ECM 3377856 v1 DP16-0005 - Advert Appendix - Transport ... · The proposed plan for the total structure plan area is provided in Appendix A. The location of the LSP is shown in

Provence Estate Structure Plan

PR130316 April 2016

APPENDIX G

Transport Assessment Report

prepared by Jacobs

DP16/0005

Version: 1, Version Date: 15/08/2018Document Set ID: 3377856


Satterley Property Group

Transport Assessment

IW098900-RP-0002 | Final

Rev 5

4 July 2017

PO 23969

Distribution of copies

Revision Issue

approved

Date issued Issued to Comments

Draft 01/02/2016 MH/SD/CS For Client Review

Final Draft 11/02/2016 MH/SD Updated for Client Review

Final 24/03/2016 MH/SD/CS Issued for Structure Plan Submission

Rev 1 31/03/2016 MH Issued for Structure Plan Submission

Rev 2 01/04/2016 MH Issued for Structure Plan Submission

Rev 3 30/09/2016 MH/SD Issued for Structure Plan Submission

Rev 4 21/03/2017 SD Issued for Structure Plan Submission





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Project no: IW098900 Document title: Transport Assessment Document No.: IW098900-RP-0002 Revision: Final Date: 4July 2017 Client name: Satterley Property Group Client no: PO 23969 Project manager: Mina Bayat Mokhtari Author: Mina Bayat Mokhtari File name: Provence Estate Structure Plan.docx

Jacobs Group (Australia) Pty Limited ABN 37 001 024 095 11th Floor, Durack Centre 263 Adelaide Terrace PO Box H615 Perth WA 6001 Australia T +61 8 9469 4400 F +61 8 9469 4488 www.jacobs.com

© Copyright 2017 Jacobs Group (Australia) Pty Limited. The concepts and information contained in this document are the property of Jacobs. Use or copying of this document in whole or in part without the written permission of Jacobs constitutes an infringement of copyright.

Limitation: This report has been prepared on behalf of, and for the exclusive use of Jacobs’ Client, and is subject to, and issued in accordance with, the

provisions of the contract between Jacobs and the Client. Jacobs accepts no liability or responsibility whatsoever for, or in respect of, any use of, or reliance

upon, this report by any third party.



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Contents

1. Introduction ................................................................................................................................................ 4

2. Proposed LSP ............................................................................................................................................ 5

2.1 Proposed Land Uses with the LSP .............................................................................................................. 5

2.2 Major Attractors/Generators ........................................................................................................................ 6

3. Existing Situation ...................................................................................................................................... 7

3.1 Existing Land Uses within the LSP .............................................................................................................. 7

3.2 Existing Land Uses within 800m from the LSP ........................................................................................... 8

3.3 Existing Road Network within the LSP ........................................................................................................ 8

3.4 Existing Transport Network within 2km from LSP ....................................................................................... 8

3.5 Existing Road Network Operation ............................................................................................................... 9

3.6 Existing Pedestrian/ Cyclist Facilities within the LSP ................................................................................ 12

3.7 Existing Pedestrian/ Cyclist Facilities within 800 from the LSP................................................................. 12

3.8 Existing Public Transport Facilities within the LSP ................................................................................... 12

3.9 Existing Public Transport Facilities within 800m from the LSP ................................................................. 12

4. Traffic Generation, Distribution and Assignment ................................................................................ 13

4.1 Traffic Generation ...................................................................................................................................... 13

4.2 Traffic Distribution ...................................................................................................................................... 15

4.3 Traffic Assignment ..................................................................................................................................... 16

4.4 Non LSP Traffic in the Assessment Year .................................................................................................. 17

5. Proposed Internal Transport Network ................................................................................................... 20

5.1 New Road Network within the LSP ........................................................................................................... 20

5.2 Access Arrangements ............................................................................................................................... 23

5.2.1 Access A .................................................................................................................................................... 23

5.2.2 Access B .................................................................................................................................................... 24

5.2.3 Access C ................................................................................................................................................... 25

5.2.4 Access D ................................................................................................................................................... 25

5.2.5 Access E .................................................................................................................................................... 25

6. Intersection Assessment ........................................................................................................................ 26

6.1 Access A .................................................................................................................................................... 26

6.2 Access B .................................................................................................................................................... 28

6.3 Access C ................................................................................................................................................... 28

7. Changes to Internal Transport Network ................................................................................................ 30

7.1 Internal Intersection Controls .................................................................................................................... 30

7.2 Internal Pedestrian / Cyclist and Crossing Facilities ................................................................................. 30

7.3 Internal Public Transport Routes ............................................................................................................... 30

7.4 Access Strategy ......................................................................................................................................... 30

7.5 Safe Route to School................................................................................................................................. 30

8. Changes to External Transport Network............................................................................................... 32

8.1 Road Network ............................................................................................................................................ 32

8.2 Speed Limit Reduction on Bussell Highway .............................................................................................. 32



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8.3 Intersection Controls outside the LSP ....................................................................................................... 32

8.4 Pedestrian/Cycle Networks and Crossing Facilities .................................................................................. 32

8.5 Public Transport Services.......................................................................................................................... 33

9. Integration with Surrounding Area ........................................................................................................ 34

9.1 Surrounding Attractors/Generators ........................................................................................................... 34

10. Conclusion ............................................................................................................................................... 35

Appendix A. Proposed LSP



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1. Introduction

Jacobs was commissioned by Satterley Property Group to undertake a transport assessment for the proposed Local Structural Plan (LSP) of the Provence Estate, Busselton WA.

The LSP is located in the locality of Yalyalup which is situated approximately 4 km southeast of Busselton Town Centre and is bounded by the proposed Busselton Outer Bypass to the south, Vasse Highway to the west and Bussell Highway to the north.

