Transport Impact Assessment - City of Melville · 2020. 9. 2. · Transport Impact Assessment Kardinya Shopping Centre 6 August 2020 Cardno i ... to prepare a Transport Impact Assessment

Transport Impact Assessment Kardinya Shopping Centre

6 August 2020 Cardno i

Transport Impact Assessment

Kardinya Shopping Centre CW1087800

Prepared for Dato Holdings 6 August 2020


© Cardno. Copyright in the whole and every part of this document belongs to Cardno and may not be used, sold, transferred, copied or reproduced in whole or in part in any manner or form or in or on any media to any person other than by agreement with Cardno.

This document is produced by Cardno solely for the benefit and use by the client in accordance with the terms of the engagement. Cardno does not and shall not assume any responsibility or liability whatsoever to any third party arising out of any use or reliance by any third party on the content of this document.

Our report is based on information made available by the client. The validity and comprehensiveness of supplied information has not been independently verified and, for the purposes of this report, it is assumed that the information provided to Cardno is both complete and accurate. Whilst, to the best of our knowledge, the information contained in this report is accurate at the date of issue, changes may occur to the site conditions, the site context or the applicable planning framework. This report should not be used after any such changes without consulting the provider of the report or a suitably qualified person.

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Contact Information Document Information

Cardno (WA) Pty Ltd ABN 77 009 119 000

11 Harvest Terrace

West Perth WA 6005

Australia

www.cardno.com

Phone +61 8 9273 3888

Fax +61 8 9486 8664

Prepared for Dato Holdings

Project Name Kardinya Shopping Centre

File Reference CW1087800-TR-R002-E-

Kardinya Shopping Centre

TIA

Job Reference CW1087800

Date 6 August 2020

Version Number E

Author(s):

Brian Sii

Traffic Engineer

Effective Date 6/08/2020

Approved By:

Ray Cook

Business Leader – Traffic and Transport Planner

Date Approved 6/08/2020

Document History Version Effective Date Description of Revision Prepared by Reviewed by

A 5/12/2019 Draft BS SJL

B 10/12/2019 For issue BS SJL

C 12/12/2019 For Issue BS SJL

D 25/03/2020 For Issue BS SJL

E 06/08/2020 For Issue BS SJL


CW1087800 | 6 August 2020 | Commercial in Confidence iii

Table of Contents

1 Introduction 1 2 Existing Site Context 2

2.1 Site Location 2 2.2 Surrounding Land Use 3 2.3 Existing Road Network 4 2.4 Existing Intersections 5 2.5 Existing Pedestrian / Cycle Networks 7 2.6 Existing Public Transport Facilities 8 2.7 Existing Traffic Volume 9 2.8 Existing Access Arrangement 9 2.9 Crash Assessment 10

3 Development Proposal 13 3.1 Proposed Land Use 13 3.2 Access Arrangement 14 3.3 Parking Requirement 19 3.4 Parking Survey and Assessment for Existing Site 21 3.5 Projected Parking Requirement and Provision 22 3.6 Provision for Service Vehicles and Delivery Vehicles 24 3.7 End of Trip Facilities Provision 27

4 Changes to Surrounding Area 28 4.1 Road Network 28 4.2 Intersection Controls 28 4.3 Pedestrian/Cycle Networks 28 4.4 Public Transport Services 28

5 Integration with Surrounding Area 29 5.1 Surrounding Attractors/Generators 29 5.2 Proposed Changes to Surrounding Land Use 29 5.3 Level of Accessibility 29

6 Analysis of Transport Network 30 6.1 Assessment Years and Time Period 30 6.2 Key Assumptions 30 6.3 Traffic Generation 31 6.4 Traffic Distribution 32 6.5 Key Intersections 33 6.6 Intersection Performance 34

7 Summary 50


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Appendices

Appendix A WAPC Checklist Appendix B Development Plans Appendix C Parking Survey Appendix D Auxiliary Lane DIscussion

Tables

Table 2-1 Road Network Characteristic 4 Table 2-2 Bus Services Frequency 8 Table 2-3 Existing Traffic Volume 9 Table 2-4 Crash Data - South Street / North Lake Road Intersection 10 Table 2-5 Crash Data – North Lake Road Midblock (between Le Souef Drive and Bellairs Road) 11 Table 2-6 Crash Data – South Street Midblock (between North Lake Road and Gilbertson Road) 11 Table 2-7 Crash Data – South Street / Gilbertson Road Intersection 11 Table 2-8 Crash Data – Gilbertson Road Midblock 12 Table 3-1 Statutory Parking Requirement 19 Table 3-2 Net Parking Requirement (with reduction) 20 Table 3-3 Parking Provision 20 Table 6-1 Peak Hour Generation Rate (Shopping Centre) 31 Table 6-2 Total Trip Generation and Distribution (Shopping Centre) 31 Table 6-3 Total Trip Generation and Distribution (Residential) 31 Table 6-4 Level of Service (LOS) Performance Criteria 34 Table 6-5 Scenario 1 (2019 Background) – North Lake Road / Access 1 Intersection Performance 35 Table 6-6 Scenario 2 (2021 Background + Proposed Development) – North Lake Road / Access 1

Intersection Performance 36 Table 6-7 Scenario 3 (2031 Background + Development) – North Lake Road / Access 1 Intersection

Performance 36 Table 6-8 Scenario 1 (2019 Background) – North Lake Road / Access 2 Intersection Performance 37 Table 6-9 Scenario 2 (2021 Background + Development) – North Lake Road / Access 2 Intersection

Performance 38 Table 6-10 Scenario 3 (2031 Background + Development) – North Lake Road / Access 2 Intersection

Performance 38 Table 6-11 Scenario 1 (2019 Background) – South Street / North Lake Road Intersection Performance 39 Table 6-12 Scenario 2 (2021 Background + Development) – South Street / North Lake Road Intersection

Performance 40 Table 6-13 Scenario 3 (2031 Background + Development) – South Street / North Lake Road Intersection

Performance 40 Table 6-14 Scenario 1 (2019 Background) - South Street / Access 3 Intersection Performance 41 Table 6-15 Scenario 2 (2021 Background + Development) - South Street / Access 3 Intersection

Performance 42


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Table 6-16 Scenario 3 (2031 Background + Development) - South Street / Access 3 Intersection Performance 43

Table 6-17 Scenario 1 (2019 Background) - South Street / Access 4 Intersection Performance 44 Table 6-18 Scenario 2 (2021 Background + Development) - South Street / Access 4 Intersection

Performance 45 Table 6-19 Scenario 3 (2031 Background + Development) - South Street / Access 4 Intersection

Performance 46 Table 6-20 Scenario 1 (2019 Background) - South Street / Gilbertson Road Intersection Performance 48 Table 6-21 Scenario 2 (2021 Background + Development) - South Street / Gilbertson Road Intersection

Performance 48 Table 6-22 Scenario 3 (2031 Background + Development) - South Street / Gilbertson Road Intersection

Performance 49

Figures

Figure 1-1 Site Location 1 Figure 2-1 Site Aerial Image 2 Figure 2-2 Local Planning Scheme Map 3 Figure 2-3 Road Network Classification 4 Figure 2-4 South Street / North Lake Road Signalised Intersection 5 Figure 2-5 South Street / Gilbertson Road Signalised Intersection 6 Figure 2-6 Cycle Network in the vicinity of the Site 7 Figure 2-7 Public Transport Network 8 Figure 2-8 Existing Site Access 9 Figure 2-9 Crash Locations in the vicinity of the Site 10 Figure 3-1 Ground Floor Plan 13 Figure 3-2 Proposed Access 1 Layout 14 Figure 3-3 Proposed Access 2 Layout 15 Figure 3-4 Proposed Access 3 Layout 16 Figure 3-5 Proposed Main Street Layout 17 Figure 3-6 Proposed Access 5 Layout 18 Figure 3-7 Daily Shopping Centre Patronage: Dec 2018 - Nov 2109 21 Figure 3-8 Shopping Centre Patronage: Top 50 Busiest Days 21 Figure 3-9 ITE Parking Guidelines for Shopping Centres between 10,000 and 30,000sq.m 22 Figure 3-10 Time of Day Profiles for Land Use Categories 23 Figure 3-11 Calculated Unconstrained Parking Demand for the Proposed Shopping Centre (weekday /

weekend) 23 Figure 3-12 Loading and Service Docks 24 Figure 3-13 Loading Dock Deliveries Swept Path (19m AV and 12.5m HRV) 24 Figure 3-14 Loading Dock Compactor Swept Path (12.5m HRV) 25 Figure 3-15 Residential Waste (12.5m HRV) 25 Figure 3-16 Ground Floor Commercial Waste (6.4m SRV) 25


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Figure 3-1 17.2m Tanker Swept Path 26 Figure 3-2 EoT Facilities on Lower Ground Floor 27 Figure 6-1 Scenario 1 – 2019 Background 32 Figure 6-2 Scenario 2 – Opening Year 2021 + Proposed Development 32 Figure 6-3 Scenario 3 – 10-Year Horizon 2031 + Proposed Development 32 Figure 6-4 North Lake Road / Site Access 1 – Intersection SIDRA Layout 35 Figure 6-5 Proposed North Lake Road / Access 2 Intersection SIDRA Layout 37 Figure 6-6 South Street / North Lake Road Signalised Intersection SIDRA Layout 39 Figure 6-7 South Street / Access 3 SIDRA Layout (Existing) 41 Figure 6-8 South Street / Access 3 SIDRA Layout (Signalised) 42 Figure 6-9 South Street / Access 4 Intersection SIDRA Layout (Existing) 44 Figure 6-10 South Street / Access 4 Intersection SIDRA Layout (Left-In/Left-Out) 45 Figure 6-11 South Street / Gilbertson Road Intersection SIDRA Layout 47


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1 Introduction

Cardno has been commissioned by Dato Holdings Pty. Ltd. (the Client) to prepare a Transport Impact Assessment (TIA) for the proposed redevelopment of Kardinya Shopping Centre, located at 1-15 South Street, Kardinya (the Site) as shown in Figure 1-1.

This report aims to assess the impacts of the proposed development upon the adjacent road network, with a focus on traffic operations, circulation, and car parking requirements. This report has been prepared in accordance with the Western Australian Planning Commission (WAPC) Transport Assessment Guidelines for Developments: Volume 4 – Individual Developments (2016).

Figure 1-1 Site Location

Source: Nearmap

Site



2 Existing Site Context

2.1 Site Location The Site is located at 1-15 South Street, in the suburb of Kardinya under the municipality of City of Melville. The Site is bounded by South Street to the south, North Lake Road to the west, existing residential developments to the north and commercial developments to the east.

An aerial image of the Site is shown in Figure 2-1.

Figure 2-1 Site Aerial Image

Source: Neamap, 2019

South Street

Nor

th L

ake

Roa

d

Site



2.2 Surrounding Land Use According to the City of Melville Local Planning Scheme No.6, the Site is zoned C3 – Other District Centres. A detailed zoning map showing the land uses around the Site within the City of Melville is shown in Figure 2-2. Land uses around the Site are mainly residential and public open space.

Figure 2-2 Local Planning Scheme Map

Source: City of Melville – Local Planning Scheme Map-05, Map-06

Site



2.3 Existing Road Network The layout and classification of the rounds in the vicinity of the Site is shown in Figure 2-3.

Figure 2-3 Road Network Classification

Source: Main Roads Road Information Mapping Centre

The characteristics of the surrounding road network are presented in Table 2-1.

