applicant transport impact statement - wa dplh

Appendix 9: Transport Impact Statement

Proposed Residential Development

Lot 500 (No. 8) Parker Street, South

Perth

Transport Impact Statement - Update

PREPARED FOR: 8 Parker Street Pty Ltd August 2020

Document history and status

Author Revision Approved by Date

approved Revision type

Vladimir Baltic r01 B Bordbar 3/10/2018 Draft

Vladimir Baltic r01a B Bordbar 5/10/2018 Final

Vladimir Baltic r02 B Bordbar 31/08/2020 1st Revision

File name: t18.192.vb.r02.docx

Author: Vladimir Baltic

Project manager: Behnam Bordbar

Client: 8 Parker Street Pty Ltd

Project: Lot 500 (No. 8) Parker Street, South Perth

Document revision: r02

Project number: t18.192

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

TABLE OF CONTENTS

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

2.0 PROPOSED DEVELOPMENT ............................................................................ 3

3.0 VEHICLE ACCESS AND PARKING .................................................................... 4

4.0 PROVISION FOR SERVICE VEHICLES ............................................................. 6

5.0 DAILY TRAFFIC VOLUMES AND VEHICLE TYPES .......................................... 7

6.0 TRAFFIC MANAGEMENT ON THE FRONTAGE STREETS ............................... 9

7.0 PUBLIC TRANSPORT ACCESS ........................................................................ 12

8.0 PEDESTRIAN ACCESS ...................................................................................... 14

9.0 CYCLE ACCESS ................................................................................................ 15

10.0 SITE SPECIFIC ISSUES ..................................................................................... 16

11.0 SAFETY ISSUES ................................................................................................. 17

12.0 CONCLUSIONS ............................................................................................... 18

REPORT FIGURES

Figure 1: Location of the subject site ......................................................................................................... 1 Figure 2. Estimated traffic movements for the subject development – morning, afternoon peak and

total daily trips .............................................................................................................................................. 8 Figure 3. Eastbound view along Parker Street from Mill Point Road intersection ............................... 9 Figure 4. Westbound view Parker Street towards Mill Point Road intersection ................................. 10 Figure 5. Northbound view along Mill Point Road from Parker Street intersection .......................... 10 Figure 6. Southbound view along Mill Point Road from Parker Street intersection .......................... 11 Figure 7: Local bus map (source: Transperth) ......................................................................................... 13 Figure 8: Perth bike map series – local area (source: Department of Transport) ............................... 15

REPORT TABLES

Table 1. Land Use Schedule ........................................................................................................................ 3 Table 2: Applied trip rates (source: SPSP trip rate policy) ....................................................................... 7 Table 3: Bus services available within the locality .................................................................................. 12

t18.192.vb.r02.docx Page 1

1.0 Introduction

On behalf of 8 Parker Street Pty Ltd, Transcore prepared a Transport Impact Statement report in October 2018 for the proposed multi-level residential development located at Lot 500 (No. 8) Parker Street in South Perth, City of South Perth (subject site). The 2018 development plans have since been modified through several iterations and the final concept plans completed in late August 2020. As such, the update of the original Transport Impact Statement is necessitated to address the latest development plans. Accordingly, this Transport Impact Statement Update has been prepared with regard to the proposed multi-storey residential development at the subject site in South Perth. The site (approximately 2,453m2 in size) is located at the eastern side of Parker Street at the far end of this cul-de-sac road approximately 420m southeast of the Labouchere Road/Mill Point Road intersection as shown in Figure 1.

Figure 1: Location of the subject site

The site is bounded by Parker Street to the west, Swan River foreshore to the north and the existing residential developments to the immediate south and east. Vehicle access to the site is presently available from Parker Street. Pedestrians are currently also accessing the site directly via existing paths on Parker Street.


The subject site was formerly accommodating a complex of 11 town houses with associated car parking on site. The site is located within an area comprising predominantly residential land uses. The Transport Impact Assessment Guidelines for Developments (WAPC, Vol 4 – Individual Developments, August 2016) states: “A Transport Statement is required for those developments that would be likely to generate moderate volumes of traffic1 and therefore would have a moderate overall impact on the surrounding land uses and transport networks”. Section 5.0 of Transcore’s report provides details of the estimated trip generation for the proposed development. Accordingly, as the total peak hour vehicular trips are estimated to be less than 100 trips, a Transport Impact Statement is deemed appropriate for this development.

