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Gateway WA PERTH AIRPORT and FREIGHT ACCESS PROJECT
Gateway WAPerth Airport andFreight Access Project
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GOVERNMENTO
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ESTERN AUSTRALIA
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GOVERNMENTO
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PROJECT MASTER PLANMAIN ROADS CONTRACT 141/09
APRIL 2012
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Contents
Executive Summary ............................................. i 1. Introduction .......................................... 3
1.1 Report Purpose .................................... 3 2. Project background .............................. 5
2.1 Perth Airport ......................................... 5 2.2 The Kewdale Industrial Area ............... 5
2.3 The Road Network ............................... 5
2.4 Project Location ................................... 5 2.5 Ultimate Planning Concept .................. 6
2.6 Project Concept ................................... 6
3. Project Definition .................................. 8
3.1 Problem Definition ............................... 8 3.2 Project Objectives ................................ 8
4. Consultation ....................................... 10
4.1 Project Governance Framework ........ 10 4.2 Engagement and communication
activities ............................................. 12
4.3 Key stakeholder engagement ............ 12
4.4 Outcomes and Commitments from the Consultation ................................. 14
5. Constraints and opportunities ............ 15
5.1 Social Constraints .............................. 15
5.2 Environmental Constraints ................. 16
5.3 Engineering Constraints ..................... 18
5.4 Constraints Mapping .......................... 20
6. Design Criteria and Standards ........... 22
6.1 Network Performance Targets ........... 22 6.2 Road Standards ................................. 22
6.3 Drainage and Water Management ..... 24
6.4 Structures ........................................... 24
7. Traffic and Road Network Assessment25
7.1 Demand Forecasting .......................... 25 7.2 Traffic Investigations .......................... 29
8. Network Management Considerations35 9. Tonkin Highway Interchange Options 37
9.1 Background ........................................ 37 9.2 Tonkin Highway / Boud Avenue
Interchange: Assessment and Findings .............................................. 37
9.3 Tonkin Highway / Leach Highway Interchange: Assessment and Findings .............................................. 38
9.4 Tonkin Highway / Horrie Miller Drive / Kewdale Road Interchange: Assessment and Findings .................. 39
9.5 Tonkin Highway / Roe Highway / Abernethy Road Interchange: Assessment and Findings .................. 41
9.6 Tonkin Highway – Great Eastern Highway to Hale Road........................ 42
10. Leach Highway Interchange Options . 43
10.1 Background ........................................ 43 10.2 Leach Highway / Abernethy Road
Interchange: Assessment and Findings .............................................. 43
10.3 Leach Highway – Orrong Road to Airport ................................................. 44
11. Local Area Access Modifications ....... 45
11.1 Background ........................................ 45 11.2 Leach Highway Access Modifications 47
11.3 Kewdale Road Modifications .............. 47 11.4 Roe Highway Access Modifications ... 48
11.5 Road Train Assembly Area ................ 48
12. Project Master Plan Concept ............. 49
12.1 Overview ............................................ 49 12.2 Road Design ....................................... 49
12.3 Network Operations and ITS .............. 49
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12.4 Principal Shared Paths and Connections ....................................... 50
12.5 Stormwater Management .................. 51 12.6 Structures .......................................... 52
12.7 Urban Design ..................................... 56
13. Other Key Project Considerations ..... 58
13.1 Background ........................................ 58 13.2 Environmental Considerations ........... 58
13.3 Utilities and Services ......................... 59 13.4 Land Considerations .......................... 60
13.5 Construction Considerations ............. 60
14. Budget, Costs & Delivery Method ...... 62
14.1 Budget................................................ 62 14.2 Basis of Estimate ............................... 62
14.3 Contingencies and Risks ................... 63 14.4 Preliminary Cost Estimate ................. 63
14.5 Delivery Method ................................. 63
15. Other Network Infrastructure Priorities65
15.1 Immediate Priorities ........................... 65 15.2 Priorities within the next 20 years ...... 66
16. Remaining Activities .......................... 67 17. Conclusion ......................................... 68 18. References ........................................ 70
Figures Index Figure 1-1 Gateway Project Master Plan ......... 4
Figure 2-1 Gateway WA - Ultimate Planning Concept ............................ 7
Figure 4-1 Project Governance Framework .................................... 11
Figure 5-1 High Risk Services ........................ 21
Figure 7-1 Forecast Vehicle Volume Summary ....................................... 25
Figure 7-2 Daily Passenger and Vehicle numbers for the Consolidated Terminal ........................................ 26
Figure 7-3 Forecasts of Current and Future Containerised Traffic (TEUs) ........................................... 27
Figure 7-4 Estimates of Current and Future Freight Traffic through Kewdale (in tonnes) ...................... 27
Figure 7-5 Anticipated Growth in Tonnage Throughput .................... 28
Figure 7-6 Anticipated Growth in Heavy Vehicle movements by road ......... 28
Figure 7-7 Do nothing and project case network comparison ...................... 29
Figure 7-8 Comparison of Traffic Volumes and Intersection Capacity Limits .............................. 30
Figure 7-9 Roe Highway/Tonkin Highway Interchange Arrangement (Project Concept) .......................... 32
Figure 7-10 Freight Demand ............................ 33
Figure 7-11 Traffic Distribution servicing Perth Airport .................................. 33
Figure 7-12 PARAMICS-SCATSIM microsimulation ............................. 34
Figure 8-1 Highway Management System .......................................... 36
Figure 8-2 Arterial Management System ........ 36
Figure 9-1 Dunreath Drive Realignment ......... 38
Figure 9-2 Tonkin Highway/Leach Highway Interchange Arrangement.................................. 39
Figure 9-3 Tonkin Highway/Horrie Miller Drive/Kewdale Road Interchange Arrangement ............. 40
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Figure 9-4 Tonkin Highway Collector Distributor Road/Kewdale Road on ramp ............................... 40
Figure 10-1 Leach Highway / Abernethy Road Interchange Arrangement ................................. 43
Figure 11-1 Kewdale Area Local Road Network Modifications .................. 46
Figure 12-1 Extent of sub terrain structures – Leach / Tonkin Highway Interchange .................... 53
Figure 15-1 Recommended Infrastructure Upgrades by 2031 ........................ 65
Tables Table 4-1 Summary of Engagement
Activities – Project Master Plan ............................................... 13
Table 6-1 Typical Cross Section key features ......................................... 23
Table 12-1 Summary of New Bridge Structures ...................................... 54
Table 13-1 Key Services Accommodation Works ............................................ 59
Table 14-1 Funding Commitments .................. 62
Table 14-2 Preliminary Cost Estimate ............ 64
Table 16-1 Summary of key remaining activities ........................................ 67
Appendices APPENDIX A – Project Master Plan Concept
APPENDIX B – Project Governance Framework
APPENDIX C – Summary of Ground Conditions
APPENDIX D – Constraints Mapping
APPENDIX E – Highway Typical Cross Sections
APPENDIX F – RAV and HWL Network
APPENDIX G – PSP Network
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Executive Summary The Gateway WA project is a major road infrastructure project which is jointly funded by the State (Western Australia) and Federal governments, with over $1 Billion of funds already committed to the project. The project involves major investment in the primary road transport network that will, facilitate airport consolidation, and dramatically improve access for freight to the surrounding industrial land areas and the nationally significant Kewdale and Forrestfield intermodal freight facilities. The project focuses on critical upgrades required for; Tonkin Highway between Great Eastern Highway and Roe Highway, and Leach Highway from Orrong Road to the new consolidated airport terminal. The project will significantly improve network reliability and reduce levels of congestion currently experienced on these sections of road. It constitutes a major investment in promoting and facilitating the economic vitality of the Region.
Master planning for Gateway WA Perth Airport and Freight Access Project commenced in mid 2010 when Main Roads awarded Gateway Vision (consultants BG&E and GHD) a contract to undertake a comprehensive planning study. This master plan builds on the work undertaken by Main Roads WA to develop a visionary Ultimate Concept Plan to meet the needs of a future Perth population of 3.5 million. A comprehensive package of engineering and related investigations has been undertaken to guide and inform option development and selection to identify the project master plan. This report provides a concise overview of the work completed, the option development process and key outcomes. To aid the reader, much of the supporting data and analysis is either included in the appendix or cross referenced to the relevant technical reports.
The project master plan defines the first stage of implementation for the project to service the community and road network for the next 20 years (to 2031 and beyond). The project master plan represents the first stage in the implementation of the Ultimate Planning Concept. The road network in and around Perth Airport is already close to capacity. Main Roads Western Australia (MRWA) had previously identified the requirement to upgrade Tonkin Highway and its interchanges with Leach Highway and Horrie Miller Drive. Recently however, the need for road network improvements has become significantly more pressing, due to the economic success of the region, Perth Airport has experienced approximately 15 years of ‘normal’ passenger growth over the past 3 years. Consequently, the current 10 million annual passenger number is expected to exceed 25 million by 2031, and, as a result, Perth Airport has brought forward its plans to consolidate and expand the domestic and international terminals.
Similarly, the Kewdale industrial area is a significant freight distribution hub due to its proximity to the highway network and freight railway. Approximately a third of all containers unloaded from Fremantle Port are currently delivered to Kewdale for distribution, however that number is predicted to double in coming years. To further compound matters, the airport is also becoming a significant distribution centre in its own right, with Coles and Woolworths locating their state distribution centres on site.
The combined impacts of ‘normal’ traffic growth, the growing number of air travellers and escalating freight operations are predicted to have a dramatic impact on travel demand, and the road network is forecast to experience significant and worsening levels of congestion if not upgraded. A significant change in traffic distribution will occur as a result of airport consolidation precluding any form of a “do nothing” option.
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The project master plan recommends the following scope of road network upgrades are implemented to meet current and future needs to service the next 20 years and beyond:
Upgrade Tonkin Highway to six lanes between Great Eastern Highway and Roe Highway, Upgrade Leach Highway to a four lane expressway from Orrong Road into the Perth Airport, Construct a freeway to freeway interchange between Tonkin Highway and Leach Highway, Construct a single point interchange between Tonkin Highway, Kewdale Road and Horrie Miller Drive, Construct on ramp from Abernethy Road to Tonkin Highway southbound, Construct elements of the future freeway to freeway interchange between Tonkin Highway and Roe Highway, Construct a compact diamond interchange between Leach Highway and Abernethy Road, and Implement a series of local road modifications within the Kewdale precinct to service proposed changes in access resulting from changes to the regional
road network.
A project cost estimate has been completed which indicates that the above infrastructure would cost in the order of $1.2 Billion to implement. Funding for the project has largely been secured and is supported by a business case developed by Gateway Vision.
Community and stakeholder engagement has been integral to the development of the project master plan. It has included a range of engagement activities and the Gateway Vision team has received many valuable comments and ideas from residents and businesses. This feedback has helped to identify community needs and preferences, and guide the assessment of issues and options developed by the project team that have resultantly formulated the master plan. The consultation process undertaken included; release of project newsletters, community information sessions, public open forums, one-on-one meetings with affected property owners and others. Government and institutional stakeholders such as DEC, DoP, DoW, PTA, City of Belmont, Shire of Kalamunda, City of Canning, EMRC, Perth Airport and others have also been consulted throughout the study process.
The resulting project master plan represents a balanced and integrated transport solution for the future. It has been developed through a process comprising consultation, environmental and heritage investigation, constraints mapping, traffic modelling and with consideration of engineering requirements and principles. The project master plan has received strong support from stakeholders and it is recommended that the plan is implemented to meet the current and future transport demands for the project area.
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Abbreviations The following abbreviations are used in this report:
ASS Acid sulphate soils CD Collector distributor COB City of Belmont CSE Community and Stakeholder
Engagement DEC Department of Environment
and Conservation DoP Department of Planning DoW Department of Water FMM Freight Movement Model GEH Great Eastern Highway GIS Geographical information
system GPS Global position system HCM Highway Capacity Manual LOS Level of service MRS Metropolitan Region Scheme MRWA Main Roads Western Australia PTA Public Transport Authority ROM Regional Operations Model
SEWPAC Department of Sustainability, Environment, Water, Population and Communities
SIDRA Signalised and Un-signalised Intersection Design and Research Aid
TEC Threatened ecological community
TEU Twenty Foot Equivalent Unit TPS Town planning scheme WAPC Western Australian Planning
Commission
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1. Introduction The Gateway WA project is a major road infrastructure project which will be jointly funded by the State (Western Australia) and Federal governments. The project involves major investment in the primary road transport network that will reduce levels of congestion, and dramatically improve accessibility to the (upgraded) Perth Airport and surrounding industrial land areas. It constitutes a major investment in promoting and facilitating the economic vitality of the Region.
A comprehensive package of engineering and related investigations has been undertaken to guide and inform option development and selection. This text provides a concise overview of the work completed, the option development process and key outcomes. To aid the reader, much of the supporting data and analysis is either included in the appendix or cross-referenced to the relevant technical reports.
This Master Plan defines the first stage of implementation for the project to service the community and road network requirements over the next 20 years (to 2031 and beyond). The Project Master Plan represents the first stage of implementation of the Ultimate Planning Concept developed for the regional road network in the vicinity of Perth Airport.
The Gateway WA Project Master Plan is shown in Figure 1-1.
1.1 Report Purpose The purpose of this report is to summarise:
key objectives and drivers for this project investigations and options considered to determine the Project Master
Plan Scope scope of the preferred Project Master Plan land requirements for the project construction cost estimates, and key issues and considerations to be addressed in subsequent phases
of the project delivery critical activities and timeline for subsequent phases of the project.
The Project Case design report includes further detail on technical aspects and issues related to design and construction aspects of the project.
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Figure 1-1 Gateway Project Master Plan
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2. Project background 2.1 Perth Airport The past three years have seen Perth Airport experience unprecedented growth in passenger numbers. With over 10 million passengers per annum, the airport has experienced around 15 years of anticipated growth over a very short period. Furthermore, the Bureau of Transport and Regional Economics (BTRE) anticipates that passenger numbers will increase to 25 million by 2031, and, as a result, Perth Airport (formerly the Westralia Airports Corporation) has brought forward its plans to consolidate the domestic and international terminals.
The Perth Airport Master Plan 2009 (Perth Airport, 2009), approved by the Federal Minister for Infrastructure, Transport, Regional Development and Local Government, requires the upgrade of surface access to the airport terminal following consolidation of the terminals, including provision for a new primary access from the current Tonkin Highway and Leach Highway intersection.
2.2 The Kewdale Industrial Area The Kewdale industrial area is a significant freight distribution hub due to its geographic location and proximity to Leach Highway, Roe Highway, Tonkin Highway, the freight railway network and the airport. Around a third of all containers unloaded from Fremantle Port are delivered to Kewdale for distribution, in addition this area services the majority of interstate rail freight between WA and the eastern states. The Kewdale intermodal terminal is predicted to double operations in the coming years. Furthermore, the Airport commercial precinct is also becoming a significant distribution centre in its own right, with Coles and Woolworths locating their state distribution centres there.
2.3 The Road Network The road network in and around Perth Airport is close to capacity. Main Roads Western Australia (MRWA) previously identified the requirement to upgrade Tonkin Highway and its interchanges with Leach Highway and
Horrie Miller Drive to support freight growth, before the airport terminal consolidation was proposed (under the Nation Building Program). The increase in traffic following terminal consolidation will cause the road network around the airport to fail if not upgraded. The Western Australian Government has identified the upgrade of the public arterial road network around Perth Airport as a national infrastructure priority.
2.4 Project Location The study area includes the eastern Perth metropolitan suburbs of Redcliffe, Belmont, Cloverdale, Kewdale, Welshpool and Forrestfield, which fall within the Local Government Authorities of the City of Belmont, City of Canning, and the Shire of Kalamunda.
The Gateway WA project focuses largely on road upgrade to the stretch of Tonkin Highway between Great Eastern Highway and Roe Highway, as well as Leach Highway from Orrong Road to Perth Airport. Initial planning has identified the following road and bridge improvements listed below and shown in Figure 1-1:
Upgrade of Tonkin Highway between Great Eastern Highway and Roe Highway;
A new partial diamond interchange at Tonkin Highway – Boud Avenue; Major freeway to freeway interchange at Leach Highway / Tonkin
Highway; Single point interchange at Tonkin Highway / Horrie Miller Drive /
Kewdale Road; A new on ramp at Abernethy Road (southbound connection) to Tonkin
Highway; Major freeway to freeway interchange at Roe Highway / Tonkin
Highway; Interchange at Leach Highway / Abernethy Road; and Upgraded and control of access along Leach Highway between Orrong
Road and Tonkin Highway.
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2.5 Ultimate Planning Concept An ultimate planning concept for the regional and local road network in the vicinity of the Perth Airport has previously been developed and is documented in the Gateway Vision “Alignment Definition Report – GVWA-39.00-RP-PL-0053. The Planning Concept is shown in Figure 2-1.
2.6 Project Concept The Project Concept has been developed to address current traffic problems and to provide a road network which will service the community for the next twenty years and beyond and to meet the following key objectives;
• Improve and secure access to Perth Airport to complement the airport redevelopment, and in doing so, provide sufficient capacity to handle the expected growth in Airport related transport demand;
• Improve the operational efficiency of freight vehicles both within the airport precinct and connecting the nearby nationally significant intermodal freight terminals at Kewdale-Welshpool and Forrestfield.
The recommended Project Concept is shown in Figure 1-1 and in Appendix A.
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Figure 2-1 Gateway WA - Ultimate Planning Concept
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3. Project Definition 3.1 Problem Definition The Perth Airport and Kewdale Freight Precinct is already experiencing the effects of the minerals boom on both passenger and freight traffic.
Around Perth Airport, a number of intersections are currently operating beyond capacity during peak periods. In terms of lost productivity, it is estimated that the current annual cost of this congestion is $21 million and if no new investment in the road network is made, it is expected that there will be a tenfold increase in the number of hours lost by road users.
It is estimated that by 2031, approximately 700,000 vehicle trips per day will occur in the Perth Airport and Kewdale Freight Precinct due to airport terminals, freight growth (including the Kewdale intermodal facilities) and through traffic due to population and employment growth in the corridors.
In this context it is vital that the road network has sufficient capacity to provide efficient connectivity for the nationally significant movements associated with the Airport, intermodal terminals and surrounding industrial lands – expected to be 300,000 vehicle trips per day in 2031. This capacity is also needed to realise the benefits of the estimated $2 billion private investment in Perth Airport to accommodate the growing passenger task.
3.2 Project Objectives A set of project objectives was developed by the project team and was tested and refined throughout the community and stakeholder consultation process. The complete set of objectives are documented in a separate report (refer Gateway Vision Report “Project Objectives and Criteria Report” – GVWA-46.00-RP-PM-0050). The following section outlines the key project objectives that have influenced the development of the Project Master Plan.
Guiding Objectives
Improve and secure access to Perth Airport to complement the airport redevelopment, and in doing so, provide sufficient capacity to handle the expected growth in transport demand; and
Improve the operational efficiency of freight vehicles both within the airport precinct and connecting the nearby nationally significant intermodal freight terminals at Kewdale-Welshpool and Forrestfield.
Staging
The construction of project infrastructure should be compatible with future staging requirements and the ultimate concept plan as far as is reasonably practical to maximise reuse of existing infrastructure in the future.
Community
Minimise disruption to the community and land owners resulting from future modifications and upgrades to realise the ultimate planning concept.
To enhance the local area and experience for the travelling public and visitors to WA, by promoting a Gateway entry statement to Perth and the state of Western Australia.
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Freight
To promote the continued growth of the Kewdale and Forrestfield Areas. Kewdale is home to the intermodal freight terminals (in addition to a myriad of other businesses, many of which are related to freight logistics). These terminals operate like an inland harbour, handling interstate as well as international containers, along with break bulk products. Current interstate container throughput at the rail terminals is 450,000 TEU pa, forecast to increase to 1.5 million TEU pa within the next 15 years.
To promote the continued development of Kewdale Road as a freight access spine to the Kewdale area.
Safety
To improve existing intersections with a significant existing crash history within the project area.
To encourage the separation, as much as possible, of large commercial vehicles (trucks) from private vehicles (cars) to improve road safety.
To meet Main Roads WA and State Governments, Towards Zero Road Safety Objective.
Efficiency
To relieve congestion and improve road capacity on this critical part of the road network;
To improve the efficiency of the freight task; and To facilitate commercial growth within and surrounding the project area.
