september 2013 final gidgegannup structure plan · dvc gidgegannup structure plan tia final 3...

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

September 2013

Final

Gidgegannup Structure Plan

Prepared For:

Brian Hunt Pty Ltd

Transport Assessment Report

Client Name: Brian Hunt Pty Ltd

Project: Gidgegannup Structure Plan – Transport Impact Assessment

DVC Gidgegannup Structure Plan TIA Final i September 2013

DOCUMENT ISSUE AUTHORISATION

Issue Rev Date Description AuthorChecked

ByApproved

By

0 0 9/09/13 DRAFT SGY DNV DNV

1 0 27/09/13 FINAL SGY DNV DNV

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

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

responsibility is undertaken to any third party. All photographs remain the copyright of Donald

Veal Consultants and are included for illustration only.

Donald Veal Consultants Pty Ltd



DVC Gidgegannup Structure Plan TIA Final ii September 2013

TABLE OF CONTENTSPAGE

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

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

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

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

2 STRUCTURE PLAN PROPOSAL..........................................................................................3

2.1 PROPOSED LAND USES..................................................................................................................... 3

2.2 STRUCTURE PLAN CONTEXT ............................................................................................................ 4

2.3 MAJOR ATTRACTORS AND GENERATORS OF TRAFFIC ...................................................................... 4

3 EXISTING ROAD NETWORK ..............................................................................................5

3.1 EXISTING ROAD INFRASTRUCTURE.................................................................................................. 5

3.1.1 Toodyay Road ..................................................................................................................... 5

3.1.2 Reen Road........................................................................................................................... 6

3.1.3 Reserve Road ...................................................................................................................... 6

3.1.4 The Springs Road................................................................................................................ 7

3.2 ROAD HIERARCHY CLASSIFICATION ................................................................................................ 7

3.3 TRAFFIC VOLUMES.......................................................................................................................... 8

4 ROAD NETWORK PROPOSALS ..........................................................................................9

4.1 INTERNAL ROAD NETWORK ............................................................................................................. 9

4.1.1 Layout ................................................................................................................................. 9

4.1.2 Road reservation width ....................................................................................................... 9

4.1.3 Road cross sections and speed limits .................................................................................. 9

4.2 EXTERNAL ROAD NETWORK............................................................................................................ 9

4.2.1 Changes proposed as part of the structure plan ................................................................. 9

4.2.2 Changes proposed by the City of Swan and MRWA ........................................................... 9

5 ANALYSIS OF TRANSPORT NETWORKS.......................................................................11

5.1 ASSESSMENT PARAMETERS........................................................................................................... 11

5.2 STRUCTURE PLAN GENERATED TRAFFIC ....................................................................................... 11

5.3 NON SUBDIVISION TRAFFIC ........................................................................................................... 12

5.4 ANALYSIS OF ROADS AND INTERSECTIONS ................................................................................... 12

5.4.1 Internal Roads................................................................................................................... 12

5.4.2 Intersections of Reserve Road and Reen Road with Road 1 ............................................. 12

5.4.3 Toodyay Road ................................................................................................................... 13

5.4.4 Perth – Adelaide Highway ................................................................................................ 13

6 SUSTAINABLE TRANSPORT ACCESS ............................................................................14

6.1 BUS ROUTES.................................................................................................................................. 14

6.2 PEDESTRIAN AND CYCLE ACCESS FACILITIES............................................................................... 14

7 CONCLUSIONS....................................................................................................................15



DVC Gidgegannup Structure Plan TIA Final iii September 2013

APPENDIX A: STRUCTURE PLAN LAYOUT ..........................................................................16

APPENDIX B: TRAFFIC VOLUME DATA................................................................................18

APPENDIX C: PERTH-ADELAIDE HIGHWAY PLANS ..........................................................23



DVC Gidgegannup Structure Plan TIA Final 1 September 2013

1 INTRODUCTION

1.1 BACKGROUND

This Transport Impact Assessment has been prepared by Donald Veal Consultants on behalf of Brian

Hunt Pty Ltd, with regard to a proposed Structure Plan area in Gidgegannup. The structure plan covers

Lots 51 and 52 Toodyay Road, Lot 50 Reserve Road, Lot 81 Reen Road and Lot 99 The Springs Road.

