transport assessment and staging report€¦ · 5 external road network 12 5.1 overview 12 5.2...

Stockland

Whiteman Edge LSP1C

Transport Assessment and Staging Report

Revised yield scenario (final) | 3 June 2014

This report takes into account the particular

instructions and requirements of our client.

It is not intended for and should not be relied

upon by any third party and no responsibility

is undertaken to any third party.

Job number 231858-00

Arup

Arup Pty Ltd ABN 18 000 966 165

Level 7 Wellington Central

836 Wellington Street

West Perth 6005

Australia

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Lord Street looking south from Charlton Way

| Revised yield scenario (final) | 3 June 2014

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Contents

Page

Executive Summary 1

1 Introduction 4

1.1 Purpose of this report 4

1.2 Transport Assessment objectives 4

1.3 Summary of consultation 4

1.4 Layout of this report 5

2 Structure Plan Overview 6

2.1 Land use yields 6

2.2 Staging 6

3 Existing Land Use Context 9

4 Existing Non-car Transport 10

4.1 Public transport 10

4.2 Walking and cycling infrastructure 10

5 External Road Network 12

5.1 Overview 12

5.2 Moving People Network Plan (MPNP) 13

5.3 Perth-Darwin National Highway (PDNH) 14

5.4 Lord Street 14

5.5 Youle-Dean Road 15

5.6 Woollcott Avenue 15

5.7 Partridge Street 15

5.8 Henley Brook Avenue 16

5.9 New Lord Street 16

6 Traffic Generation, Assignment and Impacts 17

6.1 SATURN modelling 17

6.2 SIDRA intersection analysis 21

7 Internal/ Perimeter Road Network 25

7.1 Overview 25

7.2 Lord Street 25

7.3 Youle-Dean Road 25

7.4 Woollcott Avenue 27

7.5 Partridge Street 28

7.6 Neighbourhood Centre Connectors 1 and 2 29





7.7 Access Streets (A) 30

7.8 Lower order Access Streets 30

8 Public Transport 31

8.1 Future public transport service structure 31

8.2 Ellenbrook BRT 32

9 Active Transport 33

9.1 Network design principles and objectives 33

9.2 Network plan 34

9.3 Safe routes to school 35

9.4 Cycle parking and End-Of-Trip Facilities (EOTF) 35

10 Vehicle Parking 36

11 Conclusions 37

Appendix A

Notes from Stakeholder Meeting

Appendix B

Summary letter (ROM availability and demographics)

Appendix C

Advice Note - traffic modelling methodology

Appendix D

Base Year Traffic Volumes

Appendix E

SATURN Volume Plots

Appendix F

SIDRA Results

Appendix G

Meeting Notes (Public Transport Authority)





Page 1

Executive Summary

Stockland commissioned Arup to provide traffic and transport planning services to assist with the development of a Local Structure Plan (LSP) for Lots 15, 16, 17, 19 and 20 in Whiteman Edge. This LSP (LSP1C) is the fourth to be prepared for land within the Albion District Structure Plan (DSP) area.

The current Transport Assessment and Staging Report addresses peak hour conditions associated with two future land use and transport scenarios (years 2021 and 2031). Key variables include:

Based on agreement with Main Roads WA, Perth-Darwin National Highway (PDNH) is assumed to be constructed by 2021 west of Whiteman Park

Demographic forecasts for Albion were provided by the City of Swan (CoS) and formed the basis for travel demand generation assumptions in the modelling work. More detailed demographic information was generated for LSP1C by the project planners CLE Planning and Design and this was used to generate local trip attractions and productions

New Lord Street is a new ‘Primary Regional Road’ with limited interchanges proposed to replace existing Lord Street; however, this road is neither funded nor programmed. It is not controlled for in the present report

Partridge Street is assumed to connect southwards to Harrow Street and Marshall Road rather than Lord Street

Woollcott Avenue will not connect to Lord Street

Future traffic was forecast using supplied demographics and assumed background traffic growth factors based on historical trends and recent count information: Main Roads WA declined to provide Regional Operations Model (ROM) data with underlying trip matrices

The Department of Transport (DoT) has advised most recently that the State Government will not be constructing the Ellenbrook Bus Rapid Transit (BRT) system. It was therefore not accounted for in the assessment (e.g. applied in calculation of future mode shares)

Morning and afternoon peak hour traffic models (years 2021 and 2031) were developed using industry-recognised SATURN software to assist with planning the future movement network within the LSP1C area. The baseline network assumed accorded with the provisions in the Albion DSP and additional specifications above.

Particular observations include:

Full build-out is assumed by 2021

Single carriageway will be sufficient on all roads in the LSP1C area to carry the predicted traffic volumes

Vehicle turning forecasts were extracted from the models and applied using SIDRA analysis to define preferred intersection treatments and geometries. Specific findings and recommendations include:





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Youle-Dean Road/ Lord Street would operate effectively as a four-way signalised intersection, which is consistent with earlier discussions with Main Roads WA, DoT and CoS regarding treatment of this intersection (allowing for controlled access westwards to Whiteman Park)

Partridge Street/ Woollcott Avenue would operate with a satisfactory level of service as a single lane roundabout

Roundabout control (single circulatory) is recommended at Partridge Street/ Youle-Dean Road as this will provide reasonable capacity. While traffic signals are assumed in the DSP, increased traffic demands over the longer term are likely to impact performance significantly

The following street designs are recommended:

Lord Street is assumed to retain its current alignment and cross-section over the short-medium term with no direct property access

Youle-Dean Road is proposed to be a median-divided Integrator Arterial (B) with one lane in each direction with restricted property access to the west of Partridge Street and no direct property access to the east

East of Partridge Street, Woollcott Avenue is proposed to be a Neighbourhood Connector (B) with one traffic lane in each direction and restricted property access. West of Partridge Street, Woollcott Avenue is expected to function as a local access street given it is not proposed to connect to Lord Street

Partridge Street is proposed to be an Integrator Arterial (B) forecast to carry around 15,000-16,000 vehicles per day adjacent to the planned Neighbourhood Centre. It is anticipated to operate satisfactorily as a two-lane divided road because delays at intersections can be managed through appropriate geometry and controls. No direct property access should apply on Partridge Street

A tight urban street cross-section is proposed for Neighbourhood Centre Connectors 1 and 2

Transperth have advised that two new bus services are likely to operate within the Albion area with one likely to be aligned via Partridge Street and the other via Henley Brook Avenue. Timing of these services is contingent on how quickly new internal roads are constructed and funding availability through the State Government.

The following walking and cycling principles have informed network planning in LSP1C:

Copenhagen-style cycle plans are recommended on higher-order streets forecast to attract significant traffic volumes. On-street cycle lanes may be considered as an alternative treatment

Cycle lanes are proposed on both sides of selected roads to facilitate commuter movements and create a network generally supportive of more confident cyclists

Bike boxes should be installed on approach to signalised intersections to support on-street cycling movements. These could apply at the intersection of Youle-Dean Road/ Lord Street





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Footpaths have been planned on at least one side of all internal streets, excepting laneways. Access Streets (A) and higher-order roads are planned to have paths on both sides

Footpaths have been planned to be interconnected and a minimum width of 1.5 except where they are proposed back-of-kerb or adjacent to retaining walls. In these instances, a minimal width of 1.8 metres will apply

Shared paths have a proposed minimum width of 2 metres except where they are proposed back-of-kerb or adjacent to retaining walls. In these instances, a minimal width of 2.3 metres will apply

Vehicle parking will need to be provided as per CoS requirements except as varied during preparation of a Detailed Area Plan for the Neighbourhood Centre.





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1 Introduction

1.1 Purpose of this report

Stockland commissioned Arup to provide traffic and transport planning services to assist with the development of a Local Structure Plan (LSP) for Lots 15, 16, 17, 19 and 20 in Whiteman Edge. This LSP (LSP1C) is the fourth to be prepared for land within the Albion District Structure Plan (DSP) area.

The current Transport Assessment and Staging Report has been prepared in accordance with the Transport Assessment Guidelines for Development, Volume 2 – Structure Plans (Western Australian Planning Commission, August 2006). The analysis and discussion contained herein reflects revisions to forecast land use yield. This updated land use data was provided to Arup in March 2014.

1.2 Transport Assessment objectives

The Western Australian Planning Commission (WAPC) guidelines specify that the key objectives of a Transport Assessment for a structure plan are to assess the:

Proposed internal transport network with respect to accessibility, circulation and safety for all modes: i.e. motor vehicles, public transport, pedestrians and cyclists

Level of transport integration between the structure plan area and surrounding land uses

Impacts of the traffic generated by the structure plan area on surrounding land uses

Impacts of the traffic generated by the structure plan area on the surrounding transport network

1.3 Summary of consultation

This report has been prepared in consultation with the Whiteman Edge LSP1C project team, which includes CLE Town Planning and Design (planning consultants), Cossill & Webley (civil engineering), Emerge Associates (environmental engineering), EPCAD (landscaping) and RPS (water engineering). External stakeholders including Main Roads WA, the City of Swan (CoS), Department of Transport (DoT) and Public Transport Authority (PTA) have also been consulted.

In particular, on 13 August 2013, a project workshop was held with the CoS, DoT and Main Roads WA to discuss the transport assessment approach and strategic infrastructure assumptions. Meeting notes are attached as Appendix A. The proposed approach and initial assumptions were revised subsequently because of:

An announcement in September by the State Government that the Ellenbrook Bus Rapid Transit (BRT) system was not going to be built: an alternative rail system may be considered in the future but this is not timed or funded, and is unlikely prior to 2031





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Main Roads WA declining to provide Arup with the necessary information from the Regional Operations Model (ROM) to permit the infrastructure scenarios agreed previously to be tested (refer to Appendix B)

The revised and adopted traffic modelling and impact assessment approach is discussed in Section 6.

1.4 Layout of this report

This report includes the following sections:

Section 1 - Introduction (this section)

Section 2 - Structure Plan Overview

Section 3 - Existing Land Use Context

Section 4 - Existing Non-car Transport

Section 5 - External Road Network

Section 6 - Traffic Generation, Assignment and Impacts

Section 7 - Internal/ Perimeter Road Network

Section 8 - Public Transport

Section 9 - Active Transport

Section 10 - Vehicle Parking

Section 11 - Conclusions





Page 6

2 Structure Plan Overview

2.1 Land use yields

The LSP1C area is approximately 65.6 (ha) and is shown in Figure 1. The district context is shown in Figure 2. Residential land use is proposed excepting for within the Neighbourhood Centre zone. While the Neighbourhood Centre will be subject to separate structure planning process, yield assumptions were incorporated into the LSP1C SATURN models (see Section 6). Overall yield assumptions were thus:

Residential

1,267 dwellings at R40

259 units at R80

Non-residential (Neighbourhood Centre)

10,000m2 Net Leasable Area (NLA) retail

7,000m2 NLA commercial

3,000m2 NLA food and beverage

2.2 Staging

Development is anticipated to generally unfold from north to south, following growth of LSP1A and LSP1B. Construction of the first dwellings is scheduled to occur in 2015. Build-out of LSP1C (including the Neighbourhood Centre) will be driven by market demand but is envisaged by 2021 or 2022.

Critical transport infrastructure – Woollcott Avenue, Partridge Street and Youle-Dean Road – will be constructed when warranted by development, which is likely to be early, particularly to provide residents with access to Lord Street. Specific timing is subject to discussion with CoS and Main Roads WA.


| Revised yield scenario (final) | 3 June 2014 | Arup


Page 7

Figure 1 – Whiteman Edge LSP1C

(Source: CLE, May 2014)




Page 8

Figure 2 – District Context

(Source: CLE, May 2014)





Page 9

3 Existing Land Use Context

The site is located in the City of Swan adjacent to Lord Street and east of Whiteman Park. It is bounded by Lord Street, Youle-Dean Road and Woollcott Avenue, and bisected by Partridge Street. LSP1C forms part of the wider Albion DSP area and is directly south of LSP1A, which is currently under construction. LSP1B is situated to the northeast. The area is zoned Urban under the Metropolitan Region Scheme (MRS) (see Figure 3).

Stockland and the Department of Housing (DoH) own the bulk of land within the LSP1C area; lots 19 and 20 (approximately 14.3 ha) are owned by others (refer to Figure 1). The subject site has a rural character currently and is largely undeveloped. Similarly, land abutting to the south and east is yet to be developed but is proposed for urban as per the general provisions of the Albion DSP.

Figure 3 – Metropolitan Region Scheme: LSP1C and surrounds

(Source: Western Australian Planning Commission, October 2013)

LSP1C





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4 Existing Non-car Transport

4.1 Public transport

Current bus services operating in the vicinity of the subject site include the 955 and 956, which connect Morley and Bassendean Train Station with Ellenbrook via Lord Street. These operate at 10 and 15 minute frequencies in the intra and inter-peaks, respectively. These services will continue to operate to existing schedules until such time as new development in Albion warrants modification/ addition to timetables and/ or routing (contingent on funding being available).

There are existing bus stops on Lord Street south of Youle-Dean Road and north of Woollcott Avenue; however, there are no footpaths connecting these with any nearby development or minor roads.

4.2 Walking and cycling infrastructure

There are no specific provisions for pedestrians within or adjacent to the subject site. This reflects the undeveloped character of the land and the rural character of existing roads (other than Lord Street).

