DevelopmentWA and TBB Ocean Reef Marina Transport Assessment Report
Final | 3 February 2020
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 261919-00
Arup Pty Ltd ABN 18 000 966 165
Arup Level 14 Exchange Tower 2 The Esplanade Perth WA 6000 PO Box 5750 St Georges Terrace Perth WA 6831 Australia www.arup.com
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DevelopmentWA and TBB Ocean Reef Marina Transport Assessment Report
Executive Summary
A transport assessment of the Ocean Reef Marina (OCRM) has been undertaken to provide a basis for the internal transport network operation and integration of the marina into the wider transport network. The following table highlights the summary of key analysis points, outcomes of the transport assessment, initiatives and actions for further consideration in design development.
Surrounding transport context • The surrounding context of the proposed OCRM is currently characterised by limited public transport access with the nearest bus stops located over 15 minutes walking time, through coastal PSP network and significant spare traffic capacity on the access road network of Ocean Reef Road and Hodges Drive
The Proposed Development • The proposed development broadly comprises of: • 9,764 sqm of retail and commercial floorspace • 999 medium and high-density dwellings • 173 hotel rooms/ short stay apartments • Public open space and beach with recreational facilities • Hotel • Approximately 550 Boat Pens (wet) and 200 Boat Stacking Spaces (dry) • Marine services and club facilities totalling 6,689 sqm
Trip generation • A conservative basis to vehicle trip generation has been adopted based on the relatively high proportion of private vehicle use in the surrounding suburbs, particularly for non-work trips. This approach means there should be flexibility in the scheme design and assessment to allow a transition to non-private vehicle modes in the longer term • Three peak periods have been assessed to understand the impact of the varied land uses – the weekday AM (8-9) and PM (16:45-17:45) peaks, and Saturday (14:45-15:45) midday peak. • Total ultimate OCRM trip generation of 755 (AM), 1,181 (PM) and 1,445 (Sat) vehicles per hour • Largest trip generating land uses are residential (AM), retail (PM) and the Beach and recreational space on (Sat) • A small proportion of linked trips between land uses are assumed to allow a conservative analysis, mainly between the beach/recreation and cafes (30% of beach trips being linked with Café trips) • Public transport trip generation in the order of 100 trips per day based on current mode share in the surrounding area indicates significant potential for growth
Parking analysis • Proposed supply in the current masterplan of 4,706 including on and off street locations with the following: • 2,400 bays for residential purposes • 729 On-street bays across the site for various uses • 671 bays across the site for trailer and berth boating facilities, including 61 for pick up and drop off bays (in the northern portions of the site) and 412 for boat trailer parking (in the southern portion of the site) • Beach and public open space demand indicates a requirement for 265 bays based on benchmarking of recreation aquatic sport rates. Similar locations, such as Sorrento protected beach have in the order of 170 bays indicating some additional capacity in the proposed OCRM supply.
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DevelopmentWA and TBB Ocean Reef Marina Transport Assessment Report
• Benchmarking analysis of parking rates across a number of land uses indicates the ultimate demand could be lower than supply, highly dependent on the household structure and type of retail businesses together with the overall staging of development • Reciprocal uses analysis the mixed use could reduce the supply by 16% at peak times
External Traffic Analysis • Traffic distribution from Joondalup Area Model (JAM based on ROM24) shows a greater bias towards Ocean Reef Road, but the approach for the transport assessment has been to have a greater focus on Hodges Drive based on desired wayfinding to OCRM. The overall split results in 35% to Hodges Drive east of Marmion and 25% to Ocean Reef Road south. • Resolute Way is predicted to have an additional of 70 vehicles per hour (two-way) in the 2031 PM peak as a result of OCRM • Previous City of Joondalup corridor planning work for the Hodges Drive indicates an increase in PM traffic flows at Marmion Avenue of 215 vehicles per hour by 2031. Traffic volumes from the OCRM transport assessment (30% approx. to Hodges Drive) indicate a 350 vph increase at the intersection. The corridor assessment shows changing the signal timings reduces intersection operation to LoS E. The AM peak indicates less growth in traffic from the OCRM transport assessment (230 vph) than previous corridor planning work (290 vph) • All other access intersections in the assessment area are forecast to operate at LoS C or better. • Traffic capacity analysis internal to the OCRM site indicates some scope to reduce crossing distance for PSP and pedestrians with the development where possible, whilst maintaining on street parking. The internal road network is based upon slow speed and traffic management and has been designed for on street cycling rather than separate cycle lanes noting the desirability to still have adequate width for on-road cycling in speed environment greater than 30km/h.
Recommended strategic actions • Supply of end of trip cycle facilities based on local planning and residential design codes, but preferably aligned more closely with achieving 5% of occupants and visitors travelling by bicycle • Provide a connected PSP, local and pedestrian network to limit formal crossing distances to a maximum of 7 metres (kerb to kerb) at spacings no greater than 100 metres • Integrate public transport into the site, possibly with the diversion of the 460 service through the centre of the commercial area, close to the beach, with longer term provision for high frequency public transport links along Hodges Drive to Joondalup • Supply a combination of on and off street parking to an amount in to the order of 4,700 bays, noting the need for flexibility for greater pick and drop off operation, car and ride share, and having adequate supply for the staging and opening of the beach/café areas. • Provide the following road network upgrades: • An extension of 4 lane cross section of Ocean Reef Road to Hodges Drive, with a dual lane roundabout. • A single lane circulating roundabout at Resolute Way • In consultation with the City of Joondalup and Main Roads, monitor the Hodges Drive/Marmion Avenue intersection based on 2031 congestion levels without OCRM and conservatively high assumptions used as part of this assessment. Consider signal timing changes to increase time for Hodges Drive traffic. Congestion is shown to be as a result of background and OCRM traffic • Seek to reduce the Hodges Drive extension into the OCRM to one lane each way at the PSP crossing, or provide similar safe crossing/ median refuge across dual carriageway.
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DevelopmentWA and TBB Ocean Reef Marina Transport Assessment Report
Contents
Page
Executive Summary 1
1 Introduction 6 1.1 Background 7
2 Applicable Planning Policy 10 2.1 Background 10 2.2 Strategic Context 10 2.3 Transport – Statutory Context 13
3 Existing Situation 15 3.1 Pedestrians & Cyclists 15 3.2 Public Transport 17 3.3 Existing Road Network 19 3.4 Existing Car Parking 20 3.5 Traffic Data Collection 22 3.6 Supplementary Traffic Data 23 3.7 Peak Hour Analysis 23 3.8 Existing Traffic Movements 27
4 Traffic Model Development 28 4.1 Methodology and Model Assumptions 28 4.2 Road Network 29
5 Base Model Results 34
6 Proposed Development 35 6.1 Road Network, Traffic and Access 37 6.2 Public Transport 41 6.3 Active Transport - Pedestrians & Cyclists 42 6.4 Wayfinding 45
7 Parking Strategy 46 7.1 Objectives 46 7.2 Parking demand estimates 46 7.3 Parking Supply 50 7.4 Strategy 57
8 Future Traffic Analysis 71 8.1 Development Trip Generation 71 8.2 Trip Distribution 72
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8.3 Understanding Route Assignment via the Greater JAM Model 73 8.4 Future Year VISSIM Models 75 8.5 Growth Factors for Background Traffic 77 8.6 Modelling Results 78 8.7 Additional Scenario Test 85 8.8 Road Cross-sections 86
9 Summary 89
Appendix A-1 2019 AM Peak Traffic Movement 91
Appendix A-2 2019 PM Peak Traffic Movement 92
Appendix A-3 2019 SAT Peak Traffic Movement 93
Appendix B 2019 and 2031 Signal Timings 94
Appendix C 2019 Network Analysis Result 95
Appendix D-1 2019 AM Turn Result 96
Appendix D-2 2019 PM Turn Result 97
Appendix D-3 2019 SAT Turn Result 98
Appendix E-1 2031 AM JAM Volume Difference 99
Appendix E-2 2031 PM JAM Volume Result 100
Appendix F-1 2031 Network Analysis Result 101
Appendix F-2 2031 Turn Result 102
Appendix G Reciprocal Parking Analysis 103
Appendix H Model Calibration 104
Model Calibration 105 Model Convergence 105 Model Stability 105 Model Calibration 106 Model Validation 109
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DevelopmentWA and TBB Ocean Reef Marina Transport Assessment Report
1 Introduction
Arup was appointed by DevelopmentWA, as a sub-consultant to TBB, to prepare a Transport Assessment Report for the proposed Ocean Reef Marina (OCRM) development in Ocean Reef. The proposed site for the development is located between Ocean Reef Road and the coast, in the vicinity of Resolute Way, Hodges Drive and Boat Harbour Quays. Whilst it is envisaged that the City of Joondalup and Department of Transport will have ultimate operational responsibility for the site, planning development and guidelines will be through DevelopmentWA and WAPC. Nonetheless, the City of Joondalup are a key partner in the project and have been consulted through the development of the current master plan. The OCRM development is planned to comprise a mixture of residential, recreational, tourism, retail, commercial and boating facilities, including over 16,000 square metres of retail and commercial space, approximately 550 boat pens, 200 boat stackers, and over 1,000 residential dwellings. Further details of the proposed development configuration is provided in Figure 1. The purpose of this Transport Assessment is to review and assess the transport modes associated with the development, including traffic impact, parking layout and supply review, active transport requirements and public transport access. This assessment has been completed in accordance with the WAPC transport assessment guidelines. This document makes reference to the overall OCRM Masterplan as well as Liveable Neighbourhoods, the WAPC transport assessment guidelines and City of Joondalup Local Planning Policies in the assessment of the movement network and recommendation of appropriate design standards. The location of the subject site is shown in Figure 1.
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DevelopmentWA and TBB Ocean Reef Marina Transport Assessment Report
Figure 1: Locality plan
1.1 Background The subject site has been identified since the late 1970s as a potential location for a marina development, with a range of feasibility studies and consultation activities having been undertaken in the 40 years since. Concept planning for the development began in 2008 with subsequent planning activities undertaken in recent years including: • 2014: Request to amend the Metropolitan Region Scheme (MRS) boundary submitted to the WA Planning Commission • 2014: Public Environmental Review commenced by Environmental Protection Authority • 2016: DevelopmentWA appointed as lead proponent on the project • 2016: PER and MRS amendment report released for public consultation. • 2017: Formal support given by the WA State Government, with an allocation of $120million to the project. • 2018: Memorandum of Understanding signed between the State Government and City of Joondalup. • 2018: Concept Plan review and refinement complete.
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• 2019: Community Reference Group formed to guide the design of the public spaces in the marina. In 2018 DevelopmentWA, engaged Arup to conduct a review of the traffic and transport aspects of the concept scheme, which had been developed by BGE. Key findings of the review included the following: Road network/ access • Upgrades will be required to Ocean Reef Road to enable the development including, as a minimum, duplication of Ocean Reef Road between Hodges Drive and Swanson Way • The proposed intersection design for Boat Harbour Quays/ Ocean Reef Road needs reconsideration. Alternative treatments to be considered include a roundabout, banning of right turns on to Ocean Reef Road and installation of a southbound acceleration lane • There is an excellent opportunity to deliver the waterfront street as a calmed environment facilitating multimodality, integrating pick-up/ set-down and potentially, active bus/ shuttle stands • Truncations will be required at intersections in accordance with Development Control Policy (DC) 1.7 and Austroads Guides to Road Design 4A and 4B, accounting for contours and bushland. Parking • Site-wide provisions for pick-up/ set-down, and hubs for buses and coaches should be designed into the scheme • A more complete parking supply and management strategy is required that considers:
o Lot-specific versus station-based parking to improve efficiency of use and support multimodal access to the site
o Application of dwell time limits in particular locations o Special events parking management (including spillover provisions) • Adaptive reuse and electric vehicle recharging strategies should be developed and actioned. Public transport • Future development should integrate active stand locations for both Transperth and private coach services to avoid future operational issues and facilitate non- car access, which should be a key ambition for the site. In stage one, bus access could be via a realigned service (e.g. the 460) and thereafter, an extension to the Joondalup CAT. Travel between OCRM and Joondalup Centre (including Joondalup train station) is anticipated to be the key desire line. In order to facilitate a realigned bus service to operate through the site, negotiations are required between DevelopmentWA, the City of Joondalup, Transperth and the
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Public Transport Authority (PTA) with the intent of formulating a memorandum of understanding. Active transport • Improved crossing facilities are required along Ocean Reef Road including median refuges south of Hodges Drive. Arup notes that there are no controlled crossing points of Ocean Reef Road; however, it is unlikely that signalised crossing warrants will be met in the medium-term and current Main Roads WA policy is to avoid intersection signalisation (which could incorporate crossing facilities) • Continuity and comfortable travel via Sunset Coast Route should be preserved through the site • Sealed shoulders on Ocean Reef Road are recommended to be upgraded to painted cycle lanes • The existing pedestrian refuge on Ocean Reef Road adjacent to Southern Cross Circuit does not connect to any pedestrian facilities on the western side of Ocean Reef Road. There is no footpath on Ocean Reef Road between Hodges Drive and Resolute Way, and the pedestrian refuge does not directly connect to the informal track network within the adjacent Bush Forever land. It is therefore recommended that a path connection should be provided on the western side of Ocean Reef Road to link to the existing formal path network (to link with OCRM). • A cycle access strategy should be developed for the site including locations for publicly-accessible cycle parking and end-of-trip facilities for employees.
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DevelopmentWA and TBB Ocean Reef Marina Transport Assessment Report
2 Applicable Planning Policy
2.1 Background OCRM has been under consideration for a significant period with various proposals over the last 30 years. In recent years, the City has been the custodian of the Project, having invested considerable resources towards developing marina concepts, technical investigations and feasibility studies.
In 2009, the City affirmed Project guiding philosophy and parameters which are summarised as: • world class recreation, boating, residential and tourist marina development • sustainable community amenity • social and economic benefit to all residents • balance of public, residential and commercial amenities • equitable facility for visitors and residents • social and economic maximisation of land use.
The City of Joondalup in October 2015 requested that the State Government become the proponent for the Project. DevelopmentWA is established under the Western Australian Land Authority Act 1992, which, among other things, sets out the specific objective of the provision and development of commercial, residential and other land to meet the social and economic needs of the State, while taking into account environmental outcomes. Consistent with these objectives, DevelopmentWA has a policy of progressing transformational projects (including infill projects, employment land, and activity centres), and will take the role of Project Manager for the Project.
On 3 September 2017, the State Government publicly announced the Project, appointing DevelopmentWA as the lead proponent. The Parties have agreed to enter into this MOU to enable the Project to progress, and work collaboratively towards implementing the Project in an orderly and expeditious manner.
