APPENDIX F TRANSPORT IMPACT ASSESSMENT

Bennett Springs North East Structure Plan 61

APPENDIX F TRANSPORT IMPACT ASSESSMENT

Proposed Structure Plan

Multiple Lots Corner of Dulwich

Street & Marshall Road, Bennett

Springs

Transport Impact Assessment

PREPARED FOR: Bennett Springs Land Development Pty Ltd December 2016

Document history and status

Author Revision Approved by Date

approved Revision type

Vladimir Baltic r01 B Bordbar 31/10/2016 DraftVladimir Baltic r01a B Bordbar 19/12/2016 Final

File name: t16.272.vb.r01a.docx

Author: Vladimir Baltic

Project manager: Behnam Bordbar

Client: Bennett Springs Land Development Pty Ltd

Project: Multiple Lots Corner of Dulwich Street & Marshall Road, Bennett Springs

Document revision: r01a

Project number: t16.272

Copyright in all drawings, reports, specifications, calculations and other documents provided by the Consultant in connection with the Project shall remain the property of the Consultant. The Client alone shall have a license to use the documents referred to above for the purpose of completing the Project, but the Client shall not use, or make copies of, such documents in connection with any work not included in the Project, unless written approval is obtained from the Consultant or otherwise agreed through a separate contract.

TABLE OF CONTENTS

1.0 SUMMARY ........................................................................................................... 1

2.0 INTRODUCTION AND BACKGROUND .......................................................... 2

3.0 STRUCTURE PLAN PROPOSAL ......................................................................... 4

4.0 EXISTING SITUATION ........................................................................................ 6

4.1 EXISTING ROAD NETWORK....................................................................................................................... 6 4.2 PUBLIC TRANSPORT ACCESS ..................................................................................................................... 9 4.3 PEDESTRIAN AND CYCLIST FACILITIES .................................................................................................... 10

5.0 PROPOSED INTERNAL LSP TRANSPORT NETWORK ................................... 12

5.1 ROAD HIERARCHY ................................................................................................................................. 12 5.2 PUBLIC TRANSPORT ............................................................................................................................... 16 5.3 PEDESTRIAN AND CYCLIST FACILITIES .................................................................................................... 17

6.0 CHANGES TO EXTERNAL TRANSPORT NETWORK ...................................... 19

6.1 NORTHLINK WA PROJECT .................................................................................................................... 19 6.2 CITY OF SWAN TRANSPORT STRATEGY ................................................................................................. 20 6.3 CITY OF SWAN TRANSPORT STRATEGY ................................................................................................. 20

7.0 INTEGRATION WITH SURROUNDING AREA ............................................... 22

8.0 TRAFFIC ASSESSMENT ..................................................................................... 23

8.1 ASSESSMENT PERIOD ............................................................................................................................. 23 8.2 TRIP GENERATION AND DISTRIBUTION ................................................................................................. 23 8.3 TRAFFIC FLOW FORECASTS .................................................................................................................... 24 8.4 BSSP ROADS AND INTERSECTIONS ....................................................................................................... 26 8.5 INTERSECTION ANALYSIS ........................................................................................................................ 27 8.6 PEDESTRIAN AND CYCLE NETWORKS .................................................................................................... 29 8.7 ACCESS TO PUBLIC TRANSPORT ............................................................................................................ 30

9.0 CONCLUSIONS ................................................................................................ 31

REPORT FIGURES

Figure 1: Location of the subject site ...................................................................................................... 2 Figure 2: Site location within Metropolitan Region Scheme context ................................................... 4 Figure 3: Eastbound view along Marshall Road in the vicinity of subject site ..................................... 6 Figure 4: Eastbound view along Marshall Road from Dulwich Street intersection ............................. 7 Figure 5: Northbound view along Dulwich Street .................................................................................. 8 Figure 6: Southbound view along Dulwich Street towards Marshall Road intersection .................... 8 Figure 7: Existing bus routes (source: Transperth) ............................................................................... 10 Figure 8. Bike map (source: Department of Transport) ....................................................................... 11 Figure 9. Proposed BSSP road hierarchy ............................................................................................... 12 Figure 10. Neighbourhood Connector B with target speed of 50 km/h (<3,000vpd) ....................... 13 Figure 11. Access Street B (wider street) with target speed of 40 km/h (<3,000vpd) ....................... 14 Figure 12. Access Street D (narrow yield) with target speed of 30 km/h (<1,000vpd) ..................... 15 Figure 13. Proposed BSSP road hierarchy (full build out of West Swan West Concept Plan) ......... 16 Figure 14. Proposed LSP pedestrian and cyclist facilities .................................................................... 18 Figure 15. Perth to Darwin National Highway (section between Benara Road and Gnangara Road

interchange) ............................................................................................................................................ 19 Figure 16. Daily traffic flow forecast for internal BSSP roads for partial BSSP development .......... 25 Figure 17. Daily traffic flow forecast for internal BSSP roads for full West Swan West Concept Plan

build out .................................................................................................................................................. 26 Figure 17. Proposed intersection treatments ........................................................................................ 27 Figure 18. Marshall Road/Dulwich Street roundabout layout modelled in SIDRA (year 2031) ...... 37

