August 2015 Final South Moorlands Structure Plan, … and Building/South...T: +61 8 9274 7076 6 Burgess St Midland WA 6056 F: +61 8 9274 4854 PO Box 5060 Midland WA 6056 E: [email protected]

T: +61 8 9274 7076 6 Burgess St Midland WA 6056 F: +61 8 9274 4854 PO Box 5060 Midland WA 6056 E: [email protected] www.dvcworld.com

August 2015

Final

South Moorlands Structure Plan, Bunbury

Prepared For:

Moorlands Grazing Co Pty

Ltd

Transport Impact Assessment

Report

Client: Moorlands Grazing Co

Project: South Moorlands Structure Plan – Transport Statement

DVC South Moorlands Structure Plan TIA Final.docx i August 2015

DOCUMENT ISSUE AUTHORISATION

Issue Rev Date Description Prepared

By

Checked

By

Approved

By

0 0 17/8/2015 Draft Report JH AGP DNV

1 0 28/08/2015 Final Report JH DNV DNV

The information contained in this document is solely for the use of the client identified for the purpose

for which it has been prepared. It is not to be used by any third party and no responsibility is

undertaken to any third party. All photographs remain the copyright of Donald Veal Consultants and

are included for illustration only.

Donald Veal Consultants Pty Ltd



DVC South Moorlands Structure Plan TIA Final.docx ii August 2015

TABLE OF CONTENTS PAGE

1. INTRODUCTION .................................................................................................................... 1

1.1 BACKGROUND ........................................................................................................................... 1

1.2 SITE LOCATION ............................................................................................................................... 1

1.3 SCOPE OF ASSESSMENT ................................................................................................................... 2

1.4 RELEVANT STUDIES ........................................................................................................................ 2

1.4.1 Glen Iris Structure Plan ...................................................................................................... 2

2 STRUCTURE PLAN PROPOSAL .......................................................................................... 5

2.1 STRUCTURE PLAN CONTEXT ............................................................................................................ 5

2.2 PROPOSED LAND USES ..................................................................................................................... 6

2.3 MAJOR ATTRACTORS AND GENERATORS OF TRAFFIC ...................................................................... 6

3 ROAD NETWORK SITUATION ........................................................................................... 8

3.1 EXISTING ROAD INFRASTRUCTURE .................................................................................................. 8

3.1.1 Vittoria Road....................................................................................................................... 8

3.1.2 Kaeshagen Street .............................................................................................................. 10

3.1.3 Moorlands Avenue ............................................................................................................ 10

3.2 TRAFFIC VOLUMES ........................................................................................................................ 11

4 VEHICLE TRANSPORT NETWORK .................................................................................. 12

4.1 INTERNAL ROAD NETWORK ........................................................................................................... 12

4.1.1 Layout ............................................................................................................................... 12

4.1.2 Road reservation width ..................................................................................................... 13

4.1.3 Road cross sections and speed limits ................................................................................ 13

4.1.4 Road Hierarchy ................................................................................................................. 16

4.1.5 Intersection controls ......................................................................................................... 17

4.2 EXTERNAL ROAD NETWORK .......................................................................................................... 17

4.2.1 Connections to the external road network ........................................................................ 17

4.2.2 Changes proposed by the City of Bunbury and Main Roads WA. ..................................... 17

5 ANALYSIS OF TRANSPORT NETWORKS ....................................................................... 18

5.1 ASSESSMENT PARAMETERS ........................................................................................................... 18

5.2 STRUCTURE PLAN GENERATED TRAFFIC ....................................................................................... 18

5.3 NON SUBDIVISION TRAFFIC ........................................................................................................... 18

5.4 DESIGN TRAFFIC FLOWS ................................................................................................................ 19

5.5 ROADS AND INTERSECTIONS ...................................................................................................... 20

5.5.1 Roads internal to subdivision ............................................................................................ 20

5.5.2 Vittoria Road..................................................................................................................... 20

5.5.3 SIDRA analysis of the Vittoria Road connections ............................................................. 21 5.5.3.1 Vittoria Road, Woodley Road and Road A ....................................................................... 21 5.5.3.2 Vittoria Road, Erica Entrance and Road B ....................................................................... 26

5.5.4 Internal Road Network Connections ................................................................................. 28

6 PUBLIC TRANSPORT ACCESS ......................................................................................... 29



DVC South Moorlands Structure Plan TIA Final.docx iii August 2015

6.1 NEAREST BUS/TRAIN ROUTES AND STOPS .................................................................................... 29

6.2 PEDESTRIAN/CYCLE ROUTES TO BUS/TRAIN STOPS ..................................................................... 30

7 PEDESTRIAN AND CYCLE ACCESS FACILITIES.......................................................... 32

7.1 WITHIN THE STRUCTURE PLAN ..................................................................................................... 32

7.2 EXTERNAL TO THE STRUCTURE PLAN .......................................................................................... 33

8 SUMMARY AND CONCLUSION ....................................................................................... 34



DVC South Moorlands Structure Plan TIA Final.docx 1 August 2015

1. INTRODUCTION

1.1 BACKGROUND

This Transport Statement has been prepared by Donald Veal Consultants on behalf of Moorlands

Grazing, with regard to the proposed Structure Plan of the area known as South Moorlands. The

structure plan is to comprise of 692 residential dwellings and a number of reserves. The subject land is

currently vacant.

1.2 SITE LOCATION

The site is located within the City of Bunbury, within the area known as Moorlands adjacent to Glen

Iris. It is located approximately 6km southeast of the Bunbury Town Centre. The site is bounded to the

west and south by the Picton River, to the south by Kaeshagen Street and to the east by Vittoria Road.