2.2 Strategic Context
2.2.1 Perth and Peel @ 3.5million The Perth and Peel @ 3.5 Million plan provides a snapshot of the Perth and Peel regions and what they are likely to become in the future. It makes the case for change and builds from Directions 2031 and beyond to a more considered, connected, consolidated urban form to 2050 and a population of 3.5 Million. It links four frameworks and encourages the consideration of new urban growth opportunities.
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DevelopmentWA and TBB Ocean Reef Marina Transport Assessment Report
The North-West Sub-Regional Planning Framework forms part of the Perth and Peel @ 3.5 Million strategic suite of land use and infrastructure plans. Future areas for urban and industrial development have been determined in conjunction with the State Government’s current Strategic Assessment of the Perth and Peel Regions, in order to avoid and protect areas which have significant environmental attributes. Several marina developments are proposed for the sub-region, including the OCRM which has been identified as a Marina Investigation Area in the framework. The Framework recognises that a challenge for the sub-region is to change the population’s travel patterns, which will require a focus on improvements to regional roads, public transport, active transport routes and increased employment self- sufficiency. An effective and adaptable public transport network will be a key mechanism for achieving greater sustainability. Improved public transport will be required to meet the transportation needs arising from population growth, and to meet the need to connect people to key employment nodes. Bus services are an important part of a comprehensive and integrated public transport network. Improving connectivity between bus and rail networks will increase accessibility to the CBD and key centres and reduce commuting times.
2.2.2 City of Joondalup Local Planning Strategy The City of Joondalup Local Planning Strategy sets out the long term planning direction for the City of Joondalup, applies state and regional planning policies and provides a rationale for the zones and other provisions of the new District Planning Scheme. The Strategy has been prepared in conjunction with a significant community consultation exercise.
Ocean Reef Boat Harbour is identified as a “Future Strategic Tourism Site” – the only one in the City’s area and is also identified as a significant area for regional, district, and local open space providing marine based recreational activities. The Strategy also includes the site as a “Future Development Sites for Housing”.
The Strategy identifies the OCRM as a future employment opportunity and highlights the development as the main focus for tourism growth, with secondary opportunities at Hillarys Boat Harbour and Yellalonga Regional Park. The Strategy elaborates on the concept for the Marina as a state of the art iconic marina facility, which will cater for the needs of the community and provide a balance of commercial and residential uses, short stay accommodation and public amenities to service the community and attract locals and visitors to the area. Reflecting the intent of the North-West Sub-Regional Planning Framework, the connectivity of the OCRM to the higher order centres (Joondalup Activity Centre) and Joondalup rail line through bus services has been highlighted. Provisions for this mode will be incorporated into the transport assessment, to ensure that OCRM provides greater transport choices and supports the objectives for the development of Joondalup, and the wider region.
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DevelopmentWA and TBB Ocean Reef Marina Transport Assessment Report
2.2.3 Perth Recreational Boating Facility Study - Technical Report No. 44 The Perth Recreational Boating Facility Study 2008 was undertaken by the (former) Department of Planning and Infrastructure. The report details historical demand and predicts likely future demand for metropolitan boating facilities and considers evidence from the marketplace that there has been a significant surge in demand for boating facilities in Western Australian generally. In particular, this surge in demand followed an acute shortage of boat pen facilities that first occurred in the metropolitan area in 2006 and is still being experienced in a number of marina facilities in both regional and metropolitan areas. The report predicts that recreational boat numbers in Perth will continue to increase from a level of 48,468 in 2007 to a projected level of 84,857 in 2025.
The report provides a strategy to meet the demand from 2008 to 2025 and categorises the future demand as short, medium and long term requirements, sectorised to discriminate between the northern sector, central sector and southern sector. These are then categorised into State Government and privately funded facilities. The report recommends, as a long term initiative (to 2025) to develop a new harbour with pens, incorporating the existing boat launching facilities at the Ocean Reef Boat Harbour.
2.2.4 CoJ Housing Opportunity Area The State Government has a strategy for the future development of Perth that aims to accommodate 47% of all new dwellings as infill development and has set residential infill targets for each local government. The City of Joondalup (the City) is required to have a Local Housing Strategy to show how the future housing needs of its community will be met and how it plans to achieve the residential infill target set for it by the State Government. The City of Joondalup started developing its Local Housing Strategy in 2010 by identifying suitable areas for medium density. These areas are known as Housing Opportunity Areas (or HOAs) and were strategically selected, based on a set of criteria, including proximity to train stations, high frequency bus routes and activity centres. While the OCRM development is not included as an identified housing opportunity area, the level of density included within the scheme reflects the intent of the planning framework. The density proposed also indicates that access to OCRM by high frequency public transport, early in the development stages in order to influence travel behaviour, would be appropriate.
2.2.5 CoJ Bike Plan 2016 – 2021 The Bike Plan 2016 – 2021 (the Plan), takes a more strategic and holistic approach to promoting and supporting bike riding and places less emphasis on specific infrastructure improvements.
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DevelopmentWA and TBB Ocean Reef Marina Transport Assessment Report
The City’s bike network is part of the wider Perth Bicycle Network (PBN). It includes the Principal Shared Path travelling north to south alongside the Mitchell Freeway, providing the main commuting route for bike riders travelling into the Perth CBD from the northern suburbs or for bike riders accessing the Joondalup CBD. The City has two recreational shared paths. The coastal path travels north to south along the coastline and continues into adjoining local government areas – this route travels directly through the OCRM site. This path is one of the most popular bicycle (and walking) routes in Perth. Planning for OCRM must ensure that the coastal path is maintained, has adequate supporting infrastructure and conflict between bike riders and pedestrians is minimised. These provisions will encourage continued use of this path by bike riders, walkers and encourage visitors into the OCRM.
2.3 Transport – Statutory Context Through the Scheme Amendment process, the Department of Transport (DoT) liaised with the PTA and Main Roads WA regarding OCRM, and were advised as follows:
2.3.1 Transport Assessment A Transport Assessment should be undertaken in the subsequent more detailed planning stages, as follows: • Parking provisions to include requirements for taxi, bus and loading bays and resident, short stay, paid and recreational cycle parking etc; • Further consultation with PTA to ensure that the proposed development caters for future public transport provision; • The number of heavy vehicles servicing this development and its impact to the local traffic, including entry and exit access strategies; and • Further consultation with the DoT (Cycling Network unit) to ensure legibility and connectivity of the cycling and pedestrian network.
2.3.2 Boating Facilities The following issues are to be addressed with the DoT (Coastal Infrastructure unit), in the subsequent detail planning stages for the development: • A review of the operational feasibility of the existing boat launching facility; • The public boat launching facility being reinstated with eight boat ramp lanes and car/trailer parking, consistent with AS 3962-2001 (Guidelines for the Design of Marina’s); • The number of car parking spaces to service the boat pens at the public boating facility should be consistent with AS3962-2001; and
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DevelopmentWA and TBB Ocean Reef Marina Transport Assessment Report
• Consideration being given to the land along the perimeter of the water body within the Marina being set aside for leasehold land use.
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DevelopmentWA and TBB Ocean Reef Marina Transport Assessment Report
3 Existing Situation
3.1 Pedestrians & Cyclists As shown in Figure 2, there are existing active transport routes servicing the site. These facilities are provided to varying standards: • Shared paths are provided on the southern side of Hodges Drive and the eastern side of Ocean Reef Road (south of Hodges Drive). Footpaths are present on the northern side of Hodges Drive and adjacent Ocean Reef Road (north of Hodges Drive). • A shared path is provided on the southern side of Boat Harbour Quays within the site, which connects with the Sunset Coast Route (described below). • An unlit shared path running through the site (Primary Route – Sunset Coast Route, provides connectivity towards Burns Beach to the north, and Hillarys to the south) – this path crosses through car and boat parking areas as well as the boat ramp access. • On Ocean Reef Road (Secondary Route) sealed shoulders are provided for more confident riders, travelling at higher speeds with a path running adjacent to the property line on the eastern side of the road. Within the site, there are limited pedestrian facilities provided and those that are present are of low quality and frequently crossed by vehicle access points. The site is noted to have challenges regarding grade/level changes throughout. Some limited, active transport connections across Ocean Reef Road are provided, which align with adjacent intersections and shared paths. There are no controlled crossing points of Ocean Reef Road; however, it is unlikely that signalised crossing warrants will be met in the medium-term and current Main Roads WA policy is to avoid intersection signalisation (which could incorporate crossing facilities). The Sunset Coastal shared path is well utilised, with counts of cyclists during June 2019 including 150-200 cyclists on a weekday, over 200 on weekends and more than 400 on public holidays. Pedestrian usage is expected to be at least equal to these figures, and both modes are anticipated to have higher trips during spring, summer and autumn months, rather than the winter counts available. The existing active transport connections for the site and connectivity to destinations outside of the site itself have also been considered. For example, there are numerous schools within an approximate 15 minute walk of the site, including Ocean Reef Primary, Ocean Reef Senior High, Prendiville Catholic College, Beaumaris Primary School and St Simon Peter Catholic Primary School. Areas within 15 minutes and 30 minutes cycling time from the site are shown in Figure 2, while Figure 3 in Section 3.2.1 shows the corresponding areas within 15 minutes and 30 minutes walking time. These figures highlight the level of accessibility to the site by active transport modes.
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Figure 2: Existing active transport network and 15 min cycling catchment
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DevelopmentWA and TBB Ocean Reef Marina Transport Assessment Report
3.2 Public Transport
3.2.1 Bus Services Scheduled bus services are not currently offered within or adjacent to the site, with the closest services operating on Venturi and Constellation Drive. Existing service frequencies are set out in Table 1, with travel times included from the closest bus stop. The nearest bus service to the OCRM site is bus route 460, which travels between Joondalup Train Station and Whitfords Train Station via Ocean Reef. In addition, routes 461 (Joondalup Station – Whitfords Station via Dampier Avenue) and 462 (Joondalup Station – Whitfords Station via Bridgewater Drive) operate along Marmion Avenue in the vicinity of the site. The details of these services are shown in Table 1 below, with Figure 3 then showing all bus routes within the surrounding area. The nearest bus stops to the site are on Hodges Drive, approximately 800m from Ocean Reef Road. The route from OCRM to these stops follows a significant gradient, which is likely to represent a barrier to public transport usage to/from the site from the existing stops. The impact of the incline on walking speeds has been considered in the catchment assessment, with a speed of 5km/h used. Table 1: Public Transport services and frequencies
Approxim Approxim ate travel ate travel Weekend time time Bus AM Peak PM Peak Direction Peak to/from to/from Number Frequency Frequency Frequency Joondalup Whitfords Train Train Station Station NB 3 5 n/a 20mins 15mins 460 SB 3 2 n/a 15mins 25mins NB 2 5 2 15mins 20mins 461 SB 2 4 2 10mins 20mins 462 NB 3 4 n/a 15mins 15mins SB 3 3 n/a 10mins 20mins
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Figure 3: Public transport services and 15/30min walking catchments
3.2.2 Rail Services The nearest rail services are located at Joondalup Train Station approximately 5km from the site, as shown in Figure 3. Joondalup Train Station can be accessed by bus as described above in approximately 10-20 minutes.
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3.3 Existing Road Network Table 2 shows the characteristics of the surrounding road network, which is described below and shown in Figure 4. Ocean Reef Road is a Distributor B road under the Main Roads WA (MRWA) functional road hierarchy and is under the care and control of MRWA. Under the Metropolitan Region Scheme, it is classified as an “Other Regional Road” south of Hodges Drive. Ocean Reef Road follows the coastline between Burns Beach Road and Oceanside Promenade, before turning east towards Marmion Avenue and Mitchell Freeway. Hodges Drive is a Distributor B road under the MRWA functional road hierarchy, becoming a Distributor A road east of Marmion Avenue. Under the Metropolitan Region Scheme, it is classified as an “Other Regional Road” and is under the care and control of MRWA. Hodges Drive forms the primary road link between Ocean Reef and Joondalup. Boat Harbour Quays is a two-way access road which provides access from Ocean Reef Road to Ocean Reef Boat Harbour, Ocean Reef Sea Sports Club and the Whitfords Volunteer Sea Rescue Group facilities. Resolute Way is a short two-way access road connecting Ocean Reef Road and Constellation Drive in the north-west residential area of Ocean Reef. Table 2: Surrounding road network characteristics
Road Name Speed Approximate Number of Average Main Limit Road Width Lanes Weekday Roads WA (kph) (m) Traffic Road Hierarchy
Ocean Reef Road 70 (S of 10 to 24 2 (N of 4,600 N of Distributor Hodges Swanson Hodges Dr B Drive) Way) (MRWA 2018/19) 50 (N of 4 (S of Hodges Swanson 7,600 S of Drive) Way) Swanson Way (MRWA 2015/16)
Hodges Drive 70 26 4 8,400 W of Distributor Marmion Ave B (MRWA 2018/19)
Boat Harbour 50 7.5 2 1,400 (Arup Access Quays 2019) Road
Resolute Way 50 9 2 N/A Access Road
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Figure 4: Existing Road Network
3.4 Existing Car Parking Off-street car parking is provided within the existing Ocean Reef Boat Harbour, including 153 boat trailer bays and 20 standard car parking bays adjacent the existing boat ramps. As shown in the figure below, an additional 67 off-street bays are also located adjacent the Sea Sports Club and Sea Rescue facilities.
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Existing Ocean Reef Boat Harbour parking includes a daily fee of $11, with no hourly rates in place. Ocean Reef Boat Harbour parking permits allow a vehicle, with an attached boat trailer, to park without payment of the normal daily fee that enables access to the boat launch facilities. There is an annual fee for a permit of $200.
Figure 5: Existing parking areas
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3.5 Traffic Data Collection In order to identify existing traffic volumes on the surrounding road network, Arup engaged Austraffic to conduct traffic surveys at the following intersections on Thursday 30 May 2019 and Saturday 1 June 2019: • Ocean Reef Road/ Resolute Way (1) • Ocean Reef Road/ Hodges Drive (2) • Ocean Reef Road/ Boat Harbour Quays (3) • Ocean Reef Road/ Swanson Way (4) • Ocean Reef Road/ Oceanside Promenade (5) The surveyed periods are as follows: • Weekday AM: 07:00 AM – 10:00 AM • Weekday PM: 15:00 PM – 19:00 PM • Weekend (Saturday): 10:00 AM – 16:00 PM The traffic counts are collected at 15-minute intervals over the duration of the survey periods. Locations of the surveyed intersections are shown in Figure 6.
