Midvale Local Structure Plan - City of Swan · Stratton. The subject of this report is the proposed Midvale Local Structure Plan (LSP) in the City of Swan. The proposed LSP area is

Midvale Local Structure Plan

Transport Assessment (FINAL)

PREPARED FOR: Peet Stratton Revised July 2015

Document history and status

Author Revision Approved by Date Revision type

R White r01 13/02/2015 Draft

R White r01a B Bordbar 26/02/2015 Final Draft

R White r01b B Bordbar 27/03/2015 Final

R White r01c B Bordbar 20/07/2015 Revised

File name: t14151-rw-r01c.docx

Author: Robin White

Project manager: Behnam Bordbar

Client: Peet Stratton

Project: Lots 50, 102 & 427 Farrall Road, Midvale LSP

Document revision: r01c

Project number: t14.151

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

TABLE OF CONTENTS

1.0 INTRODUCTION ............................................................................................... 1

2.0 PROPOSED LOCAL STRUCTURE PLAN .......................................................... 2

3.0 EXISTING SITUATION ....................................................................................... 3

3.1 EXISTING LAND USE .................................................................................................................................... 3 3.2 EXISTING ROAD NETWORK ......................................................................................................................... 4 3.3 EXISTING TRAFFIC VOLUMES ....................................................................................................................... 8 3.4 HEAVY VEHICLE ROUTES ............................................................................................................................. 8 3.5 PUBLIC TRANSPORT ................................................................................................................................... 11 3.6 PEDESTRIAN AND CYCLIST FACILITIES ....................................................................................................... 12 3.7 CHANGES TO SURROUNDING ROAD NETWORK .................................................................................... 13

4.0 PROPOSED TRANSPORT NETWORK ............................................................ 17

4.1 ROAD HIERARCHY ..................................................................................................................................... 17 4.2 PUBLIC TRANSPORT ................................................................................................................................... 20 4.3 PEDESTRIAN AND CYCLIST FACILITIES ....................................................................................................... 21

5.0 INTEGRATION WITH SURROUNDING AREA .............................................. 23

6.0 ANALYSIS OF THE TRANSPORT NETWORK ................................................. 24

6.1 ASSESSMENT PERIOD ................................................................................................................................. 24 6.2 TRAFFIC GENERATION AND DISTRIBUTION ............................................................................................... 24 6.3 TRAFFIC FLOW FORECASTS ....................................................................................................................... 25 6.4 ROADS AND INTERSECTIONS .................................................................................................................... 27 6.5 INTERSECTION ANALYSIS ........................................................................................................................... 29 6.6 ACCESS TO FRONTAGE PROPERTIES ......................................................................................................... 30 6.7 PEDESTRIAN / CYCLE NETWORKS ............................................................................................................. 30 6.8 ACCESS TO PUBLIC TRANSPORT ............................................................................................................... 31

7.0 CONCLUSIONS ............................................................................................... 32

Appendix A. Midvale Local Structure Plan - Masterplan

Appendix B. Road Cross Sections

Appendix C. SIDRA Intersection Analysis

REPORT FIGURES

Figure 1: Site location .................................................................................................................................. 1 Figure 2: Existing land use ........................................................................................................................... 3 Figure 3: Existing road hierarchy ................................................................................................................ 5 Figure 4: Roe Highway, Toodyay Rd and Farrall Rd north of the site .................................................... 6 Figure 5: Roe Highway, Morrison Rd and Farrall Rd south of the site .................................................. 7 Figure 6: Restricted Access Vehicles Network 2 ....................................................................................... 9 Figure 7: Restricted Access Vehicles Network 4 ....................................................................................... 9 Figure 8: Restricted Access Vehicles Network 6 ..................................................................................... 10 Figure 9: Existing bus routes ..................................................................................................................... 11 Figure 10: Bike map ................................................................................................................................... 12 Figure 11: Site Location on Metropolitan Region Scheme .................................................................... 13 Figure 12: Proposed Intersection Upgrade (City of Swan Transport Strategy) ................................... 15 Figure 13: Morrison Rd / Farrall Rd draft intersection concept (MRWA, July 2015) ......................... 15 Figure 14: Road Hierarchy ........................................................................................................................ 17 Figure 15: Pedestrian and cyclist facilities ............................................................................................... 21 Figure 16: Future Daily Traffic Volumes .................................................................................................. 26 Figure 17: Intersection treatments ........................................................................................................... 27

REPORT TABLES

Table 1: Existing Traffic Volumes ................................................................................................................ 8 Table 2: Road Hierarchy ............................................................................................................................ 18 Table 3: External Trip Distribution ........................................................................................................... 24

t14151-rw-r01c.docx Page 1

1.0 Introduction

This Transport Assessment has been prepared by Transcore on behalf of Peet Stratton. The subject of this report is the proposed Midvale Local Structure Plan (LSP) in the City of Swan. The proposed LSP area is bounded by Roe Highway to the west, the future Perth-Adelaide National Hwy reservation at the northwest, railway reservation on the east and Morrison Road to the south. Its location is shown in Figure 1 in relation to the various zones and reservations of the Metropolitan Region Scheme (MRS).