Major arterial roads within close proximity include the Forrest Highway (Australind Bypass) to the

north, South Western Highway to the south and Bunbury Bypass to the west. Vittoria Road, the

eastern boundary, connects to two major arterial roads i.e. Forrest Highway and South Western

Highway hence provides easy access to the Bunbury CBD and adjoining regions. Figure 1.1 indicates

the location of the site in context of the surrounding region.

Figure 1.1: Site Location

Source: NearMap




1.3 SCOPE OF ASSESSMENT

This Transport Statement has been prepared in accordance with the Western Australian Planning

Commission’s (WAPC’s) Transport Assessment Guidelines for Developments Volume 2 Structure

Plans (2009).

The intent of this statement is to provide the approving authority with sufficient traffic information to

confirm that the proponent has adequately considered the traffic aspects of the development and that it

would not have an adverse traffic impact on the surrounding area.

1.4 RELEVANT STUDIES

1.4.1 Glen Iris Structure Plan

The Glen Iris Structure Plan (City of Bunbury, 2010) provides the basis for the orderly and proper

planning of the Glen Iris area in accordance with the State Planning Framework and the Local

Planning Policy Framework. The aim of the Structure Plan is to facilitate the urban development of

Glen Iris as part of an integrated and self-contained neighbourhood area of Glen Iris and Moorlands,

and in accordance with the Glen Iris – Moorlands Local Area Plan. The Structure plan seeks to

achieve this aim by encouraging good urban design that retains an acceptable standard of residential

amenity in accordance with established character and identity, and which integrates road and open

space networks in a manner that is sympathetic to the existing environment. With respect to transport

issues the structure plan aims to:

To maintain the efficiency and safety of the regional and local road networks, and associated

and transport infrastructure, by ensuring appropriate pedestrian and vehicular access.

To identify new and protect existing regional reserves for main road corridors and transport

infrastructure.

Figure 1.2 shows the Glen Iris Structure Plan area and the Glen Iris – Moorlands Local Area while

Figure 1.3 is the Glen Iris Structure Plan (August 2010).




Figure 1.2: Glen Iris and Moorlands Local Area

Source: City of Bunbury




Figure 1.3: Glen Iris Structure Plan





2 STRUCTURE PLAN PROPOSAL

2.1 STRUCTURE PLAN CONTEXT

The subject land is currently vacant and undeveloped. To the east of the site is the new subdivision of

Glen Iris. The site is typically surrounded by new residential land uses, with Glen Iris to the east and

Riverlea to the north. The local schools within close proximity to the site are all east of Vittoria Road

and include Picton Primary School on Jeffery Road, Grace Christian School on Vittoria Road, and

Djidi Djidi School on Erica Entrance. The Bunbury Farmers Market is located near the intersection of

Vittoria Road and Forrest Highway. The Glen Iris structure plan details a future Neighbourhood

Centre on the corner of Vittoria Road and Jeffery Road. Figure 2.1 contains an aerial view of the

subject site and its immediate surrounds and its location in a local context.

Figure 2.1: Location in a Local Context

Source: NearMap




2.2 PROPOSED LAND USES

The structure plan proposes residential living zoning of primarily R20 and R30 lots with some R40

and R2.5 lots as outlined in Table 2.1. Based on the indicative lot layout it is estimated that the total

number of dwellings created within the structure plan will be 692. The structure plan will also

comprise of a number of reserves. A few of these are associated with wetland conservation areas

however the central reserve is currently proposed to be an active recreation area. The proposed

structure plan is shown in Figure 2.2.

Table 2.1: Proposed Land Uses within the South Moorlands Structure Plan

Land Use No./Size

R20 Residential 319 dwellings



R2.5 Residential 4 dwellings

Active POS 18,578m2

2.3 MAJOR ATTRACTORS AND GENERATORS OF TRAFFIC

Within the proposed structure plan, the residential lots are the major traffic generating land use. The

active POS reserve is proposed to be an “active” reserve hence it will generate some traffic.

The major attractors of traffic are located outside of the structure plan. These include places of work,

schools, retail and recreation. The local schools within the vicinity of the site include: Picton Primary,

Grace Christian School and Djidi Djidi School as well as Bunbury Catholic College located on Picton

Road. Local retail shopping areas include: Bunbury Farmer Markets, Bunbury Forum Shopping

Centre and the Bunbury CBD. Key places of work include the Bunbury CBD and Picton Industrial

Area.

Based on the surrounding land uses the majority of traffic generated by the proposed structure plan

would be attracted north along Vittoria Road from the site (70%) and the remaining attracted to the

south along Vittoria Road (30%). These distribution patterns adopted along Vittoria Road are in line

with the report “Concept Layout Vittoria Road between Australind Bypass and Picton Road”, (2013).




Figure 2.2: South Moorlands Structure Plan




ROAD NETWORK SITUATION

3.1 EXISTING ROAD INFRASTRUCTURE

Figure 3.1 illustrates the road network servicing the subject site. The subject site is bordered by two

existing roads, being Vittoria Road and Kaeshagen Street. There is one existing road within the site,

Moorlands Avenue.

Figure 3.1: Existing Road Network

Source: Google Maps

3.1.1 Vittoria Road

Vittoria Road, south of Jeffery Road (adjacent to the site) is currently constructed to a two lane single

carriageway road with lane marking, typically unkerbed with localised kerbing at intersections.

Vittoria Road, north of Jeffery Road is constructed to a two lane divided carriageway standard with

painted and solid medians.

There is a path typically constructed on the eastern side of Vittoria Road.




The posted speed limit is 70km/h however there are two 40 km/h school speed zones along its length

relevant to Djidi Djidi School located at Erica Entrance and Grace Christian School located north of

Jeffery Road.

The road is orientated in a north south direction connecting to Forrest Highway at the northern end and

South Western Highway at the southern end. The intersection of Vittoria Road and Forrest Highway

is controlled via traffic signals. The intersection of Vittoria Road and South Western Highway is

controlled by give way signs. The other intersections along Vittoria Road include: Jeffery Road,

Woodley Road, Erica Entrance and Kaeshagen Street. Photos 3.1 to 3.5 show the various intersection

layouts along Vittoria Road.