According to the Perth Bicycle Network maps, Lord Street is defined as a ‘medium road riding environment’. It has sealed shoulders along part if its length, which support road riding by confident cyclists although the discontinuous nature of the infrastructure reduces safety and appeal. There are no shared paths along Lord Street.

Existing minor roads including Woollcott Avenue and Youle-Dean Road are reasonable road-riding environments given they attract little traffic at the present time.

In 2011, the Eastern Metropolitan Regional Council (EMRC) commissioned preparation of the Regional Cycle Network Masterplan. The Contract Report written by ARRB noted the existing cycle lanes on Lord Street and that they represent relatively poor infrastructure given their narrow character (see Figure 4). Nevertheless, the Report did not recommend any upgrades to this infrastructure.

Similarly, the Swan CycleConnect Strategy (Opus) undertook a level of service assessment of the Lord Street cycle lanes and concluded that it is below average. Again, upgrade of these facilities did not feature in the recommended programme of improvements.





Page 11

Figure 4 – Existing cycling provisions based on the Perth Bicycle Network maps and key activity nodes

(Source: Appendix H, Regional Cycle Network Masterplan [ARRB, 2011])

Lord

Street





Page 12

5 External Road Network

5.1 Overview

Roads referred to in this sub-section are shown in Figure 5 and Figure 6. The traffic forecasts shown in Figure 6 assume construction of PDNH east of Whiteman Park, changes to the Lord Street alignment, and construction of Henley Brook Avenue between Reid Highway and Park Street.

Figure 5 – Key existing and proposed external roads

(Source: SKM, April 2009, p13)

Park

Street

Harrow

Street

Henley Brook Avenue

alignment assumed

PDNH not likely to be

constructed on this alignment

as planned previously.

Existing Lord Street may be

replaced by ‘New Lord Street’

Youle-Dean

Road Partridge

Street

Woolcott Avenue now

planned to intersect

Partridge Street at a

four-way junction





Page 13

Figure 6 – Extract from Albion DSP (ultimate daily traffic volumes)

(Source: SKM, April 2009, p26)

5.2 Moving People Network Plan (MPNP)

DoT has advised that the release of the draft MPNP is imminent. The intent of the MPNP is to define the form and function of strategic links within Perth’s road network, and provide a framework moving forward for prioritisation of different





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modes of transport along each link. The MPNP will also define new strategic links, which could fill gaps in the movement network. Inclusion of a new road in the MPNP is no guarantee of implementation and is not partnered by any specific funding commitment.

The LSP1C project team has worked with the DoT, CoS and Main Roads WA to make sure that the planned network internal to the subject site and external connections proposed reflect the draft MPNP.

5.3 Perth-Darwin National Highway (PDNH)

Most recent advice from Main Roads WA is that PDNH will be constructed sometime before 2031 with timing between 2018 and 2021 being most likely. The Federal Government has committed $418.3M towards funding the infrastructure with $25.3M brought forward to ‘kick start’ feasibility and design.

An alignment for PDNH west of Whiteman Park has been adopted and Arup understands that an MRS amendment to establish an associated Primary Regional Road reserve has been completed. PDNH is still likely to follow its current reservation in the MRS north of Ellenbrook.

Based on current funding, it is envisaged that PDNH would be constructed to Ellenbrook to the west of Whiteman Park as a four-lane highway with grade-separated interchanges. North of Ellenbrook (to Muchea), it would be constructed (in the first stage) as a two-lane road with at-grade interchanges.

5.4 Lord Street

Lord Street is an undivided single carriageway Distributor (B) road with a posted speed limit of 80 kilometres per hour north of Reid Highway. It is situated within the Primary Regional Road reservation in the MRS, which was defined in anticipation of PDNH being constructed east of Whiteman Park.

Short-term (e.g. unadjusted) count data collected in September 2012 shows Lord Street accommodates about 13,800 vehicles on an average weekday north of Reid Highway. Recent peak hour surveys (August 2013) found that about 1,360 vehicles use Lord Street (between Charlton Way and Youle-Dean Road) in the AM peak hour (7-8am) and 1,400 in the PM peak hour (5-6pm). The directional split is about 31% north and 69% south, and 77%/ 23% in the AM and PM peak hours, respectively.

Historic trend data (reported in Main Roads WA’s Traffic Digest and supplemented by more recent short-term counts) indicates high growth in traffic between the early and mid-2000s (around 75 per annum), which has reduced to 2.5-3% per annum in recent years. This is likely to reflect the rate of growth of Ellenbrook and surrounds.

Lord Street provides sub-regional access northwards to Gnangara Road and Ellenbrook, and southwards to Reid Highway. It neither has a Restricted Access Vehicles (RAV) Network designation and nor is classed as a Primary Freight Road.





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5.5 Youle-Dean Road

Youle-Dean Road is currently a single carriageway rural road with unsealed shoulders, which intersects with Lord Street to the west but is only constructed as far east as Partridge Street. The Albion DSP proposes Youle-Dean Road to be an Integrator Arterial (B) road connecting Henley Brook Avenue in the east with Lord Street.

It is proposed to be single carriageway east and dual west of Partridge Street based on future traffic volumes forecast during preparation of the DSP. Youle-Dean Road is reserved as an “Other Regional Road” in the MRS reflecting its future importance as a district connector. Direct lot access to Youle-Dean Road will not be permitted and intersections limited. It is likely to have a posted speed limit of 60 kilometres per hour.

5.6 Woollcott Avenue

Woollcott Avenue is currently a single carriageway rural road with unsealed shoulders, which does not connect to Lord Street. The Albion DSP proposes Woollcott Avenue to be a Neighbourhood Connector (A) road connecting Henley Brook Avenue in the east with Lord Street, although it is proposed to intersect with Partridge Street as off-set Ts.

As part of transport planning for LSP1C, the connection to Lord Street is not anticipated. This is because Main Roads WA has advised Arup an intersection between Woollcott Avenue and an upgraded regional road east of Whiteman Park is not desirable.

It is proposed to have a less strategic function than Youle-Dean Road and accordingly, is not reserved as an “Other Regional Road” in the MRS. Nevertheless, it is intended to have an important role connecting residential and non-residential cells (particularly the proposed Neighbourhood Centre with its hinterland).

Based on traffic modelling undertaken previously by others as part of district structure planning, Woollcott Avenue was forecast to attract up to 3,000 vehicles per day at build-out of Albion. Woollcott Avenue was planned to have an undivided, single carriageway profile and a posted speed limit of 50 kilometres per hour.

5.7 Partridge Street

Partridge Street is constructed partially, extending between Woollcott Avenue and Youle-Dean Road at the current time as an undivided, single carriageway rural road with unsealed shoulders. It is proposed to be a median-divided single carriageway road aligned north-south through the middle of the Albion DSP and will bisect LSP1C.

The Albion DSP forecasts that Partridge Street will function as an Integrator Arterial (B) and carry around 12,000 vehicles per day by build-out south of Youle-Dean Road. It is proposed to have a posted speed limit of 50 kilometres per hour, which is particularly appropriate through the future Neighbourhood Centre in LSP1C.





Page 16

5.8 Henley Brook Avenue

Henley Brook Avenue is a proposed “Other Regional Road” aligned north-south between Ellenbrook and Reid Highway. It is intended to provide a sub-regional function west of West Swan Road and east of Lord Street.

CoS has advised that Henley Brook Avenue will be constructed as dual divided carriageway. The Albion DSP describes Henley Brook Avenue as an Integrator Arterial (A) and forecasts that it will carry about 18,000 vehicles per day by build-out.

Most recently, CoS noted that construction of Henley Brook Avenue is yet to be timed and will rely on funding via a Developer Contributions Framework. It is likely to occur in stages from south-to-north with a potential programme being:

Stage 1 - Reid Highway to Harrow Street by 2021

Stage 2 - Harrow Street north post 2021

This programme has been adopted in SATURN modelling completed for the current project.

5.9 New Lord Street

New Lord Street is a proposed median-divided four-lane Primary Regional Road, which would be aligned north-south and replace Lord Street. It would be situated generally within the existing Primary Regional Road reservation but serve less of a regional function than PDNH.

Main Roads WA has advised that New Lord Street would have limited interchanges with east-west roads within Albion. The preferred at-grade connections (south-to-north) are Marshall Road, Harrow Street, Youle-Dean Road, Park Street and Gnangara Road. Arup on behalf of Stockland requested a copy of the early concept design for New Lord Street from Main Roads WA for reference purposes but it was not supplied.

Arup has reviewed some traffic forecasts associated with a year 2031 scenario where PDNH is constructed west of Whiteman Park. These show traffic demands along the New Lord Street alignment of around 8,400 vehicles per day (two-way) north of Youle-Dean Road. New Lord Street is unlikely to be federally funded and is neither timed nor funded by Main Roads WA; accordingly, it is not likely to be constructed prior to 2031.





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6 Traffic Generation, Assignment and Impacts

6.1 SATURN modelling

6.1.1 Method

A SATURN model was developed for LSP1C and a reasonable buffer area to assist in the assessment of transport planning options. This model provides more specific information relative to the EMME model developed previously as part of the Albion DSP project.

The SATURN model is mesoscopic-level tool, meaning it simulates explicitly intersection performance and travel time on the road network. It is useful for assessing route choice, road network operation and planning options at a relatively detailed level in urban areas. It incorporates traffic counts taken within the Albion area and future traffic assumptions based on application of reasonable growth factors (both for traffic generated by and attracted to LSP1C, and external traffic).

The preferred method of forecasting traffic was to adopt trip matrices generated by ROM (assuming road network upgrades and external land use agreed with CoS and Main Roads WA), adjusted for trips generated by/ attracted to LSP1C. In practice, the forecasts were generated manually following Main Roads WA declining to supply the trip matrices. CoS provided Arup with demographic forecasts for Albion to assist with the manual forecasting process.

Morning (0700-0800 hours) and evening (1700-1800 hours) peak hour SATURN models were prepared for the forecast years of 2021 and 2031. These models were used to assist with defining road network and intersection upgrades to facilitate development of LSP1C and as part of the staging of development within Albion generally. SATURN model outputs were used as input for more detailed intersection analysis using SIDRA software.

Peak hour rather than daily models were developed because peak hour data provide the context for defining infrastructure requirements (including road corridors and intersections). Peak hour data is also needed for application in SIDRA.

As a rough guide, two-way peak hour volumes represent about 10% of potential daily volumes on each link. The main reason for developing both AM and PM models is because directional demand flows vary in each peak and may generate different geometric and/ or intersection control requirements.

6.1.2 Model area

The model extents are shown in Figure 7. The area includes Park Street to the north, Lord Street to the west and West Swan Road to the east. The southern boundary of the model is just north of Harrow Street. The model extent is of sufficient scale to permit investigation of the traffic impacts associated with the LSP1C land area.





Page 18

Figure 7 – Area modelled in SATURN

6.1.3 Modelled road network

The SATURN models were developed with reference to aerial photography, the Albion DSP and LSP1C concept plan. Both model sets (2021 and 2031) assumed construction of PDNH west of Whiteman Park given this represents the most likely network scenarios. This was discussed and agreed with both Main Roads WA and CoS.

The future year analysis did not assume replacement of Lord Street with New Lord Street given the lack of certainty regarding timing. Construction of Henley Brook Avenue was assumed to occur in stages as per the programme described in Section 5.8 with the Henley Brook Avenue extension being outside of the modelled area in 2021; however, in 2031 it is assumed that Henley Brook Avenue will be constructed from Harrow Street to Park Street at the northern extent of the SATURN model.





Page 19

Partridge Street was assumed to connect to Harrow Street and Marshall Road rather than Lord Street. This is to be consistent with earlier modelling undertaken by others (e.g. for LSP1A).

6.1.4 Modelling methodology

Discussion regarding the remainder of the modelling methodology, including the process of trip generation, attraction and distribution is discussed in the appended Advice Note (Appendix C). Count data from 2012 and 2013 collected by Main Roads WA for sites on Lord Street and West Swan Road was used to check input traffic counts (see Appendix D).

6.1.5 SATURN model output

The SATURN model was used to forecast traffic volumes on the road network for each of the scenarios described in the previous section. Volume range plots estimating daily year 2021 and year 2031 traffic volumes are shown in Figure 8 and Figure 9 while raw SATURN plots are included in Appendix E. These forecasts were interpreted to develop the preliminary mid-block cross-sections discussed in Section 7.

Volume range plots tend to be more useful for planning applications than raw metrics because mesoscopic models such as the ones developed for this study are intended to provide a reasonable strategic forecast of future traffic conditions. They are intended to be informative rather than highly accurate based on reasonable input parameters.

The traffic volumes from the SATURN models indicate that single carriageway will be sufficient on all roads in the LSP1C area to carry the predicted traffic volumes.





Page 20

Figure 8 – Year 2021 estimated daily traffic volume ranges

Figure 9 – Year 2031 estimated daily traffic volume ranges





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6.2 SIDRA intersection analysis

6.2.1 Overview

This section of the report considers performance and control of the following key intersections:

Partridge Street/ Woollcott Avenue

Woollcott Avenue/ Neighbourhood Centre Connector 2

Lord Street/ Youle-Dean Road/ Whiteman Park Access

Youle-Dean Road/ Partridge Street

Youle Dean Road/ Neighbourhood Centre Connector 2

Partridge Street/ Neighbourhood Centre Connector 1

The locations of these intersections are shown in Figure 10. Summary recommendations regarding intersection control are shown in Table 1. These statistics reflect scenarios where extension of Henley Brook Avenue north to Park Street does not occur until after 2021 (but before 2031). More detailed commentary and analysis is in the following sub-sections.