REPORT TABLES

Table 1. Crash history for the Marshall Road/Dulwich Street intersection ......................................... 9 Table 2. Crash history for the Marshall Road/Lord Street/St Leonards Boulevard intersection ........ 9 Table 3. Bus services within locality ...................................................................................................... 10 Table 4. Traffic volume thresholds warrants for detailed intersection analysis ................................. 28 Table 5. SIDRA results for the Marshall Road/Dulwich Street intersection – PM peak period with

partial BSSP development (year 2031) .................................................................................................. 38 Table 6. SIDRA results for the Marshall Road/Dulwich Street intersection – PM peak period with

full West Swan West Concept Plan development (year 2031) ............................................................ 38

t16.272.vb.r01a.docx Page 1

1.0 Summary

This Transport Impact Assessment has been prepared with respect to the proposed structure plan for the subject site encompassing Lots 611, 622 & 623 Dulwich Street and Lots 624 & 625 Marshall Road in Bennett Springs, City of Swan. The subject site is generally situated at the north side of Marshall Road between Bennett Brook and Dulwich Street (Lots 622 to 265) and on the east side of Dulwich Street (Lot 611). The WAPC document “Transport Impact Assessment Guidelines for Developments, Volume 2 – Planning Schemes, Structure Plans and Activity Centre Plans (2015)”, states that a supporting Transport Impact Assessment is to be prepared for all structure plans as part of the structure planning process. Accordingly, this Transport Impact Assessment (TIA) addresses the transport implications of the structure plan proposal including estimation of traffic that will be generated by the proposed structure plan area and the resultant traffic patterns on the surrounding road network. This TIA also includes the capacity assessment of the proposed structure plan access system and the key local intersections as well as providing recommendations for any traffic management measures that may be required to ensure satisfactory traffic operations. As part of the proposal the existing residential estates situated at the site will be removed. The currently unmade Roedean Street and unmade intersection of Roedean Street/Marshall Road are proposed to be fully constructed and the internal structure plan road network integrated with existing Cranleigh Street at the northern end of the subject area to form an integral part of the structure plan movement network. The development proposal allows for the planned upgrade of Marshall Road to four lane standard as well as the ultimate dual-lane, four-way roundabout format of existing Marshall Road/Dulwich Street T-intersection. For the purpose of Bennett Springs Structure Plan assessment the recently approved Bennett Springs East Structure Plan development located to the immediate south will be considered and referenced where appropriate. Similarly, in order to allow for a more robust assessment of the local road network the impact of the full development of future West Swan West Concept Plan will also be considered.


2.0 Introduction and Background

This Transport Impact Assessment has been prepared by Transcore on behalf of Bennett Street Land Development Pty Ltd with regard to the proposed Bennett Springs Structure Plan (hereafter BSSP) for multiple lots along Marshall Road and Dulwich Street in Bennett Springs, City of Swan. Refer Figure 1 for locality map.

Figure 1: Location of the subject site

The subject site occupies an area of approximately 15.4ha at the north side of Marshall Road and immediately east of Bennett Brook. The subject locality is rural in nature; however, the land to the immediate south of Marshall Road and between Bennett Brook and Lord Street, is earmarked for large-scale residential development. A portion of the subject site is impacted by the 500m poultry farm buffer which sterilises the northeast portion of the subject site for further development at this stage (as shown in LSP concept plan). The maximum yield potential for the proposed BSSP is in order of 246 residential lots including a neighbourhood centre lot of 1.5ha at the southern portion of Lot 611 (southeast corner of the subject site). However, due to the impact from the existing poultry farm located about 500m to the northeast, approximately a quarter of the structure plan area cannot be developed while the farm is operational.


The external access system for the BSSP comprises several access points on Marshall Road, Dulwich Street and Cranleigh Street. The BSSP road network is designed in such a way to secure seamless integration with the future residential areas to the immediate north and east.


3.0 Structure Plan Proposal

The location of the structure plan area in its regional context within the Metropolitan Region Scheme (MRS) is illustrated in Figure 2.