Figure 1: Site location


2.0 Proposed Local Structure Plan

The draft Masterplan for the proposed Midvale Local Structure Plan (LSP) is included at Appendix A. The LSP proposes residential land ranging from R30 to R60 density. The LSP area is anticipated to yield approximately 1250 to 1300 residential lots. On the western side adjacent to Roe Highway is a Western Power power line corridor. The grey-hatched area at the south of the LSP area includes existing commercial development along Morrison Road and is identified as “Area subject to Future Planning Investigation”. Potential road alignments in this area are indicated but would be subject to review as part of that future planning investigation. Initially Orchard Avenue would not connect through to the LSP area from Morrison Road but this option would remain available for consideration as part of the future planning investigation, separate to this LSP. The LSP plan has taken into consideration the future grade-separation of the Farrall Road railway crossing. The rail bridge alignment (both horizontal and vertical) is to be addressed in the separate civil engineering report prepared by the Civil Group for this LSP. The LSP plan shows a proposed realignment of Farrall Road south of the railway line that would have benefits in terms of development potential in this area as well as introducing a more curvilinear road alignment to help manage traffic speeds on this existing district distributor road.


3.0 Existing Situation

3.1 Existing Land Use

Existing land uses in most of the LSP area are rural with no dwellings in the northern and central portion of the LSP area, as shown in Figure 2.

Figure 2: Existing land use


There are a number of existing dwellings on large lots with redevelopment potential in the southern portion of the LSP area. There is an existing McDonalds fast food restaurant at the northwest corner of Farrall Rd / Morrison Rd intersection, with a garden supplies business and Midland veterinary hospital to the west along Morrison Road. South of Morrison Road (west of Farrall Road) is the Midvale industrial area. There is existing residential development east of Farrall Road (south of Morrison Road) and on the eastern side of the railway reserve opposite the LSP area. The existing Stratton Park shopping centre is located on the eastern side of Farrall Road directly opposite the northern end of the LSP area and Middle Swan Primary School is a few hundred metres further to the northeast across the playing fields. Swan View Senior High School located on the south side of Morrison Road approximately 600m east of the railway line.

3.2 Existing Road Network

The existing road network and its classification in the Main Roads WA functional road hierarchy is illustrated in Figure 3.


Figure 3: Existing road hierarchy

Farrall Road runs north south through the site with signalised intersections at Morrison Road and Great Eastern Hwy south of the site. North of the site it connects to Toodyay Road via Lewis Jones Cross at an unsignalised T-intersection. The route north from the site includes two single-lane roundabouts at Farrall Rd/O’Connor Rd and Farrall Rd/Lewis Jones Cross, as shown in Figure 4. Farrall Road also has a level crossing of the railway at the northern boundary of the subject site.


Figure 4: Roe Highway, Toodyay Rd and Farrall Rd north of the site

Farrall Road is currently classified as a Distributor B road. Within the site area it is constructed as a two-lane, single-carriageway rural road (7.4m seal width plus unsealed shoulders) with a posted speed limit of 80km/h through most of the site area. The speed limit drops to 60km/h from 160m south of the railway crossing and also drops to 60km/h from 440m north of the Morrison Road intersection. Morrison Road is constructed as a 4-lane dual-carriageway road (i.e. 2 lanes each way with a median of about 5m accommodating right turn pockets) adjacent to the site area. It tapers down to a 2-lane single-carriageway road at the railway level crossing at the eastern edge of the site, as can be seen in Figure 5. Morrison Road has a posted speed limit of 60km/h. The Morrison Rd / Farrall Rd signalised intersection has separate right turn lanes on each approach but no left turn slip lanes. The City of Swan has plans for minor modifications to the existing intersection (such as moving the noses of traffic islands back a short distance to improve turn paths for heavy vehicles) funded under the Black Spot program in 2014/15 financial year.

The subject site currently also has access from Morrison Road via Orchard Avenue, which crosses Morrison Road at a stop sign controlled 4-way intersection approximately 160m east of Roe Hwy, 320m west of Farrall Road. There are right turn pockets within the median on Morrison Road. Within the site area Orchard Ave is constructed as a low volume single-carriageway rural road with a sealed width of approximately 5 metres.