The aim of the intersection modelling exercise – completed using SIDRA software - was to determine the most efficient and safe intersection geometry and control in each test year. Critically, the intersection performance metrics tell part, not the whole story. Given the context, it is appropriate to consider both levels of service for vehicles and the needs of non-car modes of transport. In some cases, a lower level of service generally is acceptable if it is offset by improved conditions for alternative modes of transport along key desire lines. In this instance, these considerations are more important in proximity to the planned Neighbourhood Centre.

Aside from intersection Level of Service (LoS), which is a discrete measure (LoS A or free-flow to LoS F or severe delays), SIDRA forecasts Degree of Saturation (DoS), which is a measure of the volume of traffic making a turning movement at the intersection divided by the capacity assigned to that movement (e.g. number of stand-up lanes). The operational capacity of an intersection is often considered to be DoS 0.85-0.9. Intersections can still operate within capacity with a DoS value of up to 1 (100%); however, queuing and delays tend to increase significantly above the practical threshold.





Page 22

Figure 10 – Locations of intersections analysed in SIDRA

Table 1 – Summary intersection controls

Intersection Recommended treatment

Partridge Street/ Woollcott Avenue Roundabout (single circulatory)

Woollcott Avenue/ Neighbourhood Centre Connector 2 Priority

Lord Street/ Youle-Dean Road/ Whiteman Park Access Traffic signals

Youle-Dean Road/ Partridge Street Roundabout (single circulatory)

Youle-Dean Road/ Neighbourhood Centre Connector 2 Priority

Partridge Street/ Neighbourhood Centre Connector 1 Stop

6.2.2 Year 2021

Detailed movement summaries, phasing detail and tested geometries are included

in Appendix F. Intersection summaries are shown in





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Table 2. The geometry reflects capacity requirements and does not incorporate tapers, which need to be defined as part of detailed intersection design. Furthermore, geometric requirements for the intersection of Lord Street and Youle-Dean Road are indicative, only; design detail is anticipated to be resolved as part of the separate strategic studies being undertaken by Main Roads WA and CoS.

Partridge Street/ Woollcott Avenue: modelled as a roundabout with one lane approaches and a single lane circulatory. This roundabout is forecast to operate at LoS A in the AM peak and LoS B in the PM peak with no major queues

Woollcott Avenue/ Neighbourhood Centre Connector 2: this intersection is forecast to operate efficiently as a priority-controlled four-way. This is influenced by no connection to Lord Street assumed via Woollcott Avenue, which has some influence on demand flows (especially east-west) in this location. This treatment is forecast to operate at LoS A in both peak periods

Lord Street/ Youle-Dean Road/ Whiteman Park Access: signalisation is preferable at this location and this treatment is assumed in the Albion Developer Contributions Plan. Under this control, the intersection is forecast to operate at LoS B. SIDRA modelling indicates that right and left-turn pockets are required on the Lord Street North approach and right-turn pockets on all other arms

Youle-Dean Road/ Partridge Street: the Albion Developer Contributions Plan indicates signalisation of this intersection. Traffic signals would support active transport movements, particularly for access to the Neighbourhood Centre (e.g. parallel walk phases can be incorporated and there is potential for bike-boxes on approaches to the intersection). Traffic signals are forecast to operate at LoS D in the AM peak period and LoS D in the PM peak period. A single lane circulatory roundabout was tested for comparison. This treatment is forecast to operate at LoS A in the AM peak period and LoS B in the PM peak period.

Youle-Dean Road/ Neighbourhood Centre Connector 2: this intersection was tested as a priority-controlled three-way with a one-stage right-turn. Under these conditions, the intersection is forecast to operate within capacity at LoS A. In practice, the width of the median proposed on Youle-Dean Road (six metres), will permit two-stage right turns to be undertaken, meaning the forecast performance is conservative.

Partridge Street/ Neighbourhood Centre Connector 1: this intersection is forecast to operate efficiently as a stop-controlled four-way. LoS C is forecast on both of the Neighbourhood Centre Connector 1 approaches in the AM peak with LoS D forecast on the eastern approach and LoS E on the western approach in the PM peak. These levels of service are acceptable due to the low traffic volumes forecast on Neighbourhood Centre Connector 1





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Table 2 – Performance summary for tested intersections (year 2021)

Intersection

AM PM

Dem

and

fl

ow

Do

S

Lo

S

95

%

qu

eue

(m)

Dem

and

fl

ow

Do

S

Lo

S

95

%

qu

eue

(m)

Partridge Street/ Woollcott Avenue

2,248 0.81 A 96.7 2,302 0.85 B 110.8

Woollcott Avenue/ Neighbourhood Centre Connector 2

454 0.22 N/A 9.4 444 0.11 N/A 4.1

Lord Street/ Youle-Dean Road/ Whiteman Park Access

972 0.72 B 96.1 1,380 0.72 B 121.5

Youle-Dean Road/ Partridge Street (signals)

1,788 0.75 D 140.0 2,373 0.88 D 189.1

Youle-Dean Road/ Partridge Street (roundabout)

1,788 0.70 A 64.3 2,373 0.77 B 85.8

Youle-Dean Road/ Neighbourhood Centre Connector 2

307 0.09 NA 2.7 389 0.17 NA 0.9

Partridge Street/ Neighbourhood Centre Connector 1

1,466 0.36 NA 6.6 1,689 0.70 NA 2.1

6.2.3 Year 2031

The following observations of year 2031 analysis may be made:

All intersections are likely to operate within their theoretical capacity in 2031

The longest delays are forecast in the evening peak hour at the intersection of Partridge Street/ Youle-Dean Road. The intersection geometry assuming traffic signals tested for year 2021 is not sufficient. The alternative roundabout treatment provides more capacity and therefore, is a more suitable treatment for the longer term. Despite some increasing delays, further upgrades (e.g. to dual circulatory) are not recommended because of the negative impacts on pedestrians and cyclists. Reduced accessibility for these modes of transport is not supported in proximity to the planned Neighbourhood Centre. Furthermore, there is forecast spare capacity on Lord Street and this will be an alternative route for Albion traffic





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7 Internal/ Perimeter Road Network

7.1 Overview

The indicative internal/ perimeter road network is shown in Figure 11. The road hierarchy specified accords generally with the specifications in the Albion DSP. With the exception of the higher order roads the precise alignment, location and reserve width of roads – excluding Lord Street, which is subject to separate design review and upgrade - will be determined at subdivision. Specific discussion regarding the form and function of key roads is provided below.

Figure 11 – Proposed internal road network including link designations (Access Streets [A] and above)

7.2 Lord Street

Lord Street is assumed to retain its current alignment and cross-section over the short-medium term. Main Roads WA and the CoS are undertaking separate analysis of potential future New Lord Street. It is anticipated that this work will include development of applicable cross-sections and if necessary, a revised cross-section for Lord Street should it be determined that capacity will be added to the existing road rather than a new road being built.

7.3 Youle-Dean Road

Youle-Dean Road is proposed to be a median-divided Integrator Arterial (B) with one lane in each direction, forecast to carry between 10,000 and 15,000 vpd by 2031 adjacent to LSP1C. A posted speed limit of 60 kph is proposed to apply. No direct property access will be permitted given the traffic volumes forecast.





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When it comes into operation, the 331 bus route is planned to operate via Lord Street-Youle-Dean Road-Partridge Street. The indicative mid-block cross-section for Youle-Dean Road (see Figure 12 and Figure 13), incorporates 3.5 metre traffic lanes, which are sufficient for buses. The verge provisions are also adequate for on-street bus stops where confirmed as part of subdivision (see Section 8 for indicative locations).

Copenhagen-style cycle lanes (single direction) are recommended on each side of Youle-Dean Road connecting to Lord Street (west). These provisions accord with Austroads guidance (Section 9). Alternatively, on-street cycle lanes may be considered (Figure 14 and

Figure 14 – Indicative mid-block cross-section: Youle-Dean Road west of Partridge Street

(on-street bicycle lanes option)

Figure 15).

On-street parking is proposed east (but not west) of Partridge Street. The six metre-wide median proposed is sufficient for two-stage right-hand turns to be facilitated out of side streets, where desirable.

Figure 12 – Indicative mid-block cross-section: Youle-Dean Road west of Partridge Street (Copenhagen-style bicycle lanes option)

Figure 13 – Indicative mid-block cross-section: Youle-Dean Road east of Partridge Street (Copenhagen-style bicycle lanes option)





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Figure 14 – Indicative mid-block cross-section: Youle-Dean Road west of Partridge Street


Figure 15 – Indicative mid-block cross-section: Youle-Dean Road east of Partridge Street


7.4 Woollcott Avenue

Woollcott Avenue is proposed to function as a two-lane Neighbourhood Connector (B) east of Partridge Street, forecast to carry less than 5,000 vpd by 2031. The relevant indicative mid-block cross-section is shown in Figure 16. A posted speed limit of 50 kph is proposed to apply.

On-street cycle lanes are proposed, which is consistent with the transport planning recommendations incorporated into LSP1A. On-street parking is also included in the cross-section.

Woollcott Avenue is not planned to accommodate buses. The 2.5 metre-wide median proposed east of Partridge Street is sufficient for two-stage pedestrian crossings and may be discontinued to provide space for right-turn pockets in a similar manner to the median treatment along Francisco Street in Belmont.





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Woollcott Avenue will have a local access function west of Partridge Street as it is not proposed to connect to Lord Street.

Figure 16 – Indicative mid-block cross-section: Woollcott Avenue east of Partridge Street

7.5 Partridge Street

Partridge Street is proposed to be an Integrator Arterial (B) that is likely to attract about 15,000-16,000 vpd adjacent to the Neighbourhood Centre. Single traffic lanes in each direction are suitable for Partridge Street and will support pedestrian crossing movements, and influence assignment of district traffic to higher order roads such as Lord Street, which are better suited to accommodating higher flows. Traffic is unlikely to exceed this daily volume within the forecast period because of the opportunity for some Albion traffic to reassign to Lord Street and Henley Brook Avenue (the former anticipated to have reasonable spare capacity) at peak times. A posted speed limit of 50 kph is proposed to apply. No direct property access will be permitted given the traffic volumes forecast.

When it comes into operation, the 331 bus route is planned to operate via Lord Street-Youle-Dean Road-Partridge Street. The indicative mid-block cross-section for Partridge Street (see Figure 17), incorporates 3.5 metre traffic lanes, which are sufficient for buses. The verge provisions are also adequate for on-street bus stops where confirmed as part of subdivision (see Section 8 for indicative locations).

Copenhagen-style cycle lanes (single direction) are recommended on each side of Partridge Street transitioning to on-street lanes north of Woollcott Avenue (these are already constructed). The segregated cycle lanes proposed accord with Austroads guidance (Section 9). Alternatively, on-street cycle lanes may be considered (Figure 18).

On-street parking is proposed along Partridge Street to support the adjacent planned Neighbourhood Centre. The 4.5 metre-wide median proposed is sufficient for right-hand turn pockets to be formed where required and a residual median retained to assist two-stage pedestrian crossings.





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Figure 17 – Indicative mid-block cross-section: Partridge Street (Copenhagen-style bicycle lanes option

Figure 18 - Indicative mid-block cross-section: Partridge Street (on-street bicycle lanes

option)

7.6 Neighbourhood Centre Connectors 1 and 2

A tight urban cross-section is proposed for Neighbourhood Centre Connectors 1 and 2 (see Figure 19). This is important to help achieve a slow-speed environment in proximity to the Neighbourhood Centre.

Neither street is proposed to accommodate buses; however, each is planned to incorporate on-street parking on both sides and a shared path on one side. Both streets should be treated effectively to warrant on-street cycling without specific need for cycle lanes.





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Figure 19 – Indicative mid-block cross-section: Neighbourhood Centre Connectors 1 and 2

7.7 Access Streets (A)

Access Streets (A) are proposed to have the same cross-section as Neighbourhood Centre Connectors 1 and 2.

7.8 Lower order Access Streets

The remaining streets within LSP1C are proposed to be lower order Access Streets (types B-D). Specific cross-sections for these streets are proposed to be developed as part future subdivision applications. In practice, these access streets can function as narrow two-way or yield streets with on-street parking provision. All streets excepting laneways should incorporate a footpath (minimum 1.8 metres) on one side. A sample mid-block cross-section for a yield street is shown in Figure 20.

Figure 20 – Indicative mid-block cross-section: lower order Access Street (yield street) with staggered, on-street parking





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8 Public Transport

8.1 Future public transport service structure

Transperth has advised Arup that the existing 955 and 956 services are likely to remain in operation for the foreseeable future. New services – the 331 and 332 – are likely to operate through Albion in the future when demand warrants them: there is no funding for these services prior to 2017.

The 331 would likely be aligned via Partridge Street and the 332 via Henley Brook Avenue (potentially an alternative route if Henley Brook Avenue is only part or not constructed by this time. Each would operate at 20 and 60 minute frequencies in the intra and inter peaks, respectively. They would be timed to permit interchange with rail at Bassendean (10 minute peak headway).