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2019 Austraffic Intersection Counts
2019 SCATS Counts
2018 Intersection Counts
Figure 6: Traffic count locations (background map source: Google Maps)
3.6 Supplementary Traffic Data Additionally, SCATS counts and signal data was obtained from Main Roads WA for Marmion Avenue/ Hodges Drive intersection for the week encompassing 30 May and 1 June 2019. Previous traffic counts from 2018 at the intersections of Hodges Drive/ Venturi Drive and Hodges Drive/ Constellation Drive were also utilised for the development of the base year models.
3.7 Peak Hour Analysis The analysis of the average daily traffic profile along Ocean Reef Road and Hodges Drive have been shown in Figure 7 and Figure 8 for weekday and weekend respectively. This traffic profile is representative of bi-directional traffic flows at certain road sections within the study area. The data used for this analysis has been sourced from Main Roads WA’s traffic map.
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Ocean Reef Project Average Daily Traffic (Weekday) 1400 1200 1000 800 600 Vehicles 400 200 0
Ocean Reef N of Hodges Dr (Y18/19) Ocean Reef S of Hodges Dr (Y15/16) Hodges Dr W of Marmion Ave (Y18/19) Hodges Dr E of Marmion Ave (Y18/19)
Figure 7: Average Daily Traffic Profile (Weekday – source: City of Joondalup and Main Roads Traffic Map)
Ocean Reef Project Average Daily Traffic (Weekend) 900 800 700 600 500
Vehicles 400 300 200 100 0
Ocean Reef N of Hodges Dr (Y18/19) Ocean Reef S of Hodges Dr (Y15/16) Hodges Dr W of Marmion Ave (Y18/19) Hodges Dr E of Marmion Ave (Y18/19)
Figure 8: Average Daily Traffic Profile (Weekend - source: City of Joondalup and Main Roads Traffic Map) As the primary objective of the modelling exercise is to investigate the implication of the development traffic on the immediate local road network, the 2019 Austraffic counts along Ocean Reef Road would be used to determine the peak hour. Figure 9 to Figure 11 depict the traffic profile generated from the 2019 Austraffic traffic survey. It is apparent from the traffic profile that there is a prominent weekday AM and PM peak hour defined, with the critical peak of Ocean Reef Road occurring within the evening. By comparison, the Saturday profile has less prominent peaks and is generally flat throughout the day. Overall, the surveyed traffic profile is observed to be reasonably consistent with Main Roads’ historical daily profile. The
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resulting weekday commuter and weekend peak hours to be modelled are as follows: • AM Peak: 08:00 AM – 09:00 AM • PM Peak: 16:45 PM – 17:45 PM • Saturday Peak: 14:45 PM – 15:45 PM
Weekday AM Traffic Profile 1000 900 800 700 600
Vehicles 500 400 300 200 100 0
Ocean Reef / Resolute Ocean Reef / Hodges Ocean Reef / BH Quays Ocean Reef / Swanson Ocean Reef / Oceanside Total Figure 9: 2019 Observed AM Traffic Profile (source: City of Joondalup and Main Roads Traffic Map)
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Weekday PM Traffic Profile 1000 900 800 700 600 500 Vehicles 400 300 200 100 0
Ocean Reef / Resolute Ocean Reef / Hodges Ocean Reef / BH Quays Ocean Reef / Swanson Ocean Reef / Oceanside Total Figure 10: 2019 Observed PM Traffic Profile (source: City of Joondalup and Main Roads Traffic Map)
Saturday Traffic Profile 900
800
700
600
500 Vehicles 400
300
200
100
0
Ocean Reef / Resolute Ocean Reef / Hodges Ocean Reef / BH Quays Ocean Reef / Swanson Ocean Reef / Oceanside Total Figure 11: 2019 Observed Saturday Traffic Profile (source: City of Joondalup and Main Roads Traffic Map)
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3.8 Existing Traffic Movements The existing AM, PM and Saturday peak traffic movements are shown in Appendix A. The traffic volume has been balanced and used for the calibration process of the base year models. As the traffic surveys of the Hodges Drive/ Venturi Drive and Hodges Drive/ Constellation Drive intersections were conducted in 2018, these older counts were used only as reference and newer 2019 counts from the other intersections were given a higher priority during the traffic balancing exercise.
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4 Traffic Model Development
4.1 Methodology and Model Assumptions The OCRM base models have been developed with the use of VISSIM Version 11- 09 traffic modelling software. VISSIM provides a visual representation of traffic operations whilst also accounting for route choice variability. To make the model development process more efficient, inclusive of the more local road network and consistent with the Joondalup local government planning, Arup utilised the macroscopic traffic model for the Joondalup Local Government Area (LGA), the Joondalup Area Model (JAM). This model has not only streamlined model calibration process, but also provides the City of Joondalup with an understanding of the expected traffic patterns on a citywide level. For the assessment of Ocean Reef Road, the corridors were cut-out of JAM and exported to VISSIM for micro-simulation assessment. The corridor cut-out has been shown within Figure 13. Model development has been undertaken in the several stages as shown within Figure 12. JAM as mentioned above has been used to streamline the calibration process. Within the calibration procedure, the greater JAM network has undergone an initial round of calibration before being cut-out to the desired network of the study area. The sub-network generated is then calibrated for a second round with detailed representation of the study area being coded in VISUM. This has been an iterative process until the modelled demand could match the surveyed counts. The adjusted matrix is exported into VISSIM for the final calibration to be undertaken until the model meets the calibration criteria. This allows for a more increased model calibration accuracy as noted within Section 5.3 of this document.
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ROM 24 Sub Area Matrices Matrix (LGA level) Estimation and Calibration in Network wide VISUM model; JAM Matrix Estimation and Calibration in Sub-network VISUM model; JAM Model Calibration to all intersection traffic flows within micro- simulation model; VISSIM
Model Validation to observed traffic condition in VISSIM
Figure 12: Model development process.
4.2 Road Network The road network of cut-out of JAM modelled in VISUM is shown in Figure 13. The road network extent modelled in VISSIM is shown within Figure 14.
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Figure 13: Greater JAM Model and Sub-Network of Study Area in VISUM
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Figure 14: Base Year Modelled Road Network and Zone Structure in VISSIM
4.2.1 Demand Development For the demand development of the VISSIM base model, an OD matrix-based approach has been undertaken. The initial matrix is developed from the ROM24 2- Hour matrix in the greater JAM model. The weekend peak is assumed to follow similar travel pattern as the PM peak. The seed matrices are adjusted using VISUM’s TFlow Fuzzy, a demand adjustment tool with input data from the balanced turning counts. Manual manipulation has also been performed to eliminate any unreasonable traffic routes. The final matrix has been input within VISSIM for model assessment to be undertaken. It represents the total demand in the network, inclusive of light and heavy vehicles but excluding public buses. Vehicle composition is later used to split the total matrix into light and heavy vehicle classification in VISSIM. Model calibration results have been shown within Section 5.3 of this document.
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4.2.2 Heavy Vehicles Heavy vehicle proportions have been considered within the base model development procedure. The 2019 Austraffic traffic data has included vehicle classifications for each movement which has been used in identifying the heavy vehicle percentages. The following vehicles types were incorporated in the models to reflect the typical vehicle types within the study area: • Light vehicles (Austroads class 1) • Heavy vehicles (Austroads classes 2-5) • Buses (modelled separately using fixed routes and timetables rather than demand matrices) Heavy vehicle percentages adopted to split the total matrix into each vehicle type in VISSIM are as follow: • AM Peak: 1.9% • PM Peak: 0.9% • Saturday Peak: 0.2%
4.2.3 Public Transport Bus route maps were sourced from Transperth website to input into the model. Public transport lines and bus stops were coded accordingly with an average headway calculated for each bus service. Bus routes that extended outside the modelled area and re-entered the study area were coded as two separate routes in VISSIM. The average bus frequency for each of the nearby bus routes is shown in Table 3.
Table 3: Modelled Bus Frequency Weekend Bus AM Peak PM Peak Direction Peak Number Frequency Frequency Frequency NB 3 5 n/a 460 SB 3 2 n/a NB 2 5 2 461 SB 2 4 2 462 NB 3 4 n/a SB 3 3 n/a
4.2.4 Signal Timings and Phasing Marmion Avenue/ Hodges Drive is the only signalised intersection which exists within the modelled area. The signal data is sourced from SCATS with the average cycle and phase times calculated and coded for each peak.
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The signal phasing at the intersection is shown in Figure 15.
Figure 15: Hodges Drive and Marmion Avenue intersection signal phasing Table 4 shows the following phase sequences and cycle times which have been identified for each peak period and subsequently modelled. Detailed breakdown of phase times is documented in Appendix B. Table 4: Phases and cycle times modelled
Peak hour Intersection Phase sequence Cycle time (secs) AM Peak Hodges Drive/ A, D, E, G 145 Marmion Avenue Intersection PM Peak Hodges Drive/ A, D, E, G 134 Marmion Avenue Intersection Saturday Peak Hodges Drive/ A, D, E, G 78 Marmion Avenue Intersection
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5 Base Model Results
As mentioned within this document, VISSIM modelling has been undertaken for Ocean Reef Road and western end of Hodges Drive. The results discussed within this chapter reflect existing operations only, forming the base for forecast scenarios to be tested. The base model calibration and validation is discussed in Appendix H. The operational performance of the base modelling scenarios within the Ocean Reef Road is shown within Appendix C representative of both weekday and weekend peak periods investigated. The modelling has identified the following issues: • During the weekday commuter peak periods, LOS E is identified at all the approaches of Marmion Avenue/ Hodges Drive intersection with the worst LOS F being recorded at the west approach in AM peak. • Long queues are observed at the north and west approach of Marmion Avenue/ Hodges Drive intersection in the AM peak, indicating that the intersection is operating at near/over capacity during the morning peak hour with the current signal time setting. The congestion and long queues switch to the south approach in the evening peak as commuters return home from the city. Work undertaken by the City of Joondalup for Hodges Drive indicates signal timing modifications can improve this performance. It is also noted that the Marmion Avenue/ Hodges Drive intersection operates at a satisfactory level of service during the Weekend (Saturday) peak. Other priority intersections along Ocean Reef Road and Hodges Drive within the study area are also expected to perform within desirable LOS during the modelled peak periods. Overall the base year modelling concludes adequate performance, except for the Marmion Avenue/ Hodges Drive intersection, which contains operational performance issues of nearing capacity based on the current signal settings. Should further demand be added to the network this intersection and associated signal timings will need to be monitored. This has been raised with the City of Joondalup and is discussed further in Section 8.6.
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6 Proposed Development
The Project Vision is to deliver a vibrant waterfront precinct providing a range of recreational, tourism, residential, boating facilities and employment opportunities. Key features of the refined concept plan include: • Waterfront cafes and restaurants • Club facilities linked to a beachside park • More than 16,000sqm of retail/commercial space (including marine enterprises) • Internal beach and public open space • Capacity for approximately 550 boat pens and 200 boat stackers • Medium and high density homes • Marine services located close to boat ramps and trailer parking
Additional proposed recreational features in and around the beach for public open space include: • Waterslide • Protected swimming area • Improved marine edge treatment • Pontoon • Snorkel trail The refined concept plan is shown in Figure 16 below:
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Figure 16: Proposed site plan (source: Taylor Burrell Barnett) The initial transport and access approach for the Marina development was captured in ‘Streetscape Environment” section of the OCRM Public Realm Masterplan Supporting Document, June 2019. The intent is to provide a well-designed street network which provides amenity beyond a simple movement network, including: • Design approaches that are unique and support the sites iconic approach
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• Create social and recreational spaces so that the streetscape becomes a key element of the sites public realm • The street network shall provide environmental function, supporting endemic species, connecting key vegetated area and supporting fauna • Create a tree lined gateway to frame entry views and enhance arrival experience • Provide a state of the art, safe and efficient bus interchange • Wayfinding will be approached in passive and active elements • Enhance active interface with adjacent development • Support sustainability approaches through material selection, encouragement of alternative modes of transport and WSUD approaches • Provide a strong, cohesive and consistent design approach that will engender the site aesthetic, addressing concern with potential built form outcomes The northern half of the site is proposed to contain much of the residential components of the site, with the mixed-use precinct to the south. The marine clubs and other marine-related components are then located in the southern third of the site in the vicinity of the existing Boat Harbour Quays roadway. The proposed yields for OCRM are summarised in Table 5. Table 5: Ultimate forecast yields for OCRM (Source: Taylor Burrell Barnett and Hames Sharley, August 2019)
Quantity Unit Medium Density Residential Dwellings 157 No of dwellings High Density Residential Apartments 842 No of dwellings Retail 6,374 m2 NLA Restaurant/Café 3,388 m2 NLA Hotel rooms 173 No of rooms Commercial 1,764 m2 NLA Beach and Recreational Space 25,974 m2 Boat Pens (on-water) 550 No of pens Boat Stackers (onshore) 200 No of stackers Marine Commercial and Club Facilities 6,689 m2 NLA
6.1 Road Network, Traffic and Access The site will be connected to the external road network by three access points, at Resolute Way (northern access), Hodges Drive (central access) and Boat Harbour Quays (southern access). The internal road network is based upon slow speed and passive management and has been designed for on street cycling rather than separate cycle lanes
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The access routes and the north-south connector road are recommended to operate at a 50km speed limit, with all other internal roads along the foreshore and close to the retail precinct recommended to be posted with a 30km/h speed limit. The traffic network is shown in Figure 17. Vehicle movement and access arrangements for OCRM have been based on the following principles: • External connections to the road network are provided to deliver safe and efficient traffic movements for the expected vehicles accessing the Marina (i.e. including consideration of boat trailer movement requirements) • Clear internal road hierarchy which is reinforced through active and passive wayfinding and urban design features • Slow speed traffic environments, especially adjacent to highly pedestrianised areas or routes anticipated to be used by on-road cyclists • On-street parking provided to encourage street level activation and passive surveillance opportunities • Low speed, low volume, one way traffic access provided in areas anticipated to have high levels of pedestrian and cycling activity • General traffic requiring parking, encouraged to use parking on the periphery of the Marina to reduce through traffic movements and circulation of traffic • Residential and land use related traffic entering the Marina, provided with off- street parking to minimise the impact on the streetscape • Specific consideration has been made of the anticipated movements of marina related traffic, including access to the boat ramps and long stay parking areas, as discussed below in Section 7.2.2.2 and 7.3.4. • Vehicle access to sites shall be considered within streetscapes, reflecting the desired movement network, designed to minimise disruption to active frontages and to allow for safe movement for pedestrians and bicycle riders • Loading, service and car park access areas should be located and designed to minimise impact on the public realm, utilise a consistent language of materials and design and include a forward entry and exit • The crossover and building entry portal width for vehicles should be minimised where appropriate to ensure high quality urban realm outcomes • Any easements are to be shown on the plan of subdivision and listed on the Certificate of Title.