Network
Upgrade Tonkin Highway to provide free, uninterrupted flow between Collier Road and Hale Road;
Upgrade Leach Highway to expressway standard from Welshpool Road to the airport;
Ensure that upgrades are consistent with the operation of adjacent sections of the existing road network; and
Consider operation of the local road network and identify critical intersection or associated network upgrades required to accommodate the regional road network modifications.
Project Cost
To maximise return from investment in infrastructure to service the projected road network demand over the next 20 years and beyond.
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4. Consultation Community and stakeholder engagement (CSE) has been comprehensively incorporated into the master planning process and has played an integral and major role in the development of the Ultimate Planning Concept and the Project Concept.
The purpose of the CSE program was to:
Promote a high level of public awareness of and support for the Gateway WA project;
Actively seek opportunities to collaborate with stakeholders in order to develop an Ultimate Planning Concept and Project Concept that is innovative, functional, sustainable and desirable to all;
Seek community involvement and input into the planning and design phase to help identify and develop positive legacies for the local community;
Identify any potential adverse social impacts of the project, provide feedback to the project team and facilitate the development of design alternatives and/or strategies to mitigate those potential social impacts;
Help align the various transport, access and land use master planning initiatives underway in the Belmont/Kewdale region to greatest positive effect; and
Inform the development of the Project Master Plan and Business Case.
4.1 Project Governance Framework In order to facilitate meaningful engagement with the project’s key stakeholders, a Project Governance Framework was developed and implemented upon project inception (refer Figure 4-1).
The Framework consists of eight (8) stakeholder reference groups which have met regularly throughout the duration of the project (as summarised in Appendix B). This has been the prime method of actively engaging with and seeking input from the project’s key stakeholders. These groups have played a critical role in informing the planning and enabling Gateway Vision to identify and explore stakeholder issues, identify stakeholders’ road user and broader design requirements (both long and short-term), and incorporate stakeholder input into the planning and design process.
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Figure 4-1 Project Governance Framework
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4.2 Engagement and communication activities A package of targeted engagement and communication activities has been undertaken to deliver the CSE program. These activities have ranged from communicating en-masse with the local community through project newsletters, through to intensive one-on-one consultation with key stakeholders as part of the interchange options assessment process.
4.3 Key stakeholder engagement
4.3.1 Perth Airport Perth Airport was an active participant in seven of the project’s reference groups (all except the Safe Systems Working Group). In addition the Gateway Vision team regularly met and communicated with key Perth Airport staff throughout the ultimate planning concept phase. Perth Airport was consulted and provided input on the following project related elements:
Road design – aviation constraints and airport operational requirements (including emergency access);
Tonkin Highway Interchange Options – design concepts, particularly Boud Avenue interchange, the Leach Tonkin Interchange, and options for maintaining a temporary connection for Dunreath Road;
Road design interfaces and traffic modelling – taking into account airport growth forecasts, traffic requirements and the interfaces required between airport road upgrades and Gateway WA;
Drainage and water management – including interface with the Airport drainage master plan;
Environmental biodiversity offset opportunities (forming part of the PER);
Aesthetic theming – taking into account airport aesthetic and landscaping plans; and
Statutory approvals – including development plans covering development within the Perth Airport estate, and liaison with airport regulatory bodies.
4.3.2 City of Belmont The City of Belmont was an active participant in seven of the project’s reference groups (all except the Safe Systems Working Group). In addition the Gateway Vision team regularly met and communicated with members of the City of Belmont Leadership Team throughout the ultimate concept planning phase.
The City of Belmont was consulted and provided input on the following project elements:
Tonkin Highway Interchange Options – design concepts (particularly Boud Avenue interchange) and connectivity within the City of Belmont;
Leach Highway/Abernethy Road Interchange – design concepts, land requirements, consultation strategy;
Leach Highway Access Strategy – design concepts, consultation strategy;
Drainage and water management – including water harvesting and living stream opportunities;
Environmental biodiversity offset opportunities (forming part of the PER); and
Aesthetic theming, landscape elements, and legacy projects (such as Gerry Archer Athletics Centre).
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4.3.3 City of Canning The City of Canning was an active participant in three of the project’s reference groups (the Freight and Road User Group, Project Enabling Group, and Project Steering Committee).
The City of Canning was consulted and provided input on the following project elements:
Leach Highway Access Strategy – development of concepts; Shared path – development of concepts; and Aesthetic theming and landscape elements
4.3.4 Shire of Kalamunda The Shire of Kalamunda was an active participant in seven of the project’s reference groups (all except the Safe Systems Working Group).
The Shire of Kalamunda was consulted and provided input on the following project elements:
Land use planning and development (particularly within the Forrestfield area);
Tonkin Highway Interchange Options – design concepts (particularly Roe Highway interchange); and
Identification of broader project area priorities such as the interchange between Roe Highway and Berkshire Road.
4.3.5 Summary of Engagement Activities
The following table summarises the key engagement activities undertaken in relation to the development of the project master plan and builds on the consultation undertaken to develop the ultimate planning concept.
Table 4-1 Summary of Engagement Activities – Project Master Plan
Date Activity
16 January 2012 PEG Meeting 8
18 January 2012 ERG Meeting 5
20 January 2012 PSC Meeting 8
25 January 2012 ARG Meeting 4
9 February 2012 CLG Meeting 8
10 February 2012 Newsletter 2 – Distribution
13 February 2012 SSWG Meeting 6
14 February 2012 City of Belmont Councillor’s Forum
17 February 2012 FRUG Meeting 4
20 February 2012 Kewdale Business Group – Workshop
29 February 2012 PER Advertised
2 March 2012 PEG Meeting 9
16 March 2012 PSC Meeting 9
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4.4 Outcomes and Commitments from the Consultation The Gateway WA Project was recently independently assessed through a Value Assurance Review
The review found that overall the: community engagement program had been effective 36 out of 41 performance indicators were met 5 areas of improvements, which related to key performance indicators
and resourcing – are being addressed by Main Roads and Gateway Vision
community engagement achievements should be commended.
4.4.1 Key Commitments
The following is a summary of key commitments that have been made through the development of the Project Master Plan:
keep directly affected landowners / business owners fully informed of the project impacts, in particular the impacts on land acquisition and local access, which could have a potential effect on business viability;
consider the disturbance of construction on local access and business trade when developing the project staging. Main Roads indicated that local intersection improvements on Kewdale Road would be completed prior to the partial closure of Miles Road (restricted to left in only);
develop landscaping concepts / design to reduce the impact of the Tonkin Highway/Boud Avenue interchange on Redcliffe Park and preserve the amenity for local users;
(when available) present the urban design and landscaping concepts to the Community Liaison Group for further input; and
during the detailed development of aesthetic treatments engage with the Aboriginal community with regard to incorporating themes and designs with cultural recognition.
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5. Constraints and opportunities Constraints on the Project Master Plan and Ultimate Planning Concept have been identified through a review of previous studies and from investigations undertaken during the course of this study. They have been grouped by social, environmental and engineering considerations. The constraints related to the Ultimate Planning Concept are documented in the Gateway Vision “Alignment Definition Report”. The following section outlines the key constraints pertinent to the Project Master Plan.
Whilst each of the following issues has been reported in detail elsewhere, only the primary issues are summarised below.
5.1 Social Constraints
5.1.1 Existing Land Use Current land use on the eastern side of the Gateway Project area is a mix of Commonwealth and Perth Airport land, wetlands, and Bush Forever land with some residential properties on the south eastern side of the Roe Highway / Tonkin Highway intersection. Adjacent development on the western side of the project area is primarily residential, with factory and industrial development between Leach Highway and Roe Highway.
The land use planning along Leach Highway to date has not made any provision for the grade separation of the Leach Highway and Abernethy Road intersection while this has been included as a key piece of infrastructure.
5.1.2 Short Term Land Use Changes The consolidation of the airport terminals is currently underway and it is anticipated that full consolidation of the international and domestic terminals on the site of the current international terminal will occur by 2018. The current domestic terminal precinct will be redeveloped into a business
park once consolidation of terminals has occurred. The commercial precincts within the airport estate remain a large area of potential imminent development. Department of Transport and PTA are currently progressing with plans and delivery of the future expansion of the Kewdale intermodal facility (T2) located to the south of the existing intermodal site.
5.1.3 Visual Intrusion The potential impacts of the project on the landscape character and visual impact were assessed. The areas of greatest impacts are anticipated to be in the vicinity of the new / upgraded interchanges.
The Boud Avenue / Tonkin Highway proposed interchange is likely to have impacts on the locations of Redcliffe Park, Grand Parade, Cheltenham Crescent, Payana Crescent, Field Avenue, and Board Avenue.
The Leach Highway / Abernethy Road proposed interchange is likely to have impacts on the locations of Gerry Archer Athletics Centre, Dempsey Street, Tighe Street, Treaver Street, Robinson Avenue.
The Leach Highway / Tonkin Highway proposed interchange is likely to have impacts on the locations of Pearl Road, Kew Street and Fisher Street.
The Roe Highway / Tonkin Highway proposed interchange is likely to have impacts on the locations of Reynolds Road, Trona Place, Pumice Crescent, Hardey East Road, Mica Mews and Magma Road.
Detailed information is available in the Gateway Vision Landscape and Visual Impact Assessment Report (GVWA-46.00-RP-AE-0047).
5.1.4 Aboriginal Heritage The works impact on two registered archaeological sites 3993 and 3887, both of which are artefact scatters. Site 3993 has been previously disturbed and the artefacts mostly collected or moved. Impacts to any sites necessitate an approval under section 18 of the Aboriginal Heritage
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Act, 1972. The application for disturbance under s18 has been submitted and conditional approval has been received.
An ethnographic survey was undertaken between April and June 2011 and involved consultation and site inspections with the many family groups who are part of a registered Native Title group, or as people with knowledge of the area. It was established that there are no known sacred, ritual or ceremonial sites within, or near the vicinity of, the proposed works area. None of the groups objected to the proposed works. Detailed information is available in reports prepared by Quartermain Consultants June 2011 “Gateway Archaeological Investigation” and by R&E.O’Connor July 2011 “Ethnographic Survey of the Gateway WA Perth Airport Project”.
5.1.5 Non-Aboriginal Heritage Investigations revealed no Non-Aboriginal heritage constraints.
5.2 Environmental Constraints The original planning concept was referred to the WA Environmental Protection Authority (EPA) under section 38 of the Environmental Protection Act 1986 (WA) (EP Act) in March 2010 to determine its level of assessment. The EPA determined the proposal as ‘Not Assessed – Public Advice Given and Managed under Part V (Clearing)’ due to impacts being either on Commonwealth land, matters of national significance or covered by State legislation such as clearing permit. The project therefore does not require formal assessment and approval under Part IV of the EP Act but vegetation and fauna issues on State land will be assessed through a Native Vegetation Clearing Permit. The EPA considered that the project should be assessed by the Commonwealth Department of Sustainability, Environment, Water, Population and Communities (DSEWPaC) due to use of Commonwealth land and the potential impact on threatened species and communities. DSEWPaC subsequently required a Public Environmental Report (PER) to be developed for assessment. The PER has recently been advertised for public comment.
The environmental constraints associated with flora, fauna and habitat are identified in the PER these are outlined in brief below. The offset strategy has been developed for the ultimate planning concept and will be implemented under the Project Master Plan scope. A state clearing permit will be prepared to facilitate clearing of vegetation for the project concept footprint.
5.2.1 Wetlands There are 17 wetlands within the area proposed for the Leach and Tonkin Highway interchange. Eight of these wetlands are classified as ‘Conservation Category’, three as ‘Resource Enhancement’ and six as ‘Multiple Use’. There are five ‘Conservation Category’ and three ‘Resource Enhancement’ wetlands located within the proposed disturbance footprint for the Roe and Tonkin Highway interchange.
The Perth Airport Woodland Swamps are classified as a nationally important wetland site (SEWPaC, 2010) and are also protected under the Environmental Protection (Swan Coastal Plain Lakes) Policy 1992 (Lakes EPP). This includes Runway Swamp and surrounds, which is located in the area proposed for the Leach and Tonkin Highway interchange.
5.2.2 Vegetation and Flora Approximately 28 ha of relatively undisturbed land will be impacted around the proposed Leach Highway/Tonkin Highway interchange (including Perth Airport Pty Ltd land) and another 14 ha around the Roe Highway/Tonkin Highway interchange.
The proposed road footprint for the project master plan directly impacts Bush Forever Sites 386 and 319 and the current design will impact significantly on a portion of Bush Forever Site 386, by way of vegetation clearing.
In addition to direct impacts through clearing, there is potential for indirect impacts to the two threatened flora from degradation of habitat, altered fire
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regimes, roadside vegetation maintenance, and introduction and/or spread of weeds.
5.2.3 Fauna The majority of the Project area is degraded and does not provide suitable long-term habitat for native fauna, particularly in terms of nesting, breeding and feeding use. A Level Two Vertebrate Fauna Assessment and trapping program was undertaken in November 2010 (GVWA-16.00-RP-EN-0034) and the findings are summarised below:
Graceful Sun-moth Survey
The data suggest that no population of Graceful Sun-moth inhabits the survey site even though some suitable habitat is available within the general area. If the species is present it is likely they will be in low numbers.
Detailed information is available in the Gateway Vision Report (GVWA-16.00-RP-EN-0034).
Threatened species
Two conservation significant species, the Forest Red-tailed Black Cockatoo and Carnaby’s Black Cockatoo, were identified as utilising the site and one species, the Southern Brown Bandicoot which is protected under the DEC priority fauna list, was recorded as living on site. Both cockatoos were recorded feeding within the study area and Southern Brown Bandicoots were recorded at all sites. Where possible, Bandicoot habitat should be protected and retained as this population appears to be doing well considering its location (within 9 km of Perth City Centre) and the relatively small area of remaining habitat.
The Project will require clearing of approximately 23 ha of vegetation identified as core cockatoo feeding habitat. Based on mapping of remnant native vegetation, the DEC has calculated that in 2009 there was approximately 63,250 hectares of potential Carnaby’s Black Cockatoo habitat remaining within the Swan Coastal Plain portion of the Perth
Metropolitan Region Scheme area (Hansard, 2011). The proposed clearing of approximately 23 ha of suitable cockatoo feeding habitat required for the Gateway WA Project is therefore estimated to impact on less than 0.04% of available habitat within this area.
However, the impact on Cockatoo habitat is considered to be significant under the conditions of the EPBC Act, and minimisation and offsetting of this impact will be required.
In addition, there are a number of large trees in the project area which are potentially suitable as habitat for black cockatoo breeding.
5.2.4 Acid Sulphate Soils (ASS) Baseline soil and groundwater analysis has identified the likely presence of ASS in the vicinity of the Roe Highway–Tonkin Highway interchange, Leach Highway-Abernethy Road interchange and Leach Highway–Tonkin Highway interchange at a depth of around 7 to 16 m.
Excavation and dewatering will be required during construction. This has the potential to result in the disturbance of ASS either through direct exposure or changes to groundwater levels. Further soil investigations and ground water modelling have been undertaken and are documented in the Leach Highway/Tonkin Highway Interchange Acid Sulfate Soils Investigation Report (GVWA-400.02-RP-GT-0414).
An Acid Sulphate Soil Management Plan will be required to be developed in accordance with the relevant DEC guidelines to address the following issues:
Potential environmental impacts Earthwork strategy Dewatering strategy; and Monitoring program.
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5.2.5 Contaminated Sites The DEC contaminated sites database identified three known contaminated sites on the borders of the project area:
17 Glassford Road, Kewdale: historically used as a gold and silver refinery, and while the soil was remediated in 1996 metals are still present in groundwater beneath the site at levels exceeding the Australian Drinking Water Guidelines (DEC, accessed 2009);
493 Abernethy Road, Kewdale: hydrocarbons in soil and groundwater exceeding DEC Ecological and Health-based investigation levels from diesel storage on site (DEC, accessed 2009); and
547 Dundas Road, Forrestfield: VOC's and Hydrocarbons have been found to occur in soil and groundwater.
Additionally, the airport land in the vicinity of the project area contains two possible contaminated sites, these being the old landfill at the southern end of the runway and the AGR Matthey Gold Refinery, as well as potentially contaminating land uses such as the BP fuel pipeline. In 2005 Maunsell Consulting Pty Ltd undertook a contaminated site investigation of the old landfill area at the southern end of the runway and found that excavation of this site was not likely to result in the release of contaminants into the adjacent stream (Aecom, 2007).
5.2.6 Dieback and weeds Vegetation within the project area is either dieback infested or unprotectable for dieback, due to the small size of uninfested remnants. Two small areas of uninfested vegetation were identified on higher ground; however these areas are too small to be considered manageable. A Dieback Management Plan will need to be developed prior to commencement of construction of the road upgrade in order to ensure plant and machinery does not spread dieback out of the Project area. A Weed Management Plan will be required to be developed for the Project, to outline weed hygiene and control procedures, as well as requirements for weed monitoring and control.
5.3 Engineering Constraints
5.3.1 Aviation Constraints There are both geometric and operational constraints associated with the existing airport runways and aviation activities. These are particularly relevant to the interchange sites of Tonkin Highway / Boud Avenue, and Tonkin Highway / Leach Highway. These interchanges are located in close proximity to both runway (06/24) and (03/21) respectively.
The key navigational facilities that allow the safe navigation of aircraft include navigation aids for approach and landing, communication, and air traffic control.
An endorsed Aviation Constraints Model (ACM) has been developed in close consultation with Perth Airport. The ACM incorporates the following aviation related constraints:
Obstacle Limitation Surface (OLS), High Intensity Approach Lighting (HIAL), Glide Slope, Procedures for Aviation Navigation Services-Aircraft Operations
(PANS-OPS), and Instrument Landing Systems (ILS) Not all of the above facilities are provided at both runways, at runway 06/24 the key constraint is the OLS while at runway 03/21 the ACM has been created to determine the lowest critical level of each of the controlling surfaces. In all cases intrusion into these surfaces is not permitted and has dictated the form and level of interchanges affected by these constraints.
Through consultation with Perth Airport and MRWA the clearance from the road to the ACM has been set at 6.0m, this allows for 4.8m vehicle clearance and an allowance for street lighting limited to a 6.0m pole height.
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5.3.2 Existing Infrastructure The spacing of interchanges on this road network is governed largely by the location of the existing arterial road network and the adjacent developments that have formed around these and the need to maintain access to these areas. The existing road network constraint results in closely spaced interchanges. The Austroads recommended minimum spacing for interchanges in urban areas for an eight-lane freeway is 4km. The spacing between interchanges within the Gateway WA network places significant constraints on the type of interchange that can be accommodated, to overcome the potential safety and efficiency issues additional infrastructure is typically required in the form of braided ramps and collector distributor roads.
The concept design utilises a number of existing road bridges in addition to construction of new bridges and shared path underpasses. Bridge widening of existing bridges is not anticipated to implement the Project Master Plan. Further consideration of upgrade to existing bridge barriers is recommended during detailed design.
5.3.3 Stormwater Drainage and Flooding The existing flood levels in major drainage systems adjacent to the highway and interchanges were considered during the design of the Project Master Plan Concept. The impact of the flood levels on both the potential for flooding of the highway and the ability to provide gravity drainage systems was assessed.
In the vicinity of the Boud Avenue Interchange, the 100 year ARI flood level in the Perth Airport Southern Main Drain controlled the minimum design shoulder level for Tonkin highway to 15.4m AHD for protection from flooding. The southern main drain accommodates a step change in flood levels between the upstream and downstream sides of Boud Avenue. Flood level at the upstream side of Boud Avenue will need to be maintained through the provision of levee banks and interchange ramp earthworks to maintain a surface water level of 16.8m. Further details are contained in the Drainage Strategy Report (GVWA-33.00-RP-DR-0049).
At the other interchange locations the 100 year ARI flood levels in the major drainage systems into which the highway drainage is discharging controlled the minimum floor levels for proposed detention basins. This also imposes a minimum road shoulder level requirement for the highway design however other constraints resulted in a higher design level being adopted. Drainage pumping stations will be required for the sections of road alignment within sub-terrain waterproofed structures in the vicinity of the Tonkin Highway / Leach Highway interchange.
5.3.4 Geotechnical Geotechnical investigations were carried out at key project areas to determine subsurface conditions and material properties as well as to provide comment on geotechnical aspects of likely structures in these areas. Results of these investigations are available as geotechnical reports.
