Broderick Architects Mundaring Christian College, Parkerville Project Transport Assessment Report

Transcription

1 Mundaring Christian College, Parkerville Project Transport Assessment Report Issue 27 September 2013 This report takes into account the particular instructions and requirements of our client. It is not intended for and should not be relied upon by any third party and no responsibility is undertaken to any third party. Job number Arup Level 7 Wellington Central 836 Wellington Street West Perth 6005 Australia

2 Document Verification Job title Mundaring Christian College, Parkerville Project Job number Document title Transport Assessment Report File reference Document ref Revision Date Filename 0001Transport Assessment Report_Mundaring Christian College, Parkerville Project_DRAFT_ docx Draft v1 26/9/13 Description Draft report Name Prepared by Checked by Approved by Philippa Greenwood/ Ryan Darryl Patterson Darryl Patterson Falconer Signature Issue 27 Sep 2013 Filename Description 0001Transport Assessment Report_Mundaring Christian College, Parkerville Project_FINAL_ docx Incorporates feedback received from the client on 27 September 2013 Prepared by Checked by Approved by Name Danya Mullins Signature Issue Document Verification with Document Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX

3 Mundaring Christian College, Parkerville Project Transport Assessment Report Contents Page Executive Summary 3 1 Introduction Overview Applicable policies, strategies and guidelines Summary of consultation Structure of this report 6 2 Development Proposal 7 3 Existing Context Land use Transport network 8 4 Future Development Proposed network upgrades Proposed land use changes 11 5 Traffic Generation, Distribution and Impacts Assessment periods Baseline traffic Planned and committed network upgrades and land use development Forecast demand flows Forecast traffic generation associated with Mundaring Christian College Development traffic distribution Impacts on key external intersections Impacts on new school accesses 21 6 Parking Supply, Management and Access On-site car parking provisions Kiss-and-go On-site circulation Bus parking and access 24 7 Walking and Cycling Environment Surrounding network Site access Bicycle parking Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX

4 Mundaring Christian College, Parkerville Project Transport Assessment Report 8 Public Transport 26 9 Conclusions 27 Appendix A Development Master Plan 28 Appendix B Roland Road/Beacon Road realignment plan 30 Appendix C SIDRA Results Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX

5 Mundaring Christian College, Parkerville Project Transport Assessment Report Executive Summary Broderick Architects engaged Arup to undertake a Transport Assessment (TA) associated with the Mundaring Christian College (Parkerville Project) in Mundaring. The College will be located on a 47 hectare (ha) greenfield site bounded by Roland Road to the east and McDowell Loop to the north. The College will cater to Years 7 to 12 and feature a residential component. Development is proposed to occur in two stages with the staging detail as shown in Table 1. Table 1 Proposed staging detail Stage Build-out year Staff Students A transport assessment was undertaken in accordance with the Western Australian Planning Commission s Draft Transport Assessment Guidelines for Development, Volume 4 Individual Developments. Additionally, applicable State and Local Government planning policies were referred to. A total of 75 car parking bays are proposed for staff with one ACROD bay. Drop off/ pick up provisions include 20 kiss-and-go and five bus bays. The number of kiss-and-go bays, when compared to schools of a similar size, is appropriate for the development and should limit overflow car parking on to surrounding roads. Due to the relatively high percentage of students likely to arrive at the school by bus, five bus bays are required. Bus operations will require management to ensure that no more than five buses are at the school at any one time. It is anticipated that this management requirement will be the responsibility of the College. Vehicles are proposed to enter and exit the car park, bus bays and kiss-and-go from McDowell Loop. Traffic capacity analysis has been undertaken to determine impacts of school traffic on the road network. The intersections analysed include: Intersection of Roland Road and McDowell Loop (priority control) College entry and exits on McDowell Loop These intersections were modelled for the morning peak hour (8am-9am), representing the network peak hour, at opening (2015), build-out (2020) and Analysis of these intersections shows that they are all forecast to operate well within capacity at Level of Service A, with the exception of Roland Road/McDowell Loop in This intersection is forecast to operate at Level of Service B, well within capacity, in the most conservative scenario in Overall, minimal queuing and delays in both opening and build-out years are forecast Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 3