Figure 5: Roe Highway, Morrison Rd and Farrall Rd south of the site Morrison Rd, Farrall Rd, Orchard Ave and Lewis Jones Cross are under the care and control of the relevant local authority. The site is within the City of Swan but Morrison Rd is currently the local government boundary between City of Swan (north side) and Shire of Mundaring (south side). Roe Highway and Toodyay Rd (east of Roe Hwy) are primary distributor roads under the care and control of Main Roads WA. Roe Highway is constructed as a 4-lane dual-carriageway road with signalised intersections at Morrison Rd and Toodyay Rd that are fully channelised with separate right turn lanes and left turn slip lanes on each approach. It is ultimately planned to be upgraded to freeway standard with grade-separated interchanges or flyovers instead of signalised intersections. The Roe Hwy / Great Eastern Hwy intersection has already been constructed to grade-separated interchange standard. The posted speed limit on Roe Hwy varies from 70km/h through the Toodyay Rd intersection, 90km/h adjacent to the subject site, 80km/h through the Morrison Rd intersection then 100km/h further south due to the grade separation at Great Eastern Hwy, Clayton St, etc. Toodyay Rd is only upgraded to dual carriageway standard through the Roe Highway intersection and nearby railway level crossing. Elsewhere it is generally a 2-lane single carriageway rural road standard with some sections of overtaking lanes further east. The posted speed limit is 70km/h from Roe Hwy to Lewis Jones Cross


then 80km/h east of Lewis Jones Cross. All intersections on Toodyay Rd east of Roe Hwy are priority-controlled intersections (stop or give-way sign control).

3.3 Existing Traffic Volumes

Existing average weekday traffic (AWT) volumes on the study area road network

have been obtained from Main Roads WA and are summarised in Table 1.

Table 1: Existing Traffic Volumes Road Name Location AWT Date Roe Hwy North of Great Eastern Hwy 34,734 Feb 2014

North of Morrison Rd 29,472 Apr 2013

North of Toodyay Rd 30,208 Jan 2014

Toodyay Rd East of Roe Hwy 19,040 Feb 2014

Morrison Rd West of Roe Hwy 17,951 Feb 2014

East of Farrall Rd 18,104 Feb 2014

Farrall Rd North of Great Eastern Hwy 14,656 Feb 2014

North of Morrison Rd 7,044 Feb 2014

North of Lewis Jones Cross 5,040 Feb 2014

Lewis Jones Cross South of Toodyay Rd 7,897 Feb 2014

3.4 Heavy Vehicle Routes

The Midvale Industrial Area south of Morrison Road is currently served by a number of Restricted Access Vehicle (RAV) Network routes for access by large heavy vehicle combinations that require special permits for each trip. Main Roads WA manages the RAV Networks and the permits for trucks to use them. Figures 6, 7 and 8 show the roads that are permitted for use by RAV Networks 2, 4 and 6 vehicles, respectively. RAV Network 3 is similar to RAV Network 4 in this area apart from progressive changes in turn restrictions and RAV Network 5 is similar to RAV Network 6 in this area. RAV Networks 2, 3 and 4 permit access by a number of vehicle combinations up to 27.5m long and RAV Networks 5 and 6 extend this to vehicles up to 36.5m long including double road trains. All of these RAV Networks include Roe Highway, Morrison Road (from Roe Hwy to Farrall Rd) and Farrall Road (south of Morrison Rd). RAV Networks 2, 3 and 4 also include Toodyay Road and Great Eastern Highway in this area. Future changes are discussed in section 3.7 below.


Figure 6: Restricted Access Vehicles Network 2





3.5 Public Transport

The closest existing bus routes to the LSP area are Bus Routes 314, 315, 323, 324, 325 and 327, as shown in Figure 9. All six routes run on Morrison Road past the southern end of the LSP area and four of these routes also run past the northern end of the LSP area at the Farrall Rd / O’Connor Rd roundabout. All six routes provide access to Midland town centre and the Midland railway station. Together these routes provide typically two services per hour in each direction on weekdays and Saturdays with higher frequency during weekday morning and evening peak periods. Hourly services are provided on Sundays and public holidays.

Figure 9: Existing bus routes


3.6 Pedestrian and Cyclist Facilities

There are a number of shared paths on the surrounding road network, as shown in Figure 10, which is taken the Department of Transport’s Perth Bike Map series. This includes Farrall Road and O’Connor Road northeast of the LSP area and Morrison Road and Farrall Road south of the LSP area. It also shows there are bicycle lanes or sealed shoulders on Roe Highway, as well.

Figure 10: Bike map


3.7 Changes to Surrounding Road Network

The MRS plan shown at Figure 11 shows the red Primary Regional Roads reservations for Roe Highway on the western side of the LSP area, Great Eastern Highway (GEH) further to the south and the planned alignment of the Perth-Adelaide National Highway (PANH) along Toodyay Road further to the north. (The PANH is currently located on Great Eastern Hwy but long term planning is for an upgraded PANH alignment in the vicinity of Toodyay Road, known as the Orange Route due to colour-codes assigned to the various PANH alignments that were previously evaluated.)

