legitimate carer
 the vehicle is registered to the carer.
Temporary Parking Permits (ie. visitors, contractors or resident vehicle when your usual off-
street parking space is temporarily unavailable due to building renovations) Criteria:
 nominate a vehicle to which the permit will apply
 provide details of the vehicle registration and period for which the temporary
permit is sought
 have genuine difficulties finding parking for that vehicle close to your premises
 provide sufficient information to explain why the vehicle cannot be physically
 accommodated on-site for the temporary period
 not exceed the maximum limit of two permits per residence.
Each resident has the opportunity to purchase a booklet of 12 visitor vouchers to be used in a
calendar year. Each voucher is valid for a full day from the restrictions on parking in 1P, 2P and
3P areas in a resident’s precinct.

Visitor Vouchers Criteria:
 submit your form along with proof of residence (see below)
 agree to the conditions of use.
Figure 15 – Parking Permit Information

8.2. Narrow Roads
Under the Australian Road Rules, a 3m wide lane must be available for traffic access. Streets
which are narrower than 7.6m are not able to accommodate parking on both sides of the road.
If the street is less than 6m wide then parking may need to be prohibited on both sides of the
road.
Within the Torrensville and Thebarton area, there are a number of narrow roads / laneways
which are below 7.6m wide. A review of the parking controls in these streets should be
undertaken. The table below shows the streets that are less than 7.6m wide.
In March 2010 a petition was received by Council due to concerns from residents over the
width of Maria Street not being able to accommodate parking and two way traffic. Council
resolved that as part of the LATM scheme, the possibility of making Maria Street one way to be
investigated.
Table 10 - Narrow Roads within the Torrensville and Thebarton Area

Asset ID # Road Description Suburb Length Width
1608 Admella St (George St to End) Thebarton 47.02 6.2
1609 Admella St (Light Tce to End) Thebarton 42.21 3.4
1628 Albert St (Maria St to Kintore St) Thebarton 70.08 5.6
1757 Ballantyne St (Dew St to Brown St) Thebarton 264.0 5.0
1758 Ballantyne St (Brown St to Lowe St) Thebarton 88.99 5.0
1844 Ballantyne St (Lowe St to South Rd) Thebarton 201.0 5.4
1785 Bennett St (South Rd to Brown St) Thebarton 282.18 5.55
2214 Dalgleish St (End to West Thebarton Rd) Thebarton 188.26 6.05
87430 Harley Pearson Lane Thebarton 175.0 4.0
2702 Kintore L (South Rd to User Ch 250) Mile End 249.85 4.4
2703 Kintore L (User Ch 250 to Dew St) Mile End 76.82 4.4
2828 Lowe St (Ballantyne St to Bennett St) Thebarton 82.13 5.2
2829 Lowe St (Bennett St to West Thebarton Rd) Thebarton 100.02 5.9
2954 Maria St (James Congdon Dr to User Ch 110) Thebarton 108.11 4.8
2955 Maria St (User Ch 110 to Albert St) Thebarton 200.72 5.3
2956 Maria St (Albert St to Dew St) Thebarton 191.52 4.8
25703 Moore Lane Thebarton 61.05 5.0
3426 Neville Road (Walter St to Ballantyne St) Thebarton 56.80 3.2
3435 Northcote St (Carlton Pde to North Pde) Torrensville 200.04 5.7
3093 Pearson Street Thebarton 130.99 5.3
3209 Queen Street Thebarton 271.11 5.1
3325 Reid Street Thebarton 91.14 2.7
3580 Ronald Street Thebarton 114.02 5.0
3581 Rose Lane Mile End 179.76 4.9
3294 Taylors L (James Congdon Dr to User Ch 250) Mile End 249.85 5.6
3295 Taylors L (User Ch 250 to Parker St) Mile End 73.97 5.6
3296 Taylors L (Parker St to Dew St) Mile End 188.11 5.4
3380 Taylors L (Dew St to User Ch 190) Mile End 189.48 5.4

8.3. Existing Parking Controls in Torrensville
The existing parking controls in the Torrensville area are shown in Appendix B – Current
Parking Controls. The parking controls have been put in place to either provide a safe
environment for vehicles to be able to travel along the road though No Stopping controls or
parking zones such as 1hour parking, to provide access for residents and/or patrons to
businesses to be able to park in the street. The appendix also shows the bus zones, no parking
restrictions (ie for football events at Thebarton oval), restricted zones (ie loading zones and taxi
zones) and permit zones (ie disabled parking zones).
One of the outcomes of the Transport Strategy was the recommendation to instigate area-wide
parking reviews for the five key areas identified and to formulate parking measures on a
strategic level for each of these areas. The Torrensville Distinct Centre (DCe) is one of these
five key areas for investigation. A report was presented to Council in April 2010, outlining the
extensive parking study undertaken for the Torrensville Distinct Centre.
The quantification of the parking demands and the extensive surveys undertaken as part of the
study have shown that:
 There is good compliance with the existing parking controls that are present, therefore a
recommendation to increase parking enforcement from what Council is currently doing,
does not appear to be necessary.
 When considered as a whole area, there is spare capacity available in off-street car
parks and on-street parking, such that the “juggling” between residential parking
demand and non-residential parking demand through the use of parking controls does
not appear to be warranted at present. However, it is acknowledged that from time to
time, there would be requests from residents to implement or amend parking controls to
address impacts of parking intrusion from the DCe and these would be dealt with in
accordance with the process outlined in Section 8.1 of the Transport Strategy.
Since the report was undertaken there appears to be a slight increase in the number of
commuters parking near Henley Beach Road, probably to access the bus into Adelaide City.
Within the Torrensville area there are a few locations where business parking is overspilling
into residential streets such as Stephens Avenue and Hayward Avenue. At these locations, if
requested by the residents, then a review of the current parking demand and controls should
occur and time limited parking possibly put in place.
Around the Thebarton Oval parking controls have been put in place to provide a safe
environment and two way traffic flow when football matches are held. Parking is prohibited in
certain streets close to the oval when football matches occur.
The Thebarton Senior College and Aquatic Centre generate a reasonable amount of on-street
parking in the area, as there is limited on-site parking for vehicles. Time limited parking has
been put in place to provide turnover of vehicle for the college and aquatic centre and enable
residents to be able to park in their street for the time indicated on the parking sign.
Torrensville Primary School is located within the Torrensville area. There are limited parking
restrictions in the street, as there is a reasonable amount of on-street parking outside the
school gates in Hayward Avenue which is also a cul-de-sac and thus provides a safe
environment for the children to be picked up and dropped off.
Disabled zones have been provided at a few locations in the study area on-street. These zones
are located on the side roads off Henley Beach Road and provide access for people with a
disability permit to be able to park in close proximity to the businesses in the district zone on

Henley Beach Road. However, the zones do not comply with the current standards and it would
be beneficial to renew the zone to the current standard.
Bicycle lanes and clearways are located within the study area, in particular on Henley Beach
Road and South Road. These existing controls provide a balance of parking for shops and
business along Henley Beach Road as well as clearance for vehicular traffic in peak periods.
8.4. Existing Parking Controls in Thebarton
The existing parking controls in the Thebarton area are in Appendix B – Current Parking
Controls. The parking controls have been put in place to either provide a safe environment for
vehicles to be able to travel along the road though No Stopping controls or parking zones such
as 1hour parking, to provide access for residents and/or patrons to businesses to be able to
park in the street. The appendix also shows the bus zones, no parking restrictions (ie school
drop off and pick up areas), restricted zones (ie loading zones) and permit zones.
Time limited parking controls are mainly located adjacent to Henley Beach Road and Port Road
where there is overspill from businesses or commuter parking. The time limit parking controls
have been put in place to prevent vehicles parking all day in the street. This allows residents,
visitors and customers to businesses to be able to park on-street for the time indicated.
The extension of the tram line along Port Road has increased commuter parking in the
Thebarton area mainly adjacent to Port Road, along with the construction of the Royal Adelaide
Hospital (RAH) and South Australian Medical Research Institute (SAMRI) Developments. It is
unlikely that when the RAH and SAMRI construction is finished that commuter parking will
decrease, as this will likely be replaced by staff and visitors of the RAH and SAMRI.
Adjacent to Henley Beach Road there are significant time limited parking controls in place to
prevent all day parking in the street from businesses and commuters, probably catching the bus
or walking into Adelaide City.
To assist in providing parking to all residents and businesses in the area, further time limited
parking controls maybe required. A review of the current parking demand and controls should
occur and time limited parking control put in place where requested and supported by the
majority of residents and businesses affected.
To lessen the number of commuters parking in the Thebarton area who may be catching the
free tram along Port Road into the City, it is proposed that Council request the State
Government to charge patrons for the tram except if they park at the Adelaide Entertainment
Centre. This would still enable the Park and Ride facility to occur without commuters parking in
the Thebarton area.
Within the Thebarton area, major events are held at Bonython Park. Parking and traffic
management plans are put in place for these events to assist in reducing the impact on the
local community.
There are two schools within the Thebarton area being St George Junior and Senior College in
Rose Street and Temple Christian College at the corner of Henley Beach Road and James
Congdon Drive. Temple Christian College has limited parking on-site and thus leases a section
of the car park on the eastern side of James Congdon Drive to reduce its parking impact in the
area.
Both schools have drop off and pick up zones outside their schools that operate during the start
and end of the school day. These zones allow a large number of vehicles to be able to drop off
or pick up patrons without taking up valuable parking spaces.

9. Site Investigations
At the beginning of the study, all roads in the study area were reviewed and driven by a vehicle
with specific locations investigated further on foot. Issues that were identified during the site
inspections were noted below and will be undertaken as part of Councils generally
maintenance and administration work.
Further site inspections and investigations will be undertaken as part of the results from the
community consultation and when investigating solutions to issues.
Torrensville
Line marking (and rumble bars if applicable) to be renewed at the following intersections:
 Ashley St and Sherriff St
 Ashley St and Hardys Rd
 Ashley St and Hayward Ave
 Ashley St and Clifford St
 Ashley St and Jervois St
 North Pde and West St
 North Pde and Jervois St
 Carlton Pde and East St
 Norman St and Sherriff St
 Norman St and Pearse St
 Golden Glow Ave and Sherriff St
Line marking (and rubble bars if applicable) to be renewed at the following locations:
 River Torrens shared use path alongside River Rd
 Ashwin Parade between Hardys Road and East St
 West St, Clifford St, Jervois St and East St at Ashwin Pde (islands)
 North Pde between East St and Danby St, parking bays
 Sherriff St on either side of Armour Ave
 Wilford Ave at both intersections
 Stephens Ave at Ashley St intersection
 Hayward Ave between Ashley St and Meyer St (note- school zone not to be renewed as
it has been blacked out previously)
 Bray Ave at intersection with Hayward Ave
 Meyer St at intersection with Hayward Ave
 Clifford St on either side of Meyer St
 Shipster St at intersection with Ashley St
 Wainhouse Ave at intersection with Ashley St and North Parade
 East St between Meyer St and Ashley St (island)
Rubble bars to be renewed at the following locations (line marking adequate):

 Hardys Rd just to south of Ashwin Parade
 Herbert Ave at Hayward Ave intersection
Signage to be renewed at following locations:

 Hazard Marker signs – northern end of Hardys Rd; southern side of Stephens Ave and
Ashley St; southern side of Hayward Ave and Ashley St, East St island between Meyer
St and Ashley St; intersection of East St and North Pde
 Keep Left sign – Clifford St at intersection with Ashwin Pde
 No Entry sign – Ashley St to west of West St
 No Through Road, On Side Road sign– West St north of Ashley St, replace with No
Right Hand sign
 Slow Point sign - Hardys Rd west side, north of Henley Beach Rd
 Wheel Chair sign – Hayward Ave at intersection with Ashwin Pde, replace with
pedestrian and cycling sign
Sight distance at corner blocks:

 Intersection of Jervois St and Ashwin Pde, over hanging tree on north-east property
blocking sight distance
 Intersection of Jervois St and Henley Beach Road restricted due to outside dining
barrier at Royal Hotel
 Intersection of West Street and Henley Beach Road restricted due to parking on Henley
Beach Road
Other:
 North Parade between East Street and Danby Street, trees on road within parking area
and not protected by kerb.
Thebarton
Line marking (and rubble bars if applicable) to be renewed at the following intersections:
 George St and Dew St
 George St and Admella St
 Light Tce and Cawthorne St
 Smith St and Holland St
 Kintore St and Dew St
 Parker St and Henley Beach Rd
 Kintore St and Parker St
 Parker St and Maria St
 Maria St and Admella St
 Stirling Street and West Thebarton Road (new)
Line marking (and rubble bars if applicable) to be renewed at the following locations:
 West Thebarton Rd and Phillips St
 Dew St/Light Tce between George St and Albert St
 Dew St at intersection with Dove St
 Dew Street eastern side between Light Tce and Phillips St
 Cawthorne St between Light Tce and Smith St
 Kintore Lane school zone missing the zigzag
 Walsh St, Cawthorne St, Holland St, Stirling St (place centre line) and Ware St, on north
side of Phillips St / West Thebarton Rd
 Dove St line marking on speed humps
 Taylors Lane line marking on speed humps
 Goodenough St line marking on speed humps
 Holland St line marking on speed humps
 James St line marking on speed humps
 Ware St line marking on speed humps
Signage to be renewed at following locations:

 Cross Road Ahead signs – on all approaches to intersection of Dew St and Kintore St.
Replace with Stop Sign Ahead on Kintore St
 Curve Warning sign – Dew St west side near intersection with Light Tce
 Hazard Marker signs – intersection of Dew St and Rose St; Walter St at intersection
with Neville Rd, north-west side
 Keep Left sign – Parker St and Rose St intersection

 School Speed Zone signs – Rose Street north side to east of South Road (review
location as behind tree); Dew Street east side near intersection with Light Terrace
facing southbound traffic;
 No Entry sign – Ballantyne St at intersection with Brown St, north-east side
 No Through Road signs– Rose Lane north side east of Parker St and Dew St west side
south of Dove St
 Speed Hump signs – Taylors Lane, first two signs to east of Parker St; Parker St west
side north of Rose St (review location as behind tree); Parker St east side south of
Goodenough St (review location as behind tree); Goodenough St north side second
hump (review location as behind tree); James St east side south of Smith St, James St
east side north of Smith St (raise sign so not behind bush); James St east side to south
of Phillips St (turn sign around so facing northbound traffic); Holland St east side south
of Phillips St and north of Smith St; Ware St west side south of Weber St
 Speed Humps next ‘distance’ signs – Goodenough St north side east of Parker St;
Holland St east side south of Phillips St and Weber St north side east of South Rd
Gross load limit and No Truck signs to be reviewed:

 Gross Load Limit 5t – Holland St at intersection with Light Tce and Phillips St (south
side), Smith St west of Holland St and Smith St west of Cawthorne St along with current
No Truck sign
 Blue No Truck signs (non-complaint) - James St at intersection with Phillips St and
Smith St (north side) and Smith St at intersection with Dew St
Sight distance at corner blocks:

 Billboard on south- west corner of George St and Dew St restricting sight distance
Other:
 River Road eastern end – no barrier between road and shared use path and shared use
path line marking needs renewing

10. Public Consultation
In July 2013 Council circulated a survey to residents, property owners and stakeholders in the
Torrensville and Thebarton area asking them to identify their top three transport and parking
issues within the study area. A copy of the survey form is shown in Appendix D – Community
Survey.
The community and stakeholders consultation raised various concerns, issues and
opportunities regarding transport and parking management in the Torrensville and Thebarton
area. There were just over 5,000 surveys sent out, in which Council received 200 responses
from the Torrensville area and 160 responses from the Thebarton area. This is a 7.2%
response rate which is considered reasonable as most surveys of this type generally about a
5% to 10% response rate.
The covering letter and survey was sent to stakeholders such as adjoining Council’s, relevant
Ministers, the State Government Department of Planning, Transport and Infrastructure and
educational facilities. No responses were received from the stakeholders.
Issues from the consultation and data collected will be assessed and potential measures
developed through the Working Party. The Working Party consists of Ward Councillors and
Council staff to guide the LATM plan. This report will then be presented to Council for
endorsement.
10.1. Community Issues
The issues raised by the community are all shown in Appendix E – Summary of Community
Issues. If more than three issues were mentioned in a response then the first three issues were
taken.
The issues are divided into traffic management, parking management and pedestrian, cycling,
public transport and urban design and amenity tables for the Torrensville and Thebarton areas.
The tables show the issue raised and the location. The location shown is either within an area,
along the street or at an intersection. The Torrensville and Thebarton areas have been divided
up into smaller precincts, as shown on the maps in Attachment C – Data Maps.
If the location in the issues tables is within an area or a street then the second location column
is left blank. If the location is at an intersection then the second location column is filled in. The
intersections are ordered alphabetically.
The issues are tallied up at the bottom of the tables. Issues that score greater than ten are
considered key issues. These key issues form the basis of the recommended plan for the
LATM scheme along with the data collected as detailed in this report.
10.2. Key Community Issues
Where 10 or more community responses regarding one issue were received they were deemed
as a ‘key community issue’. This is summarised below where the number in the bracket relates
to the number of responses received regarding the particular issue.
Torrensville Community Issues
Traffic Management
1. Cut through traffic from main roads (45)

2. Ashley Street road closures – close to buses (9), maintain / enforce existing (6), open
closures to traffic (17)
3. Speeding (33)
4. Dangerous intersections (13)
5. Commercial vehicles (13)
6. Sight distance at intersections (13)
Pedestrian, Cycling, Public Transport Facilities and Urban Design and Amenity
1. Uneven footpaths often due to tree roots (10)
2. Road needs improving for cyclists (11)
Parking Management
1. Parked cars as road not wide enough (44) with 34 of these responses concerning
Henley Beach Road
2. Parking due to surrounding businesses (17)
3. Parking - not enough off-street parks (11)
4. Parking on-street from Thebarton College (11)
5. Parking illegally ie. over driveways, in no stopping zones, too close to intersections,
overstaying the time limits or in permit zones (10)
6. Parking not available on-street near property (10)
Thebarton Community Issues
Traffic Management
1. Speeding (42)
2. Cut through traffic from main roads (36)
3. Condition of road and footpaths (19) with 11 of the responses concerning Phillips Street
/ West Thebarton Road
4. Dangerous intersections (16)
5. Commercial vehicles (13)
Pedestrian, Cycling, Public Transport Facilities and Urban Design and Amenity
1. Holland Street bridge re-open (15)
2. Improve / more pedestrian crossing facilities (15) with 8 of the responses concerning the
intersection of Dew Street and George Street
3. Uneven footpaths often due to tree roots (12)
Parking Management
1. Parking due to commuters (44)
2. Parking not available on-street near property (14)
3. Parking due to surrounding businesses (11)
4. Parking exemptions for residents to time limits (10)
5. Parking illegally ie over driveways, in no stopping zones, too close to intersections,
overstaying the time limits or in permit zones (10)
It is reasonable for appropriate solutions to be assessed for these key community issues even if
there is no warrant necessarily generated by the traffic or parking data collected.

PART 2 – LATM WORKS REQUIRED AND STAGING PLAN
1. Introduction
With Part 1 comprehensively analysing current traffic conditions and concerns of the area, an
understanding of where traffic issues are located has been developed.
1.1. Locations for Further Assessment
To address these issues, this study will make a number of recommendations from requesting
police enforcement to the installation of physical infrastructure in the form of traffic control
devices.
These actions and recommendations for specific streets and intersections are proposed and
listed in 2 Torrensville/Underdale and 3 Thebarton/Mile End Solutions and Staging Plan. These
locations were selected based on existing traffic data in consideration of the criteria set by the
Transport Strategy, community concerns from the consultation period and the expected traffic
impact from future developments.
With further investigation, consultation and subsequent action at these streets for assessment,
it is envisaged that the LATM objectives will be met for the study area.
1.2. Structure and Separation of Staging Plans
To enable installation of physical infrastructure that requires budget, resources and planning, a
staging plan needs to be created.
While there is a significant link of traffic movements between the Torrensville/Underdale and
Thebarton/Mile End areas, throughout the analysis period the areas were considered
separately for simple information presentation and dissemination. For the purposes of staging
solutions, each area was then further separated into smaller sub-areas based on barriers such
as major and local collector roads.
These sub-areas were prioritised in each area based on the results of traffic data, community
responses and the developments mentioned above. Through this method, when solutions are
to be installed in a sub-area, residents and businesses will be consulted in that sub-area for
treatments specific to their street while also being provided information of treatments planned
for implementation in streets immediate to them.
This method was chosen as opposed to ranking individual streets or treatments as these sub-
areas experience similar traffic conditions and residents or businesses in these areas are likely
to have an interest in other projects proposed for the immediate area. This method will provide
context as to why devices are to be installed or not installed along a particular street and will
also allow for easier information dissemination and consultation.
The sub-areas were ranked separately in Torrensville/Underdale and Thebarton/Mile End

which will result in two separate implementation lists. It is envisaged that one sub-area from
each area is addressed and would form a program for one financial year. This will present
Council with clear budgetary requirements for implementation of works while also ensuring that
priority issues in both areas are being addressed as soon as possible.

2. Torrensville/Underdale Solutions and Staging Plan
In analysis of the Torrensville and Underdale data and community issues, the area has divided
into 5 sub-areas. These areas are shown in Figure 16 and are:
 Sub-Area A - bounded by Ashley Street, South Road, River Torrens and Hardys Road
 Sub-Area B - bounded by Henley Beach Road, Hardys Road, Ashley Street and
Holbrooks Road
 Sub-Area C - bounded by Ashley Street, Hardys Road, River Torrens and Holbrooks
Road
 Sub-Area D - bounded by Carlton Parade, South Road, Ashley Street and Hardys Road
 Sub-Area E - bounded by Henley Beach Road, South Road, Carlton Parade and Hardys
Road
These areas will be staged in this order which is discussed further below.
Sub-area A is the north-eastern portion of the Torrensville/Underdale LATM. The Brickworks

development will have a significant impact in this area. The collector roads of Ashwin Parade,
Hardys Road (Ashwin Parade to Ashley Street) and Ashley Street (Hardys Road to Holbrooks
Road) are the preferred routes to the arterial roads for existing traffic and future Brickworks
traffic.
There is significant potential for through traffic and traffic generated by the Brickworks
development to flow through the local connecting streets. As a consequence, this sub-area has
been accorded a Staging Priority of 1.
Staging priority 1
SUB-AREA A Treatment reference
Howie Ave Series A &/or B
Bray Ave Series A &/or B
Herbert Ave Series A &/or B
Stephens Ave (Ashley-Ashwin) Series A &/or B
Hayward Ave (Ashley-Ashwin) Series A &/or B
West St (Ashley-Ashwin) Series A &/or B
Clifford St (Ashley-Ashwin) Series A &/or B
Jervois St (Ashley-Ashwin) Series A &/or B
East St (Meyer-Ashwin) Series A &/or B
Ashley St (Hardys-South) Series A, C
IS Ashley St/Hardys Rd Series B
Note: At some locations, the traffic issues may be addressed by intersection treatments (Series B) without having to
treat the whole street length (Series A). The appropriate treatment will be considered during the implementation
design stage in consultation with the community.
Sub-area B is the south-western portion of the Torrensville/Underdale LATM. In general, the

sub-area is subject to through traffic movements between Holbrooks Road and Henley Beach
Road/South Road. It is also subject to through traffic movements from drivers avoiding the
traffic signals at Ashley Street/Holbrooks Road.
Because of the potentially significant increase in traffic movements that would arise from the
Brickworks development, this sub-area has been accorded a Staging Priority of 2.
Staging priority 2
SUB-AREA B Treatment reference
Norman St Series A &/or B
Pearse St Series A &/or B
Golden Glow Ave Series A &/or B

Stuckey Ave Series A &/or B
Sheriff St (Norman-Ashley) Series A &/or B
North Pde (Sheriff-Hardys) Series A &/or B
IS Norman St/Sheriff St Series B
IS Ashley St/Sheriff St Series B, C
Sub-area C is the north-western portion of the Torrensville/Underdale LATM. In general, the

sub-area is subject to through traffic movements, in particular from the Holbrooks Road to
Henley Beach Road/South Road direction, from drivers avoiding the traffic signals at Ashley
Street/Holbrooks Road.
Because of the potentially significant increase in traffic movements that would arise from the
Brickworks development, this sub-area has been accorded a Staging Priority of 3.
Staging priority 3
SUB-AREA C Treatment reference
Cranbrook Ave Series A &/or B
Armour Ave Series A &/or B
Sub-area D/E lies south of Ashley Street and bounded by South Road and Henley Beach
Road. In general, the sub-area is subject to some through traffic movements between
Holbrooks Road and Henley Beach Road/South Road. There are also isolated intersection
issues present.
Compared to the higher level of traffic issues experienced in other sub-areas, this sub-area has
been accorded the lowest Staging Priority of 4.
Staging priority 4
SUB-AREA D/E Treatment reference
North Pde (Hayward-Danby) Series A
Carlton Pde (3 sections) Series A
Hardys Rd (Henley Beach- Review extg Series A
Ashley)
IS Hayward Ave/Carlton Pde Series B
IS West St/North Pde Series B
Note: The appropriate treatment will be considered during the implementation design stage in consultation with the
community.

Figure 16 - Torrensville/Underdale LATM Staging Plan

3. Thebarton/Mile End Solutions and Staging Plan
In analysis of the Thebarton and Mile End data and community issues, the area has divided
into 5 sub-areas. These areas are shown in Figure 17 and are:
 Sub-Area F - bounded by Kintore Lane, James Congdon Drive, George Street and
South Road
 Sub-Area G - bounded by Henley Beach Road, James Congdon Drive, Kintore Lane
and South Road
 Sub-Area H - bounded by George Street, Port Road, Phillips Street and Dew Street
 Sub-Area I - bounded by George Street, Dew Street, West Thebarton Road and South
Road
 Sub-Area J - bounded by West Thebarton Road/ Phillips Street, Port Road, River
Torrens and South Road
These areas will be staged in this order which is discussed further below.
Sub-area F lies between Sub-area F and George Street.