6 Mundaring Christian College, Parkerville Project Transport Assessment Report 1 Introduction 1.1 Overview Broderick Architects engaged Arup to undertake a transport assessment associated with the Mundaring Christian College (Parkerville Project) in Mundaring. The College will be located on a 47 hectare (ha) greenfield site bounded by Roland Road to the east and McDowell Loop to the north (see Figure 1). This report has been prepared in accordance with the Draft Transport Assessment Guidelines for Development, Volume 4 Individual Developments (Western Australian Planning Commission, August 2006). Additionally, applicable State and Local Government planning policies were referred to (see Section 1.2). Given the scale of development proposed, the more comprehensive requirements of a Transport Assessment (TA) compared to a Transport Statement are addressed in the current report. The objectives of this TA Report are to demonstrate that the development will: Provide safe and efficient access for all modes to the individual site Be well-integrated with surrounding land uses Not adversely impact on the surrounding land uses Not adversely impact on the surrounding transport networks and the users of those networks. Given the proposed development is a College, rural-residential character of the local environment and local topography, particular scrutiny is required regarding safe routes to school Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 4

7 Mundaring Christian College, Parkerville Project Transport Assessment Report Figure 1 Proposed location of Mundaring Christian College (Parkerville) (Map Source: Google Maps) 1.2 Applicable policies, strategies and guidelines The following policies and strategies were reviewed while conducting the TA. Local Government Local Planning Scheme (LPS) No. 4 Shire of Mundaring Town Planning Scheme (TPS) No. 3 Strategic Plan Map State Government Other Metropolitan Region Scheme (MRS) Australian Standard Parking facilities Off-street car parking Australian Standard Parking facilities Bicycle parking facilities Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 5

8 Mundaring Christian College, Parkerville Project Transport Assessment Report Austroads Guide to Traffic Engineering Practice Part 14 Bicycles referenced by the local planning scheme 1.3 Austroads Guide to Road Design Part 4A Unsignalised and Signalised Intersections Summary of consultation Arup consulted with the Shire of Mundaring while conducting the TA. In particular, on 4 September Arup s project manager met with the Shire s Coordinator Infrastructure Development (Jon Dooner) on site to discuss the development proposal. Public transport access and potential future service upgrades were discussed with the Public Transport Authority (PTA). Relevant responses are incorporated into Section 8 of this report. 1.4 Structure of this report The remainder of this report is structured as follows: Section 2 Section 3 Section 4 Section 5 Section 6 Section 7 Section 8 Section 9 Development Proposal Existing Context Future Development Traffic Generation, Distribution and Impacts Parking Supply, Management and Access Walking and Cycling Environment Public Transport Conclusions Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 6

9 Mundaring Christian College, Parkerville Project Transport Assessment Report 2 Development Proposal Mundaring Christian College is proposed to accommodate students in Years 7 to 12 and be developed in two stages. Staging detail is shown in Table 2. The proposed Master Plan (full build-out) is shown in Appendix A. Table 2 Proposed staging detail Stage Build-out year Staff Students There is proposed to be vehicular access to the College from McDowell Loop. The internal road operates as a one way loop, with kiss-and-go bays along the two separate sections split by the main school access pedestrian access. An access road from this loop leads to the service area and staff and visitor car parking for Stage 1. This access road is one way with passing bays. This access road should be designed in accordance with Australian Standard Parking facilities Off-street commercial vehicle facilities. In Stage 2, a car park is proposed to be located off the one way loop Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 7

10 Mundaring Christian College, Parkerville Project Transport Assessment Report 3 Existing Context 3.1 Land use Bushland to the east and west is zoned for Rural Landscape Living no further subdivision and is identified in LPS No 4 as Conservation Priority 2. To the northwest, land is zoned for Comprehensive Townsite Development (North Parkerville), although land development has not yet commenced. To the south, there is an existing school, the Silver Tree Steiner School. 3.2 Transport network Road network The site abuts to Roland Road to the east and McDowell Loop to the north. Roland Road is an undivided single carriageway with an approximate seven metre seal. It is classed as a Regional Distributor in Main Roads WA s Functional Road Hierarchy and a 70 kph posted speed limit applies; this rises to 90 kph north of Boyamyne Road, about 1.4 km north of McDowell Loop. Roland Road does not form part of the Restricted Access Vehicles (RAV) Network. District connections are shown in Figure 2. These include a connection to Great Eastern Highway to the south (via Byfield Road and Seaborne Street) and Toodyay Road to the north. In November 2005, an average weekday traffic count of 1,426 vehicles was collected a short distance to the south of McDowell Loop (north of Byfield Road). The count data showed the morning peak to be 8AM-9AM and peak hour flow to be about 11% of daily volume. An average speed of 55km/h and an 85 th percentile speed of 63km/h were recorded at the same site during this survey. Crash data available from Main Roads WA indicates no reported accidents at the intersection of McDowell Loop and Roland Road between 2008 and From an initial site visit, the sight lines at this intersection do not appear to be to current standard due to trees. A total of seven accidents have been reported between Kilburn Road (to the south) and Boyamyne Road (north). All occurred on the crossfall on a curve in Roland Road. The majority of these crashes occurred during daylight with over half occurring in wet conditions. All crashes involved a collision with either an animal or an object rather than with another vehicle which implies driver error or speed may be factors which resulted in a crash. It is unknown whether speed was the cause for five of the collisions with two of the collisions not being speed-related. McDowell Loop is a local road with a 50 kph posted speed limit. It provides access to rural-residential blocks and functions as a through route. It is not part of the RAV Network. There are no reported crash statistics relating to McDowell Loop available from Main Roads WA and no count data was available for its intersection with Roland Road. Therefore, a morning peak hour spot count was undertaken on Wednesday 4 th September 2013 which showed 170 vehicles passing through the intersection in the peak hour Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 8