A summary of the ground conditions at each of the interchange locations is included in Appendix C.
5.3.5 Groundwater The project site is characterised by a ground water table close to existing ground surface levels. As a result sub-terrain structures within the Leach / Tonkin interchange area will need to be designed to prevent ground water ingress.
There is a minor perennial water course adjacent to Roe Highway, at the eastern end of the project area, as well as major constructed drains associated with existing roads and the airport. The project falls within a RIWI (Rights in Water and Irrigation Act) proclaimed groundwater area with three aquifers underlying the project area, the Swan, Leederville and Yarragadee (DEC, 2004a).
Groundwater conditions are summarized in Appendix C.
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5.3.6 Utilities A desktop investigation was carried out to determine utility stakeholders and high risk services within the Gateway WA project area. The Utilities Co-ordination Report (GVWA-47.00-RP-SE-0046) describes the investigation and findings for the Project Master Plan.
Based on the desktop study, the utility stakeholders currently identified in the area are:
Air BP
Amcom
APA Group
ATCO Gas (formerly WA Gas Networks)
Dampier Bunbury Pipeline (DBP)
Optus
Perth Airport
Telstra
Water Corporation
Western Power Communications
Western Power Distribution
Western Power Transmission
Westnet Rail (now Brookfield Rail)
Gateway Vision has held preliminary consultation meetings with all service providers with assets that may be affected by the works. Based on these meetings, high risk services have been identified. These are:
Canning Trunk Main (Water Corporation);
600 OD Water Main – Kewdale Rd (Water Corporation);
450 OD Water Main – Abernethy Rd (Water Corporation);
High Pressure Gas Lines – Kewdale Rd (Atco Gas);
High Pressure Gas Line – Roe Highway (Atco Gas);
Transmission Overhead – Abernethy Road (Western Power);
Transmission Overhead – Tonkin Highway, south of Kewdale Rd (Western Power);
Dampier – Bunbury Gas Line – Roe Highway (DBP); and
High Intensity Approach Lighting or HIAL (Perth Airport). High risk services are defined for the purposes of this document as services whose time impacts in terms of relocation and/or protection could have a significant effect on the delivery of the project, generally in excess of 12 months lead time. These are as highlighted in Figure 5-1.
5.4 Constraints Mapping Constraints maps are included in Appendix D and show the environmental, social and engineering constraints for the Gateway WA project.
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Figure 5-1 High Risk Services
Canning Trunk Main Water Distribution High Pressure Gas Overhead Transmission Bunbury – Dampier Gas Line
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6. Design Criteria and Standards The Project Objectives and Criteria Report (GVWA-40.00-RP-PM-0050) documents the design criteria under which the Project Master Plan Concept has been designed. The following sections outline key aspects of the criteria which have shaped the design.
6.1 Network Performance Targets The key performance targets from an operational perspective are level of service and capacity.
The proposed levels of service targets for the regional road network of Tonkin Highway, Leach Highway and Roe Highway consider two time horizons. The 2021 time horizon represents the conditions anticipated soon after opening of the new infrastructure. The 2031 time horizon has been established to measure performance of the project concept in 20 years time. In setting target levels of performance it must be recognised that given the nature of the interface between new and existing infrastructure it is preferable to achieve appropriate transitions in performance. The target performance criteria are summarised below;
2031 – Check for failure (capacity check), regional road network to operate above level of service F (no elements should be failing although it is recognised that additional infrastructure upgrades may be required soon after 2031), and
2021 – Stable flow, regional road network to operate at target level of service C in areas central to new infrastructure investment.
6.2 Road Standards The required standard of road for the regional road network was defined through consultation and to meet project objectives. The road standards for the regional road network are as follows;
Leach Highway – Urban Expressway Tonkin Highway – Urban Freeway Roe Highway – Urban Freeway
The expressway concept consists of grade separation of key intersections and limited connectivity (control of access) to adjacent local area land uses. The expressway characteristics are similar to those of a Freeway but in a lower speed environment.
The project master planning concept has been developed in accordance with the following principal design standards (listed in order of precedence);
Main roads Western Australia – Standard Drawings, Standards and Guidelines, Traffic Management Guidelines, Horizontal Curve tables
Austroads Guides(2009) AASHTO – Roadside Design Guide (Roadside Hazard Protection) AASHTO – A policy on geometric design of highways and streets
(2004) TRB – Highway Capacity Manual
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6.2.1 Cross Section Elements The design of highways shall provide the cross sectional elements as shown in Appendix E and the key features are shown in Table 6-1. As a minimum the design speed has been set as 10km/h above the proposed maximum posted speed.
Table 6-1 Typical Cross Section key features
Road Standard Design Speed
Minimum Residual Median# Width (m)
Number of Lanes
Tonkin Highway Freeway 110km/hr 11.0+ 6
Roe Highway Freeway 90km/hr1 Varies 4
Leach Highway Expressway 90km/hr 1.0 4
Abernethy Road Local Distributor
80km/hr 6.0 4
Horrie Miller Drive
Access Road 80km/hr 6.0 4
Kewdale Road Local Distributor
80km/hr 6.0 4
#Residual median width does not include median shoulders +Median width varies 1 The design speed through the Tonkin Highway/Roe Highway interchange in the Project case has been set to 90km/hr due to the retention of the existing traffic signals.
6.2.2 Tonkin Highway The cross section of Tonkin Highway has been developed with two main aims, to minimize the footprint of the project while providing a safe road network. The main
feature of the cross section that achieves these aims is the elimination of a residual median. The residual median accommodates future widening to achieve the ultimate carriageway cross section.
Sealed shoulders have been provided on both sides of the carriageway. These are 3.0m wide in both instances to allow for a broken down vehicle to stop clear of the through traffic. The provision of emergency breakdown bays along the Highway will be reviewed as part of the detailed design.
Roadside barriers have been provided within the median and along all verges; this has been determined as a requirement for the project based on consultation with the Safe Systems Working Group. Wire rope barriers are proposed for extensive sections of median and verge for the Project Master Planning concept. The median barriers will likely be replaced with concrete barriers when the ultimate lane configuration is implemented.
6.2.3 Leach Highway The alignment of Leach Highway between Orrong Road and Tonkin Highway is through a heavily built up residential/commercial precinct with developments along the current road reserve boundary. The ultimate concept is based on provision of three traffic lanes in each direction with no provision for shoulders. To accommodate the removal of shoulders emergency stopping bays and ITS infrastructure (including active lane use management signs) will be adopted in the ultimate concept arrangement.
Although a four lane road provides adequate capacity to meet project master planning objectives, it is proposed to build the full width (six lanes) carriageway at this stage. A 3m wide verge side hard shoulder is proposed under this arrangement for
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incident management. This will not require implementation of the full ITS infrastructure for the project case.
6.2.4 Design Vehicle Types Future requirements for the provision of restricted access vehicles (RAV) have been established in consultation with stakeholders including MRWA Heavy Vehicle Operations (HVO). The primary design vehicle within the project area is a 36.5m long road train. The network has been planned to accommodate these vehicles for all roads with the exception of Boud Avenue, Leach Highway, and Abernethy Road (Glassford to Leach). At these locations the design vehicle is 27.5m long B-double. The vehicle types equate to Restricted Access Vehicle (RAV) category 7 and 4 respectively (refer Appendix F). In addition to allowance for RAV vehicles, current and future access requirements for the High Wide Load (HWL) network have been established. The HWL network is shown in Appendix F.
6.3 Drainage and Water Management
6.3.1 Stormwater Management The Highway is required to be designed such that it will not become impassable to traffic for longer than one hour during a major 1 in 100 year storm event. The drainage design will need to incorporate probable impacts of climate change to minimise future works.
6.3.2 Management of Surface Runoff In the vicinity of the airport runway approaches (both existing and future) the management of surface runoff will need to be designed to minimise the potential for standing water which may attract birds. This has been identified as a key constraint associated with airport operations (to reduce the potential risk of aircraft bird strike). Run off from the highways and connected impervious surfaces will need to be treated prior to discharge to receiving waters, including Water Corporation main drainage systems.
The design of detention basins will need to ensure that basins are free draining (during summer months) and preferably have no standing water between storm events.
The road level within the tanked sub-terrain structures at the Leach Highway and Tonkin Highway interchange are located below the ground water table. As a result three stormwater pump stations will be required to maintain positive road drainage. A preliminary pump system has been identified which will require a level of redundancy (through the provision of both duty and stand by pumps) to ensure drainage is not compromised in the event of mechanical failure.
6.4 Structures
6.4.1 Sub Terrain Structures Sub terrain structures located below ground water level will need to be designed to prevent ground water ingress through provision of appropriate durable waterproof lining (e.g. concrete lining). The method of construction will need to consider limitations of ground water dewatering rates (which are likely to be in the order of 2000m3 per day).
6.4.2 Noise Walls and Screen Walls Noise walls will need to be provided in accordance with Main Roads current policy and guidelines for provision of noise walls within the road reserve. Visual screens will be designed in accordance with Main Road’s Guidelines. These recommend screens where visual intrusion into residential or visually sensitive properties within 100m of the viewing source is increased as a result of the project works. It is recommended that noise walls are constructed to meet long term traffic forecasts (based on a Perth population of 3.5M).
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7. Traffic and Road Network Assessment
7.1 Demand Forecasting
7.1.1 Forecasting traffic demand The Main Roads Regional Operations Model was used to forecast traffic demands for the 2021 and 2031 forecast years. Possible mode share scenarios were reviewed and analysis was finally based on the Main Roads Base Case (V2007) data. External zone airport forecasting in the strategic model was benchmarked against international experience and the latest airport passenger forecasts formed the basis for predicting estimates of approximately 90,000 vehicles per day associated with the consolidated terminal. The 2021 traffic data then formed the basis for determining the performance of the project concept configuration and 2031 traffic data formed the basis of a check for failure of the project network.
The current volumes on the regional roads in the study area are between 40-50,000 vpd with 7 to 27% heavy vehicles (HV) at a daily level. Modelling suggests that traffic on the regional roads will double by 2031 as shown in Figure 7-1. The composition of traffic also significantly changes with an increase in the proportion of heavy vehicles using key freight roads such as Kewdale Road. The change in traffic proportions indicates that the local and arterial road networks are freed up to service local access demand whist the regional road network services regional movements.
Figure 7-1 Forecast Vehicle Volume Summary
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7.1.2 Airport Related Traffic Airport traffic represents a critical external traffic generator in the models.
Latest BITRE passenger forecasts published in Aircraft movements through capital city airports to 2029-30 Research Report 117 published in April 2010 has provided revised passenger forecasts for 2029/30 of 24,798,000. This estimate includes international, inter-capital and regional passenger demand as follows:
International: 8,600,000 Inter-capital: 12,511,000 Regional: 3,687,000 Total: 24,798,000
An increase in passenger numbers is expected to have a direct impact on road traffic demand. This relationship is shown in Figure 7-2. Three independent methods were used to calculate the predicted growth in vehicle demand resulting from passenger growth. This included the use of international best practise (R-T) model and a comparison of independent forecasts developed by AECOM and Arup. A close correlation was found between all three methods.
Figure 7-2 Daily Passenger and Vehicle numbers for the Consolidated Terminal
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Substantial growth in containerised freight is anticipated over the next 20 years and beyond (highlighted in Figure 7-4). Significant generators of containerised freight traffic within the study area include the T1 and T2 intermodal freight facilities. Growth in freight at this location alone is predicted to increase from 400,000 TEU’s (twenty foot equivalent units) to 1,400,000 TEU’s by 2031.
Figure 7-3 Forecasts of Current and Future Containerised Traffic (TEUs)
The predicted growth in tonnage throughput as a function of origin and destination is shown in Figure 7-4.
Figure 7-4 Estimates of Current and Future Freight Traffic through Kewdale (in tonnes)
Note: A number of alternative sources of information have been used to predict the growth in freight activity through the area, including the Main Roads WA Freight Movement Model, ABS data, Freight operators (including Pacific National and Sadliers), and the Fremantle Port Authority.
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Figure 7-5 Anticipated Growth in Tonnage Throughput
From the forecast growth figures, the tonnage through the Kewdale and Forrestfield area is predicted to grow by almost 150% by 2031 (refer to Figure 7-5). This growth equates to a lower 110% growth in heavy vehicle traffic on the road network due to increases in vehicle productivity (including a reduction in transport of empty containers) and additional freight transported via rail (refer to Figure 7-6).
Figure 7-6 Anticipated Growth in Heavy Vehicle movements by road
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7.2 Traffic Investigations
7.2.1 Existing Network Analysis An analysis of the existing road network performance was undertaken to identify hot spots (those suffering from high levels of traffic congestion) within the road network under existing traffic conditions. The key locations within the road network that are heavily congested during peak hour traffic are as follows;
Tonkin Highway / Leach Highway Intersection, Tonkin Highway / Kewdale Road / Horrie Miller Drive intersection, Tonkin Highway / Roe Highway (particularly the right turn movement
from Tonkin Highway southbound to Roe Highway westbound), Kewdale Road / Abernethy Road, Leach Highway / Abernethy Road, and Leach Highway / Welshpool Road
This analysis was based on current observed traffic data and site observations.
7.2.2 Network Options Analysis Do nothing scenario
Further traffic analysis was undertaken for both the 2021 and 2031 time horizons considering alternative network options. The key traffic issues common to all options are outlined below;
Traffic volumes on Tonkin Highway currently exceed 50,000 vehicles per day and are forecast to almost double by 2031,
The high proportion of heavy vehicles on Kewdale Road and Horrie Miller Drive (about 30%) severely impacts the operation of Tonkin Highway (via the current at grade traffic signal controlled intersection),
The existing at grade intersection between Leach Highway and Tonkin Highway is heavily congested resulting in significant delays to traffic. Traffic volumes at this location are anticipated to more than double with the provision of a new dedicated access to the consolidated airport terminal, and
Traffic volumes on Leach Highway are approximately 40,000 vehicles per day in the vicinity of the Abernethy Road intersection. These volumes are expected to double with the consolidation of the airport terminal resulting from the change in traffic distribution on the road network.
Figure 7-7 Do nothing and project case network comparison
0
10
20
30
40
50
60
70
80
Peak Mean Vehicle Speed Comparison
2021 with Project
2021 without Project
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The performance of the existing road network was assessed based on a “do nothing scenario” which maintains Horrie Miller Drive as the principal access to the consolidated airport terminal. The do nothing network scenario was tested in the micro-simulation model which demonstrated grid lock during the peak would occur (the model was unable to process all trips with 15,000 unreleased vehicle movements being reported before the model failed) refer to Figure 7-7. This analysis was used as the basis to consider network upgrades commencing with the provision of a new access to the consolidated airport terminal through the extension of Leach Highway.
Core Project Area
To overcome the network failure issues identified in the do nothing scenario an area of core upgrades to the road network was identified. The basis of the analysis considered the form of upgrades required to process the forecast traffic demand resulting from airport consolidation. Not surprisingly the area of greatest change resulting from airport consolidation occurs at the intersection between Leach Highway (including extension into the airport) and Tonkin Highway. The traffic volumes processed through this single site more than double as a result of the airport consolidation. The volumes from the expressway and freeway require a full system interchange to process the through and turning traffic volumes. This is shown graphically in Figure 7-8 which indicates the growth in traffic predicted relative to the traffic capacity of typical forms of intersections and interchanges. The result of airport consolidation also triggers a step change in the form of intersection required to process traffic at the Tonkin Highway / Kewdale Road / Horrie Miller Drive and the Leach Highway and Abernethy Road interchange. The performance of these two locations directly affects the performance of the Tonkin Highway / Leach Highway interchange due to their close proximity. To cater for the proposed changes in traffic patterns resulting from the airport consolidation the core project area was identified as critical infrastructure required for the network to operate. Hence the core area was included in any further testing of network options.
Figure 7-8 Comparison of Traffic Volumes and Intersection Capacity Limits
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Project Area Network
The road network beyond the core project area was assessed using traffic modelling and capacity analysis to identify performance and network failure issues. Two key areas beyond the core interchanges were identified these included;
Tonkin Highway from Great Eastern Highway to Leach Highway, and Tonkin Highway / Roe Highway interchange.
The core elements of the project were included in the ROM model to estimate traffic volumes using the road network. Network performance targets were determined to guide the decision process to determine whether the existing network performance was considered adequate or required improvement (refer section 7.2.3). Consideration was given to the distribution of freight and airport traffic across the project area and congestion issues; both within and at the fringes of the network that have the potential to cause disruption to traffic flow. Target levels of service were identified for the project area to aid investigation. The network was tested to determine critical failure problems as traffic volumes increase to 2031 levels.
The 2021 and 2031 traffic forecasts were used to determine the number of lanes required on the mid block sections of Tonkin Highway. Preliminary analysis identified that Tonkin Highway requires a base number of 6 mid block lanes (3 in each direction) to adequately service traffic demand during peak periods. Further detail of the traffic analysis is included in the 2021 PARAMICS micro simulation report – Project Case (GVWA-27.00-RP-TM-0065).
The Tonkin Highway and Roe Highway interchange was analysed to determine whether a do nothing option at this location was feasible. As anticipated from observations of the current performance of this location the existing interchange configuration has insufficient capacity to operate without the onset of flow break down resulting in significant traffic congestion. An analysis of critical traffic movements was undertaken which identified that the through movement at Roe Highway conflicting with the right turn movement from Tonkin Highway (south bound) to Roe Highway (west bound) is a critical conflict point. It was also identified that accommodating turn movements within the traffic signal phases for both ramp intersection terminals in the Roe Highway – Tonkin Highway interchange significantly affected the available capacity for the through traffic movement on Roe Highway.
Alternative options were considered at this location. A preferred option has been identified to provide a grade separated movement from Tonkin Highway southbound to Roe Highway westbound. The reciprocal movement (Roe eastbound to Tonkin northbound) is currently grade separated. This arrangement will result in a free flow movement between the highways effectively providing uninterrupted flow from Kwinana Freeway all the way through to the existing Tonkin Highway / Collier Road intersection (refer Figure 7-9).
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Figure 7-9 Roe Highway/Tonkin Highway Interchange Arrangement (Project Concept)
Local Road Network
In addition to the regional road infrastructure consideration has been given to the requirements of the local road network. Impacts on the local road network include those resulting from changes in access (primarily related to the upgrade of Leach Highway to an expressway standard) and changes resulting from an increase in traffic growth. Given the significant upgrades proposed on the regional road network this has provided a level of relief to the local road network through the reduced demand from regional road traffic using local area roads as rat run. The principal modifications are contained within the Kewdale area and are discussed further in section 11. The traffic analysis undertaken to support the proposed modifications to the local area road network are included in the Traffic Analysis Report – Project Case – 2021 and “Check for Failure” network assessment (GVWA-26.00-RP-TM-0066).
7.2.3 Network Performance Targets A target level of service of C (representing unconstrained traffic flow) for 2021 was initially considered for the project case although this was not achieved at all locations. The performance of the network beyond the core project area was considered to achieve an appropriate transition between the proposed new and upgraded infrastructure and the existing network at the periphery of the project. In all cases the project infrastructure has been analysed to check that failure (level of service F) does not occur prior to 2031.
In addition to the level of service targets consideration has been given to the upgrade of infrastructure based on the ability to service both freight and airport passenger demand. The freight demand and distribution of traffic servicing the airport are summarised in Figure 7-10 and Figure 7-11.
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Figure 7-10 Freight Demand
Figure 7-11 Traffic Distribution servicing Perth Airport
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7.2.4 Microsimulation Modelling The project case network operation was verified through the development of a number of simulation based models using Commuter, VISSIM and ultimately PARAMICS.
Prior to forecasting future year traffic volumes the models were calibrated against existing traffic flows to ensure accuracy using the following data:
Latest classified traffic counts supplied by MRWA, the City of Belmont, the Shire of Kalamunda and the City of Canning
Video survey data collected at over 40 sites during 2010 to provide AM and PM peak turning movements
Detailed traffic operations were ultimately verified using a 128 zone PARAMICS-SCATSIM micro simulation model as shown in Figure 7-12.
Figure 7-12 PARAMICS-SCATSIM microsimulation
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8. Network Management Considerations A key aspect of determining the project case and priorities for the provision of infrastructure consideration was given to road ‘Network Operation’ preferences. This included consideration of road user requirements and options to improve the operation and performance of the road network. It provides “forward thinking” in the design of infrastructure to allow for the allocation of road space and priorities to particular user groups (e.g. freight, public transport).