Figure 2: Site location within Metropolitan Region Scheme context

The structure plan area extends south to Marshall Road, Bennett Brook to the west, Cranleigh Street to the north and about 180m to the east of Dulwich Street. The subject site has recently been rezoned as “Urban” in MRS. The BSSP provides for approximately 246 residential lots including a neighbourhood centre of 1.5ha. It should be noted however that the subject site is encumbered by the 500m poultry farm buffer which effectively sterilises approximately 25% of the subject site for further development as long as the farm is operational. This would effectively reduce the actual development potential of the site to about 188 residential lots and a 0.75ha neighbourhood centre lot. Hence, this constraint will be factored in the traffic impact calculations for the development undertaken further in this report. The proposed BSSP road system facilitates internal structure plan distribution of vehicular, pedestrian and cyclist traffic. The internal BSSP road system connects to perimeter roads through six full-movement access T-intersections on Dulwich Street,


a left-in/left-out access intersection at the future Marshall Road/Roedean Street intersection and the existing Marshall Road/Dulwich Street intersection. The Marshall Road/Dulwich Street intersection is planned to be upgraded to a dual-lane, four-way roundabout format from its current T-intersection layout in order to facilitate the accessibility to the recently approved Bennett Springs East Structure Plan occupying land at the southern side of Marshall Road and the planned upgrade of existing Marshall Road standard from two lanes to four lanes. The internal BSSP road system also provides external road connections to facilitate integration with the (potential) future residential areas to the north and east of Lot 611. Refer to Appendix A for the proposed Bennett Springs Structure Plan. The BSSP site forms part of the wider West Swan West Concept Plan area which encompasses area north of Marshall Road between Bennett Brook and the future alignment of Lord Street stretching northwards all the way to Whiteman Park. Refer to Appendix B for more information on the future West Swan West Concept Plan area (concept plan attached).


4.0 Existing Situation

The LSP area is located approximately 15km northeast of the Perth CBD, approximately 3.6km east of the Malaga Industrial Area precinct and about 850m west of the existing Lord Street/Marshall Road/St Leonards Boulevard intersection. The subject site is located at the northern side of Marshall Road on either side of Dulwich Street (refer Figure 1 for more details). The subject site is located within predominantly rural setting. A poultry farm is located approximately 500m northeast of the subject site.

4.1 Existing Road Network

Marshall Road, between Beechboro Road North and Lord Street, is a single-carriageway, two-lane road running east-west from Malaga Industrial Area to the west to Lord Street to the east. Marshall Road is in the vicinity of the site is constructed to 7.2m wide trafficable carriageway standard with approximately 1.5m wide sealed shoulders doubling up as bicycle lanes. Refer Figure 3 and Figure 4 for more details.

Figure 3: Eastbound view along Marshall Road in the vicinity of subject site

According to the traffic count information sourced from Main Roads WA, Marshall Road (immediately east of Beechboro Road North) carried approximately 12,660 vehicles during typical weekday in January 2014 with about 8.5% heavy vehicle component. Based on these counts, the weekday morning peak hour occurred


between 6:30AM and 7:30AM (918vph) whilst the afternoon peak period occurred between 4:15PM and 5:15PM (1,267vph). However, based on the actual traffic counts undertaken by Transcore during the PM peak hour at the Marshall Road/Dulwich Street intersection on 28th October 2016 it is estimated that Marshall Road, in the vicinity of subject site, presently carries just over 8,000vpd. In the vicinity of subject site Marshall Road operates with a sign-posted speed limit of 80km/h.

Figure 4: Eastbound view along Marshall Road from Dulwich Street intersection

According to the Main Roads WA Perth Metropolitan Area – Functional Road Hierarchy document, Marshall Road (between Beechboro Road North and Lord Street) is classified as a Distributor B. Dulwich Street and Cranleigh Street are both typical rural roads constructed to a single-carriageway, 6m wide standard with gravel shoulders. Both roads are classified as Access Roads and operate under a default built-up area speed-limit regime of 50km/h. Refer Figure 5 and Figure 6 for more details. Based on the aforementioned traffic counts it is estimated that Dulwich Street presently carries up to 600vpd. Roedean Street is currently an unmade road which does not feature in the Main Roads WA road hierarchy document.


Figure 5: Northbound view along Dulwich Street

Figure 6: Southbound view along Dulwich Street towards Marshall Road

intersection Marshall Road and Dulwich Street form a priority-controlled T-intersection with Dulwich Street terminating at its northern approach to the intersection. Both Marshall Road and Dulwich Street are straight and flat and as such provide for good sightlines on all approaches to the intersection. Marshall Road at its eastern end terminates at Lord Street forming a 4-way single-lane roundabout intersection with Lord Street and St Leonards Boulevard approximately 1km east of the subject site.


Cranleigh Street forms a priority-controlled T-intersection with Dulwich Street at the northeast corner of the BSSP area. Main Roads WA Intersection Crash Ranking Report provides detailed crash data for the Marshall Road/Dulwich Street and Marshall Road/Lord Street/St Leonards Boulevard intersections over the 5-year period ending 31 December 2015. Detailed crash report information for these intersections is presented in the following tables (refer Table 1 and Table 2).