The development proposal comprises 31 residential lots with an average area of around 6 Ha. The

subject land is mostly undeveloped at the present time.

Main Roads WA (MRWA) has informed the proponent that the southern boundary of the site, and the

existing alignment of Toodyay Road, will potentially be affected in the future by the proposed Perth-

Adelaide Highway.

1.2 SITE LOCATION

The site lies within the City of Swan, in the suburb of Gidgegannup, which is located approximately

40 km north east of Perth. The development area is bounded by Reen Road to the west, Reserve Road

to the east and Toodyay Road to the south. Figure 1.1 indicates the location of the site in a regional

context, with Figure 1.2 showing the location in more detail.

Figure 1.1: Site locationSource: Google Maps

StructurePlan Area

Midland

ToodyayRoad

Great EasternHighway

StonevilleRoad




Figure 1.2: Detailed site locationSource: Google Maps

1.3 SCOPE OF ASSESSMENT

This Transport Impact Assessment has been prepared in accordance with the Western Australian

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

Structure Plans (2006).

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

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

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

StructurePlan Area

ToodyayRoad

Gidgegannup

ReenRoad

ReserveRoad




2 STRUCTURE PLAN PROPOSAL

2.1 PROPOSED LAND USES

The structure plan proposes to subdivide the area into 31 residential lots with an average size of

around 6 Ha. The proposed layout plan is shown in Figure 2.1 and attached in Appendix A.

Figure 2.1 - Structure Plan layout




2.2 STRUCTURE PLAN CONTEXT

As can be seen, there are a few existing properties within the site’s boundaries, but the subject area is

primarily undeveloped land consisting mainly of native bush, with some stream courses. The site is

bounded by Reen Road, The Springs Road, Reserve Road and Toodyay Road.

2.3 MAJOR ATTRACTORS AND GENERATORS OF TRAFFIC

The rural-residential lots will be the only major traffic generating land use within the proposed

structure plan area.




3 EXISTING ROAD NETWORK

3.1 EXISTING ROAD INFRASTRUCTURE

Figure 3.1 illustrates the road network servicing the subject site. The subject site is bounded by Reen

Road to the west, Reserve Road to the east and Toodyay Road and The Springs Road to the south.

Figure 3.1: Existing road networkSource: Google Maps

3.1.1 Toodyay Road

Photo 1: Toodyay Road, looking west from

intersection with Reserve Road.

Photo 2: Toodyay Road, looking east towards

Reserve Road intersection (left turn slip lane).




Photo 3: Toodyay Road, looking east through theintersection with Reen Road.

Photo 4: Toodyay Road, looking west through theintersection with Reen Road.

The section of Toodyay Road adjacent to the site is an unkerbed, two lane undivided single

carriageway road. The approximate pavement width between the edge lines is 7.0m. The speed limit

on Toodyay Road is 100 km/h approaching the site from the west, reducing to 90km/h just west of

Reserve Road, and then to 70km/h from just west of the Gidgegannup townsite. The road is orientated

in a roughly northeast-southwest direction, adjacent the site.

3.1.2 Reen Road

Reen Road is constructed to an unkerbed, two lane undivided single carriageway standard. The sealed

pavement width varies between around 5.5 to 6.0m. The speed limit is 80km/h. The road is generally

orientated in a north-south direction and connects to Toodyay Road (to the south).

Photo 5: Reen Road, looking north from the

intersection with The Springs Road.

Photo 6: Reen Road, looking south.

3.1.3 Reserve Road

Reserve Road is constructed as an unkerbed, undivided single carriageway road. It has one lane in

each direction and unsealed shoulders. The sealed pavement width varies between around 6.0 to 7.0m.

The speed limit is 80km/h. The road is orientated in a north-south direction connecting to Toodyay

Road to the south.