11 Mundaring Christian College, Parkerville Project Transport Assessment Report The intersection of Roland Road and McDowell Loop is the external location where traffic generated by the College is likely to have a significant impact (refer to Figure 1 and see Figure 3). The existing intersection is a standard rural BAL/R with no turning pockets or deceleration lanes. McDowell Loop has a single stand-up lane, which is separated from the departure lane by a median. The assessment detailed in Section 5 of this report also considers the intersections of the College ingress and egress with McDowell Loop. Figure 2 District road connections via Roland Road (Map Source: Bing Maps) Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 9

12 Mundaring Christian College, Parkerville Project Transport Assessment Report Figure 3 Intersection of Roland Road and McDowell Loop looking north Public transport The existing 328 and 332 bus services operate between via Parkerville and Midland (328), and Mundaring (332). However, they run via Byfield Road and Richardson Road, and therefore do not provide access to the subject site. Moreover, there are only a handful of services each day (fewer on weekends) and these do not align with school start and finish times Active transport There are currently very limited walking and cycling facilities within the vicinity of the subject site. In particular, there are no paths, marked cycle lanes or sealed shoulders on either Roland Road or McDowell Loop. According to the Department of Transport s Perth Bicycle Network (PBN) maps, Roland Road is a good road riding environment although it represents the northeast extent of the PBN. In our opinion, the facilities for cyclists are poor given the narrow carriageway, lack of sealed shoulders, relatively high speed limit, undulating road and potential user group Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 10

13 Mundaring Christian College, Parkerville Project Transport Assessment Report 4 Future Development 4.1 Proposed network upgrades Beacon Road is to be realigned to the south of the College site (see Appendix B). This involves Roland Road being realigned to the south of McDowell Loop to continue through to join Beacon Road at a roundabout. The existing Roland Road to the south of this will join into this realignment as a minor leg of a priority intersection. The roadworks planned on Roland Road and Beacon Road by the Shire of Mundaring to the south of the subject site incorporate a new footpath on the south/ east side. Public transport is likely to remain at existing levels. Closer to 2020, there is potential for the 332 service to extend to the subject site and operate at times suitable for students to use it. However, bus patrons would be expected to transfer (if required) to district services in Mundaring Town Centre. 4.2 Proposed land use changes The North Parkerville townsite development is planned to the north west of Mundaring Christian College. There is a further planned development on Lot 1854 Beacon Road and Lot 1915 Richardson Road comprising 50 lots. The potential impacts of these developments on the network surrounding the College are also controlled for in the traffic analysis. To Arup s knowledge, separate traffic impact assessments have not been undertaken for either of these neighbouring development proposals to allow a detailed understanding of trip generation Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 11

14 Mundaring Christian College, Parkerville Project Transport Assessment Report 5 Traffic Generation, Distribution and Impacts 5.1 Assessment periods The College is expected to be opened in 2015 and be operating at capacity by These two years, along with 2028, a future test year, are therefore assessed in terms of traffic impacts. For a College, the network peak and development peak are likely to be similar in the morning. However, the afternoon peak hour for traffic generation associated with the College is likely to be about 3pm-4pm, which is generally before the afternoon network peak associated with commuter traffic. The survey undertaken by the Shire of Mundaring in November 2005 indicated that the morning peak on Roland Road was 8am-9am and the evening peak 5pm-6pm. Therefore, the morning peak only will be assessed since this represents when the greatest traffic impacts would be experienced. 5.2 Baseline traffic On Wednesday 4 th September 2013, a morning peak hour spot count was undertaken at the intersection of Roland Road and McDowell Loop. The observed morning peak hour was between 8am-9am. Data is shown in Table 3 with the average weekday traffic estimated as 1,545 vehicles per day, assuming that the peak hour represents 11% of daily totals. Previous data collected by the Shire of Mundaring was provided from a count on Roland Road 140m north of Byfield Road undertaken from 10 th to 17 th November This data is shown in Table 4. Table 3 AM peak hour traffic spot count data for Roland Road/McDowell Loop (collected Wednesday 4 th September 2013) Location Northbound on Roland Road Left from Roland Road to McDowell Loop Right from McDowell Loop to Roland Road Left from McDowell Loop to Roland Road Right from Roland Road to McDowell Loop Southbound on Roland Road AM peak hour count (vph) Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 12