In theory, either the 331 or the 332 would join the BRT if it were constructed while the other would interchange at Youle-Dean Station. These assumptions are generally consistent with the Albion DSP.

A summary of transit planning assumptions is provided in the applicable Meeting Notes (Appendix G). The anticipated service map through LSP1C is shown in Figure 21.

The proposed locations for bus stops are included in Figure 21. These have been discussed with Transperth and situated generally to permit definition of the broadest walkable catchments possible and for convenient access to the planned Neighbourhood Centre.

Each stop should include a shelter, seating, route map and timetable information. Detailed stop design should be in accordance with PTA’s Public Transport Bus Stop Layout Guidelines.

Stops should be provided on street rather than in embayments to avoid the need for buses to exit and subsequently re-enter traffic flows. This approach is consistent with the PTA’s A Practitioner’s Guide to Bus Movement and Priority. During detailed design, appropriate crossing points should be identified, to enable safe access to stops from the far side of streets. Preferably, crossing points will be located behind, rather than in front of bus stops.

Short queue jumps may be considered in more detail in consultation with Transperth and Main Roads WA as part of the detailed design of the intersection of Youle-Dean Road and Lord Street.





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Figure 21 – LSP1C bus routing plan

8.2 Ellenbrook BRT

As discussed previously in the report, the State Government has announced that the Ellenbrook BRT system will not be constructed. While the project team is aware that Government Officers have continued with some planning for the system in the event that it returns to the future works programme, there are no particular provisions for it in LSP1C. The State will be required to reopen discussions with the landowners regarding integration of land use and the BRT should the need arise.





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9 Active Transport

9.1 Network design principles and objectives

An active transport network should meet the following objectives, which represent good planning practice. These are commensurate with current State policies including Liveable Neighbourhoods, Planning and Designing for Pedestrians: Guidelines and Development Control Policy 1.5: Bicycle Planning.

Provide viable alternatives for residents for local trips, thereby reducing car dependency

Facilitate amenable leisure trips

Reduce the adverse environmental impacts of transport

Facilitate improved personal health and fitness

Mitigate transport-related accidents.

The following principles have informed network planning in LSP1C:

Copenhagen-style cycle plans recommended on higher-order streets forecast to attract significant traffic volumes, consistent with Austroads guidance and good multimodal transport planning practice. On-street cycle lanes may be considered as an alternative treatment, with specific provisions to be determined at sub-division

Cycle lanes are proposed on both sides of selected roads to facilitate commuter movements and create a network generally supportive of more confident cyclists. The minimum collective width of cycle lanes and adjacent kerbside car parking is to be 3.7 metres, which is consistent with Austroads Guide to Traffic Engineering Part 14

Bike boxes should be installed on approach to signalised intersections to support on-street cycling movements. These could apply at the intersection of Youle-Dean Road and Lord Street

Footpaths have been planned on at least one side of all internal streets, excepting laneways. Access Streets (A) and higher order roads are planned to have paths on both sides



The following additional planning resources were referred to in the development of the active transport network:

Guide to Traffic Management Part 4: Network Management (Austroads, 2009)





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Designing Walkable Urban Thoroughfares: A Context Sensitive Approach (Institute of Transportation Engineers, 2010)

Manual for Streets 2 – Wider Application of the Principles (UK Department for Transport, 2010)

In particular, infrastructure recommendations specified by Austroads for cyclists depending on the speed characteristics and forecast traffic volumes on streets within LSP1C were referred to (see Figure 22).

Figure 22 – Guidance regarding provision of suitable cycling infrastructure

(Source: Guide to Traffic Management Part 4: Network Management [Austroads, 2009]: p37)

9.2 Network plan

The walking and cycling network plan developed for LSP1C is shown in Figure 23. Particular characteristics of this plan include continuations of infrastructure





Page 35

into adjoining areas (specifically, northwards to the LSP1A area) and consideration of key desire lines to the planned Neighbourhood Centre.

Figure 23 – LSP1C active transport network plan

9.3 Safe routes to school

There are not proposed to be any schools within LSP1C. The active transport network described in preceding sections is considered adequate to meet the needs of school children and parents accompanying them.

9.4 Cycle parking and End-Of-Trip Facilities (EOTF)

The CoS does not provide any particular guidance as to requirements for cycle parking and EOTF; these needs are also usually addressed as part of future, more detailed planning stages. Typically, specific provisions are for non-residential land uses and accordingly, some consideration of needs will be required as part of more detailed planning of the Neighbourhood Centre.





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10 Vehicle Parking

The CoS’s Local Planning Policy POL-TP-129 specifies parking requirements for non-residential land uses while the requirements of the Residential Design Codes generally apply generally to residential uses. Non-residential requirements include:

One bay per 25m2 Gross Leasable Area (GLA) of office

One bay per 12.5m2 GLA of retail (shops)

Options to vary these requirements, given opportunities for non-car access to the Neighbourhood Centre, will need to be addressed as part of the development of Detailed Area Plan.





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11 Conclusions

The current Transport Assessment and Staging Report addresses peak hour conditions associated with two future land use and transport scenarios (years 2021 and 2031). Key variables include:

Based on agreement with Main Roads WA, PDNH is assumed to be constructed by 2021 west of Whiteman Park

Demographic forecasts for Albion were provided by CoS and formed the basis for travel demand generation assumptions in the modelling work. More detailed demographic information was generated for LSP1C by the project planners CLE Planning and Design and this was used to generate local trip attractions and productions

New Lord Street is a new ‘Primary Regional Road’ with limited interchanges proposed to replace existing Lord Street; however, this road is neither funded nor programmed. It is not controlled for in the present report

Partridge Street is assumed to connect southwards to Harrow Street and Marshall Road rather than Lord Street

Woollcott Avenue will not connect to Lord Street

Future traffic was forecast using supplied demographics and assumed background traffic growth factors based on historical trends and recent count information: Main Roads WA declined to provide Regional Operations Model (ROM) data with underlying trip matrices

DoT has advised most recently that the State Government will not be constructing the Ellenbrook BRT system. It was therefore not accounted for in the assessment (e.g. applied in calculation of future mode shares)

Morning and afternoon peak hour traffic models (years 2021 and 2031) were developed using industry-recognised SATURN software to assist with planning the future movement network within the LSP1C area. The baseline network assumed accorded with the provisions in the Albion DSP and additional specifications above.

Particular observations include:

Full build-out is assumed by 2021

Single carriageway will be sufficient on all roads in the LSP1C area to carry the predicted traffic volumes

Vehicle turning forecasts were extracted from the models and applied using SIDRA analysis to define preferred intersection treatments and geometries. Specific findings and recommendations include:

Youle-Dean Road/ Lord Street would operate effectively as a four-way signalised intersection, which is consistent with earlier discussions with Main Roads WA, DoT and CoS regarding treatment of this intersection (allowing for controlled access westwards to Whiteman Park)





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Partridge Street/ Woollcott Avenue would operate with a satisfactory level of service as a single lane roundabout

Roundabout control (single circulatory) is recommended at Partridge Street/ Youle-Dean Road as this will provide reasonable capacity. While traffic signals are assumed in the DSP, increased traffic demands over the longer term are likely to impact performance significantly

The following street designs are recommended:

Lord Street is assumed to retain its current alignment and cross-section over the short-medium term with no direct property access

Youle-Dean Road is proposed to be a median-divided Integrator Arterial (B) with one lane in each direction with restricted property access to the west of Partridge Street and no direct property access to the east

East of Partridge Street, Woollcott Avenue is proposed to be a Neighbourhood Connector (B) with one traffic lane in each direction and restricted property access. West of Partridge Street, Woollcott Avenue is expected to function as a local access street given it is not proposed to connect to Lord Street

Partridge Street is proposed to be an Integrator Arterial (B) forecast to carry around 15,000-16,000 vehicles per day adjacent to the planned Neighbourhood Centre. It is anticipated to operate satisfactorily as a two-lane divided road because delays at intersections can be managed through appropriate geometry and controls. No direct property access should apply on Partridge Street

A tight urban street cross-section is proposed for Neighbourhood Centre Connectors 1 and 2

Transperth have advised that two new bus services are likely to operate within the Albion area with one likely to be aligned via Partridge Street and the other via Henley Brook Avenue. Timing of these services is contingent on how quickly new internal roads are constructed and funding availability through the State Government.

The following walking and cycling principles have informed network planning in LSP1C:

Copenhagen-style cycle plans are recommended on higher-order streets forecast to attract significant traffic volumes. On-street cycle lanes may be considered as an alternative treatment

Cycle lanes are proposed on both sides of selected roads to facilitate commuter movements and create a network generally supportive of more confident cyclists

Bike boxes should be installed on approach to signalised intersections to support on-street cycling movements. These could apply at the intersection of Youle-Dean Road/ Lord Street

Footpaths have been planned on at least one side of all internal streets, excepting laneways. Access Streets (A) and higher-order roads are planned to have paths on both sides





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Vehicle parking will need to be provided as per CoS requirements except as varied during preparation of a Detailed Area Plan for the Neighbourhood Centre.

Appendix A

Notes from Stakeholder Meeting





Page A1

A1

Meeting Notes

Prepared by Ryan Falconer

Date of circulation 19/08/13

Date of next meeting TBA

J:\231000\231858-00 WHITEMAN EDGE LSP2\WORK\1 - COMMUNICATIONS\MEETINGS\MINUTES\0002MEETING NOTES_STRATEGIC ASSUMPTIONS_WHITEMAN EDGE

LSP1B_190813_FINAL.DOCX

Page 1 of 8 Arup | F0.5

Project title Whiteman Edge LSP1B Job number

231858-00

Meeting name and number 0001 File reference

231858-00/RWF

Location Arup Office, 836 Wellington Street, West

Perth

Time and date

1500 13 August 2013 Purpose of meeting Discussion and agreement regarding strategic transport planning assumptions/

infrastructure

Present James Westh (JW), Stockland

Justin McKirdy (JM), Main Roads WA

Leon van der Linde (LL), City of Swan

Mark Bridges (MB), City of Swan

Laurie Piggott (LP), Department of Transport

Cameron Leckey (CaL), Chappell Lambert Everett

Chris Leigh (ChL), Chappell Lambert Everett

Darryl Patterson (DP), Arup

Ryan Falconer (RF), Arup Apologies Stuart Sinclair (SS), Stockland

Neil Thom (NT), Chappell Lambert Everett Circulation All; Ryan Hopkins (RH), Arup

Action

1. Introduction and intent of meeting

RF provided an overview of the objectives of the meeting:

To define strategic transport network upgrades and agree reasonable

timings that could be factored into transport modelling

Agree design parameters that could be applied in the next iteration of

the concept for the Ellenbrook BRT in the vicinity of LSP1B so that it

might integrate with the proposed development

JW noted that he is acting in a caretaker role for SS who is currently on

leave (returning in approximately two weeks’ time).

2. Overview of LSP concept and relationship to Albion DSP

CaL provided an overview of the LSP process noting that LSP1B forms

part of the Albion DSP area. LSP1B is a joint venture between Stockland

and the Department of Housing (DoH). It encompasses lots 15, 16 ad 17

at the present time and may be extended to include lots 19 and 20 subject

to agreement with those landowners.

Meeting Notes

Project title Job number Date of Meeting

Whiteman Edge LSP1B 231858-00 13 August 2013




Action

He noted that LSP1A to the north of Woollcott Avenue is currently being

built out with development generally unfolding north to south. Given the

speed with which this is occurring, completion and approval for LSP1B is

a priority for Stockland and DoH. Higher residential densities would be

delivered around the proposed District Centre relative to elsewhere within

the LSP1A area. This would accord with State planning policy and

provide an excellent context for integration of land use with a station

along the planned Ellenbrook Bus Rapid Transit (BRT) corridor.

He added that an understanding of the likely timing and alignment of the

proposed BRT corridor and Perth-Darwin National Highway (PDNH) are

critical project considerations.

3. Strategic assumptions

JM explained that Main Roads WA is currently undertaking a planning

study to assess tying PDNH in to Tonkin Highway at Reid Highway. An

amendment to the Metropolitan Region Scheme (MRS) will likely follow

but this is probably 12 months away. Based on current funding, it is

envisaged that PDNH would be constructed to Ellenbrook as a four lane

highway with grade-separated interchanges. North of Ellenbrook (to

Muchea), it would be constructed (in the first stage) as a two-lane road

with at-grade interchanges. Construction is anticipated to commence in

2016 with the highway being operational in 2019.

He added that until this work is completed and an MRS amendment

occurs, Main Roads WA will protect the current reservation for PDNH.

Assuming that PDNH is constructed to the west of Whiteman Park, JM

noted that ‘New Lord Street’ may eventually be constructed within the

current PDNH corridor east of Whiteman Park. New Lord Street would

likely be an Other Regional Road with a four lane median-divided profile

and a posted speed limit of 80 kph. Construction of New Lord Street is

subject to funding and is not likely to be constructed by 2021;

construction may be after 2031.

Main Roads WA’s modelling forecasts that about 70% of traffic forecast

to use this corridor if PDNH was constructed east of Whiteman Park

would redistribute to the alternative alignment.

JM added that if New Lord Street was an Other Regional Road, more

frequent intersections with east-west streets would be supported (none of

which were likely to be grade-separated). In Main Roads WA’s view,

five connections would be warranted: Gnangara Road, Park Street, Youle-

Dean Road, Harrow Street and Marshall Road.