Photo 7: Reserve Road, looking north Photo 8: Intersection of Reserve Road with

Toodyay Road, looking west

3.1.4 The Springs Road

Photo 9: The Springs Road, looking east from theintersection with Reen Road.

Photo 10: Intersection of The Springs Road withToodyay Road.

The Springs Road is a short link road between Reen Road in the east and Toodyay Road to the west,

constructed as an unkerbed, two lane undivided single carriageway. The sealed pavement width varies

between around 4.0 to 5.0m. There is no posted speed limit.

3.2 ROAD HIERARCHY CLASSIFICATION

Toodyay Road is classified as a Primary Distributor road under MRWA’s Functional Road Hierarchy.This classification is applied to roads which:

“…Provide for major regional and inter-regional traffic movement and carry large volumes of

generally fast moving traffic. Some are strategic freight routes and all are State Roads. They are

managed by Main Roads Western Australia.” (MRWA)

Reen Road and Reserve Road are classified as Local Distributor roads under MRWA’s FunctionalRoad Hierarchy. This classification is applied to roads which:




“…carry traffic within a cell and link District Distributors or Primary Distributors at the boundary, toaccess roads. The route of Local Distributors should discourage through traffic so that the cell formed

by the grid of higher order distributor roads, only carries traffic belonging to, or serving the area.

Local Distributors should accommodate buses, but discourage trucks” (MRWA)

These roads are managed by the local government authority.

Figure 3.2 outlines the road hierarchy classification of the surrounding road network.

Figure 3.2: Road Hierarchy of surrounding road networkSource: Main Roads Functional Road Hierarchy

3.3 TRAFFIC VOLUMES

The latest available traffic counts for the sounding road network were sourced from MRWA and the

City of Swan. The available data is attached in Appendix B and shows that the average weekday

traffic on Toodyay Road in this vicinity is around 6,000 vehicles per day, with both am and pm peak

hour flows being around 520 vehicles. The average weekday proportion of heavy vehicles on Toodyay

Road is around 12.4%.

Counts supplied by the City of Swan from November 2012 show that average daily flows on Reen

Road and Reserve Road were 274 and 388 respectively.




4 ROAD NETWORK PROPOSALS

4.1 INTERNAL ROAD NETWORK

4.1.1 Layout

The proposed lot layout within the Structure Plan area has been designed to allow access to all lots via

a simple internal road network consisting of only two roads.

The first road, which will be referred to as Road 1, runs east west across the site, from Reen Road to

Reserve Road, meeting each in a 3 way T-intersection. The second internal road, which we will refer

to as Road 2, runs south from its intersection with Road 1, terminating in a cul-de-sac.

4.1.2 Road reservation width

The road reserve widths required for the new proposed internal road network, as shown on the

Structure plan drawings, will be minimal, with very low volumes and no requirement for parking.

4.1.3 Road cross sections and speed limits

The internal roads (Roads 1 and 2) within the structure plan will carry well below 1,000 vehicles per

day (vpd). Indeed, the busiest section of the new roads is likely to experience less than 150vpd. They

will have no requirement for parking and little pedestrian or cyclist traffic. Hence it would be

considered appropriate to adopt minimal road cross section designs, and the standard default urban

speed limit of 50 km/h.

4.2 EXTERNAL ROAD NETWORK

4.2.1 Changes proposed as part of the structure plan

The proposed internal road network will also result in the creation of two new intersections with the

external road network. These will be:

Road 1 with Reserve Road; and

Road 1 with Reen Road.

Each of these intersections will be constructed as simple T-junctions, and will not require any

dedicated turning lanes on the through roads. Whilst shown indicatively on the development plans, the

exact locations of these intersections will need to be decided at a later design stage, ensuring that the

requisite visibility can be achieved at each.