Table 1. Crash history for the Marshall Road/Dulwich Street intersection

Intersection Total Crashes Casualty

Marshall Road/Dulwich Street 4 1 Rear End Right Angle Pedestrian Cycle Wet Night

2 2 0 N/A 0 0

Table 2. Crash history for the Marshall Road/Lord Street/St Leonards Boulevard intersection

Intersection Total Crashes Casualty

Marshall Rd/Lord St/St Leonards Blvd 28 7 Rear End Right Angle Pedestrian Cycle Wet Night

23 4 0 N/A 6 6

4.2 Public Transport Access

The subject site is served by two bus services operating along Marshall Road (service No. 955 and 956). The available bus services provide connectivity to Morley Bus Station and Bassendean Station which provides access to the greater rail network. The nearest pair of bus stops on Marshall Road is located in immediate vicinity Marshall Road/Dulwich Street intersection. There are no formal pedestrian paths to the bus stops; however, pedestrians can access these stops walking on sealed shoulders along Marshall Road. Existing bus service times are primarily designed for journeys to and from work, school and other trips to and from Ellenbrook/Morley/Bassendean during business hours such as shopping or personal business trips. The map of existing public transport services available in the vicinity of the subject site is provided in Figure 7 overleaf with route details presented in Table 3.


Table 3. Bus services within locality

Bus Route Route Details

955 Ellenbrook North / Morley Bus Station

956 Ellenbrook North / Bassendean Train Station

Figure 7: Existing bus routes (source: Transperth)

4.3 Pedestrian and Cyclist Facilities

There are presently no formal pedestrian paths within the subject locality which is consistent with the type of existing land uses in this area. Cyclist’s access to the site is available via the bicycle lanes/sealed shoulders which are in place along both sides of Marshall Road. The sealed shoulders on Marshall Road are complemented with sealed shoulders which are in place along Lord Street south of Marshall Road providing connection to the same type of cycling facility along Reid Highway. The Department of Transport’s Perth Bike Map series shows available cyclist connectivity o the site (see Figure 8 overleaf).


Figure 8. Bike map (source: Department of Transport)


5.0 Proposed Internal LSP Transport Network

5.1 Road Hierarchy

The review of BSSP traffic projections shows that, in accordance with the WAPC “Liveable Neighbourhoods” document, all internal LSP roads can be classified as Neighbourhood Connector B, Access Street B (wider streets) and Access D Street (narrow yield). Refer Figure 9 for more details. Some key characteristics of typical cross-sections, defined in WAPC Liveable Neighbourhoods (2009, Update 02) publication are discussed further in this section.

Figure 9. Proposed BSSP road hierarchy


Neighbourhood Connector B roads are intended to link neighbourhoods and centres and facilitate pedestrian use, calm traffic and have frequent local street connections. This type of street is usually designed to accommodate daily traffic volumes of up to 3,000vpd travelling at speeds up to 50km/h. Although the anticipated daily traffic volumes for this section of road network may exceed desirable threshold of 3,000vpd by about 20% the classification is still considered appropriate and the proposed street type still has the capacity to accommodate this level of traffic. A typical cross-section of Neighbourhood Connector B allows for parking lanes; however, on-street parking is not proposed in this particular case due to proximity of Marshall Road intersection. Accordingly, the section of Dulwich Street between Marshall Road and Access Street B is proposed to be constructed as a Neighbourhood Connector B. Total width of this road without parking lanes can be accommodated within the existing 20m road reserve of Dulwich Street. Refer to Figure 10 for typical Neighbourhood Connector B cross section.

Figure 10. Neighbourhood Connector B with target speed of 50 km/h (<3,000vpd)

With the full development of the West Swan West Concept Plan area Dulwich Street is expected to experience doubling of daily traffic flows and as such reclassification of this road from Neighbourhood Connector B to Neighbourhood Connector A (section fronting neighbourhood centre site) and from Access Street D to Neighbourhood Connector B (north of Neighbourhood Centre) is required. This re-classification would warrant widening of the road reserves to about 24.4m and 19.4m, respectively. Hence, it is strongly recommended that LSP road designs allow for the required ultimate road reservation. Refer Figure 13 for more details. Refer Figure 16 and Figure 17 in section 8.3 for daily traffic projections on Dulwich Street for partial BSSP area development and full West Swan West Concept Plan build out. Access Street B (wider street) is a residential street projected to carry up to 3,000vpd and is common to areas with densities of more than R40 also suitable for use as streets surrounding activity centres with target speed of 40km/h. It is not intended to accommodate buses or bicycle lanes.


The cross section of Access Street B provides for on-street parking which would be consistent with the anticipated high parking demand adjacent to the proposed neighbourhood centre. Accordingly, Access Street B is proposed to front the neighbourhood centre site along the northern perimeter. A typical road reserve of 17.9m with a carriageway width of 10.1m (trafficable carriageway + two parking lanes) is recommended by Liveable Neighbourhoods for an Access Street B. A trafficable carriageway of minimum 5.5m plus on-street parking on both sides is recommended in this case for the Access Street B. Refer to Figure 11 for the typical Access Street B cross section.