Table 2-1 Road Network Characteristic

Road Name Road Hierarchy Jurisdiction No. of Lanes

No. of Footpaths

Width (m) Posted Speed Limit (km/h)

South Street Primary Distributor MRWA 6 2 14.2 (x2) 70

North Lake Road Distributor A Local Govt. 6 2 11 (x2) 70

Brophy Street Access Street Local Govt. 2 1 7.6 50

Gilbertson Road Local Distributor Local Govt. 2 2 9.5 50

Site



2.4 Existing Intersections > South Street / North Lake Road Signalised Intersection is located to the southwest of the Site. The

existing intersection layout is shown in Figure 2-4.

Figure 2-4 South Street / North Lake Road Signalised Intersection

Source: Nearmap, 2019

Nor

th L

ake

Roa

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South Street



> South Street / Gilbertson Road Signalised Intersection is located to the southeast of the Site. The existing intersection layout is shown in Figure 2-5.

Figure 2-5 South Street / Gilbertson Road Signalised Intersection

Source: Neamap, 2019

South Street

Gilb

erts

on R

oad



2.5 Existing Pedestrian / Cycle Networks The cycle network in the vicinity of the Site is extracted from Department of Transport Perth, Fremantle and Stirling: Perth Bike Map. As shown in Figure 2-6, high quality shared paths are available along South Street and North Lake Road, provided excellent cycling access to and from the Site. Other major roads around the Site are also noted as good riding environment, such as Gilbertson Road and Williamson Road.

Overall, the Site benefits from excellent cycling facilities with good connections to other major locations in the vicinity of the Site.

Figure 2-6 Cycle Network in the vicinity of the Site

Source: Department of Transport – Swan and Stirling Bike Maps

Site



2.6 Existing Public Transport Facilities The existing public transport facilities in the vicinity of the Site is shown in Figure 2-7. The nearest bus stop is located to the north of the Site, along South Street. The bus stops are serviced by Bus Route 115, 513, 998 and 999, which provides connection to Freemantle, Murdoch Station and South Perth.

The nearest train station, Murdoch Station is located approximately 2.7km east of the Site, serviced by Joondalup and Mandurah train lines.

The frequencies of the bus routes are presented in Table 2-2. Overall, the Site benefits from excellent public transport services which are high frequency and easily accessible.

Figure 2-7 Public Transport Network

Source: Public Transport Authority – Network Map

Table 2-2 Bus Services Frequency

Route Frequency

Weekday Peak Weekday Off Peak Weekend

999 5 – 10 mins 15 mins 15-30 mins

998 5 – 10 mins 15 mins 15-30 mins

115 15 mins 20 – 30 mins 30 mins

513 15 mins 20 – 30 mins 60 mins

Site



2.7 Existing Traffic Volume The existing traffic volume of the road network in the vicinity of the Site obtained from Main Roads WA Traffic Map is summarised in Table 2-3.

Table 2-3 Existing Traffic Volume

Road Network Year AM Peak Volume PM Peak Volume Daily Volume

South Street east of North Lake Road

2017/18 2,771 2,883 37,264

South Street east of Gilbertson Road

2016/17 2,113 2,752 35,058

North Lake Road north of South Street

2017/18 2,080 2,008 23,827

2.8 Existing Access Arrangement The existing Site accesses are summarised below and illustrated in Figure 2-8.

1. Northwest of the Site, full movement to and from North Lake Road

2. West of the Site, one-way Left Out onto North Lake Road

3. South of the Site, left in – left out movement to and from South Street north carriageway

4. Southeast of the Site, full movement to and from South Street (Main Street)

5. Northeast of the Site, full movement to and from Brophy Street

Figure 2-8 Existing Site Access



2.9 Crash Assessment A search of the Main Roads WA Reporting Centre for crash data was undertaken for the period of 1 January 2015 to 31 December 2019. Crashes occurred in the vicinity of the Site are plotted in a map shown in Figure 2-9. Crash data collected are summarised in Table 2-4 to Table 2-8.

Figure 2-9 Crash Locations in the vicinity of the Site

Source: MRWA

Table 2-4 Crash Data - South Street / North Lake Road Intersection

Type of Crash (RUM Code) Fatal Hospital Medical Major Property Damage

Minor Property Damage

Total Crashes

Rear End - - 8 30 23 61

Sideswipe Same Direction - - 1 6 4 11

Right Turn Thru - - - 3 - 3

Right Angle - 1 - - 1 2

Hit Pedestrian - - 1 - - 1

Hit Object - - - 2 1 3

Unspecified - - 1 1 5 7

Total - 1 11 42 34 88



Table 2-5 Crash Data – North Lake Road Midblock (between Le Souef Drive and Bellairs Road)



Total Crashes

Sideswipe Same Direction - - - 1 1 2

Rear End - - 1 3 - 4

Right Angle - - - 1 1 2

Hit Pedestrian 1 - - - - 1

Hit Animal - - - - 1 1

Unspecified - - - 1 - 1

Total 1 - 1 6 3 11

Table 2-6 Crash Data – South Street Midblock (between North Lake Road and Gilbertson Road)



Total Crashes

Rear End - - - 3 2 5

Sideswipe Same Direction - - 2 3 6 11

Right Angle - - - 8 8 16

Hit Pedestrian 1 - - - - 1

Right Turn Thru - - 1 1 - 2

Hit Object - - - 1 - 1

Unspecified - - - - 1 1

Total 1 - 3 16 17 37

Table 2-7 Crash Data – South Street / Gilbertson Road Intersection



Total Crashes

Rear End - - 6 10 6 22

Sideswipe Same Direction - - - 1 1 2

Right Angle - - 1 1 - 2

Right Turn Thru - - 1 - - 1

Hit Pedestrian - 1 - - - 1

Head On - - - - 1 1

Total - 1 8 12 8 29



Table 2-8 Crash Data – Gilbertson Road Midblock



Total Crashes

Right Angle - - - 1 - 1

Hit Object - - - 1 1 2

Rear End - - - 2 - 2

Sideswipe Same Direction - - - - 1 1

Total - - - 4 2 6

Summary of the Crash assessment is discussed in the following:

> Four ‘Hit Pedestrian’ crashes along South Street and North Lake Road, located at both intersections and midblock. The bus stop relocation along South Street is expected to improve the level of pedestrian safety in the vicinity of the Site by making crossing at the North Lake Road / South Street traffic signals more convenient.

> 12 crashes were recorded in relation to the South Street / Main Street driveway, mainly consisting of ‘Right Angle’ and ‘Right-turn-thru’ crashes. Majority of the crashes resulted in major and minor property damage, with 1 crash requiring medical attention. The bus stop to the west of the driveway access is being relocated further west along South Street. This will improve visibility at the access, particularly when a bus is at the stop, which is expected to improve the level safety for exiting vehicles.

> The high number of crashes along South Street and North Lake Road is to be expected with high traffic volume along these roads.



3 Development Proposal

3.1 Proposed Land Use Proposed is an expansion of the existing Kardinya Park Shopping Centre. The redevelopment includes the following changes:

- 78 units of residential apartments

- New grocers

- Specialty stores

- Food and beverage tenancies

- Cinema

- Medical Centre

- Car Service

Figure 3-1 shows the ground floor plan of the Site. Large versions of the plans are provided within Appendix B.

Figure 3-1 Ground Floor Plan

Source: Hames Sharley (44185-SD201) (rev.S)



3.2 Access Arrangement The future Site is proposed to have similar number of access onto main streets, with minor modifications to the movements and locations, which are discussed in the following sections.

3.2.1 Access 1 > Location of the access remains unchanged.

> Remains as full movement access, to and from North Lake road, with improved layout and connection to the shopping area carpark.

> Serves as the main access for service vehicles, loading and delivery trucks.

> The internal modifications to access 1 provides significant internal storage length improvements over that of the existing access driveway.

> Access to laneway, delivery docks and loading zones will be gated, to prevent public vehicles access via this access.

> Shared with passenger vehicles accessing the service station and shopping centre, travelling southbound and northbound along North Lake Road.

> Significant proportion of the development traffic travelling to and from the north is expected to enter the Site via this driveway.

> Good sight distance for vehicles exiting the Site can be achieved. The crest on North Lake Road is not expected to impact on the sightline significantly.

> Discussion on the provision of an auxiliary left turn lane is attached in Appendix D.

Figure 3-2 Proposed Access 1 Layout




3.2.2 Access 2 > Proposed to be relocated approximately 30m north from the existing location of the left-out driveway.

> Located approximately 100m north of the South Street / North Lake Road signalised intersection.

> Access is proposed to be realigned and modified into left in – left out movement.

> Serves as the access for service station vehicle trips, expected to be primarily egress movements.

> Number of entering vehicle is expected to be relatively low due to the presence of a more intuitive driveway (Access 1) located to the north of this driveway.

> The modified crossover will improve the sightline of outgoing vehicles when compared to the existing crossover, due to a more perpendicular vehicle position to the frontage road.





3.2.3 Access 3 > Proposed to be relocated approximately 50m east of the existing location.

> Located approximately 80m west of Access 4 (Main Street).

> The intersection is proposed to be signalised, with two right-turn lanes and 1 left turn lane exiting the Site.

> The signal proposal has received stage 1 approval from MRWA.

> Left and right auxiliary lanes will be provided on South Street

> The location of the relocated bus stop is approximately 110m away, and is not expected to obstruct the vehicular sightline of the exiting vehicles at this intersection

> The bus stop along South Street westbound carriageway will be relocated west as a result of the signalised intersection upgrade.


Source: Hames Sharley (AR-02-4001)



3.2.4 Access 4 (Main Street) > Main Street access is to be modified to left-in & left-out only, in conjunction with the signalisation of

Access 3

> The central median on South Street will be closed to restrict any right-turn movements and the existing right-turn auxiliary lane along South Street will be extended to connect with proposed Access 3 right auxiliary lane.

> The access layout design has been modified to provide for safer pedestrian / cyclist crossing facilities.

> The existing left-turn pocket is extended to provide 45m pocket length (from existing 30m).

> Extended Median Island on Main Street to restrict right-in movement from Main Street into the adjacent eastern Site

> With the exiting bus stop proposed to be relocated further west of Access 3, the busses no longer pose a significant obstruction to the sightline of exiting vehicles.

Figure 3-5 Proposed Main Street Layout

Source: Hames Sharley (AR-02-1001)



3.2.5 Access 5 > Location of access to remain as existing, however modified into full movement access

> Intersection priority modified, western leg (laneway) proposed to give way to Brophy Street and Main Street traffic.

> Delivery and service trucks are expected to exit the laneway via this access, onto Brophy Street

> Main access and egress access for residential traffic

> Vehicle sightline of the vehicle exiting from the laneway (West leg) may be obstructed by the vegetation. This can be improved by ensuring the plants are short and well maintained.


Source: Hames Sharley (44185-SD201)



3.3 Parking Requirement The car parking requirements for the Site are given in the City of Melville Car Parking and Access Policy No 1.6. Table 3-1 shows the statutory parking requirements under this policy.

Table 3-1 Statutory Parking Requirement

Land Use Requirement Staff / Area / Patrons Total Bays

Restaurant 1 bay per 10m2 PFA

0.5 bay per staff member

Area: 2,392.8m2

Estimated Staff: 133

305.78

Cinema 1 bay per 5 patrons


Patrons: 1250

Staff: 12

256

Recreation 1 bay per 20m2 NLA Area: 450m2 22.5

Medical Centre 3 bays per health consultant


18 health consultants

Staff: 25 (total)

66.5

Shop 1 bay per 20m2 NLA Area: 17,772m2 888.6

Service Station 0.5 bay per staff member Staff: 8 4

Amusement Parlour 1 bay per 5 patrons


Patrons: 65

Staff: 8

17

Total 1561

Source: City of Melville Car Parking and Access Policy No 1.6 (Table 1)

As calculated in Table 3-1, the statutory parking requirement of 1561 bays is equivalent to an overall on-site parking requirement of 5.54 bays/100m2 GFA over 28,168m2 area.