There are a number of intersection issues related to road safety, such as George Street/Dew
Street and George Street/Albert Street. Some potential through traffic routes are also present.
As a consequence, this has been accorded a Staging Priority of 1.
Staging priority 1
SUB-AREA F Treatment reference
Dew St (Kintore Ln-St) Series A
Kintore St (Dew-Parker) Series A
Maria St Series A
IS Parker St/Kintore St Series B
IS Dew St/George St Series B
IS Albert St/George St Series B
Sub-area G lies south of Kintore Lane and Rose Lane. The traffic issues here are more
localised in nature, eg school safety, speeding etc. This has been accorded a Staging Priority
of 2.
Staging priority 2
SUB-AREA G Treatment reference
Rose St Series A, C
IS Parker St/Rose St Series D
Sub-area H lies to the east of Dew Street. The traffic data do not show significant traffic issues
here. Upgrade of some existing traffic controls could be considered. Due to the tram line
project, the collector route in this area needs to be updated for the Transport Plan. This sub-
area has been accorded a Staging Priority of 3.
Staging priority 3
SUB-AREA H Treatment reference
James St (Light-Phillips) Review extg
Holland St (Light-Phillips) Review extg
Cawthorne St (Light-Smith) Series A
Light Tce-Albert St Review collector route
Sub-area I lies to the west of Dew Street. The traffic data do not suggest any significant traffic
issues in this area. One minor project has been identified at the Walter Street/South Road
corner. This sub-area has been accorded a Staging Priority of 3.

Staging priority 4
SUB-AREA I Treatment reference
Neville Road Series A
IS Walter St/South Rd Series B
Sub-area J lies to north of West Thebarton Road and Phillips Street. West Thebarton Road-
Phillips Street will be upgraded as part of the PLEC funding. The Thebarton Bioscience Master
Plan provides a wide range of recommendations for this area and these recommendations will
be incorporated into the implementation stage when finalised. The Holland Street bridge, when
reopened, would reinstate the pedestrian/cyclist link across the river.
Staging priority 5
SUB-AREA J Treatment reference
Bioscience Master Plan Series A, B, C, D
West Thebarton Rd-Phillips St PLEC funding
Holland St bridge Re-opening in
progress

Figure 17 - Thebarton / Mile End LATM Staging Plan

4. Parking Measures
The key parking issues raised through the review of the data and community consultation are
addressed through a range of measures outlined below. Some of the key issues have already
been addressed through transport and parking projects currently underway.
As with the transport measures, a parking measure in one street may address an issue in
another street and/or within the area.
The parking measures are divided into three categories being:

 Solutions A – Parking Projects Currently Underway
 Solutions B – General Parking Measures, which can be undertaken as part of Councils
existing budget and works
 Solution C – Specific Parking Measures, which can be undertaken as part Councils existing
budget and works but will need to be staged based on sub-areas
Any change to parking controls will involve consulting affected residents, businesses and
stakeholders.
Unlike the transport measures, the parking measures are generally undertaken as part of the
normal work of council, for example, assessing and implementing street parking controls or
area-wide parking controls. Parking management also generally does not involve significant
expenditure amounts. A staging plan for parking management is therefore not considered to be
necessary.
4.1. Torrensville/Underdale LATM Area
Solutions A – Parking Projects Currently Underway

 Henley Beach Road – Reduction in Speed to 50km/h
Solutions B – General Parking Measures

 Develop Car Park Fund for New Developments
 Henley Beach Road Facilitate Businesses Combining Car Parks
 Council Enforcement of Parking Controls and Regulations (ie over staying time limits,
parking over driveways, in no stopping zones, too close to intersections, in bike lane and
commercial vehicle unloading on the street)
 Review and Enforcement of Parking Controls for Events
 Review Parking Controls at Intersections
 Review Parking Exemptions to Time Limit Controls and for Carers
Solution C – Specific Parking Controls

 Install Time Limit Parking Controls
 Construct More Off-street Parking near Playground on Ashley St / Danby St
4.2. Thebarton/Mile End LATM Area
Solutions A – Parking Projects Currently Underway

 Increased Parking at the Urban Forest alongside James Congdon Drive
 New Time Limited Parking Controls in Areas I and J
Solutions B – General Parking Measures

 Develop Car Park Fund for New Developments
 Review Parking Control on Narrow Roads / Laneways

 Council Enforcement of Parking Controls and Regulations (ie over staying time limits,
parking over driveways, in no stopping zones, too close to intersections, in bike lane and
commercial vehicle unloading on the street)
 Review and Enforcement of Parking Controls for Events
 Review Parking Controls at Intersections
 Review Parking Exemptions to Time Limit Controls and for Carers
Solution C – Specific Parking Controls

 Install Time Limit Parking Controls
 Investigate No Parking on One Side of George Street between South Road and Dew Street

5. Summary of LATM Works
Table 11 below summarises the staging plan for assessment of streets as part of the
Torrensville/Thebarton LATM.
Table 11 - Summary of LATM and Staging Plan

STAGE/AREA TORRENSVILLE/UNDERDALE THEBARTON/MILE END
Howie Ave Dew St (Kintore Ln-St)
Bray Ave Kintore St (Dew-Parker)
Herbert Ave Maria St
Stephens Ave (Ashley-Ashwin) IS Parker St/Kintore St
Hayward Ave (Ashley-Ashwin) IS Dew St/George St
STAGE 1 West St (Ashley-Ashwin) IS Albert St/George St
Clifford St (Ashley-Ashwin)
Jervois St (Ashley-Ashwin)
East St (Meyer-Ashwin)
Ashley St (Hardys-South)
IS Ashley St/Hardys Rd
Norman St Rose St
Pearse St IS Parker St/Rose St
Golden Glow Ave
Stuckey Ave
STAGE 2
Sheriff St (Norman-Ashley)
North Pde (Sheriff-Hardys)
IS Norman St/Sheriff St
IS Ashley St/Sheriff St
Cranbrook Ave James St (Light-Phillips)
Armour Ave Holland St (Light-Phillips)
STAGE 3
Cawthorne St (Light-Smith)
Light Tce-Albert St
North Pde (Hayward-Danby) Neville Road
Carlton Pde (3 sections) IS Walter St/South Rd
STAGE 4 Hardys Rd (Henley Beach-Ashley)
IS Hayward Ave/Carlton Pde
IS West St/North Pde
Bioscience Master Plan
STAGE 5 West Thebarton Rd-Phillips St
Holland St bridge
Parking related and other miscellaneous actions developed as part of the Torrensville/
Thebarton LATM are listed below:
 Reassess road classifications including freight routes as part of the Transport Strategy
 Continue to facilitate a car parking fund for new developments
 Facilitate businesses combining off-street car parking along Henley Beach Road
 Continue effective enforcement of parking controls and regulations
 Review parking controls and enforcement procedures for major events
 Review parking controls at intersections
 Review parking exemptions and time limit controls for residents, businesses and carers
 Continue to install time limited controls as required
 Construct new off-street car parking facilities where appropriate
 Review parking controls along Narrow Roads / Laneways
 Review parking controls along George Street
Through the implementation of these measures and actions, the LATM will meet its goals to
improve the safety of the street network and reduce the environmental impact of traffic.

6. Conclusion
An extensive review of data, community consultation information and analysis of traffic,

transport, pedestrian and cyclist issues have been undertaken to this stage of the LATM
development.
A LATM Plan has been developed for the Torrensville/Underdale and Thebarton/Mile End
areas. The Plan identifies the streets where LATM treatment is to be considered. Within each of
the LATM area, a Staging Plan has also been developed to prioritise the implementation for
that particular LATM area.
The next step in the LATM process is therefore to seek Council endorsement of the LATM
Plan, which nominates the streets that are to be treated, and the Staging Plan (sub-areas within
the LATM precinct) to guide future implementation.
The community can then be consulted on the above LATM Plan (identifying the streets for
further assessment but not the specific types of traffic control devices at this stage) and the
Staging Plan. Comments would then be reviewed and a final LATM Plan and Staging Plan put
to the Council for endorsement.
Once Council endorsement is received, the LATM Plan and Staging Plan would form the
blueprint for the future implementation of the LATM for the precinct.
In future, when budget allocations have been provided to undertake a particular stage of the
adopted LATM Plan during a particular financial year, detailed consultation will be undertaken
with residents of the sub-area on the specific types of traffic control devices to use for that sub-
area.
The above process would ensure that the community is firstly consulted and given the
opportunity to provide feedback on the overall LATM Plan and Staging Plan. In the
implementation stage, the community within the sub-area, where funds have been allocated for
the installation of traffic control devices, will be given the opportunity to comment on the types
of traffic control devices for their sub-area. This process would ensure that the community
would have had ample opportunity to provide feedback on the development of the LATM Plan
in their area.

Appendix A- Current Traffic Controls Maps

Appendix B - Current Parking Controls Maps

Appendix C - Data Maps

Appendix D - Community Survey

Appendix E - Summary of Community Issues
THEBARTON - COMMUNITY ISSUES
TRAFFIC MANAGEMENT
ISSUE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27
Commerc
ial
Restricte vehicles Difficult
d access Unable queuing to get Drivers
Cut and Not Signage to turn to get into / out Drivers unable to Existing
through Difficult delays Speed enough faded/da into into Sight of going find traffic Give Not Speed
traffic Conditio Dangero to get getting Limit green maged/ street if property Distance driveway wrong- property control Way and Loading enough Signage Limit
from n of road us Commerc into / out onto Reduced Line Traffic time on missing/ vehicle or Failure of No right at (due to way due to devices Stop of good room in to streets Reduced Vehicles
main Volume and intersecti ial of arterial to markings congesti local not turning unloadin drivers to turn Intersecti pedestria along road (change/ signs not in/out of right turn inadequa to doing u- Grand
Location 1 Location 2 Speeding roads of traffic footpath on vehicles driveway road 40km/h faded on road visible out g on road give way arrow on(s) n refuge) street closures remove) visible cars lane te 50km/h turns Total
Whole LATM area (blank) 1 1 2
Thebarton LATM Area (blank) 3 8 4 2 1 2 1 21
Area F (blank) 1 1
Area G (blank) 1 2 1 4
Area H (blank) 2 3 1 1 7
Area I (blank) 1 2 1 4 2 1 11
Area J (blank) 0
ADMELLA STREET CHAPEL STREET 0
ALBERT STREET GEORGE STREET 4 1 1 6
KINTORE STREET 3 1 4
MARIA STREET 1 1
(blank) 1 1
ANDERSON STREET CAWTHORNE STREET 0
ANN STREET WEST THEBARTON ROAD 1 1
AUGUST STREET (blank) 1 1 2
BALLANTYNE STREET (blank) 2 2 1 1 1 7
BENNETT STREET (blank) 0
CAWTHORNE STREET LIGHT TERRACE 0
(blank) 1 1
CHAPEL STREET (blank) 1 1
DALGLEISH STREET (blank) 0
DEW STREET GEORGE STREET 0
HENLEY BEACH ROAD 0
LIGHT TERRACE 1 1 1 3
(blank) 3 1 1 1 1 1 1 9
GEORGE STREET NEVILLE ROAD 0
PORT ROAD 1 1 2
SOUTH ROAD 1 1 1 3
(blank) 5 3 1 1 1 1 12
GOODENOUGH STREET (blank) 0
HENLEY BEACH ROAD JAMES CONGDON DRIVE 1 1
PARKER STREET 1 1
(blank) 1 1
HOLLAND STREET PHILLIPS STREET 1 1
(blank) 1 1 1 3
JAMES CONGDON DRIVE ROSE STREET 1 1
(blank) 0
JAMES STREET (blank) 0
KINTORE STREET (blank) 2 1 1 4
LANEWAYS (blank) 2 2
LIGHT TERRACE PORT ROAD 0
(blank) 3 2 1 1 7
MARIA STREET (blank) 1 1
NEVILLE ROAD (blank) 3 2 5
PARKER STREET ROSE STREET 1 1
(blank) 0
PHILLIPS STREET PORT ROAD 1 1
(blank) 4 2 1 7
PORT ROAD (blank) 1 1
RIVER TORRENS SOUTH ROAD 0
ROSE STREET SOUTH ROAD 1 1
(blank) 3 2 1 1 1 8
ROSS STREET SOUTH ROAD 0
(blank) 1 1
SMITH STREET (blank) 1 1 2
SOUTH ROAD WALTER STREET 1 2 3
WEST THEBARTON ROAD 3 1 1 5
(blank) 2 1 1 4
STIRLING STREET WEST THEBARTON ROAD 1 1
(blank) 0
WALTER STREET (blank) 1 1
WARE STREET (blank) 1 1
WEBER STREET (blank) 1 1 2
WEST THEBARTON ROAD (blank) 2 9 2 13
TOTAL 42 30 6 19 16 13 6 6 5 4 4 3 3 3 2 2 2 2 1 1 1 1 1 1 1 1 1 1 178