The LSP comprises a total area of approximately 293.5 Ha. Part of the land is currently developed and includes residential lots. The vacant land within the structure plan area will include residential lots with an average lot size of approximately 500 square metres (sqm), a commercial centre, a primary school and public open spaces (POS). The proposed plan for the total structure plan area is provided in Appendix A.

The location of the LSP is shown in Figure 1.1 below.

Figure 1.1 : Provence Estate LSP Location

Source: Google map, January 2016

This transport assessment has been prepared in accordance with the Western Australian Planning Commission (WAPC) Transport Assessment for Developments: Volume 2 – Structure Plan August 2006.

The LSP



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2. Proposed LSP

2.1 Proposed Land Uses with the LSP

An indicative outline of the LSP is shown in Figure 2.1.

Figure 2.1 : Proposed LSP for Provence residential development (Source: RPS

Table 2.1 includes the proposed land uses within the undeveloped part of structure plan area.

Table 2.1 : Proposed Land Uses within the Site

Land Use Approximate Total Area (Gross Area) ha.

Residential 225.1

Retail/Commercial 1.6

Public Open Space 25.0

Primary School 4.0

The estimated total number of lots is 2750 (including the already developed area). The total number of residential lots in the already developed area is approximately 750. This number has been estimated by using the arterial photo from Google Maps.



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2.2 Major Attractors/Generators

As described earlier (Section 1) the proposed development area include a primary school, residential lots and retail/commercial centre. The proposed primary school and retail/commercial centre within the proposed part of the LSP are considered to be the major trip attractors/generators for the adjacent residential area and the surrounding catchment.

Other major trip attractors also include the private school (early childhood to senior school) on the northwest side of the LSP, Busselton Town Centre, the Busselton Regional Airport and commercial uses surrounding the LSP.



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3. Existing Situation

3.1 Existing Land Uses within the LSP

Figure 3.1 below shows the close up image of the LSP.

Figure 3.1 : Close-up Image of the LSP

Source: Google Maps, January 2016

In the current City of Busselton Local Planning Scheme No.21 (July 2015) as shown in Figure 3.2, the area is zoned as “Yalyalup Deferred Development”, “Yalyalup Development” and “Special Provision Area”.

Figure 3.2 : The Land Uses within LSP

Source: City of Busselton Town Planning Scheme No.21, July 2015



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3.2 Existing Land Uses within 800m from the LSP

Most of the land in the vicinity of the LSP is still undeveloped and primarily zoned as “Yalyalup Industrial Development” (Figure 3.2). Developed land to the north west of the LSP has been zoned as “Residential” and

consists of residential lots with low density (R 2.5, R5 and R20). The land immediately to the south east of the LSP is currently vacant and the future land use intent is unknown at this stage.

3.3 Existing Road Network within the LSP

As stated earlier part of the LSP has been already developed and includes residential houses. According to Main Roads WA road mapping system, the roads within the developed area includes access roads and laneways with the posted speed limit of 50km/h or less.

3.4 Existing Transport Network within 2km from LSP

Figure 3.3 shows the Main Roads Functional Hierarchy (MRFH) for the roads surrounding the LSP.

Figure 3.3 : Roads within 2km surround the LSP

Source: Main Roads WA Mapping information Centre 2016

The major roads located in the close vicinity of the LSP consist of Bussell Highway, Vasse Highway and Tuart Drive. These are described as below.

Bussell Highway, located on the northern side of the LSP, consists of a four-lane median divided carriageway with the width of approximately 46.5m, kerb to kerb, including a 30m wide median. Bussell Highway connects to Vasse Highway to the north-west of the LSP. This road is classified as “Primary Distributor” under the MRFH

Approx. 2km radius



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with a posted speed limit of 110 km/h to the north-east side of the LSP and reduces to 90 km/h just east of the LSP and further reduces to 70 km/h to the north-west of the LSP when approaching the Busselton Town Centre.

Vasse Highway, located on the western boundary of the LSP, consists of a two-lane undivided carriageway with the width of approximately 7.5m, kerb to kerb. Vasse Highway connects to Neville Hyder Drive to the south-west of the LSP. This road is classified as “Primary Distributor” under the MRFH with a posted speed limit of

110 km/h adjacent to the LSP which reduces to 80 km/h to the north of the LSP. Vasse Highway connects to Bussell Highway approximately 1.5km to the north-west of the site. Bussell Highway provides the primary link between the LSP and Busselton Town Centre.

Tuart Drive, located on the north-east side of the LSP, consists of a two-lane two-way un-divided carriageway with the width of approximately 9m, edge of the seal width. Tuart Drive connects to Bussel Highway Drive to the north-east side of the LSP, mainly services residential house in the north-east of the LSP. This road is classified as “Regional Distributor” under the MRFH with a posted speed limit of 80 km/h close to the LSP.

3.5 Existing Road Network Operation

Traffic count survey was undertaken at the intersection of Vasse Highway and Neville Hyder Drive (Airport Access) on 21 September 2016 during the PM peak hour. The turning volume at this intersection is shown in Figure 3.4 below.

Figure 3.4 : Turning Volume PM Peak Hour

Existing flights information for the Busselton Airport was also obtained from the City of Busselton and is summarised in the Table 3.1 below.



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Table 3.1 : Flight information

Arrival Departing

Time of Arrival No. of passengers Time of Departure No. of passengers

6:15 AM 70 6:50 AM 70

11:30 AM 25 11:55 25

7:20 PM 40 8:00 PM 40

The flight information shows that during the PM peak hour of the day, there was no departing and arriving flights at this airport which was confirmed on the same day the traffic count survey was undertaken. It also shows that the airport has the highest number of passengers early in the morning which may affect the traffic volume that goes through the intersection of Vasse Highway and Access to the Airport during the AM peak hour. Moreover, there is a private school within the LSP area and taking into consideration the school peak hour coincides with the commuter peak hour, the AM peak hour is considered to be the critical peak and hence has been used for the purpose of the assessment in this report.