LL noted that New Lord Street would be constructed along the eastern

boundary of the existing PDNH reservation. MB showed some concept

plans for New Lord Street and how it might relate to the Ellenbrook BRT

corridor. The plans showed:

Parallel road and BRT corridors with BRT to the east

City of Swan is

requested to supply

Arup with copies of

these concepts as soon

Meeting Notes






Action

Signalised junction of the two corridors with Youle-Dean Road (the

arrangement would have coordinated signals)

Youle-Dean Road kinked southwards to face the approach of the

westerly access to Whiteman Park

JM noted that it was envisaged that Woollcott Avenue would not connect

with New Lord Street. LP added that the connection of Woollcott Avenue

to existing Lord Street would not be retained when the BRT corridor was

constructed, which is likely to precede construction of New Lord Street.

He noted that BRT is still very much on the State’s agenda and

discussions are underway about a stage 1 that could be constructed by

2021.

RF explained that it would be preferable for Stockland and DoH for

Youle-Dean Station to be located north of Youle-Dean Road so that it

might integrate with the proposed District Centre. He added that access to

the local road network for feeder bus services could be just to the north of

the station (a bus-only link) and obviate the need for turning movement

from Youle-Dean Road on to the BRT corridor and vice versa. There was

general agreement with this proposal, which is likely to be deliverable if

PDNH is constructed west of Whiteman Park. This is because there

would not be conflict between the station and the interchange between

Youle-Dean Road and PDNH.

CaL proposed that the working group that was formed in early 2013

regarding planning for BRT be reconvened to permit further discussion

and design development in view of the preparation of LSP1B and present

understandings regarding regional road infrastructure. The attendees

agreed that this would be useful.

Regarding planning for Henley Brook Avenue, LL noted that a four-way

junction is planned incorporating Woollcott Avenue. He added that

construction of Henley Brook Avenue is subject to a developer

contributions arrangement with the section from Harrow Street to Park

Street following 50% of lot creation in Albion. This had been forecast to

occur by about 2023 but on current development trends, is likely to be

before this time. Phase one (Reid Highway to Marshall Road) was

assumed to occur by 2019 and phase two (Marshall Road to Harrow

Street) before 2023.

4. Transport modelling and assessment approach

RF proposed that on the basis of the discussions, consideration should be

given by the LSP1B project team to modelling the following four

scenarios in SATURN:

1. Year 2021a – Henley Brook Avenue constructed from Reid to Harrow

2. Year 2021b – Henley Brook Avenue constructed from Reid to Park;

PDNH constructed west of Whiteman Park; Ellenbrook BRT

as practicable so that

they may be

accounted for in

future design

activities

DoT to lead

Attendees to advise

by Monday 19 August

if there is a differing

view

Meeting Notes






Action

constructed

3. Year 2031a - Henley Brook Avenue constructed from Reid to Park;


constructed; New Lord Street constructed

4. Year 2031b – Henley Brook Avenue constructed from Reid to Park;


constructed

LL specifically noted that Scenario 1 is warranted because of the

uncertainty regarding timing of any of the infrastructure items.

5. Next steps

Following confirmation of these Meeting Notes:

Reconvention of the BRT working group

Development of basic BRT concept for the interim and ultimate

adjacent to LSP1B, between Woollcott Avenue and Youle-Dean Road

(subject to agreement to design specifications provided in separate

Technical Note to be issued by Arup 15 August). Main Roads WA,

DoT and City of Swan are requested to provide current CAD plans

regarding the road and BRT corridor treatment options to assist with

this

Issue of traffic modelling assumptions memorandum to stakeholders

for review and comment

Commencement of SATURN modelling: confirmation of ROM

scenarios for production of sub-area matrices by Main Roads WA

DoT

Arup

Arup – 15 August

Arup/ Main Roads

WA – as soon as

practicable

Meeting Notes






Action

Meeting Notes






Action

Northern Gateway

Industrial Park project

team

All – to be initiated by

Northern Gateway

Industrial Park project

team

Meeting Notes






Action

Appendix B

Summary letter (ROM availability and demographics)





Page B1

B1

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COMMUNICATIONS\LETTERS\0001LETTER_CLARIFICATION OF LSP1B TRANSPORT

PLANNING METHODOLOGY_071013.DOCX

Arup Arup Pty Ltd ABN 18 000 966 165

Your ref

Our ref 231858/RWF

File ref

Level 7 Wellington Central 836 Wellington Street

West Perth 6005 Australia

t +61 8 9327 8300 f +61 8 9481 1334

[email protected] www.arup.com

Leon van der Linde

Manager, Strategic Planning

City of Swan

PO Box 196

MIDLAND WA 6936

7 October 2013

Dear Leon

Whiteman Edge LSP1B

I am writing to you regarding the development of the second Local Structure Plan (LSP1B)

for Whiteman Edge and the progression of associated transport planning and traffic

modelling. The chronology of events thus far is:

1. Our project team has coordinated a number of meetings with both the City of Swan and

Main Roads WA to discuss and agree an appropriate methodology. In particular, on 13

August 2013, Arup hosted a meeting to discuss and agree what transport infrastructure

scenarios should be analysed in the Transport Assessment (TA) to accompany

lodgement of the LSP.

2. Subsequent to the meeting and on receipt of an update from the Department of

Transport regarding the planning status of the Ellenbrook Bus Rapid Transit system,

Arup issued both Meeting Notes and a Memorandum summarising the strategic

transport planning assumptions that would apply in our analysis. We note that these

documents were circulated to the City and Main Roads prior to finalisation.

3. Arup provided a request to Main Roads WA for sub-area matrices from the Regional

Operations Model (ROM) as per the methodology articulated in these documents. On

28 August, Main Roads WA contacted Arup and requested that we provide marked-up

ROM network plots to confirm the network scenarios to be tested. These mark-ups

were provided by 4 September and reflected the resolutions reached by the stakeholder

group. We note that as per a Main Road WA request, we also sought and received

approval from the Department of Planning for release of the demographic data that

underpins the traffic forecasts in ROM.

4. On 12 September, Main Roads WA advised that given Whiteman Edge LSP1B is not a

government project, ROM data would not be provided to the consultant team. Having

spoken to Justin McKirdy at Main Roads WA by way of follow up, we understand that

Main Roads WA cannot allocate sufficient resources to generate the ROM scenarios

231858/RWF

7 October 2013 Page 2 of 3




agreed to in the previously circulated Strategic Transport Planning Assumptions

Memorandum.

5. Since 12 September, we have had various telephone conversations with yourself and

Justin McKirdy to discuss our options. As you appreciate, we need to make sure that

our TA incorporates valid and reliable transport planning assumptions so that following

lodgement of the LSP, the veracity of our work and therefore the integrity of the LSP is

not called into question when it is reviewed by the City and Main Roads WA. As per

many significant land development projects, we had discussed and agreed with

stakeholders that application of ROM data representative of a range of possible future

network scenarios would form the context for our analysis. This reflects that ROM is

considered by government to be a reliable yardstick for traffic forecasting.

As an alternative to Main Roads WA producing data explicitly for our study, the City and

Main Roads WA have suggested that existing ROM data, generated on behalf of the City

and representative of future land development scenarios in Albion, could be provided to

Arup for application in the current project. We anticipate that this work would include

control for construction of Perth-Darwin National Highway (PDNH) on its preferred

alignment west of Whiteman Park. The City could also supply associated demographic

data so we could avoid double-counting forecasts for the land use zones that constitute

LSP1B.

The transport planning/ traffic modelling component of the LSP1B project was kicked off

around two months ago. At this time, Arup does not have any strategic information

supplied by the City or Main Roads WA. Other factors necessitate that the LSP1B project

proceeds: it is not feasible for us to continue to wait to try to resolve the traffic modelling

issues described.

Accordingly, Arup will be commencing an alternative methodology, which will involve

definition of external trip assumptions based on:

Specifications in the Whiteman Edge LSP1A TA Report (Bruce Aulabaugh) and

Albion DSP TA Report (SKM) regarding trip generation and distribution

Recent traffic count data showing directional splits of traffic on Lord Street

Application of annualised growth factors to external traffic based on historical trends

Potential redistribution of external-external traffic from Lord Street to PDNH following

the construction of the latter (assumed to have occurred prior to 2021)

We request respectfully that the City of Swan provides Arup with latest demographic

forecasts for Albion so that we may account for them in our modelling. We require these

by Monday 14 October so that we may keep to our timeline. Otherwise, older data from

the Albion DSP report will need to be applied.

We note that our methodology will not account for the effects of construction of New Lord

Street or staging of Henley Brook Avenue because we do not have access to the strategic

context data.

It has been and remains our intent to be transparent regarding the transport assessment

method that we apply to this project. Given the circumstances, we trust that our approach

will not be called in question post lodgement of the LSP. I am happy to discuss this

project further if required and may be reached on 9327 8347.

231858/RWF

7 October 2013 Page 3 of 3




Yours sincerely

Ryan Falconer

Senior Transport Planner

cc Justin McKirdy, Main Roads WA

Stuart Sinclair, Stockland

Cameron Leckey, CLE Town Planning and Design

Appendix C

Advice Note - traffic modelling methodology





Page C1

C1

Advice Note

J:\231000\231858-00 WHITEMAN EDGE LSP2\WORK\2 - DELIVERABLES\APPENDIX C - TRAFFIC MODELLING METHODOLOGY.DOCX


Level 7 Wellington Central

836 Wellington Street

West Perth 6005

Australia

www.arup.com

t +61 8 9327 8300

f +61 8 9481 1334

Project title Whiteman Edge LSP1C Job number

231858-00

cc File reference

Prepared by Philippa Greenwood; Ryan Falconer

Ryan Falconer

Darryl Patterson

Date

22 May 2014

Subject i

Traffic modelling methodology

Trip generation

Vehicle trip forecasting involved calculation of:

Base traffic volumes – traffic volumes on the road network if development of the subject site does not occur. These take into account growth in traffic volumes resulting from planned development in the region (including elsewhere in Albion) and the impact of planned network changes

Development trips – traffic volumes generated by LSP1C.

Input cordon traffic volumes

Ideally, ROM data would be used to develop the future year traffic volumes; however, given the lack of data a more bespoke methodology had to be applied. A forecast plot from ROM was used to determine 2031 volumes on Lord Street and West Swan Road

1. This shows that traffic volumes on

Lord Street are forecast to be 15,000 vehicles per day in 2031 with 25,000 vehicles per day on West Swan Road (south). This plot was provided to Arup by Main Roads WA.

April 2013 counts carried out by Main Roads WA on West Swan Road north of Reid Highway and south of Gnangara Road were used to estimate 2031 volumes on West Swan Road (north). It was assumed that a nominal 1,000 vehicles per day would use Georgeff Street. In the Albion DSP it was assumed that 0.5% of all external trips would be to/from Morgan Fields, which is accessed by Georgeff Street. The 1,000 vehicles per day forecast are therefore conservative.

Count data from 2012 and 2013 collected by Main Roads WA for sites on Lord Street and West Swan Road was used to check these volumes were reasonable given future growth forecasts.

Year 2021 daily volumes on West Swan Road were estimated using linear interpolation of 2013 and 2031 volumes. Forecast demographic uplift in Ellenbrook was used to estimate the daily traffic volumes on Lord Street and Georgeff Street in both 2021 and 2031.

1 The underlying demographic assumptions and trip matrices were not supplied to Arup.

2 Likely to be conservative because completion of PDNH will lead to some freight traffic reassignment from Lord

Advice Note

231858-00 22 May 2014



It was assumed that these volumes accounted for both external-to-external trips - trips that do not start or end within the modelled area - and internal-to-external/ external-to-internal trips, which either begin or end within the modelled area. Arup forecast that 62.3% of trips generated by land use in the Albion DSP are trips to/ from external zones, which is consistent with the assumptions specified in the Albion DSP report.

Trip distribution

The year 2031 24-hour external-to-external trip matrix in the Albion DSP was used to forecast the distribution of the external trips. Since the LSP1C SATURN network is smaller than the model used in the DSP any trips that do not enter the network were deleted manually from the matrix. The remaining zones were aggregated based on the five external zones within the SATURN model and totalled to form the entries to the external-to-external demand matrix.

The external trip matrix for the AM and PM peak matrices were calculated using the existing count data from Main Roads WA to determine northbound and southbound peak hour factors on Lord Street and West Swan Road. These factors were applied to each movement in the matrix depending on its origin and destination.

Albion DSP trips

Trip volumes generated by/ attracted to the balance of the Albion DSP area were forecast using the demographics for the area supplied by the CoS. Trip volumes were calculated using the same assumptions as for LSP1C.

Development trips

Tables 1 to 3 summarise the trip generation assumptions that were applied to Whiteman Edge LSP1C. The following sources were consulted in developing the assumptions:

Western Australian Planning Commission (Transport Assessment Guidelines for Development)

Institute of Transportation Engineers (Trip Generation 9th Ed.)

Roads and Traffic Authority of New South Wales (Guide to Traffic Generating Developments)

Other developments of a similar nature.

The rates below, when compared to other studies of similar nature, were considered a reasonable representation of the proposed development. Home-Based Education trips occur generally outside of the PM network peak making it difficult to forecast peak percentages and directional splits; accordingly, Arup applied professional judgement and previous experience to develop associated trip assumptions.