PARKING MANAGEMENT
ISSUE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
Parking Parking on- Parking not
Parking not Exemption Parked street Parking at Parking Parking Parking available on- Parking on-
available Parking due for Parking cars as Parking Parking on from school not Parking near not street for street as no Parking on- Parking on-
Parking due on-street to Residents illegally ie road not restricting rubbish Bonython drop off / enough for carers businesse enough commercial parking at street street from
to near surrounding to Time over wide sight collection park pick up on-street near Parking in s and off-street vehicles at property/bus from Entertainm Grand
Location 1 Location 2 Commuters properties businesses Limits driveway(s) enough distance day events times parking property bike lane schools parks property iness Church ent Centre Total
Whole LATM area (blank) 0
Thebarton LATM Area(blank) 10 1 2 1 1 1 1 1 18
Area F (blank) 1 2 1 1 1 6
Area G (blank) 4 1 1 6
Area H (blank) 0
Area I (blank) 2 1 2 5
Area J (blank) 0
ADMELLA STREET CHAPEL STREET 0
ALBERT STREET GEORGE STREET 1 1
KINTORE STREET 0
MARIA STREET 0
(blank) 0
ANDERSON STREET CAWTHORNE STREET 1 1
ANN STREET WEST THEBARTON ROAD 0
AUGUST STREET (blank) 1 1
BALLANTYNE STREET(blank) 3 1 4
BENNETT STREET (blank) 1 1 1 3
CAWTHORNE STREETLIGHT TERRACE 1 1
(blank) 3 1 1 1 6
CHAPEL STREET (blank) 0
DALGLEISH STREET (blank) 1 1
DEW STREET GEORGE STREET 1 1
HENLEY BEACH ROAD 1 1
LIGHT TERRACE 0
(blank) 2 1 1 4
GEORGE STREET NEVILLE ROAD 1 1
PORT ROAD 0
SOUTH ROAD 0
(blank) 6 6
GOODENOUGH STREET (blank) 1 1
HENLEY BEACH ROADJAMES CONGDON DRIVE 0
PARKER STREET 0
(blank) 1 1 1 1 4
HOLLAND STREET PHILLIPS STREET 1 1
(blank) 6 1 1 1 2 1 1 1 14
JAMES CONGDON DRIVEROSE STREET 0
(blank) 0
JAMES STREET (blank) 1 1
KINTORE STREET (blank) 6 4 3 2 1 16
LANEWAYS (blank) 0
LIGHT TERRACE PORT ROAD 0
(blank) 2 1 1 4
MARIA STREET (blank) 3 1 1 1 6
NEVILLE ROAD (blank) 1 1
PARKER STREET ROSE STREET 0
(blank) 1 1
PHILLIPS STREET PORT ROAD 0
(blank) 1 1
PORT ROAD (blank) 0
RIVER TORRENS SOUTH ROAD 0
ROSE STREET SOUTH ROAD 0
(blank) 1 1 1 3 4 5 1 1 1 18
ROSS STREET SOUTH ROAD 0
(blank) 0
SMITH STREET (blank) 1 1 1 1 1 1 6
SOUTH ROAD WALTER STREET 0
WEST THEBARTON ROAD 0
(blank) 0
STIRLING STREET WEST THEBARTON ROAD 0
(blank) 1 1 2
WALTER STREET (blank) 1 1 1 3
WARE STREET (blank) 0
WEBER STREET (blank) 0
WEST THEBARTON ROAD(blank) 1 1
TOTAL 44 14 11 10 10 9 8 6 6 5 4 3 3 3 3 2 2 2 1 146

PEDESTRIAN, CYCLING AND PUBLIC TRANSPORT FACILITIES AND URBAN DESIGN AND AMENITY
PEDESTRIAN FACILITIES CYCLING FACILITIES PUBLIC TRANSPORT URBAN DESIGN AND AMENITY
ISSUE 1 2 3 4 5 6 7 1 2 1 2 1 2 3 4 5 6
Holland Improve/more Uneven Not enough Crossings Footpath Pedestrians Road needs Lack of Improve Improve public Poor Poor street scape, Reduce car use / encourage
Street bridge pedestrian footpaths often green time for for to not using improving for cycling links public transport Leaves street includes safety (walking) public transport, bike and GRAND
Location 1 Location 2 re-open crossings facilities due to tree roots pedestrians students narrow traffic lights cyclists on local roads transport infrastructure Stormwater on road lighting Litter and aesthetic walking TOTAL
Whole LATM area(blank) 1 1
Thebarton LATM Area
(blank) 9 2 2 2 2 2 1 1 1 22
Area F (blank) 0
Area G (blank) 0
Area H (blank) 0
Area I (blank) 0
Area J (blank) 0
ADMELLA STREET CHAPEL STREET 1 1
ALBERT STREET GEORGE STREET 0
KINTORE STREET 0
MARIA STREET 0
(blank) 0
ANDERSON STREETCAWTHORNE STREET 0
ANN STREET WEST THEBARTON ROAD 0
AUGUST STREET (blank) 0
BALLANTYNE STREET
(blank) 0
BENNETT STREET (blank) 0
CAWTHORNE STREETLIGHT TERRACE 0
(blank) 0
CHAPEL STREET (blank) 0
DALGLEISH STREET(blank) 0
DEW STREET GEORGE STREET 8 8
HENLEY BEACH ROAD 0
LIGHT TERRACE 0
(blank) 0
GEORGE STREET NEVILLE ROAD 0
PORT ROAD 0
SOUTH ROAD 0
(blank) 1 1 2
GOODENOUGH STREET
(blank) 0
HENLEY BEACH ROAD
JAMES CONGDON DRIVE 1 1
PARKER STREET 0
(blank) 1 1
HOLLAND STREET PHILLIPS STREET 0
(blank) 15 15
JAMES CONGDONROSEDRIVESTREET 0
(blank) 1 1 2
JAMES STREET (blank) 0
KINTORE STREET (blank) 1 1 2
LANEWAYS (blank) 0
LIGHT TERRACE PORT ROAD 1 2 3
(blank) 1 1 2
MARIA STREET (blank) 1 1
NEVILLE ROAD (blank) 0
PARKER STREET ROSE STREET 0
(blank) 0
PHILLIPS STREET PORT ROAD 0
(blank) 1 1 1 3
PORT ROAD (blank) 1 1
RIVER TORRENS SOUTH ROAD 1 1 2
ROSE STREET SOUTH ROAD 0
(blank) 1 1 2
ROSS STREET SOUTH ROAD 1 1
(blank) 0
SMITH STREET (blank) 0
SOUTH ROAD WALTER STREET 0
WEST THEBARTON ROAD 0
(blank) 0
STIRLING STREET WEST THEBARTON ROAD 2 2
(blank) 0
WALTER STREET (blank) 0
WARE STREET (blank) 0
WEBER STREET (blank) 1 1
WEST THEBARTON(blank)
ROAD 1 2 1 4
TOTAL 15 15 12 3 2 2 1 7 3 2 1 4 3 3 2 1 1 77

TORRENSVILLE - COMMUNITY ISSUES
TRAFFIC MANAGEMENT
ISSUE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34
Not
Traffic Leasing Restricte enough
impact Jervois St d access Drivers green
Cut Existing Give due to Driver (north) and Signage Climbers unable to time and
through Sight traffic Difficult Speed Way and develop disobeyi public delays Not faded/da Speed on trees Drivers find Give right Speed
traffic Road Road Dangero Distance control Conditio to get Limit Stop ments Dips in ng access to getting enough maged/ Limit which using property Way and Line turning Limit Trees as
from Closures - Closures - Road us Commerc at Traffic devices n of road into / out Failure of Reduced signs and road restrictio be onto room in missing/ Reduced Vehicles obscure Damaged driveway due to Stop markings No right lane onto Road increase safety
main Volume Close to Maintain Closures - intersecti ial Intersecti congesti (change/ and of drivers to to Close configura events in (dangero ns ie no maintain arterial right turn not to doing u- sight rubble to turn road signs not confusin turn local Closures - d to issue if Grand
Location 1 Location 2 roads of traffic Buses /Enforce Open Speeding on vehicles on(s) on remove) footpath driveway give way 40km/h Road tion area us) right turn ed road lane visible 50km/h turns distance bars around closures visible g arrow road Open 60km/h hit Total
Whole LATM area(blank) 4 1 4 1 3 1 3 2 1 1 1 22
Torrensville LATM(blank)
Area 3 1 1 2 2 1 10
Area A (blank) 1 1
Area B (blank) 1 1
Area C (blank) 4 1 5
Area D (blank) 0
Area E (blank) 2 1 2 1 1 7
ARMOUR AVENUESHERRIFF STREET 0
ASHLEY STREET DANBY STREET 0
EAST STREET 1 1
HARDYS ROAD 3 1 4
HAYWARD AVENUE 0
HOLBROOKS ROAD 1 1
SHERRIFF STREET 1 1
SHIPSTER STREET 1 1
WEST STREET 0
(blank) 9 6 17 3 35
ASHWIN PARADE JERVOIS STREET 1 1
SOUTH ROAD 2 1 3
(blank) 1 3 1 5
CARLTON PARADEHAYWARD AVENUE 2 1 3
JERVOIS STREET 1 1
(blank) 5 3 8
CLIFFORD STREET HENLEY BEACH ROAD 3 1 4
MEYER STREET 1 1
NORTH PARADE 1 1 1 3
(blank) 4 1 1 6
CRANBROOK AVENUE HOLBROOKS ROAD 2 1 3
SHERRIFF STREET 0
(blank) 3 1 4
DANBY STREET (blank) 0
EAST STREET MEYER STREET 0
(blank) 2 1 2 5
GOLDEN GLOW AVENUE
HOLBROOKS ROAD 1 1
(blank) 1 1 1 3
HARDYS ROAD NORMAN STREET 1 1
RIVER TORRENS 0
(blank) 6 3 2 1 2 14
HAYWARD AVENUE NORTH PARADE 0
(blank) 1 1 1 1 4
HENLEY BEACH ROADJERVOIS STREET 2 2
MARION ROAD 0
PEARSE STREET 1 1
SOUTH ROAD 1 1
STEPHENS AVENUE 1 1
WAINHOUSE STREET 1 1
WEST STREET 0
(blank) 4 4 2 1 2 1 14
HERBERT AVENUE(blank) 0
HOLBROOKS ROADNORMAN STREET 0
(blank) 1 1 2 1 5
HOWIE AVENUE (blank) 0
HUNTRISS STREET(blank) 0
JERVOIS STREET NORTH PARADE 1 1
(blank) 2 2 3 3 10
MEYER STREET WEST STREET 1 1
NORMAN STREET PEARSE STREET 2 1 1 4
(blank) 1 1 1 3
NORTH PARADE WAINHOUSE STREET 1 1
WEST STREET 1 1 2
(blank) 1 1 2
PEARSE STREET (blank) 3 3 6
RIVER TORRENS (blank) 0
SHERRIFF STREET VINTAGE ROAD 0
WILFORD AVENUE 0
(blank) 2 1 1 1 5
SHIPSTER STREET (blank) 1 1
SOUTH ROAD NORTH PARADE 0
(blank) 1 1 1 3
STEPHENS AVENUE (blank) 0
STUCKEY AVENUE(blank) 1 1 2
VINTAGE ROAD (blank) 1 1
WAINHOUSE STREET (blank) 1 1 2
WEST STREET (blank) 1 2 3
WILFORD AVENUE(blank) 1 1
TOTAL 45 4 9 6 17 33 13 13 13 9 7 5 5 5 5 4 4 4 3 3 3 3 2 2 2 2 1 1 1 1 1 1 1 1 1 1 1 232

PARKING MANAGEMENT
ISSUE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27
Parked
Parked / commercial Parking Parking on-
Parked cars Parking on- Parking not stopped Parking Parking Parking on- Parking Parking on- Parking on vehicles Parking at increase Parking not Parking of street as no Parking Parking to occur
as road not Parking due to Parking not street from Parking illegally available on- Parking due buses as road Exemption for near street from restricting Parking for street from rubbish Parking restricting access Parked school drop Parking for time limit enough on- neighbours car parking at on-street on property (via 2
wide surrounding enough off- Thebarton ie over street near to not wide Residents to Parking in businesses Oval/Football sight carers near Thebarton collection remove into /out of trailers on off / pick up elderly (ie from 1hr street outside their property/busin for driveway GRAND
Location 1 Location 2 enough businesses street parks College driveway(s) properties Commuters enough Time Limits bike lane and schools Events distance property Theatre day controls driveways the street times /disabled to 2hr) parking property ess residents crossovers) TOTAL
Whole LATM area (blank) 3 1 1 1 1 7
Torrensville LATM Area
(blank) 1 1 1 3
Area A (blank) 0
Area B (blank) 3 2 1 1 2 1 10
Area C (blank) 1 1 2
Area D (blank) 1 1
Area E (blank) 2 2 5 1 1 2 13
ARMOUR AVENUE SHERRIFF STREET 1 1
ASHLEY STREET DANBY STREET 1 1 2
EAST STREET 1 1
HARDYS ROAD 0
HAYWARD AVENUE 0
HOLBROOKS ROAD 0
SHERRIFF STREET 0
WEST STREET 0
(blank) 2 1 1 1 5
ASHWIN PARADE JERVOIS STREET 0
SHIPSTER STREET 0
SOUTH ROAD 0
(blank) 0
CARLTON PARADE HAYWARD AVENUE 0
JERVOIS STREET 0
(blank) 0
CLIFFORD STREET HENLEY BEACH ROAD 1 1
MEYER STREET 0
NORTH PARADE 0
(blank) 1 1
CRANBROOK AVENUEHOLBROOKS ROAD 0
SHERRIFF STREET 1 1
(blank) 1 1
DANBY STREET (blank) 0
EAST STREET MEYER STREET 1 1
(blank) 1 1 1 1 1 1 6
GOLDEN GLOW AVENUE HOLBROOKS ROAD 0
(blank) 0
HARDYS ROAD NORMAN STREET 0
RIVER TORRENS 0
(blank) 1 2 1 4
HAYWARD AVENUE NORTH PARADE 1 1 2
(blank) 1 2 3
HENLEY BEACH ROAD JERVOIS STREET 0
MARION ROAD 2 2
PEARSE STREET 0
SOUTH ROAD 0
STEPHENS AVENUE 1 1
WAINHOUSE STREET 0
WEST STREET 1 1
(blank) 34 5 1 1 1 4 2 1 49
HERBERT AVENUE (blank) 0
HOLBROOKS ROAD NORMAN STREET 0
(blank) 0
HOWIE AVENUE (blank) 1 1 2
HUNTRISS STREET (blank) 1 1 1 3
JERVOIS STREET NORTH PARADE 0
(blank) 1 1 2
MEYER STREET WEST STREET 0
NORMAN STREET PEARSE STREET 0
(blank) 1 1
NORTH PARADE WAINHOUSE STREET 0
WEST STREET 0
(blank) 1 1 2
PEARSE STREET (blank) 1 1 2
RIVER TORRENS (blank) 0
SHERRIFF STREET VINTAGE ROAD 1 1
WILFORD AVENUE 1 1
(blank) 2 1 1 4
SHIPSTER STREET (blank) 1 1 1 1 5 2 1 12
SOUTH ROAD NORTH PARADE 1 1
(blank) 1 1
STEPHENS AVENUE (blank) 1 1 1 1 4
STUCKEY AVENUE (blank) 0
VINTAGE ROAD (blank) 1 1
WAINHOUSE STREET (blank) 1 1
WEST STREET (blank) 1 1 2
WILFORD AVENUE (blank) 1 1
TOTAL 44 17 11 11 10 10 8 5 5 5 5 4 4 3 3 2 2 1 1 1 1 1 1 1 1 1 1 159