15 Mundaring Christian College, Parkerville Project Transport Assessment Report Table 4 AM peak hour and daily traffic count data for Roland Road (collected November 2005) Location Northbound on Roland Road Southbound on Roland Road AM peak hour Average Weekday Traffic These two sets of data show that the annual growth factor between 2005 and 2013 on Roland Road was 2% northbound and 0% in the southbound direction. This background data will be grown by 3% per annum up to 2015, 2020 and It is noted that this is a higher growth rate than between 2005 and 2013 to provide a conservative analysis. 5.3 Planned and committed network upgrades and land use development Beacon Road is to be realigned to the south of the College site. This involves Roland Road being realigned to the south of McDowell Loop to continue through to join Beacon Road at a roundabout. The existing Roland Road to the south of this will join into this realignment as a minor leg of a priority intersection. The plan of this planned upgrade is shown in Appendix B. As a result of this realignment, traffic volumes on Roland Road may decrease in the vicinity of the College. The North Parkerville townsite development is planned approximately 2km to the north west of Mundaring Christian College. Traffic generated by this development is assumed to be accounted for in the background traffic growth by using a 3% per annum growth factor for all background traffic which is much larger than the growth factors calculated from the 2005 and 2013 traffic counts. There is a further planned development on Lot 1854 Beacon Road and Lot 1915 Richardson Road comprising 50 lots. 5.4 Forecast demand flows The planned development on Beacon Road and Richardson Road has no transport assessment associated with it. Therefore, some assumptions have been made regarding the traffic impact of this development on the network given the yield of 50 lots. It is assumed that each of the 50 lots will comprise one dwelling. RTA Guide to Traffic Generating Developments states that for residential houses 0.85 trips are generated per dwelling in the AM peak hour. The number of trips generated by this development was calculated and split into trips to/from the north and trips to/from the south based on the northbound and southbound flows from the September 2013 traffic count. The trips to the north will impact on Roland Road and McDowell Loop adjacent to Mundaring Christian College. Using this trip rate, the trips generated by this development which affects Roland Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 13

16 Mundaring Christian College, Parkerville Project Transport Assessment Report Road/McDowell Loop are calculated as three inbound and 12 outbound vehicular trips in the morning peak hour. Up to 155 daily vehicle trips may be assumed. 5.5 Forecast traffic generation associated with Mundaring Christian College The trip generation statistics shown in Tables 5 and 6 represent forecast student and employee numbers associated with Mundaring Christian College. It is assumed that all employees will drive to the College and arrive in the morning peak. This represents a highly conservative scenario as 100% car driver mode share and morning peak arrival for staff is unlikely. Residential buildings are shown on the proposed Master Plan. However, no detail has been provided. Therefore, it is assumed that all students travel to the school every day to provide the most conservative assessment. The following future mode share for students was derived: It was estimated by the Principal of Mundaring Christian College that in 2020, between five and seven buses would be arriving at the school in the morning peak. Therefore, it was assumed that six buses, each with 30 students, would be arriving in the morning peak resulting in 25% of students arriving by bus. The Principal of Mundaring Christian College also estimated that 30 students would be cycling to the school by this time which results in a mode split of 4% arriving by bicycle. It was assumed that due to the location of the site very few students would walk to the College. Therefore, to be conservative, it was assumed that no students would arrive on foot. The remaining 71% of students are expected to arrive by car. It was assumed that for arrivals by car there would be an average of 1.2 students per vehicle, which provides a reasonable account of car-pooling and multichild families. These mode split percentages were also applied to the 2015 forecast trips. It was estimated by the College Principal that 40 students would be driving to College in the year Therefore, 40 student car trips in the morning peak would be one way only Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 14