Advice Note

231858-00 22 May 2014



Table 1 - Trip rate by land use

Type of land use Daily vehicle trips

Private dwellings R40 9 per dwelling

R80 (assumed medium density) 5 per dwelling

Retail 80 per 100m2 NLA

Commercial 9 per 100m2 GFA

Food and Beverage 48 per 100m2 GFA

Primary and secondary school enrolments - FTE 2.37 per student

Table 2 – Percentage of daily vehicle trips by land use (network peak hours)

Type AM PM

Home-Based Work (HBW) 8% 10%

Other 5% 10%

Table 3 – Directional split (in/ out) by land use (network peak hours)

AM PM

Type IN OUT IN Out

Home-Based Work (HBW) 10% 90% 80% 20%

Other 15% 85% 80% 20%

Model output

All model traffic volumes discussed in the project Transport Assessment Report are ‘demand’ flows rather than ‘actual’ flows. Demand flows represent the traffic volume that would arrive at each particular point in the road network as if capacity constraints did not exist. In contrast, actual flows represent the traffic volume that would arrive at each particular point in the road network taking into account capacity constraints. Application of demand flows is useful for design purposes as long as metrics are interpreted appropriately and intersections are not overdesigned.

The heavy vehicle percentages adopted and applied in analysis included:

Lord Street – 8.6% (based on historical class split data assumed to hold constant)2

All other roads/ approaches – 2% (given heavy vehicle access assumed to be restricted to local deliveries and buses)

DOCUMENT CHECKING (not mandatory for Advice Note)


Name Philippa Greenwood; Ryan

Falconer Darryl Patterson Darryl Patterson

Signature

2 Likely to be conservative because completion of PDNH will lead to some freight traffic reassignment from Lord

Street.

Appendix D

Base Year Traffic Volumes





Page D1

D1

Mon - Fri

50

35

33

38

137

470

792

913

861

737

648

655

689

725

913

1128

1321

1360

876

506

333

283

189

114

13806

Mon - Fri

1/4 Hour 0730

1/4 Hr Vol 247

1/2 Hour 0715

1/2 Hr Vol 477

1 Hour 0700

1 Hr Vol 913

1 Hr Fact .9228

2 Hour 0630

2 Hr Vol 1798

1/4 Hour 1700

1/4 Hr Vol 353

1/2 Hour 1700

1/2 Hr Vol 694

1 Hour 1645

1 Hr Vol 1374

1 Hr Fact .9722

2 Hour 1600

2 Hr Vol 2681

12 Hour 0630

12 Hr Vol 10917

0630

10768 10777 11207 10917

2681

Peak

0630 0630 0630

2632 2721 2725

.9722

1545 1600 1545 1600

.9686 .9838 .9392

1645

1356 1393 1390 1374

694

1615 1700 1645

353

1645 1700 1700 1700

1700

350 354 370

PM

1615 1745 1700

679 704 704

0630

1780 1813 1825 1798

0700 0630 0630

913

.8818 .9573 .9375 .9228

903 919 930

477

0715 0715 0700 0700

486 478 466

247

0715 0715 0715 0715

0730

256 240 256

Fri Sat Sun Mon - Sun

AM

0730 0715 0630

13806

Peak Statistics

Mon Tue Wed Thu

Total 13470 13696 14254

189

2300 103 126 113 114

283

2200 169 209 189

333

2100 222 299 327

2000 309 326 363

876

1900 463 519 537 506

1360

1800 860 871 897

1321

1700 1316 1393 1370

1600 1314 1328 1321

913

1500 1108 1107 1169 1128

725

1400 859 900 980

689

1300 718 720 738

1200 675 679 713

648

1100 657 583 726 655

737

1000 657 623 664

861

0900 741 714 756

0800 882 832 869

792

0700 898 911 930 913

470

0600 777 798 802

137

0500 467 467 477

0400 135 119 157

33

0300 32 45 38 38

35

0200 28 36 36

50

0100 35 34 35


0000 45 57 47

Date Range: 10 Sep 2012 to 13 Sep 2012 Count Type: Classification Counts

Average Vehicle Volume

Hour Mon Tue Wed Thu

Weekly Volume by HourTraffic Flow: Both Directions Road Name: Lord St (1090557)

Site No: 7077 Location Description: N of Reid Hwy (SLK 0.17)

Public Holidays � School Holidays �

Run on 25-Oct-2013 11:05 by Philippa Greenwood Page 1 of 4 [email protected]

S N S N S S N N S N S N S N

20 46 11 32 15 34 15 34

12 25 9 28 7 25 9 25

15 19 17 19 17 17 16 17

19 15 30 14 24 14 24 14

87 43 76 63 94 51 86 51

311 150 317 147 330 151 319 151

441 340 458 326 476 334 458 334

436 469 442 477 453 469 444 469

392 435 397 464 405 463 398 463

370 361 353 414 342 382 355 382

291 375 248 346 318 362 286 362

277 339 244 420 306 380 276 380

309 396 283 389 324 384 305 384

277 417 303 454 284 437 288 437

312 577 323 607 373 577 336 577

342 756 351 790 379 771 357 771

295 1014 314 998 323 1010 311 1010

275 1108 285 1048 322 1066 294 1066

212 656 215 669 228 658 218 658

159 343 176 370 167 339 167 339

116 211 115 229 134 211 122 211

88 189 110 202 125 175 108 175

72 112 97 119 70 109 80 109

35 88 38 76 37 77 37 77

5163 8484 5212 8701 5553 8496 5309 8496


1/4 Hour 0630 0745 0630 0730 0630 0730 0630 0730

1/4 Hr Vol 143 148 148 133 157 128 149 128

1/2 Hour 0630 0730 0615 0730 0615 0730 0615 0730

1/2 Hr Vol 251 264 262 246 273 253 261 253

1 Hour 0630 0730 0630 0730 0615 0730 0630 0730

1 Hr Vol 471 496 489 483 501 483 485 483

1 Hr Fact .8234 .8378 .826 .9079 .7978 .9458 .8119 .9458

2 Hour 0615 0645 0545 0700 0545 0700 0545 0700

2 Hr Vol 897 934 930 941 943 932 920 932

1/4 Hour 1545 1745 1515 1700 1445 1700 1515 1700

1/4 Hr Vol 95 288 94 288 108 278 93 278

1/2 Hour 1530 1700 1500 1645 1430 1700 1515 1700

1/2 Hr Vol 183 562 185 541 206 541 184 541

1 Hour 1515 1700 1500 1645 1430 1645 1500 1645

1 Hr Vol 345 1108 351 1060 390 1066 357 1066

1 Hr Fact .9079 .9618 .9335 .9201 .9028 .9586 .9597 .9586

2 Hour 1430 1600 1400 1545 1415 1600 1415 1600

2 Hr Vol 669 2122 674 2053 753 2076 697 2076

12 Hour 0530 0715 0530 0700 0530 0715 0530 0715

12 Hr Vol 4102 6926 4077 7076 4374 6962 4184 6962Peak

0700 0530

6897 4184

1600 1415

2060 697

1060 357

.9851 .9597

537 184

1615 1500

93

1615 1515

952 920

PM

1630 1515

269

.8942 .8119

0700 0545

0800 0630

490 485

0615

269 261

AM

0830 0630

137 149

0830

Sat Sun Mon - Fri Mon - Sun

N N S S

Mon Tue Wed Thu Fri

Total 8307 5309

Peak Statistics

2200 97 80

2300 68 37

2000 193 122

2100 134 108

1800 648 218

1900 304 167

1600 1019 311

1700 1041 294

1400 547 336

1500 766 357

1200 366 305

1300 441 288

1000 366 286

1100 380 276

0800 490 398

0900 371 355

0600 336 458

0700 462 444

0400 48 86

0500 156 319

0200 13 16

0300 13 24

0000 25 15

0100 23 9

Fri Sat Sun Mon - Fri Mon - Sun

N N S S

Date Range: 10 Sep 2012 to 13 Sep 2012 Count Type: Classification Counts



Weekly Volume by HourTraffic Flow: Directional Road Name: Lord St (1090557)




Mon - Fri

55

33

28

40

143

498

1053

1247

1137

806

766

791

768

827

983

1133

1158

1172

936

477

345

294

200

133

15023

Mon - Fri

1/4 Hour 0715

1/4 Hr Vol 328

1/2 Hour 0700

1/2 Hr Vol 647

1 Hour 0700

1 Hr Vol 1247

1 Hr Fact .9514

2 Hour 0630

2 Hr Vol 2459

1/4 Hour 1730

1/4 Hr Vol 304

1/2 Hour 1730

1/2 Hr Vol 602

1 Hour 1545

1 Hr Vol 1174

1 Hr Fact .9686

2 Hour 1600

2 Hr Vol 2329

12 Hour 0630

12 Hr Vol 11925

0630

11751 11925 12117 9737 11344

2187

Peak

0615 0630 0615 0730

2314 2451 2373 1958

.9632

1445 1615 1600 1200 1545

.9526 .959 .9756 .895

1700

1185 1239 1202 1031 1100

611 540 555

1500 1645 1700 1200

286

1500 1630 1730 1230 1715

1245 1730

311 323 310 288

PM

1515 1645 1500

617 640

0630

2517 2450 2411 1988 2067

0630 0630 0630 1115

1045

.9668 .9709 .9238 .9733 .957

1280 1235 1249 985

537

0700 0645 0630 1145 0715

658 633 651 495

273

0700 0700 0700 1145 0700

1045 0715

331 321 338 265


AM

0745 0815 0715

11971 15023

Peak Statistics

Mon Tue Wed Thu

Total 14706 15080 15284

200

2300 113 102 183 206 133

294

2200 170 185 246 231

288 345

2100 275 335 272 272

2000 313 379 344

936

1900 455 467 509 441 477

1172

1800 918 938 953 611

844 1158

1700 1085 1228 1202 885

1600 1082 1220 1171

983

1500 1185 1121 1092 887 1133

827

1400 993 964 992 896

1031 768

1300 821 806 854 927

1200 713 760 830

766

1100 798 770 805 939 791

806

1000 740 750 809 929

587 1137

0900 764 806 849 742

0800 1127 1141 1143

1053

0700 1280 1235 1226 430 1247

498

0600 1059 1053 1048 305

69 143

0500 510 505 479 172

0400 154 152 124

28

0300 51 35 35 53 40

33

0200 26 31 26 45

127 55

0100 28 32 38 54


0000 46 65 54

Date Range: 03 Apr 2013 to 07 Apr 2013 Count Type: Classification Counts



Weekly Volume by HourTraffic Flow: Both Directions Road Name: Lord St (1090557)

Site No: 6783 Location Description: S of Gnangara Rd (SLK 7.63)




31 15 13 38 78 49 40 15 40

18 10 9 23 33 21 21 11 21

13 13 18 13 27 18 13 15 13

21 30 23 13 23 30 15 25 15

41 113 113 36 28 41 39 105 39

121 389 390 100 62 110 112 386 112

247 812 807 247 112 193 247 807 247

385 895 867 361 177 253 371 876 371

414 713 704 471 232 355 441 696 441

362 402 424 376 342 400 373 433 373

368 372 372 398 459 470 381 385 381

425 373 380 420 484 455 412 379 412

393 320 336 457 586 445 425 343 425

466 355 347 530 545 382 485 342 485

590 403 360 617 517 379 604 379 604

752 433 451 615 542 345 679 454 679

700 382 386 846 546 298 793 364 793

753 332 325 826 562 323 827 344 827

624 294 277 635 332 279 640 296 640

273 182 160 320 242 199 300 177 300

209 104 124 208 150 138 224 121 224

184 91 107 187 145 127 200 94 200

115 55 61 153 133 98 131 70 131

75 38 27 120 122 84 90 43 90

7580 7126 7081 8010 6479 5492 7863 7160 7863


1/4 Hour 0745 0630 0700 0830 1145 1045 0800 0700 1145

1/4 Hr Vol 116 249 244 120 142 132 117 240 115

1/2 Hour 0745 0700 0700 0830 1145 1030 0745 0700 1145

1/2 Hr Vol 229 481 478 238 281 263 233 481 234

1 Hour 0745 0630 0630 0800 1145 1030 0745 0630 1145

1 Hr Vol 436 939 926 471 566 492 457 933 460

1 Hr Fact .9397 .9428 .9488 .9813 .9248 .9318 .9737 .9705 .9644

2 Hour 1145 0615 0630 1145 1145 0945 1145 0615 1145

2 Hr Vol 840 1780 1714 962 1144 941 889 1719 953

1/4 Hour 1745 1515 1515 1645 1245 1245 1745 1515 1745

1/4 Hr Vol 213 133 127 231 162 126 224 131 199

1/2 Hour 1745 1500 1515 1630 1230 1230 1730 1500 1730

1/2 Hr Vol 410 259 239 439 315 225 438 250 396

1 Hour 1730 1430 1500 1600 1230 1200 1700 1500 1700

1 Hr Vol 786 472 451 846 589 445 827 454 761

1 Hr Fact .9225 .8872 .8878 .9156 .909 .8829 .9216 .8642 .9548

2 Hour 1445 1345 1500 1600 1200 1200 1600 1400 1600

2 Hr Vol 1486 849 837 1672 1131 827 1621 833 1493

12 Hour 0700 0515 0515 0715 0745 0700 0715 0515 0715

12 Hr Vol 6232 5875 5833 6573 5390 4384 6445 5871 6172Peak

0730 0530 0530

6548 5915 5454

1615 1400 1400

1752 852 806

903 477 428

.9525 .8899 .8917

472 259 230

1700 1500 1445

237 134 120

1730 1500 1500

865 1698 1419

PM

1745 1515 1515

.9573 .958 .9619

1145 0615 0630

0745 0630 0630

471 935 757

0745 0700 0700

243 483 391

AM

0800 0715 0715

123 244 197


N N S S

Mon Tue Wed Thu Fri

Total 7999 7274 7160

Peak Statistics

2200 124 93 70

2300 75 63 43

2000 255 136 121

2100 228 85 94

1800 661 318 296

1900 307 189 177

1600 834 325 364

1700 903 376 344

1400 604 375 379

1500 670 477 454

1200 424 373 343

1300 459 324 342

1000 378 411 385

1100 390 385 379

0800 437 672 696

0900 382 473 433

0600 246 801 807

0700 368 865 876

0400 39 88 105

0500 115 379 386

0200 13 13 15

0300 12 22 25

0000 52 16 15

0100 23 15 11


N N S S




Weekly Volume by HourTraffic Flow: Directional Road Name: Lord St (1090557)