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Figure 17: Proposed Road Hierarchy A key traffic generator for the site is the marina, with close to a third of traffic generated by the site being movements to and from the associated services and facilities such as the wet berths, stackers and the trailer parking and docking provisions. In order to support these movements appropriately and ensure logical and efficient use of the transport network, the following principles have been followed: • Long stay parking associated with the car and trailer parking area and stacker facilities is provided onsite, adjacent to these facilities, alongside short-term parking for loading and unloading of boats • Short stay parking is available adjacent to the wet berth access points to facilitate pick up and drop off and the loading and unloading of the boats. This parking, alongside long stay parking has been distributed to the north, and south, of the site to reflect the distribution of berths along the marina. These arrangements are supported by short stay parking options located throughout the site, a maximum walk of 400m from the marina access points and
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supported by the active transport network. These walking routes are shown in Figure 24. This approach is supported by the Parking Strategy set out in Section 7.
Figure 18 Wet Berth Long Stay Parking – Walking Routes Consideration in future may need to be given to circulation between the pick up and drop off points to the north, which may be aided by the provision of a single lane roundabout at the northern end of the site. Crossing points located adjacent to corners will also need to be considered as design is developed to ensure the appropriate sightlines are met. As discussed below in Chapter 7, adequate pick-up and drop-off provision for marina uses has been determined and provided for, however should the parking pick up and drop off arrangements require further support in future (i.e. due to users preferring to walk in their boating supplies), DevelopmentWA and the OCRM project team have highlighted that electric buggies (similar to golf buggies) may be used on site. The active transport network supplied is intended to be able to support these movements as/if required. External crossings, and the manoeuvring of boat trailers would be aided by a downgrading of the posted speed limit from 70 kph south of Hodges Drive to 50 kph (potentially as far as Swanson Way) and will be considered further through discussions with Main Roads and the City of Joondalup. Future design processes will need to ensure appropriate spatial and operational requirements are addressed within the transport network. This will include swept
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paths to ensure that roads, streets, access points and parking areas can accommodate heavy vehicles, boat trailers and so on. Supporting provisions for the traffic operation within the site include: • Wayfinding, particularly parking wayfinding • Parking availability • Electric vehicle parking and • Consideration of the future of parking These initiatives are outlined in further detail in the parking strategy.
6.2 Public Transport The provision of public transport onsite, and the appeal and convenience of the use of public transport to travel to/from the site, including for event activations, has been carefully considered and accommodated. The approach for public transport recognises the use of buses, coaches and personalised transport options (such as taxi’s and rideshare services). Travel between OCRM and Joondalup Centre (including Joondalup train station) is anticipated to be the key desire line, and provision of public transport services in the early stages of delivery will encourage public transport use as the marina develops and grow. It is recognised that the density of development on the site, and its nature as a attractor, presents an opportunity to support direct public transport connections into the centre of the site. As a local destination, with regional attractors (such as the beach and pool) and regular events, the site is anticipated to be accessed by large groups. Coach pick up/drop off bays are to be considered at these locations. With the increasing utilisation of private transport services such as rideshare, autonomous vehicles and car share, pick up / drop off zones will also be required in key locations on site. These zones are also useful for those who may have limited mobility, allowing these passengers to be dropped off, before parking. The proposed public transport routes and facilities for the Marina have been identified below in Figure 19, and include: • Provision for servicing by Transperth bus routes (currently expected to include the 460 service, through a diversion to its current route, however may include CAT buses services in future) • Identified routes for shuttle services (i.e. to supplement PTA services during event operations, support private coaches or tours) and potential locations for coach parking if required • Consideration of the need for accommodation providers to be accessible for coach services • Locations for taxi, rideshare and pick up / drop off operations
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• Internal transport provisions for travel between carparking and marine infrastructure (such as a fleet of electric/golf Buggies or similar which may be considered in future) and • Provisions for supporting infrastructure (i.e. bus shelters, bus bays, layover/bus zone provisions) – noting that discussions with PTA have indicated that provision for a single bus stop pair within the site would satisfy their forecast operational needs. Indicative bus stop locations have been identified and walking catchments demonstrated below. It is recommended that bus stops, shelters and ancillary infrastructure are provided in accordance with PTA’s Bus Stop Design Guidelines (June 2019), noting the central two stops may benefit from a level of branding to coincide with the marina.
Figure 19: Proposed Public Transport Network and Facilities
6.3 Active Transport - Pedestrians & Cyclists The active transport network reflects an intent to support slower speed or ‘destination’ based walking and cycling traffic within the precinct, with higher speed through traffic expected to continue to utilise the higher order shared path or Ocean Reef Road on road facilities. Travel between OCRM and the amenities in the local surrounding area, and along the coastal path, is anticipated to be the key external desire line.
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The active transport hierarchy within the site is set out in Figure 20 below and includes indicative locations for a range of support key active transport facilities which could be considered for implementation in future. The network has been developed to provide: • Connectivity to Ocean Reef Road, Hodges Drive and Resolute Way externally • High levels of permeability within the site in encourage local trips by residents and visitors on foot and by bike, with regular crossing points clearly identified • Integration within the Bush Forever spaces through existing Dune tracks into the Marina itself, connecting to the surrounding area (however pedestrian access through the Bush Forever areas may be discouraged in future) • Provision for active transport north-south with travel via the promenade along the waterfront, the Sunset Coast Route through the site and bicycle lanes on Ocean Reef Road • Provision for active transport east-west into the Marina itself from Ocean Reef Road through improved crossing facilities including median refuges south of Hodges Drive and the existing pedestrian refuge on Ocean Reef Road adjacent to Southern Cross Circuit replaced with a path connection provided to the west to OCRM • Connectivity for marina users, particularly those moving from wet berths to parking – both pick up and drop off arrangements, but also to and from longer stay parking locations. Crossing points and the potential for provisions for electric/golf buggies in future have also been considered. • Consideration of major event operations and flexibility in routes through the open spaces The external access points for the road network are all noted to be provided as single lane roads, in order to minimise the impacts to the PSP (Sunset Coastal Route) at each of these crossing points. The site is noted to have challenges regarding grade/level changes throughout, which will require careful design consideration and treatments in future. Active transport routes will be designed to comply with the DDA. Further detailed design will be required for the southern boat trailer parking, beach parking and boat pen/ stacker area as part of the design development process. Design development for these areas will need to focus on the mitigation of conflict and risks between different types of traffic, particularly associated with car park access points and the reduction of impacts on active transport routes. Minimising crossing points and interactions between modes in this location will be important. Public facilities for future consideration include toilets, showers, drinking fountains, wayfinding provisions and bicycle maintenance stations. Potential locations for electric bike charging stations have also been identified. Specific locations for cycle parking facilities will be determined as part of detailed design; however, U-rails are the most practical facility and should be distributed in
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proximity to trip attractors including restaurants/ cafés, the breakwater, the beach and pool. Indicative locations for these are included in Figure 20.
Figure 20 Active Transport Network and Facilities
6.3.1 End of Trip Facilities – Requirements Within commercial and retail land uses, the minimum requirements for bicycle parking shall be in accordance with the CoJ Commercial, Mixed Use and Service Commercial Zone Local Planning Policy, with end-of-trip facilities provided in accordance with Australian Standard 2890.3. All facilities should be designed in accordance with Australian Standard 2890.3. Within residential development, the minimum requirements for bicycle parking shall be in accordance with the Residential Design Codes, and designed in accordance with Australian Standard 2890.3. Similar locations have utilised rates for individual locations at targets of 10% of workforce (retail and commercial) and high density apartments/short stay dwellings at minimum of 1 cycle bay per three units. It is recommended that the rates providing the highest number of cycle bays.
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6.4 Wayfinding Wayfinding is of critical importance for the site, with passive and active wayfinding supporting the desired vehicle access to/from the marina and parking areas. Non-car users will be guided by wayfinding devices to amenities. A detailed wayfinding strategy will be developed as part of subsequent planning stages; however, relevant signage can be expected at each vehicle and pedestrian gateway to the marina and key decision points. Indicative locations are shown in Figure 22 Passive wayfinding will be encouraged through use of street scape treatments and urban design tactics such as colour palettes and materials, and provision of view corridors.
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7 Parking Strategy
7.1 Objectives Supporting the vision for a ‘vibrant water front precinct’, the following objectives have been identified for the parking strategy for the OCRM: • Parking management supports the intended operation of the transport network and the precinct, enables the movement and delivery of goods, the marina environment and facilitates the use of public and active transport. • To provide appropriate parking for residents, workers and visitors, balanced with promotion of alternative modes of transport to, from and within the site, particularly walking and cycling within the local area • Car parking and access will not create conflicts with pedestrians and other vehicle movement and creates a safe environment, particularly at night/early mornings • Makes adequate provision for pick up/ drop off (including private use, rideshare, taxi and coach vehicles) in appropriate locations that support the activation of the marina’s land uses, including wet berth pick-up/ drop-off uses • To provide car parking in a form that enables transition to alternative uses in future • Ensure provision of bicycle end-of-trip facilities in commercial buildings, adequate storage in residential buildings and provisions within the urban realm and • Includes consideration of special event parking requirements. This approach will be supported through the development of a Parking Supply Management Plan (PSMP) in future once the full detail of the layout is confirmed. In general, the following indicates an oversupply of residential off street parking, an undersupply of commercial/retail space and a small over supply of on-street parking. A summary of the over/under supply by land use is illustrated in Figure 24 below, with further explanation in Section 7.2 onwards.
7.2 Parking demand estimates
7.2.1 Initial Car Parking Rates – July 2019 An initial pass of car parking demand was based on the below car parking rates were provided by Hames Sharley in July 2019for use in the development of the revised scheme. The car parking associated with the residential, retail, restaurant/café and hotel rooms are to be provided onsite, primarily within the associated lots, and within basement carparking. Further review, benchmarking and commentary on these rates are provided as necessary in the following text.
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Table 6: Initial provided parking ratios (Source: Hames Sharley July 2019)
Land Use Parking Ratios Quantity Parking Provided Medium Density 1.9 bays per dwelling 317 dwellings 602 Residential Dwellings High Density 1.9 bays per dwelling 882 apartments 1,676 Residential Apartments Residential 0.125 bays per 1,199 dwellings 150 Visitors dwelling Office/Commercial 2 bays per 100m2 1,412m2 NLA 29 NLA Retail 1 bay per 100m2 NLA 6,546m2 NLA 66 Restaurant/Café 5 bays per 100m2 3,452m2 NLA 173 NLA Hotel rooms 1 bay per unit 183 rooms 183 Marine Services 2 bays per 100m2 6,679m2 NLA 264 and Club Facilities NLA, plus 160 bays for club Boat Trailers (car N/A N/A 412 (from and trailer parking) correspondence with DoT) Boat Berth (Wet 1 bay per 4 pens 551 pens 138 berth) Parking – (provided by DoT and Long Stay regarded as appropriate) Boat Stacker 1 bay per 4 stackers 200 stackers 50 Parking (provided by DoT and regarded as appropriate) Total Parking 3,743 Provisions Arup undertook a review of the supplied parking rates, and considered that: • Residential parking is likely to be oversupplied using these ratios – with a ratio of 1.5 per dwelling recommended for medium density dwellings and 1.25 per dwelling for high density residential apartments • Retail and restaurant/café parking is likely to be undersupplied using these ratios - with a ratio of 1 bay per 5 square metres bar/dining area recommended (with an assumption of 50% total NLA being bar/dining area, which is considered to be conservative).Table 8 in Section 7.2.3 contains the demand calculations based on these and other benchmarked rates (outlined below) and updated land yields (November 2019). If these revised rates were applied, overall slightly more land use-based parking would be provided within the site. However, it was noted the provision of additional on-street parking throughout the precinct, and particularly within the mixed use precinct, is likely to address any excess parking demand generated by the cafes, restaurants and retail uses. Through the planning process, it was identified that a number of land uses did not have parking ratios specified within the City of Joondalup Planning Scheme or State Planning Policy Guidance, however were anticipated to create parking demand and require parking provisions. These land uses included:
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• The public open space adjacent to the internal beach; • Those using the boats associated with the wet berths and stackers, including pick up/drop of parking provisions for marina users as well as long stay parking provisions. Demand and parking rates for these uses are contained in Section 7.2.2.
7.2.2 Additional Car Parking Provisions
7.2.2.1 Public Open Space and Beach area A benchmarking process was undertaken in order to identify appropriate parking requirements to service the public swimming facilities and recreational space. This included a review of local planning requirements across Australia. The following examples were identified and considered comparable land uses for planning purposes. A ratio of 15 spaces plus 1 space per 100m2 has been recommended for OCRM, providing 275 spaces for public parking to utilise this area.
Table 7: Parking ratios - Benchmarking POS and swimming areas LGA Reference Assumed land use Ratio Application for OCRM (24,935m2) City of Gold Planning Outdoor Sport and 15 spaces plus 265 Coast Scheme, Part 7, Recreation – 1 space per Chapter 4 – pg swimming pool 100m2 13 Brisbane Brisbane City Outdoor Sport and 15 spaces plus 265 City Council Plan V2, Apx 2 Recreation – 1 space per – pg 193 swimming pool 100m2 Ipswich City Ipswich Outdoor Sport and 15 spaces plus 265 Council Planning Recreation – 1 space per Scheme, Part 12, swimming pool 100m2 Div 9 – Parking Code Moreton Bay MBRC Schedule Market (held on 1 space per 250 Regional 7, 4426 weekdays) 100m2 of total Council use area Moreton Bay MBRC Schedule Outdoor sport and 5 spaces per 125 Regional 7, 4427 recreation 1000m2 of Council total sport use area Further benchmarking was undertaken for the following local facilities: • Sorrento Beach, which includes approximately 21,500 sqm of recreation and community floorspace (including playgrounds and one of the few netted beach facilities) and has a supply of approximately 170 bays. • Mullaloo Beach, which includes approximately 25,000 sqm of recreation and community floorspace (including a surf club, multiple food and beverage locations and playground and barbeque areas), and provides 432 bays (north and south car parks).
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It is anticipated that the size of the public open space and beach area proposed at OCRM (approximately 26,000 sqm) will be similar to that of Mullaloo, with the extent of facilities in between those provided at Sorrento and Mullaloo.
7.2.2.2 Boat Trailer Parking The Department of Transport has advised that a parking rate of 40 bays per boat ramp is considered adequate for Ocean Reef Marina. On this basis a minimum of 360 bays would be required for boat trailer parking. There is therefore a surplus in the proposed boat trailer parking provision of 52 bays, which provides a degree of flexibility in the parking layout and land uses in the southern marina precinct.