However, it is noted in Clause 6.4.2 of the City of Melville Car Parking and Access Policy No 1.6 that the car parking requirements may be reduced by 25% for the proportion of bays which are designated as shared parking.



Hence, a 25% shared parking reduction has been applied, along with the motorcycle bay reduction, resulting in a net parking provision requirement of 1,149 bays as calculated Table 3-2. For this redevelopment, the proponent has indicated a total parking supply of 1,172 bays, distributed across the site as described in Table 3-3.

Table 3-2 Net Parking Requirement (with reduction)

Land Use Total Bays

Total 1561

Shared Parking Reduction

(25%)

-390

Motorcycle reduction -22

Net Parking Provision

Required

1,149 (surplus of 23 bays)

Table 3-3 Parking Provision

Location Provision

Rear Laneway (on grade) 76

Undercroft (on grade) 187

Main Street 9

South Street (on grade) 205

South Street ground deck 78

South Street mezzanine deck 311

South Street Level 1 deck 293

Service Station 13

Total 1172

Based on the statutory requirements of City of Melville Car Parking and Access Policy No 1.6, the proposed parking provision will have a surplus of 23 car parking bays.

A meeting with the Department of Transport was arranged where the department suggested a parking provision rate of around 4.2 bays/100m2 was appropriate. This rate has been applied consistently across large shopping Centres in Perth in an effort to minimise the excessive parking supply, as described in the Department of Transport Parking Guidelines for Large Shopping Centres.

The Department of Transport also expect that demand for private vehicles will be less in the future, where majority of the transport mode share will shift to public transport, as projected by the document, Perth and Peel 3.5 million, approved by the Department of Planning.

The proposed 1172 parking bay provision would translate to a parking provision rate of approximately 4.16 bays/100m2, which is in-line with the suggested parking provision rate of 4.2 bays/100m2.

To further justify the sufficient parking provision, Cardno has undertaken a detailed parking demand assessment for the existing and proposed development areas, to determine a representative supply requirement under business-as-usual conditions. Detailed parking analysis is presented in Section 3.4 and Section 3.5.



3.4 Parking Survey and Assessment for Existing Site Cardno undertook a parking survey to determine the parking behaviour of the existing shopping centre. This survey was conducted on the 22nd November (Friday) and 23rd November (Saturday), between 9:00am to 3:00pm – a time period sufficient to capture the peak parking demand across both days.

An inventory of the on-site parking showed a current supply of 897 bays for the Shopping Centre, excluding the parking available in the immediately adjacent retail lot. It was observed that there was some overspill of parking from the adjacent Aldi supermarket, equivalent to approximately 24 spaces during the peak period. These vehicles have been removed from the assessment below.

The results of the Shopping Centre occupancy survey are summarised below:

> Friday - peak parking occupancy observed at 11am (514 bays, approximately 59% of supply)

> Saturday - peak parking occupancy observed at 11:30am (539 bays, approximately 62% of supply)

To determine a representative parking demand on the design day, door count data was provided by the Shopping Centre. Normalising this data to account for the various opening hours, it was determined that the surveyed Saturday (22nd November) was the 26th busiest day over the last 12 months. For the purpose of this assessment, parking demand has been normalised to a design day chosen to be consistent with best-practice (the 14th busiest day of the year).

Figure 3-7 Daily Shopping Centre Patronage: Dec 2018 - Nov 2109

Figure 3-8 Shopping Centre Patronage: Top 50 Busiest Days

02468

101214

Thou

sand

s

Jan-Nov 2019 Survey Dates Dec 2018

3rd Busiest 14th Busiest

5

6

7

8

9

10

0th 10th 20th 30th 40th 50th

Thou

sand

s

Busiest Days



Based on this assessment technique, a scaling factor of 2.5% was added to the Saturday observation to calculate a peak design day occupancy of 553 bays.

Given that the existing shopping centre has a floor area of 12,536m2 GLA, this corresponds with an unconstrained parking demand rate of 4.41 bays/100m2.

The survey results and parking assessment can be referred to in the Parking Occupancy Assessment prepared by Cardno, attached in Appendix C.

3.5 Projected Parking Requirement and Provision It can be expected that as the Shopping Centre is developed, the parking demand rate will be reduced. This effect has been observed across numerous studies and is embodied in best practice parking rates included in ITE’s Parking Guidelines 4th Edition

Figure 3-9 ITE Parking Guidelines for Shopping Centres between 10,000 and 30,000sq.m

Note that the peak demand rates described here exceed the observations on-site. Nevertheless, the pattern is consistent with experience in Centres across Australia, as well as in the USA.

To reflect this effect the demand rate for the retail component of the proposed development has been reduced by 5%, as indicated in the above graph. This would be consistent with a demand rate of 4.16 bays/100sqm.

Existing Retail Component

Future Retail Component

4.0

4.5

5.0

5.5

6.0

6.5

10000 15000 20000 25000 30000

Vehi

cle

Trip

Rat

e

Shopping Centre GLA (sq.m)Weekday Weekend



In addition to retail growth, additional land uses are proposed, including entertainment, food & beverage and medical uses. These land uses function with different peak periods and intensities, and cannot be assumed to directly correspond to the generation rate of the existing centre.

Therefore, an assessment of the parking requirement for these uses has been undertaken, including time-of-day profiles for parking generation. These time of day profiles are shown below for the requisite categories of use

Figure 3-10 Time of Day Profiles for Land Use Categories

Applying these profiles to the land use components results in the following expected utilisation of car parking by the redeveloped Centre. This shows an unconstrained peak demand of 1,204 parking bays, assuming no behaviour change for visitors or staff. This is equivalent to a unit rate of 4.24 bays/100sq.m.

Figure 3-11 Calculated Unconstrained Parking Demand for the Proposed Shopping Centre (weekday / weekend)

Several factors will further contribute to the reduction in parking for this Centre, including:

> In addition to the commercial land uses used in the calculation above, the Structure Plan proposes approximately 200 residential units within the Centre. These residents are ‘captive’, with any activity generated by them resulting in no parking requirements at all. Based on best-practice research, and considering the utility of the proposed redevelopment, this impact could result in a reduction in public parking demand by 80 bays, bringing the unconstrained demand down to 1,112 bays (i.e. below 4.0 bays/100sq.m).

> The Green Travel Plan which supports this proposal aims to reduce private vehicle trip generation by both staff and visitors. This will have a corresponding impact on parking requirements.



3.6 Provision for Service Vehicles and Delivery Vehicles

3.6.1 Delivery Trucks The proposed location for service vehicles and loading docks is located to the northern boundary of the Site, as shown in Figure 3-12. Delivery trucks and service vehicles will access the loading docks via the North Lake Road gated access; and leave via Brophy Street to the east of the Site, onto Gilbertson Road.

Swept path analysis for the 12.5m retail bins compactor truck is shown in Figure 3-13. Figure 3-15 shows the swept path of residential waste and service truck, while Figure 3-16 shows the swept path for commercial waste collection on ground floor, via the car park entrance (Access 3).

Figure 3-12 Loading and Service Docks

Figure 3-13 Loading Dock Deliveries Swept Path (19m AV and 12.5m HRV)



Figure 3-14 Loading Dock Compactor Swept Path (12.5m HRV)

Figure 3-15 Residential Waste (12.5m HRV)

Figure 3-16 Ground Floor Commercial Waste (6.4m SRV)



3.6.2 Service Station Tanker As advised by the Client, the proposed service station re-development will be serviced by a maximum length 17.2m tanker. The vehicle swept path of the 17.2 Articulated vehicle is shown in Figure 3-17. It is noted that the tanker swept path will encroach onto the whole internal driveway while egressing the service station via the Access 1 / North Lake Road crossover.

However, as the fuel delivery for the site is expected to occur late evenings, outside of the normal operation hours of the shopping centre where regular internal vehicle movements are at their lowest, plus the encroachment will only occur for a short period of time (under one minute), an operational traffic management plan / scheme can be prepared to ensure the safe operation of fuel tanker when exiting the site.

It is anticipated that the preparation of this plan, to the satisfaction of the City, can be conditioned as part of the DA approval.

Figure 3-1 17.2m Tanker Swept Path



3.7 End of Trip Facilities Provision The proposed development has provided End-of-Trip (EoT) facilities at several location within the Site. 50 bicycle parking bays and EoT facility have been provided for staff on lower ground floor. These facilities will be secured bicycle parking and is only accessible by the staff members with access.

Additionally, bicycle parking and EoT facilities for the customers have been provided on the ground and first floor, separated from the staff facilities.

Figure 3-2 EoT Facilities on Lower Ground Floor



4 Changes to Surrounding Area

4.1 Road Network Cardno contacted the City of Melville and were advised that there were no significant changes proposed to the surrounding road network that is likely to impact the development.

4.2 Intersection Controls Cardno contacted both the City of Melville and Main Roads WA (meeting with Main Roads was held at their office on 19 November 2019) and were advised that there were no significant changes proposed to the surrounding road network intersection controls that would be likely to impact the development, with the intersection of South Street and North Lake Road recently undergoing an extensive upgrade.

4.3 Pedestrian/Cycle Networks Cardno contacted the City of Melville and were advised that there were no significant changes proposed to the surrounding path / cycle network that is likely to have an impact on the development.

The development proposes to relocate the main pedestrian entrance on South Street, closer to the North Lake Road / South Street intersection. The purpose of this change is to encourage pedestrians to cross at signalised intersection, providing a safer crossing environment.

It is noted that the existing pedestrian crossing over South Street can be modified to allow pedestrian to cross under a safer environment to complement the development proposal.

4.4 Public Transport Services Cardno contacted the Public Transport Authority (meeting was held on 19 November 2019 at their office) and were advised of no immediate changes, with the potential for dedicated bus priority lanes on South Street in the future.

The proposed development has proposed to relocate the existing bus stop (Stop ID 10489) located directly south of the Site along South Street to the west, to facilitate the relocation of the central southern access point to the east. Discussions with the PTA noted that they weren’t opposed to the proposal, though were cautious due to concerns with the ability of buses being able to leave the bus embayment and enter the flow of traffic and safe pedestrian access.

Observations and video surveys taken along South Street suggest that the signal phasing at the South Street / North Lake Road intersection and the relocation of the central access driveway east of the proposed bus stop, results in significant platooning of traffic which provides extended periods of little to no traffic along South Street. Pedestrian access should also be improved with direct at grade access being provided into the shopping centre development and closer access to the signals for crossing South Street.

Additionally, the proposed bus stop relocation is expected to provide a better sightline for vehicles exiting the car park from eastern accesses, and potentially reduce the number of crashes along the frontage road.



5 Integration with Surrounding Area

5.1 Surrounding Attractors/Generators The key generators for the Site will be the surrounding residential area and potentially the Murdoch University. The major attractors, particularly for residents and employees will be the food and beverage establishments to the east of the Site, public open spaces nearby and residential areas within 800 m distance to the Site’s boundaries.

5.2 Proposed Changes to Surrounding Land Use Cardno contacted the City of Melville and was advised that there are no major changes to the surrounding land use in the vicinity of the Site.

5.3 Level of Accessibility Access to Site via pedestrian and cycle facilities is facilitated by shared paths along South Street and public transport facilities is facilitated by bus stops located directly in front of the Site. Vehicular access to the Site is provided via South Street, North Lake Road and Brophy Street on the eastern boundary.