As there are no flights arriving and departing the airport during the PM peak hour period , it is assumed that the turning counts recorded from the survey only includes the trips made by the Airport staff. Assuming that the vehicles leaving the airport during the PM peak hour arrived at the airport during the AM peak hour and vice versa, the PM peak hour counts at the intersection of Vasse Highway and Access to the Airport was transposed to represent the AM peak hour traffic.

Also based on the information obtained regarding the flights and number of passengers, a conservative assumption has been made to increase the number of turning vehicles to include the passenger’s trips, during the AM peak hour. It has been assumed that the total of 140 extra trips with the proportion of 50% in and 50% out would be generated by the airport passengers. The estimated AM peak hour traffic is shown in Figure 3.5

below.



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Figure 3.5 : Estimated AM Peak Hour Turning Volume

Existing weekday traffic volumes were obtained from the available traffic counts for sections of the roads in the vicinity of the LSP and are summarised in Table 3.2.

Table 3.2 : Existing Weekday Traffic Volumes on Roads Surrounding the LSP

Weekday Traffic Volumes (Two-Way)

Year Daily (vpd)

AM Peak Hour (vph)

(07:00 -08:00)

PM Peak Hour (vph)

(16:00 -17:00)

Vasse Highway* 2016 2750(factored from AM peak hour) 275 135

Bussell Highway**

2015 13,200 920 1,110

Tuart Drive* 2013 870 87 (factored from daily) 87 (factored from daily)

Joseph Drive 2014 3871 670 337 *Main Roads WA Traffic Digest**Main Roads WA Short Term Traffic Counts



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3.6 Existing Pedestrian/ Cyclist Facilities within the LSP

A 2.0m wide footpath has been provided on at least one side of the existing roads within the LSP.

3.7 Existing Pedestrian/ Cyclist Facilities within 800 from the LSP

A 2.5m shared path is provided on the eastern side of Vasse Highway.

3.8 Existing Public Transport Facilities within the LSP

There are currently three TransBusselton school bus routes (734, 735 and 739) operating between residential areas to the west of the LSP and Busselton schools via Bussell Highway and travelling through western part of the LSP. There are no other commuter public transport facilities that currently exist within the LSP. The existing school bus routes are shown in Figure 3.6.

Figure 3.6 : TransBusslton School Network within the LSP

3.9 Existing Public Transport Facilities within 800m from the LSP

There are currently four TransBusselton School bus routes (705, 740,741 and 742) operating between Georgiana Molloy Anglican School, located adjacent to the north-west corner of the LSP and the other Busselton schools. These existing school bus routes are shown in Figure 3.7.

Figure 3.7 : TransBusselton School Network within 800m from the LSP

LSP

LSP



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4. Traffic Generation, Distribution and Assignment

4.1 Traffic Generation

The trip generation rates for the proposed land uses within the LSP were sourced from the Transport Assessment Guidelines for Structure Plans, WAPC 2006. These rates have been used in the previous traffic study undertaken for the site by Riley Consulting in 2004 as well as Jacobs Provence State Internal Street Network Traffic Assessment in 2014.

Figure 4.2 shows the current developments in the vicinity of the Study Area that are expected to use Joseph Drive to access onto Bussell Highway. These developments mainly include residential houses and Georgiana Molloy School.

Table 3.2 indicates Main Roads WA short term traffic count data is available for Joseph Drive and it is assumed that these trips are generated by the developments in the close vicinity of Joseph Drive as shown in Figure 4.1.

Figure 4.1 : Existing Developments in the vicinity of the Study Area

It should be noted that traffic volumes related to the existing developments have been extracted from the background traffic which will be used to estimate traffic volumes on Bussell Highway and roads within the study area for the future year traffic analysis. Traffic volumes for the existing developments will then be added to the future 2031 background traffic together with the projected traffic for the proposed land uses within the study area for the future year assessment.

Summaries of the trip generation rates used for the proposed land uses in the study area are shown in Table

4.1.

Table 4.1 : Trip Generation Rates

Land Use Yield

Proposed no. new

Lots

Source

Trip Generation Rates (trips per

100 sqm NLA/No.Lots/Student)

Daily AM Peak Hour

Residential 22510 sqm 2000** WAPC 8*** 0.8



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Land Use Yield

Proposed no. new

Lots

Source

Trip Generation Rates (trips per

100 sqm NLA/No.Lots/Student)

Daily AM Peak Hour

Primary School 350 students - WAPC 2**** 1 Commercial 1.6 ha - WAPC 20*** 2

* total LSP area including the existing and proposed.** As per the advice obtained from the Client, the LSP will consist of 2750 residential lots; the existing developed lots areapproximately 750. Note that all lot numbers, dimensions and areas are approximately only and are subject to survey andWAPC approval.*** AM Peak Hour trip rates have been considered to be 10% of the daily trip rates.**** Daily trip rates have been considered to be the total trips that are going to be generated by the school during AM andPM peak hour. As the trip rates for AM and PM peak hour is the same, daily trip rate is considered to be double the amountof trips generated during each peak hour.

The busiest peak hour within the study area has been considered to be AM peak hour as it can be assumed that the morning peak hour of the school coincide with the peak hour of other land uses. On the other hand the POS is expected to mainly attract trips from the residential uses within the study area and outside the peak hour especially AM peak hour. Therefore, as shown in Table 4.1 above the public open space has not been included in trip generation calculation.

Table 4.2 : Total Number of Trips Generated by the LSP

Land Use Source

Number of Trips Generated by the LSP

Daily AM Peak Hour

Residential WAPC 13600 1360 Primary School WAPC 700 350 Commercial WAPC 1,137 114

Total 15437 1824

In and out proportions of the trips generated by each land use type are as shown in Table 4.3.