Key operational principles for the road network and strategies developed for the road network include the following:
Separate general airport passenger traffic and freight traffic entering the airport precinct;
Provide an appropriate level of control and connectivity for the traffic movement between Horrie Miller Drive and the Leach Highway extension (Sugar Bird Lady Drive) to encourage separation of passenger and freight traffic;
Promote Kewdale Road as a freight traffic spine; Assign a high priority to the public transport route between the airport
and CBD (via Abernethy Road West and Leach Highway Extension); Prioritise buses, freight and airport road users with priority over local and
commuter traffic on principal routes; Establish freight precincts within Kewdale, Forrestfield and commercial
precincts of the airport site with appropriate local area signage and landscaping to emphasise operating principles;
Achieve free flow movements between Roe Highway (from Kwinana Freeway) including Tonkin Highway as far as Collier Road;
Achieve free flow movement between Tonkin Highway and Welshpool Road along Leach Highway; and
Provide separate facilities for the safe provision of cyclist and pedestrian movements through the promotion of a shared path network along Leach Highway and Tonkin Highway.
An operating plan has been developed for the project concept to manage four key aspects of the road network as follows:
Traffic Monitoring and Control; Incident Response; Traveller information; and Demand Management.
The operations management system required to implements the plan typically consists of the following components:
CCTV monitoring at traffic control centre (including selected cameras for public viewing via a website);
Variable message signs; Lane use management and control signs (incorporating variable speed
limit) to be used at the approaches to and within the sub terrain structures at the Leach Highway and Tonkin Highway interchange;
Traffic signal control system; Ramp signals (at Tonkin Highway on ramp to Roe Highway west); Vehicle detection system; Emergency bay and telephones; Automatic incident detection and incident response plans; Journey time signs; Traffic signal priority;
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Parking control and management; and Cyclist and pedestrian facilities separated from general traffic on shared
paths adjacent to Highways. Further details are included in the Gateway Vision “Network Operations Plan” report GVWA-29.00-RP-NO-0056. The Highway and arterial management systems operate as one, the coverage areas proposed for the Project are shown in Figure 8-1 and Figure 8-2.
Figure 8-1 Highway Management System
Figure 8-2 Arterial Management System
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9. Tonkin Highway Interchange Options
9.1 Background This section outlines the options considered for the interchanges along Tonkin Highway including a summary of the high level assessment made to support the recommended option at each location. The interchanges represent the infrastructure upgrades identified that are required to service both the demands of airport consolidation and freight access.
9.2 Tonkin Highway / Boud Avenue Interchange: Assessment and Findings
9.2.1 Boud Avenue The timing for the provision of a new interchange at Boud Avenue requires careful consideration of a number of issues and opportunities. Boud Avenue ultimately services a demand to facilitate access from the regional road network to the Redcliffe area including the domestic airport terminal precinct. The area is bound by Great Eastern Highway (GEH) and Tonkin Highway, with access to the regional road network currently serviced by GEH at the Brearley Avenue and Fauntleroy Road intersections. Traffic analysis based on future traffic demand has indicated that the Brearley Avenue intersection with Great Eastern Highway will need to be closed in the longer term to maintain an adequate level of service on GEH. To facilitate the closure of Brearley Avenue a new grade separated interchange access from Tonkin Highway is proposed at Boud Avenue. A grade separated interchange is warranted to service the forecast traffic demand to this area. Traffic modelling supports the provision of this interchange by 2031 to maintain adequate operation of GEH.
The closure of the GEH / Brearley Avenue access facilitates the redevelopment of the Redcliffe area by using the land occupied by Brearley Avenue. A redevelopment plan for this area, known as the
RADAR development has been mooted for some time by the City of Belmont. In addition to facilitating the RADAR development the provision of access at Boud Avenue may act as a catalyst for prime development areas within the adjacent airport estate (currently serviced by Dunreath Drive, discussed further in section 9.2.2).
The form of interchange considered at this location is the same as the ultimate planning concept.
9.2.2 Dunreath Drive Dunreath Drive currently provides local access between the existing domestic and international airport terminals. The road services both aviation access activities (principally related to flight transfers and car access) as well as commercial activities between precincts. The role of Dunreath Drive changes over time and is currently critical to service the gradual consolidation of airport activities from the domestic terminal to the international terminal. In the long term Dunreath Drive principally provides access to car parking facilities and commercial activities between precincts east and west of the airside areas. Several options have been considered to maintain the Dunreath Drive connection, all of which incur significant costs resulting from the required change in alignment closer to the end of the runway (Dunreath Drive will be located between the runway and the Leach Highway extension). Perth Airport has confirmed that a long term connection of Dunreath Drive is not required if alternative access is provided via a new interchange at Boud Avenue.
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Figure 9-1 Dunreath Drive Realignment
All options require the lowering of Dunreath Drive to comply with aviation constraints increasing the extent of sub terrain waterproof structures. A preferred option has been identified based on a temporary arrangement with a 4 lane cross section for Leach Highway and 2 lane cross section for Dunreath Drive sharing a common structure. This temporary arrangement may be required if funding constraints preclude construction of the Tonkin Highway/Boud Avenue interchange as part of the project.
9.2.3 Assessment An option to bring forward the timing for the provision of Boud Avenue within the Project Master Plan has been incorporated within the project business case. The Project Master Plan supports the provision of Boud Avenue within the current round of infrastructure upgrades providing there is adequate supporting funding for this.
9.3 Tonkin Highway / Leach Highway Interchange: Assessment and Findings
Tonkin Highway / Leach Highway Interchange
One option was considered at this location which was based on the provision of the ultimate planning concept with an appropriate number of traffic lanes to service traffic demand to 2031. For the reasons discussed in section 7.2.2, the form of interchange required at this location is a system (freeway to freeway) interchange required to service demand on opening. The lane configuration is modified from the ultimate planning concept in that only four lanes on Leach Highway (east and west of Tonkin Highway) are required for the project phase. This also facilitates the temporary accommodation of Dunreath Drive should Boud Avenue not be constructed in the project phase. The proposed interchange arrangement is shown in Figure 9-2.
Dunreath Drv Realignment
Existing Dunreath Drv
Project Road Network
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Figure 9-2 Tonkin Highway/Leach Highway Interchange Arrangement Assessment
The provision of the proposed configuration for Tonkin Highway / Leach Highway Interchange within the project phase meets the following objectives;
Provides access to the consolidated airport terminal and conveys approximately 90% of vehicle movements to and from the airport,
Facilitates separation of airport passenger access from freight access,
System interchange maintains free flow movements on Leach Highway and Tonkin Highway and meets capacity demands on opening and by 2031, and
Lane configuration suits ultimate concept and minimises disruption to traffic in future stages to achieve the ultimate concept configuration
9.4 Tonkin Highway / Horrie Miller Drive / Kewdale Road Interchange: Assessment and Findings
Tonkin Highway / Horrie Miller Drive / Kewdale Road Interchange
One option has been considered at this location which is the provision of a single point interchange based on the ultimate planning concept. For reasons previously outlined (refer section 7.2.2) the form of interchange is dictated by traffic demand and in particular traffic composition given the high volume of heavy and long combination vehicles accessing this interchange. The provision of the single point interchange at this location offers significant short and long term advantages. The proposed interchange layout is shown in Figure 9-3.
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Figure 9-3 Tonkin Highway/Horrie Miller Drive/Kewdale Road Interchange Arrangement
Tonkin Highway Collector Distributor Road / Kewdale Road on ramp
Two options were considered for the layout to be adopted for the Tonkin Highway collector – distributor road and Kewdale Road northbound on ramp to Tonkin Highway. The ultimate planning concept is based on the grade separation of these two movements achieved through the provision of a braided ramp (Tonkin Highway CD Road over Kewdale on ramp) refer to Figure 9-4. An alternative option for the project case is to provide a weaving section to accommodate cross movements of the two streams of traffic. The weave section has been analysed using the forecast traffic demands for 2021 and 2031, the analysis demonstrates that the weave section performs adequately. Provision of full grade separation will incur
significant additional cost and it is considered that the benefits associated with this cost can be deferred given current funding constraints.
Figure 9-4 Tonkin Highway Collector Distributor Road/Kewdale Road on ramp
Assessment
The provision of the proposed configuration for Tonkin Highway / Kewdale Road / Horrie Miller Drive Interchange within the project phase meets the following objectives:
Provides improved access and capacity for freight access to the Kewdale Area (via Kewdale Road) and commercial precincts within the airport estate (via Horrie Miller Drive),
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Addresses current safety and congestion issues at this location (currently ranked as the third highest crash rate intersection in the Perth Metropolitan area),
Maintains free flow operation of Tonkin Highway between Collier Road and Hale Road, and is particularly critical to ensure the performance of the free flow interchange at Tonkin Highway and Leach Highway is not compromised, and
Single point interchange meets current and ultimate needs for traffic capacity.
9.5 Tonkin Highway / Roe Highway / Abernethy Road Interchange: Assessment and Findings
Tonkin Highway / Roe Highway
Two options were considered at this location (beyond a do nothing scenario) to service the forecast growth in traffic at this location and to address the current issues of significant peak hour congestion. The two options considered included; either the provision of the ultimate planning concept (a full system interchange); or partial grade separation of critical movements to free up the operation performance of the interchange.
The partial grade separation option represents a sub set of the ultimate planning concept (refer Figure 7-9). The following movements will be configured to achieve free flow connections between the two highways:
Tonkin southbound to Roe westbound, Tonkin southbound to Roe eastbound, Roe westbound to Tonkin southbound, Roe eastbound to Tonkin northbound, Roe eastbound to Tonkin southbound (this will need to pass through one
set of lights on Roe Highway), and Connection of the Abernethy Road on ramp as a free flow movement to
Tonkin and Roe Highway
This option facilitates removal of the existing eastern set of traffic signals. This will improve the through traffic movement on Roe Highway and the remaining traffic movements that need to pass through the traffic signals. The partial grade separation option results in a lower initial capital expenditure when compared to the full system interchange option.
Abernethy Road
It is proposed that the on ramp to Tonkin Highway from Abernethy Road will be constructed under the Gateway Project. The on ramp has been the subject of numerous previous studies and is well advanced in approvals required to facilitate construction. Provision of this on ramp will provide much needed relief to the local area road network system and offers significant network advantages providing reciprocal access to the current McDowell Street ramp.
Assessment
The provision of the proposed configuration for Tonkin Highway / Abernethy Road / Roe Highway Interchange within the project phase meets the following objectives:
Facilitates free flow movement for regional traffic between Kwinana Freeway, Roe Highway and Tonkin Highway as far as Collier Road,
Supports improved access (through the provision of free flow movements) between the intermodal facilities within Kewdale and Forrestfield areas and the port of Fremantle,
Improves regional access to airport through the provision of grade separated movements,
Increases network capacity to relieve this area of significant congestion currently experienced during peak periods, and
Defers capital expenditure whilst meeting current and midterm demands.
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9.6 Tonkin Highway – Great Eastern Highway to Hale Road Tonkin Highway mid block number of lanes
An analysis of the lane requirements was undertaken for Tonkin Highway to support the interchange options outlined in the previous sections. The required lane configuration for Tonkin Highway is outlined below.
Southbound lane configuration for Tonkin Highway requires;
Three lanes southbound between Great Eastern Highway and Leach Highway, the existing ramp from Great Eastern Highway westbound is modified to be a lane gain rather than a merge,
Tonkin Highway bifurcation at the Tonkin Highway/Leach Highway interchange with 2 lanes continuing on Tonkin Highway through the interchange,
The southbound exit from Leach Highway extension will join Tonkin Highway as a lane gain, from this point to the Roe Highway exit ramp(adjacent Abernethy Road) there will be 3 lanes on Tonkin Highway southbound, and
South of Abernethy Road the Tonkin Highway southbound carriageway will tie into the existing configuration of 2 lanes.
Northbound lane configuration for Tonkin Highway requires:
Between Hale Road and Abernethy Road there will be no change to the current configuration of Tonkin Highway,
At Abernethy Road there is currently a lane drop from 3 lanes to 2 lanes, this will not occur in the project case and 3 lanes will be maintained through to Kewdale Road,
After the exit to the airport and Leach Highway there will be a lane drop on Tonkin Highway to 2 lanes,
The northbound entry to Tonkin Highway from Leach Highway extension will be a lane gain, thus providing three lanes on Tonkin Highway northbound to Great Eastern Highway, and
At Great Eastern Highway there will be a lane drop after the exit ramp, where the proposed design will tie in with the existing Highway configuration.
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10. Leach Highway Interchange Options 10.1 Background The forecast traffic growth on Leach Highway is largely driven by changes in access to Perth Airport, coupled with a growth in existing regional traffic demand. The section of Leach Highway between Orrong Road and the airport will need to be upgraded to Expressway standard to meet this traffic demand. This requires the removal and closure (or partial closure) of a number of existing local road connections and driveway accesses. A new grade separated interchange is required at the intersection of Abernethy Road and Leach Highway to service the increased traffic demand. The following section outlines options considered for the Leach Abernethy interchange and mid block sections of Leach Highway.
10.2 Leach Highway / Abernethy Road Interchange: Assessment and Findings
Leach / Abernethy Interchange
The form of interchange to be provided at the intersection of Leach Highway and Abernethy Road has been complicated by the proximity of the Leach Highway / Tonkin Highway system interchange. For the reasons outlined in
section 7.2.2 this interchange is a core element of the project and the form of interchange is largely dictated by the fundamental change in traffic distribution resulting from airport consolidation. One interchange option has been considered at this location given the constrained nature of the site. The option considered is based on the provision of the ultimate planning concept (consisting of a compact diamond interchange with collector distributor road system). The option has been modified to accommodate a four lane cross section with 3m wide hard shoulder on Leach Highway. The proposed interchange layout is shown in Figure 10-1.
Figure 10-1 Leach Highway / Abernethy Road Interchange Arrangement
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Assessment
The provision of a new interchange at Leach Highway and Abernethy Road is required to meet fundamental project objectives, the key benefits of the proposed upgrades are outlined below;
Addresses current congestion problems at this location and accommodates significant increase in traffic demand resulting from modified access arrangements to the consolidated airport terminal,
Maintains free flow operation on Leach Highway in close proximity to Tonkin Highway which is particularly critical to ensure the performance of the free flow interchange at Tonkin Highway and Leach Highway is not compromised, and
Supports the upgrade of Leach Highway as an Expressway from Tonkin Highway to Manning Road assuming the grade separation of Leach Highway and Welshpool Road is implemented.
10.3 Leach Highway – Orrong Road to Airport Leach Highway mid block number of lanes
The ultimate planning concept for the Leach Highway expressway is based on the provision of six traffic lanes (three in each direction), narrow shoulders, emergency stopping bays and the provision of traffic lane use management systems. The configuration has been designed to meet future traffic demands whilst selecting a cross section that recognises the constraints associated with the existing road corridor and urban environment. The lane requirements for Leach Highway have been assessed for the project case considering capacity requirements to service 2021 and 2031 traffic demand. A four lane cross section is required (two lanes in each direction) to service traffic demand. The provision of four lanes initially will also provide balance to adjoining sections of the road network.
Provision of a four lane cross section for the project case will facilitate a 3m wide (verge side) hard shoulder. Provision of a full shoulder will avoid the need to provide the traffic lane use management system for the project phase. It is proposed to build the ultimate infrastructure now with the ability to resurface and alter line marking and install lane use management signs in the future when 6 lanes will be required.
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11. Local Area Access Modifications 11.1 Background A suite of local area road network modifications are proposed resulting from control of access changes proposed to the regional road network. The changes in access from the regional road network are outlined in the following sections including an overview of the proposed local road network modifications required to facilitate these changes. The local area road modifications proposed for the Project Master Plan are shown in Figure 11-1.
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Figure 11-1 Kewdale Area Local Road Network Modifications
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11.2 Leach Highway Access Modifications The following modifications are proposed to existing accesses along Leach Highway (from Tonkin Highway to Orrong Road):
All existing property driveway accesses to Leach Highway to be closed,
Burchell Way, left in left out access to be provided onto westbound collector distributor road west of Abernethy Road,
Belmont Avenue, access closed and terminated with cul-de-sac turning head,
Acton Avenue, access closed and terminated with cul-de-sac turning head, and
Miles Road, access restricted to left in only from Leach Highway westbound.
To facilitate these changes in access the following proposed local road network modifications are proposed:
Provide traffic signals at the intersection of Noble Street and Abernethy Road (to facilitate safe access for 36.5m long vehicles),
Extend Bell Street (located at the western end of Miles Road) through to Orrong Road to form a new traffic signal controlled intersection with Ballantyne Road, and
Upgrade the Kewdale Road / Miles Road intersection to a traffic signal controlled intersection (refer section 11.3)
The above local area access changes and modifications have been developed in close consultation with representatives of the local business community and freight operators.
11.3 Kewdale Road Modifications A series of intersection improvements for Kewdale Road were identified to accommodate changes in regional access and also to address capacity constraints of the local system. The following modifications are proposed to intersections along Kewdale Road:
Add additional right turning pockets to the western and southern legs of the Kewdale Road / Abernethy Road intersection to increase capacity,
Modify signals at Fenton Street to remove right turn from southern leg of Kewdale Road to increase capacity and accommodate signals at Miles Road,
Provide signals at the intersection of Miles Road and Kewdale Road to accommodate access changes at Leach Highway and to add capacity, and
Provide a new partially signalised southern access to the T1 / T2 intermodal terminal to the south of Miles Road to add capacity.
In addition to the above initiatives the City of Canning will be undertaking works to realign Kewdale Road along the existing Mill Street alignment, which will require modification to the existing Kewdale Road and Orrong Road signal controlled intersection. The above local area access changes and modifications have been developed in close consultation with representatives of the local business community and freight operators.
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11.4 Roe Highway Access Modifications The existing left in left out access to Ferguson Court / Chisholm Crescent will be closed under the project master plan proposal. A gated left in left out access will be provided for high wide load and emergency access only. As of right and permit vehicle access to the local commercial precinct will be maintained via Daddow Road and Dundas Road.
11.5 Road Train Assembly Area A road train assembly area located in the vicinity of the Abernethy Road on ramp to Tonkin Highway (southbound) is included in the project master plan. The key benefits of this include improved management of the road network to provide a central location for assembly and breakdown of multiple unit vehicles. This is essential for the operation of the restricted access vehicle network and to aid enforcement and monitoring of heavy vehicles.
The proposed location is considered appropriate and is supported by the current ad-hoc break down and storage of trailers in the vicinity of this area.
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12. Project Master Plan Concept12.1 Overview The proposed project master plan for the regional road network and local road modifications are shown in Figure 1-1 and Figure 11-1 respectively. The master plan has been developed in close consultation with key stakeholders, the local business community and freight and road users groups. The master plan represents a road based transport solution that is urgently required in this area to address the following key project objectives;
Improve and secure access to Perth Airport to complement the airport redevelopment, and in doing so, provide sufficient capacity to handle the expected growth in Airport related transport demand, and
Improve the operational efficiency of freight vehicles within the airport precinct and connecting the nearby nationally significant intermodal freight terminals at Kewdale-Welshpool and Forrestfield.
12.2 Road Design The project master plan concept design is based on the ultimate planning concept as documented in the Gateway Vision “Alignment Definition Report”. The principal differences in design are outlined in section 9 and section 10 and largely involve a reduction in traffic lane numbers and ramp elements from that envisaged in the ultimate planning concept. The geometric design and road configurations are included in the project master plan concept design drawings.
The design has been reviewed by an independent Road Safety Auditor and has been developed in consultation with the Safe Systems Working Group and Main Roads technical reviewers. Further refinement of the design is anticipated during subsequent design development phases.