1 Between 10 and 100 vehicular trips


2.0 Proposed Development

The Development Application (DA) for the subject site proposes construction of a luxury apartment complex with amenities and associated car park facility. The proposed residential development comprises two separate buildings, northern 15-level building at the northern end of the site and the southern 4-level building at the southern end of the site. The two buildings are physically separated by the internal driveway leading to the three-level (two underground and one ground level) car park facility and at-grade car parking section for visitor parking. As part of the development proposal the existing crossover on Parker Street will be retained as the main access into the complex. The proposed development comprises a total of 26 apartments (mix of two, three and four-bedroom units) with 23 apartments located in the northern building and three apartments located in the southern building. The apartment schedule per each building is detailed in Table 1:

Table 1. Land Use Schedule Building Single-bedroom 2-bedroom 3-bedroom 4-bedroom Northern - 1 19 3

Southern2 3 - -

All parking associated with the development will be provided on-site through ground-level parking for visitors and a separate two-basement + ground floor parking for residents. The access to all parking is provided via Parker Street crossover which connects to internal driveway. Total on-site car park provision includes 82 parking bays. The bicycle parking is provided at each car park level for the resident use and at ground level for visitor use. A total of six bike bays are provided on L1 and 20 bays on L2 of the basement car park. Accordingly, a total of 26 bike bays have been provided for the residents in the car park and another two bays for the residents at the ground floor. Pedestrians will access the development from the existing paths which are in place on Parker Street. Alternative residents-only access is also provided from the Swan River foreshore side. Refer to Appendix A for plans of the proposed development.

2 The single and 2-bedroom units are a 2-key set up (one owner)


3.0 Vehicle Access and Parking

According to the plans prepared by Colliere Architecture the proposed three-level car park facility comprising two basement levels and ground floor, will be accessed via internal driveway connecting to security gate-controlled Parker Street site crossover. The car park entry 1 provides access to the two-level basement car park via an internal ramp while car park entry 2 leads to a ground level six-bay secured car park area within the southern building. The internal site driveway also provides direct access to the ground-level car park section for 6-bay visitor parking adjacent to the northern building. In addition, passenger/taxi drop-off area with a shade canopy is also be provided off the internal driveway. Refer Appendix A for detailed development plans. The total proposed on-site parking provision for the development is 82 parking bays, all provided in form of single bays. The total on-site parking supply for the development is proposed to be distributed as follows:

A total of 39 residential bays at L1 (lower basement) level; A total of 31 residential bays L2 basement level; A total of six residential bays at ground floor; and, A total of six visitor bays at ground floor.

The two residential car park basement levels are internally connected by a semi-circular ramp. The ramp width however is sufficient enough to only accommodate one vehicle travelling down or up the ramp so a visual/audio ramp management system is proposed to control vehicular entry and exit to and from the car park. Access into the site as well as two residential car park accesses are proposed to be controlled by security gates. PARKING MANAGEMENT SYSTEM The parking management system proposed to control parking operations at the two-level residential car park comprises of internal traffic lights and motion sensors. These will be installed at the ramp entry/exit point on each level. The system will provide real-time information on cars entering or existing the system thus securing seamless and safe movement through the ramp system. The audio/video system will be complemented with waiting (pause) bays conveniently located at L1 and L2 of the car park immediately adjacent to the ramp. The parking systems like this are typically set up to place movement priority with vehicles existing the facility (as they need to move up the ramp which is considered to be a more demanding action).


The two-level car park is proposed to serve residents exclusively so the inbound and outbound flows in peak hours will mostly be single-directional and in line with typical residential peak hour movement patterns, thus minimising the likelihood of any traffic conflicts. Nonetheless the proposed audio/video system is expected to provide additional level of traffic and parking efficiency and safety.


4.0 Provision for Service Vehicles

The waste collection is proposed to take place off Parker Street for the southern building and internally from within the site for the northern building. The rubbish bins will be wheeled out in front of the northern building and/or on Parker Street verge on collection days for pick up. A waste management plan report providing more details has been prepared for the proposed development.


5.0 Daily Traffic Volumes and Vehicle Types

The City of South Perth provides trip generation rates for various land uses to estimate traffic impact of developments within the South Perth Station Precinct. As advised by the City, these trip rates were derived from the recently developed transport model for the South Perth Station Precinct and therefore provide a level of consistency when assessing new development proposals forming part of the precinct. The City has provided Transcore with the trip rates including directional traffic split during AM and PM peak periods for developments comprising residential apartments such as this one. The adopted trip rate including directional split is detailed in the following table.