7.2.2.3 Marina/Wet Berth Drop off To develop provisions for pick up/drop needs for marina users, an approach has been developed, based on the following principles: • Long stay parking requirements for the wet berths and stackers within the marina was informed by consultation between TBB and the Department of Transport, which resulted in the adoption of 1 parking bay per 4 berths. • Provision of pick-up and drop-off bays is also required (for people to transport items to and from their boats in close proximity to the berths) in addition to long-stay bays (for vehicles to be parked whilst occupants are on the boat). • Utilising the overall peak hour trip generation of the boat berths (i.e. a maximum of 243 trips during the Saturday peak), it can be determined that 122 vehicles will utilise the pick-up and drop-off bays during the peak hour. Adopting a conservative 30 minute time for pick up and drop off, this translates to a potential requirement for up to 61 bays in peak periods. Further local benchmarking was undertaken at the Mandurah Marina to understand key issues for drop off at the wet berths. Key issues identified include: • Over 300 bays within 200 metres, but a reluctance from users to use bays located at these distances • The Marina operators have tried to educate users regarding wider parking availability including wayfinding signage (displaying the number of bays available) • Leaflets on windscreens regarding wider parking availability – this showed some success • Shuttle bus between Mandurah train station and marina • CAT bus service, but with limited access to the marina
7.2.3 Summary of Total Estimated Demand – November 2019 Land Yields On the basis of the above, the breakdown of anticipated parking demands for the site based on the most recent land yields (November 2019) is shown in Table 8
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with rates provided by Hames Sharley shown in white and those by Arup shown in grey and italics. Table 8: Total Forecast Parking Demands based on most recent (Nov 2019) land yields Land Use Parking Demand Quantity Parking Demand Ratio Medium Density 1.5 bays per dwelling 157 dwellings 236 Residential Dwellings High Density 1.25 bays per dwelling 842 apartments 1053 Residential Apartments Residential 0.125 bays per 999 dwellings 125 Visitors dwelling Office/Commercial 2 bays per 100m2 1,764m2 NLA 36 NLA Retail 5 bays per 100m2 NLA 6,274m2 NLA 314 Restaurant/Café 1 bay per 5m2 1,694m2 bar/dining 339 bar/dining area area Hotel rooms 1 bay per unit 173 rooms 173 Beach and 15 bays plus 1 bay per 24,935m2 265 Recreational 100m2 Space Marine Services 2 bays per 100m2 6,689m2 NLA 294 and Club Facilities NLA, plus 160 bays for club Boat Trailers (car 40 bays per boat ramp 9 boat ramps 360 and trailer parking) Boat Berth (Wet 1 bay per 4 pens 551 pens 138 berth) Parking – (provided by DoT) Long Stay Boat Stacker 1 bay per 4 stackers 200 stackers 50 Parking (provided by DoT) Boat Berth pick-up 61 /drop-off bays Total Parking 3,444
Due the use of conservative trip rates for the boat berth pick up and drop off requirements, it is expected that this parking figure is also conservative, and therefore potentially overestimates the potential parking demands for these land uses. Further traffic studies could be undertaken in future to refine this figure.
7.3 Parking Supply The total supply of car parking provided by the site in accordance with the revised Scheme is set out in Table 9 below, and these areas are shown in Figure 21. The parking supplied exceeds the identified demands by approximately 1,260 spaces. This additional parking supply is considered more than sufficient to provide for the Marina’s requirements under forecast peak operations, or local event activations.
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Table 9: OCRM Revised Scheme Parking Supply
Location No. of Parking Bays
Residential On-site Parking (medium, high and visitor 2,400 parking)
Public Off-street Parking 268
Private Off-street Parking (retail, restaurant/café, hotel) 376
Boat Trailer Parking 412
Boat Stacker Parking 50
Boat Trailer/Stacker pick up/drop off 8
Boat Wet Berth Parking 138
Boat Wet Berth pick up/drop off 61
Marine Services and Club Facilities 264
On-street Parking (includes bus stops, taxi/ride share bays, 729 pick up/drop off bays)
Total Parking Provision 4,706
The allocation of the carparking provided at grade (i.e. public on-street/off-street, or parking associated with the marine services, club and boat facilities) are demonstrated in Figure 21 below. To better manage and send price signals to users it is recommended consideration be provided for paid parking facilities across the site, noting that during the Marina development over a number of years and establishment of business some relaxation may be required given the relative lack of paid parking at similar facilities along the coast. A proposed distribution of parking is shown in Figure 22. It indicates that Parking Lot 1 (P1) will cater for some of the dry berth parking, but also some of the public open space and beach parking. Assuming the all the wet berth parking utilises P1, this would leave approximately 120 bays for the beach and public open space. The remaining 150 spaces are recommended to be on-street, located closer to the food and beverage/retail to improve passing trade opportunities. Depending on the uses of the bays it appears that this number of on-street bays is located within 300 metres of the public open space and beach. Additional opportunities should also be explored for the public use of the likely excess bays in the Marine Services and Club parking areas.
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It is therefore determined that sufficient parking will be available during peak demand periods, with a concentration of parking in the vicinity of the mixed-use precinct likely, as is experienced in many coastal centres with a high level of retail, restaurant and commercial activity.
Figure 21 Parking Provisions by user type
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Figure 22 - Parking Supply Sptial and Wayfinding Locations
7.3.1 Reciprocal Parking Arrangements Shared and reciprocal parking is a mechanism to improve the efficiency of use of parking. Shared parking refers commonly to parking supplied to serve a single development that accommodates multiple uses. It anticipates that demand for access to parking for constituent land uses will occur at different times of the day and/or days of the week. Under these circumstances, parking supplied primarily for one type of land use becomes available for other land uses when peaks do not coincide. For example, typical retail and commercial/office uses have different peaks in parking demand. Restaurant peaks tend to occur in evenings and on weekends while commercial/office peaks occur between around 10am and 3.30pm. The different peaks allow some sharing of parking supply. Reciprocal parking functions similarly, but involves operational agreement (and legal basis, for the comfort of signatories), between adjoining developments. In OCRM, both shared and reciprocal parking arrangements for non-residential parking supply (tenant or visitor) will be encouraged. Proponents must satisfy DevelopmentWA/WAPC/City of Joondalup that parking provisions meet the intent of the future Parking Supply Management Plan through planning justification.
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In such cases as DevelopmentWA/WAPC/City of Joondalup accepts a reciprocal parking arrangement, access to parking between lots must be preserved through a covenant on title or similar legal agreement. An analysis has been undertaken to identify the potential for reciprocal parking arrangements to be considered within OCRM. This assessment identifies the potential for reciprocal parking to represent between 24% (90 bays) and 35% (133 bays) lower than the 375 spaces currently provided, during peak periods during peak demands (lunchtime on weekdays and evenings on weekends respectively). The time profiles and usage analysis is shown in Figure 23 and Figure 30 below, with further details provided in Appendix G. It is intended that reciprocal parking extents and parameters will be set out through the development of the Parking Policy for the site.
Reciprocal Parking - Mixed-Use Precinct - Saturday 800 700 600 500 400 Total 300 Hotel 200 Restaurant 100 Retail
Required Parking Spaces 0
Time
Figure 23: Estimated reciprocal parking profile for OCRM – Saturday
Reciprocal Parking - Mixed-Use Precinct - Weekday 900 800 700 600 500 Total 400 Hotel 300 200 Restaurant 100
Required Parking Spaces Parking Required Retail 0
Time
Figure 30: Estimated reciprocal parking profile for OCRM – Weekday
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7.3.2 Parking Caps Due to support for alternative transport and access for the site, in order to reduce potential negative traffic impacts in the surrounding area, an OCRM parking cap has been considered. However, it is recognised that historically parking caps have been identified on largely commercial/retail/specialised land uses (such as universities and medical precincts) rather than residential/mixed use developments. Also the size of the proposed marina is not large compared to other activity centres where parking caps apply. The mix of land uses proposed within OCRM, therefore requires specific consideration regarding the appropriateness of the development of parking caps, including: • Reflecting local experience with recent development, it is expected that the inclusion of minimum parking rates, alongside the potential for cash in lieu arrangements with CoJ, will support an acceptable level of parking within the OCRM, in line with the expectation for delivery of a balanced transport network for the site • While more or less residential parking spaces could be provided, overall trip generation is based on household sizes, rather than parking spaces – no material influence on traffic generation is therefore proposed as a basis for residential parking caps • The size of the site and its compact nature, alongside the provision of onstreet parking means that onstreet parking is likely to support a wide variety of uses (including those associated with residential activities, the other land uses as well as local event-based parking demands) and • The staging of the site may require additional parking to be provided in the short-medium term until the full range of alternative transport options for the site are in place Therefore, it is not recommended that an enforceable parking cap is required to be developed for OCRM however should a parking cap be considered in future, the parking demands outlined in Section 7.2.2 are anticipated to provide an initial quantitative framework for further development. This is an area for further investigation as part of development of the Parking Policy.
7.3.3 Additional requirements
7.3.3.1 Loading Bays/Servicing Docks Non-residential general delivery (excepting light vehicle courier deliveries) and garbage vehicle access shall be provided off-street. The design of servicing facilities is to be in accordance with the CoJ Commercial, Mixed Use and Service Commercial Zone Local Planning Policy.
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7.3.3.2 Accessible Parking In accordance with the Building Code of Australia, accessible parking bays should be provided at a minimum rate of 1 per 50 parking bays (up to 1000 bays), with 1 space for each additional 100 bays thereafter.
7.3.4 Boat Trailer Parking Layout The proposed layout of the boat trailer parking area has been reviewed with regard to providing safe access and manoeuvrability for these vehicles with minimal conflicts. As part of this assessment, benchmarking has been undertaken with other boat harbour/marina developments in the Perth metropolitan area. Key findings from the layout review and benchmarking are as follows, including outcomes from liaison with DoT: • The proposed layout is comprised primarily of end-to-end bays, which will require drivers to either reverse in (to enter) or reverse out (to exit) the bays, depending on the configuration of particular aisles. Reversing in of boat trailers is often seen as problematic for drivers, particularly where other boats are parked adjacent to the bay in which the boat is being reversed, due to the lack of clear sight to these and other possible obstructions as the reverse manoeuvre is undertaken. Additionally, the reversing out of a boat trailer into a parking aisle can also potentially cause conflict with vehicles travelling along the aisle. The sightlines for the driver of a vehicle undertaking the reverse manoeuvre to see vehicles in the aisle may be obstructed by the boat trailer, or by adjacent vehicles. However it is understood that additional bays can be supplied in the end to end format allowing achieving the 400 bay target without additional impact on surrounding dunes/land. DoT has advised that the low level risk is understood as well as the preference for drivers to drive through parking bays. The reversing manoeuvres results in less total parking space being required whilst maximising the number of bays. • A number of older boat harbours such as Hillarys and Mindarie provide for forward-entry, forward-exit access, with no end-to-end bays. This configuration is also provided at the existing Ocean Reef Boat Harbour. Hillarys Boat Harbour and the existing ORBH also provide one-way aisles, further improving circulation and reducing potential conflict areas. Where end-to-end bays are provided (such as at South Fremantle and Mandurah boat harbours), these tend to provide for reverse-in, forward-exit movements, compared to some areas within the proposed OCRM layout which would require reverse-out movements. Nonetheless, the recent expansion of boat trailer parking facilities at Woodman Point has provided a mix of drive in and end to end bays with initial user feedback provided by DoT being positive. • Where end-to-end bays are provided the aisle widths are at least 7.5 metres. In comparison aisle widths in the current proposed OCRM layout are as low as 6.3 metres, which will not adequately accommodate two-way travel for vehicles with boat trailers (which can often comprise a wider footprint than the towing vehicle, particularly with any overhang of the boat outside of the trailer edges). DoT have advised their preference for 6.5 metre minimum width for internal aisles and 7.5 metres for other circulating roadways.
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Whilst it is desirable to provide forward-entry, forward-exit boat trailer parking, with one-way aisles, it is understood that the desire to achieve a minimum of 400 trailer bays may result in some end to end bays. These bays should be minimised.
7.4 Strategy A summary of the parking demand and supply from the preceding sections shows the potential for additional supply based on average weekday/weekend demand. This excludes event parking. A summary for the main uses is shown in Figure 24.
Demand vs Supply for Off Street Parking
On Street Parking surplus Boat Trailer/Stacker pick up and drop off Boat Berth Pick up and set down Boat Stacker Parking Boat Berth (Wet berth) Parking – Long Stay Boat Trailers (car and trailer parking) Marine Services and Club Facilities Beach/POS parking Office/Commercial/café/hotel Residential Off Street (including visitor)
-600 -400 -200 0 200 400 600 800 Demand/Supply difference (+ve showing over supply of parking)
Figure 24 - Demand vs Supply for major OCRM uses The analysis indicates the following: • an over supply for off street residential parking, which will be very dependent on the demographics of future tenants; • under supply of parking for combined retail and office, meaning some demand will be required to use on-street parking When considering combined office, retail, cafes, hotel and beach/public open space, this results in the use of 506 bays of the 729 public on-street parking bays. When considering the extent of on-street parking, this is likely to result in the utilisation of on street parking through ¾ of the site, resulting in potential walk distances of between 50 and 400 metres (crow flies) to the commercial centre.
7.4.1 Parking management The transport network sets out objectives for its operation and the parking strategy supports this direction. In order to support the transport network, the following parking zones are anticipated:
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Figure 25: Public parking with time limits included General on-street parking provisions include drop off/pick up, loading zones, bus/coach stops and parking as well as time restricted – for example 30mins for servicing the wet berths, 2 and 4hr (i.e. for those using the various land uses, including the beach and open spaces) and all day parking (i.e. for those using the marina and primarily provided off-street). These time allocations are to be further considered and tested as planning progresses, and may need to be revised under event operations. The parking scheme has been designed with no time restrictions between the hours of 6pm and 8am to allow for overnight parking and early morning uses when other uses are anticipated to be lower in demand (i.e. for residential/visitor and marina related use as/if needed). Ocean Reef Boat Harbour parking currently includes a daily fee of $11, and annual permit parking arrangements, which are managed by CoJ. It is expected that CoJ will mark and administer kerbside parking areas within OCRM, which will be subject to dwell time limits (long-stay parking will be prohibited for most areas within OCRM) and a market-priced, hourly fee regime is anticipated to be implemented. To better manage and send price signals to users it is recommended consideration be provided for paid parking facilities across the site, noting that during the Marina development over a number of years and establishment of business some relaxation may be required given the relative lack of paid parking at similar facilities along the coast. The hourly fee is proposed to be at least the same as a two-zone standard Transperth fare, with the parking fees being reinvested within transport
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improvements for OCRM. These improvements could include the potential provision of CAT services from Joondalup, however this is subject to further discussion with CoJ and PTA. Off-street parking is expected to primarily provide for longer stay parking requirements. Parking facilities should provide for pedestrian movement and accessible parking requirements in accordance with AS2890.1:2004 Parking Facilities – Off-street Car Parking and AS2890.6:2009 Parking Facilities – Off- street parking for people with disabilities. A parking supply and management plan is anticipated to be developed for the site in future.