Table 4.3 : WAPC In and Out Proportions for the Generated Trips

Land Use

Daily AM Peak Hour

In Out In Out

Residential 50% 50% 25% 75% Primary School 50% 50% 50% 50% Commercial 50% 50% 80% 20%

Table 4.4 shows the number of trips estimated to be generated by the LSP after the application of above proportions.

Table 4.4 : LSP Trip Generation Summary

Land Use

Daily AM Peak Hour

In Out In Out

Residential 6800 6800 340 1020 Primary School 350 350 175 175 Commercial 550 550 88 22 Total 15400 1820



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Currently there is also a vacant land to the south east of the LSP for the other land holding. As per the advice obtained from the Client, this area will possibly be developed as residential lots with about 300 dwellings. Access from this land to Bussell highway will be provided through the LSP area and therefore trips generated by this area have also been considered in intersection analysis to provide a conservative assessment. The trip generation rates and proportional split that was used for the residential uses within the LSP has been used for this purpose.

Table 4.5 : Trip Generation by Residential Area to the South East

Land Use

Daily AM Peak Hour

In Out In Out

Residential 1200 1200 60 180 Total 2400 240

4.2 Traffic Distribution

Jacobs assume that the total of trips generated by different land uses within the LSP comprises of internal and external trips.

Internal trips - are considered as trips to/from destinations within the LSP; and

External trips - are considered as trips to/from destinations outside the LSP, usually for employmentbased trips.

The assumptions of the internal and external trip proportions are summarised in Table 4.6 and described below.

Table 4.6 : Proportion of Internal and External Trips for AM peak Hour

Primary School Commercial Residential

External trips 10% 20% 85% Internal trips 90% 80% 15%

The above rates are then applied to the total number of trips generated by each of the land uses and the results are shown in Table 4.7 below.

Table 4.7 : Number of Internal and External Trips for AM Peak Hour

School Commercial Residential

External trips 482 22 1666 Internal trips 120 88 294

Commuter trips:

According to the information obtained from Australian Bureau of Statistics (ABS) Census Data 2011, almost all the existing employed population of Yalyalup works in Busselton and Bunbury. It is also considered that apart from the commercial area within the LSP the major retail area in the area surrounding the LSP is Busselton Town Centre. Therefore it is assumed that most of the residential trips are heading westbound along Bussell Highway (90%).

School trips:

It is assumed that the proposed primary school catchment will include both the LSP and the surrounding area with a large amount of students from inside the LSP area. The external school trips will be distributed to the surrounding residential areas with the same distribution as commuter trips. Therefore, approximately 10% of the trips are assumed to be to/from the residential areas to the east and the rest to the west.



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Footpaths and cycle lanes are proposed to be provided at least along one side of most of the roads within the LSP. Therefore, it is expected that a proportion of internal trips will be through cycling or walking. To have a conservative assessment, all internal trips have been assumed as vehicle trips.

4.3 Traffic Assignment

The LSP is connected to the external road network through four access points which are shown in Figure 4.2.

Figure 4.2 : The LSP Access Points

Traffic count data has been obtained from MRWA website for Joseph Drive for 2014. This information has been used to estimate the number of trips that is currently using Access A (including the private school outside the LSP and the residential lots within the LSP area that is already developed)

It is also assumed that all the external commercial trips will be using Access B and majority of the school traffic is from/to the area to the north west of the LSP. Access A is the closest access to the residential areas but as a result of congestion during school opening and closing times, it is expected that school traffic would distributed between both Access A and B to enter into the LSP area. Therefore, the external trips to/from the primary school have been divided equally between Accesses A and B.

The remaining trips generated by uses within the LSP area have been assigned to the internal road network based on their proximity to each access point and their origin/destination:

Inbound:

Access A –10%;

Access B – 30%;

Access C – 40%; and

Access D – 20%.

Outbound

Access A –30%;

E



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Access B – 25%;

Access C – 25%; and

Access D – 20%.

The inbound traffic for Access A is estimated to be higher than outbound. Based on the location of Access A which is closely located to the developed part of the LSP, it is expected that it would mainly be used by similar number of vehicles and the rest of the LSP traffic will be using other access points based on their proximity to each access point and their route choice behaviour.

Access A is expected to get a higher percentage of outbound traffic as it provides a connection between a neighbourhood connector road, which is extended through most parts of the LSP, and Bussell Highway. Also Busselton town centre as the main trip attraction of the LSP is located to the west of the LSP area and therefore Access A located on the west end of the LSP is expected to be used more often than the other access points.

The generated traffic was then assigned to the external road network based on the distribution rates explained in Section 4.2.

It should be also noted that turning counts at the existing access points to the LSP are not available and therefore existing traffic volumes on Joseph Drive have been distributed and assigned to the road network based on the same assumptions for the distribution and assignment of the trips generated by the future developments in the study area. Hence the yield of the proposed residential use and primary school in Table 4.1 is based on total land that belongs to Provence Estate.

Turning volumes at the Joseph Drive/Bussell Highway intersection is shown in Error! Reference source not found. below.

Figure 4.3 : Estimated Turning Counts at the Intersection of Bussell Highway / Joseph Drive, AM Peak Hour

4.4 Non LSP Traffic in the Assessment Year

WAPC Transport Assessment Guidelines for Structure Plans (WAPC, 2006)states that the future traffic analysis should be undertaken for 15 or 20 years or more into the future.



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As described earlier, there is a plan to expand Busselton international Airport which is located to the south of the LSP. The projected number of passengers obtained from the City of Busselton is shown in Table 4.8 below. The information is only available up to 2026 horizon. Therefore the future year assessments have been undertaken for 2026.