12.3 Network Operations and ITS The project master plan has been developed based on the network operating principles defined during the development of the ultimate planning concept. These are documented in the Gateway Vision report “Network Operations Plan”. The managed motorway systems proposed for the Gateway Project adopts the concept of controlling access onto the network and managing the operations and flow of traffic on the road network by using modern technologies and procedures. The combination of management options proposed is intended to maximise the safe and efficient operation of the road network. These tools allow for smoother vehicle flows, inform drivers of incidents and recommend alternative actions, reduction in stop start travel during congestion, quicker incident detection and clean up, reduction in secondary incidents, increase reliability of travel time, increase the effective capacity of each link and maximum safe flows during all periods of the day and night. Intelligent Traffic Systems (ITS) and the Managed Motorway concept are a relatively low cost to a project of this scale that enables Main Roads Traffic Operations Centre the flexibility to modify what traffic uses the network. It allows for consistent managed speeds and better control plans to assist emergency services and police to deal with other events as they occur on and off the highway network. The work package to be included in the project stage contains the ITS equipment needed to actively manage the motorway network. It will also provide the backbone infrastructure required for new systems to be integrated into the network at a later date. The following are the recommended ITS equipment to be installed at the project phase: Fibre Optic Backbone – Fibre optic forms the communication link
between the ITS equipment and the Traffic Control Centre.
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Vehicle Detection System – The vehicle detection system is the primary data collection system to be utilised to determine congestion in the network. It collects traffic flow data that feeds into other systems such as a traveller information system and ramp signals.
Variable Message Signs – These are used to provide real time information regarding the status of the network to the driver and will help influence driver behaviour and route choice.
CCTV Cameras – It enables operators in the Traffic Control Centre to monitor traffic and identify congestion/incidents on the road network. CCTV cameras will cover the entire project area.
Ramp Signals – The main control over vehicles entering the highway network. Ramp signals are provided at highway on-ramps to control and manage the flow of traffic onto the mainline of the highway. This will also control the number and frequency of merging vehicles on the motorway. It is proposed to implement these for the southbound Tonkin Highway on ramp to Roe Highway westbound only as part of the Gateway WA Project.
Emergency Stopping Areas and Emergency Telephones – Provided for breakdowns and allows traffic to pull off the motorway to avoid congestion.
Lane Use Management Signs within the sub terrain structures of the Leach Tonkin interchange where emergency access and egress is constrained.
This above equipment is recommended for the regional road network and will be installed throughout the project network in locations consistent with the ultimate planning concept.
Further equipment recommended for the local road network, includes:
VMS signs on Kewdale Road;
CCTV Cameras on Kewdale Road, at key intersections and at the existing at grade rail crossing;
Threshold treatments (signs) on the approaches to freight precincts; Optimisation of traffic signals within the wider study area in
accordance with the principles established in the Network Operations Plan.
This equipment will reinforce freight priority within the Kewdale and Forrestfield areas.
12.4 Principal Shared Paths and Connections A system of principal shared paths and shared paths is proposed to accommodate the safe provision of access for pedestrian and cyclist movements for both local and commuter trips. The proposed alignment of the Shared Paths has been chosen to provide the maximum level of connectivity to the surrounding areas and to provide the most legible network through the grade separated interchanges (refer Appendix G). A principal shared path is proposed on the western side of Leach Highway from Jeffrey Street through to the Leach Highway / Tonkin Highway interchange. This includes grade separation of the path at Abernethy Road and connections to adjoining residential streets and arterial roads such as Abernethy Road. A principal shared path is proposed along the southern side of Tonkin Highway between Great Eastern Highway and Abernethy Road, the principle shared path between Abernethy Road and Roe Highway will be provided on the northern side of Tonkin Highway.
12.4.1 On Road Cyclists No on road cycling will be allowed on Tonkin Highway, Roe Highway or Leach Highway within the project area. Provision for on road cyclists will be made on Abernethy Road and Kewdale Road.
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12.4.2 Local Path Network Improvements Through consultation with the community and stakeholders a number of key improvements to the existing cyclist and pedestrian facilities within the area have been identified as offering significant benefit, these are as follows:
1. Provision of shared path along the northern edge of Abernethy Road between Kew St and Leach Highway, and
2. Provision of shared path along the southern edge of Abernethy Road between Noble St and Leach Highway, and
3. Connect the shared Path on Leach Highway to Jeffery Street.
12.5 Stormwater Management The project area is characterised by a high water table, which is generally drained by a series of Water Corporation drains. Much of Tonkin Highway north of Leach Highway and the Airport estate are drained by the Perth Airport Southern Main Drain to the Swan River. Tonkin Highway between Leach Highway and Roe Highway and the Roe Highway interchange are drained by a combination of Water Corporation basins and main drains that connect to the Canning River.
The project master plan drainage concept has been developed in accordance with the ultimate planning concept drainage strategy and Main Roads WA guidelines. Preference was given to disconnected drainage systems and the use of swales. A large proportion of the project requires piped drainage due to road geometry, and embankment height. It may be possible to reduce the extent of piped drainage during detailed design. The following criteria were used in the preparation of the preliminary drainage design:
Pit and pipe drainage designed for 10 year ARI
Detention basins/storage designed for 100 year ARI
Detention basins/storages designed as dry to minimise water quality issues, risks to road users from standing water and potential for bird strike by aircraft using the airport.
Bioretention areas have nominally been sized to provide retention of the runoff from a 1 year ARI, 1 hour storm event, however the actual size and shape of these will need development with the Department of Water during subsequent design stages.
12.5.1 Airport Southern Main Drain and the Living Stream Concept The Perth Airport Southern Main Drain serves as an outfall for the section of Tonkin Highway from Great Eastern Highway through to the Leach Highway interchange. The drain is an asset of the Water Corporation outside the Perth Airport estate and a Perth Airport asset within the estate. The existing drain is an engineered trapezoidal drain and Perth Airport have previously identified deficiencies in the capacity of the drain through their estate, particularly to the east of the runway as the culvert under the runway is undersized.
Perth Airport are proposing a realignment of the existing drain to the south of the runway to remove this constraint and to construct the new section of the drain as a living stream, with the exception of a section between the Leach Highway interchange and the end of the runway where there is insufficient space. A drainage strategy has been developed by Perth airport which has been integrated with the highway drainage strategy. The strategy constrains the geometric design at Boud Avenue controlling both ramp elevations and the level of Tonkin Highway to control flood levels for the major storm event (further details are included in the Gateway Vision “Drainage Strategy Report”).
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12.6 Structures
12.6.1 Existing Structures There are a number of existing bridges on the Tonkin and Roe Highways which will be retained within the project master plan concept, these bridges include:
Bridge No. 1184 – Tonkin Highway southbound over Abernethy Rd; Bridge No. 1185 – Tonkin Highway northbound over Abernethy Rd; Bridge No. 1210 – Tonkin Highway southbound over Dundas Road
and railway; Bridge No. 1211 – Tonkin Highway northbound over Dundas Road
and railway; and Bridge No. 1345 – Roe Highway over Tonkin Highway. Bridge No. 1147 – Roe Highway over Freight Rail
A high level review of the bridges was undertaken for the ultimate planning design, and is documented in Structures Position Paper GVWA-PP-ST-001. This review identified some deficiencies in relation to current standards and design criteria that would be applied for the new bridges in this project; however, at their current load capacity they are not controlling restrictions on the current network for heavy loads. In summary the deficiencies were:
Bridge Nos. 1184, 1185, 1210 and 1211 do not comply with current standards, minor deficiencies were found with respect to load capacity, traffic barrier type and vertical clearances over the road and railway;
Bridge No. 1345 does not comply with current standards, minor deficiencies were found for load capacity and barrier type. Vertical clearance is also less than the 6.50m proposed for the new bridges in this project, but could be improved by lowering Tonkin Highway underneath the bridge if required. Widening of this bridge will be
required in the project case to accommodate the auxiliary lane exit configuration associated with the loop ramp exit from Roe Highway westbound to Tonkin Highway southbound.
It is proposed that these existing structures are retained for the project master plan, as they can accommodate the required lane configuration. The decision to replace, retain, or widen and strengthen these existing bridges for the ultimate stage is an issue to be resolved at the project delivery stage for the ultimate design.
12.6.2 New Structures A total of eleven new road bridge structures, nine shared path underpasses and over 2km of sub-terrain waterproof structures are required for the project master plan. A summary of the key features and location of these bridges is provided in Figure 12-1.
Sub-terrain Structure – Leach Highway / Tonkin Highway Interchange
Major structural works are required associated with below ground structures at the Leach-Tonkin interchange (refer Figure 12-1). These structures will comprise approximately 2.5km of open-topped waterproof lined structure which is below existing ground water table level. The top of the bath structure walls extend to the maximum design ground water level (or higher where adjacent constraints dictate). The resulting depth of the bath structure walls will vary up to a maximum of 9.0m from pavement level. A structural base slab will span between the walls which will support the pavement and provide a sealed structure to prevent groundwater ingress.
It is considered that diaphragm walls are the most likely construction method for the walls (particularly for deep sections). Key issues considered include; quality of finished product, resistance to buoyancy (via embedment below slab), and reduction of dewatering requirements. The approach of top-down construction with the walls will act as a cut off and facilitates the use of a grout plug at the base of the excavation (should this be required).
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At the deepest sections permanent struts are proposed across the top of the bath structure (where vertical clearance envelope for traffic permits). Where the height is less than the required vertical clearance cantilevered walls are proposed, and at the shallower sections of bath structure (where the level of required dewatering will be lower) open excavation may be used to construct an in-situ U shaped structure. Drainage systems will be required within the bath structures to collect stormwater inflow (due to the open top), and any seepage through the walls and base slab. Drainage sumps will be required at the low points along each section of bath structure with a pumping system to remove the water into the surface stormwater drainage system.
Figure 12-1 Extent of sub terrain structures – Leach / Tonkin Highway Interchange
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Table 12-1 Summary of New Bridge Structures
Structure no. Location Notes
Tonkin Highway - Leach Highway Interchange
1716 Leach Hwy over Tonkin Hwy Ultimate bridge to be built at project stage
1717 Leach Hwy over Ramp Ultimate bridge to be built at project stage
1718 Tonkin Hwy over Ramp Ultimate bridge to be built at project stage
1719 Ramp over Leach Hwy Ultimate bridge to be built at project stage
9386 PSP under Leach Hwy Ultimate underpass to be built at project stage
9387 PSP under Tonkin Hwy Ultimate underpass to be built at project stage
9388 PSP under Ramp Ultimate underpass to be built at project stage
9393 PSP under Ramp (South of Leach Hwy)
For project stage only.
Tonkin Highway - Kewdale Road/Horrie Miller Drive Interchange
1720 Kewdale/Horrie Miller over Tonkin Hwy Ultimate bridge to be built at project stage
9389 PSP under Kewdale Rd Ultimate underpass to be built at project stage
Tonkin Highway - Roe Highway Interchange
1722 Tonkin Hwy CD road over Abernethy Rd Ultimate bridge to be built at project stage
1723 Tonkin Hwy On-ramp over Abernethy Rd Ultimate bridge to be built at project stage.
1724 Tonkin Hwy CD road over Dundas Rd / Railway Ultimate bridge abutments built for project stage.
9394 PSP under Tonkin Hwy/McDowell St off ramp Ultimate underpass to be built at project stage.
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Structure no. Location Notes
1725 Ramp over Tonkin Hwy Ultimate bridge to be built at project stage.
1726 Roe Hwy NB over Ramp Ultimate bridge to be built at project stage.
9391 SP under Ramp MC4S Ultimate underpass to be built at project stage.
9392 Shared Path under Ramp Ultimate underpass to be built at project stage
Leach Highway - Abernethy Road Interchange
1721 Leach Hwy over Abernethy Rd Ultimate bridge to be built at project stage.
9390 PSP under Abernethy Rd Ultimate underpass to be built at project stage
Tonkin Highway - Boud Avenue Interchange
1727 Boud Ave over Tonkin Hwy Ultimate bridge to be built at project stage.
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12.7 Urban Design The project team has established a series of opportunities and constraints for aesthetics treatment to the network through an iterative process of engagement.
An initial review of the physical area was undertaken to consider the obvious physical opportunities and constraints. This was followed by engagement with various stakeholders through public open forums, a Community Liaison Group visioning session and three Aesthetic Reference Group sessions. A broad theme has been developed for the network (refer to Gateway Vision Report “Landscape and Urban Design Concept Report”).
In terms of preliminary themes which have been developed the project team is proposing to reinforce the notion of the road ‘network’; the Gateway project represents a movement corridor for much more than vehicles. It is a corridor for movement of animals and links for trees and plants, for walkers and cyclists, for water and for people from all over the world. It is a complex and interwoven network. Aesthetically, the project team is looking to celebrate this interwoven network whilst introducing location specific themes at appropriate points along the network. A “Ribbons of Development” theme has been developed and is included in the overall aesthetics strategy.
Included in the Project Master Plan are the key foundation urban design elements including;
Noise walls (designed to achieve 2050 traffic predicted noise requirements);
Landscaping Principal shared paths Lighting Street furniture (bins, seats, shelters)
Bespoke lighting for Tonkin/Leach interchange and potentially for Tonkin/Boud.
Public art As a general rule, the Tonkin Highway/Leach Highway interchange will feature higher specification treatments than the balance of the Project Master Plan area. This is also proposed for the Roe Highway interchange, but not as part of this Project phase.
Noise walls are proposed to be an integral feature of the urban design strategy. The noise walls have been considered as concrete panels with a cast relief, pigmented to provide colour and inclusive of graffiti proof coating. Plexi-glass is also proposed in certain locations subject to detailed design. Noise walls will generally continue as horizontal features through to bridge treatments and abutments. The size and scale of noise walls and bridge abutments at Tonkin Highway/Leach Highway will exceed technical requirements in order to identify the primacy of this interchange in the project and for the State and may be constructed of alternative but complementary materials.
Lighting proposed for the Tonkin Highway/Leach Highway will be a bespoke design and will be shorter and more frequent. Smaller interchanges will repeat the bespoke lighting features but not to the same extent. Otherwise lighting will be treated so as not to draw attention to it, and as such standard Main Roads WA specification will be used.
Public art is proposed to be located near to Tonkin Highway/Leach Highway, Tonkin Highway/Boud Avenue, Leach Highway/Abernethy Road and Horrie Miller Drive/Kewdale Road. The key landmark item will be in proximity to Tonkin Highway/Leach Highway. Lesser pieces, or pieces integrated with the required infrastructure will be in the other locations. Art proposed at the Roe Highway interchange will not form part of this Project phase.
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12.7.1 Legacy Projects Gerry Archer Athletics Centre
This legacy project identifies the mitigation works required to accommodate the project land requirements within the existing Gerry Archer Athletics Centre. There are opportunities to further rationalise a number of the sporting facilities currently located in the vicinity of the oval. The project team are working closely with the City of Belmont to identify a potential master plan for this area.
Living Stream
This legacy project would provide a lasting asset to the local community and offers an opportunity to enhance the local area. Further discussions are continuing between Main Roads and Perth Airport to progress this legacy project.
City of Belmont RADAR Development
This recognises the redevelopment of the land within the existing residential area of Redcliffe that has been severed by Brearley Avenue. With the future construction of Boud Avenue, Brearley Avenue will be closed opening up the opportunity to redevelop this area.
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13. Other Key Project Considerations
13.1 Background The following section outlines other key considerations that are central to the implementation of the project master plan.
13.2 Environmental Considerations
13.2.1 Environmental Impacts and Offset Strategy The Public Environmental Review identifies that the project will impact approximately 23ha of potential Black Cockatoo feeding habitat and approximately 45 ha of wetlands. Approval to clear Black Cockatoo habitat and bush on Commonwealth land will result in a requirement to provide an offset.
Likely minimum offsets include:
4:1 for Black Cockatoo foraging habitat; and 1:1 for wetland habitat.
Gateway Vision is pursuing the following potential direct and indirect offsets:
Purchase suitable land identified by the WA DEC; Contribute to the creation of the Perth Airport living stream project; Rehabilitate conservation areas within the Shire of Kalamunda or
other adjacent Local Government areas; Contribute to other regional conservation efforts (i.e. further
research into translocation / propagation of threatened Conospermum undulatum).
In addition to the impacts identified on Commonwealth land, a clearing permit will be required to facilitate clearing within state road reserve. A clearing permit to cover the area required for the project footprint is currently being prepared.
13.2.2 Sustainability Considerations Sustainability on the Gateway WA Project has been considered in a range of project activities and deliverables, and is articulated in the project-specific Sustainability Report.
The Sustainability Plan describes the holistic and integrated approach to managing the issues and impacts arising from the project. It intends to actively guide the development of the project master plan optimising outcomes across governance, community, environment and economic areas, and to continue these aspirations throughout the detailed design and construction phases.
In preparing the project master plan, the following sustainability-related activities have been undertaken:
Sustainability principles derived from the project Sustainability Plan informed the establishment of the project’s master planning objectives; and
Initial investigations and opportunities for incorporating energy and water efficiency initiatives and biodiversity enhancements on the project.
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13.2.3 Traffic Noise Impact Noise modelling was undertaken based on the projected 2031 and 2050 traffic volumes for the ultimate concept design. The modelling found that, in broad terms, the build scenario with no noise control is of less impact than if the project was not undertaken.
To achieve the “limit” noise levels of the WAPC Policy, the application of the following is recommended:
Upgrading the road surface of the main lanes on Leach Highway, west of Tonkin Highway to open graded asphalt;
Upgrading the road surface of the main lanes of Tonkin Highway, between Great Eastern Highway and Roe Highway to open graded asphalt; and
Constructing noise walls at appropriate locations which range in height from 2.4m to 3.8m.
Even with these treatments, approximately 18 houses will have noise levels above the “limit”. Detailed design will investigate further mitigation options in these locations.
13.3 Utilities and Services A summary of the key services accommodation works required to realise the project master plan is provided in Table 13-1 below. The location of key services to be relocated is indicated in Figure 5-1.
Table 13-1 Key Services Accommodation Works
Service Procurement and Construction Timeframes (excluding Design)
Transmission Lines at Leach Highway/Abernethy Road
12 months
Transmission Lines at Tonkin Highway (south of Kewdale Road)
12 months
High Pressure Gas lines (Kewdale Road/Tonkin Highway)
18 months
Dampier-Bunbury Gas Line (protection treatments only, Roe Highway/Tonkin Highway)
Unknown
Canning Trunk Main (Leach Highway/Tonkin Highway)
12-18 months. Cutover is only allowed for a 3 day window during Winter Months.
600 OD water main at Kewdale Road/Tonkin Highway
10 months. Cutover is only allowed for a 2 day window during winter Months.
450 OD water main at Leach Highway/Abernethy Road
10 months. Cutover is only allowed for a 2 day window during winter Months.
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13.4 Land Considerations
13.4.1 Recommended Reservation The Ultimate Concept Design on which the land requirements plans are based provides for the total footprint of the project, associated infrastructure and construction considerations
The Ultimate Concept Design and the associated MRS amendment makes provision for the following road facilities and features:
Pedestrian and Cyclist facilities – Shared Paths and Footpaths; Heavy Vehicle Movements; Road Safety Barriers; Street lighting; Services relocations or protection and utility authority access and
services corridors where applicable. Public transport including the proposed rail line on Tonkin Highway; Property access; Network operations management options; Visual impact mitigation; Drainage requirements; and Maintenance and emergency vehicle access requirements.
13.4.2 Affected Properties Land requirements for the project master plan have been identified through the compilation of land dealing plans. Preliminary consultation has commenced with a number of directly affected property owners where a whole of property land take is required. Main Roads are
currently progressing with the land acquisition for the project with the aim of completing resumption by the end of 2012. A total of 70 properties are affected by the project. The bulk of theses are located in Cloverdale adjacent to the Leach / Abernethy interchange and others within the Kewdale area.
A large area of land will be required from the Perth Airport estate, Main Roads are currently commencing negotiations to secure this land for road reservation purposes, it is assumed that this land will be seeded to the state at no cost.
13.5 Construction Considerations
13.5.1 Construction Feasibility A constructability review and report has been compiled for the project master plan. The construction approach considers a total of seven areas and identifies the key traffic management phases anticipated for each location. Due to the significance of the route and traffic volumes, construction of Tonkin Highway and Leach Highway, including all the interchanges, will have to be completed with minimal interruption to traffic. The use of temporary side tracks will be required through a number of locations.
De-watering and construction below the water table will be major issues to be managed during the construction phase. An additional complication is the construction of the Boud Avenue / Tonkin Highway and Leach Highway/ Tonkin Highway interchange which will be subject to compliance with aviation operational constraints. Perth Airport has indicated that no intrusion into the aviation constraints will be permitted. This will require particular consideration of the design and construction of structures to limit the use of cranes.