17 Mundaring Christian College, Parkerville Project Transport Assessment Report Table 5 Trip generation statistics derived for Mundaring Christian College (AM peak hour) using current forecast student and employee numbers for year 2015 Vehicle Type Number Trip rate Employees 15 Students 200 Buses 2 2 per employee (daily) 1 per employee (AM peak) 2 per student (daily) 1 per student (AM peak) 2 in and 2 out in each peak Number of daily car trips (vpd) AM peak hour car trips (vph) Total Table 6 Trip generation statistics derived for Mundaring Christian College (AM peak hour) using current forecast student and employee numbers for year 2020 Vehicle Type Number Trip rate Employees 75 Students 720 Buses 6 2 per employee (daily) 1 per employee (AM peak) 4 per student (daily) 2 per student (AM peak) 6 in and 6 out in each peak Number of daily car trips (vpd) AM peak hour car trips (vph) , Total 1, Development traffic distribution It is assumed that the traffic distribution will be similar to the current traffic distribution. It was calculated that of the traffic currently entering the Roland Road/McDowell Loop intersection, 52% approach from Roland Road (north), 34% from Roland Road (south) and 14% from McDowell Loop. These proportions were applied to the trips generated by Mundaring Christian College to determine the trip distribution (see Figures 4, 5 and 6). Whilst 14% of traffic accessing the College from McDowell Loop seems fairly high considering the number of lots on McDowell Loop, it is noted that Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 15

18 Mundaring Christian College, Parkerville Project Transport Assessment Report McDowell Loop is not a dead end and connects through to Richardson Road. The subdivision on Richardson Road would also contribute to traffic approaching the College from McDowell Loop. However, the North Parkerville development will also have occurred by 2015 which will increase traffic on Roland Road. Therefore, it is expected that the proportion of traffic approaching the College from each direction will remain constant. Figure 4 Year 2015 with development traffic flows Figure 5 Year 2020 with development traffic flows Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 16

19 Mundaring Christian College, Parkerville Project Transport Assessment Report Figure 6 Year 2028 with development traffic flows Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 17

20 Mundaring Christian College, Parkerville Project Transport Assessment Report 5.7 Impacts on key external intersections Overview Morning peak hour analysis of Roland Road/McDowell Loop was undertaken to ascertain the impacts of the development on the planned street network. The intersection was analysed using the existing speed limits of 70kph on Roland Road and 50kph on McDowell Loop. A further test was carried out with a school zone in place with both of these roads operating at 40kph. The location of this intersection is shown in Figure 7. This intersection was analysed and the level of service then evaluated. Table 7 shows the flow conditions, which correspond to each Level of Service. Level of Service (LoS) is a discrete measure that describes the quality of traffic service (expressed in terms of delay). LoS is defined from A-F with LoS A representing the best operating condition with conditions at or close to free flow while LoS F represents the worst, most congested, conditions. Figure 7 Location of Roland Road/McDowell Loop intersection (Map Source: Google maps) Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 18

21 Mundaring Christian College, Parkerville Project Transport Assessment Report Table 7 Descriptions of Level of Service Level of Service Flow Conditions A Free flow operations B C Reasonably free flow operations Stable operations Uncongested flow conditions D E Bordering on unstable operations Extremely unstable flow operations Near capacity flow conditions F Forced or breakdown operations Congested flow conditions Opening year (2015) Detailed results of the analysis, including movement summaries are in Appendix C. The assumed geometry is as per existing. A results summary showing the baseline is provided in Table 8. Results for the with development scenario are in Table 9. The baseline scenario assumes the same intersection geometry as the with development scenario. The analysis shows no changes in Level of Service at the Roland Road/McDowell Loop intersection in 2015 as a consequence of the opening of the College. Queuing is predicted to increase very slightly on Roland Road (north) and McDowell Loop; however, none of the 95 th percentile queues are more than one car length and the intersection operates with a significant amount of spare capacity. There are not forecast to be queuing issues on McDowell Loop associated with entry to the College. This is because of the lack of non-development traffic using McDowell Loop. A further test was carried out with both Roland Road and McDowell Loop modelled as 40kph. This had no impact on level of service, degree of saturation or queuing. However, it should be noted that there is an existing 40kph sign for a school zone for Silver Tree Steiner School, located on Roland Road to the south of McDowell Loop. It is recommended that this existing 40kph sign is moved further north to also accommodate Mundaring Christian College. This would increase safety for traffic turning right from Roland Road into McDowell Loop as well as increasing safety for cyclists and pedestrians. Without a 40kph speed limit in place, it is recommended that, for safety reasons, a right turn pocket or road widening is provided on Roland Road for traffic turning right into McDowell Loop and ultimately into the College Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 19