Table 4.8 : Projected Passenger Number

Key

Statistics

2016/

2017

2017/

2018

2018/

2019

2019/

2020

2020/

2021

2021/

2022

2022/

2023

2023/

2024

2024/

2025

2025/

2026

Passenger

Movements

36,556 45,193 65,030 93,394 109,305 153,983 160,338 167,295 166,547 183,270

The number of trips to and from the airport for the existing situation has been estimated in Section 3.5. This number has been growth up by using the growth factor calculated based on the information provided in Table

4.8.

The future turning volumes at the airport access point is shown in Figure 4.4 below.

Figure 4.4 : Turning Volumes at the Airport Access Point, 2026

The existing traffic volume along Bussell Highway is shown in Table 3.2. An average growth rate per annum was calculated for Bussell Highway and Vasse Highway based on the historical traffic data obtained from MRWA traffic digest and is shown in Table 4.9. Note that these represent a very high growth rate for Bussell Highway, Vasse Highway and Tuart Drive, and is unlikely to continue to grow at these rates into the future years. However, these rates have been used to forecast the future year traffic to account for the worst case scenarios.



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Table 4.9 : Average Traffic Growth Rate

Road Average Growth Rate per Annum

Bussell Highway 4%

Vasse Highway /Tuart Drive 3%

Traffic volumes on the Bussell Highway and Vasse Highway after the adjustment using the above rates are shown in Table 4.10 below.

Table 4.10 : Mid-block Average Daily Traffic Volume

Road 2031 Two –way Traffic Volume (vpd)

Bussell Highway 24,780

Vasse Highway 4300

As per the information provided in The Redevelopment of Margaret River Townsite: Creating a World Class

Main Street Tourist Precinct Report , Bussell Highway north of Town Centre is expected up to carry 5,600 vehicles per day in 2031. This is after the construction of BOB. This amount will be increased to 7,600 without the bypass. Therefore Bussell Highway is estimated to carry much higher traffic than what it was predicted.

It should be noted that after the construction of BOB traffic volumes along Bussell Highway for 2031 horizon can be expected to be lower than the amount shown above. To undertake a conservative assessment, construction of BOB has not been considered in the analysis for the purpose of this report.

It should also be noted that according to the location of the LSP it is not expected that any proportion of through traffic will be using the roads within the LSP.



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5. Proposed Internal Transport Network

5.1 New Road Network within the LSP

Two road hierarchies have been proposed for the internal road network. The layout and proposed road hierarchy for the internal road network is shown in Figure 5.1.

Figure 5.1 : Proposed Internal Road Network Hierarchy

Based on the indicative road functions, Jacobs has recommended street types for the internal street network. These recommendations are based on the expected function of the road and the existing road reservation within the LSP. The roads that are not highlighted under any of the above categories will mainly operate as an Access Road type D. The following cross-sections are indicative plans and are all subject to adjustment in the final adoption of draft LN 2015.

Table 5.1 shows the recommended road reservation widths for the proposed internal network.

Table 5.1 : Road Reservation width for Proposed Internal Transport Network*

Hierarchy Desirable

Maximum Volume

(vpd)

Indicative

Reservation Width

Kerb to Kerb

Width

Speed Limit

(km/h)

Neighbourhood Connector A 7,000 24.4 16.2 50

Access Street Type A 3,000 20.5 -24.0 13.7-17.2 50

Access Street Type B 3,000 17.9 9.7 40

Access Street Type C 3,000 15.4 7.2 40

Access Street Type D 1,000 14.2 6 30 * Liveable Neighbourhood, 2009 – it is noted that the draft liveable neighbourhood 2015 is currently under review and not yet been finalised.In general, the draft liveable neighbourhood proposes wider road reserve for different types of the roads, as a result of having wider medianand footpaths ( for about 1m each) and wider on-street parking bays (2.3m instead of 2.1m).



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Neighbourhood Connector A

According to liveable Neighbourhood 2015, Neighbourhood Connectors are “Streets with mostly residential

frontage that typically provides the lower order subarterial network. These streets service and link

neighbourhoods and activity centres.”

A typical cross section for a Neighbourhood Connector A is shown below in Figure 5.2. The provided cross-section is suitable to accommodate low traffic demand. A minimum 2.0m wide median is provided to calm traffic and provide safer environment for pedestrian to cross. Typically can accommodate buses and can accommodate footpath and on-street cycle lane on both sides. This street is designed to carry volumes of up to 7,000 vehicles per day and to operate at a design speed of 50km/hr. On-street parking is also provided along both sides of this type of road.

Figure 5.2 : Neighbourhood Connector A Cross-section

Source: Liveable Neighbourhood, 2009

Access Street

According to liveable Neighbourhood 2015, Neighbourhood Connectors are “Access streets are to

accommodate shared pedestrian, bike and vehicular movements. The requirements of adjacent land uses

should be supported through street design.”

Access Street Type A

A typical cross section for an Access Road Type A is shown below in Figure 5.3. The provided cross-section is suitable to accommodate low traffic demand. A 2-6m wide median is provided to calm traffic and provide safer environment for pedestrian to cross. Typically Access Road Type A can accommodate footpaths on both sides. This street is designed to carry volumes of up to 3,000 vehicles per day and to operate at a design speed of 50km/hr. On-street parking is also provided along both sides of this type of road.

Figure 5.3 : Access Road Type A Cross-section

Source: Draft Liveable Neighbourhood, 2009



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Access Road Type B,

A typical cross section for an Access Road Type B is shown below in Figure 5.4. The provided cross-section is suitable to accommodate low traffic demand. Access Road Type B can typically accommodate footpaths on both sides. This street is designed to carry volumes of up to 3,000 vehicles per day and with target speed of 40km/hr. Embayment parking is not permitted along this type of road.