6 Analysis of Transport Network

6.1 Assessment Years and Time Period Peak periods selected are 4:00 PM to 5:00 PM on Weekday and 11:00 AM to 12:00 noon on Saturday due to the nature of the development. The following scenarios have therefore been analysed as part of this assessment: - Scenario 1 – 2019 Existing Traffic without Development (Peak Hours);

- Scenario 2 – 2021 Traffic with Development (Peak Hours); and

- Scenario 3 - 2031 Traffic with Development (Peak Hours).

6.2 Key Assumptions The following assumptions were made for the analysis:

> For robust assessment, the proposed development peak traffic generation is assumed to be the same as adjacent road network peak

> On the advice of the Main Roads WA Statutory Planning team, Cardno has contacted the Marin Roads WA modelling team to seek advice on the future traffic growth rate on South Street. As per MRWA advice, the background traffic growth rate of 1.65% per annum on South Street has been applied for this analysis, including the growth of buses and heavy vehicles.

> The traffic growth rate on the remaining road network has been assumed for 1% growth per annum including the growth of buses and heavy vehicles.

> 10% of the traffic attracted by the proposed development will be captured internally (on-site residential developments, pedestrian traffic)



6.3 Traffic Generation The trip generation for the proposed development has been calculated based on the ‘RTA - Guide to Traffic Generating Developments – Updated traffic surveys (TDT 2013/04a)” as suggested by Main Roads WA.

The Shopping Centres peak hour trip generation rates as suggested in the document is shown in Table 6-1.

Table 6-1 Peak Hour Generation Rate (Shopping Centre)

(Vehicles / 100m2 GLFA)

Range in Total Floor Area

(GLFA – m2)

Thursday Friday Saturday Sunday

0 – 10,000 12.3 12.5 16.3 -

10,000 – 20,000 7.6 (6.2) 6.2 (6.7) 7.5 (7.5) (6.6)

20,000 – 30,000 5.6 (6.0) 5.6 (5.9) 7.5 (7.0) (6.3)

30,000 – 40,000 4.6 3.7 6.1 -

40,000 – 70,000 (4.4) (4.4) (5.5) (4.6)

70,000 + (3.1) (4.0) (3.6) (3.2)

*Figures in brackets refer to 2011 surveys. Other figures are as per 1978 and 1990 surveys

For a robust assessment, the higher value for both peak periods is adopted for the trip generation calculation. The Total Trip Generation for the shopping centre during the PM peak (Thursday) and Saturday peak is shown in Table 6-2.

Table 6-2 Total Trip Generation and Distribution (Shopping Centre)

Land Use Calculated Total Trip

Generation

Directional Distribution Total Trip Generation

In Out In Out

PM Peak (Thus) 1692 50% 50% 846 846

Saturday PM Peak 2114 52% 48% 1099 1015

Additionally, the trip generation for the proposed residential development has been calculated utilising the trip generation rate suggested in the Institute of Engineering (ITE) trip generation manual, summarised in Table 6-3.

Table 6-3 Total Trip Generation and Distribution (Residential)

Land Use Yield Trip Generation Rate

Directional Distribution Total Trip Generation/Distribution

PM Peak

Sat Peak

PM IN

PM OUT

SAT IN

SAT OUT

PM IN

PM OUT

SAT IN

PM OUT

Residential 78 dwellings

0.41 0.44 60% 40% 49% 51% 20 13 17 18

Source: ITE 221

Based on the calculations, the proposed development would represent a two-way trip generation of approximately 1725 trips during the weekday PM peak hour, 2149 trips during the Saturday peak hour.



6.4 Traffic Distribution The trip distribution network for the development Site is shown in Figure 6-1 to Figure 6-3.

Figure 6-1 Scenario 1 – 2019 Background

Figure 6-2 Scenario 2 – Opening Year 2021 + Proposed Development

Figure 6-3 Scenario 3 – 10-Year Horizon 2031 + Proposed Development



6.5 Key Intersections SIDRA intersection operation analysis was undertaken for a series of key intersections with peak hour traffic volumes determined through the desktop modelling process described above. Intersections were assessed for the three scenarios including the estimated background traffic growth.

The following intersections were assessed in this analysis:

> North Lake Road / Site Access 1

> North Lake Road / Site Access 2

> North Lake Road / South Street

> South Street / Access 3

> South Street / Access 4

> South Street / Gilbertson Road

The key intersections were assessed as a network, utilising the Network function in SIDRA.



6.6 Intersection Performance SIDRA outputs for each approach to evaluate the impact of the increased volumes anticipated for the ultimate development scenario (including background), are presented in the form of Degree of Saturation (DOS), Average Delay, Level of Service (LOS) and 95th Percentile Queue. A definition of these characteristics are as follows:

> Degree of Saturation (DOS): is the ratio of the arrival traffic flow to the capacity of the approach during the same period. The Degree of Saturation ranges from close to zero for varied traffic flow, up to one for saturated flow or capacity. The theoretical intersection capacity is exceeded for an un-signalised intersection where DOS > 0.80;

> 95% Queue: is the statistical estimate of the queue length up to or below which 95% of all observed queues would be expected;

> Average Delay: is the average of all travel time delays for vehicles through the intersection. An un-signalised intersection can be considered to be operated at capacity where the average delay exceeds 40 seconds for any movement;

> Level of Service (LOS): is the qualitative measure describing operational conditions within a traffic stream and the perception by motorists and/or passengers. Table 6-4 provides a description of the different levels of service.

Table 6-4 Level of Service (LOS) Performance Criteria

LOS Description Signalised Intersection

Unsignalised Intersection

A Free-flow operations (best condition) ≤10 sec ≤10 sec

B Reasonable free-flow operations 10-20 sec 10-15 sec

C At or near free-flow operations 20-35 sec 15-25 sec

D Decreasing free-flow levels 35-55 sec 5-35 sec

E Operations at capacity 55-80 sec 35-50 sec

F A breakdown in vehicular flow (worst condition) ≥80 sec ≥50 sec



6.6.2 North Lake Road / Access 1

Figure 6-4 North Lake Road / Site Access 1 – Intersection SIDRA Layout

Table 6-5 Scenario 1 (2019 Background) – North Lake Road / Access 1 Intersection Performance

Intersection Approach

PM Peak SAT Peak

DOS Delay (s) LOS

95% Queue

(m) DOS Delay

(s) LOS 95%

Queue (m)

South: North Lake Road

T 0.237 0 A 0 0.202 0 A 0

R 0.045 11.7 B 0.4 0.111 19.4 C 1

East: Access 1

L 0.036 4.8 A 0.3 0.112 5.3 A 0.9

R 0.036 11.5 B 0.3 0.112 20.6 C 0.9

North: North Lake Road

L 0.128 6.5 A 0 0.19 6.5 A 0

T 0.128 0 A 0 0.19 0 A 0

All vehicles 0.237 0.2 A 0.4 0.202 0.5 A 1



Table 6-6 Scenario 2 (2021 Background + Proposed Development) – North Lake Road / Access 1 Intersection Performance


PM Peak SAT Peak

DOS Delay (s) LOS

95% Queue

(m) DOS Delay

(s) LOS 95%

Queue (m)


T 0.255 0 A 0 0.207 0 A 0

R 0.101 13.5 B 0.9 0.222 24 C 2

East: Access 1

L 0.034 4.9 A 0.3 0.046 5.4 A 0.5

R 0.214 16 C 1.8 0.456 33.3 D 4.1


L 0.156 6.5 A 0 0.214 6.5 A 0

T 0.156 0 A 0 0.214 0 A 0

All vehicles 0.255 0.7 A 1.8 0.456 1.5 A 4.1

Table 6-7 Scenario 3 (2031 Background + Development) – North Lake Road / Access 1 Intersection Performance


PM Peak SAT Peak

DOS Delay (s) LOS

95% Queue

(m) DOS Delay

(s) LOS 95%

Queue (m)


T 0.217 0 A 0 0.226 0 A 0

R 0.088 15 B 0.8 0.267 29.6 D 2.4

East: Access 1

L 0.035 5 A 0.3 0.057 5.7 A 0.5

R 0.24 18.2 C 2 0.556 43.7 E 5.1


L 0.169 6.5 A 0 0.232 6.5 A 0

T 0.169 0 A 0 0.232 0 A 0

All vehicles 0.24 0.8 A 2 0.556 1.7 A 5.1

As shown in Table 6-5 to Table 6-7, the Access 1 / North Lake Road intersection is expected to perform satisfactory for all scenarios with reasonable Level of Service and delays for all movements.



6.6.3 North Lake Road / Access 2

Table 6-8 Scenario 1 (2019 Background) – North Lake Road / Access 2 Intersection Performance


PM Peak SAT Peak

DOS Delay (s) LOS

95% Queue

(m) DOS Delay

(s) LOS 95%

Queue (m)


T 0.252 0 A 0 0.204 0 A 0 0 0 0 0 0 0

East: Access 2

L 0.152 4.3 A 1.6 0.324 5.6 A 2.8 0 0 0 0 0 0


T 0.131 0 A 0 0.287 0 A 0 0 0 0 0 0 0

All vehicles 0.252 0.3 A 1.6 0.324 0.5 A 2.8

The existing North Lake Road / Access 2 intersection is a left-out only intersection which is performing satisfactorily with Level of Service A as shown in Table 6-8. The intersection will be upgraded to a left-in and left-out intersection as part of the proposed development, as shown in Figure 6-5.

Figure 6-5 Proposed North Lake Road / Access 2 Intersection SIDRA Layout





PM Peak SAT Peak

DOS Delay (s) LOS

95% Queue

(m) DOS Delay

(s) LOS 95%

Queue (m)


T 0.259 0 A 0 0.212 0 A 0 0 0 0 0 0 0

East: Access 2

L 0.09 4.1 A 0.9 0.187 5.2 A 1.3 0 0 0 0 0 0


L 0.153 3.7 A 0 0.338 3.7 A 0

T 0.153 0 A 0 0.338 0 A 0

All vehicles 0.259 0.2 A 0.9 0.338 0.3 A 1.3



PM Peak SAT Peak

DOS Delay (s) LOS

95% Queue

(m) DOS Delay

(s) LOS 95%

Queue (m)


T 0.217 0 A 0 0.232 0 A 0 0 0 0 0 0 0

East: Access 2

L 0.09 4.3 A 0.9 0.246 5 A 1.3 0 0 0 0 0 0


L 0.165 3.7 A 0 0.225 3.7 A 1.6

T 0.165 0 A 0 0.225 0 A 2.1

All vehicles 0.217 0.2 A 0.9 0.246 0.3 A 2.1

As shown by the analysis results, the North Lake Road / Access 2 intersection is expected to perform satisfactorily with LoS A in all scenarios.