22 Mundaring Christian College, Parkerville Project Transport Assessment Report Table 8 Baseline traffic assessment results Approach Degree of Saturation Level of Service 95 th Percentile Queue Length (m) Roland Road/ McDowell Loop Roland Road (south) 0.03 N/A 0.0 Roland Road (north) 0.05 N/A 1.8 McDowell Loop (west) 0.03 A 0.7 Overall performance 0.05 N/A 1.8 Table 9 Year 2015 development scenario traffic assessment results Approach Degree of Saturation Level of Service 95 th Percentile Queue Length (m) Roland Road/ McDowell Loop Roland Road (south) 0.07 N/A 0.0 Roland Road (north) 0.10 N/A 3.7 McDowell Loop (west) 0.14 A 3.8 Overall performance 0.14 N/A Design year (2020) Detailed results of the analysis, including movement summaries are in Appendix C. The assumed geometry is as per existing. A results summary for Roland Road/McDowell Loop showing the with development scenario is provided in Table 10. These results are identical for both the existing speed limits and the 40kph scenario, although as previously mentioned, if a 40kph school zone is not in place, it is recommended that a right turn pocket is provided on Roland Road. The analysis shows that the Level of Service of McDowell Loop at the Roland Road/McDowell Loop intersection in 2020 is reduced to B. This is as a result of increases in delay and a higher degree of saturation as a result of the increase in traffic by However, the intersection still operates well within its theoretical capacity. Queuing is predicted to increase on both Roland Road (north) and McDowell Loop. The 95 th percentile queues are approximately one to two car lengths on Roland Road and three to four car lengths on McDowell Loop. Table 10 Year 2020 development scenario traffic assessment results Approach Degree of Saturation Level of Service 95 th Percentile Queue Length (m) Roland Road/ McDowell Loop Roland Road (south) 0.14 N/A 0.0 Roland Road (north) 0.26 N/A 10.7 McDowell Loop (west) 0.51 B 25.0 Overall performance 0.51 N/A Future test year (2028) Detailed results of the analysis, including movement summaries are in Appendix C. The assumed geometry is as per existing. A results summary for Roland Road/McDowell Loop showing the with development scenario is provided in Table Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 20

23 Mundaring Christian College, Parkerville Project Transport Assessment Report The analysis shows that there is no change from the 2020 Level of Service at the Roland Road/McDowell Loop intersection in The intersection still operates well within its theoretical capacity. Queuing is predicted to increase slightly on both Roland Road (north) and McDowell Loop. The 95 th percentile queues are approximately one to two car lengths on Roland Road and three to four car lengths on McDowell Loop. These results are identical for both the existing speed limits and the 40kph scenario, although as previously mentioned, if a 40kph school zone is not in place, it is recommended that a right turn pocket is provided on Roland Road. Table 11 Year 2028 development scenario traffic assessment results Approach Degree of Saturation Level of Service 95 th Percentile Queue Length (m) Roland Road/ McDowell Loop Roland Road (south) 0.16 N/A 0.0 Roland Road (north) 0.28 N/A 12.1 McDowell Loop (west) 0.55 B 28.8 Overall performance 0.55 N/A Impacts on new school accesses Additional analysis has been undertaken to forecast traffic impacts at the planned accesses to the proposed bus bays, visitor parking and kiss-and-go facilities. The planned entry and exit are proposed to be located on McDowell Loop. The kissand-go will be a one-way road. Full movement access will be provided to the site at the access and both turning movements will be permitted from the exit. The results of modelling (Tables 12, 13 and 14) indicate that both intersections will operate within capacity in all years. In 2015, there is likely to be little queuing while in 2020 and 2028 there is predicted to be a queue of approximately two vehicles to enter and approximately two vehicles to leave the College. Queues at the exit can be easily contained within the College site and queues on McDowell Loop should not affect non-college traffic due to the low traffic volumes on this road. There is significant spare capacity at both the entry and exit intersections in the instance that background traffic volumes markedly increase. Both the access and egress were analysed using a 40kph speed limit on McDowell Loop. This analysis resulted in the same degree of saturation, level of service and queue length for all approaches in both future years. Full results are included in Appendix C Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 21

24 Mundaring Christian College, Parkerville Project Transport Assessment Report Table 12 Year 2015 development scenario traffic assessment results Approach Degree of 95 th Percentile Level of Service Saturation Queue Length (m) McDowell Loop/ College Entry Road McDowell Loop (east) 0.07 N/A 0.0 McDowell Loop (west) 0.08 N/A 3.2 Overall performance 0.08 N/A 3.2 McDowell Loop/ College Exit Road College Exit 0.12 A 3.2 McDowell Loop (east) 0.00 N/A 0.0 McDowell Loop (west) 0.01 N/A 0.0 Overall performance 0.12 N/A 3.2 Table 13 Year 2020 development scenario traffic assessment results Approach Degree of 95 th Percentile Level of Service Saturation Queue Length (m) McDowell Loop/ College Entry Road McDowell Loop (east) 0.25 N/A 0.0 McDowell Loop (west) 0.27 N/A 15.3 Overall performance 0.27 N/A 15.3 McDowell Loop/ College Exit Road College Exit 0.40 A 14.4 McDowell Loop (east) 0.00 N/A 0.0 McDowell Loop (west) 0.02 N/A 0.0 Overall performance 0.40 N/A 14.4 Table 14 Year 2028 development scenario traffic assessment results Approach Degree of 95 th Percentile Level of Service Saturation Queue Length (m) McDowell Loop/ College Entry Road McDowell Loop (east) 0.25 N/A 0.0 McDowell Loop (west) 0.27 N/A 15.6 Overall performance 0.27 N/A 15.6 McDowell Loop/ College Exit Road College Exit 0.40 A 14.6 McDowell Loop (east) 0.00 N/A 0.0 McDowell Loop (west) 0.02 N/A 0.0 Overall performance 0.40 N/A Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 22