Figure 5.4 : Access Road Type B Cross-section


Access Road Type C

A typical cross section for an Access Road Type C is shown below in Figure 5.5. The provided cross-section is suitable to accommodate low traffic demand. Access Road Type C can typically accommodate footpaths on both sides. This street is designed to carry volumes of up to 3,000 vehicles per day and with target speed of 40km/hr. Embayment parking is not permitted along this type of road.

Figure 5.5 : Access Road Type C Cross-section


Access Road Type D

A typical cross section for an Access Road Type D is shown below in Figure 5.6. The provided cross-section is suitable to accommodate low traffic demand. Access Road Type D can typically accommodate footpaths on both sides. This street is designed to carry volumes of up to 1,000 vehicles per day and with target speed of speed of 30km/hr. Frequent staggered street parking on both sides would visually narrow the street; to control speed and provide a safe pedestrian environment.



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Figure 5.6 : Access Road Type D Cross-section


5.2 Access Arrangements

The access points from the LSP to the external road networks are described below:

5.2.1 Access A

Access A is the existing intersection of Bussell Highway and Joseph Drive. This intersection is a full movement priority control T- intersection. At this intersection Bussell Highway provides a 150 m right turn slip lane on both eastern and western approaches and Joseph Drive provides a 150m continuous left turn slip lane.

On both eastern and western approaches to the intersection, Bussell Highway provides a central median with the width varying between 28m and 30m which provide the opportunity of stage crossing for the right turn movements.

Figure 5.7 shows the existing intersection of Bussell Highway and Joseph Drive.

Figure 5.7 : Existing intersection of Bussell Highway and Joseph Drive



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5.2.2 Access B

Access B is the intersection between one of the LSP’s internal roads and Bussell Highway. As this intersection is going to have a similar operation to the existing intersection at Access A, it is proposed to operate as full movement priority control T- intersection with the same layout as the intersection provided at Access A.

The proposed Access B is located approximately 150m to the west of the existing intersection of Bussell Highway and Osprey Drive located on the north side. Preliminary advice obtained from MRWA in November 2015, indicates a minimum 300m separation should be maintained between the existing Osprey Road intersection and any turning treatments proposed for the new intersection at Access B. Jacobs understands that this stems from the need to provide adequate stopping sight distance, given the designated speed on Bussell Highway. Whilst this advice is noted, a separation distance of 150m as shown on the structure plan is considered acceptable for the following reasons:

Osprey Road currently provides access to a number of rural residential houses to the north of Bussell Highway which is expected to have a very low demand especially during the peak hour. Currently at the intersection of Bussell Highway and Osprey Road, Bussell Highway provides a 140m left turn pocket. Distance between the start of the existing left turn pocket at this intersection to the proposed location of Access B is approximately 150m which is less than the 300m distance adopted by MRWA. However it is considered that:

Due to the land uses that are proposed to be provided within the LSP and the land uses that currentlyexist north of Osprey Road, it is assumed that the demand for the right-left movement out of Access Band the right-left movement out of Osprey Road would be very low for the future scenario;

The implementation of left turn pockets that are extended between the two intersections, the vehiclescould enter the left turning lanes directly without having to accelerate to meet the operating speed alongBussell Highway and then suddenly decelerating to exit Bussell Highway; and

Reducing speed along Bussell Highway at the section adjacent to the LSP to match the operatingspeed on either side of Bussell highway would provide a safer environment for merging traffic. (Refer toSection 8.2)

As such Access B could be supported at its proposed location whilst maintaining safety along this section of Bussell Highway. An example of this configuration from Austroads Guide to Traffic Management Part 6 is shown below in Figure 5.8

Figure 5.8 : Dual Carriageway, Right-left Staggered Intersection

Source: Austroads Guide to Traffic Management Part 6



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5.2.3 Access C

Access C is the intersection between one of the LSP’s internal roads and Bussell Highway, to the north east of

the development. In the draft plan by RPS, Dec 2015, this access is located close to the intersection of Tuart Drive and Bussell Highway and therefore it can be proposed to operate as one of the following layouts:

A 4-way signalised intersection;

A 4-way roundabout; and

A 3-way staggered intersection

The roundabout option is the recommended option by Jacobs. However the final configuration of this access will be discussed and agreed by all stakeholders, and subject to Main Roads’ approval.

5.2.4 Access D

Access D is the existing intersection of Vasse Highway and Blum Boulevard, this intersection is a full movement priority control T- intersection. At this intersection Vasse Highway provides a 60 m left turn pocket on north western approach.

This intersection is not part of the LSP but it is expected that a proportion of traffic generate by the lots to the west of the LSP will use this access to get to Bussell Highway. It is also expected that the proportion of traffic intending to go south through Vasse Highway will use this access.

Figure 5.9 shows the existing intersection of Vasse Highway and Blum Boulevard.

Figure 5.9 : Existing intersection between Vasse Highway and Blum Boulevard

5.2.5 Access E

Access E is the left in-left out intersection proposed to be located between Access C and the eastern extent of the structure plan area with direct access onto Bussell Highway. It should be noted that the introduction of this access would improve the operation of the other proposed access points from the LSP. Hence, consideration could be given to the provision of this access.



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6. Intersection Assessment

SIDRA software package 5.0 has been used for the purpose of assessing intersection performance in this report. Results of the SIDRA assessments have been reported for the following criteria to provide a comprehensive analysis of estimated intersection operation:

Degree of saturation (DOS)

The degree of saturation is defined as the ratio of demand flow to capacity. The maximum hourly rate at which persons or vehicles can reasonably be expected to traverse a point or uniform section of a lane or roadway during a given time under the prevailing roadway, traffic and control conditions. It should be noted that although theoretical capacity is reached when the degree of saturation is 1, a practical operational capacity occurs between 0.85 and 0.90.