6.6.4 South Street / North Lake Road Signalised Intersection

Figure 6-6 South Street / North Lake Road Signalised Intersection SIDRA Layout

Table 6-11 Scenario 1 (2019 Background) – South Street / North Lake Road Intersection Performance


PM peak SAT Peak

DOS Delay (s) LOS

95% Queue

(m) DOS Delay

(s) LOS 95%

Queue (m)


L 0.165 6.7 A 0 0.116 6.7 A 0

T 0.771 61.2 E 134.8 0.642 60.7 E 77.7

R 0.778 74.7 E 111.8 0.719 70.8 E 78.9

East: South Street

L 0.19 6.7 A 0 0.264 6.7 A 0

T 0.657 60.1 E 102.6 0.726 55 E 110.1

R 0.76 90.7 F 53.7 0.737 73.3 E 77.1


L 0.283 25.2 C 53.3 0.246 19.4 B 38.3

T 0.342 53 D 51.5 0.724 62.3 E 90.1

R 0.16 61.7 E 19.3 0.289 63.4 E 28.9

West: South Street

L 0.164 16.6 B 24.5 0.156 14.6 B 20

T 0.777 64.4 E 128.2 0.722 55.5 E 109.4

R 0.572 86.3 F 38.5 0.635 70.5 E 63.8

All vehicles 0.778 54.2 D 134.8 0.737 51.3 D 110.1



Table 6-12 Scenario 2 (2021 Background + Development) – South Street / North Lake Road Intersection Performance


PM peak SAT Peak

DOS Delay (s) LOS

95% Queue

(m) DOS Delay

(s) LOS 95%

Queue (m)


L 0.169 6.7 A 0 0.118 6.7 A 0

T 0.821 66.7 E 145.2 0.706 61.6 E 79.8

R 0.819 77.1 E 124.5 0.762 70.1 E 85.7

East: South Street

L 0.255 6.7 A 0 0.35 6.7 A 0

T 0.735 51.6 D 113.2 0.792 54.1 D 119.9

R 0.805 98.8 F 58.1 0.762 80.2 F 82.7


L 0.304 28.4 C 59.9 0.251 21.2 C 39.6

T 0.364 54.9 D 53.5 0.785 65 E 93.1

R 0.146 60.7 E 17.9 0.263 60.5 E 26.1

West: South Street

L 0.176 17.9 B 27.8 0.17 15.7 B 22.6

T 0.813 66.3 E 141.2 0.785 57.5 E 119.2

R 0.589 86.5 F 39.7 0.633 67.8 E 63.4

All vehicles 0.821 54.5 D 145.2 0.792 51.3 D 119.9

Table 6-13 Scenario 3 (2031 Background + Development) – South Street / North Lake Road Intersection Performance


PM peak SAT Peak

DOS Delay (s) LOS

95% Queue

(m) DOS Delay

(s) LOS 95%

Queue (m)


L 0.185 6.7 A 0 0.13 6.7 A 0

T 1.226 257.6 F 250 0.937 65 E 78

R 1.227 268.7 F 233.2 1.027 113.5 F 111.1

East: South Street

L 0.287 6.7 A 0 0.395 6.7 A 0

T 0.787 41.8 D 82.2 0.961 69.9 E 134.3

R 1.098 155.6 F 72.6 1.029 94.4 F 95.9


L 0.464 28.7 C 43.4 0.313 22.6 C 34.9

T 0.575 41.4 D 40 1.008 93.2 F 100

R 0.159 38.5 D 11.9 0.306 44.2 D 19.9

West: South Street

L 0.2 13.8 B 19.2 0.208 15.2 B 20.7

T 1.23 263.7 F 300.6 1.028 105.3 F 176.5

R 0.804 61.4 E 30.5 0.86 60.1 E 59.3

All vehicles 1.23 146 F 300.6 1.029 70.2 E 176.5



The increase in pedestrian volume expected to use this intersection has been modelled into Scenario 2 and Scenario 3 in response to Main Roads WA’s comment.

As shown in Table 6-11 the intersection is currently performing at an average LoS D, with some of the legs performing at LoS E and F.

It is noted that in Scenario 3 (Table 6-13), several legs at the intersection are expected to experience delays, especially the right turn movement from the western approach of South street, performing at LoS F. This is mainly due to the growth of the background traffic, as seen in Scenario 2, the intersection is not expected to perform beyond capacity with the development traffic.

It is expected that, should the development not proceeded, the MRWA projected background traffic growth over the 10-year horizon is still expected to impact the performance of the intersection regardless.

6.6.5 South Street / Access 3 Intersection

Figure 6-7 South Street / Access 3 SIDRA Layout (Existing)

Table 6-14 Scenario 1 (2019 Background) - South Street / Access 3 Intersection Performance


PM Peak SAT Peak

DOS Delay (s) LOS

95% Queue

(m) DOS Delay

(s) LOS 95%

Queue (m)

East: South Street

T 0.275 0 A 0 0.363 0 A 0 0 0 0 0 0 0

North: Access 3

L 0.11 6.4 A 1.3 0.108 5.7 A 1.3 0 0 0 0 0 0

West: South Street

L 0.179 6.7 A 0 0.244 6.7 A 0

T 0.291 0 A 0 0.238 0 A 0

All vehicles 0.291 0.8 A 1.3 0.363 1 A 1.3



Figure 6-8 South Street / Access 3 SIDRA Layout (Signalised)

Table 6-15 Scenario 2 (2021 Background + Development) - South Street / Access 3 Intersection Performance


PM Peak SAT Peak

DOS Delay (s) LOS

95% Queue

(m) DOS Delay

(s) LOS 95%

Queue (m)

East: South Street

T 0.395 6.4 A 62 0.571 7.1 A 70

R 0.343 71.8 E 37.9 0.34 46 D 37.4

North: Access 3

L 0.436 53.4 D 52.9 0.327 35.7 D 47.5

R 0.659 94.1 F 23.2 0.557 78.3 E 23.7

West: South Street

L 0.244 12.9 B 17.4 0.382 16 B 32.4

T 0.735 4 A 72.9 0.566 7.5 A 58.2

All vehicles 0.735 12.7 B 72.9 0.571 13.3 B 70





PM Peak SAT Peak

DOS Delay (s) LOS

95% Queue

(m) DOS Delay

(s) LOS 95%

Queue (m)

East: South Street

T 0.594 9 A 70 0.766 26.6 C 70

R 0.718 56.4 E 26.6 0.763 59.9 E 34.7

North: Access 3

L 0.529 42.1 D 35.7 0.554 40 D 41.9

R 0.622 58 E 15.4 0.722 58.9 E 17.1

West: South Street

L 0.28 28.1 C 26.8 0.43 29.5 C 57.3

T 0.784 30 C 104.6 0.802 32.2 C 128.5

All vehicles 0.784 23 C 104.6 0.802 31.5 C 128.5

As shown in Table 6-14, the existing left-in left out intersection is operating with great Level of Service. With the support of MRWA, the intersection is proposed to be signalised, in conjunction with the proposed development. The proposed layout of the signalised intersection is shown in Figure 6-8.

The signalised intersection for Scenario 2 and Scenario 3 has been assessed as a SIDRA network analysis, adjoining the adjacent signalised intersection along South Street (North Lake Road & Gilbertson Road). The proposed signalised Access 3 intersection is expected to perform satisfactorily for both Scenario 2 and 3, as shown in Table 6-15 and Table 6-16.



6.6.6 South Street / Access 4 Cardno has conducted an on-site observation at this access during the PM peak. It was observed that regular safe gaps for vehicles to perform right turn movements to and from the Site were available.

An observation of the existing peak hour traffic condition is summarised in the following:

> Longest delay for Right-turn out movement is approximately 2 minutes. On average, this delay occurs once every 10 minutes

> Majority of the delay or waiting period for right turn vehicles are less than 1.5 minutes.

> On average, 20-second safe gaps are observed every 1.5 minutes, with occasional smaller gaps (less than 10 seconds) in between the longer gaps

> Larger gaps (> 40seconds) were observed, which occur once every 10 minutes.

The SIDRA model is modified with 15% bunching from the upstream signal (North Lake Road / South Street) to represent a similar scenario for the existing background traffic.

Figure 6-9 South Street / Access 4 Intersection SIDRA Layout (Existing)

Table 6-17 Scenario 1 (2019 Background) - South Street / Access 4 Intersection Performance


PM Peak SAT Peak

DOS Delay (s) LOS 95%

Queue (m)

DOS Delay (s) LOS 95%

Queue (m)

East: South Street

R 0.744 42.9 E 10.6 0.463 20.9 C 5.6

T 0.223 0 A 0 0.276 0 A 0

North: Main Street

L 0.162 11.2 B 1.8 0.143 10.2 B 1.6

R 1.395 450.8 F 73.2 1.89 875 F 142.7

West: South Street

L 0.088 6.9 A 0.9 0.098 6.9 A 1

T 0.28 1.9 A 0 0.227 1.9 A 0

All vehicles 0.482 30.2 73.2 1.89 76.9 142.7



Figure 6-10 South Street / Access 4 Intersection SIDRA Layout (Left-In/Left-Out)



PM Peak SAT Peak

DOS Delay (s) LOS

95% Queue

(m) DOS Delay

(s) LOS 95%

Queue (m)

East: South Street

T 0.205 0 A 0 0.234 0 A 15.8 0 0 0 0 0 0

North: Main Street

L 0.384 8.9 A 2.4 0.408 8.2 A 2.8 0 0 0 0 0 0

West: South Street

L 0.078 4.8 A 0 0.099 4.8 A 0

T 0.306 0 A 67.6 0.265 0 A 12.1

All vehicles 0.384 0.6 A 67.6 0.408 0.6 A 15.8





PM Peak SAT Peak

DOS Delay (s) LOS

95% Queue

(m) DOS Delay

(s) LOS 95%

Queue (m)

East: South Street

T 0.285 0 A 4.2 0.357 0 A 90.5 0 0 0 0 0 0

North: Main Street

L 0.322 7.4 A 2.2 0.398 8.5 A 3.2 0 0 0 0 0 0

West: South Street

L 0.06 4.8 A 0 0.095 4.8 A 0

T 0.271 0 A 21.8 0.283 0 A 36.7

All vehicles 0.322 0.5 A 21.8 0.398 0.6 A 90.5

As discussed in Section 3.2.4, the Main Street intersection is proposed to be modifiedinto a left-in left-out intersection, in conjunction with the signalisation of Access 3. The SIDRA layout of the proposed intersection is shown in Figure 6-10. The results indicate that the intersection will perform satisfactorily with Level of Service A for both 2021 and 2031 scenarios.