Figure 11. Access Street B (wider street) with target speed of 40 km/h (<3,000vpd)

The full development of West Swan West Concept Plan area will result in about 40% increase in projected daily traffic volumes for this road; however, this increase will not warrant a change in road classification as ultimate traffic volumes could be accommodated within the proposed road reserve with no material impact on traffic operations. The typical road reserve for Access Street D (narrow yield) entails a road reserve width of 14.2m with 6.0m wide trafficable carriageway pavement and up to 4.1m wide verges on both sides. This type of street is recommended for the balance of LSP road network. If fronting P.O.S., access street verge adjacent to P.O.S. may be reduced. This is the case with the internal BSSP roads fronting Bennett Brook reserve and internal structure plan P.O.S. Maximum desirable daily traffic volume for this type of road is 1,000vpd. The typical cross-section of the Access Street D sourced from “Liveable Neighbourhoods” is illustrated in Figure 12.


Figure 12. Access Street D (narrow yield) with target speed of 30 km/h

(<1,000vpd)

In order to facilitate visitor parking demand public parking in form of embayed parking bays are also recommended on one side of Access Streets. The full development of West Swan West Concept Plan will have no material impact on internal BSSP roads so no requirement for changes in road classification is anticipated. The proposed road hierarchy of the BSSP road system with the full development of West Swan West Concept Plan is illustrated in Figure 13.


Figure 13. Proposed BSSP road hierarchy (full build out of West Swan West Concept Plan)

5.2 Public Transport

The existing bus services at this locality are described in great detail in section 4.2 of this report. The proposed LSP can be serviced by the existing public transport services available in the immediate vicinity or within comfortable walking distance of the subject site. The 400m comfortable walking distance radius from the existing bus service covers more than 90% of the BSSP area.


5.3 Pedestrian and Cyclist Facilities

The existing pedestrian and cyclist facilities available at this locality are discussed in previous sections (refer section 4.3 form more details). A shared path is proposed along the neighbourhood centre side of the Neighbourhood Connector B and Access Street B due to anticipated higher pedestrian/cyclist activity at this location. The shared path is intended to connect at the Marshall Road/Dulwich Street intersection to the future regional shared path along Marshall Road once this road is upgraded. Pedestrian crossing facilities should be designed to facilitate pedestrian movements across Marshall Road and to enable safe pedestrian and cyclist communication between BSSP and Bennett Springs East Structure Plan are south of Marshall Road. Considering the level of forecast daily traffic volumes on the remainder of internal BSSP roads provision of separate cyclist facilities in form of shared paths is not warranted. With maximum traffic volumes on busiest BSSP roads of less than 750vpd it is reasonable to assume that cyclists and vehicles can safely share the road environment. Accordingly, pursuant to the provisions of Liveable Neighbourhoods footpaths on one side of Access Street D throughout LSP area are recommended to cater for the anticipated pedestrian traffic demand. Accordingly, the proposed BSSP pedestrian path network for the partial development of the BSSP area is shown in Figure 14.


Figure 14. Proposed LSP pedestrian and cyclist facilities


6.0 Changes to External Transport Network

6.1 NorthLink WA Project

The proposed Perth to Darwin National Highway (PDNH), also referred to as NorthLink WA, is a 37km highway link between the junctions of Reid Highway/Tonkin Highway and Great Northern Highway/Brand Highway at Muchea. This $1.12b infrastructure project is intended to replace the function of Great Northern Highway as a regional freight route, improve freight capacity and productivity, reduce urban congestion and improve safety. The alignment of the PDNH (section between Benara Road and Gnangara Road interchange) is shown in Figure 15 (concept plan sourced from Main Roads WA).

Figure 15. Perth to Darwin National Highway (section between Benara Road and

Gnangara Road interchange)


According to the latest concept plan PDNH the key road network modifications in the relative vicinity of the subject site will include construction of a Marshall Road flyover across PDNH with no direct connection between the two roads and a new Beechboro Road North flyover across Reid Highway replacing the existing Beechboro Road North/Reid Highway intersection. The key objectives of the NorthLink WA project are:

Provision of a non-stop transport route between Morley and Muchea. ; Increased road capacity to improve journey times and productivity; Improvement of amenity in local communities by reducing congestion on

local roads; Saving lives by eliminating four of the State’s top 15 most dangerous

intersections; Improvement amenity in the Swan Valley for residents and the 600,000

tourists who visit the area each year.

6.2 City of Swan Transport Strategy

The City has developed an integrated transport strategy which investigates issues in regard to road networks, freight, cycling and pedestrian, public transport, parking and private transport use within the City of Swan over a timeframe to 2031. The strategy includes recommendations to address identified issues and deficiencies through means of management or capital works. The strategy document was adopted by Council on 10th September 2014. According to this strategic document duplication of Marshall Road and upgrade of verge along the section between Beechboro Road North and Lord Street is expected to be undertaken by 2031. The Marshall Road cross-section is expected to be consistent with the exiting cross-section west of Beechboro Road North. It is also understood that the existing single-lane roundabout of Marshall Road/Lord Street/St Leonards Boulevard will be upgraded to resolve the current capacity issues.