Level of service (LOS)

The LOS is linked to DOS. There are six levels, designated A to F, with level of service A (LOS A) representing the best operating condition (at or close to free flow), and level of service F (LOS F) the worst (forced flow).

95% back of queue (metres)

Provides output on the 95 percentile queue length for a given intersection approach. The 95 percentile queue length is the value below which 95% of all queues lengths during the peak hour will fall or 5 % of all queue lengths exceed.

Turning volumes at each access points are shown in Figure 6.1 below.

Figure 6.1 : Turning Volumes at each Access Points – AM Peak Hour

6.1 Access A

Figure 6.2 below shows the indicative SIDRA layout of the existing intersection location at Access A. The intersection analysis has taken into account of the Joseph Drive right turn stage crossing as per the current layout.



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Figure 6.2 : SIDRA layout for the existing intersection at Access A

A summary of intersection analysis results is shown in Table 6.1.

Table 6.1 : SIDRA analysis results

AM Peak Hour

Intersection (Approach) Turn DOS LOS 95% back of queue (m)

Joseph Drive (South) Left 0.35 X X

Right 0.66 F 21

Bussell Highway (East) Left 0.03 A 1

Through 0.38 A 0

Bussell Highway (West) Through 0.47 A 24

Right 1.32 F 723

The results show that all movements, apart from the right turn out of Joseph Drive and right turn into Joseph Drive, are anticipated to operate with LOS A for 2026 AM peak hour traffic demand.

The right turn into Joseph Drive is expected to operate with LOS F and DOS of 1.32. This is as a result of a high number of through traffic travelling westbound on Bussell Highway. No further improvement recommended for this intersection, as this analysis was undertaken based on some assumption about the proportion of vehicles that are expected to use Access A to get to the LSP. It is expected that the delay and congestion would change with travel behaviour patterns over time and therefore in reality the number of people that are assumed to use Access A will be reduced. Further analysis showed that by reducing the number of right turners by about 40% and assigning those to other access point will improve the overall operation of the intersection. Analysis of Access B and C shows that extra capacity exists to accommodate the extra demand.

The right turn out of Joseph Drive to Bussell Highway is expected to operate with LOS F, but 95% back of the queue is only 21m (approximately 4 vehicles) and the demand for this movement during the AM peak hour is relatively low (73 vehicles), therefore no further improvement to this intersection are required as a result of development of the LSP. It is also noted that the queuing and delay is mainly as a result of having vehicles waiting in the median to turn right into Joseph Drive.



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6.2 Access B

The proposed Access B will have a similar geometric configuration as for Access A and demand is expected to be less than Access A, therefore a better operational performance level is expected.

Figure 6.3 : Proposed Layout for Access B

A summary of intersection analysis results is shown in Table 6.1.


AM Peak Hour


Access B (South) Left 0.15 A 0

Right 0.23 D 6


Through 0.31 A 0

Bussell Highway (West) Through 0.29 A 0

Right 0.34 C 10

The results show that the proposed intersection layout has sufficient capacity to accommodate the 2031 AM peak hour traffic demand.

6.3 Access C

This intersection has been assessed as a roundabout; as this is the most likely form that would be acceptable to MRWA. The provision of a signalised intersection at this location is subject to an approval from MRWA.



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Figure 6.4 below shows the indicative SIDRA layout for the existing intersection location at Access C.

Figure 6.4 : SIDRA Layout for the intersection at Access C


AM Peak Hour


Access Road Left 0.26 A 9

Through 0.05 A 2

Right 0.05 B 2


Through 0.26 A 11

Right 0.00 A 0

Tuart Drive (North) Left 0.00 A 0

Through 0.07 A 2

Right 0.07 B 2

Bussell Highway (West) Left 0.03 A 1

Through 0.29 A 15

Right 0.10 A 4

The results show that the proposed intersection layout has sufficient capacity to accommodate the 2031 AM peak hour traffic demand.



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7. Changes to Internal Transport Network

7.1 Internal Intersection Controls

It is expected that most of the intersections within the LSP will operate satisfactorily as priority control intersections with a few roundabouts to be provided along neighbourhood Connectors. This is shown in Figure

5.1.

The LSP will connect to the surrounding road network through three access point as described in Section 6 and shown in Figure 5.1.

7.2 Internal Pedestrian / Cyclist and Crossing Facilities

The preferred option for the LSP is to provide shared path at least on one side of each of the internal roads. But as explained earlier in Section 5 the proposed road hierarchy has been recommended to accommodate safe movement of pedestrians and cyclists within the road cross-sections by having 2.5m shared paths/footpaths on both sides along internal roads.

The Transport Assessment Guidelines for Developments, WAPC 2006, provides guidance on the levels of traffic volumes that are likely to affect the ability for pedestrians to cross various types of road. Based on that guidance an undivided two-lane road should be acceptable for pedestrians crossing traffic volumes up to 1,100vph. None of the roads within the LSP is expected to carry future traffic flows above these levels.

7.3 Internal Public Transport Routes

As the Busselton Urban Growth Strategy Plan (endorsed 2006) identifies Provence as the easternmost urban area of the Busselton townsite, any proposed service to Provence will need to terminate in the eastern section of Provence as indicated in Attachment 1. The Public Transport Authority (PTA) has requested that when this section of the Structure Plan undergoes detailed road planning, the PTA is contacted, so a suitable bus bay for a terminus may be incorporated into the design.

Also as per the information provided from PTA, provision of any bus route within the LSP is under the condition that all the roads and intersection within the LSP are designed to allow the bus movement. Further information can be obtained from PTA.

7.4 Access Strategy

According to Liveable Neighbourhoods Guidelines, 2015, when traffic volume along a neighbourhood connector

exceeds 5,000 vehicles per day (500 vehicles per peak hour), vehicles reversing out of driveways may trigger

safety issues.