PEDESTRIAN, CYCLING AND PUBLIC TRANSPORT FACILITIES AND URBAN DESIGN AND AMENITY
PEDESTRIAN FACILITIES CYCLING FACILITIES PUBLIC TRANSPORT FACILITIES URBAN DESIGN AND AMENITY
ISSUE 1 2 3 4 5 6 1 2 3 4 5 1 2 1 2 3 4
Uneven Improve/more Pram Ramps Shared use path Road Buses Reduce car use /
footpaths Crossings pedestrian missing or not Drivers do not Not enough Road needs improve and maintain No closures do Secure/m Improve delayed encourage public Poor
often due to for crossings DDA giving way to green time for improving access, fencing, clear shared not cater for ore bike public due to transport, bike and street Leaves GRAND
Location 1 Location 2 tree roots students facilities compliant pedestrians pedestrians for cyclists areas, lighting etc use path cyclists parking transport traffic walking lighting on road Litter Stormwater TOTAL
Whole LATM area (blank) 4 1 1 3 1 1 2 1 1 1 16
Torrensville LATM Area (blank) 3 2 2 1 1 2 11
Area A (blank) 1 1
Area B (blank) 0
Area C (blank) 0
Area D (blank) 0
Area E (blank) 0
ARMOUR AVENUE SHERRIFF STREET 0
ASHLEY STREET DANBY STREET 2 2
EAST STREET 0
HARDYS ROAD 0
HAYWARD AVENUE 1 1
HOLBROOKS ROAD 0
SHERRIFF STREET 1 1
WEST STREET 0
(blank) 2 1 3
ASHWIN PARADE JERVOIS STREET 0
SHIPSTER STREET 0
SOUTH ROAD 0
(blank) 0
CARLTON PARADE HAYWARD AVENUE 0
JERVOIS STREET 0
(blank) 0
CLIFFORD STREET HENLEY BEACH ROAD 1 1
MEYER STREET 0
NORTH PARADE 0
(blank) 0
CRANBROOK AVENUE HOLBROOKS ROAD 0
SHERRIFF STREET 0
(blank) 0
DANBY STREET (blank) 1 1
EAST STREET MEYER STREET 0
(blank) 1 1
GOLDEN GLOW AVENUE HOLBROOKS ROAD 0
(blank) 0
HARDYS ROAD NORMAN STREET 0
RIVER TORRENS 1 1
(blank) 0
HAYWARD AVENUE NORTH PARADE 0
(blank) 0
HENLEY BEACH ROAD JERVOIS STREET 0
MARION ROAD 1 1
PEARSE STREET 0
SOUTH ROAD 2 2
STEPHENS AVENUE 0
WAINHOUSE STREET 0
WEST STREET 0
(blank) 1 1 2 1 5
HERBERT AVENUE (blank) 1 1
HOLBROOKS ROAD NORMAN STREET 1 1
(blank) 0
HOWIE AVENUE (blank) 0
HUNTRISS STREET (blank) 1 1 2
JERVOIS STREET NORTH PARADE 0
(blank) 0
MEYER STREET WEST STREET 0
NORMAN STREET PEARSE STREET 0
(blank) 0
NORTH PARADE WAINHOUSE STREET 0
WEST STREET 0
(blank) 1 1 1 3
PEARSE STREET (blank) 0
RIVER TORRENS (blank) 3 3
SHERRIFF STREET VINTAGE ROAD 0
WILFORD AVENUE 0
(blank) 1 1
SHIPSTER STREET (blank) 0
SOUTH ROAD NORTH PARADE 0
(blank) 0
STEPHENS AVENUE (blank) 1 1 2
STUCKEY AVENUE (blank) 0
VINTAGE ROAD (blank) 0
WAINHOUSE STREET (blank) 0
WEST STREET (blank) 1 1
WILFORD AVENUE (blank) 0
TOTAL 10 5 4 3 2 1 11 3 1 1 1 3 2 2 5 3 2 2 61

Appendix F - Detailed Assessment of Streets and Intersections
1. TORRENSVILLE/UNDERDALE LATM TRAFFIC MANAGEMENT CONSIDERATIONS
AREA A
1.1. Series A, C: Ashley Street
Ashley Street Road Closures:

Option 1 – Remove Road Closures
Issue(s) Addressed:
 Road closures to be open (17 community responses)
 Road closures do not cater for cyclists (1 community response)
 Change or remove existing traffic control device on Ashley Street near East Street
(1 community response)
 Drivers unable to find property due to road closures (1 community response)
Discussion:
The community generally asked for the road closures on Ashley Street to be removed so
that traffic did not use other local streets such as North Parade and Carlton Parade. The
road closures were originally implemented, due to the volume of traffic and accidents that
were occurring in the street.
If the road closures were removed, there would be an increase in traffic along Ashley
Street which may see drivers then diverting to north-south roads and then onto North
Parade and Carlton Parade. It is estimated that up to 3,000 vehicles per day
(approximately) could be diverted to Ashley Street from Ashwin Parade.
Option 2 – keep road closures and undertake enforcement
Issue(s) Addressed:
 Road closures to be maintained and more enforcement to occur to prevent cars
going through them (6 community responses)
Discussion:
To reduce the illegal movements at the road closures.
Option 3 – Closure to all traffic, including buses
Issue(s) Addressed:
 Road closures to be closed to buses (9 community responses)
 Speed of vehicles in Ashley Street between West Street and East Street (2
community responses)
Discussion:
This option would be dependent on the bus route being diverted to other streets.
1.2. Series A &/or B devices: Herbert Avenue, Bray Avenue and Howie Avenue
Issue(s) Addressed:
 Cut through traffic from main roads and volume of traffic in Hayward Avenue
between Meyer Street and Ashley Street (1 community response)
 Number of commercial vehicles using Area E (2 community responses) and
Hayward Avenue between Ashley Street and Ashwin Parade (review of data)

 Traffic impact due to developments and events in Torrensville LATM area (2
community responses) and Area E (2 community responses)
 Increase in traffic from Brickworks development (review of data)
Discussion:
These measures would assist in reducing through traffic and speeding in the street.
1.3. Series A &/or B along the following streets between Ashwin Parade and Ashley
Street: Hayward Avenue, West Street and Clifford Street, Jervois Street; and East
Street (Meyer Street to Ashwin Pde)
Issue(s) Addressed:
 Cut through traffic from main roads and volume of traffic in:
o Whole LATM area (5 community responses) and Thebarton LATM area (3
o Clifford Street between Ashley Street and Meyer Street (3 community
responses)
o East Street between Meyer Street and Ashwin Parade (3 community
responses)
o Hayward Avenue between Meyer Street and Ashley Street (1 community
response)
o West Street between Meyer Street and Ashwin Parade (1 community
response)
 Projected volume increase over the next 20 years along:
o Ashley Street between Hardys Road and Hayward Avenue
o Hayward Avenue between Meyer Street and Ashley Street
 Speed of vehicles in:
o Ashley Street between West Street and East Street (2 community
responses)
o Ashley Street between Stephens Avenue and West Street (1 community
response)
response)
responses)
o Hayward Avenue between Meyer Street and Ashley Street (1 community
response)
 Safety at intersection of Meyer Street and West Street (1 community response)
 Number of commercial vehicles using Area E (2 community responses) and:
response)
o Jervois Street between Ashley Street and Ashwin Parade (1 community
response)
o West Street between Ashwin Parade and Meyer Street (1 community
response)
o Ashley Street between Stephens Avenue and Hayward Avenue (review of
data)
o Hayward Avenue between Ashley Street and Ashwin Parade (review of
data)
 Failure of drivers to give way at intersection of Clifford Street and Meyer Street (1
community response)
 Traffic impact due to developments and events in Torrensville LATM area (2
community responses) and Area E (2 community responses)
 Increase in traffic from Brickworks development (review of data)

Discussion:
1.4. Series C device: Pedestrian crossing facilities in Ashley Street to Thebarton Senior
College and Playground opposite Danby Street
Issue(s) Addressed:
 Crossing for students along Ashley Street (2 community responses)
 Pedestrian crossing facilities in Ashley Street near Danby Street / playground (1
community response)
Discussion:
Improve pedestrian safety in the street.
1.5. Series A &/or B devices: Stephens Avenue between Ashley Street and Ashwin
Parade
Issue(s) Addressed:
 Speed of vehicles over the recommended 55km/h (review of data)
 Speed of vehicles in Stephens Avenue between Ashley Street and Howie
Avenue (review of data)
Discussion:
The street is very wide (approximately 12m). Line marking will narrow the perception of
a wide carriageway and thus assist in reducing the speed of vehicles
1.6. Series B device: Hardys Road/Ashley Street intersection
Issue(s) Addressed:
 Cut through traffic from main roads and volume of traffic in whole LATM area (5
community responses) and Thebarton LATM area (3 community responses)
 Cut through traffic from main roads and volume of traffic in Hardys Road
between Carlton Parade and North Parade (6 community responses)
 Speed of vehicles in Hardys Road between Carlton Parade and North Parade (3
community responses) and Hardys Road between Ashley Street and Ashwin
Parade (review of data)
 Safety of intersection (3 community responses)
 Traffic congestions at intersection (1 community response)
 Close Hardy Road due to volume of traffic (2 community responses)
 Improve/more pedestrian crossing facilities (1 community response)
 Two injury crashes. There crashes were both right angle crashes, with vehicle
heading north not giving way to a vehicle heading west and vehicle heading
east.
Discussion:
To improve safety at the intersection. Also review existing traffic management controls
in Hardys Road.
AREA B
1.7. Series A &/or B devices along the following streets: Pearse Street, Norman
Street, Sherriff Street (between Norman Street and Ashley Street), Golden Glow
Avenue, Stuckey Avenue and North Parade (between Sherriff Street and Hardys
Road)

Issue(s) Addressed:
o Whole LATM area (5 community responses) and Thebarton LATM area (3
o Area A (1 community response), Golden Glow Avenue (1 community
response), Norman Street (1 community response), Pearse Street (3
community responses), Sherriff Street between Ashley St and Golden Glow
Ave (2 community responses) and Stuckey Avenue (1 community
response)
 Projected volume increase over the next 20 years along:
o Norman Street between Holbrooks Road and Fernleigh Street
 Speed of vehicles in Golden Glow Avenue (1 community response), Norman Street
between Holbrooks Road and Sherriff Street (1 community response) and Stuckey
Avenue (1 community response)
 Safety at intersection of Norman Street and Pearse Street (1 community response)
 Number of commercial vehicles using Norman Street between Holbrooks Road /
Sherriff Street (1 community response) and Sherriff Street between Ashley Street /
Golden Glow Avenue (1 community response and review of data)
 Intersection of Sherriff Street and Norman Street, two injury crashes. These
crashes were both right angle crashes, with vehicle heading south not giving way
to vehicle heading west.(review of data)
 Cut through traffic from arterial roads (review of data)
Discussion:
The measure should also reduce traffic volume in Sherriff St between Ashley St and
Golden Glow Ave and possibly other surrounding streets such as Carlton Parade and
North Parade. The measures should divert traffic to the collector roads or arterial
roads.
1.8. Series B, C devices: Sherriff Street (south end) at Ashley Street intersection
Issue(s) Addressed:
 Cut through traffic from main roads and volume of traffic in Area A (1 community
response), Pearse Street (3 community responses) and Sherriff Street between
Ashley St and Golden Glow Ave (2 community responses)
 Number of commercial vehicles using Sherriff Street between Ashley Street /
Golden Glow Avenue (1 community response and review of data)
 Footpath not to standard on north side of intersection (review of data)
Discussion:
The measure should encourage traffic to use Ashley Street to Holbrooks Road. It
should also improve safety at the intersection, particularly for pedestrians.
1.9. Series B device: Sherriff Street and Norman Street intersection
Issue(s) Addressed:
 Two injury crashes. These crashes were both right angle crashes, with vehicle
heading south not giving way to vehicle heading west. .(review of data)
Discussion:
The north-east kerb does not line up with north-west kerb. Consider line marking and
signage to increase the driver’s view of oncoming vehicles.