6.3 City of Swan Transport Strategy

In May 2016 the State Government has announced Ellenbrook Bus Rapid Transit Project (BRT) to deliver a quicker and more predictable journey times for public transport users in support of projected population growth in the Swan Urban Growth Corridor (Public Transport for Perth in 2031, Department of Planning 2011). The 9km continuous route along Lord Street between Marshall Road and Ellenbrook would improve the efficiency and reliability of existing bus services and connections to Bassendean, Morley and Midland. The corridor will include dedicated bus lanes away from other traffic along realigned Lord Street which will assume the alignment of the former Perth to Darwin National Highway reservation running parallel to current Lord Street.


This project is expected to also reduce the congestion and travel times along current alignment of Lord Street. This initiative has been reaffirmed in Perth Transport Plan for 3.5 Million People and Beyond (for consultation) strategic document issued in June 2016.


7.0 Integration with Surrounding Area

The proposed BSSP is consistent with the planning for this locality including the recently approved residential subdivision to the immediate south – Bennett Springs East Structure Plan. The road network of the BSSP area will integrate with the adjacent road network via Dulwich Street, Roedean Street and a new Access Street in the southern portion of the BSSP area with appropriate upgrading of Dulwich Street and construction of (unmade) Roedean Street and new Access Street up to appropriate standard. The proposed internal BSSP pedestrian and cyclist path network makes provisions for integration with the planned regional shared path route along (upgraded) Marshall Road. The BSSP makes provisions for integration with the future residential areas to the north and east with N-S and E-W road links at the northeast corner of the structure plan area. As noted in section 6.0, Marshall Road between Beechboro Road North and Lord Street is planned to be upgraded to four-lane standard by 2031 in line with the 2031 ROM network1. Accordingly, the design of the BSSP allows for the future Marshall Road upgrade including the planned dual-lane, four-way roundabout in lieu of the existing Marshall Road/Dulwich Street priority-controlled T-intersection. Accordingly, the proposed subdivision is expected to integrate well with the surrounding area.

1 Source: City of Swan Transport Strategy 2014 document


8.0 Traffic Assessment

8.1 Assessment Period

The assessment year that has been adopted for this analysis is 2031, based on future regional road traffic projections provided by Main Roads WA. A total of two scenarios were modelled for the purpose of this report, one which entails partial development of the BSSP area and one that includes full BSSP development within the context of full West Swan West Concept Plan area build out. These two discrete scenarios are discussed in more detail in the following sections of this report. Weekday morning and afternoon peak hours are typical peak hours for the residential type of development. However, as the proposed structure plan comprises a retail/commercial component that records significantly higher traffic activity during weekday PM peak hour compared to AM peak hours, it is therefore expected that, under full development, the combination of development-generated traffic and typical weekday PM peak commuter peak will put the highest demand on local road network. Hence, a typical weekday PM peak period will be appropriate for analysis of key intersections in this transport assessment.

8.2 Trip Generation and Distribution

The impact from the existing poultry farm on the proposed structure plan is expected to result in practical capacity to deliver about 188 residential lots with a neighbourhood centre area reduced to about 0.75ha. The traffic generation rates for the BSSP were primarily sourced from the Roads and Traffic Authority NSW, “Guide to Traffic Generating Developments” document. The residential traffic generation rates used range from 9 vehicles per day (vpd) per dwelling for the lower residential densities, 7vpd for medium density dwellings and 5vpd for high-density units close to transit. However, for the purpose of this TIA a trip rate of 8.0 trips per dwelling per day (0.8 trips per hour) was applied in order to establish the total traffic generation from the proposed residential component of the subdivision. Therefore, the anticipated 188 dwellings2 in this BSSP area would generate approximately 1,500vpd and 150vph total daily and peak hour trips on typical Friday. The traffic generation of the neighbourhood centre has been based on the Friday shopping centre traffic generation rate from the NSW Guide to Traffic Generating Developments. This shopping centre is anticipated to be approximately 2,250m2 gross leasable floor area. Friday traffic attraction by this shopping centre is estimated at approximately 2,700vpd and 282vph total daily and peak hour trips.

2 Estimated maximum development potential of BSSP as a result of poultry farm buffer zone


Accordingly, the BSSP area is estimated to generate approximately 4,200 total daily vehicular trips for a typical Friday. The total daily vehicular traffic includes both inbound and outbound trips. Similarly, trip generation during the PM peak periods for the subject BSSP is estimated to be in order of 432 trips per hour. The West Swan West Concept Plan area is ultimately estimated to generate approximately 8,400 total daily trips (inbound and outbound) inclusive of BSSP traffic. The distribution and assignment of the BSSP-generated traffic was based on the actual location of the subject development, the existing local and regional road network and the location of various district attraction nodes. Accordingly, the following assumptions were made for the distribution and assignment of the generated traffic:

Approximately 35% and 40% of the traffic generated from the neighbourhood centre and residential component would travel to/from the Marshall Road west direction, respectively;

Approximately 10% and 0% of the traffic generated from the neighbourhood centre and residential component would travel to/from the Dulwich Street south direction, respectively; and,

Approximately 55% and 60% of the traffic generated from the neighbourhood centre and residential component would travel to/from the Marshall Road east direction.