Photo 3.1: Vittoria Road and Forrest Highway Photo 3.2: Vittoria Road and Jeffery Road

Photo 3.3: Vittoria Road and Woodley Road Photo 3.4: Vittoria Road and Erica Entrance




Photo 3.5: Vittoria Road and Kaeshagen Street

Vittoria Road and South Western Hwy

3.1.2 Kaeshagen Street

Kaeshagen Street is constructed to a two lane undivided single carriageway road with no lane

markings. The approximate pavement width is 5m. Localised kerbing occurs at its western cul-de-sac

end. The built up area speed limit of 50km/h applies. No footpath is constructed.

Kaeshagen Street is orientated in a west east direction and currently connects to Vittoria Road to the

east and terminates in the west. Under the proposed structure plan two new road links internal to the

structure plan will connect to Kaeshagan Street thus removing the need for its existing direct

connection to Vittoria Road at its eastern end which is proposed to become a cul-de-sac.

3.1.3 Moorlands Avenue

Moorlands Avenue, north of Jeffery Road is constructed to a two lane undivided single carriageway

road with no lane markings. The pavement width varies but is approximately 5m. Localised kerbing

is located along a length of the road. Moorlands Avenue, south of Jeffery Road is constructed to a

single lane road with a width of approximately 3m. This section of road is primarily an access road

driveway to the few properties located along its length.

Moorlands Road is orientated in a north south direction connecting to Forrest Highway to the north

and terminating to the south.

Under the proposed structure plan the section of Moorlands Avenue that links into the new structure

plan road network is proposed only to be a pedestrian and cyclist link. The link may also be

maintained as a fire exit.




3.2 TRAFFIC VOLUMES

The latest available traffic counts for the surrounding road network were sourced from the City of

Bunbury and Main Roads WA. Table 3.1 summarises the existing link data available from City of

Bunbury. Table 3.2 summarises the SCATS data at the signalised intersection of Forrest

Highway/Vittoria Road, South Western Highway/Robertson Rd/Picton Rd and South Western

Highway/Willinge Drive.

Vittoria Road, near Forrest Highway carries in the order of 8,000 vehicles per day. The volume of

traffic gradually decreases towards Kaeshagen Street with approximately 7,400 vehicles per day. The

am and pm peak hours are typically represented by 7% and 9-10% of the daily flows respectively.

Woodley Road, east of Vittoria Road carries in the order of 1,480 vehicles per day with the am and pm

peak hours typically represented by 7% and 9-10% of the daily flows respectively.

Table 3.1: Existing Daily Traffic Flows for the Surrounding Road network (City of Bunbury)

Location Date AWT AM Peak PM Peak

Hour Vol. Hour Vol.

Vittoria Road, north of Jeffery Road 04/2015 7,670 8-9am 570 3-4pm 716

Vittoria Road, north of Kaeshagen Street 05/2015 7,369 8-9am 514 3-4pm 656

Woodley Road, east of Vittoria Road 11/2014 1,480 8-9am 102 5-6pm 144


Table 3.2: Existing Daily Traffic Flows for the Surrounding Road network (Main Roads WA)

Location Date AWT AM Peak PM Peak

Hour Vol. Hour Vol.

Vittoria Road, south of Forrest Highway 05/2015 7,969 7.45-8.45am 623 2.45-3.45pm 750

Vittoria Road, south of Erica Entrance 05/2015 7,654 7.45-8.45am 574 2.45-3.45pm 684

Forrest Highway, west of Alyxia Dr 03/2010 32,920 7.45-8.45am 2,676 4.30-5.30pm 3,027

Forrest Highway, west of Vittoria Rd 09/2013 29,133 7.45-8.45am 2,511 4.30-5.30pm 2,671

South Western Highway, east of Vittoria Rd 05/2015 11,319 7.45-8.45am 898 4.15-5.15pm 1,052

Source: Main Roads WA




4 VEHICLE TRANSPORT NETWORK

4.1 INTERNAL ROAD NETWORK

4.1.1 Layout

The proposed road network is shown in Figure 4.1. As the proposed roads are yet to be named, the

identifying names as per Figure 4.1 have been adopted for use in this assessment.

Figure 4.1: Structure Plan Road Network Layout

In summary the proposed layout includes two connections to the external road network on Vittoria

Road. Two connections to the existing Kaeshagen Street are also proposed which will allow the

closure of the existing connection of Kaeshagen Street and Vittoria Road. The connection to the

existing Moorlands Avenue will be for pedestrians and cyclists only.

The proposed layout incorporates a number of laneways some of which have no through road sections.

Within the detailed design of the subdivision, consideration will need to be given to the collection of

garbage bins within these no through road sections. Garbage bins pads are likely to be required at the

commencement of these no through road laneway sections to allow garbage trucks to service the bins

of these properties without entering the cul-de-sac end.

Road A

Road A

Road B

Road B

Road B

Road E

Ro

ad

D

Ro

ad

C

Ro

ad

F

Road A

Road G

Ro

ad

G

Vit

toria

Rd

Woodley

Rd

Erica

Ent.

Ro

ad

D

Kaeshagen Road connection to

Vittoria Road to be closed

Moorlands

Avenue

connection for

pedestrians and

cyclists only.

Possible fire exit.

Option for

future

connection to

Jeffery Road

Proposed Roundabout

Bin Pad Required for Garbage Collection

No thru Road

Connection to Existing Road Network

Road H

R40

10




4.1.2 Road reservation width

The road reserve widths of the new proposed internal road network range from 20m to 15m as

follows:

20m Road Reserve – Roads A and B (at eastern end that connects to Vittoria Road)

18m Road Reserve – Roads A, B, C and D

16m Road Reserve – Roads E, F, G H.