AREA C
1.10. River Torrens Shared Use Path upgrade path opposite Chatswood Grove
Issue(s) Addressed:
 Shared use path needs improving and maintenance (3 community responses)
 No shared use path opposite Chatswood Grove (1 community response)
 Shared use path currently stops and goes along Chatswood Grove (review of
data)
Discussion:
Black spot bicycle funding is currently available to undertake this work, in conjunction
with securing of additional land to improve the path alignment.
1.11. Series A &/or B devices: Cranbrook Avenue and Armour Avenue
Issue(s) Addressed:
 Cut through traffic from main roads and volume of traffic in Whole LATM area
(5 community responses) and Thebarton LATM area (3 community responses)
 Speed of vehicle in Cranbrook Avenue (3 community responses)
 Speed of vehicles over the recommended 55km/h (review of data)
 Commercial vehicles are over the recommended 4% for a residential street
(review of data)
Discussion:
1.12. Cranbrook Avenue, Armour Avenue and northern section of Sherriff Street:
install no truck signs
Issue(s) Addressed:
 Number of commercial vehicles using Cranbrook Avenue (1 community
response)
 Commercial vehicles are over the recommended 4% for a residential street in
Cranbrook Avenue and Armour Avenue (review of data)
Discussion:
Install No Truck signs in residential areas.
AREA D and E
1.13. Series A devices: Carlton Parade
Issue(s) Addressed:
o Whole LATM area (5 community responses) and Thebarton LATM area
(3 community responses)
o Area B (1 community response)
o Carlton Parade (5 community responses)
 Projected volume increase over the next 20 years along Carlton Parade
 Speed of vehicles in Carlton Parade between Clifford Street and Huntriss
Street (3 community responses)

Discussion:
These measures would help reduce the speed of vehicles and reduce through traffic.
The measures would complement the existing roundabouts in the street.
1.14. Series A devices: North Parade
Issue(s) Addressed:
 Cut through traffic from main roads and volume of traffic in North Parade
between Wainhouse St and Danby St (1 community response)
 Projected volume increase over the next 20 years along North Parade
 Safety at intersection of North Parade and Wainhouse Avenue (1 community
response)
 Safety issue of trees not being behind kerb (review of data)
o Whole LATM area (5 community responses) and Thebarton LATM area
o Area C (4 community responses)
 Safety at intersection of Clifford Street / North Parade (1 community response)
and West Street / North Parade (1 community response)
 Failure of drivers to give way at intersection of Clifford Street / North Parade (1
community response)
Discussion:
The measures would help narrow the perception of a wide street and protect the trees
planted on the carriageway. The measures would help reduce the speed of vehicles
and reduce through traffic and safety at intersections.
1.15. Series B device: Hayward Avenue and Carlton Parade intersection
Issue(s) Addressed:
 Safety at intersection (2 community responses)
 Give way/stop sign configuration (1 community response)
 Three injury crashes. The crashes were all right angle crashes, with vehicle
heading west not giving way to vehicle heading north. One of the crashes
involved a cyclist heading west (review of data)
Discussion:
Improve safety at the intersection.
1.16. Series B device: North Parade and West Street intersection
Issue(s) Addressed:
 Safety at intersection (1 community response)
 Two injury crashes. These crashes were both right angle crashes, with vehicle
heading south not giving way to vehicle heading west.
Discussion:
Shift the north give way line 2m back from kerb so as to accommodate pram ramps.
Re-do pram ramps so compliant and can then move give way line forward in-line with
kerb. This will increase driver’s view of oncoming vehicles (review of data).

ALL AREAS
1.17. Signs and Line Marking to be Renewed
Issue(s) Addressed –
 Intersection of Pearse Street and Norman Street renew signs and trim
vegetation due to failure of drivers to give way (1 community response)
 Signage faded/damaged/missing/not visible at intersection of Clifford Street and
North Parade (1 community response) and West Street and North Parade (1
community response)
 Pavement bars along Hayward Avenue to be renewed, if not already undertaken
 Give way/stop signs not visible in whole LATM area (1 community response)
 Site inspection report regarding signage and line marking which has faded,
damaged, missing or not visible (review of data)
Discussion:
Review signage (line marking and signs) to improve traffic and safety conditions.
1.18. Condition of Roads and Footpaths into Asset Management Plan
Issue(s) Addressed:
 Uneven footpaths often due to tree roots in:
o Whole LATM area (4 community responses)
o Torrensville LATM area (3 community responses)
o Area A (1 community response)
o Huntriss Street between Henley Beach Road and Carlton Parade 1
community response)
o Stephens Avenue (1 community response)
 State of road and footpath in whole LATM area (3 community responses), Area
E (1 community response) and North Parade (1 community response)
 Dips in roads dangerous in whole LATM area (2 community responses) and
Torrensville area (1 community response)
 Pram ramps missing or not compliant in while LATM area (1 community
response) and Torrensville LATM area (2 community responses)
Discussion:
Upgrade conditions of roads and footpaths to improve safety for all road users.
1.19. Review Street Lighting in Herbert Avenue and Sherriff Street
 Poor street lighting in Herbert Avenue (1 community response)
 Poor street lighting in Sherriff Street (1 community response)
 Poor street lighting in Torrensville area (3 community responses)
Discussion:
Lighting reviewed when a road is reconstructed. Review lighting at locations raised by
residents.
1.20. Police Enforcement of Vehicle Speeds and Signage
Issue(s) Addressed:
 Speed of vehicles within the LATM area (4 community responses)
 Speed of vehicles in the following streets:

o Ashley Street between West Street and East Street (2 community
responses)
o Ashley Street between Stephens Avenue and West Street (1 community
response)
o Ashwin Parade (3 community response)
o Carlton Parade between Clifford Street and Huntriss Street (3
response)
o Cranbrook Avenue (3 community responses)
responses)
o Golden Glow Avenue (1 community response)
o Hardys Road between Carlton Parade and North Parade (3 community
responses)
o Hayward Avenue between Meyer Street and Ashley Street (1
community response)
o Jervois Street between Carlton Parade and Meyer Street (2 community
responses)
o Norman Street between Holbrooks Road and Sherriff Street (1
community response)
o Stuckey Avenue (1 community response)
o Wainhouse Avenue between Henley Beach road and Carlton Parade (1
community response)
o Hardys Road between Ashley Street and Ashwin Parade (review of
data)
o Stephens Avenue between Ashley Street and Howie Avenue (review of
data)
Discussion:
The traffic data for these streets show that the 85th percentile speed is below the
acceptable limit of 55km/h in a 50km/h zone. Hence, police enforcement has been
recommended as the appropriate course of action to assist in reducing the speed of
vehicles. It is also recommended that Remember 50km/h signs and Council’s variable
message board being placed in appropriate locations for a period of time to remind
drivers to drive at or below 50km/h and to the conditions.
In regards to traffic issues raised by the community, these are compared to the traffic
data collected. If the traffic data shows the speed, volume or percentage of commercial
vehicles is below the acceptable limit then in most cases Police enforcement is the
commonly adopted course of action; in other instances signage and line marking maybe
used.
1.21. Police Enforcement of Illegal Behaviour
Issue(s) Addressed:
 Road closures in Ashley Street to be maintained and more enforcement to occur
to prevent cars going through them (6 community responses)
 Enforcement of No Truck signs in:
o Torrensville LATM area (1 community response) and Area E (2
response)
o Jervois Street between Ashley Street and Ashwin Parade (1 community
response)

o Norman Street between Holbrooks Road and Sherriff Street (1
community response)
o Sherriff Street between Ashley Street and Golden Glow Avenue (1
community response and review of data)
o West Street between Ashwin Parade and Meyer Street (1 community
response)
o Jervois Street between Carlton Parade and North Parade (review of
data)
o Ashley Street between Stephens Avenue and Hayward Avenue (review
of data)
o Hayward Avenue between Ashley Street and Ashwin Parade (review of
data)
 Drivers disobeying restrictions being no through road (bus except) in Area C (1
community response) and turn restriction in Golden Glow Avenue (1 community
response)
 Drivers doing U-turns on Henley Beach Road at Clifford Street (1 community
response)
 Crossing for students in North Parade ensuring drivers stop and obey the
25km/h school zone (1 community response)
 Drivers not giving way to pedestrians along Henley Beach Road (1 community
response) and at intersection with Clifford Street (1 community response)
Discussion:
As these offences are only enforced by SAPOL, these matters, as they arise, will be
referred to the Police for enforcement action.
1.22. Concerns to State Government Regarding Timing of Traffic Lights, Safety at

Intersections, Pedestrian Crossings and Cycling Facilities
Issue(s) Addressed:
 Drivers using local roads instead of collector or arterial roads in whole LATM
area (5 community responses) and Thebarton LATM area (3 community
responses)
 Safety at intersection of Ashley Street and Holbrooks Road (1 community
response)
 Intersection of Henley Beach Road and South Road needs improving for cyclists
 Extend bike lanes times along Henley Beach Road (2 community responses)
 Traffic congestion at South Road and Ashwin Parade intersection (2 community
responses)
 Traffic congestion along Henley Beach Road (4 community responses)
 Traffic congestion along Holbrooks Road (1 community response)
 Traffic congestion along South Road (1 community response)
 Speed limit reduced to 40km/h within whole LATM area (3 community
responses) or increased to 60km/h within whole LATM area (1 community
response)
 Restricted access and delays getting onto arterial areas in Area E (1 community
response), Henley Beach Road at Wainhouse Street (1 community response)
and along the street (1 community response)
 Not enough room in right turn lane on Holbrooks Road to get into Cranbrook
Avenue (2 community responses)
 Would like u-turns banned on Holbrooks Road at junction with Cranbrook
Avenue (1 community response)
 Line marking confusing along Holbrooks Road (1 community response)

 No right turn arrow on Henley Beach Road to South Road (1 community
response)
 Not enough green time for pedestrians at intersection of Marion Road and
Henley Beach Road (1 community response)
 Improve/more pedestrian crossing facilities along Henley Beach Road (1
community response)
 Parked/stopped buses along Henley Beach Road (1 community response), on
Henley Beach Road at Marion Road (2 community responses) and on South
Road at North Parade (1 community response)
Discussion:
Council to support the State Government initiatives re travel demand, arterial road
upgrade projects to improve traffic conditions and reduce congestion (eg South Road
upgrade project)
1.23. Concerns to State Government to consider when undertaking future works along
South Road
Issue(s) Addressed:
 Intersection of Henley Beach Road and South Road needs improving for cyclists
 Traffic congestion at South Road and Ashwin Parade intersection (2 community
responses)
 Traffic congestion along Henley Beach Road (4 community responses)
 Traffic congestion along South Road (1 community response)
 Not enough green time and right turning lane from South Road onto Ashwin
Parade
Discussion:
Council to work with DPTI on the South Road/Ashwin Parade intersection upgrade and
River Torrens to Torrens Road upgrade project.

2. TORRENSVILLE/UNDERDALE LATM PARKING MANAGEMENT CONSIDERATIONS
2.1. Henley Beach Road – reduction in speed to 50km/h or lower
Issue(s) Addressed:
 Parked cars as road not wide enough (34 community responses)
 Sight distance at intersections along Henley Beach Road (4 community
responses) and at certain intersections being Clifford Street (3 community
responses), Jervois Street (2 community responses) and Stephens Avenue (1
community response)
 Speed limited reduced to 40km/h along Henley Beach Road (2 community
responses)
 Speed limited reduced to 50km/h along Henley Beach Road (2 community
responses)
 Improve/more pedestrian crossing facilities along Henley Beach Road (1
community response)
 Pedestrian safety (review of data)
Discussion:
DPTI currently considering a lower speed limit on Henley Beach Road adjacent to the
Torrensville District Centre.
2.2. Construct more off-street parking in Ashley Street adjacent to playground
Issue(s) Addressed:
 Not enough off-street parks in:
o Area E (2 community responses)
o Ashley Street and Danby Street to play ground (1 community response)
o Shipster Street (1 community response)
 Parking on-street from Thebarton Senior College:
o Area C (1 community response)
o Ashley Street and East Street (1 community response)
o Ashley Street between East Street and Danby Street (1 community
response)
o East Street (1 community response)
o Huntriss Street (1 community response)
Discussion –
Use parking controls to better manage use of kerb space and consider additional off-
street car parks where appropriate.
2.3. Henley Beach Road facilitate businesses combining car parks
Issue(s) Addressed:
o Area B (2 community responses)
o Henley Beach Road (5 community responses)
Discussion:
Work with commercial property owners to combine car parks to improve availability
and efficiency of use.

2.4. Investigate installation of additional parking on wide roads when reconstructed
Issue(s) Addressed:
o Area B (2 community responses)
o Henley Beach Road (5 community responses)
o Ashley Street and East Street (1 community response)
response)
Discussion:
Where possible, consider angled parking in wide streets to increase parking
availability.
2.5. Develop Car Park Fund for New Developments
Issue(s) Addressed:
 Parking due to surrounding business in:
o Area B (3 community responses), Area C (1 community response) and
Area E (2 community responses)
o Cranbrook Avenue (1 community response)
o Hayward Avenue between Ashwin Parade and Ashley Street (2
o Howie Avenue (1 community response)
o Huntriss Street between Henley Beach Road and Carlton Parade (1
community response)
o Jervois Street between Henley Beach Road and Carlton Parade (1
community response)
 Would like to park near business or school in Howie Street (1 community
response)
Discussion:
Under the Development Act 1993, Council can set up a car parking fund. Developers
would contribute to the car parking fund for a designated area if they were unable to
provide sufficient spaces for the parking of cars at their site. Council would then be
able to use these funds in the designated area to provide car parking facility; to
maintain, operate or improve car parking facilities; or provide funds for the
establishment, maintenance or improvements of transport facilities to reduce the need
for car parking.