7.4.2 Marina parking and permits Existing Ocean Reef Boat Harbour parking permits allow a vehicle, with an attached boat trailer, to park without payment of the normal daily fee that enables access to the boat launch facilities. There is an annual fee for a permit of $200. It is expected that the reasonable marina parking needs will primarily be met off- street. However, in the instance that parking demands associated with the marina require further management, a parking permit system (similar to the existing permit system) may be considered for implementation. If considered further, lessons learnt from similar permit scheme in other marina’s, such as Mandurah Ocean Marina, will be incorporated into the permit scheme development.
7.4.3 Residential parking and permits It is expected that the reasonable, exclusive residential parking needs of developments-tenant and visitor-will be met off-street and as a condition of development approval. A residential permit scheme is not expected to be required in OCRM.
7.4.4 Event traffic management and parking changes During events, additional restrictions to vehicle access and parking may be appropriate and overspill (e.g. special events-related) parking may be considered. Traffic management requirements, parking and access changes for events may also impact public transport related operations (buses, coach, taxi and rideshare etc), and additional/relocated pick up/drop off locations may be required. Changes to public pick up / drop off locations and access routes and accessible parking will need to be clearly communicated and sign posted. Private parking arrangements/access will also need to be considered and additional overlay for traffic management and pedestrian management/crowd control may also be required. Regarding locations that could be used for overspill parking, if required, nearby reserves including Lexcen Park and Ocean Reef Senior High School could be considered. Any overspill parking facilities would need to be well-advertised and accessible using clear wayfinding, and be supported by connecting shuttle services.
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These changes will depend on the size of the event, the time of day, the potential catchment of attendees (i.e. local attendees versus those from further afield) and transport options available. An indicative plan for a major event within the public open space with activations adjacent to the marina frontage, in the mixed-use area is shown below in Figure 26.
Figure 26: Possible Event Traffic Management Arrangements
7.4.5 Supporting Initiatives
7.4.5.1 Unbundling of parking Unbundling of tenant parking from the sale of units will be encouraged. In these cases, bodies corporate shall retain responsibility for ongoing reallocation and sales of surplus parking. All off-street parking associated with a specific development may only be made available to dwelling occupiers.
7.4.5.2 Electric vehicle parking Proponents will be encouraged to equip residential tenant vehicle bays with passive Level 1 EV recharging infrastructure and at least one visitor parking bay-as applicable-with passive fast recharging capability (either 230 AC, 32 Amp, single- phase or DC-fast). Level 1 recharging point must run at 16 Amps meaning passive enablement requires installation of appropriate electrical capacity and cabling.
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7.4.5.3 Parking usage/capacity information systems In addition to wayfinding signage for parking, signage relating to the availability of public carparking could also be considered – particularly when a larger quantum of parking is split across the site. These systems are used within various precincts, large shopping centres, hospitals and airports regularly and support more efficient vehicle movements. An example from Brisbane is shown in Figure 27 below.
Figure 27: Parking usage/capacity information signage – Southbank, Brisbane
7.4.6 Staging of parking
7.4.6.1 Flexibility of on-street parking provisions Parallel parking provisions are preferred over angle parking as they provide the greatest flexibility in use (i.e. moving from on-street parking to pick up / drop off layouts) and reduce overall road and street widths to support the objectives for the development. However, it is recognised that public transport may not be provided to OCRM until its ultimate delivery, therefore additional provisions for car parking may well be required as the Marina is developed. This is particularly relevant if the first stages do not include residential development as there is reduced opportunity for self- containment of trips, both for weekday, weekend and event purposes. It is proposed to deliver a staged approach for on-street parking as each precinct is delivered, which is supplemented by the provision of off-street parking areas once the marina uses, POS and beach are provided.
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7.4.6.2 Flexibility of off-street parking and parking structures An adaptive reuse strategy should be provided for any parking supply proposed. The purpose of such a strategy is to facilitate, with minimal structural, mechanical, electrical and plumbing work, and at minimal cost, conversion of parking modules or levels to alternative functional layouts or use. An adaptive reuse strategy provides flexibility for the future in recognition that mobility choices and services are evolving rapidly. In particular, a number of vehicle manufacturers including Ford, General Motors and BMW intend to have conditionally-automated vehicles available to consumers by the early 2020s. Similarly, vehicle manufacturers are establishing partnerships with Original Equipment Manufacturers (OEMs), technology companies and mobility service providers (e.g. Waymo-Lyft and Uber-Daimler), which will lead to more disruption of vehicle ownership models. In future, more people are likely to use vehicles on- demand rather than own them personally, meaning reduced need for parking spaces and likely an increased need for kerbside space (for pick-ups and drop-offs). An adaptive reuse strategy is recommended to consider: • Vertical clearances in enclosed parking levels • Floor slopes and thickness • Supporting column grids/ placement • Positioning of ramps • Positioning and extent of vertical circulation • Fire/ emergency egress and code compliance • Electrical, plumbing and mechanical services provisions (especially ventilation) • Garbage/ servicing provisions (locations and access) Conversion of traditional AS2890-compliant parking layouts with alternative layouts manoeuvrable by automated vehicles and facilitative of shared vehicle storage. As full buildout of the OCRM development is not anticipated for a number of decades, there is expected to be ample opportunity for undeveloped sites to be used for parking in appropriate locations.
7.4.7 The future of parking In developing new sites or redeveloping an existing site, developers have a range of key objectives and challenges relating to parking strategies and infrastructure in understanding how future trends may impact their assets and to allow flexibility to change. More specifically, these challenges include: • Delivering planned growth and densification on a site whilst managing congestion
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• Adapting to changing parking demand and challenges e.g. growth in on demand mobility/rideshare. Future trends could make a lot of current parking spaces obsolete • Assessing opportunities to make more efficient use of parking stock (e.g. higher utilization and shared use, where appropriate) • Assessing efficacy of existing wayfinding and dynamic utilization information to identify ways to minimize vehicle recirculation and congestion • Modifying planning and design approaches to minimize or avoid sunk parking costs (e.g. through future retrofit possibilities) • Integrating parking structures into the surrounding built environment • Apply initiatives to defer or avoid need for new/additional parking facilities • Future proofing design • Improve the cost-effectiveness of parking supply and management including applying flexibility-by-design criteria to new capital works. • Extending parking asset life and help moderate longer-term capital expenditure
7.4.7.1 Future Proofing Strategies To showcase some recent approaches that Arup has deployed for developer clients to address these types of challenges, Arup often set out three key “areas of action to prepare for new mobility” for future proofing strategies, with some case studies (confidential clients) introduced below: • Reprogramming existing parking lots • Planning for re-purposable structures • Managing change
7.4.7.1.1 Reprogramming Parking Lots As shown below, Arup recommended to a confidential client in the USA to begin the shift to future uses of its existing parking lots. This includes a phased approach to reprogram and allow for strong ground floor retail and mobility as well as promoting car sharing to help leverage AV and EV trends for the wider community.
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Source: Arup Figure 28: Reprogramming Existing Parking Lots (Confidential Client)
7.4.7.1.2 Planning for Re-purposable Structures Arup outlined a range of re-purposable parking structures scenarios for another client in order to transform obsolete space from reduced future parking demand into something valuable (now or later). One example of the client’s sites is shown overleaf. Phased concepts were devised providing interior floor to ceiling heights greater than vehicular clearance minimums designed to accommodate future uses such as residential or office and differing scenarios were given depending on use-mix targets were provided. The concepts also included potential for “double stacked” parking floors and potential to change conventional vehicle parking to AV parking or bicycle parking; and inclusion of vertical take-off and landing (VTOL) area for drone package deliver (with delivery vehicles off the roads buildings adapt to accept packages).
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Source: Arup Figure 29: Re-purposable Car Park (Confidential Client) Some other examples of repurposed parking lots are shown below:
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Source: Gensler Figure 30: Re-purposed Car Parks Examples
7.4.7.1.3 Managing Change Another important component for consideration is the options for a full-suite of managing change measures, as introduced in the Figure 31 below.
Source: Arup Figure 31: Managing Change Measures In Arup’s managing change case studies, an important factor considered are the various typologies of parking – temporary, re-purposable and permeant.
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This was considered in the context of future-proofing the client’s products in the long term as highlighted graphically below. This shows managing change where future site population grows but parking demand reduces with the client maximizing the temporary, re-purposable and permeant components at their site(s).
Source: Arup Figure 32: Typologies of Parking and Future Proofing
7.4.7.2 Other Smart Parking Case Studies There is a growing toolbox of smart parking measures that DevelopmentWA may consider. A range of international case studies are profiled below as an introduction.
7.4.7.2.1 Automated Parking System (Examples from Germany and Hong Kong) To deliver more effective use of space, eliminate time spent on finding a parking space and manoeuvring with car parks, and to become future ready for CAVs, there are now a growing number of automated parking systems pilots. Arup has recently prepared a feasibility study of automated parking systems for public car parks for the Hong Kong government. For a pilot already in progress, at Dusseldorf Airport, Germany an Automated Guided Vehicle (AGV) system is used for automated valet parking. Compared with the original conventional parking layout the AGV system has delivered an increase of 40% in parking spaces. It is equipped with 6 access lobbies and 2 AGV robots.
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Source: Dusseldorf Airport Figure 33: Automated Guided Vehicle (AGV) System Dusseldorf Aiport
7.4.7.2.2 Advanced Parking Navigation (Examples from Australia, UK, Singapore, Hong Kong) There are now many existing examples of cities using advanced parking navigation tools to improving wayfinding, efficiency and reducing wait times for a space. In Hong Kong, advanced parking navigation apps are being used to assist driver in more easily finding a car park space and even reserve a vacant parking space in the future. The apps also allow drivers to find their car in large crowded parking lots. Another example of real time space availability is in Cardiff, UK. Populated with data collected through sensors, drivers in Cardiff can download an app, called Park Cardiff, to search and view a real-time map of parking availability and be directed to an empty space.
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Source: Hong Kong Polytechnic University (left) Park Cardiff (right) Figure 34: Realtime Parking Navigation Examples Finally, in Singapore, Changi Airport has recently installed a new Video-based Parking Guidance System (VPGS) across the different car parks in the airport. It is designed to improve car park management and provide a stress-free parking experience for visitors. By using video analytics to identify licence plate numbers, as well as detect vehicle presence and the entry and exit timings of all parked vehicles, VPGS helps to monitor the status of the car park in real-time.
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Source: Arup Figure 35: Video-based Parking Guidance System, Changi Airport, Singapore
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8 Future Traffic Analysis
The future traffic demands for the ultimate development of OCRM has been modelled, with the process and findings set out below.
8.1 Development Trip Generation A mixture of sources has been used in the adoption of relevant trip generation rates for the proposed development, including the following: • NSW Roads and Maritime Services (RMS) Guide to Traffic Generating Developments 2002 • NSW RMS Technical Direction TDT 2013/04a Guide to Traffic Generating Developments – Updated Traffic Surveys 2013 • Institute of Traffic Engineers (ITE) Trip Generation Manual, 8th Edition, 2008 • Traffic surveys undertaken at Ocean Reef Boat Harbour and Hillarys Boat Harbour, May/June 2019 Table 10 shows the trip generation source and adopted rates for each land use for the weekday AM, weekday PM and Saturday peak hours. Table 11 then shows the corresponding trip generation breakdown for each traffic scenario. A small proportion of linked trips have been assumed to allow a conservative analysis, between the beach/recreation, retail and restaurant/café land uses. Table 10: Weekday and Saturday Trip Generation Rates
Land Use Weekday AM Weekday PM Trip Saturday Source Trip Generation Rate (Weekend) Trip Generation Generation Rate Rate Medium Density 0.65 trips per 0.65 trips per 0.65 trips per RMS NSW Residential dwelling dwelling dwelling Dwellings High Density 0.19 trips per 0.15 trips per 0.25 trips per RMS NSW Residential dwelling dwelling dwelling Apartments Office/Commercial 2.0 trips per 2.0 trips per 100m2 2.0 trips per 100m2 RMS NSW 100m2 NLA NLA NLA Retail 25% of PM 4.6 trips per 100m2 4.6 trips per 100m2 RMS NSW / ITE Generation NLA NLA Restaurant/Café 60% of PM 5 trips per 100m2 5 trips per 100m2 RMS NSW Generation bar/dining area bar/dining area Hotel rooms 95% of PM 0.4 trips per room 0.4 trips per room RMS NSW / ITE Generation Beach and 0.6 trips per 0.9 trips per bay 1.4 trips per bay Austraffic Traffic Recreational Space bay Surveys Boat Berth Pick- 0.08 trips per 0.19 trips per berth 0.27 trips per berth ITE up/Drop-off berth Boat Trailers 0.02 trips per 0.04 trips per trailer 0.13 trips per trailer Austraffic Traffic trailer bay bay bay Surveys Clubrooms 20% of PM 10 trips per 100m2 10 trips per 100m2 RMS NSW Generation Marine Enterprise 1.31 trips per 1.15 trips per 100m2 0.24 trips per 100m2 ITE 100m2 NLA NLA NLA
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Table 11: Forecast Weekday and Saturday Peak Trip Generation
Land Use Quantity AM Peak PM Peak Saturday Peak Hour Trip Hour Trip Hour Trip Generation Generation Generation Medium Density 157 dwellings 102 102 102 Residential Dwellings High Density 842 160 126 211 Residential apartments Apartments Office/Commercial 1,764m2 NLA 35 35 35 Retail 6,374m2 NLA 72 289 289 Restaurant/Café 3,388m2 NLA 103 161 161 Hotel rooms 173 rooms 66 69 69 Beach and 24,935m2 164 261 378 Recreational Space Boat Berths 551 fixed 41 76 243 berths Boat Trailers 780 8 16 54 pens/stackers Clubrooms 1,549m2 NLA 31 155 155 Marine Enterprise 2,790m2 NLA 37 32 7 TOTAL 819 1,322 1,704 Linked Trips 48 83 132 between Beach and Retail Linked Trips 81 86 133 between Beach and Restaurant/Café Linked Trips 35 92 113 between Retail and Restaurant/Café TOTAL with 655 1,061 1,326 reductions for linked trips
8.2 Trip Distribution Table 12 shows the assumed external trip distribution for the residential, marina and mixed-use components on the development, based on surrounding trip attractors and generators. Table 13 then shows the in/out splits for each component during the weekday AM, weekday PM and Saturday peak hour periods.