15m Road Reserve – All other roads

6m Road Reserve – All laneways

These widths are consistent with the range of 14.2m to 24m suggested in Liveable Neighbourhoods

(WAPC 2009) as indicative reserve widths for neighbourhood connectors and access streets. The

lower reserve width is generally for short, low volume, and low parking demand streets. The higher

reserve width allows for a median and/or additional road features such as parking, paths and bus routes

to be incorporated.

The laneways have a proposed reserve width of 6m which is also consistent with Liveable

Neighbourhoods (WAPC 2009).

4.1.3 Road cross sections and speed limits

The eastern ends of Roads A and B are expected to carry the highest volume of traffic within the

structure plan as these roads connect to the external road network at Vittoria Road. The function of

these roads within the structure plan is that of a lower order neighbourhood connector road whose role

is to calm traffic, whilst facilitating pedestrian use and have frequent local access street connections.

Roads A and B are expected to carry approximately 3,270 vehicles per day at their connections to

Vittoria Road (refer section 5.4) however this will decrease gradually past each local street connection

within the structure plan.

Figure 4.2 shows a sample cross section of a neighbourhood connector B road as outlined in Liveable

Neighbourhoods (WAPC 2009) that would be suitable for a road reservation width of 19.4m with

typically less than 3,000 vehicles per day which is considered to be appropriate for the eastern end of

Roads A and B. It is proposed that Road A and B have a road reserve width of 20m at their eastern

end reducing to 18m. The verge width within the sample cross section can be reduced from 6.2m to

5.5m with indented parking, to reduce the overall road reserve width to 18m as proposed for Roads A

and B.

Detailing of the design should include the visual narrowing of the street (e.g. street trees within the

parking lane and painted parking line to limit speed limits to 50km/h). A number of roundabouts at

local street connections are proposed to further assist in limiting the operating speed to less than

50km/h. A selection of these roundabout may be required to accommodate buses. (Refer section 6)




Figure 4.2: Sample Road Cross Section Neighbourhood Connector B -50km/h <3000vpd Source: Liveable Neighbourhoods WAPC (2009)

Road C and D that provide a road link between Roads A and B are proposed to have an 18m road

reserve width. The provision of on street parking along these streets is important. There is likely to be

a higher demand for on street parking than typical due to the presence of the reserves together with the

laneway R30 lots typically created along sections of Road C and D. Roads C and D are expected to

carry between 1,000-3,000 vehicles per day with Road C carrying higher volumes than Road D.

The function of Road C within the structure plan is that of a lower order neighbourhood connector

road as it is proposed to form part of a bus route and completes the neighbourhood connector “link”

within the structure plan.

The function of Road D within the structure plan is that of an access road however with the potential

for a high parking demand. Figure 4.3 shows a sample cross section of an access road as outlined in

Liveable Neighbourhoods with a high parking demand i.e. wider access street with a road reserve of

17.9m. Street trees can be incorporated within the verge with additional trees within the parking lane

if required.

Figure 4.3: Sample Road Cross Section Wider Access Street -40km/h <3000vpd Source: Liveable Neighbourhoods WAPC (2009)

There is also the potential for Road D to be used as a bus route instead of Road C and hence take on

the role of a neighbourhood connector as opposed to an access road. The 18m road reservation width




proposed will accommodate a cross section appropriate for buses as outlined in Figure 4.2 with a

reduced verge width of 5.5m.

Roads E, F, G and H have proposed road reserve widths of 16m. A few laneway lots on these roads

will result in a demand for some on street parking which will also assist in reducing traffic speeds. A

cross section with a pavement width of 7.2m is considered appropriate as it is wide enough to allow

two vehicles to pass each other while passing a parked vehicle or a vehicle to pass between two parked

vehicles. Figure 4.4 shows a sample cross section of an access road as outlined in Liveable

Neighbourhoods for a standard access road with a road reserve of 15.4m.

Figure 4.4: Sample Road Cross Section Standard Access Street -40km/h <3000vpd Source: Liveable Neighbourhoods WAPC (2009)

The remaining access roads within the structure plan are likely to carry less than 1,000 vehicles per

day hence it would be considered appropriate to adopt a narrow yield access street cross section with

typically a 6m wide pavement. Figure 4.5 shows a sample cross section of an access road as outlined

in Liveable Neighbourhoods (WAPC 2009) that would be suitable for a road reservation width of

14.2m.

Figure 4.5: Sample Road Cross Section Narrow Yield Access Street, 40km/h, <1000vpd

Source: Liveable Neighbourhoods WAPC (2009)




4.1.4 Road Hierarchy

Two different road hierarchy networks can be adopted depending on the future bus routes (refer

section 6) selected to travel through the site as shown in Figure 4.6 and Figure 4.7. The PTA support

in principle the bus route along Roads A,B and C as shown in Figure 4.6. (Refer section 6). The road

reservation widths proposed would also support a bus route along Roads A,B, and D as shown in

Figure 4.7

Figure 4.6: Road Hierarchy – Bus Route along Road A, B, C

Figure 4.7: Road Hierarchy – Bus Route along Road A, B, D

20m Road Reserve – Neighbourhood connector B


18m Road Reserve – Access Road



Based on Road A, B and C being a future bus route






Based on Road A, B and C being a future bus route




4.1.5 Intersection controls

The proposed internal road network results in the creation of numerous intersections internal to the

subdivision. Typically, a priority T junction is the proposed form of control at these intersections

however nine (9) roundabouts are proposed to assist in the reduction of speed of long length of roads

and/or 4-way4-way intersections. Several of the proposed laneways create 4-way junctions with the

access roads. The laneway approaches would be considered the minor road with vehicles required to

give way to traffic travelling along the access road.