8.3 Traffic Flow Forecasts

A total of two discrete modelling scenarios have been undertaken for the purpose of this assessment:

Scenario 1: Partial development of the BSSP area with the recently approved structure plan to the south (Bennett Springs South Structure Plan); and,

Scenario 2: Full build out of West Swan West Concept Plan area with the full development of BSSP as its integral part.

The anticipated directional inbound/outbound split for the residential and neighbourhood centre components of the structure plan during the weekday PM peak period is assumed to be 66/34 and 50/50, respectively. In line with the assumed directional traffic generation and distribution the forecast total daily traffic volume plan for the internal BSSP road system is illustrated in Figure 16. Similarly, the forecast total daily traffic volume plan for the internal BSSP road system with the full West Swan West Concept Plan build out scenario were established and illustrated in Figure 17.


Figure 16. Daily traffic flow forecast for internal BSSP roads for partial BSSP

development


Figure 17. Daily traffic flow forecast for internal BSSP roads for full West Swan

West Concept Plan build out

8.4 BSSP Roads and Intersections

The LSP internal road network proposed to accommodate the projected traffic volumes, including the details of the proposed road hierarchy and indicative cross sections have been detailed in section 5.1 of this transport assessment. Figure 18 details the proposed intersection controls for key intersections within and around the BSSP area.


Figure 18. Proposed intersection treatments

8.5 Intersection Analysis

Table 2.4 from AUSTROADS “Guide to Traffic Management Part 6: Intersections, Interchanges and Crossings” document illustrates the traffic volume thresholds above which a detailed intersection capacity assessment is required. Assuming that typical peak hour traffic represents approximately 10% of the total daily traffic volume, it is concluded that uninterrupted traffic flow conditions can be expected at all internal BSSP intersections. As hourly traffic volumes through intersections are significantly below the indicative thresholds indicated in Table 4, sufficient capacity would be available and detailed assessment or capacity analysis is not warranted (refer Figure 16 for BSSP daily traffic projections).


Table 4. Traffic volume thresholds warrants for detailed intersection analysis Major Road Type Major Road Flow (vph3) Minor Road Flow (vph)

Two-lane 400500 600

250 200 100

Four-lane 1,0001,500 2,000

100 50 25

The key intersections for access to the structure plan area will be the two intersections on Marshall Road: Marshall Road/Dulwich Street and Marshall Road/Roedean Street intersections. As discussed above, a four-way, two-lane roundabout is ultimately required for Marshall Road/Dulwich Street intersection making allowance for future upgrade of Marshall Road to four-lane road and creation of a (southern) fourth leg at this roundabout into the proposed and approved Bennett Springs East Structure Plan area, as noted in section 7.0. The 2031 PM peak hour traffic volumes for Marshall Road have been established using the projected ROM 2031 daily traffic volumes with the peak hour traffic split established from the actual PM peak hour traffic counts survey undertaken by Transcore on Friday 28th October 2016. The traffic volumes in and out of the future southern leg of the roundabout were sourced from the transport assessment report prepared for the Bennett Springs East Structure Plan area. The projected traffic volumes on the (northern) Dulwich Street leg of the roundabout represent a combination of exiting and forecast BSSP-generated traffic accessing and egressing the structure plan area at this location. This intersection was analysed for two discrete scenarios: partial development of BSSP area due to impact from the existing poultry farm and full West Swan West Concept Plan area build out inclusive of full development of the BSSP area. The future Marshall Road/Roedean Street intersection is proposed as a left-in/left-out only access intersection and as such capacity issues are not anticipated for the intersection. Accordingly, detailed capacity assessment is not warranted or undertaken for this intersection. Capacity analysis of the Marshall Road/Dulwich Street intersection has been undertaken using the SIDRA computer software package. SIDRA is an intersection modelling tool commonly used by traffic engineers for all types of intersections. SIDRA outputs are presented in the form of Degree of Saturation, Level of Service, Average Delay and 95% Queue. These characteristics are defined as follows:

3 vph – vehicles per hour


Degree of Saturation is the ratio of the arrival traffic flow to the capacity of the approach during the same period. The Degree of Saturation ranges from close to zero for infrequent traffic flow up to one for saturated flow or capacity.

Level of Service is the qualitative measure describing operational conditions within a traffic stream and the perception by motorists and/or passengers. In general, there are 6 levels of service, designated from A to F, with Level of Service A representing the best operating condition (i.e. free flow) and Level of Service F the worst (i.e. forced or breakdown flow).

Average Delay is the average of all travel time delays for vehicles through the intersection.

95% Queue is the queue length below which 95% of all observed queue lengths fall.