Table 2: Applied trip rates (source: SPSP trip rate policy) Land Use AM Peak PM Peak

Trip Rate In Out Trip Rate In Out Apartments 0.28trips/unit 22% 78% 0.39trips/unit 62% 38%

However, for the estimation of daily trip rates Transcore referenced Transport Roads & Maritime Services – Technical Direction TDT 2013/04a document as they relate to the particular type of land use. Accordingly, it is estimated that the proposed mixed-use development would generate a total of approximately 40 daily vehicle trips with about 7 trips during the AM and 10 trips during the PM peak hour periods. These trips include both inbound and outbound vehicle movements. It is anticipated that most of the vehicle types would be passenger cars and to the lesser extent 4WDs. The proposed development replaces the former residential development (11 town house complex) which was also a traffic generator in its own right. The reduction in overall traffic generation of the proposed development as a result of replacement of existing land use has not been applied in this case allowing for a robust assessment. Hence, the actual net traffic impact of the proposed development on the local road network is expected to be actually lower than that estimated and reported here.

The assumed distribution of development traffic was based on the traffic counts undertaken by Transcore (for another project) and other factors such as the layout of the local and regional road network, the traffic data for the surrounding roads and the location of local and regional attraction nodes and are reported as follows:

65% to and from the northwest direction; and, 33% to and from the southeast direction.

The directional morning, afternoon and total daily trip distribution of the development-generated traffic is illustrated in Figure 2.


Figure 2. Estimated traffic movements for the subject development – morning,

afternoon peak and total daily trips The WAPC Transport Impact Assessment Guidelines for Developments (2016) provides guidance on the assessment of traffic impacts: “As a general guide, an increase in traffic of less than 10 percent of capacity would not normally be likely to have a material impact on any particular section of road but increases over 10 percent may. All sections of road with an increase greater than 10 percent of capacity should therefore be included in the analysis. For ease of assessment, an increase of 100 vehicles per hour for any lane can be considered as equating to around 10 percent of capacity. Therefore, any section of road where the development traffic would increase flows by more than 100 vehicles per hour for any lane should be included in the analysis.” It is quite clear that the estimated traffic impact from the proposed residential development would be nowhere near the critical thresholds with the most pronounced traffic increases of 10vph on Parker Street and 7vph on Mill Point Road (northwest of Parker Street), hence the impact on the surrounding road network is considered to be insignificant.


6.0 Traffic Management on the Frontage Streets

Parker Street, is approximately 100m long cul-de-saced road connecting to Mill Point Road at the southern end. It is a single-carriageway two-lane road approximately 13m wide kerb to kerb. There is a total of 13 2-hour time restricted (8AM-6PM Monday to Sunday) on-street parking bays along both sides of the street. The on-street parking is a mix of parallel and 90-degree bays. The pedestrian footpaths are also in place along both sides of the road. Refer Figure 3 and Figure 4 for more details.

Figure 3. Eastbound view along Parker Street from Mill Point Road intersection

Parker Street operates under a default 50km/h built-up area speed limit regime. Parker Street is classified as an Access Road in the Main Roads WA Metropolitan Functional Road Hierarchy document. Based on the type of land uses it serves it is estimated that Parker Street presently carries several hundred vehicles a day.


Figure 4. Westbound view Parker Street towards Mill Point Road intersection

Mill Point Road, is a four-lane road with a 2.5m wide raised median north of Parker Street, narrowing to a three-lane (two lanes northbound and one lane southbound) road immediately south of Parker Street. The northbound kerbside lane is also doubling up as a parking lane outside of peak periods. Pedestrian paths are in place along both sides of the road. Refer Figure 5 and Figure 6 for more details.

Figure 5. Northbound view along Mill Point Road from Parker Street intersection

Mill Point Road is classified as a Distributor B in the Main Roads WA Metropolitan Functional Road Hierarchy document. Mill Point Road operates under a 60km/h speed limit regime.


Based on the latest available traffic counts sourced from Main Roads WA, Mill Point Road (east of Onslow Street) carried approximately 20,090 vehicles per regular weekday (in 2019/20) with typical weekday morning and afternoon peak hour traffic volumes of 1,774vph and 1,724vph, respectively.

Figure 6. Southbound view along Mill Point Road from Parker Street intersection

Parker Street forms a priority-controlled T-intersection with Mill Point Road terminating on its approach to the intersection.


7.0 Public Transport Access

The WAPC Development Control Policy 1.6 – Planning to Support Transit Use and Transit Oriented Development (January 2006) indicates that the use of transit facilities is dependent on the walking distance to these facilities. In particular, about 10-15 minutes walking time (800m) would be the ideal walking distance threshold for rail stations, transit interchanges or major bus transfer stations/terminals, and about 5 – 7 minutes walking time, or 400m, would be the threshold for bus stops located on bus routes with multiple bus services that are high frequency of 15 minutes or less during peak periods. The subject site is located within an established commercial/residential district that is well served by high frequency bus services and the nearby Swan River ferry. A high-frequency bus service No. 34 operates along Mill Point Road with bus stops located immediately adjacent to the Parker Street intersection. This route links Perth Busport with Canning Train Station. In addition, high-frequency buses No. 30 and 31 operate along Labouchere Road (connecting Perth Busport and Curtin University Bus Station/Aquinas College), with a pair of bus stops immediately north of Mends Street, some 520m walking distance northwest of the site. All bus stops are accessible from the subject site via existing footpaths and pedestrian crossing facilities. The existing bus services provide connection to the Perth Busport, thus enabling access to the Metropolitan-wide bus and rail network. The public transport services available within walking distance of the subject site are listed in Table 3 and illustrated in the relevant TransPerth service map (see Figure 7).