4.2 EXTERNAL ROAD NETWORK

4.2.1 Connections to the external road network

The proposed road network connects to the existing road network at 4 different locations. These

include:

New Road A /Vittoria Road and Woodley Road (existing 3-way to become a 4-way4-way);

New Road B /Vittoria Road / Erica Entrance (existing 3-way to become a 4-way4-way); and

Two new connections to Kaeshagen Street.

At present the existing intersection of Vittoria Road and Woodley Road operates under a priority t-

junction with Vittoria Road having priority. With the creation of the fourth leg at this intersection it is

proposed that this intersection ultimately be controlled via traffic signals.

At present the existing intersection of Vittoria Road and Erica Entrance operates under a priority t-

junction with Vittoria Road having priority. With the creation of the fourth leg at this intersection it is

proposed that this intersection ultimately be controlled via a roundabout.

4.2.2 Changes proposed by the City of Bunbury and Main Roads WA.

The City of Bunbury have plans to upgrade the standard of Vittoria Road, south of Jeffery Road in line

with the recommendations made within the report “Concept Layout Vittoria Road between Australind

Bypass and Picton Road”, 2013. Ultimately the upgrade is to include the provision of a two lane

divided carriageway road with painted and solid medians i.e. similar standard of Vittoria Road, north

of Jeffery Road. On road cycle lanes and dual use paths on both side of the road are also proposed.

Ultimately, as shown on the Glen Iris –Moorlands Structure Plan there are plans for a South Western

Highway deviation. This will impact the intersection of Vittoria Road and South Western Highway

which is subject of further investigation by Main Roads WA.




5 ANALYSIS OF TRANSPORT NETWORKS

5.1 ASSESSMENT PARAMETERS

The transport assessment has been undertaken assuming full development of the structure plan.

5.2 STRUCTURE PLAN GENERATED TRAFFIC

In order to determine traffic generation for the proposed development, trip generation rates were

applied. The traffic generated by the proposed residential component of the structure plan was forecast

using rates suggested in the RTA’s document “Guide to Traffic Generating Developments” (2002).

These rates are based on surveys conducted in areas where new subdivisions are built. The rates

adopted for the residential dwellings are:

9 vehicle trips per dwelling for a weekday

0.85 vehicle trips per dwelling for the weekday am and pm peak hours

The active POS within the structure plan will also generate traffic. Whilst the particulars of the POS

are not yet known, for the purpose of trip generation, rates for a multi-purpose recreational facility

from the Institution of Transportation Engineers document “Trip Generation Manual, 8th Edition”

were sourced. The rates adopted for the active POS are:

223 vehicle trips per hectare for a weekday

4.74 vehicle trips per hectare for the weekday peak hour of the road network

14.26 vehicle trips per hectare for the weekday peak hour of the road network

The other POS areas based around wetland conservation areas are primarily expected to attract non

vehicular trips i.e. local residents walking to the area for recreation.

Table 5.1 summarises the trip generation for a typical weekday including the am and pm peak hours

of the road network. In summary a total of 6,633 trips are estimated to be generated on a typical week

day with approximately 596 and 613 of these occurring during the am and pm peak hours respectively

within the structure plan area.

Table 5.1: Trip Generation for a Weekday including the am and pm peak hour of the road network

Land Use Daily Am Peak Hour Pm Peak Hour

In Out Total In Out Total

Residential 6,219 147 440 587 393 194 587

Active POS 414 6 3 9 9 17 26

Total 6,633 153 443 596 402 211 613

5.3 NON SUBDIVISION TRAFFIC

Non subdivisional traffic is not expected to pass through the structure plan due to the proposed internal

road network layout and surrounding road network.




5.4 DESIGN TRAFFIC FLOWS

Of the generated traffic, 3,317 vehicle movements are assumed to be inbound and 3,316 vehicle

movements are assumed to be outbound.

Based on the proposed lot layout and connectivity of the surrounding road network it is expected that

similar traffic will use the intersection of Vittoria Road/Woodley Road (50%) and Vittoria Road/Erica

Entrance (50%) to access/egress the structure plan.

The following trip distribution patterns have been assumed after giving consideration to various trip

purposes and the surrounding land uses:

70% north along Vittoria Road towards the Forrest Highway i.e. Bunbury CBD for work,

shopping and entertainment

30% south along Vittoria Road towards South Western Highway/Picton Road i.e. Picton for

work and alternative route to Bunbury CBD

A small percentage of trips will cross Vittoria Road into Glen Iris for school however for the purpose

of this assessment this has been ignored along Vittoria Road thus providing a conservative approach.

Two R2.5 lots will have access along Moorlands Avenue only and thus will not be required to travel to

Vittoria Road.

The resulting trip assignment at the external connections to the existing road network is shown in

Figure 5.1.

Figure 5.1: Daily Structure Plan Traffic Volumes




5.5 ROADS AND INTERSECTIONS

5.5.1 Roads internal to subdivision

The structure plan is expected to generate an average of approximately 6,633 vehicle trips per day

with the maximum volume of traffic being split between Road A (connecting to Vittoria Road and

Woodley Road) and Road B (connecting to Vittoria Road and Erica Entrance). These two roads are

expected to carry in the order of 3,310 vehicles per day. All other streets within the structure plan will

therefore carry progressively less than the 3,310 vehicles per day.

Roads A and B are to function as Neighbourhood Connectors as defined in the Glen Iris – Moorlands

Local Area Plan (February 2012). The indicative maximum volume of traffic suitable for a

neighbourhood connector varies from 7,000 vehicles per day based on a pavement width of 14.2m and

3,000 vehicles per day based on a pavement width of 11.2m. (Liveable Neighbourhoods, WAPC

2009).

All other roads within the structure plan are defined as access roads. The indicative maximum volume

of traffic suitable for an access street varies from 3,000 vehicles per day based on a pavement width of

at least 7.2m and 1,000 vehicles per day based on a pavement width of 5.5-6m. (Liveable

Neighbourhoods, WAPC 2009) The design traffic flows for all roads expect A and B would typically

be less than 3,000 vehicles per day.