Mon - Fri

52

33

26

52

147

472

1075

1319

1082

967

937

1038

1036

993

1134

1352

1474

1494

904

452

339

290

225

152

17045

Mon - Fri

1/4 Hour 0730

1/4 Hr Vol 355

1/2 Hour 0715

1/2 Hr Vol 692

1 Hour 0700

1 Hr Vol 1319

1 Hr Fact .9289

2 Hour 0630

2 Hr Vol 2490

1/4 Hour 1715

1/4 Hr Vol 403

1/2 Hour 1700

1/2 Hr Vol 781

1 Hour 1630

1 Hr Vol 1541

1 Hr Fact .9567

2 Hour 1545

2 Hr Vol 2983

12 Hour 0615

12 Hr Vol 13962

0630

13709 14036 14147 12235 12326 13200

2898 2723

Peak

0615 0615 0630 0730 0730

2945 3118 2904 2534

.9706 .977

1600 1600 1530 1200 1215 1530

.966 .9358 .9429 .9146

1215 1545

1534 1617 1520 1339 1487 1378

777 697 748 690

1700 1630 1630 1200

353

1715 1715 1630 1200 1245 1615

1215 1245 1630

397 432 403 366 383

PM

1715 1715 1630

788 838

1145 1130

2659 2623 2395 2656 2869 2348

0615 0615 1115 1130

1414 1202

.9121 .8977 .9016 .9419 .9377 .9669

1390 1404 1237 1379

683 601

0700 0700 1145 1130 1145 1145

740 760 633 682

310

0715 0715 1130 1130 1130 1130

1145 1130 1145

381 391 343 345 343


AM

0730 0730 1145

14579 13916 15928

Peak Statistics

Mon Tue Wed Thu

Total 16586 17343 12354 17208

226

2300 77 161 102 217 234 94 157

207 273

2200 153 210 139 313 303 149

317 270 321

2100 262 305 234 302 289

2000 316 368 311 333

791

1900 429 495 345 432 415 324 419

986 1294

1800 889 982 526 842 706 538

1137 1274 1367

1700 1534 1572 748 1377 999

1600 1411 1546 1005 1466

1203

1500 1367 1307 1111 1383 1253 1397 1341

1423 1120

1400 1037 1154 1122 1211 1222 1391

1339 1457 1181

1300 886 951 1112 1143 1195

1200 971 953 1215 1184

986

1100 914 995 1142 1204 1242 1250 1121

765 913

1000 924 876 873 1011 1099 1018

640 477 872

0900 934 966 677 1002 896

0800 1097 1114 472 1034

744

0700 1390 1404 318 1163 458 266 936

89 339

0600 1174 1158 272 894 308 188

87 46 115

0500 532 492 239 391 189

0400 140 155 144 146

33

0300 46 55 58 54 36 35 45

78 47

0200 25 29 44 24 37 48

120 146 84

0100 31 36 41 32 58

Fri � Sat � Sun � Mon - Sun

0000 47 59 104 50



Hour Mon � Tue � Wed � Thu � �

Weekly Volume by HourTraffic Flow: Both Directions Road Name: West Swan Rd (1090502)





38 9 39 20 36 36 76 44 97 49 38 14 57

21 10 21 15 13 26 38 20 57 21 23 10 33

15 10 15 14 12 12 26 11 37 11 14 12 21

15 31 19 36 32 16 18 18 19 16 17 35 17

29 111 37 118 106 30 25 62 15 31 32 115 27

108 424 117 375 144 100 67 122 38 51 108 363 86

256 918 267 891 150 240 136 172 85 103 254 821 197

311 1079 311 1093 175 306 199 259 122 144 309 1010 250

328 769 330 784 240 345 282 358 206 271 334 747 298

377 557 379 587 330 416 413 483 372 393 391 577 391

425 499 417 459 406 450 545 554 501 517 431 506 468

444 470 506 489 521 632 680 562 664 586 527 510 585

484 487 498 455 527 625 745 594 851 606 536 500 641

444 442 483 468 526 562 626 569 773 650 496 497 578

577 460 639 515 559 680 620 602 739 652 632 502 651

834 533 762 545 615 788 639 614 653 744 795 558 735

1016 395 1043 503 523 936 559 578 578 696 998 476 826

1142 392 1102 470 450 920 487 512 447 539 1055 440 820

597 292 626 356 265 521 360 346 271 267 581 323 475

274 155 309 186 144 251 211 204 166 158 278 174 242

204 112 233 135 131 198 172 145 155 115 212 127 192

157 105 204 101 81 187 143 146 124 83 183 107 163

101 52 151 59 54 214 159 144 92 57 155 70 143

51 26 119 42 35 156 154 80 54 40 109 43 107

8248 8338 8627 8716 6075 8647 7380 7199 7116 6800 8508 8537 8003


1/4 Hour 1145 0730 1145 0730 1145 1145 1130 1145 1130 1145 0730 1145

1/4 Hr Vol 123 304 161 305 196 190 159 208 176 160 272 176

1/2 Hour 1145 0715 1145 0715 1130 1145 1130 1145 1115 1145 0715 1145

1/2 Hr Vol 246 579 296 597 353 373 314 406 318 298 535 335

1 Hour 1145 0645 1145 0700 1145 1145 1130 1145 1130 1145 0700 1145

1 Hr Vol 497 1090 548 1093 664 768 617 845 604 570 1010 664

1 Hr Fact .9632 .8964 .8509 .8959 .8469 .91 .9701 .9559 .858 .8906 .9283 .9453

2 Hour 1145 0615 1115 0615 1100 1130 1130 1145 1130 1130 0615 1130

2 Hr Vol 941 2043 1028 2007 1257 1440 1216 1627 1251 1066 1875 1249

1/4 Hour 1700 1500 1645 1630 1630 1215 1515 1230 1515 1715 1500 1715

1/4 Hr Vol 294 143 295 150 264 211 175 221 201 276 144 216

1/2 Hour 1700 1500 1715 1500 1630 1215 1515 1215 1545 1715 1500 1700

1/2 Hr Vol 574 285 587 279 513 395 350 439 392 544 285 430

1 Hour 1700 1500 1645 1430 1630 1200 1445 1215 1515 1645 1500 1630

1 Hr Vol 1142 533 1142 555 1018 745 646 853 771 1080 558 852

1 Hr Fact .9711 .9318 .9678 .9375 .964 .8827 .9229 .9649 .959 .9794 .971 .9843

2 Hour 1600 1400 1600 1445 1545 1200 1400 1200 1445 1600 1430 1545

2 Hr Vol 2158 993 2145 1079 1871 1371 1216 1624 1447 2053 1066 1660

12 Hour 0715 0530 0715 0530 0730 0730 0715 0815 0730 0730 0530 0730

12 Hr Vol 7001 7103 7122 7285 7211 6199 6044 6237 6093 7105 7169 6749Peak

0600 0600

7172 6638

1445 1445

1148 1167

595 606

.9597 .9457

303 312

1500 1500

157 160

1530 1515

1601 1293

PM

1215 1515

.9275 .9211

0630 0630

0700 0700

857 686

0730 0715

438 366

AM

0745 0730

231 186


N N S S

Mon Tue Wed Thu Fri

Total 6279 8561 7922

Peak Statistics

2200 85 99 82

2300 67 61 50

2000 180 135 128

2100 153 115 110

1800 261 321 316

1900 201 181 177

1600 482 530 540

1700 298 457 474

1400 563 531 552

1500 496 595 606

1200 688 559 540

1300 586 581 542

1000 467 561 518

1100 621 572 536

0800 232 689 574

0900 347 586 521

0600 122 654 548

0700 143 857 686

0400 38 116 88

0500 95 291 253

0200 32 12 12

0300 26 38 28

0000 68 14 27

0100 28 6 14

Fri � Sat � Sun � Mon - Fri Mon - Sun

N N S S



Hour Mon � Tue � Wed � Thu � �

Weekly Volume by HourTraffic Flow: Directional Road Name: West Swan Rd (1090502)