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13.5.2 Typical Design Pavements Traffic forecasting for the Gateway WA project is complex resulting in considerable effort to remove uncertainty of the anticipated vehicle and freight movements. Given the anticipated traffic volumes and pavement usage, it is assumed that there will be three typical full depth asphalt pavements. The fundamental difference between the three design types is primarily related to the wearing course. Three sets of master design curves have been prepared for the three design scenarios, namely; Freeways, Highways and Intersections. For planning purposes three pavement design thicknesses have been considered. Due to the variables of geometry, and traffic and freight demand there is the potential for a number of different pavement designs, which will need to be rationalised during detailed design.
13.5.3 Groundwater Considerations Groundwater levels have significant bearing on the design and construction of structures below the water table in the vicinity of the Leach Highway/ Tonkin Highway interchange. It is generally agreed
that for construction projects in Perth, WA, the Annual Average Maximum Groundwater Level (AAMGL) should be adopted as the design groundwater levels. There is a risk of groundwater seepage over topping retaining or bath type structures during periods when the groundwater level rises above the calculated AAMGL if the annual maximum groundwater level is exceeded.
For the purpose of this project a historical maximum groundwater level is considered conservative and a method analogous to AAMGL calculation has been adopted. Some alterations to the generally adopted method for AAMGL calculations have been made to accommodate for poor data. These alterations are conservative in nature. This approach has been termed the Modified Average Interpolated Maximum Groundwater Level (MAIMGL). The calculated MAIMGL however should be taken as an indicative measure only. Local geological and topological features can give rise to significant variations in groundwater levels. For example, it is known that in the adjacent Perth Airport site, small lenses of clay have given rise to a number of similarly local perched aquifers at levels above those normally observed in the superficial aquifer.
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14. Budget, Costs & Delivery Method
14.1 Budget In December 2007, the Federal government announced a $350m funding commitment towards work on the Perth Urban Transport and Freight Corridor, conditional upon a matching State government contribution. Of the combined $700m pool of funding, $403.9m has been allocated to the Gateway WA project.
In the lead up to the 2010 Federal election, the Gillard Labour government announced that it would contribute a further $480m towards the Gateway WA project, with the State required to contribute $120m. Of these funds, $179.4m is budgeted ex the Commonwealth Regional Infrastructure Fund (RIF) with a further $8m of State funds allocated in 2014/15. The $300.6m balance of the Federal funding commitment was subject to the outcomes of legislation for the Minerals Resource Rent Tax (MRRT) which has recently been passed by Parliament.
Table 14-1 summarises the Gateway WA funding commitments. The Australian and West Australian governments have committed to invest $1.004 billion to construct the Gateway WA project with $591m available in the current budget and forward estimates (to 2013/2014) and a further commitment of $413m in 2014/2015 and beyond.
Opportunities to supplement the project budget through private sector contributions and land redevelopment opportunities will be explored during the next stages of the project.
Table 14-1 Funding Commitments
14.2 Preliminary Cost Estimate A preliminary design and construction cost estimate has been prepared based on a conceptual level of design undertaken as part of developing the Project Master Plan. It is recognised that additional costs are often realised through design growth as detailed designs are developed. For this reason contingencies have also been developed based on identified risks.
Risks have been identified through a series of workshops including a constructability workshop and a project risk workshop.
Commonwealth
($m)
State
($m)
Total
($m) Budgeted NBP1 Funds 206.4 197.5 403.9
Budgeted RIF Funds 179.4 8.0 187.4
Sub-Total(Funding Available to 2013/2014)
385.8 205.5 591.3
Balance of RIF/MRRT plus State commitment (in 2014/15 and beyond)
300.6 112.0 412.6
Total 686.4 317.5 1003.9
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A risk model has been developed for the Project Master Plan scope. Estimated lower bound and upper bound risks (and opportunities) costs were identified for each of the risks. An estimate of the probability of the risk eventuating was also identified as a percentage (100% certain, 0% never). This model was then run through a Monte Carlo analysis to determine a statistical distribution for the risk value. Both P90 and P50 probability outcomes were calculated and are included in the preliminary cost estimate.
The cost estimate includes allowance for land and other Main Roads project related costs incurred.
The Gateway Vision project cost estimate is summarised in Table 14-2, below.
14.3 Delivery Method The delivery method for the Gateway WA project will be through a Program Alliance form of contract. The form of contract and the procurement process have been specifically formulated to encourage innovation and reduce costs. An initial Package 1 of works comprising the Tonkin Highway/Leach Highway interchange, Tonkin Highway/Kewdale Road/Horrie Miller Drive interchange, Leach Highway/Abernethy Road interchange and Kewdale Area works will be competitively tendered as a single package of works due to the close spacing of these 3 interchanges and the interdependencies with the proposed works along Kewdale Road. Remaining work packages will be released depending on the availability of funding. Every opportunity will be explored to reduce the project cost in order to construct the full project scope as defined in this Project Master Plan within the available funds.
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Table 14-2 Preliminary Cost Estimate
Preliminary Cost Estimate Items
P90 Risk $m
P50 Risk $m
Delivery Costs General items, Preliminaries, Design, Land and Management 237
Package 1 Works* 458 Remaining Work Packages 172 Subtotal – Delivery Costs 867 867
Contingencies 238 126 Escalation
120 120 TOTAL 1,225 1,113
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15. Other Network Infrastructure Priorities This report has focused on the infrastructure requirements for the Gateway WA project master plan. During the investigations to determine the required scope for the project master plan a number of other infrastructure priorities were recognised, largely based on the performance of the road network resulting from future traffic growth. The other network upgrades identified have been divided into two categories of immediate priorities (either required to be delivered at the same time as the Gateway project or shortly after and those required within the next twenty years, notionally by 2031).
The following section provides a brief overview of other infrastructure priorities that are supported through the master planning investigations.
15.1 Immediate Priorities The immediate priorities identified are indicated by orange symbols in the below Figure. The red symbols indicate highest priority infrastructure which would be preferable to complete within the same time frame as the Gateway project, this includes the following infrastructure;
Leach Highway / Welshpool Road interchange, Roe Highway / Berkshire Road interchange, Realignment of Kewdale Road between Orrong Road and
Welshpool Road, and Upgrade of Orrong Road to six lanes between Roe Highway and
McDowell Street
Figure 15-1 Recommended Infrastructure Upgrades by 2031
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15.2 Priorities within the next 20 years The areas represented in yellow are required before 2031 and preferably within the coming 10 to 15 years. These priorities include:
Roe Highway – 6 lanes from Kwinana Freeway to Tonkin Highway, and
Orrong Road – 6 lanes from Kewdale Road to Great Eastern Highway,
The areas represented in green are required by 2031 and preferably within the coming 20 years. These priorities include:
Closure of Brearley Avenue at Great Eastern Highway and construction of the Boud Avenue interchange.
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16. Remaining Activities This section outlines the key remaining activities in the approval and delivery process to realise the project master plan. A schedule of key activities is outlined in Table 16-1, it should be noted that dates are indicative and based on the current forward program. In addition to road construction activities the timing of major milestones associated with airport development are included.
The main permits and licences that may be required under Part V of the EP Act and other State and Commonwealth legislation include:
Native vegetation clearing permit under Part V of the Environmental Protection Act 1986 (WA);
Licence/s to construct or alter wells; and licence/s to take water under sections 26D and 5C of the Rights in Water and Irrigation Act 1914 (WA), associated with abstraction of groundwater for construction water supply and/or dewatering;
Permit to Take Declared Rare Flora under the Wildlife Conservation Act 1950.
Airports Act 1996.
A license will be required from the Department of Water (DoW) under section 5C of the Rights in Water and Irrigation Act 1914 for any dewatering activities.
Conditional approval to disturb Aboriginal heritage sites under section 18 of the Aboriginal Heritage Act 1972 has been granted.
Table 16-1 Summary of key remaining activities
Activity Anticipated Completion Date
PER Approval and Conformation of Conditions Sep 2012
State Clearing Permit Approval Sep 2012
Program Alliance (Delivery) Procurement - Award Oct 2012
Land Acquisition (private property) Dec 2012
Perth Airport Cooperation Agreement Sep 2012
Perth Airport License to Construct Dec 2012
Ground Dewatering License Feb 2013
MRS Amendment Mar 2013
Commence Construction Mar 2013
Gateway WA Project Construction Complete Dec 2016
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17. Conclusion The Tonkin Highway is a high-standard, dual carriageway road that functions as a ring road arterial route east of Perth extending from Beachboro (approximately 12km northeast of Perth) southwards to beyond Armadale, approximately 40kms to the south of the city.
The section of the Highway between and including its intersections with GEH and Roe Highway serves a number of critical functions: in addition to carrying commuter and longer-distance (extraneous) traffic around the eastern perimeter of the city, it combines with the major east-west routes in the area to form the primary road network serving Perth Airport. It also provides access to the major freight terminal at Kewdale and other significant industrial zones in the area.
Tonkin Highway and the intersecting east-west routes at GEH, Leach and Roe are thus essential elements of the transport network supporting the economic vitality of the region.
The road network in and around Perth Airport is already close to capacity, and Main Roads Western Australia (MRWA) had previously identified the requirement to upgrade Tonkin Highway and its interchanges with Leach Highway and Horrie Miller Drive. Recently however, the need for road network improvements has become significantly more pressing: Due to the economic success of the region, Perth Airport has experienced approximately 15 years of ‘normal’ passenger growth over the past 3 years. Consequently, the current 10 million annual passenger number is expected to exceed 25 million by 2031, and as a result, Perth Airport has brought forward its plans to consolidate and expand the domestic and international terminals.
Similarly, the Kewdale industrial area is a significant freight distribution hub due to its proximity to the Highway network and freight railway. Whilst approximately a third of all containers unloaded from Fremantle Port are currently delivered to Kewdale for distribution, that number is
predicted to double in coming years. To further compound matters, the airport is also becoming a significant distribution centre in its own right, with Coles and Woolworths locating their state distribution centres on site.
The combined impacts of ‘normal’ traffic growth, the growing number of air travellers and escalating freight operations are predicted to have a dramatic impact on travel demand, and the road network is forecast to experience significant and worsening levels of congestion if not upgraded. A significant change in traffic distribution will occur as a result of airport consolidation precluding a “do nothing” option.
The Western Australian Government has identified the upgrade of the arterial road network around Perth Airport as a national infrastructure priority. MRWA engaged Gateway Vision to investigate options and define the project master plan to service current and future road network demands in the project area.
This report is the summary of the work carried out to define the project master plan for Tonkin Highway between Great Eastern Highway and Roe Highway, as well as Leach Highway from Orrong Road to Perth Airport.
The project master plan recommends the following scope of road network upgrades are implemented to meet current and future needs to service the next 20 years and beyond;
Upgrade Tonkin Highway to six lanes between Great Eastern Highway and Roe Highway,
Upgrade Leach Highway to a four lane expressway between from Orrong Road into the Perth Airport,
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Construct a freeway to freeway interchange between Tonkin Highway and Leach Highway,
Construct a single point interchange between Tonkin Highway, Kewdale Road and Horrie Miller Drive,
Construct a compact diamond interchange between Tonkin Highway and Abernethy Road,
Construct elements of the future freeway to freeway interchange between Tonkin Highway and Roe Highway,
Construct a compact diamond interchange between Leach Highway and Abernethy Road, and
Implement a series of local road modifications within the Kewdale precinct to service proposed changes in access resulting from changes to the regional road network.
In addition to the above recommended infrastructure provisions, further investigation into the timing for the provision of a new interchange between Tonkin Highway and Boud Avenue interchange is recommended. This decision will be largely driven by available funding.
A preliminary project cost estimate has been completed which indicates that the above infrastructure would cost in the order of $1.1 to $1.2 Billion to implement. Funding for the project has largely been secured and is supported by a business case developed by Gateway Vision.
In order to facilitate a high level of meaningful engagement with the project’s key stakeholders, a Project Governance Framework was developed and implemented upon project inception. The framework consisted of eight separate stakeholder reference groups that met regularly throughout the duration of the project.
An extensive consultation process has also been undertaken and included; release of project newsletters, community information sessions, public open forums, one-on-one meetings with affected property owners and others. Government and institutional stakeholders such as DEC, DoP, DoW, PTA, City of Belmont, Shire of Kalamunda, City of Canning, EMRC, Perth Airport and others have also been consulted throughout the study process.
Feedback received through the consultation process has informed the project master planning process which led to the development of the preferred master plan.
It is recommended that the project master plan is implemented to meet the current and future transport demands for the project area.
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18. References AASHTO – A policy on geometric design of highways and streets (2004)
AASHTO – Roadside Design Guide (Roadside Hazard Protection)
Abernethy Road and Roe Highway Interchanges, Planning Report Vol 1 & 2 (Egis, 2002);
Aircraft movements through capital city airports to 2029-30 Research Report 117 (April 2010)
Austroads Guides (2009)
Background Noise Survey: 1001142-02 Prepared by Lloyd George Acoustics Pty Ltd 8 March 2011
Directions 2031: Perth’s urban growth management strategy
ERMC Strategic Plan for the Future 2010/11-2013/14, (ERMC, 2010);
Ethnographic Survey of the Gateway WA Perth Airport Project, R&E.O’Connor July 2011
Gateway Archaeological Investigation, Quartermaine Consultants June 2011
GVWA-13.00-RP-PV-0032 Preliminary Pavements Design and Investigation Report
GVWA-13.01-RP-GT-0013 Boud Avenue / Tonkin Highway Interchange Geotechnical Report
GVWA-13.02-RP-GT-0014 Leach Highway / Tonkin Highway Interchange Geotechnical Report
GVWA-13.03-RP-GT-0015 Horrie Miller Drive / Kewdale Road / Tonkin Highway Geotechnical Report
GVWA-13.04-RP-GT-0016 Roe Highway / Tonkin Highway Geotechnical Report
GVWA-13.04-RP-GT-0038 Bridges 1184, 1185, 1210 and 1211 Foundation Investigation Report
GVWA-13.05-RP-GT-0012 Leach Highway / Abernethy Road Interchange Geotechnical Report
GVWA-16.00-RP-EN-0033 Flora Report
GVWA-16.00-RP-EN-0034 Fauna Report
GVWA-17.00-RP-EN-0035 Noise Report
GVWA–18.00-RP-EN-0052 Air Assessment Report April 2011
GVWA-26.00-RP-TM-0066 Traffic Analysis Report – Project Case – 20212 and “Check for Failure” network assessment
GVWA-27.00-RP-TM-0065 2021 PARAMICS microsimulation report – Project Case
GVWA-29.00-RP-NO-0058 Network Operations Plan
GVWA-30.00-RP-PL-0011 Planning Status Report
GVWA-31.00-RP-PM-0023 Planning and Objectives and Criteria Report
GVWA-32-RP-RD-0020 Tonkin Highway Interchange Options Report
GVWA-33.00-RP-DR-0049 Drainage Strategy Report
GVWA-33-RP-DR-0044 Drainage Options Evaluation Report
GVWA-400.02-RP-GT-0414 Leach Highway/Tonkin Highway Interchange Acid Sulfate Soils Investigation Report
GVWA-46-RP-AE-0047 Landscape and Visual Impact Assessment Report
GVWA-47.00-RP-SE-0026 Utilities Coordination Report
GVWA-52.00-MP-CR-0009 Community and Stakeholder Engagement Plan
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Kewdale – Hazelmere Integrated Master Plan (Western Australian Planning Commission, 2006);
Main roads Western Australia – Standard Drawings, Standards and Guidelines, Traffic Management Guidelines, Horizontal Curve tables
Perth Airport and Freight Access Project Environmental Constraints (AECOM,2009);
Perth Airport and Freight Access Project, Tonkin highway Planning Design Concept (AECOM, 2009);
Perth Airport and Freight Access Project, Tonkin Lane Requirement to 2031 (MRWA, 2009);
Perth Airport Master Plan (Westralia Airports Corporation, 2009);
Perth Airport Strategic Road Access Study (AECOM 2008);
Perth Airport Transport Master Plan – Draft (Department of Transport, 2010);
Review of Stanton Road interchange on Tonkin Highway for MRS amendment (Halpern Glick
The City of Belmont Strategic Plan 2010 to 2015, (City of Belmont, 2010);
Traffic Operations between Boud Avenue and Great Eastern Highway interchanges – Working Paper, (MRWA, 2009);
TRB – Highway Capacity Manual
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Appendices Index
APPENDIX A – Project Master Plan Concept
APPENDIX B – Project Governance Framework
APPENDIX C – Summary of Ground Conditions
APPENDIX D – Constraints Mapping
APPENDIX E – Highway Typical Cross Sections
APPENDIX F – RAV and HWL Network
APPENDIX G – PSP Network
Appendix A
Project Master Plan Concept
GATEWAY WA: Perth Airport and Freight Access ProjectoInterchange at
Tonkin Highway / Boud Avenue(Subject to funding)
Tonkin Highway 6 Lanes
Access toairport terminals
Leach Highway4 lane Expressway
Interchange atTonkin Highway / Horrie Miller Drive /
Kewdale Road
Interchange atTonkin Highway / Roe Highway
Tonkin Highway / Abernethy Roadon ramp
Interchange atLeach Highway/ Abernethy Road
Freeway to FreewayInterchange at
Tonkin Highway / Leach Highway
Project Stage Concept Plan
For project stage Kewdalearea road upgrades
refer to separate planNo. 00-SK-RD-2012
Proposed road trainassembly area
Work by Perth Airport
Date: 6/02/2012
Government ofWestern Australia
LEGEND:
PROPOSED CUL-DE-SAC
PROPOSED ROADNETWORK MODIFICATIONS
PRIVATE ROAD NETWORK
ORRONG
ROAD
KEWDALE
ROAD
DOWD
STREET
ABERNETHY
ROAD
WELSHPOOL
ROAD
LEACH
HIGH
WAY
TONKIN
HIGHWAY
MILES ROAD
BELMONT
AVENUE
ACTON
RAILW
AY
RAILWAY
McDOWELL
STREETROAD
KEWDALE FREIGHTTERMINAL
BELL
STREET
SHEFFIELD
KURNALL
ROAD
UPGRADE KEWDALE ROAD
BALLANTYNE
RD
INTERSECTION UPGRADES
AVENUE
PROPOSED SIGNALISEDINTERSECTION
PROVIDE NEWINTERSECTION FOR
T1/T2 ACCESS
PROVIDE TRAFFICSIGNALS AT KEWDALE
RD / MILES RD
PROVIDE DIRECTCONNECTION BETWEENMILES RD & ORRONG RD
SIGNALISE THE INTERSECTIONOF BELL STREET /
BALLANTYNE RD & ORRONG RD
CULDESACACTON AVE
CULDESACBELMONT AVE
CULDESACBELL ST
TIE INTOLINK ROAD TOT1/T2 FACILITY
UPGRADE KEWDALERD / ABERNETHY RD
INTERSECTION
UPGRADEFENTON ST
INTERSECTION
RESTRICT MOVEMENTTO LEFT IN ONLY
PROVIDE TRAFFIC SIGNALS ATABERNETHY RD / NOBLE ST
PROVIDE LEFT IN / LEFTOUT AT ABERNETHY RD /
GLASSFORD RD
PROVIDE LEFT IN / LEFTOUT AT BURCHELL WAY
TO CD ROAD
Appendix B
Project Governance Framework
Project Steering CommitteeCity of Belmont Eastern Metropolitan Regional CouncilCity of Canning Infrastructure AustraliaDepartment of Infrastructure and Transport (Fed) Shire of KalamundaDepartment of Planning Westralia Airports CorporationDepartment of Transport Gateway Vision
Main Roads WA
Project Enabling GroupCity of Belmont Public Transport AuthorityCity of Canning Shire of KalamundaDepartment of Planning Westralia Airports CorporationDepartment of Transport Gateway VisionEastern Metropolitan Regional Council Main Roads WA
Community & Stakeholder EngagementStrategy Group
Network OperationsTechnical Working Group
Traffic ModellingTechnical Working Group
Gateway Vision Project Team
Safe Systems Working Group (SSWG)Curtin University Office of Road SafetyIndependent Chairperson Gateway VisionIndependent Engineer Main Roads WA
DrainageReference Group
(DRG)City of Belmont
Department of Water
Perth Region NRM
Shire of Kalamunda
Swan River Trust
Water Corporation
Westralia AirportsCorporation
Gateway Vision
Main Roads WA
Community Liaison Group(CLG)
Belmont Local Resident
Cloverdale Local Resident
Forrestfield Local Resident
Kalamunda Local Resident
Redcliffe Local Resident
Community Group Representative (Wattle Grove)
Businesses Perth Airport precinct (x2)
Businesses Leach Highway (x2)
Business Operator (High Wycombe)
Bicycle User Group Representative
City of Belmont Representatives (x3)
Eastern Metropolitan Regional CouncilRepresentative
Orrong Road Community Reference GroupRepresentatives(x2)
Shire of Kalamunda
Westralia Airports Corporation
Gateway Vision
Main Roads WA
Appr
ove
Enab
leEn
act /
Inte
rpre
tIn
form
MRWA and Gateway Vision staff
External stakeholdersLegend
Governance Structure
Environment ReferenceGroup (ERG)
City of Belmont
Conservation Council of WA
Department of Environment &Conservation
Department of Water
Eastern Metropolitan Regional Council
Perth Region NRM
Shire of Kalamunda
Swan River Trust
Urban Bushland Council
Westralia Airports Corporation
Wildflower Society of WA
Gateway Vision
Main Roads WA
Freight and Road UserGroup (FRUG)
City of Belmont
City of Canning
Department of Transport
Eastern Metropolitan Regional Council
Fire and Emergency Services Authority WA
Livestock and Rural Transporters Assoc
Pastoralists and Graziers Association of WA
Public Transport Authority
Shire of Kalamunda
RAC WA
Transport Forum of WA
WA Farmers Federation
WA Road Transport Association
Westralia Airports Corporation
Gateway Vision
Main Roads WA
AestheticsReference Group
(ARG)City of Belmont
City of Canning
Eastern MetropolitanRegional Council
Department of Culture & theArts
Perth Region NRM
Tourism WA
Westralia AirportsCorporation
Gateway Vision
Main Roads WA
Gateway Vision – 1800 420 421 / [email protected]
Enac
t /In
terp
ret
Main Roads WA - Project Advisory List (PAL)
Special InterestGroups
Kewdale Business Group
Belmont Little Athletics Club
Aboriginal Communities
Appendix C
Summary of Ground Conditions
Summary of Ground Conditions
Preliminary geotechnical investigations were undertaken at key locations along the project and documented in geotechnical investigation reports as Table C-1 below. The relevant sections of these reports have been summarised in the sections below. For a complete understanding of the conclusions and recommendations please refer to the original reports.