This traffic assessment confirms that all roads are expected to carry traffic volumes appropriate for

roads as defined for neighbourhood connectors and access roads in accordance with the guidelines

provided by Liveable Neighbourhoods (WAPC 2009).

5.5.2 Vittoria Road

Vittoria Road, south of Forrest Highway (i.e. northern end) currently carries in the order of 8,000

vehicles per day. (AWT, May 2015) and Vittoria Road, south of Erica Entrance (i.e. southern end)

carries in the order of 7,700 vehicles per day (AWT, May 2015). The report “Concept Layout Vittoria

Road between Australind Bypass and Picton Road”, 2013 estimates that traffic volumes on Vittoria

Road will ultimately increase to 20,000 vehicles per day (northern end) and 10,000 vehicles per day

(southern end) with full development of Glen Iris and Moorlands area. The report also state that

Vittoria Road will function as an Integrator B road as described in the Liveable Neighbourhoods

(2009).

Liveable Neighbourhoods (2009) suggests the indicative volume for an Integrator B ranges from

15,000 to 20,000 vehicles per day. The existing volume on Vittoria Road, south of Forrest Highway is

8,000vpd and is forecast to increase by 4,580vpd to 12,630vpd. Whilst the existing volume on

Vittoria Road, south of Erica Entrance is 7,700vpd is forecast to increase by 1,990vpd to 9,690vpd.




Ultimately Vittoria Road is be upgraded to include the provision of a two lane divided carriageway

road with painted and solid medians i.e. similar standard of Vittoria Road, north of Jeffery Road. On

road cycle lanes and dual use paths on both side of the road are also proposed.

These resultant volumes can be accommodated within the spare capacity of the ultimate roadway and

the resultant traffic volumes on Vittoria Road will remain in line with the road classification.

5.5.3 SIDRA analysis of the Vittoria Road connections

Intersection capacity analysis using the SIDRA computer package (version 6.1) was undertaken at the

proposed road network connections to Vittoria Road to access the intersection’s traffic operations and

likely geometric layout.

SIDRA is an intersection-modelling tool commonly used by traffic engineers for analysing all types of

intersections. The key SIDRA outputs are presented in the form of Degree of Saturation, Level of

Service, Average Delay and 95% Queue. These characteristics are defined as follows:

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 extremely low traffic

flow up to one for saturated flow or capacity.

Level of Service (LOS): is the qualitative measure describing operational conditions within a traffic

stream and the perception by motorists and/or passengers. In general, there are 6 levels of services,

designated from A to F, with Level of Service A representing the best operating condition (i.e. free

flow) and Level of Service F the worst (i.e. forced or breakdown flow).

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

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

The analysis was undertaken for the am and pm peak period of the road network.

5.5.3.1 Vittoria Road, Woodley Road and Road A

Ultimately the future 4-way4-way intersection of Vittoria Road, Woodley Road and Road A is to be

controlled via traffic signals. The SIDRA analysis has been undertaken assuming that the traffic

signals may not be installed initially hence the 4-way intersection operates under stop control. The

layout adopted is as shown in Figure 5.2. This SIDRA analysis has been based on the existing

volumes along Vittoria Road.

The results of the SIDRA analysis for the peak hour conditions for the 4-way intersection are detailed

in Tables 5.1 and 5.2. These SIDRA results indicate that proposed 4-way intersection will operate

satisfactorily. The highest degree of saturation is associated with the Woodley Road eastern approach




being 0.296 and 0.300 during the am and pm peak hours respectively. This approach also experiences

the longest delays of up to 40 seconds in the pm peak.

Figure 5.2: Geometric Layout of Vittoria Rd, Woodley Rd and Rd A for SIDRA analysis, stop control

Table 5.1: SIDRA Output: Vittoria Road, Woodley Road and Road A, AM Peak




Table 5.2: SIDRA Output: Vittoria Road, Woodley Road and Road A, PM Peak

It is understood that ultimately the traffic volumes along Vittoria Road will increase thus necessitating

the installation of traffic signals. This initial assessment indicates the intersection can cater for

additional growth as it is operating under capacity at 0.3 DOS.

An additional SIDRA analysis has also been undertaken based on the ultimate increase in traffic

volumes of up to 10,000 vehicles per day on Vittoria Road, north of Woodley Road as previously

mentioned. Tables 5.3 and 5.4 document the results of the analysis assuming 1,000 vehicles per hour

i.e. 10,000 vehicles per day along this section of Vittoria Road, as well as up to 3,000 vehicles per day

along Woodley Road. The geometric layout and signal phasing adopted for the analysis of the

signalised intersection in the future is shown in Figure 5.3 and Figure 5.4. These SIDRA results

indicate that traffic signals will operate satisfactorily under the ultimate scenario. This preliminary

analysis is for a fixed cycle time of 60 seconds. The highest degree of saturation is 0.848 and 0.701

during the am and pm peak hours respectively with an overall level of service C.




Figure 5.3: Geometric Layout of Vittoria Rd, Woodley Rd and Rd A for SIDRA analysis, traffic signals

Figure 5.4: Signal Phasing of Vittoria Rd, Woodley Rd and Rd A for SIDRA analysis




Table 5.3: SIDRA Output: Vittoria Road, Woodley Road and Road A, AM Peak, Ultimate Volumes

Table 5.4: SIDRA Output: Vittoria Road, Woodley Road and Road A, PM Peak, Ultimate Volumes




5.5.3.2 Vittoria Road, Erica Entrance and Road B

The current planning for the future 4-way intersection of Vittoria Road, Erica Entrance and Road B

involves the installation of a single lane roundabout. The SIDRA analysis has been undertaken on this

basis.