25 Mundaring Christian College, Parkerville Project Transport Assessment Report 6 Parking Supply, Management and Access 6.1 On-site car parking provisions The Shire of Mundaring s Draft Local Planning Scheme No.4 states that 1 parking bay should be provided per employee. Therefore, a total of 75 car parking bays will ultimately be provided on site with 15 of these required in The current Master Plan shows only 10 parking bays in Stage 1 (2015). An additional five bays should be provided. The Building Code of Australia (BCA) states that for a school 1 ACROD bay is required for every 100 parking bays. Therefore, one ACROD bays is required. The Principal of Mundaring Christian College has also indicated that up to 40 students are expected to drive to the College once it is operating at capacity. Formal parking will not be provided for these students however they will be permitted to park on a grassed or gravel area within the school grounds. 6.2 Kiss-and-go To determine the number of parking bays required for kiss-and-go facility, a benchmarking test was carried out. Several schools in similar areas in the Perth metropolitan area, Australind and Bunbury were studied to determine how the number of enrolments was related to the number of kiss-and-go bays required. It was found that in schools of around this size between 20 and 30 kiss-and-go bays are provided (see Table 15). Table 15 Benchmarking of kiss-and-go bays provided for similarly-sized schools School Year of enrolment/staff data Number of enrolments Number of staff Number of kiss and go bays Warnbro Community High School , Approx. 30 Australind Senior High School , Comet Bay College , Mundaring Christian College is located in an area with limited public transport and limited residential development within walking or cycling distance. Therefore, it is recommended that 20 bays are provided since a higher proportion of trips will be by car than for a school in the Perth metropolitan area for example. We note that all kiss-and-go bays incorporated into the Master Plan are likely to be in operation from the opening of the College. However, currently only 14 bays are incorporated into the Master Plan. 6.3 On-site circulation A one-way internal circuit is proposed for both the kiss-and-go and bus bays, with ingress from and egress to McDowell Loop. The car park for Stage 1 is proposed to be accessed via a single lane access road with two passing bays which is appropriate given the nature of most traffic entering the car park in the morning Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 23

26 Mundaring Christian College, Parkerville Project Transport Assessment Report and leaving in the evening. The Stage 2 car park is proposed to be accessed from the one way loop. Both the entry and exit on McDowell Loop are proposed to be full access. It is noted that swept paths/ AS checks should be run on the detailed design of the internal road layout. 6.4 Bus parking and access It is estimated that once the school is operating at capacity, five to seven buses will arrive and depart in each peak hour. It is assumed that through timetable management, buses will not all arrive at the same time. However, in the evening peak, several buses will arrive and wait for students at the end of the school day. Therefore, supply of five bus bays on-site is reasonable as long as arrivals and departures can be timetabled appropriately if there are more than five bus services. It is noted that no bus bays are currently shown in the Master Plan Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 24

27 Mundaring Christian College, Parkerville Project Transport Assessment Report 7 Walking and Cycling Environment 7.1 Surrounding network The roadworks planned on Roland Road and Beacon Road by the Shire of Mundaring to the south of the subject site incorporate a new footpath on the south/ east side. It is recommended that this path is upgraded by the Shire to a shared path of at least two metres in width as part of the planned capital works. Extension of this path northwards to McDowell Loop is recommended as is a connection across Roland Road in this location. This will support the College and provide appropriate transport infrastructure to support the growth of North Parkerville. 7.2 Site access It is recommended that a connection across Roland Road is provided and that this path is continued along McDowell Loop to the College entrance. This path will benefit not only the College but also residents on McDowell Loop and those attending the Silver Tree Steiner School who walk or cycle from this direction. 7.3 Bicycle parking LPS No 4 specifies that bicycle parking should be provided in accordance with Austroads Guide to Traffic Engineering Practice Part 14 (Bicycles). Accordingly, supply of parking spaces at a rate of one per five students is appropriate. This equates to: 40 spaces by spaces by 2020 Given the semi-rural environment and lack of dedicated bicycling infrastructure around the subject site, less bicycle parking may be required in these compared to typical circumstances for a school. It is recommended that the 40 spaces are provided in the first stage and these provisions are reviewed through until 2020 with additional supply being provided on an as needs basis. The initial 40 spaces can be achieved through provision of 20 U-rails that can accommodate two bicycles each, and avoid tyre and frame damage than can eventuate through use of alternatives such as toaster racks. As per AS2890.3, these spaces should be provided in a lockable compound within 100 metres of school buildings. Residential buildings are shown on the proposed Master Plan. However, no detail has been provided and therefore the residential component has not been assessed as part of the TA. Separate bicycle parking should be provided for residents Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 25