Figure 11: Site Location on Metropolitan Region Scheme

The red road reservations in Figure 11 show that land has been reserved in the MRS for full-movement grade-separated interchanges at Roe Hwy/GEH, Roe Hwy/Morrison Rd and Roe Hwy/PANH. The existing Roe Hwy/Toodyay Rd intersection was planned to be replaced by a Toodyay Rd bridge over Roe Hwy


with no direct connection to Roe Hwy. The existing Lewis Jones Cross link to Toodyay Rd will be replaced by a new road link at the northern end of the LSP area that will pass under the PANH with on/off ramps to and from the northeast only. The closest full-movement interchange on the PANH would be at Talbot Road (where the PANH alignment bends eastwards on Figure 11. However, current planning for Roe Highway has recently changed. The Roe Highway Road Network Study led by Main Roads WA reviewed the design standards for these Roe Highway interchanges and determined that it is not feasible to have a full-movement interchange at Morrison Road as previously planned. The study recommended that Roe Highway should pass over Morrison Road with no direct connection between them. Due to concern about the limited connections to Roe Highway from the Midvale and Stratton area (access to Roe Hwy at GEH via Farrall Rd, at PANH via Talbot Rd or at Great Northern Hwy via Toodyay Rd), a meeting with MRWA officers was held on 21 August 2014 and agreed that MRWA would consider the feasibility of providing on/off ramps to and from the north on Roe Highway at the planned Toodyay Road overpass as well. It should be noted that future removal of the connection between Roe Hwy and Morrison Rd will cut off the existing RAV Network access to the Midvale Industrial Area from Roe Hwy via Morrison Rd. As discussed at section 3.4 alternative access to this area is available from Great Eastern Hwy for RAV Networks 2, 3 and 4 (i.e. heavy vehicle combinations up to 27.5m long) but not for longer vehicles such as double road trains up to 36.5m long. It would not be considered appropriate to route such vehicles through a residential area such as the existing and proposed development along Farrall Road north of Morrison Road, so it is anticipated that 36.5m double road train access to Midvale Industrial Area would cease when the Roe Hwy / Morrison Rd flyover is constructed in future. The City of Swan Transport Strategy (draft, March 2014) evaluated the intersection requirements at Farrall Rd / Morrison Rd intersection for 2031 AM and PM peak hour traffic flows based on MRWA traffic modelling. The recommended intersection upgrade involves additional left turn lanes on the north, south and west approaches to this intersection as shown in Figure 12, however subsequent advice from Main Roads WA has suggested an alternative upgraded intersection layout shown at Figure 13.


Figure 12: Proposed Intersection Upgrade (City of Swan Transport Strategy)

Figure 13: Morrison Rd / Farrall Rd draft intersection concept (MRWA, July 2015)


The existing railway level crossing on Farrall Road is anticipated to be upgraded to a grade-separated crossing in future (a road bridge over the railway line with 7.2m vertical clearance to accommodate double-stacked containers transported by rail in future). Consultation with Main Roads WA, the WA Department of Transport and the Public Transport Authority for this LSP has indicated that Farrall Road grade separation is anticipated to be a longer-term project (probably after 2031) as there are a number of other level crossings (including the Toodyay Road and Morrison Road crossings of this railway line) that are considered higher priority before the Farrall Road crossing.


4.0 Proposed Transport Network

4.1 Road Hierarchy

The hierarchy of roads in and around the LSP area is illustrated in Figure 14 using the road hierarchy defined in Liveable Neighbourhoods (WAPC, 2009).

Figure 14: Road Hierarchy


Some key characteristics of the relevant road classifications have been summarised in Table 2 below. These are generally based on Liveable Neighbourhoods guidelines but a range of widths are presented to allow for a number of local variations in this LSP area for flexibility at subdivision stage.

Table 2: Road Hierarchy

Road Classification

Indicative upper volume (vpd)

Indicative road reserve width

(m)

Indicative road pavement width

(m) Integrator B 15,000 22m-41.2m 2 x 5m (incl. cycle

lanes), median (3.5m to 6m wide) and embayed parking. 3.5m-5.5m CAP roads where required.

Neighbourhood Connector A

7,000 23m-24.4m 2 x 5m (incl. cycle lanes), 2m median and embayed parking

Neighbourhood Connector B

3,000 18-25m 7m (7.4m on bus routes) and embayed parking. (7m median where required for drainage swale.)