Mon - Fri

46

30

27

41

136

440

869

939

729

588

581

596

575

622

756

961

1111

1203

753

429

267

228

162

103

12192

Mon - Fri

1/4 Hour 0730

1/4 Hr Vol 245

1/2 Hour 0715

1/2 Hr Vol 483

1 Hour 0645

1 Hr Vol 950

1 Hr Fact .9694

2 Hour 0615

2 Hr Vol 1833

1/4 Hour 1730

1/4 Hr Vol 306

1/2 Hour 1715

1/2 Hr Vol 608

1 Hour 1700

1 Hr Vol 1203

1 Hr Fact .9839

2 Hour 1600

2 Hr Vol 2313

12 Hour 0615

12 Hr Vol 9584

0630

9495 9482 9774 8430 9247

2108

Peak

0615 0615 0615 0730

2366 2283 2291 1698

.9749

1600 1600 1600 1415 1600

.9417 .9542 .9377 .9346

1700

1228 1187 1204 901 1086

636 475 554

1645 1700 1645 1515

279

1700 1730 1715 1530 1715

1530 1715

326 311 321 241

PM

1700 1745 1730

633 604

0615

1861 1871 1768 1656 1546

0615 0615 0615 1145

800

.9373 .9676 .9191 .9063 .9756

986 987 897 841

405

0630 0645 0615 1145 0630

510 494 460 433

205

0700 0645 0615 1145 0715

1145 0630

263 255 244 232


AM

0715 0645 0630

10444 12192

Peak Statistics

Mon Tue Wed Thu

Total 12052 11964 12558

162

2300 81 79 149 195 103

228

2200 123 149 215 238

281 267

2100 205 231 249 230

2000 291 245 264

753

1900 426 377 484 359 429

1203

1800 713 749 798 601

757 1111

1700 1222 1187 1199 736

1600 1144 1096 1092

756

1500 955 889 1040 898 961

622

1400 726 728 815 784

803 575

1300 591 600 674 821

1200 553 589 582

581

1100 575 616 598 780 596

588

1000 543 572 627 720

510 729

0900 592 578 594 641

0800 728 723 735

869

0700 970 955 892 337 939

440

0600 861 901 846 278

63 136

0500 470 439 412 192

0400 147 120 140

27

0300 44 39 39 43 41

30

0200 23 29 28 26

95 46

0100 29 26 36 56


0000 40 47 50









12 28 39 10 37 58 10 36 10

11 18 17 13 16 40 11 19 11

12 11 14 9 11 15 12 15 12

33 11 11 27 24 19 29 11 29

117 30 27 117 42 21 109 27 109

387 83 81 339 136 56 361 79 361

665 196 209 637 169 109 665 205 665

724 246 259 645 215 122 688 251 688

468 260 269 474 300 210 465 263 465

339 253 240 349 393 248 342 246 342

276 267 251 358 415 305 318 262 318

280 295 310 284 398 382 290 306 290

271 282 318 245 398 405 262 312 262

246 345 332 287 373 448 267 355 267

289 437 439 306 361 423 295 462 295

333 622 599 374 376 522 332 629 332

284 860 812 250 279 478 273 838 273

251 971 941 291 274 462 263 940 263

218 495 533 272 303 298 235 518 235

112 314 255 194 153 206 143 286 143

91 200 156 79 117 164 86 180 86

61 144 173 95 72 158 71 157 71

37 86 105 50 82 156 44 119 44

22 59 49 40 62 133 31 72 31

5539 6513 6439 5745 5006 5438 5602 6588 5602


1/4 Hour 0715 1115 0730 0630 1045 1115 0700 1130 0700

1/4 Hr Vol 202 77 84 185 126 120 190 79 156

1/2 Hour 0700 1115 0730 0615 1145 1145 0700 1115 0700

1/2 Hr Vol 403 150 162 350 232 201 372 158 307

1 Hour 0630 1115 0730 0615 1145 1145 0630 1115 0630

1 Hr Vol 761 297 312 672 431 410 724 307 598

1 Hr Fact .9418 .9643 .9286 .9081 .8905 .9234 .9526 .9674 .9599

2 Hour 0600 1145 1145 0600 1015 1145 0600 1145 0600

2 Hr Vol 1389 610 660 1282 836 869 1353 650 1111

1/4 Hour 1615 1715 1745 1530 1200 1530 1515 1730 1515

1/4 Hr Vol 95 247 246 99 111 153 93 241 94

1/2 Hour 1615 1715 1730 1515 1200 1530 1515 1715 1515

1/2 Hr Vol 181 490 481 197 202 282 172 481 176

1 Hour 1500 1700 1700 1500 1200 1500 1500 1700 1500

1 Hr Vol 333 971 941 374 398 522 332 940 343

1 Hr Fact .8856 .9828 .9563 .9444 .8964 .8529 .8957 .9751 .9098

2 Hour 1445 1600 1600 1400 1200 1530 1400 1600 1400

2 Hr Vol 634 1831 1753 680 771 1016 627 1778 655

12 Hour 0515 0730 0730 0515 0700 0815 0515 0730 0515

12 Hr Vol 4580 5419 5338 4563 4085 4389 4576 5443 4392Peak

0515 0730 0745

4584 5572 5173

1330 1600 1600

592 1750 1569

303 923 825

.8808 .9418 .9593

162 488 423

1430 1645 1645

86 245 215

1615 1715 1715

1388 680 705

PM

1515 1730 1715

.9564 .9635 .9242

0600 1145 1145

0630 1045 1115

746 343 329

0645 1115 1115

388 177 167

AM

0700 1115 1115

195 89 89


N N S S

Mon Tue Wed Thu Fri

Total 5525 6813 6588

Peak Statistics

2200 44 165 119

2300 30 109 72

2000 89 185 180

2100 58 154 157

1800 216 526 518

1900 122 290 286

1600 284 842 838

1700 246 908 940

1400 289 509 462

1500 290 666 629

1200 271 337 312

1300 268 387 355

1000 321 269 262

1100 306 314 306

0800 454 261 263

0900 338 245 246

0600 692 209 205

0700 696 247 251

0400 93 23 27

0500 358 73 79

0200 15 19 15

0300 28 12 11

0000 8 40 36

0100 9 23 19


N N S S








Mon - Fri

33

21

16

32

104

291

605

837

823

526

497

524

524

479

593

745

761

841

576

319

189

205

158

65

9764

Mon - Fri

1/4 Hour 0815

1/4 Hr Vol 237

1/2 Hour 0800

1/2 Hr Vol 458

1 Hour 0730

1 Hr Vol 915

1 Hr Fact .9652

2 Hour 0645

2 Hr Vol 1662

1/4 Hour 1715

1/4 Hr Vol 239

1/2 Hour 1715

1/2 Hr Vol 452

1 Hour 1645

1 Hr Vol 846

1 Hr Fact .8868

2 Hour 1545

2 Hr Vol 1621

12 Hour 0630

12 Hr Vol 7816

0630

7816 7815 7816

1621

Peak

0630 0630

1620 1622

.8868

1545 1545 1545

.9358 .8601

1645

846 867 846

452

1630 1645

239

1715 1715 1715

1715

226 252

PM

1630 1715

430 474

0645

1676 1658 1662

0700 0645

915

.9434 .955 .9652

917 913

458

0730 0730 0730

471 470

237

0730 0800 0800

0815

243 239


AM

0745 0815

9764

Peak Statistics

Mon Tue Wed Thu

Total 9759 9756

158

2300 66 63 65

205

2200 152 164

189

2100 215 194

2000 184 194

576

1900 312 326 319

841

1800 561 591

761

1700 818 863

1600 792 730

593

1500 732 757 745

479

1400 603 583

524

1300 485 473

1200 552 496

497

1100 512 535 524

526

1000 475 519

823

0900 505 546

0800 821 824

605

0700 855 819 837

291

0600 622 587

104

0500 292 289

0400 107 100

16

0300 30 33 32

21

0200 15 16

33

0100 18 24


0000 35 30

Date Range: 15 Nov 2006 to 16 Nov 2006 Count Type: Classification Counts




Site No: 2801 Location Description: N of Gnangara Rd (SLK 12.97)




18 17 15 17 16 17

9 9 11 11 10 11

9 6 8 9 7 9

15 15 15 17 15 17

57 50 41 58 46 58

124 168 171 121 170 121

263 359 347 252 353 252

310 545 539 295 542 295

312 509 498 319 504 319

225 280 299 236 290 236

204 271 274 225 273 225

264 248 282 259 265 259

235 317 257 237 287 237

232 253 244 231 249 231

275 328 312 273 320 273

402 330 382 389 356 389

449 343 317 431 330 431

512 306 372 502 339 502

345 216 276 330 246 330

173 139 139 180 139 180

114 70 70 119 70 119

107 108 52 125 80 125

95 57 63 98 60 98

32 34 26 35 30 35

4781 4978 5010 4769 4997 4769


1/4 Hour 0745 0730 0815 0745 0730 0745

1/4 Hr Vol 96 160 152 84 155 84

1/2 Hour 0745 0730 0800 0745 0730 0745

1/2 Hr Vol 175 307 296 167 301 167

1 Hour 0745 0730 0730 0745 0730 0745

1 Hr Vol 333 595 590 331 593 331

1 Hr Fact .8672 .9297 .9704 .991 .9565 .991

2 Hour 0630 0700 0645 0715 0645 0715

2 Hr Vol 625 1054 1051 621 1047 621

1/4 Hour 1715 1445 1500 1715 1445 1715

1/4 Hr Vol 141 108 121 139 112 139

1/2 Hour 1700 1445 1445 1700 1445 1700

1/2 Hr Vol 273 197 236 269 217 269

1 Hour 1630 1430 1445 1630 1430 1630

1 Hr Vol 529 362 397 510 379 510

1 Hr Fact .9379 .838 .8202 .9206 .8498 .9206

2 Hour 1630 1445 1430 1545 1445 1545

2 Hr Vol 966 712 745 935 726 935

12 Hour 0630 0600 0615 0630 0600 0630

12 Hr Vol 3775 4089 4139 3731 4106 3731Peak

0645 0600

3694 4106

1545 1445

912 726

500 379

.9191 .8498

265 217

1645 1430

136 112

1715 1445

623 1047

PM

1715 1445

.9425 .9565

0715 0645

0745 0730

328 593

0800 0730

174 301

AM

0800 0730

87 155


N N S S

Mon Tue Wed Thu Fri

Total 4746 4997

Peak Statistics

2200 101 60

2300 37 30

2000 124 70

2100 142 80

1800 315 246

1900 187 139

1600 413 330

1700 491 339

1400 271 320

1500 375 356

1200 239 287

1300 229 249

1000 245 273

1100 253 265

0800 326 504

0900 247 290

0600 240 353

0700 280 542

0400 59 46

0500 118 170

0200 8 7

0300 18 15

0000 15 16

0100 13 10


N N S S

Date Range: 15 Nov 2006 to 16 Nov 2006 Count Type: Classification Counts




Site No: 2801 Location Description: N of Gnangara Rd (SLK 12.97)



Appendix E

SATURN Volume Plots





Page E1

E1

Whiteman Edge Base Model 29- 4-14

87

64

116

565

268

34

0

041

9

123

2

325

100

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256

602

448

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256

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158

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744

681

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907

375

189

524

334

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585

803

588

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11

SATURN

Atkins Ltd /

DVV / ITS

ARUP TRANSPO

29- 4-14

V8_WO_LORD_P

ARTRIDGE.UFS

Scale 5470

Link Annot:

Demand flow


32

46

96

114

101

391

90399

0

0

65

197

1786

19

60

1454

14

60

523

4

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29

120

33

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424

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675

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147

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SATURN

Atkins Ltd /

DVV / ITS

ARUP TRANSPO

7- 5-14

V8_WO_LORD_P

ARTRIDGE.UFS

Scale 6616

Link Annot:

Demand flow


111

93

161

572

537

247

354

45

0

0364 7

42

9

134

2

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105

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SATURN

Atkins Ltd /

DVV / ITS

ARUP TRANSPO

7- 5-14

V8_WO_LORD_P

ARTRIDGE.UFS

Scale 6295

Link Annot:

Demand flow


35

58

104

146

134537

0

0

33

92

1894

20

61

1554

17

68

623

5

16

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169

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20

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2 8

2

8

SATURN

Atkins Ltd /

DVV / ITS

ARUP TRANSPO

7- 5-14

V8_WO_LORD_P

ARTRIDGE.UFS

Scale 6420

Link Annot:

Demand flow

Appendix F

SIDRA Results





Page F1

F1 2021 AM

F1.1 Partridge Street/Woollcott Avenue - Roundabout

F1.1.1 Layout





Page F2

F1.1.2 Movement Summary





Page F3

F1.2 Partridge Street/Woollcott Avenue - Signals

F1.2.1 Layout





Page F4

F1.2.2 Phasing





Page F5






Page F6

F1.3 Woollcott Avenue/Neighbourhood Centre Connector 2

F1.3.1 Layout





Page F7






Page F8

F1.4 Lord Street/Youle-Dean Road

F1.4.1 Layout





Page F9

F1.4.2 Phasing





Page F10






Page F11

F1.5 Partridge Street/Youle-Dean Road - Signals

F1.5.1 Layout





Page F12

F1.5.2 Phasing





Page F13






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F1.6 Partridge Street/Youle-Dean Road - Roundabout

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Appendix G

Meeting Notes (Public Transport Authority)


| Draft | 29 January 2014 | Arup



Page G1

G1

Meeting Notes

Prepared by Ryan Falconer

Date of circulation 30/08/13

Date of next meeting TBA

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Project title Whiteman Edge LSP1B Job number

231858-00

Meeting name and number 0002 File reference

231858-00/RWF

Location Public Transport Centre, East Perth Time and date

0900 29 August 2013 Purpose of meeting Discussion regarding forecast future public transport provisions to and around

Whiteman Edge

Present Simon Cox (SC), Public Transport Authority

Matthew Brooks (MB), Public Transport Authority

Ryan Falconer (RF), Arup Apologies Gary Merritt (GM), Public Transport Authority

Thomas Pacy (TP), Public Transport Authority

Ryan Hopkins (RH), Arup Circulation All; Stuart Sinclair (SS), Stockland; Cameron Leckey (CL), CLE; Darryl

Patterson (DP), Arup

Action

1. Introduction and intent of meeting

RF provided an overview of the objectives of the meeting:

Overview previous assumptions regarding public transport provisions

to and around Whiteman Edge (from the Albion DSP and Whiteman

Edge LSP1A)

Discuss options regarding connection of local/ feeder bus services to

the planned Ellenbrook BRT system

2. Ellenbrook BRT

SC noted that the Premier has made an announcement the Ellenbrook

BRT project will not go ahead because of cost estimates being too high

for the system to be justified. This announcement was published in the

West Australian newspaper on 28 August 2013. Instead, a rail connection

to Ellenbrook may be considered at some future point (yet to be defined

and likely to be in the longer term because of insufficient patronage in the

foreseeable future for it to be justified).

The attendees noted that this may obviate the need for Arup to undertake

further concept design work to understand how the BRT may integrate

with LSP1B. RF noted that he would contact Laurie Piggott (Department

of Transport) in the next few days to confirm in writing whether any

RF – by 02/09

Meeting Notes



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Action

specific provisions for higher-order transit should be made as part of the

preparation of LSP1B.

SC explained that if the BRT was to return to the State’s planning agenda,

Transperth would prefer that overtaking lanes be provided at Youle-Dean

Station to permit future express services to operate without impediment.

Additionally, a turnaround facility should be constructed south of the

station to enable local feeder services to circulate. The proposed location

of the station adjacent to the planned District Centre was considered

reasonable although Transperth would want to make sure that the District

Centre was oriented to the station to encourage walk-on patronage. This

could be a caveat on approval for the station location. It was noted that

the park and ride facility could be located up to 400m from the station, if

required.

The State will protect the existing transit corridor while it remains

reserved in the Metropolitan Region Scheme.

3. Local/ base-case bus services

SC explained that Transperth intends to keep operating the 955 and 956

services, which connect Bassendean Train Station and Ellenbrook via

Lord Street. These operate at 10 and 15 minute frequencies in the intra

and inter peaks, respectively. Saturday services run at 30 minute headway

and Sunday, hourly. New services – the 331 and 332 – are likely to

operate through Albion in the future when demand warrants them: there is

no funding for these services prior to 2017. The 331 would likely be

aligned via Partridge Street and the 332 via Henley Brook Avenue. Each

would operate at 20 and 60 minute frequencies in the intra and inter

peaks, respectively. They would be timed to permit interchange with rail

at Bassendean (10 minute peak headway). In theory, either the 331 or the

332 would join the BRT if it were constructed while the other would

interchange at Youle-Dean Station.

These assumptions are generally consistent with the Albion DSP although

recommended bus stop locations should be defined in consultation with

Transperth as part of the Structure Planning process.

4. Next steps

Following confirmation of these Meeting Notes:

Review of traffic modelling scenarios (these considered previously

construction of BRT by 2031) and advise Main Roads WA, City of

Swan and Department of Transport of the changes

Discuss with the Department of Transport the value of further concept

design work and agree whether any specific provisions for an

Ellenbrook transit system need to be made in the preparation of

Whiteman Edge LSP1

All - note

Arup – by 02/09

Arup – by 02/09

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