4.2.2 Changes proposed by the City of Swan and MRWA

Information sourced from MRWA suggests that there are significant major changes planned to the

road network in close proximity to the subject site, associated with the future construction of the

proposed Perth – Adelaide Highway. Whilst this road currently has no funding, and is unlikely to be




constructed for perhaps 15 years or more, it is a requirement that the subdivision takes account of the

current plans for its alignment and anticipated intersection layouts.

It is understood that MRWA has instructed the developer that no direct access will be allowed from

the Structure Plan area onto Toodyay Road. All development-generated traffic needing to access

Toodyay Road will therefore do so via the Road 1 connections to either Reen Road or Reserve Road.

As an additional consequence of this proviso, the structure plan design will need to cater for a future

access from the two lots north of Toodyay Road, not included in the structure plan area (Lots 53 &

54). This will most likely take the form of an access road running across the frontage of Lot 31,

through to a suitable intersection with Reserve Road. The details of this access road will need to be

considered at such time as the Perth-Adelaide Highway alignment is confirmed and its design is

finalised.

The latest outline plans of the proposed Perth-Adelaide Highway are attached in Appendix C.




5 ANALYSIS OF TRANSPORT NETWORKS

5.1 ASSESSMENT PARAMETERS

This transport impact assessment has been undertaken for two planning horizons. The first assumes

full development of the structure plan in the year 2014, with the second assessment being based on the

situation ten years after completion.

Advice from MRWA is that it would be inappropriate to use the forecast traffic flow outputs from the

current MRWA ROM modelling within the vicinity of the proposed development, as it is considered

to be too coarse. DVC has been advised that, when determining the future traffic data for the required

timeframes of the transport assessment, an annual growth rate of 2% is to be applied to the base traffic

data used. In addition, a constant heavy vehicle percentage of 12% is to be used. This approach is

based on historical data and MRWA’s current understanding of local land use and regional traffic.

5.2 STRUCTURE PLAN GENERATED TRAFFIC

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

sourced from the ITE’s “Trip Generation Manual, 8th Edition, Institution of Transportation Engineers

(2008)” and the RTA’s “Guide to Trip Generating Developments, Road Traffic Authority (NSW)(2002)”.

The above publications quote the rate of trip generation for residential dwellings as around 9 trips per

day for a typical suburban area. Rural dwellings usually generate significantly fewer vehicle trips as

residents tend to trip-chain, rather than return home and set out again. However, to ensure a robust

assessment, we have used an average trip rate of 9 vehicle trips per day. The proposed development is

therefore estimated to generate 279 trips per day, including up to 28 trips in each peak hour. It should

be noted that there are already a number of dwellings within the structure plan area, currently

generating trips directly onto either Reen Road or Reserve Road, so the net increase in traffic will

actually be well below the 279 trips calculated.

The breakdown of inbound and outbound trips for the peak hours is generally taken to be around 25%

in, 75% out for the am peak and 63% in, 37% out for the pm peak.

The development traffic will be split between a number of potential routes when leaving the site:

West along Road 1, before turning north on Reen Road;

West along Road 1, before turning south on Reen Road and then east on Toodyay Road;

West along Road 1, before turning south on Reen Road and then west on Toodyay Road;

East along Road 1, before turning north on Reserve Road;

East along Road 1, before turning south on Reserve Road and then east on Toodyay Road;

East along Road 1, before turning south on Reserve Road and then west on Toodyay Road.




Similar routes are available for traffic accessing the site. Around 20% of the trips will be generated by

lots with accesses onto Road 2. Note that at least 8 of the 31 proposed lots will have direct access onto

either Reen Road or Reserve Road and are therefore unlikely to use the internal roads at all.

5.3 NON SUBDIVISION TRAFFIC

The level of non-subdivision generated traffic expected to pass through the structure plan area is

negligible.

5.4 ANALYSIS OF ROADS AND INTERSECTIONS

5.4.1 Internal Roads

With only 279 daily trips being generated, half of which are assumed to be inbound and half outbound,

the internal roads (Road 1 and Road 2), will have no capacity issues, and neither will the intersection

of the two roads.