6.6.7 South Street / Gilbertson Road

Figure 6-11 South Street / Gilbertson Road Intersection SIDRA Layout



Table 6-20 Scenario 1 (2019 Background) - South Street / Gilbertson Road Intersection Performance


PM peak SAT Peak

DOS Delay (s) LOS

95% Queue

(m) DOS Delay

(s) LOS 95%

Queue (m)

South: Gilbertson

Road

L 1.332 386.1 F 277.1 0.436 67.2 E 63.1

T 1.737 729.6 F 465.8 0.689 66.5 E 87.4

R 1.737 734.2 F 465.8 0.689 71.1 E 87.4

East: South Street

L 0.502 43.9 D 183.2 0.698 44.6 D 243.4

T 0.502 37 D 185.9 0.698 37.6 D 247.1

R 0.317 84.3 F 39.4 0.467 78.8 E 43.5

North: Gilbertson

Road

L 0.439 80.6 F 62.7 0.221 47.6 D 49.2

T 0.439 76.3 E 62.7 0.221 43.3 D 49.2

R 0.636 69.8 E 67.6 0.378 50.5 D 48.4

West: South Street

L 0.701 48.7 D 290.2 0.655 43.6 D 223

T 0.701 41.7 D 293.3 0.655 36.5 D 225.8

R 0.3 84 F 37.1 0.68 81.4 F 65.4

All vehicles 1.737 108.7 F 465.8 0.698 42.9 D 247.1

Table 6-21 Scenario 2 (2021 Background + Development) - South Street / Gilbertson Road Intersection Performance


PM peak SAT Peak

DOS Delay (s) LOS

95% Queue

(m) DOS Delay

(s) LOS 95%

Queue (m)

South: Gilbertson

Road

L 0.559 60.5 E 59.4 0.442 65.7 E 39.1

T 0.805 65.7 E 86.8 0.738 66.7 E 56.9

R 0.805 70.3 E 86.8 0.738 71.3 E 56.9

East: South Street

L 0.544 45.8 D 116.4 0.713 42.7 D 154.2

T 0.544 38.8 D 118.1 0.713 35.6 D 156.5

R 0.789 98.1 F 36.1 0.611 77.5 E 37.6

North: Gilbertson

Road

L 0.185 44.4 D 30.5 0.314 51.1 D 38.2

T 0.185 40.2 D 30.5 0.314 46.8 D 38.2

R 0.304 48.2 D 23.8 0.335 53.3 D 21.9

West: South Street

L 0.808 50.2 D 125 0.714 40.1 D 125

T 0.808 42.8 D 125 0.714 26.4 C 125

R 0.657 98.2 F 29.3 0.722 86.1 F 46.5

All vehicles 0.808 47 D 125 0.738 38.7 D 156.5



Table 6-22 Scenario 3 (2031 Background + Development) - South Street / Gilbertson Road Intersection Performance


PM peak SAT Peak

DOS Delay (s) LOS

95% Queue

(m) DOS Delay

(s) LOS 95%

Queue (m)

South: Gilbertson

Road

L 0.567 43.5 D 42.5 0.834 59.8 E 35.5

T 0.929 63.2 E 75.1 1.02 102 F 67.4

R 0.929 67.8 E 75.1 1.02 106.6 F 67.4

East: South Street

L 0.805 43.9 D 103.7 0.975 79 E 197

T 0.805 37.3 D 105.2 0.975 70.5 E 221.7

R 0.822 63.7 E 25.2 0.802 61.2 E 30.9

North: Gilbertson

Road

L 0.215 30.2 C 20.7 0.358 38.7 D 29.2

T 0.215 26 C 20.7 0.358 34.4 C 29.2

R 0.405 33.8 C 17.3 0.528 41.4 D 17.9

West: South Street

L 0.919 59.4 E 125 0.89 44.9 D 125

T 0.919 52.7 D 125 0.89 47.5 D 125

R 0.529 61 E 15.3 0.956 57.9 E 37.8

All vehicles 0.929 47 D 125 1.02 60.3 E 221.7

The intersection is currently performing at an average LoS C as shown in Table 6-20. Scenario 2 SIDRA result shown in Table 6-21 indicates that the proposed development is unlikely to significantly impact the intersection performance.

However, the intersection is expected to perform with Level of Service F on some legs during the 10-year horizon scenario as shown in Table 6-22. This indicates that the intersection performance is mainly dictated by the background traffic growth along South Street, and potential development growth on Gilbertson Road.



7 Summary

This report has been prepared in accordance with the Western Australian Planning Commission (WAPC) Transport Assessment Guidelines for Developments: Volume 4 – Individual Development.

The following conclusions have been made with regard to the proposed development:

> The proposed development is expected to generate approximately 1725 trips during the weekday PM peak hour, 2149 trips during the Saturday Peak

> The parking provision of the proposed development satisfied the City of Melville Car Parking and Access Policy No 1.6. The proposed development has a parking provision rate of 4.16 parking bay / 100m2 which is consistent with the projected parking demand based on the parking assessment undertaken by Cardno.

> The Site has excellent access to public transport and cycling facilities in the vicinity of the Site, with End of Trips facilities proposed within the redevelopment

> The proposed redevelopment aims to improve pedestrian’s safety when crossing South Street, by relocating the South Street main pedestrian entrance further west, encouraging pedestrian to cross at North Lake Road / South Street signalised intersection and the proposed Access 3 signalised intersection.

> For robustness, the assessment has assumed the peak period for adjacent road network and the shopping centre peak occurs simultaneously, which was not observed to be the case for the existing shopping centre.

> SIDRA network analysis has been conducted to better represent the relationship between the intersections. The proposed Access 3 signalised intersection is linked to the adjacent signalised intersections along South Street.

> All intersections are expected to perform satisfactorily during the opening year scenario, with acceptable level of service. SIDRA results for scenario 3 (10-year horizon) indicate increased delays for intersections along South Street. (North Lake Road / South Street & Gilbertson Road / South Street)

> The additional traffic generated by the proposed redevelopment is not the main contributor to the failing of intersections in the vicinity of the Site within the 10-year horizon. Many of the intersections are likely to fail as the regional traffic continues to grow, even without the additional traffic from the proposed redevelopment.




APPENDIX

WAPC CHECKLIST



Item Provided Comments/Proposals

Summary

Introduction/Background

name of applicant and consultant Section 1

development location and context Section 2

brief description of development proposal Section 2

key issues Section 2

Background information Section 1

Existing situation

existing site uses (if any) Section 2

existing parking and demand (if appropriate) Section 3

existing access arrangements Section 3

existing site traffic Section 6

surrounding land uses Section 4

surrounding road network Section 4

traffic management on frontage roads NA traffic flows on surrounding roads (usually am and pm peak hours) Section 2 traffic flows at major intersections (usually am and pm peak hours) Section 2

operation of surrounding intersections Section 6

existing pedestrian/cycle networks Section 2 existing public transport services surrounding the development Section 2

Crash data Section 2

Development proposal

regional context Section 2

proposed land uses Section 3

table of land uses and quantities Section 3

access arrangements Section 3

parking provision Section 3

end of trip facilities Section 3

any specific issues Section 2

road network Section 2

intersection layouts and controls Section 4

pedestrian/cycle networks and crossing facilities Section 2



Item Provided Comments/Proposals

public transport services Section 2

Integration with surrounding area Section 5

surrounding major attractors/generators Section 5

committed developments and transport proposals N/A

proposed changes to land uses within 1200 metres Section 5 travel desire lines from development to these attractors/generators

N/A

adequacy of existing transport networks Section 2

deficiencies in existing transport networks N/A

remedial measures to address deficiencies N/A

Analysis of transport networks

assessment years Section 6

time periods Section 6

development generated traffic Section 6

distribution of generated traffic Section 6

parking supply & demand Section 3

base and "with development" traffic flows Section 6

analysis of development accesses Section 6

impact on surrounding roads Section 6

impact on intersections Section 6

impact on neighbouring areas Section 6

traffic noise and vibration N/A

road safety N/A

public transport access Section 2

pedestrian access / amenity Section 2

cycle access / amenity Section 2

analysis of pedestrian / cycle networks Section 2 safe walk/cycle to school (for residential and school site developments only)

N/A

Traffic management plan (where appropriate) N/A




APPENDIX

DEVELOPMENT PLANS




APPENDIX

PARKING SURVEY

Summary

Total number of bays 897

Time

9:00 303

9:30 388

10:00 446

10:30 518

11:00 538

11:30 534

12:00 504

12:30 533

13:00 533

13:30 493

14:00 497

14:30 456

15:00 424

538 60% 11:00

Maximum Worse Case 0 0%

Friday

CAPACITY 17 22 18 18 8 26 8 24 8 21 8 21 4 34 5 6 5 23 23 30 12 12 353

Time A1 A2 A3 A4 B1 B2 B3 B4 C1 C2 C3 C4 C5 C6 D1 D2 D3 D4 D5 D6 D7 D8

9:00 1 1 5 4 8 21 7 20 6 10 5 8 0 9 0 3 0 4 5 0 1 0 118

9:30 1 1 6 4 8 22 7 17 4 10 6 10 0 18 2 5 2 10 10 1 2 0 146

10:00 1 2 8 8 8 17 8 16 7 13 6 14 1 19 2 3 3 13 14 10 3 3 179

10:30 1 3 11 10 7 26 6 24 8 20 5 14 0 24 0 4 4 16 12 10 4 3 212

11:00 1 2 13 12 8 26 8 21 8 18 8 19 1 28 2 6 5 16 10 11 2 0 225

11:30 1 2 9 11 8 26 8 21 8 16 7 12 0 22 4 6 5 19 14 9 4 1 213

12:00 1 3 9 13 7 24 7 23 6 15 3 16 0 22 1 5 4 17 14 3 2 11 206

12:30 1 5 8 9 6 25 8 23 7 20 5 18 2 28 1 6 4 19 13 13 6 3 230

13:00 1 6 6 9 8 24 7 24 6 19 6 11 1 23 2 5 4 17 14 13 3 4 213

13:30 1 6 7 6 8 20 8 23 7 15 6 11 2 17 1 6 3 14 13 12 3 4 193

14:00 2 3 11 9 7 23 4 22 4 17 7 17 0 21 1 6 3 17 14 12 3 1 204

14:30 2 3 8 8 5 22 4 21 2 12 5 14 2 18 3 6 4 14 15 10 2 3 183

15:00 3 1 4 8 4 20 5 23 4 17 4 14 1 16 2 4 3 15 7 4 1 2 162

0

CAPACITY 13 11 12 12 11 12 12 9 9 10 10 8 6 16 16 16 16 17 17 15 13 14 16 16 15 14 8 8 8 8 22 20 21 7 32 19 16 20 19 544

Time E1 E2 E3 E4 E5 E6 E7 E8 E9 E10 E11 E12 E13 F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12 G1 G2 G3 G4 G5 G6 G7 G8 G9 H1 H2 H3 H4 H5

9:00 10 3 3 4 6 5 7 3 2 9 6 7 3 13 1 0 1 1 1 1 2 0 1 1 0 12 2 0 1 8 15 15 7 7 9 3 8 5 3 185

9:30 11 5 6 6 4 6 9 5 6 9 8 7 5 13 2 5 2 2 3 3 4 3 3 4 3 12 2 1 3 8 20 16 8 7 9 3 10 6 3 242

10:00 8 5 5 5 8 8 10 6 6 10 7 8 5 14 4 3 5 5 5 5 4 4 7 5 1 12 2 3 3 8 18 16 14 7 8 3 10 6 4 267

10:30 11 6 7 9 9 10 8 6 4 10 10 8 5 15 6 5 8 6 8 4 5 6 7 3 5 12 5 4 4 8 20 16 16 7 8 3 10 7 5 306

11:00 12 7 9 9 11 9 11 6 6 10 9 8 6 15 4 5 6 7 7 5 4 6 7 3 7 12 4 2 4 8 20 17 17 7 8 3 10 7 5 313

11:30 13 7 8 9 10 11 10 7 6 10 10 7 6 15 5 5 8 6 7 6 4 2 6 8 5 12 3 6 5 8 20 18 16 7 8 3 10 7 7 321

12:00 11 8 6 7 9 9 7 4 7 9 9 8 5 15 5 2 8 4 5 4 3 4 6 6 4 13 5 3 4 8 21 18 19 7 7 3 9 8 8 298

12:30 12 8 8 9 11 10 8 5 5 9 10 8 6 14 3 1 4 5 7 4 6 7 6 5 6 11 4 3 5 8 21 17 19 7 6 3 8 7 7 303

13:00 13 8 12 10 9 10 9 7 7 9 9 6 5 15 4 4 5 7 5 5 9 5 8 9 8 12 5 3 3 7 21 17 20 6 5 3 6 8 6 320

13:30 10 5 10 10 10 11 6 6 5 7 9 8 6 13 6 3 3 10 5 5 7 4 7 8 6 11 6 3 5 7 20 17 20 6 7 3 4 7 4 300

14:00 11 6 11 8 8 10 9 7 5 10 10 7 5 13 4 5 3 6 5 4 5 4 10 7 4 12 5 3 4 7 20 16 19 5 7 3 3 7 5 293