Character Street 3,000 22.2m-23m 2 x 3.5m and 7m median with drainage swale

Access Street C 3,000 15.4m 7.2m

Access Street D 1,000 14.2m 6m

Laneway 300 6m 6m typical

Proposed cross sections for these categories of roads have been prepared for this LSP area by Place Laboratory and are illustrated in Appendix B. It should be noted that these road reserve widths are indicative and may be subject to further adjustment in consultation with the Department of Planning and City of Swan during detailed subdivision design. Farrall Road Farrall Road is the main spine road through the LSP area and will be upgraded to Integrator B standard suitable for traffic flows between 7,000 and 15,000vpd. The width of the road reserve will vary along the length of this road to accommodate turn lanes and embayed parking, where required. The existing road reserve is 30 metres wide in the southern half of the LSP area and can accommodate the standard 29.2m Integrator B cross section shown in Liveable Neighbourhoods. A 30m cross section is presented in Appendix B. Where residential lots are planned with direct driveway access along some sections of Farrall Road it is proposed to widen the road reserve to accommodate a


controlled access place (CAP road or service road) within the verge so that vehicles can safety enter and exit from driveways without affecting other traffic flows on Farrall Road. This is illustrated by a 36.2m to 41.2m cross section in Appendix B. In the middle section (south of the railway crossing) the existing road reserve is 20m wide. The road is proposed to be realigned to bend eastwards alongside the railway reserve in this section and a 27m road reserve is proposed, as allowed in Liveable Neighbourhoods with embayed parking in the verges where required (refer LN Element 2 Figure 15 footnote 4). Embayed parking and some services will not be required in the verge alongside the railway reserve so a reduced verge can potentially be provided there. Where there is no requirement to accommodate right turn movements to and from side road intersections it would also be possible to reduce the median, with a minimum of 3.5m indicated to accommodate street trees. This range of widths is represented by 22m and 27m cross sections in Appendix B. The northern section of Farrall Road north of the O’Connor Rd roundabout is already upgraded to Integrator B standard within a 40m road reserve. Neighbourhood Connector / Orchard Avenue The extension of Orchard Avenue northward through the LSP area will function as a neighbourhood connector road within the LSP area but as traffic volumes will be below 3000vpd the appropriate road standard is Neighbourhood Connector B. The standard 19.4m cross section for this class of road in Liveable Neighbourhoods can be reduced to 18m with indented parking in the verges (refer LN Element 2 Figure 18 footnotes). This is illustrated by an 18m cross section in Appendix B. In some places a 7m median with a drainage swale may also be required along this road alignment, so a 25m cross section is also provided in Appendix B to reflect this option as well. The existing Orchard Avenue is initially proposed to be closed off at the southern edge of the new residential areas within the LSP area to avoid additional traffic flows through the existing Morrison Road / Orchard Avenue intersection. There is potential for Orchard Avenue to link through again in future subject to future planning of the future commercial precinct north of Morrison Road, which is beyond the scope of the current LSP. Character Streets A special class of access street called a ‘character street’ is also included for use in this LSP area where required. It is suitable for traffic volumes below 3000vpd. It incorporates a 7m median within the road reserve to accommodate a drainage swale and landscaping elements where required. A 22.2m to 23m cross section for this type of Character Street is shown in Appendix B. Access Streets The basic standard of access street proposed in this LSP area is anticipated to be a 6m wide carriageway in a 14.2m road reserve. This Access Street D results in 4.1m verges on both sides in accordance with Liveable Neighbourhoods. This road standard is proposed where the future total traffic volumes are less than 1000vpd.


Access streets carrying more than 1000vpd would be designed to at least Access Street C standard. Liveable Neighbourhoods indicates a 7.2m road carriageway in a 15.4m road reserve. These two types of street are encompassed by the 14.2m to 15.4m Access Road cross section in Appendix B. A narrower verge may be provided adjacent to public open space where less width is required for services in the verge in accordance with guidance in Liveable Neighbourhoods. (refer LN Element 2 Figures 21 and 22 footnotes). Laneways The proposed road reserve width of laneways in the LSP area is 6.0 metres. These would typically be designed with flush kerbing (i.e. at the same level as the laneway pavement) and central drainage, and can accommodate two-way vehicle movement and rubbish collection. Details relating to the design of these laneways will be addressed in more detail during the subdivision planning stages. It is recommended that visitor car parking should be constructed in the road reserve where available adjacent to proposed lots serviced by laneways.

4.2 Public Transport

Existing bus services in this area are described in section 3.4 of this report. Farrall Road offers a suitable alignment for a future bus route within the LSP area at such time as deemed appropriate by the Public Transport Authority.


4.3 Pedestrian and Cyclist Facilities

The proposed pedestrian and cyclist network for the LSP area is outlined in Figure 15.

Figure 15: Pedestrian and cyclist facilities


It is proposed to provide shared paths on the Integrator Arterial and Neighbourhood Connector roads. These roads would also have a footpath on the opposite side as required in Liveable Neighbourhoods. Footpaths would be provided on at least one side of all roads. Laneway lots are to have footpath access to the visitor parking bays provided for them in the road reserve. On-street cycle lanes will be included on the Integrator B (Farrall Road), as indicated in the details of the road hierarchy listed in Table 2.