In these cases, access to the lot should be designed to allow vehicles to be able to exit in a forward direction, or

alternative access provided, e.g. laneway. For traffic volumes between 5,000 vpd and 7,000 vpd, and when

embayed parking is provided, an alternative solution may be to allow vehicles to reverse into protected

embayed parking.

7.5 Safe Route to School

As described in Section 5, 2.5m wide foot paths are proposed to be provided at least on side of the roads within the LSP. All the internal roads within the LSP are proposed to be low speed environment with traffic of up to 700 vehicles per peak hour. In Section 7.2, information has been provided regarding the levels of traffic volumes that are likely to affect the ability for pedestrians to cross.

Further assessment, in relation to provide a trained crossing guard, should be undertaken prior to the school opening.



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The school zone (40km/hr posted speed limit on school days from 7:30-9:00am and from 2:30-4:00pm) restrictions should be applied according to standard Main Roads WA warrants.

Kerb build-outs should be considered at the school access points to reduce the crossing distance for pedestrians.



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8. Changes to External Transport Network

8.1 Road Network

Busselton Outer Bypass (BOB) is planned to be constructed on the southern side of the LSP. According to the information provided in MRWA website, The BOB is being planned as a four lane freeway standard road between Sues Road and Marbellup Road, with provision for a future transit route in the central median. Grade separated interchanges are planned at intersection with Vasse Highway to the south West side of the LSP. The Preliminary Busselton Outer Bypass is shown in Figure 8.1 below.

Figure 8.1 : Preliminary Busselton Outer Bypass Plan

Source: Busselton Outer Bypass and Vasse -Dunsborough Link Planning Studies, Novemeber 2013

8.2 Speed Limit Reduction on Bussell Highway

As per the advice from MRWA, it is likely that the speed limit on Bussell Highway in the vicinity of the estate be reduced to 90km/h for the proposed new subdivision road which links to the proposed village centre, i.e. east of Access B. It was advised that the construction of Access B might be as early as 2017, therefore the agreement of speed reduction will need to be confirmed with Main Roads and City of Busselton at the Access B detail design stage.

In the future where Access C will be constructed along with future residential development within the estate, whether in roundabout configuration or signalised intersection, the speed reduction may be extended further east beyond Access C to accommodate safe stop distance. This will be agreed with Main Roads and the City of Busselton at the planning and design stage of Access C.

8.3 Intersection Controls outside the LSP

There are no plans to modify any of the existing intersections surrounding the LSP (not including the intersections that provide direct access to the LSP).

8.4 Pedestrian/Cycle Networks and Crossing Facilities

In the City of Busselton Bike Plan (2010), providing a 2.0 m wide sealed shoulder along Vasse Highway has been recommended along with providing signage and pavement marking on the existing path to formalise it as a shared path. It is also recommended to widen the path along Bussell Highway. Sealed shoulders on Bussell



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Highway that terminates west of the roundabout of Causeway Road and Bussell Highway; provision of bypass at the roundabout for cyclist has been also recommended.

8.5 Public Transport Services

According to the Information obtained from PTA, no changes have been proposed to the existing public transport services outside the LSP.



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9. Integration with Surrounding Area

9.1 Surrounding Attractors/Generators

As stated in the earlier sections, the proposed LSP will accommodate a range of residential, commercial land uses and a primary school. Therefore, urbanisation within the LSP and the surrounding area will be the main generators for the primary school and commercial area.

The proposed Yalyalup Business Park is proposed to be developed on the south side of the BOB and Busselton Town centre is also a major trip attractor for the residential uses within the LSP



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10. Conclusion

Jacobs was commissioned by Satterley Property Group to undertake a transport assessment for the redesign of the Provence Estate Local Structure Plan (LSP), Busselton WA. The LSP is located in the locality of Yalyalup which is situated approximately 4 km southeast of Busselton Town Centre and is bounded by the proposed Busselton Outer Bypass to the south, Vasse Highway to the west and Bussell Highway to the north.

The LSP comprises a total area of approximately 293.5Ha Gross Area including residential lots with the average lot size of approximately 500 sqm, a commercial centre, a primary school and public open spaces (POS).

It is estimated that the total daily trips generated by the LSP would be approximately 18,300 vehicles per day (vpd) with average peak hour trips around 2,000 vehicles per hour (vph). The internal road network will link to Bussell and Vasse Highway.

A traffic impact analysis was carried out for the LSP under the existing condition and for the forecast year of 2026 for the AM peak hour. The assessment used traffic volumes forecasted from this study and SIDRA software to analyse the performance of the site accesses and surrounding key intersections. In light of the traffic impact analysis, Jacobs make the following recommendations and conclusions:

Access A onto Bussell Highway operates as a priority control with all movement permitted as per theexisting intersection layout. The traffic analysis has shown that the intersection is estimated to operate atLOS F under the 2026 traffic demand.

Access B onto Bussell Highway is proposed to operate as a priority control with all movement permitted.Preliminary advice from MRWA indicates that a minimum 300 metre separation along Bussell Highwaybetween Access B and existing Osprey Road. However, it is proposed that the intersection separation of150m is acceptable for the reasons described in Section 5.2.2 and can operate in a safe manner along thissection of the Bussell Highway through the implementation of a range of design and speed controlmeasures.

Access C onto Bussell Highway operates effectively as a roundabout. This intersection can also beupgraded to a signalised intersection, subject to the approval by MRWA;

Access E onto Bussell Highway is planned to operate as a left-in/left out intersection but has not beenincluded in the assessments; and

All internal intersections should operate effectively as either roundabouts or priority controlled intersectionswith no traffic signals proposed.



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Appendix A. Proposed LSP


Documents

ECM 3377856 v1 DP16-0005 - Advert Appendix - Transport ... · The proposed plan for the total structure plan area is provided in Appendix A. The location of the LSP is shown in