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Table 12: External Trip Distribution (based on observed counts)
Origin/Destination Residential / Marina / Mixed-Use Apartments Beach Ocean Reef Rd (N) 5% 20% 20% Resolute Way 2.5% 2.5% 2.5% Constellation Dr 0% 2.5% 2.5% Marmion Ave (N) 10% 5% 5% Hodges Dr E of 35% 30% 30% Marmion Ave Marmion Ave (S) 15% 2.5% 2.5% Venturi Dr 2.5% 2.5% 2.5% Swanson Way 0% 2.5% 2.5% Ocean Reef Rd (S) 25% 10% 10% Oceanside Prom 5% 22.5% 22.5%
Table 13: Assumed In/Out Splits
Weekday AM Weekday PM Saturday Peak Peak Peak IN OUT IN OUT IN OUT Residential / 20% 80% 80% 20% 50% 50% Apartments Marina / Beach 50% 50% 50% 50% 50% 50% Retail / Restaurant 50% 50% 50% 50% 50% 50% Commercial 80% 20% 20% 80% 50% 50%
8.3 Understanding Route Assignment via the Greater JAM Model As discussed in Section 4.1, Arup utilised a macroscopic traffic model which was developed for the greater Joondalup Area Model (JAM) as part of the development process of the base year matrices. A 2031 version of the greater JAM model has been used to explore the route assignment to/from the proposed development at a higher level than that contained in Table 12. The development traffic determined from the trip generation exercise is then added onto selected zones in the vicinity of the proposed development as shown in Figure 36 and distributed accordingly based on the zone totals in the one-hour matrix. A traffic volume difference plot is used to show the difference in link traffic volume between the two scenarios (Project case and Base case). Figure 37 shows a close- up screenshot taken for the PM Peak. It indicates that the majority of development trips would arrive/leave via the eastern and southern corridors. Higher level volume difference plots of the 2031 AM and PM peaks can be found in Appendix E.
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Figure 36: Zones distributed with the proposed development traffic in the Greater JAM
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Ocean Reef Marina
Figure 37: 2031 PM Volume Difference Plot (red = Project > Base; green = Base > Project)
8.4 Future Year VISSIM Models Arup has prepared future year modelling for the AM, PM and Saturday peak hours with the use of the micro-simulation tool VISSIM. 2031 is the preferred assessment year as it represents the full opening of OCRM development (ultimate phase). Growth factors informed from Main Roads WA All-Day ROM24 Link Volume Plots have been applied to calibrated 2019 base matrices. For each model year, Arup has reported two separate methodologies; • A “Do Nothing” scenario and • A “Do Something” scenario The “Do Nothing” scenario represents no geometric change to the road network as per the base year model and with signal timing adjustments. Signal timing adjustments have been made to confirm available capacity for movements which ROM24 has forecasted to vastly increase. The “Do Nothing” scenario which is solely loaded with the future background traffic would serve as a base case for comparison against the “Do Something” scenario to investigate the implication of the additional traffic generated by the proposed development. The “Do Something” scenario represents the proposed network upgrades to the Ocean Reef Road corridor. It also includes adjusted signal timing for the corridor to cope with the expected future year demand safely and efficiently. To ensure a fair evaluation between the “Do Nothing” and “Do Something” the same signal
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adjustments have been implemented in both scenarios and is documented in Appendix B. It is important to note that Main Roads WA is the authority responsible for ultimately implementing future signal adjustments. Network changes of the Do Something” scenario include: • Duplication of Ocean Reef Road south of Hodges Drive from two-lane two way to four-lane two way. • Ocean Reef Road / Hodges Drive is upgraded to a dual-lane roundabout. • Internal circulation road network of the proposed OCRM (ultimate phase). Additionally, in order to sensibly evaluate the internal circulation of Ocean Reef Marina, the proposed development is disaggregated into 16 smaller zones in the “Do Something” scenario. The proposed development traffic is distributed accordingly among the new zones and would be added on top of the forecasted background traffic. The assumptions used to distribute the development trips are discussed in Section 8.2.
Figure 38: Future VISSIM Model Network
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8.5 Growth Factors for Background Traffic The growth factors applied to the VISSIM network are based upon the Main Roads WA ROM model. Main Roads WA has supplied All-Day ROM24 Link Volume Plots for 2016, 2021 and 2031. Growth factors for each available cordon link were formed from this data. This enables informed conclusions to be drawn in relation to the type of network upgrades required to accommodate the estimated background and development traffic along the corridor. Table 14 denotes the final adjusted growth factors applied to the base year matrices as well as the relationship of ROM24 link (parent) to the VISSIM zones. As a conservative measure, linear growth rate is adopted with the minimum rate capped at 0.1%. This ensures the projected background traffic in 2031 would always be higher than the base year. The base year matrices are then “furness” to 2031 using the adjusted growth rates. Table 14: Final adjusted growth factors applied to the base year matrices as well as the relationship of ROM24 link (parent) to the VISSIM zones
Final Growth Rate (Applied to Original Growth Rate Location VISSIM) VISSIM on model 2016-2021 2021-2031 2016-2021 2021-2031 Zone cordon Orig Dest Orig Dest Orig Dest Orig Dest Ocean 10.9 0.0 Reef Road 10.7% 2.4% 10.7% 10.9% 0.1% 2.4% 1, 2 % % (North) Venture 0.0 - 0.0% 4.0% 0.1% 4.0% 0.1% 0.1% 7 Drive % 1.7% Constellat 0.6 3.6% 3.8% 1.6% 3.6% 3.8% 0.6% 1.6% 3 ion Drive % Marmion 0.4 Avenue 1.4% 1.9% 1.2% 1.4% 1.9% 0.4% 1.2% 4 % (North) Hodges 0.7 Drive 1.2% 0.9% 2.9% 1.2% 0.9% 0.7% 2.9% 5 % (East) Marmion 1.3 Avenue 1.3% 1.0% 0.2% 1.3% 1.0% 1.3% 0.2% 6 % (South) Ocean 2.6 8, 9, 10, Reef Road 4.1% 4.6% 0.3% 4.1% 4.6% 2.6% 0.3% % 11 (South) To ensure the growth rates adopted in the future VISSIM models are reasonable, a check has been performed by comparing the final growth rate in Table 14 to growth rates calculated from the greater JAM model in VISUM. All-Day ROM24 matrices for years 2016, 2021 and 2031 are loaded into the respective network file in the greater JAM model for assignment. Traffic volumes are extracted from the cordon links of the study area and the growth rate is calculated linearly (per annum). It is important to note that the network file and demand matrices of JAM were received and developed back in early 2018. Table 15 shows the comparison of growth rates calculated from ROM24 LVP (adopted in VISSIM) and from the greater JAM model in VISUM. It shows that the growth rates calculated from the two sources are relatively consistent with the largest discrepancy noted at north of Ocean Reef Road. Based on alignment with
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statutory requirements, it is decided the final growth rate calculated from ROM24 LVP would be used to forecast future demand for the VISSIM models. Table 15: Growth Rate Comparison between ROM24 LVP and Greater JAM Model
Final LVP Growth (Applied to Growth Calculated from JAM Difference (LVP - JAM) Location on VISSIM) (VISUM) model 2016-2021 2021-2031 2016-2021 2021-2031 2016-2021 2021-2031 cordon O D O D O D O D O D O D
Ocean Reef 10.7% 10.9% 0.1% 2.4% 14.8% 14.2% 1.5% 1.4% -4.2% -3.3% -1.4% 1.0% Road (North)
Resolute Way 10.7% 10.9% 0.1% 2.4%
Venturi Drive 0.1% 4.0% 0.1% 0.1% 0.8% -0.7%
Constellation 3.6% 3.8% 0.6% 1.6% 3.8% 3.4% 0.7% 0.8% -0.3% 0.4% -0.1% 0.8% Drive Marmion Avenue 1.4% 1.9% 0.4% 1.2% 2.4% 2.4% 2.1% 1.9% -1.0% -0.5% -1.7% -0.7% (North) Hodges Drive 1.2% 0.9% 0.7% 2.9% 1.6% 1.5% -0.2% 0.7% -0.4% -0.6% 0.9% 2.2% (East) Marmion Avenue 1.3% 1.0% 1.3% 0.2% 2.1% 2.1% 1.9% 1.7% -0.7% -1.1% -0.6% -1.4% (South)
Boat Harbour 4.1% 4.6% 2.6% 0.3% 4.6% 5.1% 0.6% 0.7% -0.5% -0.5% 1.9% -0.4% Quays
Swanson Way 4.1% 4.6% 2.6% 0.3%
Ocean 4.1% 4.6% 2.6% 0.3% 3.0% 3.1% 2.2% 2.4% 1.1% 1.5% 0.4% -2.1% Promenade
Ocean Reef 4.1% 4.6% 2.6% 0.3% 3.4% 3.2% 1.5% 1.5% 0.7% 1.4% 1.1% -1.2% Road (South)
8.6 Modelling Results The modelling results shown within this section compare the “Do Nothing” and “Do Something” scenarios in 2031. The “Do Nothing” scenario has assumed no geometric change in the network, while the “Do Something” scenario has considered geometric changes along Ocean Reef Road corridor to accommodate the increased demand from OCRM as well as internal circulation of the proposed development. Both scenarios have assumed ROM growth factors to forecast 2031 background traffic demand and utilised the same adjusted signal timing to cope with the projected traffic growth.
8.6.1 Summary of Results Modelled turning volumes and network performance results such as average delay, level of service (LOS), average and maximum queue have been extracted from the
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future “Do Nothing: and “Do Something” VISSIM models via Node Evaluation and have been used for analysis in this section. The modelled turn volume and network performance results for 2031 “Do Nothing” and “Do Something” scenarios are shown within Appendix F. It is noted that the reported turn volumes, LOS, delay and queue length statistics are based on the average of 5 runs, with the reported delays not extending past the adjacent upstream intersections. The signal timings in the AM and PM peak of “Do Nothing” and “Do Something” scenarios have been optimised to account for the increase traffic flow across the Hodges Drive/ Marmion Avenue intersection. Changes in the cycle and phase times are documented in Appendix B. The weekend (Saturday) peak signal operation remains unchanged in the future year. In general, all intersections in the 2031 “Do Nothing” and “Do Something” scenarios have achieved acceptable LOS C or higher except for the Hodges Drive/ Marmion Avenue intersection. This is expected as the intersection has been operating at near/over capacity even during the base year. Therefore, further analysis and elaboration will be provided for Hodges Drive/ Marmion Avenue signalised intersection as follows: 2031 AM Peak “Do Nothing” scenario: • Despite an optimised cycle time, the right turns at the north and south approaches of Marmion Avenue still deteriorate from LOS E to F when compared to the 2019 AM Base Case. It shows that background traffic growth alone is expected to exacerbate the already congested intersection. • The optimised AM signal has allocated more green time to the eastbound and westbound flow along Hodges Drive to minimise the overall intersection delay. • Long queues are observed at the west, north and south approaches, with a maximum queue length of more than 280 m being recorded at the north. • It is noted that the west approach of Hodges Drive has already experienced LOS F in 2019 AM Base, with several movements operating at LOS E. 2031 PM Peak “Do Nothing” scenario: • Even with adjusted phase times, the LOS at the south approach still worsens when compared to the 2019 PM Base Case, with the right turn registering LOS F. It shows that background traffic growth alone is expected to aggravate the already congested intersection. • Queues are generally shorter than the AM peak with a maximum queue length of more than 260 m being recorded at the south approach. Queues at the other approaches are less than 80 m. • It is noted that every approach has at least one movement operating at LOS E in the 2019 PM Base Case. 2031 Saturday Peak “Do Nothing” scenario:
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• The intersection is expected to perform well within acceptable LOS, with a maximum LOS D being recorded at the south approach. The modelled maximum queue is also less than 80 m. 2031 AM Peak “Do Something” scenario: • Some minor intensification of Do Nothing scenario LOS F is recorded at the west approach of Hodges Drive when compared to the 2031 AM “Do Nothing” scenario. This may be attributed to the additional traffic leaving the proposed development in the morning. • Long queues are also observed at the west, north and south approaches. Maximum queue at the west approach is approximately 80 m longer than 2031 AM “Do Nothing” due to the additional development traffic. 2031 PM Peak “Do Something” scenario: • Additional LOS F movements are recorded at the west and east approaches of Hodges Drive when compared to the 2031 PM “Do Nothing” scenario. The proposed development is expected to attract more vehicles to utilise the already congested intersection and in turn reduces the LOS from E to F. • Long queues are observed at the west, east and south approaches, with a maximum queue length of more than 260 m being recorded at the east and south approaches. 2031 Saturday peak “Do Something” scenario: • The intersection is expected to operate at a lower LOS when compared to the 2031 Saturday “Do Nothing” scenario due to the increased development traffic particularly across Hodges Drive but still well within an acceptable LOS D. The modelled maximum queue remains less than 80 m. Internal intersections and circulation of the proposed development are also expected to operate at satisfactory level in all the “Do Something” scenarios as seen in Appendix F. In addition to the network performance results discussed above, speed heatmaps have also been produced for the comparison of “Do Nothing” and “Do Something” scenarios. Figure 39 to Figure 41 illustrate the travel speed for the 2031 VISSIM models. It shows that majority of the road network as well as internal circulation of OCRM will operate at acceptable speeds. It is noted that the slower travel speeds (orange) recorded at the western end of the proposed development internal road in the “Do Something” scenarios are due to the 40 km/h speed limit imposed in that area. As expected, all approaches leading to the Hodges Drive/ Marmion Avenue signalised intersection operate at very low speed due to the increasing congestion from background traffic growth as well as the additional development traffic particularly during the weekday AM and PM peak periods. The queue at the west approach is noticeably longer in the “Do Something” scenario during the AM peak as residents leave the development for work. The congestion switches over to the east approach during the PM peak. Overall, major road improvement is required for
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Hodges Drive/ Marmion Avenue as the intersection has already struggled to cope with existing 2019 demand and the operating conditions will only deteriorate with future background growth and the proposed development traffic. However, it is important to note that due to the existing near-capacity levels of operation at the intersection and the forecast future background growth, the trigger for upgrade of the intersection is not solely caused by the proposed Ocean Reef Marina development and is therefore not the sole responsibility of DevelopmentWA.