Table 3: Bus services available within the locality Service # Route Details

30 Perth Busport/Curtin University Bus Station

31 Perth Busport/Redmond Street-Howard Parade (Salter Point) 34 Perth Busport/Cannington Station

The existing Mends Street jetty provides ferry links to the Perth CBD and is located within close proximity of the subject site (some 600m walking distance to the northeast) and is also accessible via the existing path network. The future South Perth train station on the Perth to Mandurah Line is planned to be located within relative proximity of the subject site. This station is intended to be located within the median of the Kwinana Freeway near the northwest corner of Richardson Park about 900m walking distance west of the subject site.


Figure 7: Local bus map (source: Transperth)

At this stage the exact timing for the construction of this train station is unknown but due to the intensive redevelopment of the precinct the construction of this train station may be brought forward.


8.0 Pedestrian Access

Pedestrian access to the proposed development is available directly from the existing footpath network within the locality and on Parker Street. The existing path network provides direct and convenient access to and from the local retail, commercial, food and beverage stores and other attractors. Pedestrian crossing opportunities are available at Parker Street/Mill Point Road to cross Parker Street. It has however been observed that a formal pedestrian crossing facility across Mill Point Road is not completed at this intersection as drop ramp is only present at eastern side of Mill Point Road with no complementary drop ramp on the opposite side. This issue should be inspected by local government and a missing ramp installed at earliest available opportunity. It is considered that an appropriate formal pedestrian crossing over Mill Point Road at this location is likely to be in demand to facilitate formal and legible access to the existing bus stop on the western side of Mill Point Road. Additional pedestrian crossing opportunities are available mid-block on Mill Point Road about 110m north of Parker Street as well as a signal-controlled pedestrian crossing at Mends Street/Mill Point Road traffic signals.


9.0 Cycle Access

A comprehensive pedestrian footpath system within the locality is complemented by a recreational shared path along the southern bank of the Swan River and a Principal Shared Path (PSP) along Kwinana Freeway. The PSP is accessible via a foot bridge across Kwinana Freeway which is located on Melville Parade some 750m riding distance west of the subject site accessible via Lyall Street which itself is classified as a “good road riding environment” due to low speed and low level of traffic. The Swan River recreation path can also be accessed via the PSP near the Narrows Bridge at the northern tip of South Perth peninsula which is also easily accessed via existing paths. Refer Figure 8 for more details.

Figure 8: Perth bike map series – local area (source: Department of Transport)


10.0 Site Specific Issues

No particular site-specific issues have been identified for this proposed residential development.


11.0 Safety Issues

The site inspection has revealed a missing pedestrian drop ramp on the western side of Mill Point Road at the intersection with Parker Street. The existing drop ramp on the eastern side is therefore misleading as it suggests formal pedestrian crossing is available at this place which is not the case. This is an important safety issue particularly for people in wheelchair, parents with prams and cyclists and as such needs to be promptly resolved.


12.0 Conclusions

This Transport Impact Statement Update provides information on the proposed residential development comprising 26 apartments. The proposed development is served by a three-level (ground floor and two basements) car park facility. The proposed development is located at Lot 500 (No. 8) Parker Street in South Perth, City of South Perth. A total of 82 parking bays are provided on-site for the use of residents and visitors. The car park vehicle access/egress to and from the site will be off Parker Street as per existing arrangement. The subject site has good accessibility by the existing road and pedestrian and to a lesser degree cyclist network and enjoys very good public transport coverage through existing bus services located in close proximity of the site. The traffic analysis undertaken in this report shows that the traffic generation of the proposed development is estimated to be in order of about 40 daily and 7 and 10 morning and afternoon peak hour trips (both inbound and outbound), respectively. However, as the proposed development replaces a former 11 townhouse complex development at the site the actual net traffic footprint of the development will be even lower. Accordingly, the traffic impact of the proposal on the surrounding road network will be marginal. Finally, it is concluded that the traffic-related issues should not form an impediment to the approval of the proposed development.


Appendix A

PROPOSED DEVELOPMENT PLANS

applicant transport impact statement - wa dplh

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