2.6. Install Time Limit Parking Controls
Issue(s) Addressed:
o Cranbrook Avenue (1 community response)
o Hayward Avenue between Ashwin Parade and Ashley Street (2
o Howie Avenue (1 community response)
community response)
community response)
response)
 Parking not available on-street near property:
o Area D (1 community response)
o Henley Beach Road between Hayward Ave and West St (1 community
response)
o Shipster Street between Carlton Parade and North Parade (1
community response)
 Commuters parking in streets:
o Jervois Street (1 community response)
o Pearse Street (1 community response)
o Shipster Street (5 community responses)
 Would like to park near business or school in Howie Street (1 community
response)
 Parked cars on rubbish collection day in East Street (1 community response)
and Shipster Street (1 community response)
 Increase parking time limit from 1 hour to 2 hours in Area B (1 community
response)
Discussion –
Use parking controls to better manage use of kerb space.
2.7. Council Enforcement of Parking Controls and Regulations (ie over staying time
limits, parking over driveways, in no stopping zones, too close to intersections,
in bike lane and commercial vehicle unloading on the street)
Issue(s) Addressed:
o Intersection of East Street and Meyer Street (1 community response)
o East Street between Meyer Street and Ashley Street (1 community
response)

community response)
community response)
o Vintage Road (1 community response)
o West Street (1 community response)
 Parking Illegally ie over driveways, in no stopping area, close to intersections:
o Whole LATM area (3 community responses)
o Ashley Street and Danby Street (1 community response)
o East Street between Ashwin Parade and Meyer Street (1 community
response)
o Hardys Road (1 community response)
o Henley Beach Road (1 community response)
o North Parade between Stephen Ave and Hayward Ave, school zone (1
community response)
o Sherriff Street and Vintage Road (1 community response)
o Sherriff Street (1 community response)
o Whole LATM area (1 community response)
o Torrensville LATM area (1 community response)
o Armour Avenue and Sherriff Street (1 community response)
o West Street (1 community response)
 Parking in bike lane along Henley Beach Road (4 community responses) and
whole LATM area (1 community response)
 Would like to park near business or school in Area E (1 community response)
and Henley Beach Road (2 community responses)
 Commercial vehicles queuing to get into property or unloading on road in
Sherriff Street north sections (1 community response)
 Parked trailer on the street in Hayward Avenue at North Parade (1 community
response)
 Parking at school drop off and pick up times in North Parade (1 community
response)
Discussion:
Enforce parking controls to ensure compliance and to improve parking availability.
2.8. Review and Enforce Parking Controls for Events
Issue(s) Addressed:
 Parking on-street from events at oval in Torrensville LATM area (1 community
response), Area E (2 community responses) and East Street (1 community
response)
 Parking on-street from events at Thebarton Theatre in Area B (2 community
responses) and Huntriss Street (1 community response)
Discussion:
To better manage parking for events.
2.9. Review of Parking Controls at Intersections
Issue(s) Addressed:
 Parking restricting sight distance at intersection of:
o Ashley Street and Shipster Street (1 community response)

o Clifford Street and Henley Beach Road (1 community response)
o Hayward Avenue and North Parade (1 community response)
o Henley Beach Road and Stephens Avenue (1 community response)
Discussion:
Review parking controls at intersections to address sight distance issues.
2.10. Review Parking Exemptions to Time Limit Controls and for Carers
Issue(s) Addressed:
 Parking exemptions for residents to time limit controls in:
o Area E (1 community response)
o Ashley Street (1 community response)
o Clifford Street (1 community response)
 Parking for carers near property in Cranbrook Avenue (1 community
response) and Shipster Street (2 community responses)
Discussion:
Review parking management to improve accessibility and availability.

3. THEBARTON/MILE END LATM TRAFFIC MANAGEMENT CONSIDERATIONS
AREA F
3.1 Series B device: George Street and Dew Street Intersection
Issue(s) Addressed:
 5 injury crash in last 5 years
 Speed of vehicles along George Street (5 community responses)
 Volume of traffic (3 community responses)
 Improve pedestrian crossing facilities at the intersection (8 community
responses)
 Failure of drivers to give way (1 community response)
 Parking restricting sight distance (1 community response)
 George Street and Dew Street intersection – five injury crashes. Three of the
injury crashes were right angle crashes, with vehicles heading north not giving
way to either vehicles heading east (two) or west (one). One crash was a right
angle crash with vehicle heading south not giving way to vehicle heading west.
The other crash was a rear end from vehicles heading west. (review of data)
 Improvements to pedestrian crossing facilities at the intersection (review of
data)
Discussion:
Black spot funding has been sought to install a roundabout at this location.
3.2 Series B Device: Albert Street and Kintore Street Intersection
Issue(s) Addressed:
 Safety of intersection (3 community concerns)
 Drivers using local roads instead of collector or arterial roads in Area G (6
responses)
 Speed of vehicles in Kintore Street (2 community responses)
 Failure of drivers to give way (1 community response)

Discussion:
Kerb realignment would assist in improving the safety of the intersection.
3.3 Series A Devices: Dew Street between Kintore Lane to Kintore Street
Issue(s) Addressed:
 Drivers using local roads instead of collector or arterial roads in Area G (6
responses)
 Speed of vehicles in the following streets in Dew Street between Rose St and
Kintore St (3 community responses)
Discussion:
To address the through traffic and speeding issues.
3.4 Series A Devices: Maria Street
Issue(s) Addressed:
 Dangerous intersection Maria St and Albert St (1 community response)
 Volume of commercial vehicles (1 community responses)

 In March 2010 a petition was received by Council due to concerns from
residents over the width of Maria Street not being able to accommodate
parking and two way traffic. Council resolved that as part of the LATM
scheme, the possibility of making Maria Street one way to be investigated.
Discussion:
Consider a one-way traffic flow for Maria Street.
3.5 Series B Device: George Street and Albert Street Intersection
Issue(s) Addressed:
 Speed of vehicles in George St (5 community responses)
 Safety of intersection (4 community responses)
 Unable to load good in and out of car due to no stopping on west side of street
Discussion:
Consider kerb realignment to improve the safety at the intersection.
AREA G
3.6 Rose Street School Emu Crossing
Issue(s) Addressed:
 Crossing for students (1 community response)
 Location of pedestrian median island hinders driveway access (1 community
response)
 Safety of school children (review of data)
Discussion:
Improve safety for school children,
3.7 Series A devices: Rose Street
Issue(s) Addressed:
 Speed of vehicles (3 community responses)
 Improve pedestrian crossing facilities near James Congdon Drive (1
community response)
 Line marking faded (1 community response)
 The 85th percentile speed is greater than 55km/h (review of data)
 Speed of vehicles outside St George College (review of data)
Discussion – Rose Street is a wide street (11m). Line marking will narrow the
perception of a wide road and thus assist in reducing the speed of vehicles. The line
marking will also improve pedestrian safety by defining the path of travel of vehicles
and reducing speeds.
3.8 Series D: Rose Street and Parker Street Intersection
Issue(s) Addressed:
 Rose Street and Parker Street intersection - the two injury crashes. These
crashes both involved a cyclist heading north colliding with vehicle heading
east. (review of data)

 Right Turn from Port Road onto George Street banned by State Government
which means Light Terrace between Port Road and Albert Street has become
a local collector road (review of data)
 Right Turn ban has also meant that Light Terrace (between Port Road and
Albert Street) and Albert Street (between Light Terrace and George Street) is a
secondary freight route (review of data)
Discussion:
Review the Bikedirect network through this area.
AREA H
3.9 Series A Devices: Cawthorne Street (Light Tce to Smith St)
Issue(s):
 Drivers using local roads instead of collector or arterial roads in Area I (5
responses)
 Volume of commercial vehicles in Area I (4 community responses)
 Existing traffic control devices change/remove in Area I (1 community
response)
 Traffic avoiding the Light Terrace and Port Road lights and using the local
streets instead (review of data)
 Due to the tram line the right turns at Smith Street and Port Road intersection
were banned and traffic now using the local streets instead (review of data)
Discussion:
To reduce through traffic.
3.10 Holland St (Light Tce to Phillips St) and James Street (Light Tce to Phillips
St) – Review existing speed humps
Issue(s):
 Drivers using local roads instead of collector or arterial roads in Area I (5
responses)
 Volume of commercial vehicles in Area I (4 community responses)
 Existing traffic control devices change/remove in Area I (1 community
response)
Discussion:
Review suitability of existing devices.
3.11 Changes in Road Hierarchy due to Tram Line
Issue(s) Addressed:
 Right Turn from Port Road onto George Street banned by State Government
which means Light Terrace between Port Road and Albert Street has become
a local collector road (review of data)
 Right Turn ban has also meant that Light Terrace (between Port Road and
Albert Street) and Albert Street (between Light Terrace and George Street) is a

 The banning of the right turn into Smith Street from Port Road due to the tram
line means Walsh Street between Phillips Street and Smith street is now a
Discussion:
Review the collector route for Light Terrace and Albert Street.
AREA I
3.12 Series A Devices: Neville Road (George St to Walter St)
Issue(s) Addressed:
 Drivers using local roads instead of collector or arterial roads in Area H (2
responses)
 Speed of vehicles in Neville Rd between George St and Walter St (3 community
responses)
Discussion:
To address the through traffic and speeding issues.
3.13 Series B Device: Walter Street and South Road intersection
Issue(s) Addressed:
 Safety concern at intersection of South Road and Walter Street (1 community
response)
Discussion:
Minor improvement to better facilitate traffic flows.
AREA J
3.14 West Thebarton Road / Philips Street Re-design
Issue(s) Addressed:
 State of road pavement (11 community responses)
 Speed of vehicles (6 community responses)
 Drivers using local roads instead of collector or arterial roads in Area H (9
responses)
 Safety concern at intersection of Ann Street and West Thebarton Road (1
community response); Stirling Street and West Thebarton Road (1 community
response); and Holland Street and Phillips Street (1 community response)
 Improve pedestrian crossing facilities along Phillips Street (1 community
response) and at intersection of Stirling Street and West Thebarton Road (2
community response)
 Uneven footpaths often due to tree roots (1 community response)
 Restricted access, delays and congestion getting onto arterial road at South
Road and West Thebarton Road (4 community responses)
 Unable to turn into Holland Street (north) if vehicle turning out (1 community
concern)
 Improve public transport infrastructure (1 community response)
 Phillips Street and West Thebarton Road – four injury crashes. Two head on
crashes, one rear end crash with vehicles heading west and one pedestrian hit
heading south by vehicle heading east. (review of data)

 Phillips Street and Holland Street intersection - two injury crashes. The
crashes both involved cyclists heading south, colliding with a vehicle heading
west. (review of data)
 Thebarton Bioscience Precinct Master Plan refer to key actions – upgrade
quality of footpath and create a safer pedestrian link at Dew Street (review of
data)
 Thebarton Bioscience Precinct Master Plan key actions – paving at entrance to
side streets and signage (review of data)
Discussion:
Part of the PLEC funding project to upgrade the road conditions, footpath conditions
and cyclist access.
3.15 Holland Street Bridge Re-Open
Issue(s) Addressed:
 Re-open Holland Street bridge as a pedestrian and cycling link (15 community
responses)
 Thebarton Bioscience Precinct Master Plan refer to key actions – re-open
Holland Street bridge (review of data)
Discussion:
Bridge replacement currently in progress.
3.16 Develop the linear park shared use path and cycling links
 Lack of cycling links on local roads (3 community responses) and roads need
improving for cyclists (2 community responses) within Thebarton LATM area
 Thebarton Bioscience Precinct Master Plan key actions – continue linear path
trail on southern side of River Torrens and connections to it. (review of data)
 Thebarton Bioscience Precinct Master Plan key actions – establish free bike
hire service (review of data)
Discussion:
Part of the Bioscience Master Plan recommendations.
ALL AREAS
3.17 No Truck Signs
Issue(s) Addressed:
 Volume of commercial vehicles in the Thebarton area in particular Area I (7
 Volume of commercial vehicles in Holland Street (1 community response),
Maria Street (1 community response), Ross Street (1 community response) and
at the corner of Dew Street and Light Terrace (1 community response)
 Trucks avoiding the Light Terrace and Port Road lights and using the local
were banned and trucks now using the local streets instead (review of data)
 Traffic data shows that the percentage of commercial vehicles is above the
acceptable 4% for a local street that are not in an industrial area, being Kintore
Street, Goodenough Street, James Street, Holland Street, Cawthorne Street
and Smith Street.(review of data)

Discussion:
Review existing signage and install No Truck signs in residential areas.
3.18 Pram Ramps at Intersections
Issue(s) Addressed:
 Improve pedestrian crossing facilities near James Congdon Drive in Rose
Street (1 community response)
 Improve pedestrian crossing facilities in Weber Street (1 community response)
at South Road end
Discussion:
Upgrade as required.
3.19 Speed Limit in Lanes Ways with No Footpath
Issue(s) Addressed:
 Speed limit reduced to 40km/h in laneways (2 community responses)
 Pedestrian safety
Discussion:
Review traffic management in lane ways that do not have footpaths and where
properties front the laneways.
3.20 Police Enforcement of Vehicle Speeds and Signage
Issue(s) Addressed:
 Speed of vehicles within the LATM area (9 community responses)
 Speed of vehicles in the following streets:
o August Street (1 community response)
o Ballantyne Street (2 community responses)
o Dew Street at Light Tce corner (1 community response)
o Dew Street between Rose St and Kintore St (3 community responses)
o George Street (5 community responses)
o Holland Street between Light Tce and Smith St (1 community
response)
o Kintore Street between Albert St and Dew St (2 community responses)
o Light Terrace (3 community responses)
o Neville Road (3 community responses)
o Phillips Street (4 community responses)
o Rose Street (3 community responses)
o Ross Street (1 community response)
o Smith street (1 community response)
o Weber St (1 community response)
o West Thebarton Road (2 community responses)
Discussion:
The traffic data for these streets show that the 85th percentile speed is below the
acceptable limit of 55km/h in a 50km/h zone. Hence, police enforcement has been
recommended as the appropriate course of action to assist in reducing the speed of
vehicles. It is also recommended that Remember 50km/h signs and Council’s variable
message board being placed in appropriate locations for a period of time to remind
drivers to drive at or below 50km/h and to the conditions.