Table C-1 Relevant Geotechnical Reports
GVWA-13.05-RP-GT-0012 Leach Highway / Abernethy Road Interchange Geotechnical Report
GVWA-13.01-RP-GT-0013 Boud Avenue / Tonkin Highway Interchange Geotechnical Report
GVWA-13.02-RP-GT-0014 Leach Highway / Tonkin Highway Interchange Geotechnical Report
GVWA-400.02-RP-GT-0414 Leach Highway/Tonkin Highway Interchange Acid Sulfate Soils Report
GVWA-400.02-RP-GT-0415 Leach Highway/Tonkin Highway Interchange Hydrological Investigation Report
GVWA-13.03-RP-GT-0015 Horrie Miller Drive / Kewdale Road / Tonkin Highway Geotechnical Report
GVWA-13.04-RP-GT-0016 Roe Highway / Tonkin Highway Geotechnical Report
GVWA-13.04-RP-GT-0038 Bridges 1184, 1185, 1210 and 1211 Foundation Investigation Report
GVWA-13.00-RP-PV-0032 Pavements Preliminary Design and Investigation Report
Boud Avenue/Tonkin Highway Interchange
Site Summary
Based on the most recent investigations, the sub surface geology can be summarised as comprising:
SAND (SP) – Fine to medium grained, medium dense, extending from the surface to depths of between 5.3m and 8.8m below the existing surface;
SAND (SP) – Fine to medium grained, dense, extending from depth of between 5.3m and 8.8m to 11.0m and 11.8m below the existing surface; and
SAND (SP) Fine to medium grained, loose to medium dense, extending to refusal.
Refusal occurred at depths ranging between 13.46m and 16.92m below the existing surface. Refusal is anticipated to have occurred on Limestone.
This confirms findings from an earlier report by Golder associates from the original Boud Avenue/Tonkin Highway interchange location, which was approximately 400m north of the current interchange location.
Acid Sulfate Soils
The DEC Acid Sulfate Soils Disturbance Risk Map of Perth accessed via Landgate’s website indicates that the site lies in an area with a moderate to low risk of ASS disturbance.
A preliminary Acid Sulfate Soils (ASS) investigation carried out involved a limited soil sampling program that included:
Excavation of two shallow test pits; and
Laboratory testing of soil samples.
The results of this limited soil sampling and testing carried out as part of this investigation indicate that there is a low ASS risk within the immediate vicinity of the test pits. However when considering the project area as a whole, it is important to recognise that this preliminary sampling was undertaken from two shallow test pits and as such, the results cannot not be extrapolated to delineate the ASS risk across the whole project area.
Groundwater and Dewatering
The Perth Groundwater Atlas (PGA) indicates that the highest estimated groundwater level at the site is between RL+14mAHD and +16mAHD, approximately 4.0m to 6.0m below the existing ground level.
Groundwater was encountered during the investigation at approximately 2.0m below the existing surface. The CPT’s were carried out in localised low’s which we believe is the reason for the groundwater being intersected between 2.0m below the existing surface rather than the 4m to 6m quoted by the Perth Groundwater Atlas.
At this stage, initial groundwater quality is unknown and hydraulic conductivity can only be estimated from geology maps and excavation logs.
Leach Highway/Tonkin Highway Interchange
Site Summary
The information gained from CPTs and boreholes drilled for the geotechnical investigation indicate the underlying geology generally comprises loose to dense sand between 13m and 18m in thickness with relatively thin pockets of clayey / silty sand encountered at depths between 3m and 7m below the surface. Underlying the thick sand / clayey / silty sand layer is generally a very loose to medium dense layer of silty sand / sandy silt.
Highly fractured Tamala limestone was encountered underlying the silty sand / sandy silt at depths ranging between 18m and 20m below the existing surface. The limestone is generally weakly to moderately cemented and of low to medium strength.
Acid Sulfate Soils
The DEC Acid Sulfate Soils Disturbance Risk Map of Perth accessed via Landgate’s website indicates there is a moderate to low risk of ASS disturbance.
An intrusive ASS site investigation showed the site setting is consistent with DEC’s ASS risk mapping of moderate to low ASS risk within 3 m of the natural ground surface. Potential Acid Sulfate Soil (PASS) have been identified in 65 samples (out of a total of 262) from six locations, and confirmed by SPOCAS and CRS testing in 18 samples (out of a total of 262).
The investigation showed that generally PASS occurs beyond 4.5 m bgl across the site and extend into the silts and sands interlaced within the Tamala limestone bedrock (>19 m bgl). PASS has been identified as shallow as 2.5m and as deep as 26.5m in some locations.
Given that PASS has been identified onsite and the proposed interchange works will excavate and/or dewater down to approximately 14 m bgl, PASS will be oxidised. As such, an Acid Sulfate Soil Management Plan (ASSMP) written in general accordance with the DEC guidelines (2011), “Identification and Investigation of Acid Sulfate Soils and Acidic Landscapes” will need to be prepared and approved prior to any construction and/or dewatering activities.
Groundwater and Dewatering
Significant dewatering and reinjection operations will be required to construct the bath structures at this interchange. The online Perth Groundwater Atlas (PGA) indicates that the highest estimated groundwater level at the current intersection of Leach Highway and Tonkin Highway is between RL+17m and RL +18m AHD.
Groundwater was encountered at investigation locations for this study (Nov 2011) between 2m and 6.8m below existing surface.
Based on pump testing at this location, an average transmissivity of 206m2/d was determined for the Superficial Aquifer. This is on the lower end of the range of Superficial Aquifer transmissivities, which generally range from 100m2/d to 1000 m2/d.
Rising and Falling head (slug) tests were undertaken at five differing locations across the site to assess the spatial variability of hydraulic conductivity. However, the testing produced few analysable results. This is not uncommon in higher conductivity formations and suggests the bores all intersected similarly high conductivity materials.
A groundwater model has been prepared at this location based on recent hydrogeological investigations (refer Table C-1, Leach Highway/Tonkin Highway Interchange Hydrological Investigation Report).
Based on field monitored parameters and laboratory results, groundwater is generally of good quality across the site with near neutral pH, alkalinity > acidity, low salinity and does not appear to be being affected by, or have been affected by, the oxidation of sulfides. With the exception of groundwater in the locality of one borehole (M3, as in Figure C-1 below) near the current Leach Highway/Tonkin Highway intersection, generally groundwater across the site has high buffering capacity. The source of this inherent buffering capacity is likely attributed to dissolved bicarbonates from the predominantly limestone bedrock encountered onsite, underlying the sands and silts of the Guildford Formation.
Figure C-1 Borehole M3 location at Leach Highway/Tonkin Highway intersection
It is noted that groundwater results indicate reducing REDOX conditions are prevalent in groundwater at the site. Dewatering activities will likely act to introduce oxygen to the groundwater system which may result in dissolution/precipitation reactions occurring as a result of changing REDOX conditions. This may also result in oxidation of sulfide minerals that are present below groundwater level.
It is highly likely that groundwater within the immediate vicinity of bore hole M3 near the current Leach Highway/Tonkin Highway intersection within Perth Airport Land will require treatment (i.e. lime dosing and settlement/aeration) during dewatering activities. All other locations indicate a low risk of acidification given relatively high buffering capacity. However if the cone of depression from dewatering activities is drawn down low enough to oxidise the in situ PASS onsite then treatment in these locations may be required if the groundwater becomes acidified.
Leach Highway/Abernethy Road Interchange
Site Summary
Based on the most recent investigations, inferred subsurface geology at the intersection of Leach Highway and Abernethy Road can be summarised as comprising:
SAND (SP) – Fine to medium grained, loose to medium dense, extending from surface to a depth of between 2.4m and 5.7m below the existing surface; overlying
SAND (SP) – Fine to medium grained, medium dense to dense, extending to a depth of between 6.7m and 7.4m below the existing surface; overlying
SILTY SAND (SM) – Fine to medium grained, low plasticity, medium dense to dense, extending to a depth of between 11.0m and 14.0m below the existing surface; overlying
SAND (SP) – Fine to medium grained, medium dense to dense, extending to the maximum depth investigated of 15.2m below the existing surface at all test locations.
Laboratory results of samples collected from depths ranging between 7.5m and 12.0m below the existing surface indicate the sandy soils contain between 16% to 23% fines, 77% to 84% sand and no gravel sized particles. The fines are generally of low plasticity with liquid limits, plasticity limits and plasticity indices ranging between 24% to 30%, 14% to 17% and 10% to 13% respectively.
Acid Sulfate Soils
The DEC Acid Sulfate Soils Disturbance Risk Map of Perth accessed via Landgate’s website indicates that the intersection of Leach Highway and Abernethy Road lies in an area with a moderate to low risk of ASS disturbance.
A preliminary ASS intrusive investigation was performed with soil samples were collected every 2 m to a maximum total depth of 15m below the existing surface for a borehole drilled at the site. Results from two samples (at 2.0 m and 6.0 m) that were analysed for the SPOCAS suite of analysis, exceeded the DEC action criteria for course textured soil materials. The limited laboratory analysis carried out indicates that ASS may be present at depths between 0-10m below ground level.
Groundwater
The online Perth Groundwater Atlas (PGA) indicates that the highest estimated groundwater level at the intersection of Leach Highway and Abernethy Road intersection is between RL+15mAHD and +16mAHD.
Groundwater was encountered at depths ranging between 7.2m and 9.0m below the existing surface during investigations (Nov 2010).
A groundwater sample was obtained from a well installed during the investigation using a high flow pumping technique and scheduled for analysis (groundwater acidity suite). Based on the results of groundwater sample analysis (field and laboratory data), the local groundwater appears to be slightly acidic (based on pH), fresh (in terms of salinity) and contains low levels of both acidity and alkalinity. Groundwater also appears to be under reducing conditions. The groundwater analysis results (field and laboratory) are indicative of a groundwater geochemistry that has been subject to minor (or partial) acidification.
The sulfate:chloride and alkalinity:sulfate ratios of the groundwater indicate that they may have, or are being affected by ASS. The pH is greater than 5 and the soluble aluminium concentration is lower than 1 mg/l which indicates that the degree of acidification of groundwater is not high. In addition alkalinity levels are more than twice the acidity level inferring the groundwater does have sufficient acidity buffering capacity to regulate pH under current conditions
Horrie Miller/Kewdale Road/Tonkin Highway Interchange
Site Summary
Based on the most recent investigations, the inferred subsurface geology at the intersection of Horrie Miller Drive, Kewdale Road and Tonkin Highway can be summarised as comprising:
SAND / SILTY / CLAYEY SAND – Fine to medium grained, loose to medium dense, extending from surface to a depth of 7.0m at test location CPT HT 01, 11.3m at test location CPT HT 02, 6.4m at test location CPT HT 03 and 6.5m at test location BH HT 01; overlying
SAND / SILTY / CLAYEY SAND – Fine to medium grained, dense, extending to the maximum depth investigated of 15.45m below the existing surface at all test locations.
Although not encountered at any of the test locations, site observations indicate that where there is standing water, which at the time of the investigation (September 2010) was on the southern side of Tonkin Highway either side of Kewdale Road, there is a layer of high plasticity peaty clay approximately 1m to 1.5m in thickness. This soil is generally isolated to the small existing wetlands and was not observed outside of those areas.
Laboratory results of samples collected from depths ranging between 4.2m and 13.5m below the existing surface indicate the sandy soils contain between 10% to 23% fines, 77% to 90% sand and no gravel sized particles. The fines are generally of low plasticity with liquid limits, plasticity limits and plasticity indices ranging between 21% to 27%, 15% to 17% and 6% to 10% respectively.
Acid Sulfate Soils
The DEC Acid Sulfate Soils Disturbance Risk Map of Perth accessed via Landgate’s website, indicates that the intersection of Horrie Miller Drive, Kewdale Road and Tonkin Highway lies in an area with a moderate to low risk of ASS disturbance.
A preliminary ASS intrusive investigation was performed with soil samples were taken every 2m to a maximum depth of 15 m below the existing surface for a borehole drilled at the site. No samples recorded a net acidity above the action criteria. All samples recorded net acidities under the laboratory limit of reporting (LOR).
Groundwater
The Perth Groundwater Atlas (PGA) indicates that the highest estimated groundwater level at the intersection of Horrie Miller Drive, Kewdale Road and Tonkin Highway is at about RL+16m AHD, approximately 5.0m below the existing surface.
Groundwater was encountered at depths ranging between 1.6m and 4.8m below the existing surface during investigations (Nov 2010).
A groundwater sample was obtained from a well installed during the investigation using a high flow pumping technique and scheduled for analysis (groundwater acidity suite). Based on the results of field and laboratory testing, the local groundwater geochemistry appears to be characterised by an acidic pH, but contains low levels of both acidity and alkalinity. There are elevated concentrations of total aluminium and iron, however dissolved metal concentrations are all below DEC Freshwater Aquatic criteria guidelines (DEC 2010). These results are indicative of groundwater that is fresh, and of good quality, however a low buffering capacity means the groundwater is vulnerable to acidification. The pH results indicate that the groundwater may have been subject to a partial low level of acidification.
The sulfate:chloride and alkalinity:sulfate ratios of the groundwater indicate that they may have, or are being affected by acidity relating to an ASS source. However the results are not indicative of significant ASS related acidification occurring at this time. Although the acidity level is under the LOR, alkalinity is
also low which explains the apparent low buffering capacity of the groundwater. Given the poor acidity buffering capacity, there is a relatively high risk of heavy metal mobilisation (particularly aluminium) occurring as a result of any future acidification.
Roe/Tonkin
Site Summary
The inferred subsurface geology at the intersection of Roe Highway and Tonkin Highway generally comprises medium dense sand grading denser with depth. The sand is likely to be a combination of existing Bassendean Sand and fill.
Layers of firm to very stiff clay were encountered in two test locations at depths ranging from 4.7m and 8m below the existing surface. The clay layers ranged between approximately 3m and 5m in thickness. Clays were not encountered at any other test locations.
Laboratory results of samples collected from depths ranging between 6.0m and 7.5m below the existing surface indicate the sandy soils contain between 12% to 19% fines, 81% to 88% sand and no gravel sized particles. The fines are generally of low to medium plasticity with liquid limits, plasticity limits and plasticity indices ranging between 28% to 35%, 14% and 3% respectively.
Acid Sulfate Soils
The DEC Acid Sulfate Soils Disturbance Risk Map of Perth accessed via Landgate’s website, indicates that the intersection of Roe Highway and Tonkin Highway lies in an area with a moderate to low risk of ASS disturbance.
As part of the preliminary ASS investigation for the Roe-Tonkin interchange, one borehole was drilled and two shallow test pits were sampled in the project area. Soil samples were taken every 1 m to a maximum total depth of 14 m bgl in the borehole and to a maximum depth of 2 m in the test pits.
Two of the 12 samples analysed (at depths of 3.0 m and 5.0 m) returned net acidities that exceeded the DEC action criteria for coarse textured soil materials. These ASS zones will need to be managed if the proposed excavation is greater than 2.5 m below the existing surface (depth that is the mid-point between identified ASS and non-ASS zone i.e. 2 m and 3 m).
Groundwater
The Perth Groundwater Atlas (PGA) indicates that the highest estimated groundwater level at the intersection of Roe Highway and Tonkin Highway is at about RL+15m AHD, approximately 9.0m below the existing surface.
Groundwater was encountered at a number of test locations however based on the contours of the site, the subsurface geology and information obtained from the Perth Groundwater Atlas we believe that the water encountered is likely associated with zones of localised perched water tables.
A groundwater sample was obtained from a well installed during the investigation using a high flow pumping technique and scheduled for analysis (groundwater acidity suite). Based on the results of groundwater sampling, the local groundwater is of slightly acidic pH, fresh (in terms of salinity) and contains low levels of both acidity and alkalinity. Most dissolved metal concentrations, with the exception of dissolved arsenic, cadmium, iron and zinc, are below DEC Freshwater Aquatic criteria guidelines (DEC 2010). This is indicative that the groundwater is of reasonable quality and has only been subject to a partial acidification.
The sulfate:chloride and alkalinity:sulfate ratios of the groundwater indicate that they may have or are being affected by the oxidation of sulfides within the soil. However, the ASS impact (if any) is not significant at this time. Although the acidity level is under the LOR, alkalinity levels are also low indicating a poor acidity buffering capacity and consequently a moderate to high risk of heavy metal mobilisation (in particular aluminium) from any degree of further acidification.
Appendix D
Constraints Mapping
TONKIN HWY
RIVERVALE WATTLE GROVE LINK
GREAT EASTERN HWY
LEACH HWY
BREARLEY AV Perth Airport
400 ,00 0
400 ,00 0
403 ,00 0
403 ,00 0
6,459
,000
6,459
,000
6,462
,000
6,462
,000
6,465
,000
6,465
,000
6,468
,000
6,468
,000
G:\61\25876\GIS \Maps \M X D\61_2587672_RD024_RevA .m xd
LEGEND
0 300 600 900 1,200150
MetresMap Projec tion: Transverse Mercator
Horizontal Datum: Geocentric Datum of AustraliaGrid: Perth Coas tal Grid (PCG94) o
© 2008. Whi le GHD has tak en c are to ens ure the ac curac y of th is pr oduc t, GHD, Landgate, m ak e no r epr esentations or warr anties about its ac curac y, c om pletenes s or s ui tab il ity for any par tic u lar purpos e. G HD and Landgate cannot acc ept l iab i li ty of any k ind (whether in c ontr act, tort or o therwis e) for any ex pens es , los ses , dam ages and/or costs (inc lud ing ind irec t or consequentia l dam age) whic h ar e or may be incurr ed as a resu l t o f the product be ing inac curate, inc om plete or uns ui tab le in any w ay and for any r eason.