5.0 Integration with Surrounding Area

The road network of the LSP area will connect to the surrounding road network at the northern and southern ends of the LSP area as illustrated in Figure 14 (Road Hierarchy). This includes the signalised, 4-way intersection at Morrison Rd / Farrall Rd in the south and the Farrall Rd / O’Connor Rd roundabout in the north The LSP path network will also provide opportunities for connection with existing development in surrounding areas via those northern and southern road network connections as illustrated in Figure 15 (Pedestrian and cyclist facilities).


6.0 Analysis of the Transport Network

6.1 Assessment Period

The assessment year that has been adopted for this analysis is 2031, with full development of the surrounding subregional area as envisaged in the Western Australian Planning Commission’s Directions 2031 and Beyond planning framework (Aug 2010) and Outer Metropolitan Perth and Peel Sub-regional Strategy (draft, Aug 2010). Weekday morning and afternoon peak hours are anticipated to be the critical peak periods in this future, full development scenario, particularly for the typical residential land use proposed in this LSP area, so these periods will be appropriate for analysis of key intersections in this transport assessment.

6.2 Traffic generation and distribution

Detailed traffic modelling has been undertaken for this Transport Assessment. Residential daily traffic generation rates used in this assessment have been derived from peak hour trip generation rates recommended in the Western Australian Planning Commission (WAPC) Transport Assessment Guidelines for Development (2006). The trip rate used for residential land use is 8 vehicle trips per day (vpd) per dwelling, so the anticipated 1250-1300 dwellings in this LSP area would generate approximately 10,000 to 10,400vpd. The distribution of external trips to and from the modelled area is summarised in Table 3. This distribution is based on analysis of the modelled traffic distribution from Main Roads WA 2031 traffic modelling for the 2012 Roe Highway Road Network Study (Road Network Option B).

Table 3: External Trip Distribution

Approach Road Proportion

Farrall Road (north) 16%

O’Connell Rd (northeast) 2%

Stratton Park shopping centre 5%

Morrison Road (east) 6%

Farrall Road (south) 31%

Morrison Road (west) 40% Total 100%


6.3 Traffic Flow Forecasts

The daily traffic generated by the modelled land uses in the study area has been assigned onto the road network by a traffic model using the EMME transport modelling software package. The future total daily traffic flows on the road network in and around the LSP area have been modelled for the future scenario of full development of this area as discussed above. Information obtained from the Main Roads WA 2031 traffic modelling for the 2012 Roe Highway Road Network Study has been utilised to determine the future traffic flows on the surrounding regional road network. Road Network Option B was the preferred option in that study and is used as the source of future traffic flows for this transport assessment. The surrounding regional road network shown in Figure 16 reflects that Option B road network. That 2031 MRWA traffic modelling is understood to have modelled 1200 dwellings in this LSP area, so the modelled traffic results are relatively consistent with the proposed land uses in the current LSP proposal. Figure 16 illustrates future total daily traffic flows anticipated on the road network in and around the LSP area and also shows how much of this traffic is associated with the land uses proposed in the LSP area.


Figure 16: Future Daily Traffic Volumes


6.4 Roads and Intersections

The proposed road network to accommodate these future traffic volumes has been detailed in section 4 of this transport assessment, including the details of the proposed road hierarchy in section 4.1. Figure 17 details the proposed intersection controls for key intersections within the LSP area.

Figure 17: Intersection treatments


Future improvements to the Morrison Rd / Farrall Rd signalised intersection are discussed in section 3.7 (refer Figures 12 and 13). The potential future intersection indicated on Morrison Road (midway between Farrall Road and Orchard Avenue, in the area subject to future planning investigation) would probably be restricted to left in / left out only as it would not be desirable to have a right turn pocket in the Morrison Road median at this point due to overlap with the right turn pocket for the signalised Farrall Rd intersection. This would also depend upon the future of the existing Morrison Rd / Orchard Ave intersection. Both of these intersections will be subject to further investigation during the planning process for the commercial land north of this section of Morrison Road. The preliminary local road network illustrated in Figures 16 and 17 is only indicative at this stage and likely to change during detailed design. Therefore the following discussion of internal intersection treatments is also only indicative and subject to further development during detailed design. The main access road to the proposed residential cell in the LSP area north of the railway line is proposed to be accessed by a new road link to the existing Farrall Rd / O’Connor Rd roundabout, making this a 4-way roundabout in future. This will probably be the only point of right turn access to this residential cell in future when the future road link to Toodyay Road is constructed just north of this cell as part of the future Perth-Adelaide National Highway project. Another roundabout is suggested at the bend at the northern end of the Neighbourhood Connector B extension of Orchard Avenue primarily to improve legibility of the neighbourhood connector route at this point. It will also assist with speed management on this bend in the neighbourhood connector alignment. Four-way intersections on access streets may be treated with entry treatments on the side roads, such as raised plateau treatments, and give way signage to alert drivers on the side roads before entering these priority-controlled intersections and to manage traffic speed on these approaches. On the Integrator B (Farrall Road) Liveable Neighbourhoods requires a left / right intersection spacing of 60m minimum and right / left intersection spacing of 40m minimum. Where the proposed intersection spacing is less than these minima Figure 17 indicates a left in / left out treatment (i.e. no median opening on Farrall Rd) on one of the side roads to eliminate the complications caused by allowing right turns at intersections that are too close together, such as overlapping right turn pockets in the median on Farrall Road. Any laneway connections to Farrall Road would also be restricted to left in / left out with no median opening on Farrall Road. On the Neighbourhood Connector (Orchard Avenue extension) Liveable Neighbourhoods requires a minimum intersection spacing of 40m in all cases. Where the proposed intersection spacing is less than 40m Figure 13 indicates a left in / left out treatment on one side road to address this issue. Alternative treatments