28 Mundaring Christian College, Parkerville Project Transport Assessment Report 8 Public Transport The PTA has no plans to improve/ expand existing bus services to Mundaring and Parkerville. Accordingly, public transport should not be considered a viable option for non-residential students accessing the school. Closer to 2020, there is potential for the 332 service to extend to the subject site and operate at times suitable for students to use it. However, bus patrons would be expected to transfer (if required) to district services in Mundaring Town Centre. Private bus service provisions were discussed in Section 6 of this report Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 26

29 Mundaring Christian College, Parkerville Project Transport Assessment Report 9 Conclusions The proposed Mundaring Christian College development on the Parkerville site in Mundaring is anticipated to serve 720 students and employ about 75 staff by the year About 200 students are anticipated to be enrolled when the College opens in 2015 with up to 15 staff also on premises. Transport analysis has been undertaken to determine impacts of school traffic on the road network. Vehicles will enter and exit the College from McDowell Loop. The proposed infrastructure works that will have the greatest impact on and be impacted by the development include: Intersection of Roland Road and McDowell Loop (priority control) College entry and exits on McDowell Loop The key intersections were modelled for the morning peak hour (8am-9am), representing the network peak hour, at opening (2015), built out (2020) and at a future test year (2028). Analysis of these intersections shows that they will all operate well within capacity at Level of Service A, with the exception of Roland Road/McDowell Loop. This exception would only occur in the year 2020, when the approach would operate at Level of Service B, which is still satisfactory. Overall, minimal queuing and delays in both opening and build-out years are forecast. It is recommended that this existing 40kph sign is moved further north to also accommodate Mundaring Christian College. This would increase safety for traffic turning right from Roland Road into McDowell Loop as well as increasing safety for cyclists and pedestrians. Without a 40kph speed limit in place, it is recommended that, for safety reasons, a right turn pocket or road widening is provided on Roland Road for traffic turning right into McDowell Loop and ultimately into the College. A total of 75 car parking bays are proposed with one ACROD bay. Drop off/ pick up bays are also provided in the form of 20 kiss-and-go bays and five bus bays. The number of kiss-and-go bays, when compared to schools of a similar size, is appropriate for the development. Due to the percentage of students predicted to arrive at the school by bus, five bus bays are required with buses timetabled to make sure that no more than five buses are at the school at any one time Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 27

30 Mundaring Christian College, Parkerville Project Transport Assessment Report Appendix A Development Master Plan Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 28

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32 Mundaring Christian College, Parkerville Project Transport Assessment Report Appendix B Roland Road/Beacon Road realignment plan Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 30

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34 Mundaring Christian College, Parkerville Project Transport Assessment Report Appendix C SIDRA Results Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\0002TRANSPORT ASSESSMENT REPORT_MUNDARING CHRISTIAN COLLEGE, PARKERVILLE PROJECT_FINAL_ DOCX Page 32

35 Mundaring Christian College Transport Assessment C1 Roland Road/McDowell Loop C Base C1.1.1 Layout Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\FINAL APPENDICES\APPENDIX C.DOCX Page C1

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37 Mundaring Christian College Transport Assessment C1.1.2 Movement Summary Issue 27 September 2013 Arup J:\232000\ MUNDARING CHRISTIAN COLLEGE\WORK\DELIVERABLES\FINAL APPENDICES\APPENDIX C.DOCX Page C3

38 MOVEMENT SUMMARY 2013 AM Base Roland Road/McDowell Loop 08:00 to 09:00 Giveway / Yield (Two-Way) Site: 2013 AM Base Roland Road/ McDowell Loop Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Roland Road (South) 1 L LOS A T LOS A Approach NA North: Roland Road (North) 8 T LOS A R LOS A Approach NA West: McDowell Loop (West) 10 L LOS A R LOS A Approach LOS A All Vehicles NA Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movement Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign controlsince the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model used. Processed: Thursday, 26 September 20133:58:43 PM Copyright Akcelik and Associates Pty Ltd SIDRA INTERSECTION Project: J:\232000\ Mundaring Christian College\Work\SIDRA\Mundaring Christian College.sip , ARUP PTY LTD, FLOATING