14:30 12 6 7 6 9 8 8 6 6 10 10 8 6 13 3 3 3 4 6 4 2 3 10 4 2 11 6 3 6 8 19 15 18 5 7 3 2 6 5 273

15:00 13 7 10 8 7 8 9 5 4 10 7 7 6 12 4 0 3 5 4 2 6 5 8 5 0 11 5 4 4 6 17 15 18 4 8 3 1 6 5 262

0

Summary


Time

9:00 271

9:30 391

10:00 468

10:30 508

11:00 549

11:30 563

12:00 546

12:30 531

13:00 510

13:30 482

14:00 434

14:30 448

15:00 464

563 63% 11:30

Maximum Worse Case 0 0%

Saturday

CAPACITY 17 22 18 18 8 26 8 24 8 21 8 21 4 34 5 6 5 23 23 30 12 12 353


9:00 2 1 4 1 6 17 5 14 5 8 5 7 0 8 2 4 2 5 2 1 0 1 100

9:30 1 1 5 7 6 23 7 20 5 13 6 12 0 17 3 6 4 14 5 10 1 1 167

10:00 1 0 5 10 7 24 8 21 8 20 7 14 1 23 4 6 2 16 11 12 3 1 204

10:30 1 2 6 9 7 25 8 22 7 20 6 15 1 27 2 4 3 17 12 13 1 5 213

11:00 2 2 10 9 8 24 7 20 8 17 7 16 3 26 0 6 4 15 16 18 3 4 225

11:30 3 1 8 10 8 25 7 21 3 20 7 17 4 24 2 6 4 20 14 17 5 4 230

12:00 3 5 10 10 8 23 6 21 7 21 7 15 1 19 3 5 4 20 14 13 6 4 225

12:30 3 3 6 11 8 23 8 23 8 21 6 18 2 24 3 5 3 19 14 17 6 3 234

13:00 2 2 5 8 8 20 8 21 7 18 8 15 2 24 1 6 3 19 13 11 7 3 211

13:30 1 2 7 10 8 20 7 19 6 13 4 14 2 21 0 6 4 16 15 10 7 4 196

14:00 1 3 6 8 7 16 5 19 3 14 3 16 2 17 1 5 4 20 13 10 6 4 183

14:30 3 3 6 7 7 21 7 20 5 17 5 11 1 20 1 6 4 18 12 8 4 3 189

15:00 2 1 5 9 7 21 7 19 5 14 6 12 1 19 2 6 3 20 11 12 3 2 187

0

CAPACITY 13 11 12 12 11 12 12 9 9 10 10 8 6 16 16 16 16 17 17 15 13 14 16 16 15 14 8 8 8 8 22 20 21 7 32 19 16 20 19 544


9:00 11 3 5 3 6 5 5 2 1 6 8 7 3 8 3 2 4 4 1 2 2 1 1 3 1 8 1 1 3 8 11 9 5 7 10 3 6 1 1 171

9:30 10 6 7 8 7 10 9 4 2 10 6 6 4 9 6 4 4 4 2 3 4 5 4 3 2 10 2 2 3 8 13 9 7 7 10 3 7 2 2 224

10:00 11 5 11 9 8 10 8 7 5 10 8 8 6 8 5 4 7 6 5 4 3 6 4 4 4 12 4 4 3 8 17 11 9 7 10 3 7 2 1 264

10:30 13 9 12 11 11 9 12 7 6 10 9 8 5 8 4 5 10 9 4 5 3 7 8 6 5 10 7 3 4 8 17 12 9 7 10 3 6 2 1 295

11:00 11 7 10 12 11 12 12 9 8 10 10 8 6 10 6 3 8 6 8 6 11 10 8 9 8 9 6 5 5 8 19 12 10 7 10 3 6 2 3 324

11:30 13 6 10 11 10 12 12 8 9 10 9 6 6 11 6 8 6 5 9 9 7 10 10 7 8 12 5 8 7 7 16 14 14 7 10 3 6 2 4 333

12:00 12 9 9 9 6 8 9 8 8 10 10 8 6 12 7 8 7 6 8 10 8 7 9 11 6 11 4 2 7 8 17 14 13 7 10 3 6 4 4 321

12:30 12 6 7 8 10 9 8 5 7 10 10 8 6 12 6 5 6 4 6 7 7 7 7 8 8 10 4 3 6 7 16 15 13 7 9 3 4 6 5 297

13:00 12 9 9 12 11 12 11 8 7 10 9 4 5 11 3 4 4 5 6 8 7 8 6 7 9 9 5 4 6 5 17 13 13 7 9 3 4 4 3 299

13:30 12 9 10 12 11 12 10 8 8 9 10 8 5 12 3 3 3 3 3 7 5 8 6 5 8 10 5 4 5 6 16 12 10 6 8 3 4 5 2 286

14:00 12 8 10 9 6 8 9 6 6 10 9 8 6 10 1 2 5 3 6 2 4 5 6 6 5 8 4 3 5 6 16 12 10 5 7 3 4 3 3 251

14:30 11 8 10 10 10 9 11 8 5 10 8 7 4 9 1 3 1 7 4 5 4 5 8 7 4 9 5 5 7 5 13 12 10 4 8 3 4 3 2 259

15:00 13 9 11 11 10 10 8 8 6 9 9 6 4 10 3 4 5 10 6 5 5 6 7 6 6 8 4 6 6 5 13 13 10 5 7 3 4 4 2 277

0

Summary


Time

9:00 303

9:30 388

10:00 446

10:30 518

11:00 538

11:30 534

12:00 504

12:30 533

13:00 533

13:30 493

14:00 497

14:30 456

15:00 424

538 60% 11:00

Friday

CAPACITY 17 22 18 18 8 26 8 24 8 21 8 21 4 34 5 6 5 23 23 30 12 12


9:00 6% 5% 28% 22% 100% 81% 88% 83% 75% 48% 63% 38% 0% 26% 0% 50% 0% 17% 22% 0% 8% 0%

9:30 6% 5% 33% 22% 100% 85% 88% 71% 50% 48% 75% 48% 0% 53% 40% 83% 40% 43% 43% 3% 17% 0%

10:00 6% 9% 44% 44% 100% 65% 100% 67% 88% 62% 75% 67% 25% 56% 40% 50% 60% 57% 61% 33% 25% 25%

10:30 6% 14% 61% 56% 88% 100% 75% 100% 100% 95% 63% 67% 0% 71% 0% 67% 80% 70% 52% 33% 33% 25%

11:00 6% 9% 72% 67% 100% 100% 100% 88% 100% 86% 100% 90% 25% 82% 40% 100% 100% 70% 43% 37% 17% 0%

11:30 6% 9% 50% 61% 100% 100% 100% 88% 100% 76% 88% 57% 0% 65% 80% 100% 100% 83% 61% 30% 33% 8%

12:00 6% 14% 50% 72% 88% 92% 88% 96% 75% 71% 38% 76% 0% 65% 20% 83% 80% 74% 61% 10% 17% 92%

12:30 6% 23% 44% 50% 75% 96% 100% 96% 88% 95% 63% 86% 50% 82% 20% 100% 80% 83% 57% 43% 50% 25%

13:00 6% 27% 33% 50% 100% 92% 88% 100% 75% 90% 75% 52% 25% 68% 40% 83% 80% 74% 61% 43% 25% 33%

13:30 6% 27% 39% 33% 100% 77% 100% 96% 88% 71% 75% 52% 50% 50% 20% 100% 60% 61% 57% 40% 25% 33%

14:00 12% 14% 61% 50% 88% 88% 50% 92% 50% 81% 88% 81% 0% 62% 20% 100% 60% 74% 61% 40% 25% 8%

14:30 12% 14% 44% 44% 63% 85% 50% 88% 25% 57% 63% 67% 50% 53% 60% 100% 80% 61% 65% 33% 17% 25%

15:00 18% 5% 22% 44% 50% 77% 63% 96% 50% 81% 50% 67% 25% 47% 40% 67% 60% 65% 30% 13% 8% 17%

0

CAPACITY 13 11 12 12 11 12 12 9 9 10 10 8 6 16 16 16 16 17 17 15 13 14 16 16 15 14 8 8 8 8 22 20 21 7 32 19 16 20 19


9:00 77% 27% 25% 33% 55% 42% 58% 33% 22% 90% 60% 88% 50% 81% 6% 0% 6% 6% 6% 7% 15% 0% 6% 6% 0% 86% 25% 0% 13% 100% 68% 75% 33% 100% 28% 16% 50% 25% 16%

9:30 85% 45% 50% 50% 36% 50% 75% 56% 67% 90% 80% 88% 83% 81% 13% 31% 13% 12% 18% 20% 31% 21% 19% 25% 20% 86% 25% 13% 38% 100% 91% 80% 38% 100% 28% 16% 63% 30% 16%

10:00 62% 45% 42% 42% 73% 67% 83% 67% 67% 100% 70% 100% 83% 88% 25% 19% 31% 29% 29% 33% 31% 29% 44% 31% 7% 86% 25% 38% 38% 100% 82% 80% 67% 100% 25% 16% 63% 30% 21%

10:30 85% 55% 58% 75% 82% 83% 67% 67% 44% 100% 100% 100% 83% 94% 38% 31% 50% 35% 47% 27% 38% 43% 44% 19% 33% 86% 63% 50% 50% 100% 91% 80% 76% 100% 25% 16% 63% 35% 26%

11:00 92% 64% 75% 75% 100% 75% 92% 67% 67% 100% 90% 100% 100% 94% 25% 31% 38% 41% 41% 33% 31% 43% 44% 19% 47% 86% 50% 25% 50% 100% 91% 85% 81% 100% 25% 16% 63% 35% 26%

11:30 100% 64% 67% 75% 91% 92% 83% 78% 67% 100% 100% 88% 100% 94% 31% 31% 50% 35% 41% 40% 31% 14% 38% 50% 33% 86% 38% 75% 63% 100% 91% 90% 76% 100% 25% 16% 63% 35% 37%

12:00 85% 73% 50% 58% 82% 75% 58% 44% 78% 90% 90% 100% 83% 94% 31% 13% 50% 24% 29% 27% 23% 29% 38% 38% 27% 93% 63% 38% 50% 100% 95% 90% 90% 100% 22% 16% 56% 40% 42%

12:30 92% 73% 67% 75% 100% 83% 67% 56% 56% 90% 100% 100% 100% 88% 19% 6% 25% 29% 41% 27% 46% 50% 38% 31% 40% 79% 50% 38% 63% 100% 95% 85% 90% 100% 19% 16% 50% 35% 37%

13:00 100% 73% 100% 83% 82% 83% 75% 78% 78% 90% 90% 75% 83% 94% 25% 25% 31% 41% 29% 33% 69% 36% 50% 56% 53% 86% 63% 38% 38% 88% 95% 85% 95% 86% 16% 16% 38% 40% 32%

13:30 77% 45% 83% 83% 91% 92% 50% 67% 56% 70% 90% 100% 100% 81% 38% 19% 19% 59% 29% 33% 54% 29% 44% 50% 40% 79% 75% 38% 63% 88% 91% 85% 95% 86% 22% 16% 25% 35% 21%

14:00 85% 55% 92% 67% 73% 83% 75% 78% 56% 100% 100% 88% 83% 81% 25% 31% 19% 35% 29% 27% 38% 29% 63% 44% 27% 86% 63% 38% 50% 88% 91% 80% 90% 71% 22% 16% 19% 35% 26%

14:30 92% 55% 58% 50% 82% 67% 67% 67% 67% 100% 100% 100% 100% 81% 19% 19% 19% 24% 35% 27% 15% 21% 63% 25% 13% 79% 75% 38% 75% 100% 86% 75% 86% 71% 22% 16% 13% 30% 26%