such as splitter islands in both side roads may be a feasible alternative if full movements are required at both intersections. This option can be investigated further at detailed design stage if required.

6.5 Intersection Analysis

The existing Morrison Rd / Farrall Rd intersection will need to cater for about three-quarters of the traffic generated by the LSP area. Intersection capacity analysis has been undertaken for this key intersection for the weekday AM peak and PM peak hour flows that correspond to the modelled 2031 daily traffic flows in Figure 16, for the ultimate road network scenario after the proposed Roe Hwy / Morrison Rd flyover is constructed, and also for equivalent traffic flows for the interim period while the existing Roe Hwy / Morrison Rd signalised intersection remains. Capacity analysis of this intersection has been undertaken using the SIDRA computer software package. SIDRA is an intersection modelling tool commonly used by traffic engineers for all types of intersections. SIDRA outputs are presented in the form of Degree of Saturation, Level of Service, Average Delay and 95% Queue. These characteristics are defined as follows:

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

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

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

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

The results of the SIDRA analysis summarised in Appendix C. The SIDRA intersection layout illustrated at Figures C1 and C2 in Appendix C is based on the draft upgraded intersection layout concept provided by Main Roads WA at Figure 13, although Morrison Road east is also assumed to be upgraded to dual carriageway standard to accommodate the traffic volumes east of the LSP area forecast by MRWA traffic modelling. The SIDRA analysis at Tables C1a and C1b in Appendix C address the interim scenario and Tables C2a and C2b address the ultimate scenario. In both cases the analysis indicates this intersection will be at overall level of service D in both peak hours and will be up to 95.4% or 96.8% of capacity in one of these peak periods under the forecast full development (2031) traffic flows.


It should be noted that the traffic volumes used for this analysis have been quite conservatively calculated (assuming that peak hour traffic flows are 10% of average weekday traffic flows (AWT) and allowing for a 70/30 peak directional split). Existing traffic patterns on Morrison Road (east of Farrall Road) show 7.7% of AWT in the AM peak and 8.3% in the PM peak with approximately 65/35 directional split in both peaks, while Farrall Road (north of Morrison Road) shows 7.7% of AWT in the AM peak and 9.0% in the PM peak with approximately 70/30 directional split in both peaks. Therefore the peak hour traffic flows used in the SIDRA analysis will tend to overestimate the future peak hour traffic flows and directional bias. The future intersection operation is therefore anticipated to be better than the SIDRA analysis indicates. More detailed evaluation would be appropriate as part of the future planning investigation of the commercial precinct north of Morrison Road. Overall, it is considered that the draft upgraded intersection layout concept provided by Main Roads WA is an appropriate future upgrade of this intersection to accommodate the forecast traffic flows.

6.6 Access to Frontage Properties

The WAPC Liveable Neighbourhoods policy requires that “Development along integrator B and neighbourhood connector streets with ultimate vehicle volumes over 5000 vehicles per day should be designed either so vehicles entering the street can do so travelling forward, or are provided with alternative forms of vehicle access. Wider lots with paired driveways and protected reversing areas in the parking lane may be used on streets with up to 7000 vehicles per day.” This restriction will apply to all residential lots fronting Farrall Road in the LSP area as traffic volumes on Farrall Road will be in excess of 7000vpd along this section of Farrall Road. Therefore all lots along Farrall Road will have access from rear laneways or side roads or via a controlled access place (CAP road or service road) in the verge of Farrall Road. Where CAP roads are proposed the road reserve for Farrall Road will be widened appropriately, as discussed in section 4.1. All of the other roads in the LSP area are expected to carry less than 5000vpd, so no restriction on vehicular access is required.