In regards to traffic issues raised by the community, these are compared to the traffic
data collected. If the traffic data shows the speed, volume or percentage of commercial
vehicles is below the acceptable limit then in most cases Police enforcement is the
commonly adopted course of action; in other instances signage and line marking
maybe used.
3.21 Police Enforcement of Illegal Behaviour
Issue(s) Addressed:
 Ballantyne Street drivers going wrong way along one-way street (1community
response)
Discussion:
Refer to Police.
3.22 Concerns to State Government Regarding Timing of Traffic Lights, Safety

at Intersections, Pedestrian Crossings and Cycling Facilities
Issue(s) Addressed:
area (8 community responses), Area G (6 responses), Area H (9 responses) and
Area I (5 responses)
 Safety concern at intersection of Henley Beach Road and Parker Street (1
community response)
 Safety concern at intersection of James Congdon Drive and Rose Street (1
community response)
 Improve pedestrian crossing facilities at the intersection of Henley Beach Road
and James Congdon Drive (1 community response) and along James Congdon
Drive between school and car park (1 community response)
 Improve pedestrian crossing facilities (more pedestrian green time at lights) at
the intersection of Light Terrace and Port Road (3 community response) and
along Port Road (1 community response)
 Restricted access and delays getting onto arterial road at intersection of George
Street/South Road (1 community response) and Port Road (1 community
response),
 Not enough green time on George Street at the intersection of South Road and
Port Road (3 community responses)
 No right turn arrow from Port Road onto George Street (1 community response)
 Not enough room in the right turn lane from South Road onto George Street (1
community response)
 Improve drivers signage to Henley Beach Road and James Congdon Drive and
vice versa (1 community response)
 Vehicles doing u-turns at intersection of Port Road and Phillips Street (1
community response)
 Pedestrians not using traffic lights along James Congdon Drive (1 community
response)
 Henley Beach Road to be reduced to 50km/h (1 community response) and
improve cycling facilities along Henley Beach Road (1 community response)
Discussion:

Seek DPTI to review the timing of the traffic lights within the LATM area to assist in
preventing drivers avoiding the traffic lights and using local streets.
Council to support the State Government initiatives re travel demand, arterial road
upgrade projects to improve traffic conditions and reduce congestion (eg South Road
upgrade project)
3.23 South Road works at Intersection with Ashwin Pde and Future Works
along South Road
Issue(s) Addressed:
area (8 community responses), Area G (6 responses), Area H (9 responses)
and Area I (5 responses)
 Safety concern at intersection of South Road and Rose Street (1 community
response)
 Safety concern at intersection of South Road and Walter Street (1 community
response)
 Volume of commercial vehicles along West Thebarton Road instead of using
the arterial roads (1 community response)
 Restricted access and delays getting onto arterial road at intersection of
George Street/South Road (1 community response) and South Road/West
Thebarton Road (4 community responses) and South Road (1 community
response)
 Traffic congestion on South Road (1 community response)
 No right turn arrow from West Thebarton Road onto South Road (1 community
concern)
 Not enough room in the right turn lane from South Road onto George Street (1
community response)
 Footpath along South Road at the River Torrens is to narrow (1 community
response) and improve cycling facilities at this location (1 community response)
Discussion:
Council to work with DPTI on the South Road/Ashwin Parade intersection upgrade and
River Torrens to Torrens Road upgrade project.
3.24 Condition of Roads and Footpaths into Asset Management Plan
Issue(s) Addressed:
 State of road pavement in:
o Thebarton LATM area in particular Area H and I (6 community
responses)
o Ballantyne Street (1 community response)
o Walter Street (1 community response)
 Uneven footpaths often due to tree roots in:
o Thebarton area (9 community responses)
o George Street (1 community response)
o Light Terrace (1 community response)
 Thebarton Bioscience Precinct Master Plan refer to key actions – improvements
to footpaths in side streets (review of data)
Discussion:
Upgrade conditions of roads and footpaths to improve safety for all road users.

3.25 Signs and Line Marking to be Renewed
 Speed of vehicle around Light Tce / Dew St corner (1 community response)
 Safety concern at intersection of Albert Street and Maria Street (1 community
response)
 Line marking faded in Chapel Street (1 community response), Dew Street (1
community response) and Ware Street (1 community response)
 Signage faded/damaged/missing or not visible on Dew Street
 Drivers unable to find property in Dew Street due to road closure (1 community
response)
 Site inspection report regarding signage and line marking which has faded,
damaged, missing or not visible within the LATM area (3 community responses)
and give way or stop signs not visible (1 community response)
Discussion:
Review signage (line marking and signs) to improve traffic and safety conditions.

4. THEBARTON/MILE END LATM PARKING CONSIDERATIONS
4.1. Increase the car park fronting the Urban Forest on James Melrose Road
Issue(s) Addressed:
o Not enough off-street parks in Area F(1 community response), Area G(1
community response) and Henley Beach Road (1 community response)
Discussion:
Council will be redeveloping the verge area fronting the Urban Forest on James
Congdon Drive to improve the urban design and amenity of the area. The works will
increase the environmental and biodiversity value of the precinct though extension of
the existing Urban Forest landscape pallet into the verge area through the inclusion of
Water Sensitive Urban Design (WSUD) installations. The works will include the
extension to existing car parking area to cater for the increasing demand for parking in
the area.
4.2. Install Time Limit Parking Controls
Issue(s) Addressed:
 Commuters parking in streets:
o Thebarton LATM area (10 community responses), Area F (1
community response); Area G (4 community responses) and Area I (2
o Bennett Street – north side in middle section (1 community response)
o Cawthorne Street –east side north section (3 community responses)
o Goodenough Street (1 community response)
o Holland Street (6 community responses)
o Kintore Street (6 community responses)
o Light Terrace, north side middle section (2 community responses)
o Maria Street, south side east end (3 community responses)
o Smith Street, west end (1 community response)
o Walter Street, north side ((1 community response)
o Thebarton LATM area (1 community response) and Area F (2
community response)
o Ballantyne Street, south side middle section (3 community responses)
o Bennett Street, north side middle section (1 community response)
o Holland Street (1 community response)
o Smith Street (1 community response)
 Surrounding businesses parking in street:
o August Street (1 community response)
o Bennett Street, north side middle section (1 community response)
o Henley Beach Road, west section (1 community response)
o James Street (1 community response)
o Maria Street (1 community response)
 Parked cars as road not wide enough:
o Holland Street (2 community responses)
 Parked cars on rubbish collection day:
o Kintore Street (1 community response)
o Light Terrace (1 community response)

 Unable to park near business on Henley Beach Road, west end (1 community
response) and Smith Street (1 community response)
Discussion:
Use parking controls to better manage use of kerb space.
4.3. Council Enforcement of Parking Signs and Regulations
Issue(s) Addressed:
 Commuters parking in time limited parking areas in Bennett Street, Cawthorne
Street, Light Terrace and Rose Street (7 community responses)
o Rose Street (1 community response)
 Surrounding businesses parking in street:
o Area F (1 community response)
o Bennett Street (1 community response)
o Henley Beach Road (1 community response)
 Parking Illegally ie over driveways, in no stopping area, close to intersections:
o Cawthorne Street (1 community response)
o Stirling Street (1 community response)
 Parking restricting sight distance within Thebarton LATM area (1 community
response) and area I (1 community response)
 Parking in Dew Street (1 community response) and Rose Street (1 community
response) from church events
 Parking at school drop off and pick up times in Rose Street (5 community
responses)
 Parking in bike lane on Henley Beach Road (1 community response) and on
Phillips Street at intersection with Holland Street (1 community response)
 Unable to park near school to pick up students in Rose Street (1 community
response)
 Commercial vehicles queuing to get into property or unloading on road in Area
I (2 community responses)
Discussion:
4.4. Review and Enforce Parking Signs
Issue(s) Addressed:
 Parking on-street from Bonython park events in Thebarton LATM area (4
community responses), Holland Street (1 community response) and Light
Terrace (1 community response)
 Parking in Holland Street due to events at entertainment centre (1 community
response)
 Parking restricting sight distance at:
o Albert Street and George Street intersection (1 community response)

o Anderson Street and Cawthorne Street corner (1 community
response)
o Cawthorne Street and Light Terrace intersection (1 community
response)
Discussion:
4.5. Review Council’s Parking Permit Policy
Issue(s) Addressed:
o Ballantyne Street (3 community responses)
o Bennett Street (1 community response)
 Exemption for residents to time limited parking controls:
o Thebarton LATM area (2 community responses)
o Cawthorne Street (1 community response)
o Parker Street (1 community response)
 Parking for carers near property
o Neville Road (1 community response)
Discussion:
Review policy to respond to parking demands.
4.6. Review Parking Control on Narrow Roads / Laneways
Issue(s) Addressed:
 There are a number of narrow roads / laneways which are below 7.6m wide.
A review of the parking controls in these streets should be undertaken (review
of data). The streets that are less than 7.6m wide are:
o Admella St (George St to End and Light Tce to End)
o Albert St (Maria St to Kintore St)
o Ballantyne St (Dew Street to South Road)
o Bennett St (South Rd to Brown St)
o Dalgleish St (End to West Thebarton Rd)
o Harley Pearson Lane
o Kintore Lane (Dew St to South Rd)
o Lowe St (Ballantyne St to West Thebarton Rd)
o Maria St (James Congdon Dr to Dew St)
o Moore Lane
o Neville Road (Walter St to Ballantyne St)
o Pearson Street
o Queen Street
o Reid Street
o Ronald Street
o Rose Lane
o Taylors Lane (James Congdon Dr to School Lane)
Discussion:
Review parking control strategy for narrow roads and laneways.

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LOCAL AREA TRAFFIC MANAGEMENT

TORRENSVILLE/UNDERDALE LATM: PRECINCT 9

1.1. Local Area Traffic Management Schemes 1

1.2. LATM Priority 2

1.3. Detail of LATM Process 3

2. THE TRANSPORT STRATEGY AND THE LATM 4

2.1. Road Hierarchy and Types 4

2.2. Data-Based Warrants 5

2.3. Road Infrastructure and Traffic Control Devices 5

3. OUTCOMES OF LATM STUDY 7

3.1. Installation of Parking Controls 7

3.2. Parking Fund for New Developments 8

3.3. Police Enforcement 8

3.4. Installation of Traffic Control Devices 9

PART 1 – BACKGROUND INFORMATION, DATA AND COMMUNITY CONSULTATION 15

1. THE STUDY AREA 15

1.1. General History 15

1.2. Recent Changes to Arterial Roads 17

1.3. Current Traffic Controls 18

1.4. Major Traffic Generators 19

1.5. Land Use Zoning 20

1.6. Future Developments and Projects 21

2. EXISTING ROAD NETWORK 28

2.1. Road Layout and Hierarchy 28

2.2. Future Network 32

3. TRAFFIC DATA ANALYSIS 33

3.1. Traffic Volumes 33

3.3. Commercial Vehicles 39

3.4. Crash Data 44

4.2. Pedestrian Generators 46

4.3. Henley Beach Road 46

4.4. Behaviour Change 47

5.1. Bikedirect network 48

5.3. Arterial Roads and Reserves 49

5.4. Behaviour Change 49

6. PUBLIC TRANSPORT FACILITIES 51

6.1. Bus Routes 51

6.2. Tram Routes 52

6.3. Bus Stops and Shelters 52

6.4. Behaviour Change 52

7. URBAN DESIGN AND AMENITY 53

8.1. Parking Permit Policy 54

8.2. Narrow Roads 56

8.3. Existing Parking Controls in Torrensville 57

8.4. Existing Parking Controls in Thebarton 58

10. PUBLIC CONSULTATION 62

10.2. Key Community Issues 62

PART 2 – LATM WORKS REQUIRED AND STAGING PLAN 64

1.1. Locations for Further Assessment 64

1.2. Structure and Separation of Staging Plans 64

2. TORRENSVILLE/UNDERDALE SOLUTIONS AND STAGING PLAN 65

3. THEBARTON/MILE END SOLUTIONS AND STAGING PLAN 68

4.1. Torrensville/Underdale LATM Area 71

4.2. Thebarton/Mile End LATM Area 71

5. SUMMARY OF LATM WORKS 73

APPENDIX A- CURRENT TRAFFIC CONTROLS MAPS 75

APPENDIX B - CURRENT PARKING CONTROLS MAPS 77

APPENDIX C - DATA MAPS 79

APPENDIX D - COMMUNITY SURVEY 81