Likely generated traffic volumes are forecast to be in the order of the following daily levels on key

parts of the network:

Reen Road north of Toodyay Road = 130 vpd;

Reen Road south of Road 1 = 100vpd;

Road 1 midblock between Reen Road and Road 2 = less than 100vpd;

Road 2 at intersection with Road 1 = 45vpd;

Road 1 midblock between Road 2 and Reserve Road = less than 100vpd;

Road 1 at intersection with Reserve Road = 110vpd; and

Reserve Road north of Toodyay Road = 150vpd.

According to Liveable Neighbourhoods, (WAPC 2009), the indicative maximum volume of traffic

suitable for an access street varies from 3,000 vpd based on a pavement width of at least 7.2m and

1,000 vpd based on a pavement width of 5.5-6m. The design traffic flows suggest Roads 1 and 2 will

carry considerably less than these numbers.

The traffic assessment confirms that the roads are expected to carry traffic volumes appropriate for the

road types as defined for neighbourhood and access roads in accordance with the guidelines provided

by Liveable Neighbourhoods (WAPC 2009).

5.4.2 Intersections of Reserve Road and Reen Road with Road 1

Given the low numbers of trips being generated, it can be seen that even in the am and pm peak hours

less than 20 additional vehicles will be using either Reserve Road or Reen Road, and with the low




volumes currently using these roads, there is no requirement to analyse the two new intersections

created with Road 1, or the existing Reen Road and Reserve Road intersections with Toodyay Road.

5.4.3 Toodyay Road

Toodyay Road is a single carriageway road with one lane in each direction. Just east of Stoneville

Road, Toodyay Road carries in the order of 6,000 vpd (AWT, March 2013). As this road is designed

as a Primary distributor road with one lane in each direction, its estimated capacity is around 12,000

vpd.

Calculations show that the Gidgegannup Structure Plan development will generate less than 279

additional daily trips to this section of Toodyay Road. The resultant traffic volumes on Toodyay Road

would therefore be less than 6,300 vpd, which is in line with the road classification. It can be seen that

Toodyay Road has sufficient spare capacity to cater for this additional traffic.

Using the 2% growth estimate provided by MRWA, it is estimated that by 2024, ten years after the

development is completed, this section of Toodyay Road will still be carrying less than 8,000 vpd.

5.4.4 Perth – Adelaide Highway

The number of additional daily and peak hour trips generated by the development will not increase

significantly in the next ten years following completion, and will therefore contribute little to the flows

for which the new highway and its intersections will be designed.

The subdivision layout takes note of the current proposed alignment for the new highway and its

intersections, as well as MRWA’s requirements regarding access. The structure plan area will

therefore not be affected by construction of the Perth-Adelaide Highway unless the proposed

alignment changes.




6 SUSTAINABLE TRANSPORT ACCESS

6.1 BUS ROUTES

There are no bus routes or stops in the vicinity of the structure plan area.

6.2 PEDESTRIAN AND CYCLE ACCESS FACILITIES

No existing pedestrian or cycling facilities were identified near the site.




7 CONCLUSIONS

The Structure Plan for the Gidgegannup area is to comprise 31 rural-residential lots with an average

lot size of around 6 Ha. The subject land is mostly undeveloped at the present time, with a few

residential dwellings.

The site lies within the City of Swan, on Toodyay Road, just to the west of the Gidgegannup town site.

The site is bounded by Reen Road and Reserve Road, with Toodyay Road and The Springs Road to

the south.

The volume of traffic expected to be generated by this development is 279vpd with around 30 am peak

hour trips distributed over the two access points. These volumes are within the capacity of the roads

and intersections.

The structure plan layout takes account of the proposed future Perth-Adelaide Highway alignment and

MRWA’s stated access requirements.

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

identified traffic related issues to be addressed. We therefore recommend approval of the proposal

from a traffic perspective.




APPENDIX A: STRUCTURE PLAN LAYOUT




APPENDIX B: TRAFFIC VOLUME DATA




APPENDIX C: PERTH-ADELAIDE HIGHWAY PLANS

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