15:00 100% 64% 83% 67% 64% 67% 75% 56% 44% 100% 70% 88% 100% 75% 25% 0% 19% 29% 24% 13% 46% 36% 50% 31% 0% 79% 63% 50% 50% 75% 77% 75% 86% 57% 25% 16% 6% 30% 26%

0

Summary


Time

9:00 271

9:30 391

10:00 468

10:30 508

11:00 549

11:30 563

12:00 546

12:30 531

13:00 510

13:30 482

14:00 434

14:30 448

15:00 464

563 63% 11:00

Saturday

CAPACITY 17 22 18 18 8 26 8 24 8 21 8 21 4 34 5 6 5 23 23 30 12 12


9:00 12% 5% 22% 6% 75% 65% 63% 58% 63% 38% 63% 33% 0% 24% 40% 67% 40% 22% 9% 3% 0% 8%

9:30 6% 5% 28% 39% 75% 88% 88% 83% 63% 62% 75% 57% 0% 50% 60% 100% 80% 61% 22% 33% 8% 8%

10:00 6% 0% 28% 56% 88% 92% 100% 88% 100% 95% 88% 67% 25% 68% 80% 100% 40% 70% 48% 40% 25% 8%

10:30 6% 9% 33% 50% 88% 96% 100% 92% 88% 95% 75% 71% 25% 79% 40% 67% 60% 74% 52% 43% 8% 42%

11:00 12% 9% 56% 50% 100% 92% 88% 83% 100% 81% 88% 76% 75% 76% 0% 100% 80% 65% 70% 60% 25% 33%

11:30 18% 5% 44% 56% 100% 96% 88% 88% 38% 95% 88% 81% 100% 71% 40% 100% 80% 87% 61% 57% 42% 33%

12:00 18% 23% 56% 56% 100% 88% 75% 88% 88% 100% 88% 71% 25% 56% 60% 83% 80% 87% 61% 43% 50% 33%

12:30 18% 14% 33% 61% 100% 88% 100% 96% 100% 100% 75% 86% 50% 71% 60% 83% 60% 83% 61% 57% 50% 25%

13:00 12% 9% 28% 44% 100% 77% 100% 88% 88% 86% 100% 71% 50% 71% 20% 100% 60% 83% 57% 37% 58% 25%

13:30 6% 9% 39% 56% 100% 77% 88% 79% 75% 62% 50% 67% 50% 62% 0% 100% 80% 70% 65% 33% 58% 33%

14:00 6% 14% 33% 44% 88% 62% 63% 79% 38% 67% 38% 76% 50% 50% 20% 83% 80% 87% 57% 33% 50% 33%

14:30 18% 14% 33% 39% 88% 81% 88% 83% 63% 81% 63% 52% 25% 59% 20% 100% 80% 78% 52% 27% 33% 25%

15:00 12% 5% 28% 50% 88% 81% 88% 79% 63% 67% 75% 57% 25% 56% 40% 100% 60% 87% 48% 40% 25% 17%

0

CAPACITY 13 11 12 12 11 12 12 9 9 10 10 8 6 16 16 16 16 17 17 15 13 14 16 16 15 14 8 8 8 8 22 20 21 7 32 19 16 20 19


9:00 85% 27% 42% 25% 55% 42% 42% 22% 11% 60% 80% 88% 50% 50% 19% 13% 25% 24% 6% 13% 15% 7% 6% 19% 7% 57% 13% 13% 38% 100% 50% 45% 24% 100% 31% 16% 38% 5% 5%

9:30 77% 55% 58% 67% 64% 83% 75% 44% 22% 100% 60% 75% 67% 56% 38% 25% 25% 24% 12% 20% 31% 36% 25% 19% 13% 71% 25% 25% 38% 100% 59% 45% 33% 100% 31% 16% 44% 10% 11%

10:00 85% 45% 92% 75% 73% 83% 67% 78% 56% 100% 80% 100% 100% 50% 31% 25% 44% 35% 29% 27% 23% 43% 25% 25% 27% 86% 50% 50% 38% 100% 77% 55% 43% 100% 31% 16% 44% 10% 5%

10:30 100% 82% 100% 92% 100% 75% 100% 78% 67% 100% 90% 100% 83% 50% 25% 31% 63% 53% 24% 33% 23% 50% 50% 38% 33% 71% 88% 38% 50% 100% 77% 60% 43% 100% 31% 16% 38% 10% 5%

11:00 85% 64% 83% 100% 100% 100% 100% 100% 89% 100% 100% 100% 100% 63% 38% 19% 50% 35% 47% 40% 85% 71% 50% 56% 53% 64% 75% 63% 63% 100% 86% 60% 48% 100% 31% 16% 38% 10% 16%

11:30 100% 55% 83% 92% 91% 100% 100% 89% 100% 100% 90% 75% 100% 69% 38% 50% 38% 29% 53% 60% 54% 71% 63% 44% 53% 86% 63% 100% 88% 88% 73% 70% 67% 100% 31% 16% 38% 10% 21%

12:00 92% 82% 75% 75% 55% 67% 75% 89% 89% 100% 100% 100% 100% 75% 44% 50% 44% 35% 47% 67% 62% 50% 56% 69% 40% 79% 50% 25% 88% 100% 77% 70% 62% 100% 31% 16% 38% 20% 21%

12:30 92% 55% 58% 67% 91% 75% 67% 56% 78% 100% 100% 100% 100% 75% 38% 31% 38% 24% 35% 47% 54% 50% 44% 50% 53% 71% 50% 38% 75% 88% 73% 75% 62% 100% 28% 16% 25% 30% 26%

13:00 92% 82% 75% 100% 100% 100% 92% 89% 78% 100% 90% 50% 83% 69% 19% 25% 25% 29% 35% 53% 54% 57% 38% 44% 60% 64% 63% 50% 75% 63% 77% 65% 62% 100% 28% 16% 25% 20% 16%

13:30 92% 82% 83% 100% 100% 100% 83% 89% 89% 90% 100% 100% 83% 75% 19% 19% 19% 18% 18% 47% 38% 57% 38% 31% 53% 71% 63% 50% 63% 75% 73% 60% 48% 86% 25% 16% 25% 25% 11%

14:00 92% 73% 83% 75% 55% 67% 75% 67% 67% 100% 90% 100% 100% 63% 6% 13% 31% 18% 35% 13% 31% 36% 38% 38% 33% 57% 50% 38% 63% 75% 73% 60% 48% 71% 22% 16% 25% 15% 16%

14:30 85% 73% 83% 83% 91% 75% 92% 89% 56% 100% 80% 88% 67% 56% 6% 19% 6% 41% 24% 33% 31% 36% 50% 44% 27% 64% 63% 63% 88% 63% 59% 60% 48% 57% 25% 16% 25% 15% 11%

15:00 100% 82% 92% 92% 91% 83% 67% 89% 67% 90% 90% 75% 67% 63% 19% 25% 31% 59% 35% 33% 38% 43% 44% 38% 40% 57% 50% 75% 75% 63% 59% 65% 48% 71% 22% 16% 25% 20% 11%

0




APPENDIX

AUXILIARY LANE DISCUSSION



Left-turn Pocket Warrant on North Lake Road • In AS2890.1:2004, Table 3.1 – Selection of Access Facility Category, the proposed North Lake Road

norther access is categorised as a Categories 3 and 4 Driveway.

• In AS2890.1, Clause 3.2.3(b)(i), it is noted that Driveways Categories 3 and 4 shall not be located on arterial roads (North Lake Road) unless entrances and exits are designed and constructed as intersection treatments catering adequately for all projected traffic flows.

• It is Cardno’s understanding that the driveway access shall be designed and construct to an intersection section, to cater for the project traffic flows.

• SIDRA analysis shown that the driveway is expected to perform satisfactorily on the “Left-turn in” movements even without the turning pocket. SIDRA for 10-year horizon 2031 attached below:

PM Peak (2031)

Movement Performance - Vehicles Mov ID Turn Demand Flows Deg.

Satn Average

Delay Level of Service

95% Back of Queue Prop. Queued

Effective Stop Rate

Aver. No. Cycles

Average Speed Total HV Vehicles Distance

veh/h % v/c sec veh m km/h South: North Lake Road 2 T1 1516 5.0 0.260 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 69.9 3 R2 12 0.0 0.044 15.5 LOS C 0.1 0.9 0.74 0.89 0.74 25.0 Approach 1528 5.0 0.260 0.1 NA 0.1 0.9 0.01 0.01 0.01 69.6

East: Access 4 L2 37 0.0 0.037 5.8 LOS A 0.1 0.9 0.35 0.57 0.35 31.4 6 R2 87 0.0 0.388 21.2 LOS C 1.3 9.2 0.82 0.98 1.05 38.6 Approach 124 0.0 0.388 16.6 LOS C 1.3 9.2 0.68 0.86 0.84 37.7

North: North Lake Road 7 L2 47 10.0 0.173 6.5 LOS A 0.0 0.0 0.00 0.09 0.00 55.9 8 T1 948 5.0 0.173 0.0 LOS A 0.0 0.0 0.00 0.03 0.00 69.4 Approach 995 5.2 0.173 0.3 NA 0.0 0.0 0.00 0.03 0.00 68.5

All Vehicles 2647 4.8 0.388 1.0 NA 1.3 9.2 0.04 0.06 0.04 67.0

Saturday Peak (2031)

Movement Performance - Vehicles Mov ID Turn Demand Flows Deg.

Satn Average

Delay Level of Service

95% Back of Queue Prop. Queued

Effective Stop Rate

Aver. No. Cycles

Average Speed Total HV Vehicles Distance

veh/h % v/c sec veh m km/h South: North Lake Road 2 T1 1225 5.0 0.212 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 69.9 3 R2 15 0.0 0.082 22.4 LOS C 0.2 1.7 0.83 0.93 0.83 19.5 Approach 1240 4.9 0.212 0.3 NA 0.2 1.7 0.01 0.01 0.01 69.2

East: Access 4 L2 45 0.0 0.760 23.0 LOS C 3.9 27.3 0.86 1.27 1.94 12.2 6 R2 105 0.0 0.760 46.6 LOS E 3.9 27.3 0.86 1.27 1.94 29.3 Approach 150 0.0 0.760 39.5 LOS E 3.9 27.3 0.86 1.27 1.94 25.3

North: North Lake Road 7 L2 61 10.0 0.216 6.5 LOS A 0.0 0.0 0.00 0.09 0.00 55.7 8 T1 1179 5.0 0.216 0.0 LOS A 0.0 0.0 0.00 0.03 0.00 69.3 Approach 1240 5.2 0.216 0.3 NA 0.0 0.0 0.00 0.03 0.00 68.4

All Vehicles 2630 4.8 0.760 2.5 NA 3.9 27.3 0.05 0.09 0.12 63.5



• Hence, it is not mandatory to design and construct the proposed driveway access as an intersection, based on the traffic flow.

• According to Guide to Road Design Part 4: Intersections and Crossings – General, Commentary 6 (C6.3): The warrants (Arndy and Troutbeck (2006) turn treatment warrant) are based on the construction of intersections on new roads. The most appropriate application for the warrant is to the selection of turn types for intersections on new roads.

• The warrant is not intended for direct application to accesses and driveways. They may be used as a reference.

Documents

Transport Impact Assessment - City of Melville · 2020. 9. 2. · Transport Impact Assessment Kardinya Shopping Centre 6 August 2020 Cardno i ... to prepare a Transport Impact Assessment