The results of the SIDRA analysis for the peak hour conditions for the roundabout are detailed in

Tables 5.5 and 5.6. These SIDRA results indicate that proposed roundabout will operate

satisfactorily. The highest degree of saturation is associated with the Vittoria Road northern approach

of the roundabout being 0.269 and 0.397 during the am and pm peak hours respectively. The

roundabout operates at an overall level of service A during the peak hours with queues lengths of up to

3 vehicles on the northern approach of Vittoria Road.

The previous SIDRA analysis has been based on the existing volumes along Vittoria Road which will

increase up to 10,000 vehicles per day as previously mentioned. Table 5.7 and 5.8 document the

results of the analysis assuming 1,000 vehicles per hour i.e. 10,000 vehicles per day along this section

of Vittoria Road. These SIDRA results indicate that proposed roundabout will still operate

satisfactorily with the ultimate traffic volumes along Vittoria Road. The highest degree of saturation

is associated with the Vittoria Road southern approach of the roundabout being 0.453 and the Vittoria

Road northern approach being 0.519 during the am and pm peak hours respectively. The roundabout

operates at an overall level of service A during the peak hours with queues lengths of up to 5 vehicles

on the northern approach of Vittoria Road.

Table 5.5: SIDRA Output: Vittoria Road, Erica Entrance and Road B, AM Peak




Table 5.6: SIDRA Output: Vittoria Road, Erica Entrance and Road B, PM Peak

Table 5.7: SIDRA Output: Vittoria Road, Erica Entrance and Road B, AM Peak, Ultimate Volumes




Table 5.8: SIDRA Output: Vittoria Road, Erica Entrance and Road B, PM Peak, Ultimate Volumes

5.5.4 Internal Road Network Connections

Austroads Guide to Traffic Management provides advice on the capacity of unsignalised intersections.

For minor roads where there are relatively low volumes of turning traffic, capacity considerations are

usually not significant and capacity analysis is unnecessary. Intersection volumes, below which

capacity analysis is unnecessary, are indicated in Table 5.. It is seen that for a two lane major road,

when the flow on the major road is 650 vehicles per hour, the cross road would easily accommodate

up to 100 vehicles per hour.

Table 5.9: Intersection Volumes below which Capacity Analysis is unnecessary (Austroads 2009)

Type of road Light cross and turning volumes maximum design hour volumes

(vehicles per hour (two way))

Four lane major road

Cross Road

1000

100

1500

50

2000

25

Two lane major road

Cross road

400

250

500

200

650

100

Assuming the peak hour is represented by 9% of the daily traffic then it is evident from Table 5.9 that

since all the internal roads carry less than 3,200 vehicles per day, a capacity assessment of these

intersections is not required and it can be concluded the proposed intersection will have adequate

capacity to cater for the expected traffic flows.




6 PUBLIC TRANSPORT ACCESS

6.1 NEAREST BUS/TRAIN ROUTES AND STOPS

The proposed structure plan would have access to existing public transport along Vittoria Road. The

existing bus route 827 travels along Vittoria Road between South Western Highway and Erica

Entrance. The route travels through the residential area on the eastern side of Vittoria Road using

Erica Entrance, Orchid Avenue, Scarlet Drive, Jeffery Road, Ince Road, Alyxia Drive onto Forrest

Highway, instead of continuing along Vittoria Road to Forrest Highway. (Refer Figure 6.1) The

existing bus route 827 in the vicinity of the site has a bus stop on Vittoria Road, south of Erica

Entrance.

Figure 6.1: Existing Bus Routes Local to the Structure Plan Site

Source: PTA, Regional Bus Services

Site




6.2 PEDESTRIAN/CYCLE ROUTES TO BUS/TRAIN STOPS

The walkable catchment from a bus stop located on Vittoria Road, south of Erica Entrance was

estimated. Firstly, a 400m radius from this bus stop was drawn representing a 5 minute walk. This

suggests that approximately 30% of the structure plan area can access a bus stop on Vittoria Road,

south of Erica Entrance within 400m walking distance. (Refer Figure 6.2.) If an additional bus stop

was located along Vittoria Road, south of Woodley Road it is possible that approximately 50% of the

structure plan area can access a bus stop on Vittoria Road within 400m walking distance. (Refer

Figure 6.3). Alternatively, if a bus stop is located within the structure plan, for example on Road C

then approximately 80% of the structure plan area can access a bus stop within a 400m walking

catchment. (Refer Figure 6.4.)

Figure 6.2: 400m Pedestrian Shed from Bus Stop

on Vittoria Road, south of Erica Entrance

Figure 6.3: 400m Pedestrian Shed from Bus Stop on

Vittoria Road, south of Erica Entrance and south of

Woodley Road

Figure 6.4: 400m Pedestrian Shed from Bus Stop

on Road C within the Structure Plan

Figure 6.5: Indicative Bus Route within Structure

Plan

400m pedestrian

shed radius

400m pedestrian

shed radius

400m pedestrian

shed radius

Indicative Bus

Stop Location

Indicative Bus

Stop Location

Indicative Bus

Stop Location

Indicative bus

route




Figure 6.5 shows an indicative bus route through the structure plan area that would allow for a bus

stop/s in order to achieve a 400m walking distance for the majority of residences within the structure

plan. This route could be readily accommodated within the existing bus route (route 827). For

example buses would turn from Vittoria Road into Road B, Road C then Road A and could turn right

back onto Vittoria Road towards Erica entrance as shown in Figure 6.5. Alternatively, buses could

continue past Erica Entrance turn left into Road A, Road C and Road B and continue straight through

into Erica Entrance.

The proposed bus stops and routes are conceptual only and will require further consultation with the

Public Transport Authority (PTA) to confirm requirements/details. In initial consultation, the PTA

supports the proposed structure plan and the possible future bus route as shown in figure 6.5. Further

consultation with the PTA will be required at the design stage to confirm the route including

intersections are suitably traversable by buses. Should any traffic calming treatments be proposed

along the route the PTA shall be consulted in this regard.