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Figure 39: 2031 AM Peak Travel Speed – Do Nothing Scenario (left) vs Do Something Scenario (right)
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Figure 40: 2031 PM Peak Travel Speed – Do Nothing Scenario (left) vs Do Something Scenario (right)
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Figure 41: 2031 Saturday Peak Travel Speed – Do Nothing Scenario (left) vs Do Something Scenario (right)
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8.7 Additional Scenario Test An additional scenario has been modelled to investigate the conversion of Ocean Reef Road/ Boat Harbour Quays priority junction into a roundabout. The roundabout is expected to ease the movement of vehicles with boat trailers as they enter and exit the development. The 2031 Weekend (Saturday) peak is chosen as it represents the highest development traffic to OCRM. The geometry changes are as follows: • Conversion of Ocean Reef Road / Boat Harbour Quays priority junction into a dual-lane roundabout • Lane reduction from two-lane to single lane each direction at the west approach of Ocean Reef Road / Hodges Drive roundabout
8.7.1 Summary of Results The modelled turning volumes and network performance results for additional testing of 2031 Saturday “Do Something” scenarios are shown within Appendix F. To avoid confusion with other scenarios discussed in Section 8.6.1, this additional test is titled “2031 DS SAT (A)” in short for the presentation of results. The reported network statistics are based on the average of 5 runs, with the reported delays not extending past the adjacent upstream intersections. Overall, the network performs very similarly to the previously reported 2031 Saturday “Do Something” scenario. The modelled turning volume also matches very closely to the previous Saturday “Do Something” scenario including Ocean Reef Road/ Boat Harbour Quays intersection. The Hodges Drive/ Marmion Avenue signalised intersection also operates within acceptable LOS for this additional test of the Saturday peak. Key differences of this additional test when compared to the previous Saturday “Do Something” scenario are as follows: • The lane reduction at Hodges Drive access results in slightly longer queues at the west approach with the maximum queue being less than 60 m. Average delay also increases by 4 seconds at the west approach but is still well within LOS A. • The conversion of Ocean Reef Road/ Boat Harbour Quays into a roundabout results in slightly longer queues at the west approach with the maximum queue being less than 60 m. Average delay also increases by 6 seconds at the west approach with the LOS dropping from A to B. • Travel speeds shown in Figure 42 indicate that the new geometric configurations would result in slower speed at both intersections (with slightly more road sections covered in orange and red).
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Figure 42: 2031 Saturday Peak Travel Speed (Additional Scenario Test) Although the performance of Ocean Reef Road/ Boat Harbour Quays and Ocean Reef Road/ Hodges Drive intersections have been negatively impacted in terms of delay and queue length by the tested geometric changes, the effect can be considered marginal and the proposed network is expected to operate at a satisfactory level during the Saturday peak. However, the Hodges Drive/ Marmion Avenue intersection would still require significant upgrade works to cope with traffic demand during the weekday peaks.
8.8 Road Cross-sections A set of cross sections have been developed to reflect the proposed road hierarchy, active and public transport networks, and the on-street kerbside uses. The street design supports functionality and reduces vehicle speeds where applicable. Streets shall accommodate the key movement desire lines for pedestrians, cyclists and vehicles to the marina, along the promenade, and north, south and east to the existing transport and movement networks.
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8.8.1 Primary Routes – Neighbourhood Connector A (50km/h) Primary routes provide connectivity to the higher order road network and are expected to provide for traffic through movements, bus routes and cyclists. They also provide active transport connectivity with the external network, and will be well used by both onroad and offroad bicycle riders, noting that the preference is for off road use. Clearly defined crossing locations are expected to be provided along these routes. The indicative cross section (section A-A) has been developed with reference to the LN Neighbourhood Connector cross section, with wider areas for parking (which will be provided both in parallel and 90 degree arrangements) and for the provision of shared paths. These shared paths may be required to cater for electric/golf buggies in future, and this has been reflected in the cross section. This cross section assumes that the median can be omitted, with the carriageway narrowed at regular intervals to provide for pedestrian crossings. The minimum verge has been provided on the western side, due to the provision of indented parking. The perpendicular parking (expected to have medium turnover) is provided in accordance with Liveable Neighbourhood and Australian Standards guidance. The verge provided on the eastern side of the cross section provides for the continuation of the Sunset Coastal Route, a high quality shared path.
Figure 43: Primary Route – example cross section
8.8.2 Secondary routes – Neighbourhood Connector A (30km/h) Secondary routes are expected to provide for traffic through movements, bus routes and cyclists. They also provide pedestrian connectivity, high quality urban realm and facilities for all levels of bicycle riders. These routes move through areas where higher levels of pedestrian activity are expected – including greater prevalence of formal and informal crossing demands. Therefore, a reduced speed environment of 30km/hr will be included within the design development and regular crossing opportunities provided (i.e. through narrowing the carriageway). The indicative cross section (section B-B) has been developed with reference to the LN Neighbourhood Connector cross section, with wider areas for parking (which will be provided in parallel and angle parking arrangements) and for the provision of shared paths. These shared paths may be required to cater for electric/golf buggies in future, and this has been reflected in the cross section. Parking on these routes is expected to be high turnover, and therefore additional width has been included. A median is not included on these routes, with vehicles
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turning from the traffic lane as needed. Buses are also intended to stop within the traffic lane. These design approaches reflect the slow speed environment intended to be achieved on these routes. Due to the provision of kerbside parking, the verges have been reduced, however it is intended that a shared path is provided on the southern side of this route, within the POS.
Figure 44: Secondary route – example cross section
8.8.3 Tertiary routes - Neighbourhood Connector B (30km/h), Access Street B or special streets Tertiary routes are expected to provide primarily for local access but will facilitate traffic through movements. Due to the land uses adjacent, they are anticipated to be used by coaches or buses (although expected to be limited to local access rather than scheduled services) and provide for high levels of pedestrian activity. Therefore, a reduced speed environment of 30km/hr will be included within the design development and regular crossing opportunities provided (i.e. through narrowing the carriageway). Some routes are also provided in a one-way format. Cycling is intended to be onroad, mixed with traffic.
8.8.4 Local Access Routes – Access Street C, D or Laneways Local access routes are not designed for through traffic or for use by buses. They are intended for use to access destinations only.
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9 Summary
The OCRM Scheme has been prepared to support the Project Vision for the delivery of a vibrant waterfront precinct providing a range of recreational, tourism, residential, boating facilities and employment opportunities. A number of transport, access and parking initiatives have been identified to support these objectives. Key analysis undertaken for the transport assessment and resultant initiatives include: • The duplication of Ocean Reef Road up to Hodges Drive, tapering to a single lane north of the proposed roundabout at Hodges Drive • Hodges Drive/Marion Avenue intersection will require adjustments to signal phasing (2031 forecast demands) with some recommended consideration of upgrades in the longer term (post 2031) in consultation with Main Roads and the City of Joondalup • A clear internal road and street hierarchy, and routes for marina related travel, in order to minimise unnecessary traffic generation and parking provisions across the site • Provision of walking and cycling facilities within the site, to connect externally and encourage shorter trips by active modes • Identification of a range of kerbside locations for use by a variety of forms of public transport modes, including bus services, coaches, taxi’s and rideshare services and well as public pick up and drop off • A parking strategy (to inform a future PSMP) which considers the parking requirements for the site, both in the short-medium term as well as future trends in parking use and the importance of ensuring flexible uses for areas used for parking • Ensuring servicing and loading provisions are considered appropriately within the site and support the land uses as well as the objectives for the development There are other key pieces of work that will need to be completed following endorsement of the OCRM Scheme. These include: • Analysis of the staging of the precinct and transport infrastructure requirements • Future design processes will need to ensure appropriate spatial and operational requirements are addressed within the transport network. This will include swept paths to ensure that roads, streets, access points and parking areas can accommodate heavy vehicles, boat trailers and so on, as well as consideration of sightlines and further traffic analysis. • More detailed planning and design will be required for the southern boat trailer parking, beach parking and boat pen/stacker area in future. The design development process for these areas will need to focus on the mitigation of conflict and risks between different types of traffic, particularly associated with car park access points and the reduction of impacts on active transport routes. Minimising crossing points and interactions between modes in this location will be important.
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• Development of a Parking Supply Management Strategy, which includes the definition of parking overspill areas for use during extraordinary events (and supporting shuttle provisions) • Development of a detailed wayfinding strategy that incorporates signage locations and details, and passive wayfinding devices • Further design approaches regarding the facilitation of electric/golf buggies onsite and • Further consultation with MRWA, PTA and CoJ.
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Appendix A-1 2019 AM Peak Traffic Movement
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Appendix A-2 2019 PM Peak Traffic Movement
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Appendix A-3 2019 SAT Peak Traffic Movement
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Appendix B 2019 and 2031 Signal Timings
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Appendix C 2019 Network Analysis Result
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Appendix D-1 2019 AM Turn Result
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Appendix D-2 2019 PM Turn Result
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Appendix D-3 2019 SAT Turn Result
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Appendix E-1 2031 AM JAM Volume Difference
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Appendix E-2 2031 PM JAM Volume Result
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Appendix F-1 2031 Network Analysis Result
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Appendix F-2 2031 Turn Result
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Appendix G Reciprocal Parking Analysis
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Appendix H Model Calibration
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Model Calibration
Model calibration exercises have been assessed to ensure that the models reflect existing conditions. This section identifies the procedures followed as per Main Roads WA operational modelling guidelines.
Model Convergence For calibration of the microsimulation models to be assessed, model convergence is required to ensure the model reflects similar results from run to run, indicative of the model reaching a converged solution. Within VISSIM, model convergence has been reached as per Main Roads Operational Modelling Guidelines. The guideline stipulates for: “95% of travel times on all paths and edges change by less than 20% for at least four consecutive iterations” This has been obtained for each seed run within the VISSIM base models and output of the convergence files are supplied together with the VISSIM models.
Model Stability The VISSIM microsimulation modelling was undertaken using dynamic assignment, allowing for vehicular movements to be based upon an associated cost calculated from the model. These determined path and cost files have been based upon the software’s default “seed” number. The “seed” number is common within all microsimulation models to illustrate model sensitivity. The five different “seed” numbers are assessed to mimic the variability representative over the course of a weekday. The five different “seed” values are shown within Table 16. All volumes and model outputs have been based on an average of five different “seed” runs as outlined within Main Roads Operational Modelling Guidelines. Table 16: Seed values used to assess model stability
Number Seed value 1 42 (default) 2 165 3 288 4 411 5 534
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Model Calibration As outlined within the guideline, the modelled area is defined as a Category 2; “A small area or long corridor model with limited route choices”. The criteria for model calibration criteria outlined within Main Roads Operational Modelling Guidelines has been based on the GEH statistic. As stated within these guidelines: “the formula is a form of chi-square statistic that is designed to be tolerant of largest errors in low flows. The reason for introducing such a statistic is the inability of either the absolute difference or the relative difference to cope over a wide range of flows.” The GEH equation is as follows:
According to the guideline, the following calibration statistics must be met as shown within Table 17. Table 17: Main Roads WA Calibration Criteria
Criteria Category 2 GEH < 5 85% GEH < 10 95% < 700 within 100 vph 90% 700 – 2700 vph within 15% 90% >2,700 vph within 400 vph 90% R squared value >0.95
The turning movement calibration results for the morning, evening and Saturday peak hours are shown within Table 18 and Table 19 respectively.
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Table 18: Results of Modelled Turns GEH Calibration
Heavy Peak Hour GEH Range Car Total Vehicles 5 100% 100% 100%
AM 5≤ 10 0% 0% 0% >−10 0% 0% 0% 5 100% 100% 100%
PM 5≤ 10 0% 0% 0% >−10 0% 0% 0% 5 100% 100% 100%
Saturday 5≤ 10 0% 0% 0% >−10 0% 0% 0%
Table 19: Results of Modelled Turns Within Permitted Range Calibration
Turn Volume Range AM Peak PM Peak Saturday Peak < 700 within 100 vph 100% 100% 100% 700 – 2700 vph within 15% 100% 100% 100% >2,700 vph within 400 vph 100% 100% 100% R squared value 0.99 0.99 0.99
The results indicate that 100% of 54 turning movements have achieved GEH of less than 5 for all three base year models, well within the calibration thresholds recommended by Main Roads Operational Modelling Guidelines. Detailed GEH calibration results can be found in Appendix D. Table 19 also shows that the modelled turns in all three volume range are well above the 90% requirement defined by the guideline.
Additionally, modelled data versus observed data are plotted graphically in Figure 45 to Figure 47 for the three peak hours. The R2 value of the line of best fit for the three models are well above the minimum 0.95 value as stipulated in the guideline. This result also confirms that the model is well calibrated and fit-for-purpose.
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REGRESSION ANALYSIS - AM PEAK 2000 Upper tolerence Limit Lower Tolerance Limit Model Linear (Model) Linear (Model) 1800
1600 R² = 0.9994 1400
1200
1000
800
600 MODELLED (VEHICLES)MODELLED 400
200
0 0 200 400 600 800 1000 1200 1400 1600 1800 OBSERVED (VEHICLES) Figure 45: VISSIM modelled vs observed data (AM peak)
REGRESSION ANALYSIS - PM PEAK 2000 Upper tolerence Limit Lower Tolerance Limit Model Linear (Model) Linear (Model) 1800
1600 R² = 0.9998 1400
1200
1000
800
600 MODELLED (VEHICLES)MODELLED 400
200
0 0 200 400 600 800 1000 1200 1400 1600 1800 OBSERVED (VEHICLES) Figure 46: VISSIM modelled vs observed data (PM peak)
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REGRESSION ANALYSIS - SATURDAY PEAK 900 Upper tolerence Limit Lower Tolerance Limit Model Linear (Model) Linear (Model) 800 700 R² = 0.9995 600
500
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MODELLED (VEHICLES)MODELLED 200
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0 0 200 400 600 800 OBSERVED (VEHICLES) Figure 47: VISSIM modelled vs observed data (Weekend peak)
Model Validation To further confirm the model replicates observed conditions, a second measurement is required against another set of observed data independent to the dataset utilised for model calibration. In this instance, Arup have validated the model to the traffic speed condition available on Google Maps during the AM, PM and Saturday Peak. The results have been graphically represented within Figure 48 to Figure 50. Figure 50 illustrates the modelled travel speed is similar with the observed travel speed. This denotes the base year models are reasonably validated and suitable for the transport assessment.
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Figure 48: AM Peak Travel Speed – Observed (left) vs Modelled (right)
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Figure 49: PM Peak Travel Speed – Observed (left) vs Modelled (right)
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Figure 50: Saturday Peak Travel Speed – Observed (left) vs Modelled (right)
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