The results of the SIDRA analysis are summarised in Appendix C. The SIDRA intersection layout illustrated in Figure 19 in Appendix C shows a conceptual representation of the future two-lane roundabout designed to accommodate the future traffic flows for:

Scenario 1: partial development of the BSSP area with the recently approved structure plan to the south (Bennett Springs South Structure Plan); and,

Scenario 2: The full development of West Swan West Concept Plan area with the Bennett Springs South Structure Plan.

Accordingly, two discrete scenarios have been modelled and assessed. The SIDRA analysis shown in Table 5 in Appendix C indicates this roundabout would operate at an overall level of service A in the weekday PM peak hour, with a degree of saturation of 54% in the PM peak hour for scenario 1 which involves partial development of BSSP area. This result confirms that the proposed two-lane roundabout treatment of Marshall Road/Dulwich Street intersection would operate satisfactorily with acceptable queues and delays and spare capacity for further traffic growth. The result of the SIDRA assessment of Marshall Road/Dulwich Street intersection for the full West Swan West Concept Plan area build out also indicates very good operational conditions of this intersection with an overall level of service B under full traffic load. This intersection will continue to enjoy additional spare capacity for further traffic growth. For more details refer to Table 6 in Appendix C.

8.6 Pedestrian and Cycle Networks

The proposed network of shared paths for pedestrians and cyclists is described in section 5.3 of this transport assessment. This network of paths will provide an excellent level of accessibility and permeability for pedestrians and cyclists within the BSSP area, and connections to external pedestrian and cyclist links to the north and south.


The WAPC Transport Assessment Guidelines for Developments (2015) provides guidance on the levels of traffic volumes that are likely to affect the ability for pedestrians to cross various types of road. Based on that guidance an undivided two-lane road should be acceptable for pedestrians crossing traffic volumes of up to approximately 11,000 vpd and this threshold can be increased to around 28,000 vpd by adding a central median or pedestrian refuge islands. None of the roads within or adjacent to the BSSP area will reach these levels to warrant any detailed investigation of crossing facilities at this stage.

8.7 Access to Public Transport

At this stage it is assumed that the existing public transport services within the locality would continue to operate as is. The WAPC Transport Assessment Guidelines for Developments (2015) suggest that it is desirable for at least 90% of dwellings to be within 400m straight line distance of a bus route. This criterion is satisfied without the need for any adjustment to the existing bus services operating along Marshall Road.


9.0 Conclusions

This Transport Impact Assessment has been prepared for the proposed Bennett Springs Structure Plan (BSSP) site encompassing Lots 611, 622 & 623 Dulwich Street and Lots 624 & 625 Marshall Road in Bennett Springs, City of Swan. The subject site is generally situated at the north side of Marshall Road between Bennett Brook and Dulwich Street (Lots 622 to 265) and on the east side of Dulwich Street (Lot 611). At present the realistic developable potential of the proposed BSSP results in potential delivery of about 188 residential lots including a neighbourhood centre of up to 2,250m2 GLFA. Internal road system consists of Neighbourhood connector B and Access Streets B and D designed to facilitate inter-BSSP vehicular, cyclist and pedestrian movements with provisions for future integration of residential developments to the immediate northeast. The structure plan is estimated to generate approximately 4,200 total daily vehicular trips with approximately 432 trips during critical PM peak weekday period. The total daily vehicular traffic includes both inbound and outbound trips. The proposed external access system for the BSSP comprises a left-in/left-out only Marshall Road/Roedaen Street access intersection and a dual-lane, four-way roundabout intersection of Marshall Road/Dulwich Street in lieu of existing T-intersection. The capacity assessments undertaken for the abutting roads and key access intersections indicate that the proposed BSSP will not have an adverse impact on the operation of local road network which has the capacity to accommodate the anticipated BSSP-generated traffic. The planned upgrade of existing Marshall Road to dual carriageway and Marshall Road/Dulwich Street intersection to two-lane roundabout standard will deliver the required capacity to accommodate the anticipated future traffic volumes at this location as a result of full build out of West Swan West Concept Plan area. The subject site is accessible by existing bus services operating along Marshall Road with bus stops in the immediate vicinity of the structure plan area. The proposed pedestrian and cyclist path system will integrate with the planned future regional path system along Marshall Road.


Appendix A

BENNETT SPRINGS STRUCTURE PLAN



Appendix B

WEST SWAN WEST CONCEPT PLAN (CONCEPT)



Appendix C

SIDRA OUTPUTS


Figure 19. Marshall Road/Dulwich Street roundabout layout modelled in SIDRA (year 2031)


Table 5. SIDRA results for the Marshall Road/Dulwich Street intersection – PM peak period with partial BSSP development (year 2031)

Table 6. SIDRA results for the Marshall Road/Dulwich Street intersection – PM peak period with full West Swan West Concept Plan development (year 2031)

Documents

APPENDIX F TRANSPORT IMPACT ASSESSMENT