For the purpose of the structure plan the road reservation of Roads A, B, and C are 20m and 18m

which will allow cross sections adequate for buses.




7 PEDESTRIAN AND CYCLE ACCESS FACILITIES

7.1 WITHIN THE STRUCTURE PLAN

Liveable Neighbourhoods suggests that ideally a footpath should be provided on both sides of the

road, but does however acknowledge that for cost reasons footpaths may be omitted from one side of

lower order roads unless the street forms part of an important pedestrian link.

On this basis it is suggested that the Neighbourhood Connector roads have footpaths on both sides of

the roads. The footpaths could be reduced to one side of the road on the access roads provided due

consideration has been given to the various pedestrian desire lines within the structure plan.

Depending on the ultimate development of the various reserves within the structure plan there is likely

to be a demand for recreational walks to/from and possibly within the reserves.

Figure 7.1 outlines the indicative location of shared paths and footpaths within the structure plan.

Figure 7.1: Proposed Path Network within Structure Plan




7.2 EXTERNAL TO THE STRUCTURE PLAN

Various connections are recommended from the structure plan path network to the external path

network as shown in Figure 7.2. These include:

1. Path link to Vittoria Road at the new cul-de-sac at Kaeshagen Street;

2. Path link to bus stops along Vittoria Road from internal network;

3. Appropriate crossing point across Vittoria Road from Road A to Woodley Road;

4. Appropriate crossing point across Vittoria Road from Road B to Erica Entrance ; and

5. Path link to the existing Moorlands Avenue.

Figure 7.2: Proposed Path Connections to the External Path Network




8 SUMMARY AND CONCLUSION

The structure plan proposes residential living zoning of primarily R20 and R30 lots with some R40

and R2.5 lots. Based on the indicative lot layout it is estimated that the total number of dwellings

created within the structure plan will be 692. The structure plan will also comprise of a number of

reserves. A few of these are associated with wetland conservation areas however the central reserve is

currently proposed to be an active recreation area.

The site is located within the City of Bunbury, approximately 6km southeast of the Bunbury CBD,

within the area known as Moorlands adjacent to Glen Iris. The site is bounded to the west and south by

the Picton River, to the south by Kaeshagen Street and to the east by Vittoria Road. Major arterial

roads within close proximity include the Forrest Highway (Australind Bypass) to the north, South

Western Highway to the south and Bunbury Bypass to the west. Vittoria Road, the eastern boundary

of the site, connects to two major arterial roads i.e. Forrest Highway and South Western Highway

hence provides easy access to the Bunbury CBD and adjoining regions.

The internal road network of the proposed structure plan is consistent with the recommendations of

Liveable Neighbourhoods with regards to road reservation widths. The volume of traffic expected to

be generated by this development is 6,633 vehicles per day. The highest volumes of traffic are

expected on the two roads that connect to Vittoria Road with approximately 3,310 vehicles per day

each. All other roads within the structure plan will carry progressively less than traffic than this. This

traffic assessment confirms that all roads are expected to carry traffic volumes appropriate for roads as

defined by their hierarchy i.e. neighbourhood connectors or access roads in accordance with the

guidelines provided by Liveable Neighbourhoods (WAPC 2009).

Several different cross sections have been recommended for the internal road network to cater for the

various traffic demands such as, traffic volumes, buses, speed limits, parking, pedestrians and cyclists.

The cross sections as based on those outlined in Liveable Neighbourhoods (WAPC 2009).

The internal road network connects to the external road network creating two new 4-way intersections

at Vittoria Road/Woodley Road and Vitoria Road/Erica Entrance. The intersection of Vittoria Road

and Woodley Road is proposed to ultimately operate under signal control however the initial

assessment indicated that the 4-way4-way intersection will operate satisfactorily with respect to

capacity under stop control while traffic volumes along Vittoria Road remain at their existing

volumes. The new 4-way4-way intersection of Vittoria Road/Erica Entrance is proposed to be

controlled via a roundabout. The analysis indicates the proposed roundabout will be suitable with the

new development and increased traffic flows on Vittoria Road in the future.

The proposed structure plan would have access to existing public transport along Vittoria Road. There

is an existing bus stop on Vittoria Road, south of Erica Entrance that would service up to 30% of the

residents (based on a 400m walkable catchment). If an additional bus stop was located along Vittoria

Road, south of Woodley Road it is possible that approximately 50% of residents within the structure




plan can access a bus stop on Vittoria Road within 400m walking distance. Alternatively, if a bus

stop/s is/are located within the structure plan, then approximately 80%-100% of the structure plan area

can access a bus stop within a 400m walking catchment.

The following recommendations with respect to the path network within the structure plan are made:

Neighbourhood Connector roads have paths on both sides of the road.

Access roads have a minimum of a path on one side of the road.

In planning the path network due consideration be given to the pedestrian desire lines created

by the various reserves within the structure plan associated with recreational walks to and

from and possibly within these reserves.

Provide a path link to Vittoria Road at the new cul-de-sac at Kaeshagen Street;

Provide a path link to bus stops along Vittoria Road from internal network;

Provide an appropriate crossing point across Vittoria Road from Road A to Woodley Road;

Provide an appropriate crossing point across Vittoria Road from Road B to Erica Entrance ;

and

Provide a path link to the existing Moorlands Avenue.

The Structure Plan proposal is supported by the findings of this Transport Statement and there are no

identified traffic related issues to be addressed other than those stated above. We therefore recommend

approval of the proposal from a traffic perspective.

Documents

August 2015 Final South Moorlands Structure Plan, … and Building/South...T: +61 8 9274 7076 6 Burgess St Midland WA 6056 F: +61 8 9274 4854 PO Box 5060 Midland WA 6056 E: [email protected]