Gateway WAPerth Airport and Freight Access Project
Drainage ConstraintsFigure 2
Job NumberRevision B
61-2587672
02 DEC 2011
Bird Strike Clearance Zones
Date
Data s our ce: Landgate: Metr o M osaic W est- 2010. Created by : em c gr ahan
239 Adela ide Terrace Per th WA 6004 Austra lia T 61 8 6222 8222 F 61 8 6222 8555 E [email protected] W www.ghd.com.au
1:30,000 (at A3)
Bird Str ike Clea ra nce Zo ne
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62,0 00
62,0 00
63,0 00
63,0 00
264,00
0
264,00
0
265,00
0
265,00
0
266,00
0
266,00
0
LEGENDMattiske (Feb 2009)") Macranthuria ke igheryi
Aecom (Feb 2009)$+ Conospermum undulatum
GHD (2010)!(! Conospermum undulatum
!(! Macranthuria ke igheryi
DEC Records of Declared Rare Flora#*! Conospermum undulatum
GHD Cockatoo Tree Locat ions!. Possib le roosting si te
!. Potential breeding trees
Core b lack cockatoo feeding habitatThreatened Ecologica l CommunitiesAirpor t - Com monwealth Government LandPreferred Road Alignment
DRAFT
G:\61\25876\GIS \Maps \M X D\Finals_20110729\61_2587634_G018_Fig03_Rev F.m xd
0 100 200 300 400 50050
MetresMap Projec tion: Transverse Mercator
Horizontal Datum: Geocentric Datum of AustraliaGrid: Perth Coas tal Grid (PCG94) o
© 2011. Whi le GHD has tak en c are to ens ure the ac curac y of th is pr oduc t, GHD, M attisk e, Aec om , DE C, and Landgate m ake no representations or warranties about its acc uracy , c om pletenes s or s u itab i li ty for any particu lar pur pos e. GHD, M attisk e, Aec om , DE C and Landgate c annot acc ept l iab i li ty of any k ind (whether in c ontr act, tort or o therwis e) for any ex pens es , los ses , dam ages and/or costs (inc lud ing ind irec t or consequentia l dam age) whic h ar e or may be incurr ed as a resu l t o f the product be ing inac curate, inc om plete or uns ui tab le in any w ay and for any r eason.
Figure 3
Job NumberRevision F
61-2587634
02 DEC 2011Date
Data s our ce: GHD: Declared Rare Flor a - 20101025, Coc katoo Habii ta t - 20110125, Des ign - 20110720, GHD Coc katoo Tree Locations - 20111031; Mattisk e: S pecies - 200902; A ecom : Spec ies - 200902; DEC: Dec lared Rare Flora - 20100817; Landgate: Metr o M osaic W est- 2010. Created by : em c gr ahan, tgoad, b florcz ak, erice
239 Adela ide Terrace Per th WA 6004 Austra lia T 61 8 6222 8222 F 61 8 6222 8555 E [email protected] W www.ghd.com.au
1:10,000 (at A3) Gateway WAPerth Airport and Freight Access Project
Matters of NationalEnvironmental SignificanceTonkin Highway/Boud Avenue: Option 01-03
Page 1 of 3
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262,00
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262,00
0
263,00
0
263,00
0
LEGENDMattiske (Feb 2009)") Macranthuria ke igheryi
Aecom (Feb 2009)$+ Conospermum undulatum
GHD (2010)!(! Conospermum undulatum
!(! Macranthuria ke igheryi
DEC Records of Declared Rare Flora#*! Conospermum undulatum
GHD Cockatoo Tree Locat ions!. Possib le roosting si te
!. Potential breeding trees
Core b lack cockatoo feeding habitatThreatened Ecologica l CommunitiesAirpor t - Com monwealth Government LandPreferred Road Alignment
DRAFT
G:\61\25876\GIS \Maps \M X D\Finals_20110729\61_2587634_G018_Fig03_Rev F.m xd
0 100 200 300 400 50050
MetresMap Projec tion: Transverse Mercator
Horizontal Datum: Geocentric Datum of AustraliaGrid: Perth Coas tal Grid (PCG94) o
© 2011. Whi le GHD has tak en c are to ens ure the ac curac y of th is pr oduc t, GHD, M attisk e, Aec om , DE C, and Landgate m ake no representations or warranties about its acc uracy , c om pletenes s or s u itab i li ty for any particu lar pur pos e. GHD, M attisk e, Aec om , DE C and Landgate c annot acc ept l iab i li ty of any k ind (whether in c ontr act, tort or o therwis e) for any ex pens es , los ses , dam ages and/or costs (inc lud ing ind irec t or consequentia l dam age) whic h ar e or may be incurr ed as a resu l t o f the product be ing inac curate, inc om plete or uns ui tab le in any w ay and for any r eason.
Figure 3
Job NumberRevision F
61-2587634
02 DEC 2011Date
Data s our ce: GHD: Declared Rare Flor a - 20101025, Coc katoo Habii ta t - 20110125, Des ign - 20110720, GHD Coc katoo Tree Locations - 20111031; Mattisk e: S pecies - 200902; A ecom : Spec ies - 200902; DEC: Dec lared Rare Flora - 20100817; Landgate: Metr o M osaic W est- 2010. Created by : em c gr ahan, tgoad, b florcz ak, erice
239 Adela ide Terrace Per th WA 6004 Austra lia T 61 8 6222 8222 F 61 8 6222 8555 E [email protected] W www.ghd.com.au
1:10,000 (at A3) Gateway WAPerth Airport and Freight Access Project
Matters of NationalEnvironmental SignificanceTonkin Hwy / Leach Hwy - Option 02-10
Page 2 of 3
#*!
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65,0 00
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67,0 00
67,0 00
259,00
0
259,00
0
260,00
0
260,00
0
261,00
0
261,00
0
LEGENDMattiske (Feb 2009)") Macranthuria ke igheryi
Aecom (Feb 2009)$+ Conospermum undulatum
GHD (2010)!(! Conospermum undulatum
!(! Macranthuria ke igheryi
DEC Records of Declared Rare Flora#*! Conospermum undulatum
GHD Cockatoo Tree Locat ions!. Possib le roosting si te
!. Potential breeding trees
Core b lack cockatoo feeding habitatThreatened Ecologica l CommunitiesAirpor t - Com monwealth Government LandPreferred Road Alignment
DRAFT
G:\61\25876\GIS \Maps \M X D\Finals_20110729\61_2587634_G018_Fig03_Rev F.m xd
0 100 200 300 400 50050
MetresMap Projec tion: Transverse Mercator
Horizontal Datum: Geocentric Datum of AustraliaGrid: Perth Coas tal Grid (PCG94) o
© 2011. Whi le GHD has tak en c are to ens ure the ac curac y of th is pr oduc t, GHD, M attisk e, Aec om , DE C, and Landgate m ake no representations or warranties about its acc uracy , c om pletenes s or s u itab i li ty for any particu lar pur pos e. GHD, M attisk e, Aec om , DE C and Landgate c annot acc ept l iab i li ty of any k ind (whether in c ontr act, tort or o therwis e) for any ex pens es , los ses , dam ages and/or costs (inc lud ing ind irec t or consequentia l dam age) whic h ar e or may be incurr ed as a resu l t o f the product be ing inac curate, inc om plete or uns ui tab le in any w ay and for any r eason.
Figure 3
Job NumberRevision F
61-2587634
02 DEC 2011Date
Data s our ce: GHD: Declared Rare Flor a - 20101025, Coc katoo Habii ta t - 20110125, Des ign - 20110720, GHD Coc katoo Tree Locations - 20111031; Mattisk e: S pecies - 200902; A ecom : Spec ies - 200902; DEC: Dec lared Rare Flora - 20100817; Landgate: Metr o M osaic W est- 2010. Created by : em c gr ahan, tgoad, b florcz ak, erice
239 Adela ide Terrace Per th WA 6004 Austra lia T 61 8 6222 8222 F 61 8 6222 8555 E [email protected] W www.ghd.com.au
1:10,000 (at A3) Gateway WAPerth Airport and Freight Access Project
Matters of NationalEnvironmental SignificanceTonkin Hwy / Roe Hwy - Option 04-19
Page 3 of 3
TONKIN HWY
RIVERVALE WATTLE GROVE LINK
GREAT EASTERN HWY
ROE HWY
LEACH HWY
BREARLEY AV
61,0 00
61,0 00
64,0 00
64,0 00
67,0 00
67,0 00
258,00
0
258,00
0
261,00
0
261,00
0
264,00
0
264,00
0
267,00
0
267,00
0
LEGENDAirport - Commonwealth Government LandPreferred Road Alignment
Acid Sulphate Soil Risk High to moderate ASS disturbance risk (<3m from surface)Moderate to low ASS disturbance r isk (<3m from sur face)No known ASS disturbance risk (<3m from surface)
G:\61\25876\GIS \Maps \M X D\Fina ls_20110729\612587634_G 018_Fig04_Rev E.m xd
0 300 600 900 1,200 1,500150
MetresMap Projec tion: Transverse Mercator
Horizontal Datum: Geocentric Datum of Aus traliaGrid: Perth Coas tal Grid (PCG94) o
© 2011. Whi le GHD has tak en c are to ens ure the ac curac y of th is pr oduc t, GHD, Gateway W A, DE C and Landgate m ake no repres entations or warranties about i ts acc uracy , com pleteness or su itab i li ty for any particu lar purpose. GHD, Gateway W A , DE C and Landgate c annot acc ept liabi li ty of any k ind (whether in c ontr act, tort or o therwis e) for any ex pens es , los ses, dam ages and/or c osts (inc lud ing ind irec t or consequentia l dam age) whic h ar e or may be incurr ed as a r esu l t o f the produc t be ing inacc urate, inc om plete or unsui tab le in any way and for any r eas on.
Figure 4
Job NumberRevision E
61-2587634
02 DEC 2011Date
Data s our ce: GHD: Design - 20110720; Landgate: M etro M osaic W est- 2010; DEC: A cid S ulphate Soi ls - 20100817; DoP: Com m onweal th Governm ent Land - 20110114. Created by : m dal ton2, erice
239 Adela ide Terrace Per th WA 6004 Austra lia T 61 8 6222 8222 F 61 8 6222 8555 E [email protected] W www.ghd.com.au
1:30,000 (at A3) Gateway WAPerth Airport and Freight Access Project
Acid Sulphate Soil Risk
DRAFT
TONKIN HWY
RIVERVALE WATTLE GROVE LINK
GREAT EASTERN HWY
LEACH HWY
BREARLEY AV
MILES RD
Perth Airport
TONKIN HWY
ROE HWY
DUND
AS R
D
LEACH HWY
RIVERVALE WATTLE GROVE LINK
KEWDALE RD
ABERNETH Y RD
HORR
IE M
ILLE
R DR
STANTON RD
GREAT EASTERN HWY
NOBLE STORRONG RD
BOUD AV
GUILDFORD RD
TONKIN HWY
ABERNETHY RD
ABER
NETH
Y RD
61,0 00
61,0 00
64,0 00
64,0 00
67,0 00
67,0 00
258,00
0
258,00
0
261,00
0
261,00
0
264,00
0
264,00
0
267,00
0
267,00
0
G:\61\25876\GIS \Maps \M X D\Finals_20110729\61_2587634_G018_Fig08_Rev E.m xd
LEGEND
0 300 600 900 1,200 1,500150
MetresMap Projec tion: Transverse Mercator
Horizontal Datum: Geocentric Datum of AustraliaGrid: Perth Coas tal Grid (PCG94) o
© 2011. Whi le GHD has tak en c are to ens ure the ac curac y of th is pr oduc t, GHD, DoP, S E WP aC, W estr al ia A i rports Corporation and Landgate m ake no representations or war ranties about its accur acy, c ompletenes s or s u itab il ity for any partic u lar pur pos e. G HD, DoP, S EW P aC, W estra l ia A ir por ts Corporation and Landgate cannot ac cept liab il ity of any k ind (whether in c ontr act, tort or o therwis e) for any ex pens es , los ses , dam ages and/or costs (inc lud ing ind irec t or consequentia l dam age) whic h ar e or may be incurr ed as a resu l t o f the product be ing inac curate, inc om plete or uns ui tab le in any w ay and for any r eason. Data s our ce: Landgate: Metr o M osaic W est- 2010; GHD: Design - 20110720; WA C: Cons erv ation Areas - 20100831; SE WP aC: Regis ter o f National Es tate - 20100118; DoP : Bus hfor ever - 20110722. Created by: em cgrahan, tgoad, eric e
239 Adela ide Terrace Per th WA 6004 Austra lia T 61 8 6222 8222 F 61 8 6222 8555 E [email protected] W www.ghd.com.au
1:30,000 (at A3)
WAC Conservation AreasIOCZPrecinct 5Precinct 7
Register of Nat ional EstateIndicative PlaceRegisteredInterim ListRejected Place
Bushforever SitePreferred Road AlignmentAirpor t - Commonwealth Government Land
Tonkin Hwy / Boud AveInterchange
Tonkin Hwy / Leach HwyInterchange
Tonkin Hwy / Roe HwyInterchange
Tonkin Hwy / Horrie Miller Drive /Kewdale Rd Interchange
DRAFTFigure 8
Job NumberRevision E
61-2587634
02 DEC 2011DateGateway WAPerth Airport and Freight Access Project
Natural Heritage
TONKIN HWY
RIVERVALE WATTLE GROVE LINK
GREAT EASTERN HWY
ALBANY HWY
LEACH HWY
BREARLEY AV
MILES RD
Perth Airport
TONKIN HWY
ROE HWY
DUND
AS R
D
LEACH HWY
RIVERVALE WATTLE GROVE LINK
KEWDALE RD
ABERNETH Y RD
HORR
IE M
ILLE
R DR
STANTON RD
NOBLE STORRONG RD
BOUD AV
GUILDFORD RD
TONKIN HWY
ABERNETHY RD
ABER
NETH
Y RD
Swan River
Swan
River
Perth AirportWoodland Swamps
Swan-Canning Estuary
Perth AirportWoodland Swamps
61,0 00
61,0 00
64,0 00
64,0 00
67,0 00
67,0 00
258,00
0
258,00
0
261,00
0
261,00
0
264,00
0
264,00
0
267,00
0
267,00
0
G:\61\25876\GIS \Maps \M X D\Finals_20110729\61_2587634_G018_Fig09_Rev E.m xd
LEGEND
0 300 600 900 1,200 1,500150
MetresMap Projec tion: Transverse Mercator
Horizontal Datum: Geocentric Datum of AustraliaGrid: Perth Coas tal Grid (PCG94) o
© 2011. Whi le GHD has tak en c are to ens ure the ac curac y of th is pr oduc t, GHD, S EW PaC, DE C and Landgate m ake no representations or warranties about i ts acc uracy , com pletenes s or s u itab i li ty for any particu lar pur pos e. GHD, S EW PaC, DE C and Landgate c annot acc ept l iab i li ty of any k ind (whether in c ontr act, tort or o therwis e) for any ex pens es , los ses , dam ages and/or costs (inc lud ing ind irec t or consequentia l dam age) whic h ar e or may be incurr ed as a resu l t o f the product be ing inac curate, inc om plete or uns ui tab le in any w ay and for any r eason. Data s our ce: Landgate: Metr o M osaic W est- 2010, Swan River P oly gon - 20110721, W ater cours e - 20110721; SE WP aC: Dir ectory o f Im portant Wetlands - 20100831; DE C: Geom orphic Wetlands - 20100817, EP P Lak es - 20101001; GHD: Des ign - 20110720, Wetland - 20111110 Cr eated by: em cgrahan, tgoad. erice
239 Adela ide Terrace Per th WA 6004 Austra lia T 61 8 6222 8222 F 61 8 6222 8555 E [email protected] W www.ghd.com.au
1:30,000 (at A3)
Minor WatercourseSouthern main Dra in - OpenSouthern Main Dra in - P ipeDirectory of Impor tant Wetlands
Swan RiverGeomorphic Wetlands
ConservationResource Enhancement
Preferred Road AlignmentRunway Swamp
Tonkin Hwy / Boud AveInterchange
Tonkin Hwy / Leach HwyInterchange
Tonkin Hwy / Roe HwyInterchange
Tonkin Hwy / Horrie Miller Drive /Kewdale Rd Interchange
DRAFTFigure 9
Job NumberRevision E
61-2587634
02 DEC 2011DateGateway WAPerth Airport and Freight Access Project
Wetlands andHydrological Features
TONKIN HWY
RIVERVALE WATTLE GROVE LINK
GREAT EASTERN HWY
ALBANY HWY
LEACH HWY
BREARLEY AV
MILES RD
3868
3898
4409
Perth Airport
TONKIN HWY
DUND
AS R
D
LEACH HWY
ORRONG RD
KEWDALE RD
ABERNETH Y RD
HORR
IE M
ILLE
R DR
STANTON RD
NOBLE STORRONG RD
BOUD AV
GUILDFORD RD
TONKIN HWY
ABERNETHY RD
ABER
NETH
Y RD
3999
3996
3887
4121
3993
4411
36433886
40033869
3598
3599
3870
44124410
3891
3884
3936
61,0 00
61,0 00
64,0 00
64,0 00
67,0 00
67,0 00
258,00
0
258,00
0
261,00
0
261,00
0
264,00
0
264,00
0
267,00
0
267,00
0
G:\61\25876\GIS \Maps \M X D\Finals_20110729\61_2587634_G018_Fig10_Rev C.m x d
LEGEND
0 300 600 900 1,200 1,500150
MetresMap Projec tion: Transverse Mercator
Horizontal Datum: Geocentric Datum of AustraliaGrid: Perth Coas tal Grid (PCG94) o
© 2011. Whi le GHD has tak en c are to ens ure the ac curac y of th is pr oduc t, GHD, DoP and Landgate m ak e no r epr esentations or war ranties about its ac cur ac y, c ompletenes s or s ui tab il ity for any partic u lar purpos e. G HD, DoP and Landgate c annot ac cept liabi l ity of any k ind (whether in c ontr act, tort or o therwis e) for any ex pens es , los ses , dam ages and/or costs (inc lud ing ind irec t or consequentia l dam age) whic h ar e or may be incurr ed as a resu l t o f the product be ing inac curate, inc om plete or uns ui tab le in any w ay and for any r eason. Data s our ce: Landgate: Metr o M osaic W est- 2010; GHD: Design - 20110720, A borig ina l A rc haeologic al Si tes - 20110518; DoP : Comm onwealth Gov er nment Land - 20110114. Created by: em cgrahan, tgoad, erice
239 Adela ide Terrace Per th WA 6004 Austra lia T 61 8 6222 8222 F 61 8 6222 8555 E [email protected] W www.ghd.com.au
1:30,000 (at A3)
Aborig inal Archaeolog ical Si te Airport - Commonwealth Government LandPreferred Road Al ignm ent
Tonkin Hwy / Boud AveInterchange
Tonkin Hwy / Leach HwyInterchange
Tonkin Hwy / Roe HwyInterchange
Tonkin Hwy / Horrie Miller Drive /Kewdale Rd Interchange
Figure 10
Job NumberRevision C
61-2587634
02 DEC 2011DateGateway WAPerth Airport and Freight Access Project
Indigenous Heritage Sites
DRAFT
Appendix E
Highway Typical Cross Section
Appendix F
RAV and HWL Network
Government ofWestern Australia
Government ofWestern Australia
Appendix G
PSP Network
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GATEWAY WA: Perth Airport and Freight Access Projecto
Text
Plan for future interchangewith Boud Avenue
Upgrade Tonkin Highway
Access toairport terminals
Access strategy for propertiesalong Leach Highway
Interchange atHorrie Miller / Kewdale / Tonkin
Upgrade Roe/Tonkin Interchange
Upgrade Tonkin Highway
Grade Separation ofLeach / Abernethy intersection
Provide freeway to freewayInterchange at Leach / Tonkin
LegendShared Path Connection Points!( 1 - Stanton Rd!( 2 - Ascot Park!( 3 - Redcliffe Park!( 4 - Middleton Park!( 5 - Hoskin St!( 6 - Hardey Rd!( 7 - Towie St!( 8 - Kew St!( 9 - P H Dodd Reserve!( 10 - Abernethy Rd!( 11 - Belmont Ave!( 12 - Acton Ave!( 13 - Miles Rd
FeaturesShared PathPrincipal Shared PathRoad Concept
Project Stage Concept Plan
Appendix G
a
Gateway Vision239 Adelaide Terrace
Perth WA 6004
TH
E
GOVERNMENTO
FW
ESTERN A USTRALIA
TH
E
GOVERNMENTO
F
E
TES L
E
G
NN
G NT ET EET E