6.7 Pedestrian / Cycle Networks

The proposed network of shared paths for pedestrians and cyclists is described in section 4.3 of this transport assessment. This network of paths will provide an excellent level of accessibility and permeability for pedestrians and cyclists within the LSP area, and connections to existing external pedestrian and cyclist links to the north and south. The WAPC Transport Assessment Guidelines for Developments (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 of up to


approximately 11,000 vpd and this threshold can be increased to around 28,000 vpd by adding a central median or pedestrian refuge islands. On a four-lane road, because of its greater carriageway width, this threshold is lower; even with a median island the threshold is only around 16,000 vpd. The only roads adjacent to this LSP area that are expected to carry future traffic flows above these levels are Morrison Road, Roe Hwy and the Perth-Adelaide National Hwy. The signalised intersection at Morrison Rd/Farrall Rd adjacent to the LSP area will help to facilitate pedestrian and cyclist movements across Morrison Road and is particularly well located to serve future pedestrian and cyclist demand to and from this LSP area. The existing signalised intersection at Roe Hwy / Morrison Rd and future Morrison Road flyover provide similar service across Roe Highway. Future crossing of PANH will be addressed by that project in future.

6.8 Access to Public Transport

At this stage of the structure planning process neither bus stop locations nor subdivision lot layout are known. However, in these circumstances the WAPC Transport Assessment Guidelines for Developments (2006) suggest that it is desirable for at least 90 per cent of dwellings to be within 400m straight line distance of a bus route. Farrall Road provides the most suitable potential alignment for a bus route within this LSP area. Farrall Road is approximately 430m from the western boundary of the LSP area, so a future bus route on Farrall Road would satisfy the abovementioned criterion.


7.0 Conclusions

The main findings of the transport assessment for the proposed Midvale Local Structure Plan (LSP) are outlined below. The LSP area is anticipated to accommodate residential development of approximately 1250 to 1300 dwellings and is anticipated to generate future traffic flows of approximately 10,000 vehicles per day (vpd). The road network of the LSP area has been designed in accordance with WAPC Liveable Neighbourhoods guidelines to accommodate the future traffic flows that will be generated in this area and existing through traffic on Farrall Road. Farrall Road is planned as an Integrator B road and the LSP takes into consideration future grade separation of the existing railway level crossing on Farrall Road. In the central portion of the LSP area Farrall Road is proposed to be realigned to bend eastwards towards the railway reserve along the eastern boundary of the LSP area, which would have benefits in terms of development potential in this area as well as introducing a more curvilinear road alignment to help manage traffic speeds on this existing road. The grey-hatched area at the south of the LSP area includes existing commercial development along Morrison Road and is identified as “Area subject to Future Planning Investigation”. Potential road alignments in this area are indicated but would be subject to review as part of that future planning investigation. Initially Orchard Avenue would not connect through to the LSP area from Morrison Road but this option would remain available for consideration as part of the future planning investigation, separate to this LSP. The existing Morrison Rd / Farrall Rd intersection will need to cater for about three-quarters of the traffic generated by the LSP area. A draft upgraded intersection layout concept has been provided by Main Roads WA and evaluated in this transport assessment. It is concluded that the Main Roads WA concept is an appropriate future upgrade of this intersection to accommodate the forecast future traffic flows both before and after the existing Roe Highway / Morrison Road signalised intersection is replacement by a flyover with no direct connection between those two roads in future, as now proposed by Main Roads WA. A proposed small residential cell north of the railway line would be accessed via a new road connection to the existing Farrall Rd / O’Connor Rd roundabout, making this a 4-way roundabout in future. Intersection treatments for various new intersections along Farrall Road and Orchard Avenue within the LSP area are addressed in this transport assessment but will be subject to further review and development as the local road network is likely to be revised during detailed design within this LSP area.


Proposed residential lots along Farrall Road will generally not be permitted to have direct driveway access from Farrall Road and will have vehicle access via rear laneways, side roads or controlled access places (CAP roads or service roads) within the Farrall Road reserve, which would require local widening of the Farrall Road reservation. Farrall Road offers a suitable alignment for a future bus route through the LSP area when such service is deemed appropriate by the Public Transport Authority. The proposed LSP also provides for a comprehensive network of shared paths and footpaths within the LSP area and connections to existing external pedestrian and cyclist links to the north and south.


Appendix A

Midvale Local Structure Plan – Masterplan



Appendix B

Road Cross Sections


Appendix C

SIDRA Intersection Analysis


Figure C1. Morrison Rd / Farrall Rd interim road network intersection layout analysed in SIDRA


Table C1a. SIDRA results – Morrison Rd / Farrall Rd signalised intersection – interim scenario 2031 weekday AM peak with full development



Table C1b. SIDRA results – Morrison Rd / Farrall Rd signalised intersection – interim scenario 2031 weekday PM peak with full development



Figure C2. Morrison Rd / Farrall Rd ultimate road network intersection layout analysed in SIDRA


Table C2a. SIDRA results – Morrison Rd / Farrall Rd signalised intersection – ultimate scenario 2031 weekday AM peak with full development



Table C2b. SIDRA results – Morrison Rd / Farrall Rd signalised intersection – ultimate scenario 2031 weekday PM peak with full development


Documents

Midvale Local Structure Plan - City of Swan · Stratton. The subject of this report is the proposed Midvale Local Structure Plan (LSP) in the City of Swan. The proposed LSP area is